PROW AND/OR STERN ARRANGEMENT FOR REDUCING THE DRAG OF A WATERCRAFT DURING SAILING

Abstract

An arrangement for reducing resistance to the advance of a vessel its navigation includes:

at least one rotating body of revolution attached to the vessel by support and draft control means associated with its longitudinal rotation axis which is arranged perpendicular to the direction of advance of said vessel, and associated with driving means, the at least one rotating body of revolution located in front of the bow or behind the stern of said vessel. The rotation of rotating body of revolution is synchronized with the vessel’s forward speed. The rotating body of revolution closest to the hull of the vessel is separated from the hull by a clearance of approximately 5% or less of its maximum diameter. The support and draft control means are forks associated with pistons and maintain the rotating body of revolution submerged in the order of 30% of its maximum diameter during navigation.

Claims

1. An arrangement for reducing resistance to the advance of a vessel (2) during its navigation, comprising: at least one rotating body of revolution (1,8) attached to said vessel (2) by support and draft control means (4) associated with its longitudinal rotation axis (3) which is arranged perpendicular to the direction of advance of said vessel (2), and associated with driving means, said at least one rotating body of revolution (1,8) located in front of the bow or behind the stern of said vessel (2), the rotation of said at least one rotating body of revolution (1,8) is synchronized with the forward speed of said vessel (2), wherein the rotating body of revolution (1,8) closest to the hull of said vessel (2) is separated from said hull of said vessel (2) by a clearance of approximately 5% or less of its maximum diameter; characterized in that said support and draft control means (4) are forks associated with pistons and maintain said rotating body of revolution (1,8) submerged in the order of 30% of its maximum diameter during navigation; said driving means rotatably impel said rotating body of revolution (1,8), said driving means being engines, and being associated to said longitudinal rotation axis (3) of said at least one rotating body of revolution (1) by transmission means.

2. The arrangement according to claim 1, characterized in that said transmission means are belts, straps, chains or gears.

3. The arrangement according to claim 1, characterized in that the surface of said at least one rotating body of revolution (1,8) is smooth and its interior is hollow in order to have the capacity to carry load.

4. The arrangement according to claim 1, characterized in that said at least one rotating body of revolution (1,8) is a cylinder.

5. The arrangement according to claim 1, characterized in that it comprises two or more rotating bodies of revolution (1,8) being separated from each other by a clearance of approximately 5% or less of their maximum diameters.

6. A method for reducing resistance to the advance of a vessel (2) during its navigation by employing an arrangement of any one of the preceding claims, said method being characterized in that it comprises the following steps: rotating said at least one rotating body of revolution (1,8) in a synchronized way with the forward speed of said vessel; maintaining said at least one rotating body of revolution (1,8) submerged in the order of 30% of said maximum diameter during navigation; and maintaining said at least one rotating body of revolution (1,8) separated from the hull of said vessel (2) by a clearance of approximately 5% or less of its maximum diameter during navigation.

Description

BRIEF DESCRIPTION OF THE FIGURES

[0026] FIG. 1 illustrates a side view of a first preferred example of embodiment, namely a rotating cylinder with a rotation synchronized with the forward speed of a vessel, submerged in the order of 30% of its diameter, and without submersion.

[0027] FIG. 2 illustrates a side view of a second preferred example of embodiment, namely a plurality of rotating cylinders with a rotation synchronized with the forward speed of a vessel, submerged in the order of 30% of their diameter.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0028] During the research stage, after numerous tests simulated by the CFD system with OpenFoam, the Applicant has verified, as previously mentioned, that the ideal draft of a cylinder is of the order of 30% of its diameter, since said cylinder rotating at a speed synchronized with the forward speed of the assembly compared with the same body without rotation, with said draft, can get a reduction in the resistance to the advance of up to 50% of the overall resistance, and this reduction being only 5% when the draft is 50% of the diameter.

TABLE-US-00001 Draft [% of diameter] Forward Speed [m/sec] Rotation Speed [m/sec] Pressure Resistance [N] Frictional Resistance [N] Overall Resistance [N] Rotation Torque [N.m] 30 1.0 0.0 20.297 1.3593 21.656 0.4741 30 1.0 1.0 12.621 0.1405 12.762 -0.0513 50 1.0 0.0 46.123 0.6095 46.733 0.2600 50 1.0 1.0 44.486 -0.1380 44.348 -0.1970

Percentage of reduction of resistance depending on the draft

Spacing Between Two or More Cylinders

[0029] As previously mentioned, the Applicant has verified that the optimum distance between two or more cylinders is obtained when the bodies approach approximately 5% or less of their diameter causing a very significant hydrodynamic effect of interaction, which disappears when the rotating bodies move away.

Thrust of the Front Cylinder of a Structure of Two or More Cylinders in the Bow

[0030] With the optimum separation of around 5% or less and an optimum draft of the order of 30% of the diameter of the rotating cylinders, the Applicant has verified that the front cylinder in a structure of two or more cylinders in the bow, not only contributes to the decrease in the resistance to the advance of a vessel, but it provides energy to the system, which is understood as thrust.

[0031] This phenomenon is achieved by the effect of an overpressure in said rotating cylinder and the increase in the speed of the water flow across the submerged profile of the cylinder. Since the cylinder is only partially submerged and already in roto-translatory movement, the submerged section gets a pressure offered by a medium approximately 1000 times denser than the air in contact with the section outside the water. Said pressure difference brings a thrust coincident with the direction of advance of the assembly to the roto-translatory movement.

[0032] According to the results obtained from testing, a cylinder of 6 m diameter or length, with a draft of 2 m depth and 12 m length or beam, at the synchronized speed of 3.162 m/sec (both rotation and forward speed) provides a thrust equivalent to 73.14 HP to the system.

Synchronized Rotation of Three Cylinders, and Over-Rotation From the Front Cylinder to the Rear Cylinder in a Structure Mounted in the Bow

[0033] The Applicant has evaluated different percentages of rotation speed in relation to the forward speed of the assembly, observing a continuous decrease in the resistance when generating an over-rotation in said cylinders, as can be seen in the figure below. S-translation = S5 = 0.8 m/sec Variation of Overall Resistance Calculated with the Rotation Speed

[0034] When analyzing an assembly of 3 rotating cylinders with synchronized rotation, the variation of the rotation speed or over-rotation was also discussed in an incremental way from the front cylinder to the rear cylinder, obtaining the following results: [0035] A) Three cylinders, synchronized rotation at the speed of 1 m/sec, the reduction obtained was 43% of the overall resistance to the advance of the assembly; [0036] B) Three cylinders, synchronized front cylinder, synchronized intermediate cylinder and rear cylinder rotating at twice the synchronized speed, the reduction obtained was 52% of the overall resistance to the advance of the assembly; [0037] C) Three cylinders, synchronized front cylinder, intermediate cylinder rotating at 1.5 times the synchronized speed and rear cylinder rotating at twice the synchronized speed, the reduction obtained was 56% of the overall resistance to the advance of the assembly.

TABLE-US-00002 Front Cylinder Front-Intermediate -Rear Pressure Resistance [N] Frictional Resistance [N] Overall Resistance [N] Rotation Torque [N.m] EP [W] RP [W] Total Power [W] V00-V00-V00 42.00 1.29 43.29 0.44 43.3 0.0 43.3 V10-V10-V10 -29.23 -0.10 -29.33 -0.21 -29.3 0.7 -28.7 V10-V10-V20 -29.90 -0.09 -29.98 -0.21 -30.0 0.7 -29.3 V10-V15-V20 -29-55 -0.08 -29.63 -0.21 -29.6 0.7 -29.0

TABLE-US-00003 Intermediate Cylinder Front-Intermediate -Rear Pressure Resistance [N] Frictional Resistance [N] Overall Resistance [N] Rotation Torque [N.m] EP [W] RP [W] Total Power [W] V00-V00-V00 13.04 0.90 13.94 0.22 13.9 0.0 13.9 V10-V10-V10 17.22 -0.59 16.63 -0.40 16.6 1.3 17.9 V10-V10-V20 13.05 -0.60 12.45 -0.42 12.4 1.3 13.8 V10-V15-V20 6.28 -1.37 4.91 -1.60 4.9 7.5 12.5

TABLE-US-00004 Rear Cylinder Front -Intermediate -Rear Pressure Resistance [N] Frictional Resistance[ N] Overall Resistance [N] Rotation Torque [N.m] EP [W] RP [W] Total Power [W] V00-V00-V00 29.04 1.36 30.39 0.40 30.4 0.0 30.4 V10-V10-V10 62.91 -0.48 62.43 -0.32 62.4 1.0 63.4 V10-V10-V20 60.32 -1.39 58.94 -3.02 58.9 19.0 77.9 V10-V15-V20 64.38 -1.18 63.20 -2.93 63.2 18.4 81. V00 = no rotation V10 = Synchronized Rotation Speed = 1 m/sec V15 = 1.5 times the Synchronized Rotation Speed V20 = twice the Synchronized Rotation Speed TEP = Effective Power = Overall Resistance x Forward Speed RP = Rotation Power RP = Rotation Torque x Angular Rotation Speed

TABLE-US-00005 3-Cylinder Assembly Fro nt -Intermedia te - Rear Pre ssure Resistance [N] Fric tional Resistance [N] Ov erall Resistance [N] Rot ation Torque [N.m] EP [W] RP [W] Total Power [W] V0 0-V00-V00 84.07 3.54 87.61 1.06 87.61 0.00 87.61 V1 0-V10-V10 50.90 -1.17 49.73 -0.93 49.73 2.95 52.68 V1 0-V10-V20 43.47 -2.07 41.41 -3.65 41.41 20.96 62.37 V1 0-V15-V20 41.11 -2.63 38.49 -4.74 38.49 26.58 65.06 V00 = no rotation V10 = Synchronized Rotation Speed = 1 m/sec V15 = 1.5 times the Synchronized Rotation Speed V20 = twice the Synchronized Rotation Speed TEP = Effective Power = Overall Resistance x Forward Speed RP = Rotation Power RP = Rotation Torque x Angular Rotation Speed

[0038] As can be noted, the over-rotation has a significant impact in the reduction of the overall resistance. Although from the point of view of the energy balance, the optimal choice is that of synchronized rotation at the same forward speed of the vessel, from the point of view of the need to achieve an increase in speed of the vessel, the other options are very valid.

[0039] Different configurations were tested: [0040] A) All cylinders rotating synchronously; [0041] B) Only the front cylinder rotating synchronously; [0042] C) Only the rear cylinder rotating synchronously; and [0043] D) All cylinders without rotation.

[0044] It has been observed that the greatest decrease, and even the thrust in all cases, is always provided by the front cylinder.

[0045] However, when the rear cylinder was analyzed while rotating only, and even in the case of over-rotation, said rear cylinder brings a reduction of the overall resistance of the assembly of the order of 5%.

[0046] That is why the Applicant understands that one of the applications that will bring more benefits to the maritime industry in general is the installation of structures mounted on the bow that include one or more cylinders in existing maritime transports and those that will be built in the future.

[0047] As expected, the benefit of the rotation is progressively related to the scale used. That is why each vessel that applies this method of reduction of resistance in its bow and/or the stern, should test the best scale option for each configuration.

[0048] Another feature of the invention is that both in the case of a single rotating cylinder and two or more rotating cylinders, they can act as tanks that allow to load fluids or grains, thus harnessing the volume and improving the cost per transported ton ratio.

[0049] The rotating cylinders do not have any type of wings or blades, their surface being as smooth as possible.

[0050] The effect of decreasing the resistance to the advance is much greater than the resistance generated by the cylinders in the water, since the pressure resistance is modified, also called residual resistance or resistance to wave formation. The pressure resistance is the cause of about 90% of the overall resistance of a vessel and increases exponentially depending on the speed.

[0051] Furthermore, fluvial and maritime transportation costs include both fuel consumption and all costs related to transport time, such as daily rental and crew hiring; that is why with this arrangement, either the reduction of consumption of the vessel or the increase in the forward speed of the vessel at a constant consumption is sought. This results in less polluting and more economic vessels, or vessels with shorter cycle times with their respective savings as long as logistics is concerned.

[0052] This generates a highly efficient ratio of energy consumed per ton of load transported and, in addition, a highly stable design.

[0053] Therefore, the object of the present invention is an arrangement for decreasing the resistance to the advance of a vessel during its navigation, characterized in that it comprises at least one rotating body of revolution synchronized with the forward speed of said vessel, said at least one body of rotating revolution attached to said vessel by means of support and draft control means associated with its longitudinal rotation axis which is arranged perpendicular to the direction of advance of said vessel, and associated with driving means, said at least one rotating body of revolution located in the bow and/or the stern of said vessel, wherein the rotating body of revolution closest to the hull of said vessel is separated from said hull of said vessel by a distance of approximately 5% or less than its maximum diameter.

[0054] It is also claimed an arrangement for decreasing the resistance to the advance of a vessel during its navigation, characterized in that it comprises:

[0055] a rotating body of revolution with a rotation synchronized with the forward speed of said vessel, said rotating body of revolution being attached to said vessel by support and draft control means associated with its longitudinal rotation axis which is arranged perpendicular to the direction of advance of said vessel, and associated with driving means, said rotating body of revolution being located in the bow and/or the stern of said vessel and separated from the hull of said vessel by a distance of approximately 5% or less of its maximum diameter.

[0056] Another object of the present invention is an arrangement for decreasing the resistance to the advance of a vessel during its navigation, characterized in that it comprises:

[0057] two or more rotating bodies of revolution with a rotation synchronized with the forward speed of a vessel mounted through its longitudinal rotation axes to support means located in the bow and/or in the stern of said vessel, wherein the rotating body of revolution closest to the hull of said vessel is separated from said hull of said vessel by a distance of approximately 5% or less of its maximum diameter, said two or more rotating bodies of revolution being separated from each other by a distance of about 5% of its maximum diameters, its longitudinal rotation axes being arranged perpendicular to the direction of advance of the vessel and associated with driving means, and said support means being attached to draft control means.

[0058] FIG. 1, in its left part, illustrates a rotating cylinder 1 located in the bow of a vessel 2, although it could also be located in the stern, with a rotation synchronized with the forward speed of said vessel 2. Said rotating cylinder 1 is attached to said vessel 2 by support and draft control means 4 associated with its longitudinal rotation axis 3, which is arranged perpendicular to the direction of advance of said vessel 2 and associated with driving means (not shown). Said rotating cylinder 1 may be located in the bow and/or the stern of said vessel 2, and is separated from the hull of said vessel 2 by a distance of approximately 5% or less of its diameter.

[0059] Furthermore, said support means can be forks. Said draft control means regulate the level of flotation of said rotating cylinder 1, for example, by pistons or the like, so that said rotating cylinder 1 is submerged in the order of 30% of its diameter.

[0060] In turn, the right part of FIG. 1 illustrates said rotating cylinder 1 without submersion or elevated by said support and draft control means 4.

[0061] Said rotating cylinder 1 is given a rotary impulse through said driving means (not shown), such as for example engines, said driving means being associated to said longitudinal rotation axis 3 of said rotating cylinder 1 by transmission means (not shown), such as belts, straps, chains or the like. In this way, the rotation of said rotating cylinder 1 synchronized with the forward speed of said vessel 2 is achieved. The surface of said rotating cylinder 1 is smooth. Said rotating cylinder 1 also has over-rotation capacity provided by said driving means (not shown).

[0062] FIG. 2 illustrates two or more rotating cylinders 8 mounted on support means 11 through their longitudinal rotation axes 10, said support means 11 being arranged in the bow of a vessel 9, although they could also be in the stern, where the rotating cylinder closest to the hull of said vessel 9 is separated from said hull of said vessel 9 by a distance of approximately 5% or less of its diameter. Said longitudinal rotation axes 10 are arranged perpendicular to the direction of advance of the vessel 9, and said support means 11 are associated with draft control means 13 that regulate the level of flotation of said two or more rotating cylinders 8 so that they are submerged in the order of 30% of their diameter. Said two or more rotating cylinders 8 are given a rotary impulse by means of driving means (not shown), such as for example an engine, or individual engines for each of the rotating cylinders 8, said driving means are associated to said longitudinal rotation axis 10 of said rotating cylinders 8 by transmission means (not shown), such as for example belts, straps, chains or the like.

[0063] Said support means 11 can be, for example, forks, and said draft control means 13 can be, for example, pistons. Again, the surfaces of said rotating cylinders 8 are smooth.

[0064] Also, said one rotating cylinder 1 or said two or more rotating cylinders 8, can carry load inside.