blue innoship project controllable pre-swirl fins · 2019-04-02 · jrn 2019.03.19 pre-swirl fins...
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Blue INNOship ProjectControllable Pre-Swirl Fins
Jens Ring Nielsen
Aft Ship & Propeller
6 September 2018
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Pre-Swirl Fins
• Pre-Swirl or Stator fins in front of the propeller have been
known for some time and have been tried recently on a
number of full body ship types like bulkers and tankers
• The fins act as guide vanes that give a pre-swirl into the
propeller and thereby an increase in efficiency
• Drawbacks of existing fins
• Fins reduce the light running and a subsequent
modification to the pitch of the propeller is necessary
• The fins are fixed to the hull and optimised for one
condition only
• The number and setting of fins depends on the actual
condition – i.e. loaded or ballast
• Motivation for Controllable Pre-Swirl Fins (CPSF)
• Can be designed according to the operating profile of
the vessel without the drawbacks of fixed fins – however
on the expense of a higher complexity
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CPSF - Perspective
• Increasing the propulsive efficiency by 3-6%
• Combine CPSF with other Efficiency Improving Devices like
Kappel propellers, Rudder Bulb etc. for further improvements
• Ensure specified light running for different conditions and over time
due to fouling, weather etc.
• Vessel targets are
• Bulker and tanker due to their two distinctive operating
conditions – ballast and design
• Container due to their high loaded propellers at design speed
and low loaded propellers at slow steaming
• Develop a new propulsion Efficiency Improving Device into a
product and the associated services
• Investigations for applying patents
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Project definition and objective
• The CPSF is a research project that developed the
theories, methodologies and tools for optimising and
design of controllable fins in order to raise the efficiency
according to the condition the vessel is operating in. The
results will be verified through a series of model tests.
• The project idea distinguish itself from other EIDs by being
adjustable with the purpose that it:
• Can be optimised for different operating conditions like
draft, fouling, sea and weather
• Can be used to cure/minimise the effect of not having
the right light running
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Organisation
• Partners
• MAN Energy Solutions, Frederikshavn
• OSK ShipTech
• DTU – Technical University of Denmark
• Maersk Line
• External cooperation partner
• FORCE Technology – model test
• Steering Committee
• Maersk: Christian Rudbech Simonsen, Head of Hydrodynamics
and Performance Analytics
• OSK-ShipTech: Stig Knudsen, Naval Architect - CFD Specialist
• DTU: Jørgen Juncher Jensen, Professor
• MAN: Thomas Leander, Head of Propulsion
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Project members
Maersk: Sofia Fürstenberg, Asit Dalai, Kim Henriksen
OSK-ShipTech: Stig Knudsen, Henrik Mikkelsen, Morten Wedel, Anna Bruns, Willy
Maschen
DTU: Poul Andersen, Saettone Simone
MAN: Jens Ring Nielsen, Wei Jin, Mads Hvoldal, Henning Høyer Hansen, Martin
Knudsen
Project budget and timeline
• Total budget 10.2 mil. DKK – funding through Blue INNOship and Orients Fond (OSK)
• Start of project April 2015 - end of project April 2019
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Publication and presentations
• Pre-Swirl Stator and Propeller Design for Varying Operating Conditions:
Presented at PRADS2016 Seminar 4th to 8th September 2016
• Business model generation: Presented at INNOship seminar April 4th
2017
• Pre-Swirl goes with the flow: The Naval Architect magazine April 2017
• Pre-Swirl Fins Adapted to Different Operation Conditions: Sixth
International Symposium on Marine Propulsors May 2019 (Paper
Accepted)
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Vessel type selected for detailed design and
verification
• Bulk Carrier (Lauritzen)
• Full documentation – model test and full scale
Fin Configuration
• 3 on port side and 1 on starboard side (right handed
propeller)
Optimisation
• Vortex-lattice method (DTU)
• CFD with different turbulence models in self-
propulsion mode (OSK & MAN)
Results
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Mechanical Design
• Two types of fins were evaluated – all moving and
flapped
• Complexity, stress analysis and reliability led to
selection of flapped version
Results
Feature Weight Concept 1 Concept 2 Concept 3 Concept 4Total Score 395 481 540 500
Reliability / robustness / simplicity * 10 3 5 7 6
Individual deflection control 6 2 5 7 7
Low manufacturing costs 5
Easy service & maintenance 8 6 8 8 8
High power density / efficiency / gearing 6 6 5 9 6
Suitable for retrofit 8 1 8 8 8
Easy installation (size etc.) 5 3 6 6 6
Deflection span: ±10° * 9 8 9 8 8
Control resolution 6 8 4 6 4
Simple feedback 6 5 5 5 5
Possible to place near propeller 6 8 8 8 8
Few/non holes needed in hull 6 8 5 5 5
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Business cases (Preliminary)
8500 TEU Container Vessel
Investment US$ 311.000
Fuel costs US$/ton 450
Annual fuel consumption Tons/year 21.000
Savings from fins % 2.0
Pay Back time years 1.7
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Business cases (Preliminary)
110.000 DWT Tanker
Investment US$ 296.000
Fuel costs US$/ton 450
Annual fuel consumption Tons/year 8.000
Savings from fins % 3.5
Pay Back time years 2.5
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Project experience
• General
• In a project running for 4 years “change of guards” must be
anticipated – leads to setbacks and delays
• One common SharePoint site led to easy exchange of information
• Project meetings (face to face) twice a year is not sufficient to
ensure progress. Skype meetings were introduced on specific
topics (CFD and mechanical design) to speed up project progress
• Limited resources allocated for a short period of time led to delays
for other partners. However, this was solved by intervention of
Blue INNOship program manager and project manager
• Others
• These kind of products and services will not be developed without
external funding
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Future Business perspective
• The project has demonstrated that the concept is technically
conceivable with an expected saving in the order of 3 to 4%
• Business cases show an acceptable pay-back time of 2 to 3 years
• The experience gained through the project in the form of services
(design and optimisation) and the product itself can lead to new
business opportunities for the partners as well as job creation during
design, manufacturing, installation and servicing of this new concept
• The experience and knowledge gained throughout the project will
give the partners a competitive edge with respect to
• Designing innovative and efficient ships and in complying with
increasing market requirements i.e. EEDI - OSK
• Extending the existing propulsion and aft-ship product portfolio –
MAN
• Securing operation of an efficient and environmental fleet for
different conditions – Maersk
• Verifying new optimisation and calculation tools - DTU
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Pre-Swirl Fins as a part of MAN’s Efficiency Improving Devices
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All data provided in this document is non-binding.
This data serves informational purposes only and is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and
will be assessed and determined individually for each project. This will depend on the particular characteristics
of each individual project, especially specific site and operational conditions.
Disclaimer
2019.03.19