Arrangement for a multi-propeller vessel comprising an outer propeller shaft and method for producing such an arrangement

Abstract

The invention relates to an arrangement for a multi-propeller vessel, in particular a twin-propeller vessel, with an outer propeller shaft, and a method for producing such an arrangement. The arrangement according to the invention is particularly suitable for the drive system of such a multi-propeller vessel and for improving its energy efficiency.

Description

[0001] The application is a divisional application of the patent with application number 201610128322.3, application date March 7, 2016, and invention name "Arrangement for a multi-propeller vessel including an external propeller shaft and a method for producing such an arrangement". Technical Field

[0002] The invention relates to an arrangement for a multi-propeller vessel, in particular a twin-propeller vessel, with an outer propeller shaft, and a method for producing such an arrangement. The arrangement according to the invention is particularly suitable for the drive system of the aforementioned multi-propeller vessel and for improving its energy efficiency. Background Art

[0003] There are already a variety of devices in the prior art for reducing the driving power requirement of single-screw ships. EP 2 100 808 A1 is mentioned here in an exemplary manner.

[0004] In the case of a normal single-screw ship, the propeller shaft of the propeller of the ship extends in the hull of the ship. In the case of these ships, only the end of the propeller shaft protrudes from the hull of the ship, wherein the marine propeller is attached to the protruding end of the propeller shaft. On the contrary, various types of ships are equipped as multi-screw ships, that is, respectively having at least two marine propellers or at least two marine propellers. In particular, a known twin-screw ship, which has two marine propellers or marine propellers respectively. The type of ship that is often seen in the case of multi-screw ships is a multi-screw ship with an outer propeller shaft. In the case of this ship type, at least two propeller shafts are arranged at least partially outside the hull of the ship. In the case of this ship type, normally, the important part of the corresponding propeller shaft is arranged outside. For example, the propeller shaft can also be arranged at least 10m outward, preferably at least 3m is also arranged outward, and the length is usually more than 5m. Usually, the outer section of the propeller shaft is therefore only a tube or the like plus an envelope and is spaced apart from the hull of the ship in space. Typically, each outer part of a propeller shaft is supported via a shaft bracket, wherein the shaft bracket is connected to the hull of the ship via a shaft bracket arm. The shaft bracket is normally arranged in the end region of the propeller shaft so that the propeller of the ship is attached to the propeller shaft in the longitudinal direction of the propeller shaft, just behind the shaft bracket. Frequently, each outer propeller shaft is supported by means of precisely one shaft bracket.

[0005] For this ship type of multi-propeller ship with external propeller shafts, there are no devices for increasing the energy efficiency or for reducing the drive power requirement, respectively. SUMMARY OF THE INVENTION

[0006] It is therefore an object of the present invention to specify an arrangement of multi-propeller vessels with propeller shafts by means of which the drive power requirement of these multi-propeller vessels can be reduced.

[0007] The object is solved by an arrangement for a multi-propeller vessel, in particular a twin-propeller vessel, with an outer propeller shaft, comprising at least two shaft supports for supporting the propeller shafts, wherein each of the at least two shaft supports has at least one shaft support arm, preferably at least two shaft support arms, for fastening the respective shaft support to the multi-propeller vessel, and at least two devices for reducing the drive power requirement of the multi-propeller vessel, wherein each device is assigned to the shaft support, and wherein each of the at least two devices comprises at least one hydrofoil. In the case of this arrangement, at least one shaft support arm of each shaft support is further formed as a hydrofoil of the device, wherein no further hydrofoils are provided in addition to the shaft support arms, or each of the at least two devices of the arrangement comprises a front nozzle, wherein in the case of each of the at least two devices, at least one fin formed as a hydrofoil of the device is each provided, wherein at least one fin is arranged inside the front nozzle and / or outside the front nozzle.

[0008] The shaft supports are arranged on the outer (i.e., outside the hull) part of the respective propeller shaft, so as to support or fix and / or place the propeller shaft, respectively. Each shaft support is connected to the hull of the ship via one shaft support arm, preferably via two or more shaft support arms. The shaft support arms have the function of struts, via which forces acting on the shaft support are fastened to the hull.

[0009] At least two devices for reducing the driving power requirements of a multi-propeller ship each include at least one hydrofoil, preferably a plurality of hydrofoils. In principle, at least one hydrofoil can be formed by each object or each device having a hydrofoil profile. At least one hydrofoil of the device is provided for influencing the propeller inlet flow so that higher energy efficiency can be achieved. Preferably, at least one hydrofoil is a stator with a hydrofoil profile, that is, a fixed element with a hydrofoil profile. In the present context, an embodiment with a hydrofoil profile refers to a cross-sectional view of at least one hydrofoil. Preferably, at least one hydrofoil has a hydrofoil profile that is distributed throughout, that is, especially throughout its entire longitudinal extension. However, it is also possible that, when viewed longitudinally of the hydrofoil, at least one hydrofoil has a hydrofoil profile only in a portion or section. Advantageously, at least one hydrofoil is formed as elongated, that is, the length is significantly greater than the width. At least one hydrofoil is formed or arranged in a manner to achieve the most favorable propeller inlet flow, which leads to improved energy efficiency or reduced driving power requirements, respectively. In particular, this can be achieved because at least one hydrofoil produces a pre-twist (at a suitable position) in the propeller inlet flow.

[0010] The devices assigned to the shaft supports are each expediently arranged in the region of the shaft support or on the shaft support and / or are formed so as to be integrated with the shaft support or a part of the shaft support and / or so as to interact with the shaft support or a part of the shaft support. When viewed in the ship's longitudinal direction, the devices assigned to the respective shaft support are in particular arranged at the height of the shaft support. When viewed in the longitudinal direction of the ship, the devices are in particular arranged so as not to protrude beyond the shaft support, in particular not in the direction of the ship's propeller.

[0011] In a first embodiment alternative of the arrangement according to the invention, at least one shaft support arm of each shaft support is formed as a hydrofoil and forms at least one hydrofoil of the device. Preferably, multiple shaft support arms of each shaft support, in particular at least two shaft support arms, more preferably all shaft support arms are formed as hydrofoils. This means that at least one shaft support arm has a hydrofoil profile, at least in some sections. In addition to the shaft support arms formed as hydrofoils, no further hydrofoils are provided for the device, which are not shaft support arms. In this case, it is beneficial that the existing shaft support arms only have to be redesigned as hydrofoils, and no additional hydrofoils need to be provided. Therefore, the shaft support arms realize their normal supporting function with respect to the shaft support, and additionally, the guiding function is realized due to their hydrofoil profile. One end of the shaft support arm is connected to the shaft support, and the other end is connected to the hull of the ship, in particular fixedly connected to the hull of the ship. If at least one shaft support arm is formed as a hydrofoil only in some sections, it is beneficial that at least the area of ​​the shaft support arm facing the shaft support is formed as a hydrofoil. In the case of this alternative, the device can consist exclusively of at least one axle support arm, which is designed as a hydrofoil, or can also include further components.

[0012] In the second alternative of the arrangement, each of the at least two devices includes a front nozzle. The front nozzle is arranged upstream of the corresponding propeller along the direction of travel of the multi-propeller ship. The term "along the direction of travel" should be understood here as the forward travel direction of the multi-propeller ship. Compared with the Kort nozzle or the rudder propeller, for example, no propeller is arranged inside the front nozzle. The front nozzle is then arranged to be spaced apart from the propeller. Advantageously, the front nozzle is formed in the following manner: the water flow flowing through the front nozzle is at least partially, preferably completely, directed to the propeller arranged downstream. Typically, the front nozzle will have a tubular shape. However, in principle, any other cross-sectional shape is also optional, such as an angular cross-sectional shape. The front nozzle can be formed as one piece or integrally, or can be formed by combining a plurality of individual components together to form the front nozzle, wherein the individual components are preferably connected, especially welded to each other or other components of the device and / or arrangement. Preferably, at least a partial area of ​​the front nozzle is arranged above the propeller shaft of the ship propeller and / or below the propeller shaft.

[0013] In principle, the front nozzle may comprise only a partial section of the nozzle or nozzle ring (e.g., 1 / 4 of the nozzle ring, 1 / 3 of the nozzle ring, 1 / 2 of the nozzle ring, 2 / 3 of the nozzle ring, 3 / 4 of the nozzle ring, etc.). In the case of this embodiment, the front nozzle is formed to be open when viewed on the periphery. However, preferably, the front nozzle is formed to be closed when viewed in the periphery direction. For this purpose, the nozzle can be formed to be continuous 360° in the periphery direction. In the case of a front nozzle formed with several parts, in particular also in the case of a closed nozzle periphery, the individual components of the front nozzle can then be connected to the arranged components and / or components of the device, so that these connected components subsequently form part of the nozzle periphery. In the case of a front nozzle that is open when viewed on the periphery, the front nozzle can be formed so that at least 3 / 4 of the total periphery is closed, so that at least 2 / 3 of the total periphery is closed, so that at least 1 / 2 of the total periphery is closed, so that at least 1 / 3 of the total periphery is closed, or so that at least 1 / 4 of the total periphery is closed.

[0014] The wall of the front nozzle forms an inner region, which is surrounded by a nozzle envelope or nozzle wall at each front nozzle, which is theoretically closed at the water inlet and open at the water outlet. Front nozzles that are closed on the periphery and front nozzles that are partially open when viewed on the periphery thus form an inner region. In the case of nozzles that are partially open when viewed on the periphery, the end region is surrounded in the circumferential direction by the envelope of the front nozzle and by a theoretical plane between the two end points of the nozzle envelope in the circumferential direction.

[0015] At least one fin formed as a hydrofoil is arranged inside the front nozzle, that is, in the inner region of the front nozzle, and / or on the outside of the front nozzle. Preferably, at least one fin is fixedly connected to the front nozzle. It is also possible that at least one fin is arranged inside the front nozzle and at least one fin is arranged outside the front nozzle at the same time. The two fins can also be arranged in the following way: one fin is arranged inside the front nozzle and the other fin is arranged outside the front nozzle, wherein when viewed in their longitudinal direction, they are arranged downstream of each other and are both fastened to the nozzle envelope, so that a single total fin is obtained as a whole. At least one fin can also be arranged outside as well as inside, for example, when the fin passes through the front nozzle envelope. If at least one fin is arranged outside the front nozzle, it is advantageously fastened to the front nozzle, in particular to the front nozzle at one end thereof, and is formed as a free end at the other end thereof. If at least one fin is arranged in the inner region of the front nozzle, the fin is advantageously fastened to the nozzle envelope at one end. Advantageously, the other end is fastened to the shaft support. However, in principle, this end can also be formed as a free end. In principle, a reverse embodiment is also possible, in which case one end of the at least one fin is arranged on the axle support and the other end is arranged inside the front nozzle and is formed as a free end. The at least one fin has a hydrofoil profile and is preferably formed in the manner of a guide fin, that is, it preferably has an extension that is particularly significantly longer in the direction of its longitudinal axis than in the direction of its transverse axis.

[0016] In the case of the second embodiment alternative of the arrangement according to the invention, one or more axle support arms may also have a hydrofoil profile in addition to the hydrofoil formed as at least one fin. In particular, all axle support arms may have a hydrofoil profile.

[0017] In the case of the first embodiment alternative of the arrangement according to the invention, a front nozzle or a partial section of a front nozzle can also be provided without providing further hydrofoils in addition to the axle support arms. The front nozzle is then advantageously fastened to one or more axle support arms.

[0018] In the case of two alternative embodiments according to the invention, at least one hydrofoil can be arranged inside the front nozzle or outside the front nozzle, or both. It is also possible that the hydrofoil is arranged only inside the front nozzle, or only outside the front nozzle. At least one hydrofoil may have a hydrofoil profile throughout, that is, throughout its entire length. It is further possible that the hydrofoil profile only exists partially with respect to the longitudinal direction. If at least one hydrofoil is formed as an axle support arm, for example, the axle support arm may have a hydrofoil profile on a partial section, while another section without a hydrofoil profile may be formed, for example, as a normal support member with a circular, rectangular or another (cross-sectional) profile.

[0019] The front nozzle can be formed concentrically or coaxially with the propeller shaft. That is, the rotation axis of the front nozzle can be positioned on the axis of the propeller shaft. In principle, however, the rotation axis of the front nozzle can be displaced compared to the propeller axis, in particular upwardly, to the right, to the left, downwardly, or a combination of two of these displacement directions. The rotation axis of the front nozzle can also be oriented obliquely compared to the axis of the propeller shaft.

[0020] The front nozzle profile, i.e. the profile of the nozzle envelope, preferably has a maximum length in the range between 2% and 20% of the maximum length of the front nozzle profile, preferably between 5% and 15%, more preferably between 9% and 12%. Preferably, the front nozzle profile further has a maximum length between 5% and 60%, preferably between 20% and 40%, more preferably between 25% and 30% of the front nozzle diameter. The front nozzle can further be formed rotationally symmetrical or also rotationally asymmetrical. In the case of a rotationally asymmetrical front nozzle, the maximum distance between two points on the rear edge of the front nozzle located far from each other is used instead of the diameter for determining the above range. In particular, the outer diameter of the front nozzle is taken into account for later use.

[0021] The devices are each preferably arranged at a slight distance from the propeller. In particular, the maximum distance between the device and the corresponding assigned propeller is preferably at most 50% of the propeller diameter, more preferably at most 30% of the propeller diameter, most preferably at most 20% of the propeller diameter.

[0022] If it is provided that each device has at least two axle support arms, the two axle support arms are preferably arranged relative to each other at an angular distance of between 30° and 120°, preferably between 50° and 100°, more preferably between 60° and 80°, when viewed in the circumferential direction around the propeller axis. If three axle support arms are provided, the distance between the further axle support arm and the nearest one of the at least two axle support arms is preferably between 30° and 90°, more preferably between 50° and 70°.

[0023] The front nozzle, the axle support arm, the axle support and / or the fin can preferably be made completely or partially of metal, especially steel. As an alternative or in addition, it is possible to use other materials, such as ceramics, or especially high-strength and / or fiber-reinforced plastics.

[0024] The at least two devices can be designed identically or also differently, in particular in the case of an asymmetrical hull of a multi-propeller vessel, the at least two devices can be designed differently.

[0025] By means of the arrangement according to the invention, the drive power requirement of a multi-propeller vessel is reduced in a beneficial manner. By allocating the devices for reducing the drive power requirement of a multi-propeller vessel to one shaft support, it is ensured that they can be sufficiently fastened and at the same time arranged in such a way that the propeller inlet flow is fluidically optimized in such a way that a higher drive energy yield and thus a smaller drive power requirement is achieved. An embodiment in which the shaft support arm is a hydrofoil is beneficial, as long as the shaft support arm must be provided in any case for supporting or fastening the shaft support and thus being able to fulfil two functions, namely, on the one hand a support function and on the other hand a hydrofoil function, producing a pre-twist in the propeller inlet flow. Due to the provision of the front nozzle, an acceleration and / or homogenization of the propeller inlet flow is achieved at least region by region, thereby also reducing the drive power requirement. The front nozzle in turn supports the hydrofoil, which is fastened to the front nozzle and formed as a fin.

[0026] In the case of a preferred embodiment, at least one axle support arm of the axle support, preferably at least two axle support arms, are each arranged to be integrated into one of at least two devices, which are assigned to the corresponding axle support. In the current context, "integration" means that at least one axle support arm or at least two axle support arms are each part of the device for reducing the driving power demand. In one embodiment, the device can be exclusively composed of axle support arms, that is, when the axle support arms are formed as a hydrofoil profile and when no additional hydrofoils are provided. In other embodiments, the axle support arm can be one of the multiple components of the device, wherein the axle support arm is usually preferably formed integrally with the other parts of the device, that is, they are particularly fixedly connected to the other parts of the device and form a unit. In a preferred embodiment, exactly two, exactly three or exactly four axle support arms are provided for each axle support. Therefore, it is preferably possible to provide two to four axle support arms for each axle support, or preferably to provide two to three axle support arms for each axle support. Beneficially, each of the at least two axle supports has the same number of axle support arms. More preferably, the axle support arms of the at least two axle supports are formed identically with respect to their position and / or design and / or dimensions, in particular length, thickness, diameter, etc. In the alternative, different embodiments of the axle support arms of the at least two axle supports are also preferred with respect to their position and / or design and / or dimensions, in particular length, thickness, diameter, etc., in particular in the case of multi-propeller vessels with an asymmetric hull. Advantageously, the axle support arms are formed in the form of elongated struts, which extend essentially in a straight line.

[0027] Advantageously, at least two devices are each fastened to the shaft support. If the device comprises a shaft support arm, the device can be fastened to the shaft support, for example via the shaft support arm. In an alternative or in addition, the device can be fastened to the shaft support via at least one fin belonging to it. If the device further comprises a front nozzle, the front nozzle can be fastened to the shaft support via the shaft support arm and / or the fin. In principle, the front nozzle can also be fastened directly to the shaft support. This ensures that forces acting on the device can be transferred to the hull of the ship via the shaft support.

[0028] It is further preferred that at least two devices are each fastened to the half of the respective shaft support facing the propeller, in particular to its end region facing the propeller. The shaft support is usually formed in the form of an elongated sleeve, wherein the propeller shaft is mounted on the elongated sleeve. By arranging the devices on the half of the shaft support facing the propeller, the distance between the devices and the propeller is as small as possible. In the present context, the term "shaft support half" is to be understood as a half formed by a line or a plane which theoretically extends at right angles to the propeller axis.

[0029] It is further preferred that the front nozzle is fastened to at least one shaft support arm, preferably to a plurality of shaft support arms. It is particularly preferred that the front nozzle is fastened to all shaft support arms. In particular, for each device, the front nozzle can be fastened to exactly two shaft support arms or to exactly three shaft support arms or also to exactly four shaft support arms. A stable arrangement of the front nozzle is achieved by this. It can be arranged in particular so that the front nozzle is formed in a plurality of parts, wherein, for example, a part of the front nozzle is fastened between two shaft support arms and another part of the front nozzle is fastened to the corresponding other side of the shaft support arm. When viewed in the direction of travel of the ship, the shaft support arms can be formed to be fully integrated in the nozzle envelope, so that they can be completely surrounded by the nozzle envelope at the contact point or in the fastening area, respectively. In principle, it is also possible that the shaft support arms only partially protrude into the nozzle envelope when viewed in the direction of travel of the ship.

[0030] In one embodiment, it is preferred that each device comprises exactly three axle support arms. This is preferred in particular in the case of a first alternative embodiment of the arrangement, in which the axle support arms are formed as at least one hydrofoil, and no further hydrofoils are provided in addition to the axle support arms. It is further preferred here that the angular distance between the first, in particular the lowest axle support arm and the second, in particular the central axle support arm is in the range between 30° and 90°, more preferably between 50° and 70°, and the angular distance between the second, in particular the middle axle support arm and the third, in particular the upper axle support arm is in the range between 30° and 90°, more preferably between 50° and 70°.

[0031] In a further preferred embodiment of the second alternative embodiment of the arrangement according to the invention, in the case of providing at least one fin formed as a hydrofoil, for the front nozzle, between two and ten fins are provided, more preferably between three and seven fins, more preferably three or four fins. In this case, the fins can be fastened only to the inside of the front nozzle, or only to the outside of the front nozzle, or both to the inside and to the outside. The inner fin is preferably fastened to the shaft support, as well as to the inside of the front nozzle. More preferably, in this embodiment in which a total of three or four fins and two shaft support arms are provided, wherein in this consideration, the fins that may be partly located inside the front nozzle and partly located outside the front nozzle but are positioned in a row and are therefore total fins and formed as guides acting as one unit are all considered as one fin. Particularly preferred is an embodiment in which two fins with parts located inside and outside are provided, two shaft support arms are provided, and one or two further fins located only inside the front nozzle are additionally provided.

[0032] It is further preferred that at least one hydrofoil of the arrangement has an angle of attack and / or at least one hydrofoil is twisted and therefore has a twist angle. The twist angle can be constant or can also be variable. Depending on the direction of attack, the angle of attack can be positive or negative. The details of the range of angles of attack specified below are therefore understood as values, that is, they can be positive or negative, depending on the direction of attack. More preferably, the angle of attack is formed in a range between>0° and 40°, preferably in a range between>0° and 25°, more preferably in a range between 3° and 20°. When viewed over the length of at least one hydrofoil, the angle of attack can be formed to be variable or constant, wherein in a first alternative, at least the angle of attack is then preferably located within one of the above ranges at a point of the hydrofoil. If multiple hydrofoils are provided, the angles of attack of all hydrofoils can be the same or can also be different from each other. Compared with each other, the degree of twist of the hydrofoils can also be the same or different. The hydrofoil with at least one angle of attack and / or twist can be in particular a fin and / or an axle support arm. In the present case, the angle of attack, also often called the inflow angle, is to be understood as the angle between the direction of the inflowing fluid (here in particular water) and the axis of the profile of the hydrofoil in the corresponding hydrofoil section. The angle of attack thus specifies a measure of the magnitude of the attack of the hydrofoil profile relative to the incoming flow. If at least one hydrofoil is formed to be twisted or tortuous, this angle of attack will necessarily vary when viewed over the length of the hydrofoil. Viewed over the length of at least one hydrofoil, it is also particularly possible that only local areas have an angle of attack, with different areas being respectively formed without an angle of attack or with an angle of attack of 0°. In the case of an apparatus, one or more hydrofoils can also have an angle of attack, and one or more hydrofoils can simultaneously have no angle of attack (i.e. an angle of attack of 0°).

[0033] If at least one hydrofoil has an angle of attack and / or if it is twisted, it is further preferred that the angle of attack and / or the degree of twist of at least one hydrofoil in at least the region of the hydrofoil facing the shaft support is larger or smaller than in the remaining region of the at least one hydrofoil. Advantageously, a larger or also smaller pre-twist is formed by this, especially in the region of the propeller inlet flow, which is particularly beneficial for the drive efficiency. The region of at least one hydrofoil facing the shaft support can be especially the region of at least one hydrofoil adjacent to the shaft support. For example, the region can also be a region extending from the end of the hydrofoil facing the shaft support within a maximum of 40% of the total length of the hydrofoil, especially from the end of the hydrofoil facing the shaft support within a maximum of 20% of the total length of the hydrofoil, more preferably from the end of the hydrofoil facing the shaft support within a maximum of 10% of the total length of the hydrofoil, most preferably from the end of the hydrofoil facing the shaft support within a maximum of 5% of the total length of the hydrofoil. In an alternative, the region of the at least one hydrofoil facing the axle support can have a length corresponding to up to 50% of the length of the propeller diameter, preferably a length corresponding to up to 20% of the length of the propeller diameter, more preferably a length corresponding to up to 10% of the length of the propeller diameter, most preferably a length corresponding to up to 5% of the length of the propeller diameter. If the angle of attack varies in the region facing the axle support, that is, if it is not constant, the maximum value is currently used for this purpose. In the present case, the term "twist" is to be understood as the size of the difference between the maximum twist angle and the minimum twist angle in a region of the at least one hydrofoil viewed in the longitudinal direction. For example, the region used for this purpose can have a predetermined length, in particular a length between 1% and 20% of the total length of the at least one hydrofoil, preferably a length between 5% and 10% of the total length of the at least one hydrofoil.

[0034] In a further preferred embodiment, at least one hydrofoil is provided, which is particularly formed as an axle support arm or as a fin, and when viewed in its longitudinal direction, can have different profile thicknesses and / or profile lengths. It is particularly preferred here that the area of ​​at least one hydrofoil facing the axle support has a profile thickness greater than the rest of the at least one hydrofoil. In an alternative or in addition, it is preferred that the profile of at least one hydrofoil tapers from its end facing the axle support to its end facing away from the axle support with respect to its profile thickness and / or with respect to its profile length. For this embodiment, the area of ​​at least one hydrofoil facing the axle support is thus defined in the same manner as in the previous embodiment, so that the definition is similarly applied here. The profile length corresponds to the distance between the front end area of ​​the profile and the rear edge of the profile in a cross-sectional view and therefore extends along the wing span. The profile thickness refers to the maximum thickness of the profile. This embodiment is beneficial within the scope of pre-twisting, which is achieved by at least one hydrofoil, so that the propeller inlet flow is more efficiently driven.

[0035] When viewed in the direction of travel of the ship, the shaft support arm can have a greater extension or width than the front nozzle and / or the fin. When viewed in the direction of travel of the ship, the shaft support arm can, in particular, have a greater length than the front nozzle in the region where the front nozzle is connected to the shaft support arm. In this case, when viewed in the direction of travel of the ship, the shaft support arm protrudes beyond the front nozzle on both sides. Preferably, when viewed in the direction of travel of the ship, at least one fin has a smaller extension or at most the same extension as the front nozzle, in particular in the region where the fin is fastened to the front nozzle.

[0036] It is further preferred that the arrangement comprises at least two propellers and at least two rudders, which are operably connected to the propeller shaft, wherein each of the at least two rudders is assigned to one of the at least two propellers. Preferably, the at least two rudders further each have a propulsion ball, which is arranged at a small distance downstream of the hub of the corresponding propeller. In this context, "operably connected" means that the corresponding propeller shaft drives the operably connected propeller. In principle, propulsion balls are known in the prior art and are usually formed in a way that they interact with the propeller hub so that the hub vortex guided by the propeller hub is reduced. From the applicant's point of view, it is determined that the arrangement according to the present invention operates in a particularly efficient driving manner if the rudders with propulsion balls are arranged downstream of the propellers respectively. The efficiency of the drive power requirement can be further improved if a so-called twisted rudder is provided, in which case the local areas of the rudder blades are offset from each other. The propulsion ball is also commonly referred to as a "ball".

[0037] The object on which the invention is based is also achieved by a multi-propeller vessel, in particular a twin-propeller vessel, with an outer propeller shaft, which comprises any of the embodiment alternatives described above or the arrangement of the individual preferred embodiments described above.

[0038] The present invention further relates to a method for producing an arrangement of a multi-propeller ship, especially a twin-propeller ship, with an external propeller shaft. In the case of the above-mentioned method, the purpose on which the present invention is based is solved by providing at least two devices for reducing the driving power demand of the ship. Each of the devices comprises a front nozzle and at least one hydrofoil, wherein at least one hydrofoil is arranged inside the front nozzle and / or outside the front nozzle, wherein at least two devices are each arranged and fastened to the shaft support of the propeller shaft of the multi-propeller ship in the following manner: at least one shaft support arm of the shaft support, preferably at least two shaft support arms, are arranged to be integrated in one of the at least two devices. The arrangement is preferably formed in a corresponding one of the alternative or preferred embodiments of the embodiment described above. The components used in the method, in particular the device, at least one hydrofoil, the front nozzle, the shaft support, the propeller shaft and the shaft support arm can preferably be formed in an embodiment described above.

[0039] The following steps can be implemented in the further development of the method:

[0040] a) providing at least two axle support arms, each of which is formed as a hydrofoil, and fastening one axle support arm end region of the at least two axle support arms to the axle support and the other axle support arm end region to the hull of the ship,

[0041] b) providing a front nozzle, which is open or closed on the periphery, wherein the front nozzle comprises at least two nozzle segments,

[0042] c) arranging the first nozzle segment between the at least two shaft support arms,

[0043] d) fastening each of the two end regions of the first nozzle segment to a first side of an adjacent shaft support arm of the at least two shaft support arms, and

[0044] e) Fastening at least one end region of the second nozzle segment to a second side of one of the at least two shaft support arms.

[0045] Due to the production method, the device and in particular the front nozzle of the device are connected to the shaft support arm in an integral manner. This is achieved in particular by providing at least two nozzle segments, wherein a first nozzle segment is fastened between the two shaft support arms and another nozzle segment is fastened to a different second side of one of the at least two shaft support arms. Through two end regions, the second nozzle segment can preferably be fastened to the second side of at least two shaft support arms, thereby obtaining a nozzle arrangement that is closed as a whole. Therefore, the nozzle segment is preferably formed in the form of an annular segment, which together form a closed or partially closed front nozzle. At least two nozzle segments are arranged independently of each other and are fastened to the shaft support arm separately. The above-mentioned steps a) to e) can also occur in different time sequences. Preferably, these steps occur in a time sequence specified in a numbering manner. Advantageously, at least two shaft support arms are fastened to the same shaft support or support the same shaft support respectively. The end regions of the corresponding shaft support arms are arranged completely opposite to each other, that is, on opposite sides of the shaft support arms. The terms "first side" and "second side" of adjacent shaft support arms refer to the side surfaces of the shaft support arms. In particular, they are arranged relative to each other. The fastening is preferably established by welding.

[0046] In addition, further preferred steps are provided:

[0047] a1) providing a fin formed as a hydrofoil and fastening the fin to the axle support in an end region,

[0048] b1) if applicable, providing through holes in one or more of the nozzle segments, guiding the fins through the through holes, and fastening the fins to the respective nozzle segments, and

[0049] b2) If applicable, fasten one or more fins to the exterior of one or more nozzle segments.

[0050] The above steps a1), b1) and b2) are each performed in a different, appropriate time sequence. Referring to step b1), some or all of the fins can be guided through the through holes in the nozzle segment.

[0051] The invention further relates to another method for producing an arrangement of a multi-propeller vessel, in particular a twin-propeller vessel, with an outer propeller shaft. In the case of this method, the object on which the invention is based is solved by providing at least two devices for reducing the drive power requirement of the vessel, wherein each device comprises at least one hydrofoil, wherein at least two devices are each arranged and fastened to a shaft support of a propeller shaft of the multi-propeller vessel, wherein at least three shaft support arms are provided for each shaft support, preferably exactly three shaft support arms, which are each connected to the hull of the multi-propeller vessel with one end and fastened to the shaft support with their other end, wherein at least three shaft support arms are each formed as a hydrofoil of the device, wherein no further hydrofoils are provided in addition to the shaft support arms, wherein preferably a front nozzle is provided at each device, which together with the at least three shaft support arms formed as hydrofoils each form a device, and wherein, according to the corresponding embodiment alternative or preferred embodiment, the arrangement is preferably formed as described above. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The preferred exemplary embodiments of the present invention will be described below with reference to the accompanying drawings. Schematically:

[0053] Figures 1 to 7 There are shown schematic diagrams of a twin-screw vessel as seen from the rear, each diagram being a different embodiment of the arrangement, without showing the propellers and rudders;

[0054] Fig. 8A A side view of a partial area of ​​a twin-screw vessel with arrangement, propellers and rudder is shown;

[0055] Figure 8B Shows the view from the front oblique perspective Fig. 8A implementation plan;

[0056] Fig. 9A Shown according to Fig. 8A An embodiment of the invention has a rudder with a propulsion ball;

[0057] Fig. 9B Shows the view from the front oblique perspective Fig. 9A implementation plan;

[0058] Fig. 10A shows a perspective view of an axle bracket with the fin plate and axle bracket arm fastened to the axle bracket; and

[0059] Fig. 10B A schematic diagram showing a shaft support arm having only one shaft support arm and no fins is shown. Fig. 10A of the view. DETAILED DESCRIPTION OF THE INVENTION

[0060] In the case of different embodiments, the same components will be designated by the same reference numerals below.

[0061] Figures 1 to 7 Each shows a view from behind to a twin-screw ship, wherein in each figure different embodiments of the arrangement according to the invention on a twin-screw ship are provided. Figures 1 to 7 The propeller of the ship and the rudder arranged downstream of the propeller of the ship are omitted.

[0062] Figure 1 A twin-screw ship with a hull 50 is shown, wherein the twin-screw ship is provided with an arrangement 100 according to the invention. The arrangement 100 comprises two shaft supports 10, to which a propeller shaft 12 is mounted. The propeller shaft 12 is at least partially located outside the hull 50. Therefore, the shaft supports 10 are also located outside the hull 50. The shaft supports 10 cover and support the propeller shaft 12. The hull 50 has a central belly 51, which protrudes downwards. On each side of this central belly 51, a shaft support 10 is provided, which supports the propeller shaft 12.

[0063] Each of the two shaft supports 10 is fixedly connected to the hull 50 via two shaft support arms 11a and 11b. Therefore, the shaft support arms 11a and 11b are each fixedly connected to the hull 50 at one end and fixedly connected to the shaft support 10 at the other opposite end. Overall, Figure 1 Four axle support arms 11 a , 11 b are therefore shown.

[0064] The device 20 for reducing the driving power requirement of a twin-screw ship is assigned to each shaft support 10. Therefore, each of the devices 20 includes a front nozzle 30 and four fins 40a, 40b, 40c, 40d. The fins 40a, 40b, 40c, 40d each include an inner portion 401 and an outer portion 402. The inner portion 401 of the fins 40a, 40b, 40c, 40d thus extends from the shaft support 10 to the front nozzle 30, and the outer portion 402 of the fins 40a, 40b, 40c, 40d extends from the front nozzle 30 to the free end 403 of the fins 40a, 40b, 40c, 40d. The fins 40a, 40b, 40c, 40d are fixedly connected to the shaft support 10 with their respective inner portions 401. Likewise, the fins 40a, 40b, 40c, 40d are fixedly connected to the front nozzle 30. The fins 40a, 40b, 40c, 40d are therefore guided through the nozzle envelope by a groove (not shown here) in the front nozzle 30 and are fixedly connected to the front nozzle 30, for example by welding, in the region of the groove. In the case of this embodiment, the fins 40a, 40b, 40c, 40d consist of a single continuous guide fin. In an alternative embodiment, the fins 40a, 40b, 40c, 40d can be formed in two parts, one of which is formed as an inner part 401 between the front nozzle 30, especially the interior of the nozzle envelope and the shaft support 10, and the other part is arranged on the front nozzle 30, especially on the outer envelope of the front nozzle 30, with one end thereof as an outer part 402 of the fins 40a, 40b, 40c, 40d. All the fins 40a, 40b, 40c, 40d have a hydrofoil profile. The lengths of the individual fins 40a, 40b, 40c, 40d can be the same as or different from each other. The angular distances α between the fins 40a, 40b, 40c, 40d may be the same as or different from each other.

[0065] From according to Figure 1The front nozzle 30 of the arrangement has a circular cross-section and can therefore be formed rotationally symmetrically. The front nozzle 30 has individual sections 30a, 30b, 30c, 30d, 30e, 30f, which are each arranged between two fins 40a, 40b, 40c, 40d, two shaft support arms 11a, 11b or between one fin 40a, 40b, 40c, 40d and one shaft support arm 11a, 11b. The individual front nozzle segments 30a, 30b, 30c, 30d, 30e, 30f can be separate components or can also be formed as an integral piece, either partially or completely. In particular, the section 30a arranged between the two shaft support arms 11a, 11b can be formed as a separate, individual section, and therefore an independent nozzle section, and the remaining front nozzle sections 30b to 30f can be formed as a single component combined together. Segment 30b is arranged between the shaft support arm 11b and the fin 40d, the front nozzle segment 30c is arranged between the fins 40d and 40c, the front nozzle segment 30d is arranged between the fins 40c and 40b, the front nozzle segment 30e is arranged between the fins 40b and 40a, and the front nozzle segment 30f is arranged between the fins 40a and the shaft support arm 11a and is fastened to each edge.

[0066] The shaft support arms 11a and 11b are also provided with a hydrofoil profile. In particular, the interior 111 of the shaft support arms 11a, 11b is thus provided with a hydrofoil profile. The interior 111 is that part of the shaft support arms 11a, 11b which is arranged outside the front nozzle 30, i.e. inside the front nozzle 30. In principle, however, the exterior 112 of the shaft support arms 11a, 11b, i.e. the part of the shaft support arms 11a, 11b which is arranged outside the front nozzle 30, can be at least partially equipped with a hydrofoil profile and completely without a hydrofoil profile.

[0067] All shaft support arms 11a, 11b and all fins 40a, 40b, 40c, 40d extend radially outward from the shaft support 10. The front nozzle 30 is arranged concentrically with the shaft support 10 or with the propeller shaft 12, that is, the rotation axis of the front nozzle 30 is located on the axis of the shaft support 10 or on the axis of the propeller shaft 12, respectively. The two devices 20, each located on the starboard side and on the left side of the center belly 51, are symmetrical to each other about the vertical axis 511, which is preferably arranged in the center of the ship with respect to the transverse direction of the ship, in the current embodiment, the center of the ship is formed by the center axis of the center belly 51. In particular, the fins and the shaft support arms are arranged symmetrically to each other about the vertical axis 511. The device 20 is held on the hull 50 by the two shaft support arms 11a, 11b. The forces acting on the device 20 are therefore also transmitted to the hull 50 via the shaft support arms 11a, 11b.

[0068] Figure 2 Shown with Figure 1 Implementations compared to similar implementations. Figure 2 Each device 20 has only two fins 40a, 40b instead of four fins. In addition, Figure 2 The arrangement 100 is formed with Figure 1 The arrangement is the same. Figure 2 The implementation plan requires Figure 1 Fins 40b and 40d are omitted in each device 20. Therefore, Figure 2 The fins 40a and 40b are fins having an inner portion 401 and an outer portion 402. Figure 1 Compared with the embodiment of the present invention, the shaft support arms 11a, 11b are also unchanged. In particular, the angular distance β between the shaft support arms is Figure 1 In this embodiment, if Figure 1 As in the embodiment of FIG. 4 , all fins 40 a, 40 b each also have a hydrofoil profile over their entire length.

[0069] according to Figure 3 The implementation scheme is similar to Figure 1 An embodiment of the present invention, wherein Figure 1 Compared with the implementation scheme, Figure 3 The fins 40c and 40d of FIG. 1 each have only the inner portion 401. That is, the fins 40c, 40d extend from the shaft support 10 to the front nozzle 30, while the fins 40a, 40b extend from the shaft support 10 to the front nozzle 30 and protrude outward beyond the front nozzle 30. In particular, the fins 40a, 40b have the inner portion 401 and the outer portion 402, while the fins 40c and 40d have only the inner portion 401. The angular distances between the fins 40a, 40b, 40c, 40d and the angular distances between the fins 40a, 40b, 40c, 40d and the shaft support arms 11a, 11b are the same as those of FIG. Figure 1 Likewise, the angular distance β between the axle support arms 11a, 11b is the same as Figure 1 Compared to the same.

[0070] Figure 4 Shows something like Figure 1 . Figure 1 Compared with the alternative implementation options, in accordance with Figure 4 In an alternative embodiment, only the outer portion 402 is provided in the case of the fin 40a. All other fins 40b, 40c, 40d have an inner portion 401 as well as an outer portion 402. The fin 40a thus starts from the front nozzle 30 and extends straight to its free end 403. Apart from this, the positioning of the fins and the positioning of the shaft support arms 11a, 11b are similar to Figure 1 The implementation scheme is the same.

[0071] according to Figure 5The implementation scheme is also similar to Figure 1 Implementation plan. Figure 1 Compared with alternative implementation options, according to Figure 5 An alternative embodiment of the present invention has only three fins, namely fins 40a, 40b and 40c. Figure 1 Compared with the embodiment of Figure 1 is omitted, thus obtaining Figure 5 Therefore, Figure 5 The fins 40a, 40b and 40c each have an inner portion 401 and an outer portion 402. Figure 5 An alternative implementation is to select the case with Figure 1 Another difference of the embodiment alternative is that the front nozzle 30 is not formed to be closed on its periphery. Figures 1 to 4 In the case of the other above-mentioned alternatives, the front nozzle 30 is formed to be completely closed on the periphery. Figure 5 , without any front nozzle segment or any nozzle envelope extending between the fins 40c and 40b. The lower region of the front nozzle 30 is thus formed to be open, which lower region is smaller than half of the (imaginary) total nozzle circumference. This open embodiment of the front nozzle can also be combined with other embodiment alternatives of the fins and / or the shaft support arms.

[0072] The front nozzle 30 is thus composed only of the front nozzle section 30a located between the shaft support arms 11a and 11b, the front nozzle section 30b located between the shaft support arm 11b and the fin 40c, the front nozzle section 30c located between the fin 40b and the fin 40a, and the front nozzle section 30d located between the fin 40a and the shaft support arm 11a. All other embodiment features, in particular Figure 5 The arrangement of the fins 40a, 40b, 40c and the arrangement of the shaft support arms 11a, 11b provided in Figure 1 The implementation schemes are relatively the same.

[0073] Just like Figure 1 ,exist Figure 6 In an alternative embodiment the device 20 comprises two axle support arms 11a, 11b. Figure 6 In the case of Figure 1 The embodiment alternative of the arrangement 100 differs only in that a single fin 40a is provided and the front nozzle 30 running in the nozzle section 30a forming a single nozzle segment is arranged only between the fin 40a and the axle support arm 11a. Apart from this, no further front nozzle sections or front nozzle sections are provided. The fin 40a has an inner part 401 extending from the axle support 10 to the front nozzle 30 and an outer part 402 extending from the front nozzle 30 to the free end 403.

[0074] The above exemplary embodiment falls within the second embodiment alternative of the arrangement according to the invention as described in the above description, in which case the devices each comprise a front nozzle and at least one fin, the fin being formed as a hydrofoil. Figure 7 The following embodiment alternative shown in falls under the first embodiment alternative of the arrangement according to the invention described in the above description, in which case at least one axle support arm is formed as a hydrofoil of the device and wherein no further hydrofoils are provided, in particular no further hydrofoils formed as fins in addition to the axle support arms.

[0075] Just like Figures 1 to 6 As shown, Figure 7 A rear view is shown on a hull 50 with a central belly 51, on both sides of which a shaft support 10 is provided, in which a propeller shaft 12 is respectively mounted. The shaft support 10 and the three shaft support arms 11a, 11b, 11c each form a device 20 for reducing the driving power requirement of a twin-screw ship. The shaft support 10 is fixedly connected to the hull 50 via the shaft support arms 11a, 11b, 11c. The shaft support arms 11a, 11b, 11c project radially from the shaft support 10 and are fastened to the shaft support 10 at one end and to the hull 50 at the other end. In the present embodiment, all three shaft support arms 11a, 11b, 11c are provided with a hydrofoil profile, i.e. they all represent the hydrofoils of the device 20. Apart from this, no further hydrofoils, in particular no fins, are provided. In this embodiment, no front nozzle is provided either. The shaft support arms 11a, 11b, 11c and the shaft support 10 can be arranged according to Figures 1 to 6 In accordance with the implementation plan Figure 7 In the case of the embodiment, the two devices 20 are currently symmetrical about the vertical axis 511. Basically, a symmetrical, in particular axially symmetrical embodiment of the two devices (viewed about the vertical axis) is preferred, regardless of a particular embodiment, because in most twin-screw ships, the two hull halves are in principle symmetrically formed when viewed in the longitudinal direction.

[0076] Fig. 8A and Figure 8B A side view obliquely seen from the front is shown ( Fig. 8A ) and stereograms ( Figure 8B ) in the device 20. The device 20 is similar to Figure 3 The device 20 is formed, that is, with two shaft support arms, a nozzle ring 30 completely closed on the periphery, two fins 40a, 40b with an inner portion 401 and an outer portion 402, and two further fins 40c, 40d with only the inner portion 401. The device 20 further has a shaft support 10, in which the propeller shaft 12 is mounted. The shaft support has a rear end 101 and a front end 102. Fig. 8AAs can be seen in the figure, the device 20 or in particular the front nozzle 30 is arranged respectively significantly closer to the rear end 101 than the front end 102. When they are viewed in their lateral extension in the direction of travel of the ship, the fins 40a, 40b, 40c, 40d are slightly shorter than the front nozzle 30, so that a piece of the front nozzle protrudes beyond each fin in the contact area between the fins 40a, 40b, 40c, 40d and the front nozzle 30 in the fore-and-aft direction. In contrast, when viewed in the direction of travel of the ship, the shaft support arms 11a, 11b are longer than the front nozzle, so that the shaft support arms 11a, 11b protrude rearwards beyond the front nozzle (see in particular Fig. 8A ). From Fig. 8A and 8B The front nozzle 30 shown in the figure is composed of three individual nozzle segments 301, 302, 303, which are combined to form a circumferentially closed nozzle ring 30. The nozzle segment 301 is arranged between the shaft support arms 11a and 11b and is fastened to the shaft support arms 11a and 11b. On one side thereof, the nozzle segment 302 is connected to the shaft support arm 11b, and at the other end, it is connected to another nozzle segment 303 at a joint 304. At the joint 304, the nozzle segment 303 is connected to the nozzle segment 302 and at the other end is connected to the shaft support arm 11a.

[0077] Downstream of the device 20, as seen in the direction of travel of the ship, there is a propeller 13, which is driven by a propeller shaft 12. The propeller 13 is directly adjacent to the rear end 101 of the shaft support 10. The front nozzle 30 has a smaller diameter than the propeller 13. For example, the diameter of the front nozzle can be less than 90%, preferably less than 75%, more preferably less than 60% of the propeller diameter. The fins, in particular the fins 40a, 40b (with an inner part 401 and an outer part 402), have a length that is less than half the diameter of the propeller. Further downstream of the propeller 13, as seen in the direction of travel of the ship, there is a rudder 60. The stern support 52, which is fixedly connected to the hull 50, is located above the rudder 60. In particular, from Fig. 8A As can be seen in FIG. 1 , the propeller 13 or its propeller hub is respectively arranged at a certain distance d1 from the rudder 60 .

[0078] according to Fig. 9A and Fig. 9B The implementation scheme is similar to Fig. 8A and Figure 8B In particular, the device 20 and the corresponding components, namely the shaft support arms 11a, 11b, the shaft support 10, the front nozzle 30 and the fins 40a, 40b, 40c, 40d, are formed identically. Fig. 9A and Fig. 9B between the implementations and with the Fig. 8A and Figure 8B The only difference between the implementations is that in Fig. 9A and Fig. 9B In the case of the embodiment of the present invention, the rudder 60 has a propulsion ball 61. The distance d2 between the front edge 611 of the propulsion ball 61 and the propeller hub 131 is slightly smaller than that according to Fig. 8A and Figure 8B The distance d1 in the embodiment without the propulsion ball.

[0079] Fig. 10A and 10B An enlarged perspective view of the shaft support 10 is shown. Fig. 10A In the illustrated case, two shaft support arms 11a, 11b and four fins 40a, 40b, 40c and 40d are shown, each of which is fastened to the shaft support 10 at one end or at a position. For the sake of clarity, further component parts or components of the device have been omitted. In particular, the front nozzle is omitted in this illustration. Fig. 10A and 10B The illustration is a stereoscopic illustration, in which regions of components that are not visible are indicated by dotted lines. Fig. 10B Shown with Fig. 10A The same view, where Fig. 10B Only the axle support 10a and the axle support arm 11a are shown, and for the sake of clarity, the further axle support arm 11b and the fins 40a, 40b, 40c, 40d have been omitted. Fig. 10A 40d and the axle support arms 11a, 11b are formed as coils or twists. It can be seen that the axle support arms 11a, 11b and the fins 40a, 40b, 40c, 40d have an angle of attack compared to the flow direction of the water 14. The angle of attack γ is thus formed by the angle between the span 115 of the respective axle support arm profile on one side and the span 406 of the fin profile and the water flow direction 14 on the other side.

Claims

1. An arrangement (100) for a multi-propeller vessel with an outer propeller shaft (12), comprising: at least two shaft supports (10) for supporting the propeller shaft (12), wherein each of the at least two shaft supports (10) has at least one shaft support arm (11a, 11b, 11c) for fastening the respective shaft support (10) to the multi-propeller vessel, and At least two devices (20) for reducing the driving power requirement of the multi-propeller vessel, wherein each device (20) is assigned one of the at least two shaft supports (10), wherein each of the at least two devices (20) comprises a front nozzle (30), and wherein each of the at least two devices (20) comprises at least one hydrofoil, wherein at least one axle support arm of each axle support (10) is formed as a hydrofoil of the device (20), wherein apart from the axle support arms (11a, 11b, 11c) no further hydrofoils are provided; And wherein, when viewed in the traveling direction of the multi-propeller vessel, the shaft support arm (11a, 11b, 11c) has a greater length than the front nozzle (30) in the area where the front nozzle (30) is connected to the shaft support arm (11a, 11b, 11c), wherein the shaft support arm (11a, 11b, 11c) protrudes beyond the front nozzle (30) on both sides.

2. An arrangement (100) according to claim 1, wherein the at least one axle support arm (11a, 11b, 11c) of the axle support (10) is arranged to be integrated into one of the at least two devices (20).

3. Arrangement (100) according to claim 1 or 2, wherein each of the at least two devices (20) is fastened to an axle support (10).

4. An arrangement (100) according to claim 3, wherein the arrangement (100) further comprises at least two propellers (13), the at least two propellers (13) being operably connected to the propeller shaft (12), and the at least two devices (20) being fastened to the propeller halves of the corresponding shaft supports (10) facing the at least two propellers (13).

5. The arrangement (100) of claim 1, wherein each device (20) comprises three axle support arms (11a, 11b, 11c).

6. The arrangement (100) of claim 1, wherein the at least one hydrofoil has an angle of attack (γ), and / or wherein the at least one hydrofoil is formed to be twisted.

7. An arrangement (100) according to claim 6, wherein the twist and / or attack angle (γ) of the at least one hydrofoil in the area of ​​the at least one hydrofoil facing the axle support (10) is greater or smaller than in the remaining area of ​​the at least one hydrofoil.

8. The arrangement (100) of claim 1, wherein the at least one hydrofoil has different profile thicknesses and / or profile lengths when viewed in the longitudinal direction of the at least one hydrofoil.

9. An arrangement (100) according to claim 4, wherein the arrangement (100) further comprises at least two rudders (60), wherein each of the at least two rudders (60) is assigned to one of the at least two propellers (13), and wherein the at least two rudders (60) each have a propulsion ball (61) which is arranged at a small distance (d2) downstream of the hub (113) of the corresponding propeller.

10. The arrangement (100) of claim 1, wherein each of the at least two axle supports (10) has at least two axle support arms (11a, 11b, 11c).

11. The arrangement (100) according to claim 4, wherein the at least two devices (20) are fastened to an end region of the shaft support (10) facing the at least two propellers (13) of the propellers.

12. The arrangement (100) of claim 6, wherein the at least one hydrofoil has an angle of attack (γ) between >0° and 40°.

13. The arrangement (100) of claim 12, wherein the at least one hydrofoil has an angle of attack (γ) between >0° and 25°.

14. The arrangement (100) of claim 13, wherein the at least one hydrofoil has an angle of attack (γ) between 3° and 20°.

15. An arrangement (100) according to claim 8, wherein the area of ​​the at least one hydrofoil facing the shaft support (10) has a greater profile thickness than the rest of the at least one hydrofoil, and / or wherein the profile of the at least one hydrofoil gradually tapers relative to its profile thickness and / or its profile length from its end facing the shaft support (10) to its end facing away from the shaft support (10).

16. Multi-propeller vessel with an outer propeller shaft (12), wherein the multi-propeller vessel comprises an arrangement (100) according to one of the preceding claims.

17. A method for producing an arrangement (100) for a multi-propeller vessel with an external propeller shaft (12), wherein at least two devices (20) are provided for reducing the driving power requirement of the vessel, wherein each device (20) comprises at least one hydrofoil, wherein each of the at least two devices (20) comprises a front nozzle (30), wherein the at least two devices (20) are each arranged and fastened to a shaft support (10) of the propeller shaft (12) of the multi-propeller vessel, wherein at least one hydrofoil is provided for each shaft support (10). Three shaft support arms (11a, 11b, 11c), each of which is connected at one end to the hull (50) of the multi-propeller vessel and is fastened to the shaft support (10) at its other end, wherein the at least three shaft support arms (11a, 11b, 11c) are each formed as a hydrofoil of the device (20), wherein no further hydrofoils are provided in addition to the shaft support arms (11a, 11b, 11c), and wherein the arrangement (100) is formed according to one of claims 1 to 9.

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