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Estudio Sobre El Método De Propulsión Mediante Rotores Flettner

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Estudio Sobre El Método De Propulsión Mediante Rotores Flettner Estudio sobre el método de propulsión mediante rotores Flettner Autor: Arnau Chica Bertol Director: Dr Jesús Ezequiel Martínez Marín Curso Académico: 2011/2012 1 Agradecimientos Este TFC no hubiese sido posible sin la ayuda de las personas que me han ayudado. Por eso, doy las gracias a: Li Wan, mi esposa, compañera y la persona que me ha apoyado cuando tenía que trasnochar para redactar este trabajo. Su apoyo diario ha sido insustituible, y sin sus horas extras en el negocio familiar, yo no hubiese tenido horas para realizar el TFC. Juan Chica y Maria Jesús Bertol, mis padres. Sin su apoyo incondicional, sin su ánimo que me han brindado de forma ininterrumpida, y sin la ayuda de mi padre a la hora de montar las piezas del buque, yo no hubiese inciado el camino que ahora se culmina con este proyecto. Y sin los expertos consejos de mi padre, el prototipo no hubiese funcionado. Zhaoguang Wan, mi suegro. Sin su ayuda, la soldadura no hubiese sido posible. Su experiencia ha hecho posible la soldadura. A “El taller de la ninfa”, donde Jordi y su esposa, con una gran amabilidad, y a costa de de tener que trabajar más, me salvaron el proyecto, literalmente. Me dieron las piezas inferiores del rotor y me permitieron superar el imprevisto. Y al doctor Jesús Ezequiel Martínez Marín, mi tutor de proyecto y apoyo personal y académico. Sus continuos consejos, paciencia y cuidado por los detalles han hecho que el cúmulo de información haya sido encauzada para que sea agradable de leer, a la vez que sus correcciones han mejorado esta obra. 2 ÍNDICE 1. Introducción . 12 2. La propulsión a rotor . 13 2.1. Efecto Magnus. 13 2.2. Análisis del efecto Magnus . 15 2.3. Introducción al flujo alrededor de un cilindro . 17 2.3.1. Estudio de Kutta Joukowski sobre la transformación a perfil aerodinámico . 19 2.3.2. Estudios iniciales del buque a rotor . 23 2.3.3. NACA 367. Estudio AVA Göttingen . 27 2.3.4. Investigaciones actuales. 34 2.3.5. Desarrollo de las simulaciones actuales . 36 3. Toma de datos . 43 3.1. Resultados del túnel de viento AVA Göttingen . 43 3.2. Estudio del perfil alar y primeras conclusiones según el estudio NACA 209 . 46 3.2.1. Reducción de datos. Presentación de los resultados del NACA 209. 48 3.2.2. Discusión de los resultados del NACA 209 . 49 3.3. Estudio del informe NACA 228 . 54 3.3.1. Calculo del rendimiento de un rotor según NACA 228 . 57 3.3.2. Gráficas de los resultados de NACA 228 . 58 4. El rotor como planta propulsora . 64 4.1. Estudio de un rotor variando los parámetros generales según la ecuación lineal de empuje . 64 4.1.1. Rotor de 1m de ancho . 67 4.2. Estudio del empuje de un rotor mediante la diferencia de empuje y arrastre . 69 4.2.1. Rotor de 6m de largo . 71 5. Buques con propulsión mediante rotores. 76 5.1. Buckau . 76 5.2. RMS Barbara . 85 5.3. Übergang II . 89 5.4. UniCat . 90 5.5. Eship 1 . 90 3 5.6. Cloudia y otras pruebas . 93 6. Resistecias al avance . 95 6.1. Resistencia y Propulsión en los buques. 98 6.2. Criterios para la elección de la potencia de un buque. 100 6.3. Velocidad máxima de un buque pequeño . 101 6.4. Tabla de estimación de potencia . 102 6.5. Aplicaciones en el proyecto . 109 6.6. Usos de los rotores como ayuda a la propulsión . 112 6.7. Diseño básico de un rotor alternativo . 113 7. El gobierno de los buques a rotor . 119 8. Conclusiones . 124 8.1. Reflexiones previas. 122 8.2. Maqueta, construcción y pruebas . 126 8.3. Conclusiones . 127 9. Ambientalizacion . 128 10. Bibliografía . 130 10.1. Bibliografía. 130 10.2. Webgrafia . 131 11. Anexos 11.1. Planos del propulsor Flettner . 134 11.1.1. Montaje entero . 134 11.1.2. Tapa inferior . 135 11.1.3. Travesaño inferior . 136 11.1.4. Travesaño . 137 11.1.5. Montaje inferior . 138 11.1.6. Eje del rotor . 139 11.1.7. Travesaño superior . 140 11.1.8. Montaje del rotor . 141 11.1.9. Tapa superior. 142 11.1.10. Montaje superior . 143 11.2. Construcción de la maqueta . 144 11.3. Artículos sobre el buque tipo Flettner . 152 11.3.1. Popular Science Monthly (February 1925). A Sailing Ship Without Sails: New Wonder of the Seas By G.B. Seybold. 152 11.3.2. Popular Science Monthly (August 1926) “We Can Trick the Wind into Saving Billions!” by Robert E. Martin . 157 4 11.3.3. Popular Science Monthly (September 1926). You Can Build a Rotor Yacht. By Ernest Welleck . 164 11.3.4. Popular Science Monthly (September 1925). America‟s First Rotor Boat . 167 11.3.5. Popular Science (January 1984). Spin Sail Harnesses Mysterious Magnus Effect for Ship Propulsion . 170 Índice de figuras y tablas Figura 1. Definición del efecto Magnus, con un flujo de aire de velocidad Vn, radio b, 13 y que produce una depresión en el punto A. Figura 2. Efecto Magnus con un flujo que va de izquierda a derecha, y produce un 14 derramamiento de vórtice en la tangente del cilindro donde se proyecta la fuerza F Figuras 3 y 4. Figura 3 (izquierda),Figura de un cilindro inmerso en un fluido a 17 velocidad V. Figura 4(derecha), diferencia de presiones en el cilindro de la derecha Figura 5. Muestra de la superposición de imágenes como demostración del efecto 18 Magnus. Figura 6. Se muestran las comparaciones de empuje respecto a arrastre. 23 Figura 7. Muestra la variación de los valores de empuje respecto a la velocidad 23 periférica del cilindro (velocidad del fluido) Figura 8. Comparación entre empujes de superficie velica y superficie de rotor. La 24 línea marca la línea de derrota. Figura 9. Diagrama polar de la velocidad respecto al angulo de demora; a los 8, 12 y 25 16 nudos de viento verdadero y rotor en proa. Figura 10. Diagrama polar de la velocidad respecto a la potencia de accionamiento del 25 rotor; con 0.2 y 0.5 y 1 CV. Figura 11. Comparación entre la velocidad de giro, el radio del rotor y ángulo, respecto 26 a una velocidad de fluido. Las gráficas representan el empuje respecto al ángulo. Figura 12. Muestra de la ganancia de estabilidad de los rotores respecto a las velas. 26 Figura 13. Flotabilidad, resistencia y fuerza transversal 31 Figura 14. Diagrama de empuje y vacío de un cilindro rotatorio respecto a uno estático. 31 Figura 15. Ca comparado con u/V, con diámetros de disco de 120 y 140mm, y sin 32 disco (ohne scheiben). Figura 16. Fuerzas resultantes en la maqueta. Viento proveniente de la izquierda. En 33 continuo el buque rotor, en discontinuo el buque a vela. 5 Figura 17. Muestra los coeficientes de sustentación y resistencia de los rotores Flettner con relaciones de aspecto1 de 6,7 y 12, junto con uno que tiene más cercas, THOM, a 33 intervalos de 0,75 del diámetro del núcleo. Figura 18. Figura que relaciona la fuerza de impulsión respecto a la velocidad del 34 viento, con 3 tipos de rotores. Figura 19. Muestra un flujo pasando a través de un cilindro rotatorio, para Re= 1000, α = 3,0. De izquierda a derecha, estudio de Padrino y Joseph; estudio de Badr y otros; 40 imágenes reales. Figura 20. Muestra de variación de CL y l, cuando se varia α 41 Figura 21. Se muestran las diferentes estelas conforme se varia el valor α, teniendo en 42 común el número de Reynolds Re = 200. Figura 22. Relación de Ca y Cw respecto a las velocidades de viento y periférica 44 Figura 23. Relación de Ca y longitud/diámetro respecto al tamaño de las tapas. 45 Figura 24. Relación de Ca y Cw y longitud/diámetro respecto al tamaño de las tapas 46 Figura 25. Esquema del montaje en un corte transversal. 47 Figura 26. Gráfico correspondiente al rotor cuyos datos aparecen en la tabla 3 58 Figura 27. u/V ( relación de la velocidad periférica del cilindro respecto a la velocidad 61 del viento) Figura 28. u/V (relación de la velocidad periférica del cilindro respecto a la velocidad 62 del viento) Figura 29. Comparación de CCW respecto CD. Es decir, el cociente de la fuerza de 62 arrastre respecto al componente de fuerza transversal (o de ascenso/empuje) Figura 30. Comparación de CCW respecto al radio. 63 Figura 31. Variación de la fuerza de empuje cuando variamos el radio 66 Figura 32. A la izquierda observamos como en el eje de abscisas la variación de 66 longitud en metros. Figura 33.Variación de la velocidad de flujo 66 Figura 34. Podemos observar en la gráfica, que el régimen óptimo de giro de los 70 rotores aparece hacia las 600 rpm Figura 35. Flujo de aire a 5 nudos. 74 Figura 36. Flujo de aire a 10 nudos. 74 Figura 37. Flujo de aire a 15 nudos. 75 Figura 38. Flujo de aire a 20 nudos. 75 Figura 39. Flujo de aire a 25 nudos. 75 Figura 40. Flujo de aire a 30 nudos. 75 1 Llamado en este TFC como alfa ( α ) 6 Figura 41. Buque Baden Baden antes de la transformación 76 Figura 42. Buque Buckau con rotores en funcionamiento adicional. 76 Figura 43. Planos iniciales del Buckau 77 Figura 44. Instalación de los rotores encima de los pivotes. 78 Figura 45. Croquis original del rotor usado en el Buckau 79 Figura 46.
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