CN1122616C - Electric rudder propeller of lower installation height - Google Patents

Abstract

The invention relates to an electric marine propeller for high-speed sea-going ships, which has a polyphase motor, which is fixed in a pod-shaped housing under the stern by a rotatable, especially two-section handle, and is passed through A slip ring device is supplied with driving electric energy and can be rotated by the drive motor, wherein the propeller is supported near the stern inner shell (6) by a ring bearing (7) of a flat structure, especially above the waterline, wherein the slip ring device ( 8) Mounted at the level of the inner ring bearing (7) in the upper part (3) of the shank (2, 3), wherein the drive motor for the rotary motion is made low and at least partly mounted on the ring bearing (4) internal.

Description

Electric marine propeller with low installation height

The invention relates to a high-speed marine vessel with an electric marine propeller having a polyphase electric motor fixed in a pod-shaped housing under the stern by means of a rotatable, in particular two-section handle, And can be supplied with driving electric energy through a slip ring device and can be rotated through a driving motor.

A kind of corresponding electric marine propeller can be known by Canadian patent document CA 1,311,657A, and its shank is made tubular. The slip ring body is located above the shank inside the boat.

A product specification by the companies Siemens and Schottel entitled "SSP Propeller", No. 159U559 04982, April 1998, is known for a rotatable marine propeller in which slip rings for transmission of drive electrical power and for rotation The hydraulic drive motor of the movement and its hydraulic pump is installed in a drive machine room (propeller 500m) above the marine propeller. The cable feed to the slip ring enters from above.

The object of the invention is to improve the known drive, especially on ro-ro ships, which allows more space at the stern. In a ro-ro ship it should be possible to make the deck (cardeck) structurally located entirely inside without having to raise the stern cover of the deck and the deck itself. Here, as always, adequate maintenance possibilities should be given. The outflow ratio at the stern should be resistance-optimized, taking into account the flow ratio obtained by using the marine propeller.

This object is achieved in that the marine propeller is supported in the stern by a ring bearing of planar structure near the casing, especially above the waterline, wherein the slip ring device is mounted on the upper part of the shank at the height of the ring bearing and is used The drive motor, which is used for the rotary movement, is made relatively short and is mounted at least partially inside the ring bearing in order to achieve a low mounting structure for the propeller. This results in the desired low installation structure for an electric marine propeller according to the invention. Although at first sight it is not possible to mount the slip ring and the drive motor for the rotary movement in the upper part of the shank with its narrow "swivel bearing" such that a downward passage is also possible. However, the invention can be implemented with a large-scale optimization of all parts and a large degree of disregard for horizontally extending supports. In this case, the drive motor for the rotary movement can be accommodated in the area below the slip ring arrangement.

The annular bearing of planar structure can be set either above the waterline or below the waterline. Advantageously maintained at high pressure when positioned below the waterline. A construction is known from Canadian patent document CA 1,331,657A in which a construction with a shank entry below the waterline of the vessel and an internal lengthening of the shank above the waterline is clearly disadvantageous. Because seawater may seep into the inside of the bearing.

If the shank is supported above the waterline in a ring bearing of large diameter, wherein the bearing diameter is approximately equal to or greater than the winding length of the electric motor, especially when, as advantageously conceived, the ring bearing also has a large inner diameter, then The result is an upper part of the propeller shank that is so spacious that the greatly optimized slip ring arrangement and rotary motor can be completely housed inside it. This makes it very advantageous to dispense with a separate nacelle above the propeller and to save installation height. Ring bearings can be mounted directly below deck.

In a further embodiment of the invention it is envisaged that the drive motor for the rotary movement is designed as a flat hydraulic radial piston motor. This makes it particularly advantageous for the rotary motor to have a design with a high torque and low dimensions.

Furthermore, it is advantageously conceivable that the shank is in some cases situated via an intermediate cover directly below the lowest cargo deck in the stern region, eg in the case of a ro-ro ship, is connected to the hull below the deck. A small intermediate cover of this type, which can also be designed as an annular disk, results in an advantageous installation possibility for the electric propeller, which is both particularly stable and low in construction. The intermediate cover can be mounted on the double bottom in the stern area either via a mounting element, for example a box, or directly, for example by being fitted on the double bottom in the stern area.

Wherein especially for ro-ro ships, it is more advantageous to install the shank under a propeller-cover plate in the stern, wherein when the ship is made as a ro-ro ship, the cover plate can advantageously be used as an integral part of the deck. This makes particularly good use of the structural height available in the stern, which allows the inner deck to open directly above the stern flap. Here, the deck can be utilized over the entire length of the ship, resulting in a hitherto unattainable utilization of the space on the main deck. Here too, full utilization of the area of the windshield is ensured, wherein winches, drives, etc. can be arranged below the windshield in order to increase the available area.

Furthermore, it is envisaged in the construction of the invention that the cover plate has access openings to the various units of the marine propeller, for example the slip ring arrangement, the drive motor for the rotary movement and other main functional elements. In this way, it is advantageously unnecessary to remove the cover plate on the deck for maintenance work and minor repairs, but the corresponding unit can be reached through the passage opening similar to the inspection hole.

Furthermore, it is advantageously provided that the upper part of the propeller is fire-proofed against the lowest cover in the stern region, so that the safety requirements of a ro-ro or Ropax ship can be taken into account, without advantageously having to change the design of the electric ship propeller, which requires a minimum overall height.

Secondly, as for the electric marine propeller, at least part of the slip ring for supplying electric energy and the controller of the motor are made as concentric slip rings. This results in a low design for the energy and signal transmission components. Among them, for motors with more than 3 phases, such as 6-phase or 12-phase motors, but also for split motors, the slip ring for supplying electric energy is only made of 3 phases, and the motor is bifurcated into more than 3 phases After the slip ring arrangement, the winding system is realized by power semiconductors, which form a decentralized rectifier, which is installed in the shank. In this way, a slip ring body with a low structure and relatively simple structure can also be used to supply power to multi-phase or split motors. This considerably simplifies the construction and reduces the overall height of the slip ring arrangement. This advantageously enables a controlled supply of electrical energy to the polyphase winding system. The power semiconductors can very advantageously be well cooled by means of the cooling element connected to the handle housing, which can be cooled well by the circulating sea water.

The cables for the transmission of electrical energy are advantageously led from the side to the slip ring arrangement of the handle. Although this requires a separate connecting element on the slip ring arrangement. However, the resulting additional costs are more than compensated for by saving space. The connecting elements can advantageously be distributed between the vehicle rails on the deck of the ro-ro ship. This means that it does not reduce the low structural height of the propeller.

Since the drive unit and the slip ring body for the rotary movement are installed in the upper shank, they must be close to the auxiliary units in the shank, such as bilge and oil pumps, etc. In some cases the power semiconductors are also located in this area, since the lower shank is made narrower for the benefit of the water flow (which also acts as a rudder), the formation of the hottest point cannot be ruled out. In order to solve this problem, at least one fan is provided in the upper part of the handle, which can cause air circulation and, in some cases, ventilation in the upper handle.

It is also advantageously envisaged that the transition region from the upper shank to the lower shank lies in the plane of the hull of the ship, preferably completely above the waterline. The connecting flange between the upper shank and the lower shank can thus be taken out of the circulation of the hull. And also the handle can be replaced together with the motor for repair without having to dock the boat. For a safe "dry" replacement, it is sufficient to have the boat bow-balanced.

In a further embodiment of the invention it is envisaged that the propeller motor shaft has an inclination which approximately corresponds to the course of the stern of the ship. This results in a particularly favorable outflow in the region of the stern, which very advantageously utilizes the water flow accelerated by the propeller to reduce the rear drag of the boat. In this way, the marine propeller according to the invention can be mounted rearmost without hydrodynamic disadvantages. This maximizes the space gained by its advantageous structure. In other words, by adopting the marine propeller with a small structural height according to the present invention, not only the position in the available tail area in the hull is better utilized, but also compared with conventional propellers installed deeper under the ship. The aft area has not been deteriorated in terms of fluid technology compared to marine propellers.

The invention will be described in more detail below with the aid of the drawings, from which further important details of the invention can be seen, also from the subclaims. In the attached picture:

Fig. 1 is the side view of marine propeller of the present invention, and it only needs less installation space;

Figure 2 is a view from the rear of the ship to the twin propeller structure in the stern area;

Fig. 3 is a top view of the double propeller structure shown in Fig. 2;

Figure 4 is a side view of the upper handle with side cable feeders;

Figure 5 is a top view corresponding to the upper handle of Figure 4;

FIG. 6 is a compressed sectional view of an annular bearing arrangement with a particularly low structural height.

FIG. 1 shows the application of the invention on a Ro-Ro or Ropax ship in which there is a very small structural height between the hull 6 and the deck 5 . All components of the electric propeller, apart from the handle 2 and the motor part 1 , are installed within this small overall height.

In order to achieve the adaptation described above, the following measures can be taken, for example:

A small intermediate cover 10, in some cases in the form of an annular disk, is inserted between the casing 6 and the deck 5, on which the propeller is used as a mounting base. On the upper face of the intermediate cover plate 10 is mounted the fixed portion of the ring bearing 7 . A good refractory sealing cover 4 is incorporated into the deck 5 through which the marine propeller unit located below it is accessible. Inside this large cover 4 are accommodated different small covers, not shown, which allow easy access to the main functional parts of the propeller. The slip ring arrangement 8 and the rotary motor 9 are located largely inside the ring bearing 7 between the upper shank 3 . The ring bearing 7 is advantageously mounted in the stern of the ship, together with the intermediate cover 10 here made particularly small, via a box-shaped structure 11 .

The large cover 4 is supported directly or indirectly on the intermediate cover plate 10, so that the cavity below the cover 4 has a very small overall height, so that the overall overall height is as low as possible. The flexurally rigid supply cables are advantageously introduced laterally on the slip ring arrangement, so that the cover 4 can be made flat and mounted directly above the slip ring arrangement.

The marine propeller itself is advantageously inclined in such a way that its drive shaft extends rearwardly upwards. This also improves outflow on short sterns. Here the connecting flange between the propeller 3 upper part and the shank is roughly located in the shell plane, so when the propeller is installed relatively close to the rear of the ship and its structure is short, the flange part does not have to be installed in the circulation of the hull.

The cover 4 is advantageously subjected to a fire-resistant seal, so that in the event of a fire in this part of the drive the deck above it is also not at risk. In turn, a fire on deck does not impair the function of the drive system and the ship remains ready to sail.

The low height between the intermediate cover and the cover is also achieved by the radial piston oil motor for the azimuth drive in a flat design. The medium voltage of the main motor, the low voltage for the auxiliary systems and the signals for motor control/regulation are transmitted via the power supply, in particular a multi-section slip ring arrangement 8 located in the upper handle 3 . The marine propeller itself can rotate 360° without limit. The slip rings of the slip ring arrangement 8 are in particular arranged concentrically with one another, wherein a signal transmission antenna (not shown in detail) is advantageously located on the outside.

The two propeller units are indicated by 18 and 19 in FIG. 2 . In this construction, the intermediate cover advantageously lies directly on the double bottom 17 . The ring bearing is secured, for example by means of clamping jaws, and the rotary motor is also installed in the intermediate cavity 16 below the deck 15 according to the invention, like a slip ring body. This results in a low overall height for the installation of the rearmost propeller on the vessel.

As can be seen from FIG. 3 , auxiliary means 12 for the azimuth drive, such as hydraulic pumps and their motors, are likewise located in the intermediate cavity below the deck. The two marine propellers 13 and 14 are supplied with rotational energy via short hydraulic lines. A separate nacelle above the propellers 13 and 14 can therefore advantageously be dispensed with according to the invention.

In Fig. 4, 21 represents the cable connection bushing that a side introduces, and 23 represents the upper cover plate of slip ring device, and 22 represents the top for the driving device of rotary motion. FIG. 4 shows a particularly good example of the small structural heights that can be achieved.

In Fig. 5, 24 indicates the connecting portion of the cable bushing 29, 27 indicates an inspection hole in the handle, and 26 indicates a spare cross-section. 28 denotes a fan, 30 denotes a drive for the rotary movement. Since all the components shown also have connecting pipes, clamps, fastening elements, flanges, etc., it is obvious that optimization must be made here, which require careful consideration.

In FIG. 6, a shorter annular bearing produced according to the invention is shown in partial section, and 31 indicates the structural part of the ship, which forms the basis of the annular bearing. It can be, for example, an intermediate cover, part of a double bottom or a ring on the ship's hull. 32 represents the driving deck or a cover in the driving deck, for example on a ro-ro ship. 33 represents the motor for the rotary drive, which is fixed on the bracket 37 . 34 designates the drive pinion for the ring bearing rotating ring 35 . Finally 36 represents the shank of the marine propeller, which is directly connected with the rotating part of the ring bearing. Connecting elements between the individual components, such as flanges with screws, weld seams, etc. are not shown, since FIG. 6 is a schematic diagram of a particularly low-profile bearing arrangement. Here the drive motor 33 for the pivoting movement is even completely housed in the handle.

In the example shown in Figures 2 and 3, the marine propellers 13, 14, 18 and 19 are free-inflowed. This is important in particular for particularly low-vibration operation, but it is also possible to arrange a guide body upstream of the propeller, which can in particular be designed as a hook with a hook point at the height of the propeller shaft. This results in particularly good straight-line sailing of the ship, a possible improvement of the propulsion efficiency and a possible improvement of the stern outflow characteristics. Here, however, the vibration tendency of the drive system must be optimized with respect to the achievable advantages, so that these guide bodies are considered more for Ro-Ro ferries and less for Ropax ferries or cruise ships. The optimizations are individually related to vessel type, speed and application area. With corresponding optimization, all types of boats can advantageously be equipped with a guide body arranged in front of the propeller and which is approximately drop-shaped in cross section. The deflector increases the wetted surface, but its benefits to vessel performance, outflow resistance and propulsion efficiency more than compensate for this disadvantage. It is particularly advantageous in combination with a low, in some cases short, marine propeller according to the invention (not shown), since the additional wetted area can be kept relatively small here.

Claims (23)

1. A high-speed ocean-going ship with an electric marine propeller, which has a polyphase motor fixed in a pod-shaped housing at the stern by a rotatable, preferably two-stage handle, and can be Drive electric energy is supplied through a slip ring device and rotated by a drive motor, and it is characterized in that: the marine propeller is supported near the stern inner shell (6) by a flat annular bearing (7), especially above the waterline, wherein, The slip ring device (8) is installed at the level of the inner annular bearing (7) in the upper part (3) of the shank (2, 3), wherein the drive motor (9) for the rotary motion is made low and at least Partially mounted inside the annular bearing (7) in order to achieve a low mounting structure for a marine propeller. 2. The high-speed marine vessel according to claim 1, characterized in that: the electric marine propeller is installed below the waterline in the stern. 3. The high-speed marine vessel according to claim 1 or 2, characterized in that the annular bearing (7) is connected to the stern member through an intermediate cover plate (10), in some cases in an annular structure. 4. The high-speed seagoing vessel according to claim 3, characterized in that the middle cover plate (10) is connected to the stern member through a box-shaped structure (11). 5. The high-speed ocean-going vessel according to claim 3, characterized in that the middle cover plate (10) is specially made ring-shaped, and it is connected with the double bottom (20) of the ship. 6. The high-speed ocean-going vessel according to claim 3, characterized in that: the middle cover (10) is installed in the tail region just below the lowest cargo deck, that is to say, on a ro-ro ship just below the car deck ( 15) under. 7. The high-speed seagoing vessel according to claim 1, characterized in that the shanks (2, 3) are mounted under a marine propeller closure (4) in the stern. 8. The high-speed ocean-going vessel according to claim 7, characterized in that the closure cover (4) is an integral part of the car deck (5) when the ship is made into a ro-ro ship. 9. The high-speed ocean-going ship according to claim 7 or 8, characterized in that: the closure cover (4) has other main components leading to each unit, such as slip ring device (8), rotary motion drive motor (9) and marine propeller. Channel port of the functional element. 10. The high-speed seagoing vessel according to claim 1 or 2, characterized in that the drive motor (9) used for slewing motion is made of a radial plunger hydraulic motor with a flat structure. 11. The high-speed marine vessel according to claim 1 or 2, characterized in that the annular bearing (7) has a ring gear for rotary motion on the rotating ring (35) of the annular bearing (7), and the fixed ring and The structural members (31) of the ship are preferably connected directly. 12. The high-speed marine vessel according to claim 1 or 2, characterized in that the motor (33) used for rotary motion is installed under the inner annular bearing (7) of the upper handle (36), wherein it passes through the bracket (37 ) is fixed and meshed with the rotating ring (35) of the ring bearing (7) through the pinion (34). 13. The high-speed marine vessel according to claim 1 or 2, characterized in that: the hydraulic pump used to drive the motor (33) is installed in the handle (36), especially installed in the handle (36) in the form of a power unit )Inside. 14. The high-speed ocean-going vessel according to claim 1 or 2, characterized in that: the electrical energy is transmitted to the slip ring device through cables introduced into the slip ring device from the side to obtain a flat structure. 15. The high-speed marine vessel according to claim 1 or 2, characterized in that the slip ring arrangement has a connecting element (21) for connecting cables introduced from the side. 16. The high-speed marine vessel according to claim 1 or 2, characterized in that the electric marine propeller has at least one fan on the upper part (3) of the shank, especially for avoiding auxiliary driving in the shank (2, 3) The hottest spot in the area of the device etc. 17. The high-speed marine vessel according to claim 1 or 2, characterized in that: the upper diameter of the upper shank (3) is equal to or greater than the winding length of the motor (1). 18. The high-speed marine vessel according to claim 1 or 2, characterized in that the upper part (3) of the propeller shank (2, 3) is sealed refractory against the cover thereon. 19. The high-speed marine vessel according to claim 1 or 2, characterized in that: the slip rings used to supply electric energy and control the motor in the slip ring device (8) are at least partly made as concentric slip rings. 20. The high-speed marine vessel according to claim 1 or 2, characterized in that: the slip ring used to supply electric energy to the motor is made of two-phase or three-phase, and the distribution of the motor winding system with more than two-phase or three-phase The prongs follow the slip ring arrangement and are performed in particular by power semiconductors in the form of decentralized rectifiers which are mounted in the shank ( 2 , 3 ). 21. The high-speed ocean-going ship according to claim 1 or 2, characterized in that: the splicing part between the upper part (3) and the lower part (2) of the handle is roughly located in the plane of the outer shell (6) of the ship, and the marine propeller is preferably set Inboard and aft of the tail so that the part seam is fully above the waterline. 22. The high-speed seagoing vessel according to claim 1 or 2, characterized in that: the splicing part between the upper part (3) and the lower part (2) of the shank is arranged in a shank shaft in the stern above the hull. 23. The high-speed seagoing vessel according to claim 1 or 2, characterized in that: the length of the shank (2, 3) is selected in such a way that the motor shaft of the propeller is upturned towards the stern in such a way that the water flow generated by it is approximately Fits snugly over the curve of the stern.

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