CZ304300B6 - Hybrid back end of a vessel with steering apparatus and screw propulsion carrier and a vessel with its middle portion ending on both sides by said hybrid back end - Google Patents

Abstract

The invented hybrid back end of a vessel with steering apparatus and screw propulsion carrier intended for termination of hulls of vessels with its own propulsion, comprises a fixed cylinder (1) and a rotating cylinder (8) mounted rotatably therein and driven by at least one steering-gear motor (6). A sliding cylinder (17) coupled with a carrier (40) is slidably mounted in said rotating cylinder (8). A motor blade (21) of the hybrid back end is composed of a driving unit (30), a reversible seducing case (28) and a carrier (40) provided with a pair of screw propulsion (32). This hybrid back end of the vessel is represented particularly by the middle portion of the vessel hull ending on both sides by said hybrid back end, whereby both the vessel hybrid back ends (33) comprise a motor blasé (21) functioning as an adequate propulsion-steering apparatus.

Description

(57)

The tail hybrid part of the rudder and propeller carrier intended to terminate the hulls of self-propelled vessels shall comprise a fixed cylinder (1) and a rotatably mounted rotary cylinder (8), driven by at least one steering motor (6). A sliding cylinder (17) connected to the support (40) is slidably inserted into the rotary cylinder (8). The motor fin (21) of this end hybrid part is comprised of a drive unit (30), a return reduction box (28) and a carrier (40) fitted with a propeller pair (32). In particular, this terminal hybrid part of the vessel terminates on both sides of the central part of the vessel's hull, whereby both terminal hybrid parts (33) of the vessel thus comprise a motor fin (21) as a fully-fledged propulsion-steering device.

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Hybrid end of vessel with steering gear and propeller carrier and vessel whose middle hull ends at both ends of this hybrid end

Technical field

The present invention relates to the propulsion of low-end vessels, a water rig, as well as to a modification of the construction of self-propelled vessels terminated on both sides with an end hybrid part of a vessel with a steering apparatus and propeller carrier.

BACKGROUND OF THE INVENTION

The propulsion propulsion is used for propulsion of vessels. Front propulsions, boat wheels, can be placed on the side or stern, have high efficiency at low draft. Disadvantages include complex construction, heavy weight, no steering function.

Voith - Schneider propeller, swiveling blades rotating around a vertical axis. The device has a propulsive steering function. But it is a sensitive and complex device that needs enough water. It is used to power port tugs.

The watertight propulsion is a larger part device located inside the fuselage, allowing for a low draft, especially during vertical suction. The pressurized water is distributed by means of flaps or by a distribution cylinder which directs the thrust up to 360 degrees. The device has a propulsive steering function. From the point of view of large inland navigation, for its low efficiency it is used to power smaller low-tugs and low-tugs.

Propeller propulsion is of greatest importance for the propulsion of large inland waterway vessels. One or more propellers are used in different combinations, with a differently shaped boat stern. In the stern part there is a propulsion device consisting of a main drive unit, a reversible reduction box, an axial bearing, a pressure shaft or an auxiliary bearing, a gland tube with a gland, a propeller shaft or a propeller, a propeller and a steering gear. The shaft guide is, due to its length, composed of a part connected by fixed and flexible couplings. Propeller diameter significantly affects the shape and draft of the stern.

A freely mounted propeller needs a larger draft than its diameter to propel the vessel. It does not have a rudder function, therefore, the propeller is a rudder fin, but by bending the propeller stream reduces its onslaught. To improve the efficiency of propeller propulsion, inland vessels are used tunnel or tunnel stern, where the propeller propulsion is already at a dive equal to 2/3 of its diameter, which allows to reduce the draft of the vessel or increase the diameter of the propeller and thus the onslaught. For better rudder efficiency, multi-fin rudders of different types are used with a smoother propeller jet bend. To further increase the thrust, different types with smoother propeller bend are used. To further increase the thrust, a combination of a tunnel and a propeller operating in the nozzle, either fixed or rotary, is used, where the nozzle reduces the propeller current contraction. The disadvantage of the tunnel variant is the loss of efficiency in the reverse run due to exposing the propeller and the end part of the tunnel. The vessel must be ballasted. In addition, when using a rotating nozzle, the thrust decreases sharply due to the deflection of the nozzle against the fixed propeller. Another solution used for low-end vessels is the use of deep tunnels. It is a rather complicated shaping of the tunnel space of the stern so that the outflow part of the tunnel remains below the water surface and allows the propeller to draw back water. The disadvantage is the larger hydraulic losses of the propeller propulsion caused by tunnel shaping.

- 1 GB 304300 B6

A propeller with a helical function is a so-called Z-drive, eg according to document CN 201660118 U with a propeller driven by a vertically placed electric motor. The Z - drive is also used in other variants, where the propeller itself or with the nozzle rotates 360 degrees around the vertical axis with the possibility of vertical movement. The disadvantage is that the propeller immersion must be equal to its diameter and when the propeller is stopped the steering efficiency is zero. For use in low-end vessels, the Z-propulsion is located in the tunnel stern. In order to compensate for propulsion - rudder deficiencies in the maneuvering of vessels, in motor freighters and for low back dives, a bow thruster is placed in the bow. It can be of propeller or water gauge design. Because of its lower efficiency, it is of little importance for the vessel itself.

Another variant of the drive according to DE 20 2006 008 866 U1 is counter-rotating propellers with an electric drive, mounted in a rotating pendulum nacelle. Due to its robustness, this device is used in naval vessels.

The quad drive, a vessel powered by four propulsors, two sterns, two sterns, is formed, for example, according to US 2007/0032146 A1. In the modified bow of the motor freighter, the Z-propulsion units are rotatably mounted in the wedge-shaped space of two wedge bodies in the sub-section of the bow, thus having a propulsion-steering function. The disadvantage is that when the vessel is empty, the Z-propulsion units are mostly above the surface and the vessel needs to be ballasted.

Today's MNLs cannot use the maximum parameters of some inland routes because of their design. Even the pusher technology introduced does not completely solve this problem, as the pusher itself represents dead tonnage in the length of the assembly. Limited depths, fairway widths, as well as underpass heights limit vessel dimensions and their carrying capacity. Empty MNLs need to be ballasted, both for underpass heights and for improved maneuverability. The uneven plunged MNL in addition to poor visibility from the command post also worsens the body flow, greater dynamic immersion, reduced speed, increase resistance and fuel consumption. Motor cargo ships usually need to turn around after loading or unloading, which can mean sailing several tens of kilometers to a suitable maneuver and an increased risk of accident when turning. Another and greatest drawback, especially in shallow river navigation, is the impossibility of using cargo hold in low water levels when the depths are equal to or lower than the stern draft of the MNL, ie the vessel can only load the front of the cargo space to the massive load, so as to balance bows and stern dives. Other, light, bulky cargo cannot be envisaged even if it satisfies the displacement limit at a restricted draft, since, due to its nature, the vessel's balance condition cannot be met.

In the construction of a motor cargo ship, two basic different end parts are produced, the bow and the stern. This means the production of two different forms, a larger production area, higher demands on production preparation and material consumption. The drive unit is only installed when it is started on the water. Before that, however, the stern must be equipped with a propulsion device, a shaft guide, a transmission and a motor bed. All this places more emphasis on the size of the production equipment, the number and qualification of employees.

SUMMARY OF THE INVENTION

The abovementioned shortcomings are partially remedied by the use of the tail hybrid part of the vessel with steering gear and propeller carrier. The essence of the present invention is that the terminal hybrid portion forms a transition line between the bow and stern. It is designed for one-sided, but mainly two-sided termination of hulls of self-propelled vessels with the advantage of two-way navigation without the need to turn. A fixed cylinder is located in the end hybrid section. A rotary cylinder is rotatably inserted into the fixed cylinder, a sliding cylinder is slidably inserted into the rotary cylinder, and the sliding cylinder is only with a carrier. The motor fin is a propulsion steering system and consists of a drive unit, a return reduction box and a propeller-propelled carrier.

The end hybrid part is unwound from the middle part of the fuselage so that in the bottom part the ligament was broken to the lower ligament and the upper ligament, whereby a shape surface with segment cut-out and circular cut-out was formed between the ligaments. a second circular cutout is placed in the deck of the terminal hybrid portion. Each end hybrid section includes a rigid cylinder rigidly connected thereto in a circular deck cutout and a contoured circular cutout. The rigid cylinder consists of three cylindrical parts of different diameters connected by annular rings. The upper part of the fixed cylinder with the largest diameter is terminated on the outer circumference by a bearing flange for holding the flange bearing. An inserted circular track is placed around the perimeter of the annulus. From the upper annulus, the central, longest, part of the solid cylinder is formed, which then passes into the lower, circular, third, smallest diameter of the solid cylinder.

The fixed cylinder is rotatably supported by a rotary cylinder driven by at least one steering motor mounted on a bracket located on board the rear hybrid portion. The rotary cylinder is composed of two cylindrical parts of different diameters connected by a ring. The top of the rotating cylinder is formed by a supporting profile ring with rail wheels. Its upper part is fitted with a gear ring, which is a part of the rotary mechanism, and on the lower part of the gear ring are hinges of linear hydraulic motors. The upper longer part of the rotary cylinder is fitted with guide tongues along the inner part of the housing and the inner surface of the guide tongues is covered with a lining. The lower part of the rotary cylinder extends from the annular ring and the slats cover the outer and inner surfaces of the lower part of the rotary cylinder and there is at least one spacer ring on both sides.

A sliding cylinder composed of two cylindrical parts of different diameters connected by an annular ring is slidably inserted into the rotary cylinder. The upper portion of the larger diameter sliding cylinder has guide grooves in the circumference of the cylindrical housing surface that extend through the annular ring but do not extend into the lower cylindrical portion. Linear hydraulic motors are located in the annulus as a sliding mechanism. The lower part of the sliding cylinder is terminated from the inside by a flange for connection to the carrier.

The propulsion-rudder device consists of a motor fin containing a carrier, which is formed by a cylindrical body, in the bottom of which the spaces of tunnels for propeller propulsion are formed, separated by a central rudder fin and completed by a current segment. The upper part of the carrier is equipped with a bearing floor of the engine room with a gear base and along the inner part of the shell the carrier is terminated by a connecting flange.

The reversible reduction box is a cross design with a direct input shaft and two lower output shafts for the simultaneous operation of two propeller propulsions and is mounted on the transmission base of the carrier floor of the engine room of the carrier. The drive unit is located on the motor bed of the upper cover of the return reduction box. The drive unit can also be an internal combustion engine with a telescopic exhaust located in the space of the axis of rotation of the rotary cylinder. A vessel whose middle hull ends on both sides with a hybrid end of the vessel with steering gear and propeller carrier is capable of sailing in both directions with the same propulsion - steering efficiency without the vessel having to make a turn.

The device provides the opportunity to improve the maneuvering and navigational characteristics of self-propelled vessels. By utilizing a variant of the two-sided end of the middle hull with the end hybrid part of the vessel with steering gear and propeller carrier, quad propulsion can be obtained where motor fins rotatably and slidingly mounted The variant also allows to reduce draft, increase performance, increase the size and carrying capacity of self-propelled vessels, improve the utilization of cargo space by balancing the hull, improve safety and influence navigation technology by simplifying maneuvers. The device offers the possibility of a structural design of adapting vessels to waterways and increasing the competitiveness of water transport where the state of the art does not allow it.

-3 CZ 304300 B6

There is also a significant change in the vessel construction technology itself, since both end parts of the ship are identical. In practice, this means saving time, material and manufacturing only one form of the terminal hybrid portion. Another advantage is the savings in the technological equipment of the production yard and the quantity and qualification of employees, because the embedded wheelhouse - propulsion and machinery has small dimensions and it is advantageous to have them manufactured in a specialized engineering company with easy transport to the production yard. The shipyard will thus complete the construction from the supplied driving parts in the production hall.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be explained in more detail by means of the drawings.

Giant. 1, to be annotated, illustrates the use of the invention in a simplified form, the motor cargo ship being terminated on both sides by an end hybrid portion of the vessel with steering gear and propeller carrier, with a habitat and command post in the middle, and two cargo spaces not shown.

Giant. 2 is a side elevational view of the truncated hybrid end portion of the vessel with steering apparatus and propeller carrier.

Giant. 3 shows a side view of the carrier.

Giant. 4 contains two parts, the upper part showing the plan view of the tunnel bottom of the carrier, the second part showing the carrier from two views. View A back side of the tunnel and view B front side of the tunnel.

Giant. 5 illustrates a shape of an end hybrid vessel portion.

Giant. 6 is a three-dimensional view of the upstream hybrid portion of the vessel with the steering apparatus and propeller carrier.

Giant. 7 shows the motor fin in the basic assembly.

Giant. 8 shows a three-dimensional view of a shape of a return reduction box.

DETAILED DESCRIPTION OF THE INVENTION

The end hybrid part of the vessel with steering gear and propeller carrier is designed for one-sided, but mainly two-sided, hull ends of self-propelled vessels, especially low-powered motor cargo ships with the possibility of their bidirectional operation without the need for a turn. Giant. 1 shows, in a simplified version, a motor cargo ship whose central hull portion 39 with two cargo areas not shown in the section, a multi-storey superstructure 41 with a command station 42, provides a view in both directions, and where the control console can be rotatably mounted. The deck superstructure 41 is movably mounted, by means of linear hydraulic motors 19 in the middle, in the central part 39 of the hull ending on both sides with the end hybrid portions 33 of the rudder and propeller carrier, which give the hull a balanced and symmetrical shape. The end hybrid portion 33 of FIG. 6 can be unwound from the parallel central portion 39 of the flat bottom hull, where the bottom water lines begin to curve at the heel 46, gradually to the S-shape and intersect at the lower ligament 34. Likewise the water lines the head 47, of the outor, which, however, at the point of transition of the outor to the side, divide and extend the parallel part of the hull and form a separate sharp outor 48, whose curves are spatially shaped and intersect at the upper ligament 35, vertical. This solution gave rise to a bottom surface 36 allowing the use of a motor fin 21 to drive

A shape 36 is formed in its ligament with a segment cutout 38, a circular cutout 37 in its axis between the ligaments, and above it a second circular cutout in the deck of the end hybrid portion 33 for inserting the rigid cylinder i which is a fixed part of the end The hybrid portions 33. The ribs 49, unfolding from the sharp outor 48, gradually extend towards the waterline 50 of the deck and further extend the parallel part of the hull. At the point where the deck water lines 50 begin to form spatially, the ribs 49 gradually open up to the funnel and thus significantly increase the deck area. The waterline 50 of the deck is terminated by an isosceles triangle 51, which in side and rib view appears as a continuous curve.

The drive device of Fig. 2 is inserted into the rigid cylinder 1 in the end hybrid portion 33. Its main drive portion is the motor fin 21 of Fig. 7, the base portion of which is the carrier 40 of Figures 3 and 4. The carrier 40 is a cylindrical body. in the lower part of which tunnel spaces 23 are formed to accommodate propeller propulsion 32 and separated by a central rudder fin 22. The current segment 25, located along the circumference of the carrier cylindrical casing 40 up to the tunnel boundary 23, extends the longitudinal profile line 24 of the tunnel 23 improves the flow around the cylindrical shell of the carrier 40 by splitting the nozzles. The upper part of the support 40 is fitted with the machine floor support floor 26 with the transmission base 27 and terminates in a connecting flange 20 disposed along the inner circumference of the cylindrical shell of the support 40 and intended to be connected to the sliding cylinder 11. The motor fin 21 of FIG. 7 is comprised of a carrier 40 fitted with a pair of propeller propulsion 32 in the Z-version and a gearbox 27 of the carrier floor 26 of the engine room of the carrier 40 disposed by a reduction box 28 of FIG. and two lower output shafts 44 for the simultaneous operation of the two propeller propulsions 32. The drive unit 30 is located on the engine bed of the central portion 39 on the upper cover 43 of the return reducer 28, the telescopic exhaust 31 being located in the pivot axis. 8 and the sliding movement of the sliding cylinder 17, which completes the engine room of the motor fin 21. The sliding movement of the sliding cylinder 17 is provided by ring-shaped linear motors 19, which are suspended by hinges 15 on the ring gear 9 of the rotary cylinder. and sliding cylinder T7 is provided by guide tongues 12 and guide grooves 18. The guide tongues 12 are provided with lining 14 limiting the transmission of vibrations. The toothed ring 9 is connected to the supporting profile ring 10 and at the same time to the upper edge of the guiding tongues 12 of the rotary cylinder 8. Under the toothed ring 9 of the rotary cylinder 8 a flange bearing 2 is attached to the bearing flange 3 of the fixed cylinder 1. rotating the rotary cylinder 8 while retaining the tooth play of the pinion 7 of the steering motor 6 and the gear ring 9 of the rotary cylinder 8. In the supporting profile ring 10 of the rotary cylinder 8 are circumferentially recessed pivot pins with rolling wheels 11 in the upper annulus of the fixed cylinder i. The steering motor 6 is mounted on a bracket 5 located on the deck of the rear hybrid portion 33 and acts as a steering wheel. The rotary movement is transmitted via the pinion 7 to the gear ring 9 of the rotary cylinder 8 and by positive engagement of the guiding tongues 12 of the rotary cylinder 8 and the guide grooves 18 of the sliding cylinder 17 to the sliding cylinder 17. In the lower part of the rotary cylinder 8, there is a two-sided spacer ring 13 limiting the maximum clearance between the lower part of the fixed cylinder 1, the rotary cylinder 8 and the sliding cylinder 17. The minimum clearance is determined by the slats 16. the lower part of the rotary cylinder 8 and substituting the role of a water-purged sliding bearing. The motor fin 21 operates in conjunction with the end hybrid portion 33 and aligns, with the carrier 40, to the shaped surface 36 and the segment cutout 37. When the vessel is empty, the motor fin 21 designated as stern, according to FIG. 25, which divides the nozzles of the intake water that flows into the tunnels 23 to the propeller propulsions 32 there, separated by the central rudder fin 22, and at the same time facilitates the bypassing of the extended cylindrical portion of the motor fin 21.

The steering effect of the motor fin 21 is mediated by the rotating cylinder 8, the central steering fin 22 and the vapor pressure of the unscrewed propeller propeller 32. The surface 36 allows the motor fin 2f to be unloaded 90 degrees to each side even when retracted. At both ends of the fuselage middle portion 39 of the terminal hybrid portion 33, the motor fins 21 operate in tandem as a propulsion-steering quad drive unit.

Industrial applicability

The invention can be used in the construction of low-powered self-propelled vessels, both of higher-capacity tugs and, in particular, of larger-scale passenger and motor cargo vessels, with a view to increasing the utilization of waterway transport capacity.

Claims (8)

PATENT CLAIMS and. Hybrid steering part of propeller and propeller carrier designed to end the hulls of self-propelled vessels, characterized in that it comprises a fixed cylinder (1) and a rotatably mounted rotary cylinder (8), driven by at least one steering motor (6). ), a sliding cylinder (17) connected to the carrier (40) is slidably inserted into the rotary cylinder (8), and its motor fin (21) is composed of a drive unit (30), a return reduction box (28) and a carrier (40). ), fitted with a pair of propeller propulsion (32). The end hybrid part of a vessel according to claim 1, characterized in that at the bottom thereof the knuckle ligament is divided into a lower ligament (34) and an upper ligament (35), wherein in the axis between the ligaments (34, 35) there is a shaped surface (36). ) with a segment cut-out (38) and a circular cut-out (37), wherein a second circular cut-out is provided in the axis above the circular cut-out (37) in the shaped surface (36) in the deck of the end hybrid portion (33); rigidly coupled to the end hybrid portion (33) in the circular deck cutout and in the circular slot (37) in the shaped surface (36). The end hybrid part of the vessel according to claims 1 and 2, characterized in that the rigid cylinder (1) connected thereto is formed by three cylindrical portions of different diameters connected to each other by annular rings, the upper part of the largest cylinder (1) of greatest diameter being circumferentially terminated by a bearing flange (3) for mounting a flange bearing (2) and an annular ring (4) is placed around the circumference, the central longest part of the solid cylinder (1) extending from the upper annular crossing into the third smallest diameter fixed cylinder (1). The end-piece hybrid part of a vessel according to claims 1, 2 and 3, characterized in that it comprises a fixed cylinder (1) in which a rotatable cylinder (8) is rotatably inserted, consisting of two cylindrical portions of different diameters connected by an annular, the top of the rotary cylinder (8) is formed by a supporting profile ring (10) with rail wheels (11) and its upper part is fitted with a gear ring (9) which is part of the rotary mechanism, and on the lower part of the gear ring (9) linear hydraulic motors (19), wherein the upper part of the rotary cylinder (8) is fitted with guide tongues (12) along the inner part of the housing, the inner surface of the guide tongues (12) is covered by lining (14) the annular ring and the slats (16) cover the outer and inner surfaces of the lower part of the rotatable cylinder (8) and a double-sided spacer ring (13) is provided. The end hybrid part of the vessel according to claim 1, characterized in that a sliding cylinder (17) consisting of two cylindrical parts of different diameters connected by an annular ring is slidably inserted into the rotary cylinder (8), the upper part of the sliding cylinder (17) o of a larger diameter has guide grooves (18) in the circumference of the cylindrical surface from the top to the annular ring, with the rectilinear hydraulic motors (19) as the sliding mechanism and the lower part of the sliding The cylinder (17) extending from the annulus extends around the inner periphery of the connecting flange (20) for connection to the support (40). 6. Hybrid end section of the vessel according to claims 1 and 5, characterized in that tunnel spaces (23) for accommodating the propeller propulsion (32), separated by a central steering fin (22), are formed at the bottom of the cylindrical carrier body (40). and formed by a current segment (25) disposed along the circumference of the cylindrical shell of the carrier (40) to the tunnel boundary (23), the upper part of the carrier (40) being provided with the supporting floor (26) of the machine room with the transmission base (27) and In the cylindrical shell, the carrier (40) is terminated by a connecting flange (20). The end-of-pipe hybrid part according to claim 1, characterized in that it comprises a motor fin (21) as a propulsion-steering device and a return reduction box (28) is mounted on the transmission base (27) of the carrier floor (26) of the carrier machine room (40). of the cross design with a direct input shaft (45) and two lower output shafts (44) for the simultaneous operation of two propeller propulsions (32), the drive unit (30) being located on the engine bed (29) of the upper cover (43) (28) and the drive unit (30) is an internal combustion engine, the exhaust (31) of which is telescopic and located in the axis of rotation of the rotary cylinder (8). Vessel, characterized in that its middle hull portion is terminated on both sides with a hybrid end of the rudder vessel and a propeller carrier according to claims 1 to 7, wherein both the hybrid end of the rudder vessel and a propeller carrier comprise motor fin (21) as a full-fledged propulsion steering system.