CN106536345A - Marine vessel with a large propeller and gearbox - Google Patents
Marine vessel with a large propeller and gearbox Download PDFInfo
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- CN106536345A CN106536345A CN201580034996.0A CN201580034996A CN106536345A CN 106536345 A CN106536345 A CN 106536345A CN 201580034996 A CN201580034996 A CN 201580034996A CN 106536345 A CN106536345 A CN 106536345A
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
- B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H23/00—Transmitting power from propulsion power plant to propulsive elements
- B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
- B63H23/06—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from a single propulsion power unit
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H23/00—Transmitting power from propulsion power plant to propulsive elements
- B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
- B63H23/06—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from a single propulsion power unit
- B63H2023/062—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from a single propulsion power unit comprising means for simultaneously driving two or more main transmitting elements, e.g. drive shafts
- B63H2023/067—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from a single propulsion power unit comprising means for simultaneously driving two or more main transmitting elements, e.g. drive shafts the elements being formed by two or more coaxial shafts, e.g. counter-rotating shafts
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- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Gear Transmission (AREA)
- Sliding-Contact Bearings (AREA)
- Transmission Devices (AREA)
Abstract
A marine vessel (1) driven by an engine (10, 50) with a very large first propeller (11) and a less large coaxial contra rotating second propeller (12). The marine vessel (1) comprises a hull (2) with a baseline (20) extending between the bow and the aft, an engine (10, 50) arranged inside the hull (2), a pair of coaxial contra-rotating propellers (11, 12) mounted in tandem on concentric shafts (32, 34) at or near the aft of the hull (2) and operably connected to the engine (10). The pair of coaxial contra-rotating propellers (11, 12) comprises a first propeller (11) with a first radius (R1) and a second propeller (12) with a second radius (R2) that is smaller than the first radius (R1). The axis (9) of the concentric shafts (32, 34) has a vertical distance (V) from the base line (20) that is at least equal to the second radius (R2) and smaller than the first radius (R1). Said first propeller (11) being arranged to be kept stationary in a specific angular position whilst the second propeller (12) is rotatable by the large internal combustion engine (10, 50).
Description
Technical field
The present invention relates to a kind of ship with large-size propeller, more particularly to a kind of to have large-size propeller right with coaxial
The ship of rotating propeller (CCP).
Background technology
Ship, the fuel cost of particularly freighter are one of prime cost of its economic aspect, therefore fuel consumption is goods
One of most important aspect of ship design.The trend (slow decatize) slowed down at present means the main improved latent of hull shape
Power is very little, because the overwhelming majority of Ship Resistance depends primarily on the wetted surface product of ship.Have in marine propuision system
Significantly loss (i.e. with saving potentiality) only part is sustainer and screw.For the ship for being not involved in engine design
Oceangoing ship designer, this causes propeller efficiency to become main domain of interest.In order that the kinetic energy rejection in screw current is most
Littleization, it is necessary to increase the mass flow by propeller disc, it is therefore necessary to increase airscrew diameter.Save potentiality and depend on spiral
Oar is loaded, it means that is saved potentiality and is reduced with the increase of diameter.Even consider the relatively large spiral shell installed up till now
Rotation oar, estimates that potentiality are more than 10%.
Airscrew diameter is generally limited by two factors, i.e. the revolutions per minute (RPM) and drauht of engine.Due to
The latest developments of marine engine have been provided for conveying the engine of very big power, institute with relatively low RPM
It is drauht with the major constraints factor to airscrew diameter.Freighter screw have generally above the ship baseline it is little between
Gap, even and if screw must also be totally submerged under ballast trim.
For the freighter with some drinking water changes, the maximum screw that rationally can be accommodated is of approximately designed draft
75% diameter.By using special stern main body (that is, the spill hull part above the screw) shape, such as partly leading
Pipe, can cause larger screw to be submerged, but the increase of the wetted surface for causing is still resulted in and propeller efficiency so far
The resistance for increasing corresponding size increases.Many such ships have been built up, but not yet proof have been designed with competitiveness.
However, it is still considered as the potential source of power reduction in freighter design.
The content of the invention
In this context, first aspect is to provide a kind of ship with the fuel efficiency for improving.
This realizes that by providing ship driven by the engine the ship includes：Hull, the hull is with ship
The baseline extended between first and stern；Engine, the engine are arranged on hull interior；A pair of coaxial contrary rotating propellers, institute
A pair of coaxial contrary rotating propellers are stated at the stern of hull or near be installed in series in concentric shafts and may be operably coupled to
Engine, and the pair of coaxial contrary rotating propeller includes the first screw with the first radius and has less than described the
Second screw of the second radius of Radius, vertical distance V of the axis of the concentric shafts away from the baseline is at least equal to institute
State the second radius and less than first radius, and first screw be provided in specific Angle Position remains stationary,
And second screw can be rotated by engine.
For ship of the most of operations time in deep water, the very big screw for extending to below baseline is provided
Potentiality are saved, but allows the problem absorbed water in shallow water completely to mean that this potentiality are not yet obtained by so far.The present invention
Allow using two very big blade types or three blade type screws, and when the screw in suitable Angle Position remains stationary simultaneously
And the signal portion of diameter below baseline and therefore when still can be totally submerged under ballast conditions, axle is highly enough in base
Gap is provided above line.Be installed in series a pair of coaxial contrary rotating propellers in concentric shafts, with the single spiral shell with same diameter
Rotation oar is compared with higher hydrodynamics efficiency.Reason will not be helped by the tangential speed component that single screw causes
In thrust, and the tangential speed component of the screw before coaxial contrary rotating propeller is eliminated by the second screw, and this makes
Its to post deflection, so as to contribute to thrust forward.Second (i.e. sternmost) screw is generally slightly less than the first spiral shell
Rotation oar.The contraction of stream when this is due to being accelerated by propeller disc to a certain extent, and be to a certain extent due to by
The tangential velocity in larger diameter that the propeller pitch angle of reduction causes reduces.With being extended under baseline during rotation very
The combination of the very big screw of few blade and the less concentric co-axial contra rotating propeller above the baseline is there is provided very big
Screw and to turn screw propeller power maximum reduction, while in shallow water keep propulsion.
In the first possible implementation of first aspect, the first screw has multiple blades, and the second screw
With multiple blades, at least tip of the blade of the first screw is projected under baseline during the rotation of the first screw,
And wherein specific rotation position is that the blade of the first screw does not project to the inoperative position under baseline.
In the first possible implementation of first aspect, ship also includes concentric shafts are operably connected with engine
Gearbox, the gearbox have at least two positions：First position, wherein the first screw and the second screw are operationally
Be connected to engine with when engine runs to turn；And the second place, wherein the first screw kept in specific Angle Position
It is static, and the second screw is operably connected to the rotation when engine runs.
However, in order to work, such co-axial contra rotating propeller needs drive system, the drive system allows king bolt oar pre-
Determine Angle Position remains stationary, and keep the speed boat to reduce compared with minor spiral oar.The diameter of king bolt oar can with
Ship Design draft identical size, for Large Container Ship, which can be more than 14m.
In the 3rd possible implementation of first aspect, under the ballast trim of ship, the first screw is totally submerged.
In the 4th possible implementation of first aspect, the first screw is two blade types or three blade types.
In this context, second aspect be to provide it is a kind of for drive a pair of co-axial contra rotating propellers transmission device, described one
Co-axial contra rotating propeller is installed in series in the concentric shafts with single engine.
This realizes that by providing a kind of transmission device the transmission device includes：Input shaft, wherein the first transmission device
First gear is permanently mounted on input shaft and the second gear of the second transmission device is arranged on input shaft by clutch,
And clutch is configured to be selectively engaged second gear with input shaft；May be operably coupled to the braking of second gear
Device；Concentric output shafts with interior axle and outer shaft；The 3rd gear of outer shaft is permanently attached to, the 3rd gear is nibbled with second gear
Close；It is permanently attached to the 4th gear of interior axle；And can around another rotation axis rotation the 5th gear, the 5th gear with
First gear and the engagement of the 4th gear.
In the first possible implementation of second aspect, clutch is that hydraulic pressure is controllable and/or electronic controllable, and/
Or wherein brake is that hydraulic pressure is controllable and/or electronic controllable.
In the second possible implementation of second aspect, outer shaft or the 3rd gear are provided with an axial direction
The upper thrust bearing for processing thrust, and the 4th gear is provided with the thrust of the process thrust on two opposite shaft orientation directions
Bearing.
From illustrative embodiments described below, these and other aspects of the invention will be apparent from.
Description of the drawings
In the following part of this specification, the illustrative embodiments shown in refer to the attached drawing are explained in greater detail into this
Invention, wherein：
Fig. 1 is the schematic rear view of the ship for illustrating propeller set according to illustrative embodiments；
Fig. 2 is the schematic sectional view of the stern of the ship according to Fig. 1；
Fig. 3 is the detailed view of the quarter of the ship according to Fig. 1, shows ship rudder and propeller；
Fig. 4 is the schematic rear view of the ship according to Fig. 1, shows a spiral in a pair of coaxial contrary rotating propellers
The inoperative position of oar or latched position；
Fig. 5 and Fig. 6 are that the difference of the gearbox used in the modification of the ship of the illustrative embodiments according to Fig. 1 is cut
Face figure；
Fig. 7 is the sectional view of the screw and propeller shaft according to embodiment；
Fig. 8 is the sectional view of the quarter of the ship of the another exemplary embodiment according to Fig. 1；
Fig. 9 is the more detailed sectional view of the ship of the illustrative embodiments shown in Fig. 8, shows twin-engined and phase
The gearbox answered；
Figure 10 is the sectional view of the ship according to illustrative embodiments；And
Figure 11 is the sectional view of the screw and propeller shaft and gondola driver according to another embodiment.
Specific embodiment
In the following detailed description, ship will be described by illustrative embodiments.Fig. 1, Fig. 2 and Fig. 3 are schematically
Show the quarter of ship.Ship 1 includes hull 2 and superstructure 3 (as shown in Figure 10).In one embodiment, ship 1
It is freighter.Ship 1 is designed with predetermined draft, and the predetermined draft is chosen to the draft of ship 1
Less than the water depth of port of call.The draft is confirmed as the depth of the baseline 20 when 1 full load hull 2 of ship.Baseline
Extend substantially between the bow and stern of hull 2.Also show the water line 15 of the ship 1 in ballast trim.
Internal combustion engine 10 is located inside hull 2.In one embodiment, internal combustion engine 10 is large-sized low-speed operation two-stroke spontaneous combustion
Formula internal combustion engine.Large two-stroke IC engine 10 is provided with gearbox 14, and gearbox 14 is connected to drive shaft 13.Drive shaft 13 is wrapped
Include two concentric shafts (will be described further in more details below).A pair of coaxial contrary rotating propellers are installed in series in concentric shafts.
This pair of coaxial contrary rotating propeller includes the first screw 11 and the second screw 12.First screw 11 has a radius R1, and second
Screw 12 has radius R2.Radius R1s of the radius R2 of the second screw 12 less than the first screw 11.
It is the pair of to turning spiral shell with essentially horizontally extending to from gearbox 14 including the drive shaft 13 of two concentric shafts
The axis 9 of rotation oar.Axis 9 is at horizontal range V apart from baseline 20.Radius R2 is equal to or less than horizontal range V so that when
When second screw 12 rotates, the blade 22 of the second screw 12 will not be projected to below baseline 20.Radius R1 more than level away from
From V so that when the first screw 11 rotates, the blade 21 of the first screw 11 is projected to below baseline 20.In ballast manipulation
In, horizontal range B between the axis 9 of propeller shaft 13 and water line 15 is more than radius R1, so that it is guaranteed that the first screw 11
Also it is totally submerged during ballast manipulation.
Rudder for ship 17 is placed exactly in the rear of a pair of co-axial contra rotating propellers, and rudder for ship 17 can be pivoted around axis 7, to control
The direction of ship processed 1.
Fig. 4 shows (non-in specific Angle Position when ship 1 is navigated by water in shallow water (for example, in harbour or channel)
Operating position) the first screw 11, it is locked in the position screw.At specific Angle Position (off-position), first
The blade 21 of screw 11 is not projected under baseline 20.In shallow water operation, the second screw 12 is rotated for by ship 1
Forward or reverse propulsion, wherein the second screw 12 by large combustion engines 10 along two appropriate direction of rotation (in embodiment party
In formula, engine is reversible) rotation.The fact that horizontal range B is less than due to the radius R2 of the second screw 12, the second spiral shell
The propeller blade 22 of rotation oar 12 will not be projected under baseline 20, therefore will not increase effective draft of ship 1.
When the first screw 11 above is locked, relatively minor spiral oar 12 below is in the attached of the first screw 11 above
It is near to operate, produce somewhat uneven tail flow field.This is not qualified as substantial drawback, this is because less second spiral shell below
Rotation oar 12 be only in the locked position lower use in the first larger screw 11 above, for ship 1 fewer parts (i.e.
In shallow water) propulsion.
During deep-water operation, the first screw 11 and the second screw 12 all pass through large combustion engines 10 and rotate to produce
Forward direction thrust (trust), wherein the first screw 11 and the second screw 12 pairs turns, and the blade 21 of the first screw 11 is dashed forward
Go out to baseline 20.
It is coaxial by mechanically operated a pair of single engine 10 (its can keep the first screw 11 static) in order to set up
Co-axial contra rotating propeller, gearbox 14 is set, the gearbox 14 includes clutch 43 and brake 42, as shown in Figure 5 and Figure 6.Become
Fast case 14 has split into two transmission devices, 11,12 1 transmission devices of each screw, and two transmission devices are by same
Input shaft 31 drives.Input shaft 31 is located at the top of two concentric output shafts 32,34 of 14 bottom of gearbox.
Large-scale transmission device can be manufactured with per grade of efficiency more than 98%, and for installed in 34 (stern tooth of outer shaft
Wheel 33,38) on the first big screw 11 driver only have a level.Very big the first screw 11 may need
Less than the rotating speed for being suitable for engine 10, and therefore stern gear is shown as reduction gearing, but it is to be understood that stern tooth
Wheel 33,38 can also have 1:1 ratio.In order to obtain to turning, for installed in interior axle 32 (above gear 35,39,40)
The driver of the second screw 12 must have two levels.The driver all the time be engagement, the second screw 12 with start
Machine 10 stops together and starts.
It is integrated in gearbox 14 with the thrust bearing 34,36,37 of propelling cam and Michele's block form.Implement at one
In mode, the gear 33,35 on output shaft 32,24 can double as propelling cam.Block 34,36,37 is shown in interior shaft gear 35
Both sides, but only in the front side of outer shaft gear 33.Which reflects wherein the first screw 11 be not used in conveying it is any to back pressure
System.
Gearbox 14 is divided into two single spaces 47,48, and in one embodiment, the lubrication of two drivers
System is detached, to guarantee certain redundancy in the case of transmission device failure.For the first of the first screw 11
Gear 38 is rotated freely relative to input shaft 31, and moment of torsion is necessarily by being installed to the multi-disc type friction of the tail end of input shaft 31
Clutch 43 is transmitted.Each second disk in clutch 43 has a profile of tooth center cut, and with the input shaft with outer tooth bar
31 connections, and each second disk has serrated peripheral, and be connected with the housing with inner rack.When disk is hydraulically actuated device
When forcing together, the housing combined with gear 38 is locked into input shaft 31, so as to engage with the first propeller drives.
When ship 1 is close to shallow water, 11 driver of the first screw can be made in the case where engine 10 is not stopped to break
Open engagement.The brake 42 of rotation hull outside is arranged on similar to clutch 43 but before the clutch 40 and then by housing
The stationary part of gearbox 14 is locked onto, so as to keep the first screw 11 static in appropriate (not working) Angle Position.Due to from
Clutch 43 and brake 42 are all hydraulically operateds, and disengagement and braking are very suitable for and are used for automatically controlling the first spiral
The control system connection of the operation of oar 11.In one embodiment, control system is received from echo sounder and other navigation
The input of system.
Whether need to stop engine 10 when the driver for king bolt oar is just engaged, absorb depending on clutch and fill
Divide the ability of the energy (and there is no excess temperature rising) for consuming.In any case, engagement is feasible.
In one embodiment, in order that being caused by the viscous friction between the plate in clutch 43 or brake 42
Minimization of loss, when disengagement, it is to avoid in plate immersion gear oil.Clutch and brake can be that " dry " or part are soaked
Enter, i.e., work in the lubricating oil of rare amount.Installation disc spring can prevent them in disengagement between the plates
A kind of mode being in close contact.
In one embodiment, as shown in fig. 7, the first screw 11 has feathering airscrew blade 21.When ship 1 only leads to
When crossing less second screw 12 and/or extending the period with the operation of any effective speed, the blade of big the first screw 11
21 can be (must be alignd with stream) by feathering, to avoid the excessive resistance in brakes and moment of torsion.This means blade 21
Allow for rotating around longitudinal axis (pitch axis).
Due to concentric shafts 32,34, traditional controlledpiston system be it is infeasible, but by the active force by blade
The heart is adequately positioned at the stern of pitch axis (towards trailing edge), when the first screw 11 stop and ship 1 move forward when, leaf
Piece 21 will automatically enter feather position.Blade design with high deflection is adapted to by this.When the first screw 11 starts to rotate
When, act on the thrust on blade 21 and will increase pitch (i.e. around pitch axis rotating vane), until blade 21 is in pre-determined bit
Put and encounter stop device.Using the feathering system according to the embodiment, big screw 11 can not provide any to back pressure,
And it is all to navigate by water (manoeuver) certainty backward only using the second less screw 12 to perform.Form concentric spirals oar axle 32,
34 and wheel hub be generally illustrated in the figure 7.Stop device can be made in a variety of ways, and not showed that.A kind of mode is excision
A part for blade lower edge, and scotch is placed, the scotch can be with the internal integral of wheel hub so that its filling is cut
The part removed.Related to the device, liquid " trap " (that is, a kind of cavity filled with lubricant) should be considered as pitch
Damping unit.When rotating vane lower edge is close to scotch, cavity volume necessarily reduces, and forces fluid flow through one or more and little opens
Mouthful, so that it is guaranteed that soft stop and preventing possible vibration.
Fig. 8 and Fig. 9 show another embodiment of the ship 1 with twin-engined drivers, and which is included in large-scale
Combustion engine 10 and compared with compact internal combustion engine 50.Large combustion engines 10 is operatively connectable to the first screw 11 by gearbox 54, will be compared with
Compact internal combustion engine 50 is connected to the second screw 12.Gearbox 15 includes independent two group transmission device, every group of transmission device tool
There is the enclosure compartment for each of they.The transmission device that large combustion engines 10 is connected to the first screw 11 is located at
The rear portion of gearbox 54, and including the gear on input shaft 52 (which is directly coupled to the bent axle of large combustion engines 10)
53.Gear 53 is engaged with the gear 55 in outer concentric shafts 34 is installed, and the outer concentric shafts 34 are connected to the first big screw
11.The transmission device for being connected to the second screw 12 compared with compact internal combustion engine 50 is located at into the front portion of gearbox 54, and including tooth
Wheel 58, gear 58 are engaged with the gear 56 in interior concentric shafts 32, and the interior concentric shafts 32 are connected to second compared with minor spiral
Oar 12.The first screw 11 and the second screw 12 be to turn deep-water operation during, compared with compact internal combustion engine 50 along relative to
The direction that the direction of rotation of large combustion engines 10 is contrary rotates.In shallow water operation, large combustion engines 10 stops, and due to big
Permanently connected between type internal combustion engine 10 and the first screw 11, therefore the first screw 11 also stops.In one embodiment,
Large combustion engines 10 can be provided with the device for making engine stop in specific Angle Position so that the first big screw 11
Stop in inoperative position, the blade 21 of wherein the first screw 11 is not protruded under the baseline 20 of hull 2.In large combustion
Machine 10 stops and is navigated by water in the case of inverting compared with compact internal combustion engine 50 backward.
Figure 11 shows the embodiment using gondola driver (pod drive).Drive system is using installed in very
The rear portion of big conventional the first screw 11 (the first screw 11 is driven by simple drive shaft by internal combustion engine) for driving
Electrically driven (operated) second screw 12 (gondola driver 57).Electric power for gondola driver can be by the generator in ship 1
Group (not shown) is provided.Point driver can be rotated around axis 7, to contribute to controlling the direction of ship 1.
The present invention is described already in connection with the various embodiments of this paper.However, passing through studying accompanying drawing, disclosure and institute
Attached claim, those skilled in the art are when the present invention for required protection is implemented it will be appreciated that and realizing disclosed enforcement
Other modifications of mode.In the claims, word " including " is not excluded for other elements or step, and indefinite article " " or
" one " is not excluded for multiple.The fact that state some measures in mutually different dependent claims is not offered as can not be favourable
Combination of the ground using these measures.The reference for using in the claims is not necessarily to be construed as limiting scope.
Claims (10)
1. the ship (1) that one kind is driven by engine (10,50), ship (1) includes：
Hull (2), hull (2) with the baseline (20) extended between bow and stern,
Engine (10,50), engine (10,50) are arranged in the hull (2),
A pair of coaxial contrary rotating propellers (11,12), the institute of the pair of coaxial contrary rotating propeller (11,12) in the hull (2)
State at stern or be nearby installed in series in concentric shafts (32,34) and may be operably coupled to the engine (10), and
The pair of coaxial contrary rotating propeller (11,12) include the first screw (11) with the first radius (R1) and have little
In second screw (12) of second radius (R2) of the first radius (R1), the axis (9) of concentric shafts (32,34) with
The vertical distance (V) of baseline (20) is at least equal to the second radius (R2) and is less than the first radius (R1), and
First screw (11) are provided in specific Angle Position remains stationary, and second screw (12) can lead to
Cross the engine (10,50) and rotate.
2. ship (1) according to claim 1, wherein, described first screw (11) have multiple blades (21), described
Second screw has multiple blades (22), and at least tip of the blade (21) of the first screw (11) is in first spiral shell
Project under the baseline during the rotation of rotation oar (11), and wherein described specific angle position is first screw
(11) blade (21) does not project to the inoperative position under the baseline (20).
3. ship (1) according to claim 1 and 2, also including gearbox (14), gearbox (14) will be described concentric
Axle (32,34) may be operably coupled to the engine (10), and the gearbox has at least two positions：
First position, operationally connects in the first position, the first screw (11) and second screw (12)
Be connected to the engine, with when the engine runs to turn, and
The second place, in the second place, the first screw (11) in the specific rotation position remains stationary, and
Second screw (12) are operably connected to rotate when the engine (10) runs.
4. ship (1) according to claim 1 and 2, also including gearbox (54), gearbox (54) will be described concentric
Axle (32,34) may be operably coupled to the engine (10) and another engine, and gearbox (54) are by first spiral shell
Rotation oar (11) may be operably coupled to the engine (20), and the second screw (12) can be grasped by the gearbox (54)
It is connected to the internal combustion engine (50) with making.
5. ship (1) according to any one of claim 1 to 4, wherein, the institute under the ballast trim of the ship (1)
State the first screw (11) to be totally submerged.
6. ship (1) according to any one of claim 1 to 5, wherein, the first screw (11) are two blade types
Or three blade types.
7. ship (1) according to any one of claim 1 to 6, wherein, the first screw (11) are provided with feathering
Propeller blade (21).
8. a kind of for driving a pair pairs of transmission devices for turning coaxial propellers (11,12), it is the pair of to turning coaxial propellers
It is installed in series in the concentric shafts with single engine (32,34), the transmission device includes：
The first gear (39) of input shaft (31), wherein the first transmission device is permanently mounted on the input shaft and the second biography
The second gear (38) of dynamic device is arranged on the input shaft (31) by clutch (43), and the clutch is configured to
The second gear (38) is selectively engaged with the input shaft (31),
Brake (42), brake (42) may be operably coupled to the second gear (38),
Concentric output shafts, the concentric output shafts have interior axle (32) and outer shaft (43),
3rd gear (33), the 3rd gear (33) are permanently attached to the outer shaft (34), the 3rd gear (33) with
Described second gear (38) are engaged to form second transmission device,
4th gear (35), the 4th gear (35) are permanently attached to the interior axle (32), and
5th gear (40), the 5th gear (40) can be rotated around another rotation axis, the 5th gear (40) with
Described first gear (39) engage and engage to form first transmission device with the 4th gear (35).
9. gearbox according to claim 8, wherein, clutch (43) are that hydraulic pressure is controllable and/or electronic controllable
, and/or wherein described brake (42) be that hydraulic pressure is controllable and/or electronic controllable.
10. gearbox according to claim 8 or claim 9, wherein, the outer shaft or the 3rd gear (33) are provided with
The thrust bearing (34) of thrust is processed on an axial direction, and the 4th gear (35) is provided with two phases
The thrust bearing (34) of thrust is processed on anti-axial direction.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DKPA201400353 | 2014-07-01 | ||
| DKPA201400353 | 2014-07-01 | ||
| PCT/DK2015/050165 WO2016000714A1 (en) | 2014-07-01 | 2015-06-15 | Marine vessel with a large propeller and gearbox |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN106536345A true CN106536345A (en) | 2017-03-22 |
Family
ID=55018477
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201580034996.0A Pending CN106536345A (en) | 2014-07-01 | 2015-06-15 | Marine vessel with a large propeller and gearbox |
Country Status (4)
| Country | Link |
|---|---|
| EP (1) | EP3164330B1 (en) |
| CN (1) | CN106536345A (en) |
| DK (1) | DK3164330T3 (en) |
| WO (1) | WO2016000714A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112199782B (en) * | 2020-11-02 | 2023-07-25 | 西北工业大学太仓长三角研究院 | Method for rapidly designing counter-rotating propellers by considering mutual interference |
| EP4306403A1 (en) * | 2022-07-15 | 2024-01-17 | Volvo Penta Corporation | A method for controlling a propeller drive assembly |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3303554A1 (en) * | 1982-02-05 | 1983-08-18 | Kamewa AB, 68101 Kristinehamn | Ship with at least one propeller arranged at the stern |
| JPS62170440U (en) * | 1986-04-16 | 1987-10-29 | ||
| US4887983A (en) * | 1988-09-09 | 1989-12-19 | Brunswick Corporation | Chain drive marine propulsion system with dual counterrotating propellers |
| JPH02212293A (en) * | 1989-02-14 | 1990-08-23 | Ishikawajima Harima Heavy Ind Co Ltd | Double inverted propeller device |
| GB2279308A (en) * | 1993-06-25 | 1995-01-04 | Brunswick Corp | Counter -rotating surfacing marine drive with reduced drag water line |
| US20020086595A1 (en) * | 2000-01-20 | 2002-07-04 | Jordan W. Bishop | Transmission for driving counter-rotating propellers, lubrication system, and associated methods |
| CN101909986A (en) * | 2008-01-08 | 2010-12-08 | Ihi海洋联合株式会社 | Contra-rotating propeller marine propulsion device |
-
2015
- 2015-06-15 DK DK15814254.7T patent/DK3164330T3/en active
- 2015-06-15 CN CN201580034996.0A patent/CN106536345A/en active Pending
- 2015-06-15 EP EP15814254.7A patent/EP3164330B1/en active Active
- 2015-06-15 WO PCT/DK2015/050165 patent/WO2016000714A1/en active Application Filing
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3303554A1 (en) * | 1982-02-05 | 1983-08-18 | Kamewa AB, 68101 Kristinehamn | Ship with at least one propeller arranged at the stern |
| JPS62170440U (en) * | 1986-04-16 | 1987-10-29 | ||
| US4887983A (en) * | 1988-09-09 | 1989-12-19 | Brunswick Corporation | Chain drive marine propulsion system with dual counterrotating propellers |
| JPH02212293A (en) * | 1989-02-14 | 1990-08-23 | Ishikawajima Harima Heavy Ind Co Ltd | Double inverted propeller device |
| GB2279308A (en) * | 1993-06-25 | 1995-01-04 | Brunswick Corp | Counter -rotating surfacing marine drive with reduced drag water line |
| US20020086595A1 (en) * | 2000-01-20 | 2002-07-04 | Jordan W. Bishop | Transmission for driving counter-rotating propellers, lubrication system, and associated methods |
| CN101909986A (en) * | 2008-01-08 | 2010-12-08 | Ihi海洋联合株式会社 | Contra-rotating propeller marine propulsion device |
Also Published As
| Publication number | Publication date |
|---|---|
| EP3164330A1 (en) | 2017-05-10 |
| EP3164330A4 (en) | 2018-08-22 |
| WO2016000714A1 (en) | 2016-01-07 |
| EP3164330B1 (en) | 2020-01-29 |
| DK3164330T3 (en) | 2020-04-27 |
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| C06 | Publication | ||
| PB01 | Publication | ||
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| WD01 | Invention patent application deemed withdrawn after publication |
Application publication date: 20170322 |
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