DE102021125024B4 - Power transmission system for a ship - Google Patents

Abstract

Energy transmission system (1) for a ship (2) with the following features: a. A shore transfer vehicle (4) has a chassis (5) for moving on a shore quay (3) and has a cable routing system (12) for at least one cable (8) with a plug (9) at the end, which is designed for connection to a plug-in coupling (23) on the ship (2); b. the cable routing system (12) has a guide frame (13) and a carriage (22), the carriage (22) being guided in a linearly displaceable manner on a carriage guide on the guide frame (13) and releasably receiving the plug (9) and/or a cable end (20);c. At least one cable deflection (31) for the at least one cable (8) is arranged on the end of the guide frame (13) in order to guide the cable (8) from a clamping point (19) of the transfer vehicle (4) via the cable deflection (31) to the carriage (22), the clamping point (19) being arranged lower than the cable deflection (31) in the vertical direction; d. the guide frame (13) is movably arranged in a linear guide (14), which is set up in such a way that the guide frame (13) can be linearly displaced from a raised position to a lowered position in order to displace the carriage (22) with the plug (9) to a desired height, at which the plug (9) can be coupled to the plug-in coupling (23) on the ship; e. the lower end (21) of the guide frame (13) facing away from the cable deflection (31) can be lowered to a height below the chassis (5).

Description

The invention relates to an energy transmission system for a ship with the features of patent claim 1.

In ports, cable feed systems are required to produce a shore power connection for ships, by means of which cables and plugs are transferred from the shore to the ship. For this purpose, the cable feed system is connected to a port-side power grid. As soon as the ship has arrived and moored, the cables and plugs are moved to the ship's shore power hatch using a transfer arm on the cable routing system. The plugs are then accepted by the crew and connected to the ship's power supply. The shore power transmission can then take place.

Cable management systems are configured by the manufacturer according to the port's existing infrastructure. For example, the parking position of the cable routing system in relation to the ship, the local tie-down height, the maximum clearance height and the working range of the transfer arm, etc. are variable. The market requirements differ depending on the work area, i.e. depending on the position at which the plugs are transferred to the ship in relation to the quay surface. The local tidal range also has an influence on the working area. It must be compensated within the working range of the transfer arm, often below the quay surface. In this case, the transfer arm must operate between the ship and the quay wall in order to be able to reach hatch positions in this area. The distances between the quay wall and the ship are decisive. It must also be taken into account that there is often only a small amount of space available for the operation of the cable feed system if this is restricted by the equipment already available on land. Commercially available transfer vehicles use transfer arms that can preferably approach hatch positions above the quay surface or directly below.

In some cases, however, a total working area of more than 10 m, including compensation for the tidal range, is required, with more than 4 m below the quay surface. The distance between the ship under the quay wall is 1 m or less. In addition, the passage height of the handover vehicle when not in use must be limited to a maximum of 4.20 m. There is often little space behind the cable feed system vehicle on the land side. For example, a passenger bridge can severely limit the installation space on the land-facing vehicle side of the cable feed system. These requirements cannot be met in their entirety with commercially available designs of transfer arms.

The state of the art is on the DE 10 2020 202 537 A1 pointed out, which discloses a charging system for charging an electric vehicle with electrical energy. The charging system includes a charging arm with a vertical portion of the charging arm and a portion that is horizontal of the charging arm, as well as a charging cable or a power rail that can be connected to the electric vehicle to be charged. The horizontal charging arm part includes an extendable linear chain, by means of which an end of the charging cable or the power rail on the vehicle side can be moved towards the electric vehicle.

The DE 10 2009 015 603 A1 discloses a ship charging connector with an articulated arm. By means of the articulated arm, ship movements should be able to be safely compensated for during normal operation. For this purpose, at least one articulated arm serving as a support for a cable connection is proposed, which has arm segments which are connected to one another via at least one articulated connection. Associated with each articulation is an articulation drive which is set up for mutual pivoting of the arm segments which are connected to one another by means of the articulation and which are associated with said articulation drive.

The WO 2012/116914 A2 discloses an energy supply device for a ship, in particular a container ship, lying at a ship berth in a port. The power supply device has a stand arranged on land, on which at least one electrical contact means for a plug of a power supply line of the ship is arranged. In this case, the contact means can be electrically connected to an onshore power supply network. The contact means is arranged to be horizontally displaceable on the stand.

The US 2016/0089996 A1 discloses a charging device for an electrified vehicle with a winding mechanism for retracting and winding up a charging cable within a housing after use. The mechanism includes two winding rollers. One of the winding rolls can change the distance to the other winding roll to adjust the winding length.

The invention is based on the object of demonstrating an energy transmission system for a ship which takes up little installation space in the transport state and in the operating state and Can bridge working areas with large differences in height.

A power transmission system with the features of claim 1 solves this problem.

The dependent claims relate to advantageous developments of the invention.

The energy transmission system according to the invention comprises a landside transfer vehicle with a chassis for moving on a landside quay or on a landside surface of the quay. The transfer vehicle includes a cable routing system for at least one cable with a plug on one side. The plug is designed to be connected to a plug-in connector on the ship. In particular, several cables or plugs are provided.

The cable management system has a guide frame and a carriage. The carriage is guided in a linearly displaceable manner on a carriage guide on the guide frame. The slide accepts the plug and/or a cable end with the plug in a detachable manner, so that the plug can be taken over by the crew.

At least one cable deflection for the at least one cable is arranged on the end of the guide frame. If there are several cables, several cable deflections are arranged accordingly. The cable deflection is set up in such a way that the cable is guided from a clamping point of the transfer vehicle via the cable deflection to the carriage. Viewed in the vertical direction, the clamping point is arranged lower than the cable deflection.

The guide frame is movably arranged in a linear guide which is set up in such a way that the guide frame can be displaced linearly from a raised position to a lowered position in order to displace the carriage with the plug to a desired height at which the plug can be connected to the ship-side plug-in coupling can be coupled.

In the case of the invention, therefore, no commercially available telescopic or articulated arm is used, but a linearly movable guide frame that is used as a transfer arm. The linear displacement takes place parallel to the quay wall or parallel to the ship.

In the operating position, the guide frame is arranged vertically so that it can be guided between the quay wall and the ship. In this way, a significant tidal range can be compensated. In particular, working areas can be reached far below the quay surface. At the same time, a considerable height can be reached with the linearly displaceable guide frame, so that a total compensation of more than 10 m is possible.

The considerable differences in height can be achieved by deflecting the cable by 180° at the upper end of the guide frame, so that the plug on the free end of the cable is displaced twice the distance with each lifting movement of the stirring frame. A cable deflection stroke of 5 m, for example, shifts the height of the plug by 10 m. This means that the cable deflection can always remain above the quay. The cable deflection also remains above the transfer vehicle, while the lower end of the guide frame facing away from the cable deflection can be lowered to a height below the chassis.

In this case, it is not absolutely necessary for the lower end of the guide frame to be lowered to the maximum depth at which the plug is to be taken onto the ship if, according to an advantageous development of the invention, the at least one cable deflection can be displaced linearly relative to the guide frame . When the cable diverter is lowered separately from the guide frame, the connector or cable end is released from the carriage and is allowed to move down past the end position of the carriage, allowing the straightener to be taken over to the vessel in free hanging. For a single takeover of the cable, it can be provided that several cable deflections can be displaced or are displaced independently of one another with respect to the guide frame. As a result, the cables can be lowered individually and also individually lifted or drawn in again, as far as the stroke of the cable deflections allows. In addition, the displaceable cable deflection makes it possible to position the plug and/or one end of the cable with the plug in the carriage under a certain pretension.

In an advantageous development of the invention, it is provided that the carriage is connected to the guide frame via a traction mechanism and is set up such that when the guide frame is in a defined position relative to the linear guide, the carriage assumes a defined position relative to the guide frame. This means that the carriage is not pushed or pulled into the respective position by the cable, but that the cable is guided through the carriage. A defined position of the carriage means that the carriage in a specific relative position of the guide frame to the linear guide only a single Can take relative position to the guide frame and thus also to the linear guide.

This interaction is advantageously achieved by a traction mechanism. A traction drive within the meaning of the invention is a chain, belt or cable drive. It has an upper and a lower deflection, which are each attached to the guide frame. The traction means deflected in this way is guided to the linear guide on the side of the deflections facing away from the carriage and is connected to the linear guide via a clamping area. The traction means can be closed like a loop and only have a single clamping area. Alternatively, the traction means may not be closed, in which case its two ends are attached to the linear guide as a clamping area. The linear guide serves as a fixed bearing for the traction mechanism. If a drive now acts on a strand of the traction mechanism, a force is exerted on one of the deflections, depending on the direction of traction. As a result, the deflection exerts a force on the guide frame. Consequently, the lead frame is displaced by a first linear distance. At the same time, the carriage connected to the traction means is displaced by twice this distance in the same direction of movement due to the deflection of the traction means.

In a further development of the invention, it is therefore provided that the drive is designed to drive one of the deflections. This deflection can be a chain wheel, for example, which is coupled to an electric motor or a hydraulic motor as a drive. This movement of the carriage and the guide frame takes place independently of cable deflections that may also be linearly displaceable.

In an advantageous further development of the invention, the linear guide is pivotably connected about a horizontal axis to a rotary structure which carries the linear guide, the carriage and the cable deflection. The pivoting connection allows the long guide frame to be moved to a lower height transport position. As a result, the overall height of the transfer vehicle can be limited to areas below 4.20 m.

In a development of the invention, it is provided that the linear guide can be pivoted about a vertical axis relative to the chassis by means of the rotary assembly, the linear guide being oriented in the longitudinal direction of the chassis in the transport position and transverse to the longitudinal direction in the operating position. The longitudinal direction corresponds to the orientation of the quay wall, since the transfer vehicle is moved in the longitudinal direction of the quay depending on the berthing position of the ship. A counterweight on the rotating assembly arranged diametrically to the guide frame or linear guide improves load distribution and increases stability. The space required to pivot the guide frame from its transport position to its operating position is extremely small.

Due to the deflection of the cable in combination with the double distance of the carriage when the guide frame is moved relative to the linear guide, only a small amount of space is required for the energy transmission system according to the invention during operation, so that landside infrastructure, such as passenger bridges, no restrictions for operation represent this energy transmission system. A further advantage of the energy transmission system according to the invention is that no additional storage medium, such as a cable drum, is required for the cables, as is required with an arm construction. The cable deflections are preferably designed in such a way that the cables maintain minimum bending radii even in the transport position, i.e. when the guide frame is folded in.

• 1 eine perspektivische Ansicht eines Energieübertragungssystems auf einem Kai;
• 2 das Energieübertragungssystem der 1 in einer ersten Betriebsposition;
• 3 das Energieübertragungssystem der 1 in einer zweiten Betriebsposition;
• 4 das Energieübertragungssystem der 1 in zwei unterschiedlichen Betriebspositionen;
• 5 das Energieübertragungssystem der 1 in eine Ankopplung an ein Schiff in einer angehobenen Betriebsposition und
• 6 das Energieübertragungssystem der 1 in einer abgesenkten Betriebsposition benachbart eines Schiffes;
• 7 den Führungsrahmen in einer ersten Position;
• 8 den Führungsrahmen in einer zweiten Position;
• 9 den Führungsrahmen in einer dritten Position.

The invention is explained in more detail below with reference to exemplary embodiments illustrated in purely schematic drawings. Show it:

• 1 a perspective view of a power transmission system on a quay;
• 2 the energy transmission system 1 in a first operating position;
• 3 the energy transmission system 1 in a second operating position;
• 4 the energy transmission system 1 in two different operating positions;
• 5 the energy transmission system 1 in a docking station to a ship in a raised operating position and
• 6 the energy transmission system 1 in a lowered operating position adjacent a ship;
• 7 the guide frame in a first position;
• 8th the guide frame in a second position;
• 9 the guide frame in a third position.

The 1 shows an energy transmission system 1 for a ship 2. The energy transmission system 1 is located on a landside quay 3. It includes a transfer vehicle 4 with a chassis stell 5, which is movable on a surface 6 of the quay 3 in the longitudinal direction of the quay 3. In the surface 6 of the quay 3 there is a channel 7 for land-side power transmission. A line in the channel 7 is coupled to the shore-side transfer vehicle 4 so that electrical energy can be transmitted to the transfer vehicle 4 and via the energy transmission system 1 to the ship 2 .

The ship 2 is shown here only partially and in a highly schematic manner. To illustrate the principle, two height areas of the ship 2 are provided with recesses, to which land-side cables 8 with plugs 9 at the ends can be routed. An upper working area 10 is in an upper position. The same working area can be arranged significantly lower depending on the tidal range. In this exemplary embodiment, it can be the lower work area 11 which, for example, lies well below the surface 6 of the quay 3 and thus below the chassis 5 of the transfer vehicle 4 .

The transfer vehicle 4 includes a cable routing system 12 with a cable deflection 31 for at least one cable 8 . The cable management system 12 includes a guide frame 13 which is in a lying position. The guide frame 13 is held in a linear guide 14 . The linear guide 14 can be pivoted about a horizontal axis H1 and can be pivoted from the transport position shown into a vertical operating position, as shown in the following figures. In the transport position, the guide frame 13 is in the longitudinal direction L1 of the transfer vehicle 4. The linear guide 14 is held on a rotary structure 15, which itself can be pivoted about a vertical axis V1. As a result, the guide frame 13 is essentially parallel to the wall of the ship 2 in the operating position and can be moved between a quay wall 16 and the ship 2 .

The 2 and 3 show two different operating positions. The 2 shows that the upper working area 10 and the lower working area 11 are arranged at a vertical distance A1 of, for example, more than 10 m. The distance A1 can be caused by the tidal range or the construction of the ship 2.

The energy transmission system 1 is located in a very limited working space 17, which is marked with the dot-dash line. The guide frame 13 is positioned between the quay 3 and the ship 2 in order to reach the lower work area 11 as well. It can be seen that at the end of the cable 8 the plug 9 is ready to be taken over. The representation of 3 shows the same ship 2 with the upper working area 10 and the lower working area 11, the horizontal distance A2 between the quay wall 16 and the ship 2 being approximately 1 m or slightly more. The guide frame 13 has been moved to its upper end position within the linear guide 14 so that the plug 9 is now in the upper working area 10 .

The 4 shows the energy transmission system 1 in a somewhat enlarged view. That in the 4 The energy transmission system 1 shown has a rotating structure 15 with a counterweight 18 , the counterweight 18 being arranged diametrically to the guide frame 13 . The guide frame 13 is in the representation of 4 in its upper end position. The cable deflection 31 is always located at the upper end of the guide frame 13 in the operating position. The cable 8 to be deflected is connected to the transfer vehicle 4 at a clamping point 19 . The clamping point 19 is essentially at the same level as the rotary structure 15. The cable 8 is guided from here vertically upwards to the cable deflection 31. The cable deflection 31 has a relatively large deflection radius, so that the cable 8 cannot bend inadmissibly. The cable 8 is guided by means of the cable deflection 31 from a landside side of the transfer vehicle 4 to the water side of the guide frame 13 on which the ship 2 is located. The deflection takes place by 180°. The cable 8 is then routed vertically downwards. In the representation of 4 a cable end 20 with the plug 9 is located approximately midway between a lower end 21 of the guide frame 13 adjacent to the linear guide 14. The cable ends 20 and/or the plug 9 are guided in a carriage 22, which can be displaced linearly in the longitudinal direction of the guide frame 13 is. In addition, the vertical height of the cable deflection 12 can be shifted relative to the guide frame 13 . If there are several cable deflections 31, the individual cable deflections 31 can be shifted in height independently of one another. The possible adjustment path is marked with S1. Adjusting the cable deflection 31 leads to a lowering S2 of the plug 9 that is twice as large as that shown in 4 is shown by the dashed line because the deflection is 180°.

The 5 and 6 again show two different operating positions analogous to the embodiments of FIG 2 and 3 . The explanation that the cable deflection 31 can be lowered makes it clear how the cable 8 when it reaches the respective work area 10,11 a ship-side plug-in coupling 23 can be coupled. The 5 shows that the carriage 22 has been positioned at the height of the upper work area 10. The plug 9 was removed manually and coupled to the plug-in coupling 23 . If the tidal range changes, the guide frame 13 can be adjusted in height. With the energy transmission system according to the invention, areas far below the surface 6 of the quay 3 can also be reached with very limited installation space available.

The 7 until 9 show schematically three different positions of the guide frame 13 relative to the linear guide 14, which is always at the same height in the energy transmission system. A traction mechanism 24 is shown, which has a traction mechanism 25 in the form of a chain. The traction means 25 is guided via an upper deflection 29 and a lower deflection 30 at the ends of the guide frame 13 in each case. The traction means 25 has a clamping area 26 which is connected to the linear guide 14 . In the image plane on the right is the land side. The carriage 22 is connected to the traction means 25 on the water side. It is guided via a carriage guide 32 on the guide frame 13 . A drive 28 is connected to the guide frame 13 and can exert a torque on the deflection 26 . In the idle state, the drive 28 is blocked or a separate blocking is provided to fix the traction means 25. Thus, the lead frame 13 can be held. When the drive 28 is driven in the direction of the arrow P1, a force is exerted on the strand 27 of the traction means 25 on the land side in the direction of the arrow P2. As a result, the run 27 is shortened, with the result that the entire guide frame 13 is displaced downwards in the plane of the drawing until the drive 28 is stopped again.

The 8th shows a middle position. The 9 shows a lower end position. It should be noted that the carriage 22 has traveled twice as far in the vertical direction between the individual positions as the guide frame 13. With a 5 m long guide frame 13, for example, the carriage 22 can travel a distance of approx. 10 m, see above that even work areas at large distances can be reached with a relatively compact guide frame 13.

In particular, no additional drive is required to move the guide frame 13 relative to the linear guide 14 . The drive 29 for the deflection 26 moves both the carriage 22 and the guide frame 13.

Reference List

1

power transmission system

2

Ship

3

Kai

4

transfer vehicle

5

chassis of 4

6

surface of 3

7

channel

8th

Cable

9

connector to 8

10

upper working area

11

lower working area

12

cable management system

13

guide frame

14

linear guide

15

rotary assembly

16

quay wall

17

working space

18

counterweight

19

clamping point

20

cable end

21

lower end of 13

22

Guide carriage at 13

23

Plug-in coupling on 2

24

traction mechanism

25

traction means

26

clamping point

27

drum

28

drive

29

upper deflection

30

lower deflection

31

cable deflection

32

carriage guidance

A1

distance of 10 and 11

A2

Distance between 2 and 16

H1

horizontal axis

L1

longitudinal axis

S1

adjustment range of 12

S2

decrease from 9

V1

vertical axis

Arrow

P1

Arrow

p2

Claims (9)

Energy transmission system (1) for a ship (2) with the following features: a. A landside transfer vehicle (4) has a chassis (5) for moving on a landside quay (3) and has a cable routing system (12) for at least one cable (8) with a plug (9) at the end, which can be connected to a plug-in coupling ( 23) formed on the ship (2); b. the cable routing system (12) has a guide frame (13) and a carriage (22), the carriage (22) being guided in a linearly displaceable manner on a carriage guide on the guide frame (13) and the plug (9) and/or a cable end ( 20) removably accommodates; c. at least one cable deflection (31) for the at least one cable (8) is arranged on the end of the guide frame (13) in order to guide the cable (8) from a clamping point (19) of the transfer vehicle (4) via the cable deflection (31) to the carriage (22) to guide, wherein the clamping point (19) is arranged lower than the cable deflection (31) in the vertical direction; i.e. the guide frame (13) is movably arranged in a linear guide (14), which is set up in such a way that the guide frame (13) can be linearly displaced from a raised position to a lowered position in order to move the carriage (22) with the plug (9) to move to a desired height, in which the plug (9) with the ship's plug-in coupling (23) can be coupled; e. the lower end (21) of the guide frame (13) facing away from the cable deflection (31) can be lowered to a height below the chassis (5). energy transmission system claim 1 , characterized in that the at least one cable deflection (31) relative to the guide frame (13) is linearly displaceable. energy transmission system claim 2 , characterized in that cable deflections (31) for a plurality of cables (8) can be displaced independently of one another with respect to the guide frame (13). Energy transmission system according to one of Claims 1 until 3 , characterized in that the carriage (22) is connected to the guide frame (13) via a traction mechanism (24) and is set up in such a way that when the guide frame (13) is in a defined position relative to the linear guide (14), the carriage (22) assumes a defined position relative to the guide frame (13). energy transmission system claim 4 , characterized in that the traction mechanism (24) has an upper deflection (29) and a lower deflection (30) for a traction means (25), wherein a clamping area (26) of the deflected traction means (25) is stationary with the linear guide (26) is connected, a drive (28) acting on a strand (27) of the traction means (25) in order to displace the carriage (22). energy transmission system claim 5 , characterized in that the drive (28) is designed to drive one of the deflections (29). Energy transmission system according to one of Claims 1 until 6 , characterized in that the carriage (22) is set up in such a way that it travels twice as long on the guide frame (13) as the guide frame (13) in a linear displacement relative to the linear guide (14). Energy transmission system according to one of Claims 1 until 7 , characterized in that the linear guide (14) is pivotably attached to a rotary assembly (15), by means of which the linear guide (14) can be displaced from a vertical operating position at a greater height to a transport position at a lower height by pivoting about a horizontal axis (H1). . energy transmission system claim 8 , characterized in that the linear guide (14) can be pivoted about a vertical axis (V1) in relation to the chassis (5) by means of the rotating structure (15), the linear guide (14) in the transport position in the longitudinal direction (L1) of the chassis (5) is oriented and in the operating position is oriented transverse to the longitudinal direction (L1).

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