EP0829423A2 - Cycloidal propeller - Google Patents
Cycloidal propeller Download PDFInfo
- Publication number
- EP0829423A2 EP0829423A2 EP97114819A EP97114819A EP0829423A2 EP 0829423 A2 EP0829423 A2 EP 0829423A2 EP 97114819 A EP97114819 A EP 97114819A EP 97114819 A EP97114819 A EP 97114819A EP 0829423 A2 EP0829423 A2 EP 0829423A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- wing
- propeller
- rotor
- wings
- kinematics
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/06—Steering by rudders
- B63H25/08—Steering gear
- B63H25/14—Steering gear power assisted; power driven, i.e. using steering engine
- B63H25/34—Transmitting of movement of engine to rudder, e.g. using quadrants, brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H1/00—Propulsive elements directly acting on water
- B63H1/02—Propulsive elements directly acting on water of rotary type
- B63H1/04—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction
- B63H1/06—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades
- B63H1/08—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades with cyclic adjustment
- B63H1/10—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades with cyclic adjustment of Voith Schneider type, i.e. with blades extending axially from a disc-shaped rotary body
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/06—Steering by rudders
- B63H25/38—Rudders
- B63H25/382—Rudders movable otherwise than for steering purposes; Changing geometry
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H3/00—Propeller-blade pitch changing
- B63H3/002—Propeller-blade pitch changing with individually adjustable blades
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H3/00—Propeller-blade pitch changing
- B63H3/06—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical
- B63H3/08—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B15/00—Fluid-actuated devices for displacing a member from one position to another; Gearing associated therewith
- F15B15/02—Mechanical layout characterised by the means for converting the movement of the fluid-actuated element into movement of the finally-operated member
- F15B15/06—Mechanical layout characterised by the means for converting the movement of the fluid-actuated element into movement of the finally-operated member for mechanically converting rectilinear movement into non- rectilinear movement
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B15/00—Fluid-actuated devices for displacing a member from one position to another; Gearing associated therewith
- F15B15/08—Characterised by the construction of the motor unit
- F15B15/14—Characterised by the construction of the motor unit of the straight-cylinder type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H1/00—Propulsive elements directly acting on water
- B63H1/02—Propulsive elements directly acting on water of rotary type
- B63H1/04—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction
- B63H1/06—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades
- B63H1/08—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades with cyclic adjustment
- B63H1/10—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades with cyclic adjustment of Voith Schneider type, i.e. with blades extending axially from a disc-shaped rotary body
- B63H2001/105—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction with adjustable vanes or blades with cyclic adjustment of Voith Schneider type, i.e. with blades extending axially from a disc-shaped rotary body with non-mechanical control of individual blades, e.g. electric or hydraulic control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/70—Output members, e.g. hydraulic motors or cylinders or control therefor
- F15B2211/705—Output members, e.g. hydraulic motors or cylinders or control therefor characterised by the type of output members or actuators
- F15B2211/7051—Linear output members
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/70—Output members, e.g. hydraulic motors or cylinders or control therefor
- F15B2211/71—Multiple output members, e.g. multiple hydraulic motors or cylinders
Definitions
- the invention relates to a cycloidal propeller. Reference is made to the preamble of claim 1.
- Cycloidal propellers mostly serve as the main propulsion system for a ship. However, they can also only be used as an auxiliary drive, namely when particularly high maneuverability is required.
- a cycloidal propeller according to the preamble of claim 1 is described in Voith special 9.94 2000.
- the wing kinematics serve to move the blades on the wing circle of the rotor into the required positions in order to generate propulsion on the one hand but also control forces on the other.
- the adjustment kinematics is carried out via a central control stick, which is actuated by two servomotors arranged at right angles to each other.
- the rotor is generally driven by a gear transmission with a bevel gear and bevel pinion, often from a diesel engine.
- DE-B 19 41 652 describes a cycloidal propeller which only serves as an additional drive for a ship and which is operated exclusively as a rudder when the ship is cruising. Suitable additional devices are used to adjust the individual wings to such an extent that in the so-called non-buoyant, i.e. Standstill sail position parallel to each other and can be adjusted in this position by rotating the rotor body according to the required rotor position in the required angular position.
- non-buoyant i.e. Standstill sail position parallel to each other and can be adjusted in this position by rotating the rotor body according to the required rotor position in the required angular position.
- DE 36 06 549 A1 describes a device for generating movement or also as a drive, which in the broadest sense could also be called a cycloidal propeller, each with multi-part blades, ie a composite blade profile.
- gears are mainly used as an adjustment drive for the wing parts and the one for the each rear wing part consists in the last part of the gear train formed from a chain of gear wheels from a toothed segment and a gear wheel placed on the stub shaft of this wing part.
- DE-AS 11 92 945 aims to ensure security against damage to the wings by foreign bodies and has for this purpose provided safety valves which relieve the pressure chambers of the drive servomotors if external forces exerted on the wings by foreign bodies cause an impermissible pressure increase in the pressure rooms would.
- the construction of the cycloidal propeller particularly with regard to the design of the propeller kinematics and the articulation on the wing shaft, means that only relatively short adjustment paths of the wings can be achieved. It is therefore not possible to put the rounded head of the wing forward in the direction of travel. Therefore, wing profiles are used that deviate from the usual shape and have an essentially oval shape. However, this is disadvantageous in certain sailing conditions, for example when the ship is traveling in narrow channels, for example in ports or in the archipelago. In such cruising conditions it is advantageous to drive the ship with the cycloidal propeller and not with the main drive, which is designed for a much higher speed. The high maneuverability of the cycloidal propeller is used.
- the invention has for its object to design the cycloidal propeller so that a separation between the normal propeller kinematics and the additional devices is made.
- FIG. 1 there are five blades 1 on the wing circle a of the rotor or rotor body 50 (see FIG. 3).
- the arrangement is shown in the zero position, in which the individual wings, i.e. Strictly speaking, the profile rails of the wings extend tangentially to the wing circle a.
- the control stick with its center 8 is located exactly in the center of the wing kinematics 2.
- the so-called thrust crank kinematics is sketched here with the rocker arm 51, the coupling 52 and the coupling rod 20, which acts on the respective wing 1 via the wing drive lever 24.
- FIG. 3 shows this in more detail.
- the coupling rod 20 is articulated by means of bearing bolts 33 secured by axle holder plate 34 with its bearing eye 35 via bearing 36 to the drive lever 24 of the wing.
- This connection can be released during operation by means of the hydraulically actuated clutch 6.
- This clutch can be designed e.g. according to German patents DE-C 40 19 746 or DE-C 40 19 747 or US Pat. No. 4,859,106.
- a number of detachable couplings are shown on pages 746 to 750, but these are predominantly only for axially aligned shafts are designed or, with the exception of the Airflex coupling shown in Fig. 82, are not suitable for other purposes for the intended purpose.
- the paperback refers to other suitable hydrostatic couplings.
- the propeller kinematics ie here the drive lever 24 is released from the propeller shaft and the propeller shaft and thus the wing can move freely through the additional devices, the radially inner coupling part being supported on the wing shaft via the bearings 65 and 66.
- the wing drive according to the additional devices consists of the respective hydraulic cylinder 5, which engages by means of bearings 41 and bearing bolts 42 on the fork of a gear segment 4.
- This gear segment is mounted in the rotor body 50 by means of bearing bolts 37 and bearings 39 secured by screw 38. His teeth engage the teeth of a gear 3, which in turn can be fixed on the wing shaft 22 via the clutch 6 'constructed like clutch 6.
- the radially inner part of the clutch and the gear 3 are supported on the wing shaft via bearings 68 and 69, respectively.
- a bearing 72 with a bushing 71 is also shown, which is used for mounting the wing shaft on the rotor body.
- the lower bearing of the wing shaft is indicated here with 73, the associated bearing bushing with 73.
- the radially outer boundary of the rotor body is the vertical wall 31 here.
- the transmission offers such a large transmission ratio that a relatively large actuating movement of the lifting cylinder 5 makes it possible to achieve a large pivoting angle of the gear wheel 3 and thus of the wing shaft 22 and thus of the wing 1, which is what is also apparent from Fig. 2.
- each wing with a normal profile can be adjusted to the desired rudder position without hindrance, namely with the thick, rounded head end in the direction of travel of the ship.
- the pressure oil supply to the clutches 6 and 6 ' is made here via clamping rings 61 and 62, to which the oil supply lines are connected.
- Either the couplings 6 are now closed when the couplings 6 'are released, so that either the wing shafts can be adjusted by the normal propeller kinematics or by the additional devices.
- This is practically carried out in such a way that the normal propeller kinematics adjust the wings tangentially to the wing circle before the couplings belonging to this kinematics are released.
- the clutches 6 'of the additional devices are closed and the propellers are first adjusted to the parallel sail position and then further in accordance with the required rudder position.
- FIGS. 4 to 6 initially shows the same components of the propeller kinematics 2 as in FIGS. 3 and 4, as well as the wing 1.
- a pivot motor 7 is also indicated, which is assigned to the individual wing shafts, as can be seen from Fig. 6 recognizes in more detail.
- Such a Motor can have a very large swivel angle, for example up to 270 °, as described, for example, in the book by Thomas Krist "Hydraulic Fluid Technology" under 8.1 Thrust piston hydraulic cylinder Figure 8.1.2 d.
- Such a swivel motor is also shown in principle in the German design specification mentioned at the beginning, which is, however, only equipped with a limited swivel angle of approximately 90 °.
- the connecting plate 40 for the pressure oil supply lines is also shown on the swivel motor 7.
- the control of the oil supply and discharge takes place via the valves known from hydraulic technology.
- the clamping ring 75 is provided for the oil supply to the clutch 16. In this variant as well, analogously to the first, either the couplings 16 are closed and the couplings 16 'are released, or vice versa.
- Both the clutches and the hydraulic cylinders are connected by hose and pipe lines with quick-release couplings which are attached to the outside of the rotor.
- the counterparts to the quick-release couplings, the switching valves and the associated oil supplies for the switching couplings and the hydraulic cylinders are located on the stator of the propeller. Does the propeller work in normal operation, i.e. If the wing is driven by the kinematics, an oil supply is not necessary. Any rotary oil supply is therefore not required. Only when the propeller is at a standstill are the quick-release couplings closed, and a connection of the switching couplings and the hydraulic cylinders to their respective oil supplies is established.
- the quick-release couplings are closed by hand; however, the process can be easily automated, for example via a hydraulically or pneumatically operated device.
- the stopping and blocking of the rotor can be imagined as follows: There is a switch cam on the rotor, which must activate a limit switch on the stator. When the propeller is switched off, the rotor stops at any point, but is then rotated further until the switch cam actuates the limit switch. The propeller is then fixed against rotation on the propeller input shaft, for example by means of a disc brake or a simple mechanical lock.
- the propeller is controlled in normal operation using a known standard control device.
- the control in rudder mode takes place via a handwheel, which gives control impulses into a PLC control by means of a potentiometer.
- the output signals control solenoid valves, which in turn control the hydraulic cylinders and thus the required adjustment of the wings.
- the control process can also be automated by a signal from the ship's compass.
- control system and the oil supply also apply to the use of a swivel motor instead of a hydraulic cylinder.
- the decisive elements are the gear 3, the toothed segment 4 or alternatively the swivel motor. These elements allow the sash to be swiveled into any desired position.
- the wings for rowing are adjusted when the rotor is at a standstill. Hydraulic and electrical connections are only required when the rotor is at a standstill. Therefore, simple, commercially available connecting elements (e.g. quick-release couplings) can be used.
Abstract
Description
Die Erfindung betrifft einen Zykloidalpropeller. Auf den Oberbegriff von Anspruch 1 wird verwiesen.The invention relates to a cycloidal propeller. Reference is made to the preamble of
Zykloidalpropeller dienen meist als Hauptantrieb für ein Schiff. Sie können aber auch nur als Hilfsantrieb eingesetzt werden, nämlich dann, wenn eine besonders hohe Manövrierfähigkeit gefordert wird. Ein Zykloidalpropeller entsprechend dem Oberbegriff von Anspruch 1 ist beschrieben im Voith-Sonderdruck 9.94 2000. Die Flügelkinematik dient dabei dazu, die Flügel auf dem Flügelkreis des Rotors in die erforderlichen Stellungen zu bewegen, um einerseits Forttrieb andererseits aber auch Steuerkräfte zu erzeugen. Die Verstellungskinematik erfolgt dabei über einen zentralen Steuerknüppel, der durch zwei rechtwinklig zueinander angeordnete Servomotoren betätigt wird. Der Antrieb des Rotors erfolgt im allgemeinen über ein Zahnradgetriebe mit Tellerkegelrad und Kegelritzel, häufig von einem Dieselmotor her.Cycloidal propellers mostly serve as the main propulsion system for a ship. However, they can also only be used as an auxiliary drive, namely when particularly high maneuverability is required. A cycloidal propeller according to the preamble of
DE-B 19 41 652 beschreibt einen Zykloidalpropeller, der nur als Zusatzantrieb bei einem Schiff dient, und der bei Marschfahrt des Schiffes ausschließlich als Ruder betrieben wird. Dabei wird durch geeignete Zusatzeinrichtungen eine Verstellung der einzelnen Flügel so weit vorgenommen, daß sie in der sogenannten auftriebslosen, d.h. vortriebslosen Segelstellung zueinander parallel stehen und in dieser Stellung durch Verdrehen des Rotorkörpers gemäß der erforderlichen Rotorstellung in die erforderliche Winkelstellung verstellt werden können.DE-B 19 41 652 describes a cycloidal propeller which only serves as an additional drive for a ship and which is operated exclusively as a rudder when the ship is cruising. Suitable additional devices are used to adjust the individual wings to such an extent that in the so-called non-buoyant, i.e. Standstill sail position parallel to each other and can be adjusted in this position by rotating the rotor body according to the required rotor position in the required angular position.
In der DE 36 06 549 A1 ist eine Einrichtung zur Erzeugung von Bewegung oder auch als Antrieb, den man im weitesten Sinne auch als Zykloidalpropeller bezeichnen könnte, mit jeweils mehrteiligen Flügeln, d.h. zusammengesetztem Flügelprofil, beschrieben. Hierbei werden überwiegend Zahnräder als Verstellantrieb für die Flügelteile benutzt und derjenige für das jeweils hintere Flügelteil besteht im letzten Teil des aus einer Kette von Zahnrädern gebildeten Getriebestranges aus einem Zahnsegment und einem auf dem Wellenstumpf dieses Flügelteils aufgesetztem Zahnrad.DE 36 06 549 A1 describes a device for generating movement or also as a drive, which in the broadest sense could also be called a cycloidal propeller, each with multi-part blades, ie a composite blade profile. Here gears are mainly used as an adjustment drive for the wing parts and the one for the each rear wing part consists in the last part of the gear train formed from a chain of gear wheels from a toothed segment and a gear wheel placed on the stub shaft of this wing part.
Die DE-AS 11 92 945 zielt auf die Sicherheit gegen Beschädigung der Flügel durch Fremdkörper und hat zu dem Zweck Sicherheitsventile vorgesehen, die die Druckräume der Antriebs-Servomotoren entlasten, falls durch Fremdkörper auf die Flügel ausgeübte äußere Kräfte einen unzulässigen Druckanstieg in den Druckräumen hervorrufen würden.DE-AS 11 92 945 aims to ensure security against damage to the wings by foreign bodies and has for this purpose provided safety valves which relieve the pressure chambers of the drive servomotors if external forces exerted on the wings by foreign bodies cause an impermissible pressure increase in the pressure rooms would.
Bei dem in der nicht vorveröffentlichten älteren Druckschrift DE 196 02 043 C1 beschriebenen Zykloidalpropeller wird eine große Verstellmöglichkeit der Flügel jeweils durch ein zwischen die Gestänge der Flügelkinematik und jeweiligen Flügelschaft geschaltetes, vorwiegend aus einem Zahnsegment und einem Zahnrad bestehenden Getriebe erreicht.In the cycloidal propeller described in the unpublished older publication DE 196 02 043 C1, a large adjustment possibility of the blades is achieved in each case by means of a gear mechanism connected between the linkages of the wing kinematics and the respective wing shaft, consisting predominantly of a toothed segment and a gearwheel.
Die Konstruktion des Zykloidalpropellers insbesondere hinsichtlich der Ausbildung der Propellerkinematik und der Anlenkung am Flügelschaft bedingt jedoch, daß nur relativ kurze Verstellwege der Flügel erreicht werden können. Deshalb ist es nicht möglich, die abgerundete Kopfseite der Flügel in Fahrtrichtung nach vorne zu stellen. Daher werden Flügelprofile benutzt, die von der üblichen Form abweichen und im wesentlichen eine ovale Form haben. Dies ist jedoch bei bestimten Fahrtzuständen ungünstig, z.B. dann, wenn das Schiff in engen Fahrtrinnen fährt, z.B. in Häfen oder in den Schären. Bei solchen Fahrtzuständen ist es nämlich vorteilhaft, das Schiff mit dem Zykloidalpropeller anzutreiben, und nicht mit dem Hauptantrieb, der für eine wesentlich höhere Geschwindigkeit ausgelegt ist. Dabei wird die hohe Manövrierfähigkeit des Zykloidalpropellers ausgenutzt.However, the construction of the cycloidal propeller, particularly with regard to the design of the propeller kinematics and the articulation on the wing shaft, means that only relatively short adjustment paths of the wings can be achieved. It is therefore not possible to put the rounded head of the wing forward in the direction of travel. Therefore, wing profiles are used that deviate from the usual shape and have an essentially oval shape. However, this is disadvantageous in certain sailing conditions, for example when the ship is traveling in narrow channels, for example in ports or in the archipelago. In such cruising conditions it is advantageous to drive the ship with the cycloidal propeller and not with the main drive, which is designed for a much higher speed. The high maneuverability of the cycloidal propeller is used.
Der Erfindung liegt die Aufgabe zugrunde, den Zykloidalpropeller so auszubilden, daß eine Trennung zwischen der normalen Propellerkinematik und den Zusatzeinrichtungen hergestellt wird.The invention has for its object to design the cycloidal propeller so that a separation between the normal propeller kinematics and the additional devices is made.
Diese Aufgabe wird erfindungsgemäß durch die Merkmale des kennzeichnenden Teils des Patentanspruchs 1 gelöst. Dies hat den Vorteil, daß die übliche Propellerkinematik verwendet werden kann und daß die Zusatzeinrichtungen beliebig ausgebildet werden können.This object is achieved by the features of the characterizing part of
Nachfolgend wird die Erfindung anhand der Figuren der Zeichnungen erläutert. Dabei ist im einzelnen folgendes dargestellt:
- Fig. 1
- eine schematische Draufsicht auf den Rotor mit den Flügeln in Normalstellung,
- Fig. 2
- die gleiche Draufsicht mit in die Segelstellung verstellten Flügeln, jeweils in prinzipieller Darstellung,
- Fig. 3
- einen Querschnitt durch den äußeren Bereich des Rotorkörpers,
- Fig. 4
- eine Draufsicht auf den Rotor in einer anderen Ausführungsform den Flügeln in Normalstellung,
- Fig. 5
- die gleiche Draufsicht mit in Segelstellung verstellten Flügeln, jeweils in prinzipieller Darstellung,
- Fig. 6
- einen Querschnitt durch den äußeren Bereich des Rotors dieser Ausführungsform,
- Fig. 7
- die Steuerung für Ruderbetrieb (für Propeller mit Duo-Kinematik).
- Fig. 1
- a schematic plan view of the rotor with the blades in the normal position,
- Fig. 2
- the same top view with the wings adjusted to the feathering position, each in a basic representation,
- Fig. 3
- a cross section through the outer region of the rotor body,
- Fig. 4
- a plan view of the rotor in another embodiment, the blades in the normal position,
- Fig. 5
- the same top view with wings adjusted in feathering position, each in a basic representation,
- Fig. 6
- 3 shows a cross section through the outer region of the rotor of this embodiment,
- Fig. 7
- the control for rowing (for propellers with duo kinematics).
Gemäß Fig. 1 befinden sich fünf Flügel 1 auf dem Flügelkreis a des Rotors bzw. Rotorkörpers 50 (siehe Fig. 3). Die Anordnung ist in der Nullstellung gezeigt, bei welcher die einzelnen Flügel, d.h. genau genommen die Profilschienen der Flügel sich tangential zum Flügelkreis a erstrecken. Dabei befindet sich der Steuerknüppel mit seinem Zentrum 8 genau im Zentrum der Flügelkinematik 2. Es ist hier die sogenannte Schubkurbelkinematik skizziert mit der Schwinge 51, der Koppel 52 und der Kuppelstange 20, die über den Flügelantriebshebel 24 am jeweiligen Flügel 1 angreift.According to FIG. 1, there are five
Figur 3 zeigt dies noch genauer. Dort ist die Kuppelstange 20 mittels durch Achshalterscheibe 34 gesicherten Lagerbolzen 33 mit ihrem Lagerauge 35 über Lager 36 mit dem Antriebshebel 24 des Flügels gelenkig verbunden. Diese Verbindung ist im Betrieb lösbar durch die hydraulisch betätigbare Schaltkupplung 6. Diese Schaltkupplung kann ausgebildet sein z.B. nach den deutschen Patentschriften DE-C 40 19 746 oder DE-C 40 19 747 oder der US-Patentschrift 4 859 106. In Dubbel Taschenbuch des Maschinenbaus, sind auf den Seiten 746 bis 750 eine Anzahl lösbarer Kupplungen dargestellt, die jedoch überwiegend nur für axial fluchtende Wellen konzipiert oder bis auf die in Bild 82 dargestellte Airflex-Kupplung aus anderen Gründen für den hier vorgesehenen Zweck nicht gut anwendbar sind. In einer Anmerkung verweist das Taschenbuch aber auf andere geeignete hydrostatische Kupplungen.Figure 3 shows this in more detail. There, the
Bei gelöster Kupplung ist also die Propellerkinematik, d.h. hier der Antriebshebel 24 von dem Propellerschaft gelöst und der Propellerschaft und somit der Flügel ist durch die Zusatzeinrichtungen frei beweglich, wobei sich der radial innere Kupplungsteil über die Lager 65 und 66 am Flügelschaft abstützt. Der Flügelantrieb gemäß den Zusatzeinrichtungen besteht aus dem jeweiligen Hydraulikzylinder 5, der mittels Lager 41 und Lagerbolzen 42 an der Gabel eines Zahnradsegments 4 angreift. Dieses Zahnradsegment ist im Rotorkörper 50 mittels durch Schraube 38 gesicherte Lagerbolzen 37 und Lager 39 gelagert. Seine Zähne greifen in die Zähne eines Zahnrades 3 ein, das wiederum über die wie Kupplung 6 aufgebaute Schaltkupplung 6' am Flügelschaft 22 festlegbar ist. Im gelösten Zustand der Kupplung stützen sich der radial innere Teil der Kupplung und das Zahnrad 3 über Lager 68 bzw. 69 am Flügelschaft ab. Es ist noch ein Lager 72 mit Laufbuchse 71 dargestellt, das zur Lagerung des Flügelschaftes am Rotorkörper dient. Das untere Lager des Flügelschaftes ist hier mit 73, die zugehörige Lagerlaufbuchse mit 73 angedeutet. Die radial äußere Begrenzung des Rotorkörpers ist hier die vertikale Wand 31. Das Getriebe bietet eine derart große Übersetzung, daß durch verhältnismäßig kleine Stellbewegungen des Hubzylinders 5 ein großer Schwenkwinkel des Zahnrades 3 bzw. damit des Flügelschaftes 22 und somit des Flügels 1 erzielbar ist, was auch aus Fig. 2 ersichtlich wird.When the clutch is released, the propeller kinematics, ie here the
Durch die geschilderten Maßnahmen kann jeder Flügel mit Normalprofil in die gewünschte Ruderstellung ohne Behinderung verstellt werden, und zwar mit dem dicken, abgerundeten Kopfende in Fahrtrichtung des Schiffes voran. Die Druckölzufuhr zu den Schaltkupplungen 6 und 6' wird hier vorgenommen über Klemmringe 61 und 62, an denen die Ölzuführungen angeschlossen sind. Es sind nun entweder die Kupplungen 6 geschlossen, wenn die Kupplungen 6' gelöst sind, so daß entweder die Flügelschäfte durch die normale Propellerkinematik oder durch die Zusatzeinrichtungen verstellt werden können. Das wird praktisch so durchgeführt, daß die normale Propellerkinematik die Flügel tangential zum Flügelkreis einstellt, ehe die Kupplungen die dieser Kinematik zugehören gelöst werden. Dann werden die Kupplungen 6' der Zusatzeinrichtungen geschlossen und es erfolgt die Verstellung der Propeller zunächst in die parallele Segelstellung und dann weiter entsprechend der verlangten Ruderstellung.With the measures described, each wing with a normal profile can be adjusted to the desired rudder position without hindrance, namely with the thick, rounded head end in the direction of travel of the ship. The pressure oil supply to the
Die in den Fig. 4 bis 6 dargestellte weitere Variante zeigt zunächst die gleichen Bauteile der Propellerkinematik 2 wie in Fig. 3 und 4, sowie die Flügel 1. Es ist ferner ein Schwenkmotor 7 angedeutet, der den einzelnen Flügelschäften zugeordnet ist, wie man aus Fig. 6 näher erkennt. Ein solcher Motor kann einen sehr großen Schwenkwinkel z.B. bis 270° haben, wie es z.B. beschrieben ist in dem Buch von Thomas Krist "Hydraulik-Fluidtechnik" unter 8.1 Schubkolben-Hydrozylinder Bild 8.1.2 d. Ein solcher Schwenkmotor ist auch prinzipmäßig dargestellt in der eingangs erwähnten deutschen Auslegeschrift, der dort allerdings nur mit einem beschränkten Schwenkwinkel von etwa 90° ausgestattet ist. Die Ankopplung an den Flügelschaft 22' erfolgt hier über eine Anpassungshülse 41. Zwischen dieser Hülse und dem Flügelschaft befindet sich die Schaltkupplung 16', eine weitere Schaltkupplung 16 befindet sich zwischen dem Antriebshebel 24 des Flügelschafts, der der Propellerkinematik 2 zugehörig ist und mit der Kuppelstange 20 gelenkig verbunden ist. Dies ist praktisch gleich dem Aufbau der Fig. 3. Am Schwenkmotor 7 ist noch die Anschlußplatte 40 für die Druckölzuleitungen dargestellt. Die Steuerung der Ölzufuhr und -abfuhr erfolgt über die aus der Hydrauliktechnik bekannten Ventile. Für die Ölzufuhr zur Schaltkupplung 16 ist der Klemmring 75 vorgesehen. Auch bei dieser Variante gilt analog zur ersten, daß entweder die Kupplungen 16 geschlossen und die Kupplungen 16' gelöst sind, oder umgekehrt.The further variant shown in FIGS. 4 to 6 initially shows the same components of the
Im folgenden soll auf Fig. 7 eingegangen werden.7 will be discussed below.
Der schematisch dargestellte Zykloidalpropeller weist die folgenden wesentlichen Bauteile auf:
Flügel 1Propellerkinematik 2Zahnrad 3Zahnsegment 4Hydraulikzylinder 5Schalteinrichtung für Kupplungen 100- SPS-
Steuerung 101 Ruderrad 102Steuersignalgeber 103Eingang vom Kompaß 104- Grenzschalter für Blockierung des
Rotors 105 - Schaltnocken für Blockierung des
Rotors 106 Ölversorgung mit Hydraulikventilen 107- elektrische
Verbindungsstelle am Stator 108 - elektrische
Verbindungsstelle am Rotor 109 - hydraulische
Verbindungsstelle am Stator 110 - hydraulische
Verbindungsstelle am Rotor 111 Steigungsrückmeldung 112Drucköl für Hydraulikzylinder 113Drucköl für Schaltkupplungen 114.
-
Wing 1 -
Propeller kinematics 2 -
Gear 3 -
Tooth segment 4 -
Hydraulic cylinder 5 - Switching device for
clutches 100 -
PLC control 101 -
Rudder wheel 102 -
Control signal generator 103 - Entrance from
compass 104 - Limit switch for blocking
rotor 105 - Switching cams for blocking the
rotor 106 - Oil supply with
hydraulic valves 107 - electrical connection point on
stator 108 - electrical connection point on
rotor 109 - hydraulic connection point on
stator 110 - hydraulic connection on
rotor 111 -
Slope feedback 112 - Hydraulic
cylinder pressure oil 113 - Pressure oil for
clutches 114.
Sowohl die Schaltkupplungen als auch die Hydraulikzylinder sind über Schlauch- und Rohrleitungen mit Schnellschlußkupplungen verbunden, die an der Außenseite des Rotors befestigt sind. Am Stator des Propellers befinden sich die Gegenstücke zu den Schnellschlußkupplungen, die Schaltventile sowie die zugehörigen Ölversorgungen für die Schaltkupplungen und die Hydraulikzylinder. Arbeitet der Propeller im Normalbetrieb, d.h. wird der Flügel über die Kinematik angetrieben, so ist eine Ölversorgung nicht erforderlich. Irgendwelche Dreh-Ölzuführungen werden also nicht benötigt. Erst wenn der Propeller im Stillstand ist, werden die Schnellschlußkupplungen geschlossen, und es wird damit eine Verbindung der Schaltkupplungen und der Hydraulikzylinder zu ihren jeweiligen Ölversorgungen hergestellt.Both the clutches and the hydraulic cylinders are connected by hose and pipe lines with quick-release couplings which are attached to the outside of the rotor. The counterparts to the quick-release couplings, the switching valves and the associated oil supplies for the switching couplings and the hydraulic cylinders are located on the stator of the propeller. Does the propeller work in normal operation, i.e. If the wing is driven by the kinematics, an oil supply is not necessary. Any rotary oil supply is therefore not required. Only when the propeller is at a standstill are the quick-release couplings closed, and a connection of the switching couplings and the hydraulic cylinders to their respective oil supplies is established.
Im einfachsten Falle erfolgt das Schließen der Schnellschlußkupplungen von Hand; der Vorgang läßt sich aber leicht automatisieren, z.B. über eine hydraulisch oder pneumatisch betätigte Vorrichtung.In the simplest case, the quick-release couplings are closed by hand; however, the process can be easily automated, for example via a hydraulically or pneumatically operated device.
Dasselbe gilt für die elektrische Verbindung zu dem im Hydraulikzylinder vorhandenen Weggeber. Auch hier ist die elektrische Verbindung erst erforderlich, wenn sich der Rotor im Stillstand befindet.The same applies to the electrical connection to the displacement sensor in the hydraulic cylinder. Here, too, the electrical connection is only required when the rotor is at a standstill.
Das Stoppen und Blockieren des Rotors kann man sich wie folgt vorstellen: Am Rotor befindet sich ein Schaltnocken, der einen Grenzschalter am Stator aktivieren muß. Beim Abschalten des Propellers bleibt der Rotor an einer beliebigen Stelle stehen, wird dann aber solange weitergedreht, bis der Schaltnocken den Grenzschalter betätigt. Danach wird der Propeller gegen Verdrehen an der Propellereingangswelle zum Beispiels mittels einer Scheibenbremse oder einer einfachen mechanischen Blockierung festgesetzt.The stopping and blocking of the rotor can be imagined as follows: There is a switch cam on the rotor, which must activate a limit switch on the stator. When the propeller is switched off, the rotor stops at any point, but is then rotated further until the switch cam actuates the limit switch. The propeller is then fixed against rotation on the propeller input shaft, for example by means of a disc brake or a simple mechanical lock.
Die Steuerung des Propellers erfolgt im Normalbetrieb über eine bekannte Standard-Steuerungsvorrichtung.The propeller is controlled in normal operation using a known standard control device.
Die Steuerung im Ruderbetrieb, bei stillstehendem Rotor, erfolgt über ein Handrad, das mittels Drehpotentiometer Steuerimpulse in eine SPS-Steuerung gibt. Die Ausgangssignale steuern Magnetventile, die wiederum die Steuerung der Hydraulikzylinder und damit die geforderte Verstellung der Flügel bewirken. Durch ein Signal vom Schiffskompaß kann der Steuervorgang auch automatisiert werden.The control in rudder mode, with the rotor at a standstill, takes place via a handwheel, which gives control impulses into a PLC control by means of a potentiometer. The output signals control solenoid valves, which in turn control the hydraulic cylinders and thus the required adjustment of the wings. The control process can also be automated by a signal from the ship's compass.
Die Beschreibung der Steuerung und der Ölversorgung gilt sinngemäß auch für die Verwendung eines Schwenkmotors, anstatt eines Hydraulikzylinders.The description of the control system and the oil supply also apply to the use of a swivel motor instead of a hydraulic cylinder.
Mit der vorgeschlagenen Erfindung wird eine echte Segelstellung erreicht, und es lassen sich noch zusätzliche Ruderwinkel einstellen. Der Propeller ist somit der Ersatz für ein zusätzliches Ruder, da alle Flügel um einen gemeinsamen Wnkel geschwenkt werden und daher einen Auftrieb (Schub) in einer gewünschten Richtung erzeugen.With the proposed invention, a true feathering is achieved, and additional rudder angles can also be set. The propeller is therefore the replacement for an additional rudder, since all wings are around one common angles are pivoted and therefore generate a lift (thrust) in a desired direction.
Die entscheidenden Elemente sind hierbei das Zahnrad 3, das Zahnsegment 4 oder alternativ der Schwenkmotor. Diese Elemente erlauben es, den Flügel in jede gewünschte Lage zu schwenken.The decisive elements are the
Die Verstellung der Flügel für den Ruderbetrieb erfolgt bei stillstehendem Rotor. Hydraulische und elektrische Verbindungen sind nur bei stillstehendem Rotor erforderlich. Daher sind einfache, handelsübliche Verbindungselemente (z.B. Schnellschlußkupplungen) einsetzbar.The wings for rowing are adjusted when the rotor is at a standstill. Hydraulic and electrical connections are only required when the rotor is at a standstill. Therefore, simple, commercially available connecting elements (e.g. quick-release couplings) can be used.
Claims (4)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE19637833A DE19637833C1 (en) | 1996-09-17 | 1996-09-17 | Cycloidal propeller |
DE19637833 | 1996-09-17 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0829423A2 true EP0829423A2 (en) | 1998-03-18 |
EP0829423A3 EP0829423A3 (en) | 1999-11-03 |
EP0829423B1 EP0829423B1 (en) | 2002-05-02 |
Family
ID=7805868
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP97114819A Expired - Lifetime EP0829423B1 (en) | 1996-09-17 | 1997-08-27 | Cycloidal propeller |
Country Status (5)
Country | Link |
---|---|
US (1) | US5993157A (en) |
EP (1) | EP0829423B1 (en) |
KR (1) | KR19980024658A (en) |
CN (1) | CN1177560A (en) |
DE (2) | DE19637833C1 (en) |
Families Citing this family (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19811251C1 (en) * | 1998-03-14 | 1999-07-29 | Voith Hydro Gmbh & Co Kg | Cycloidal propeller for marine vessel |
US6394745B1 (en) * | 2000-05-26 | 2002-05-28 | Saeed Quraeshi | Straight-bladed vertical axis wind turbine |
US7762776B2 (en) | 2006-03-14 | 2010-07-27 | Siegel Aerodynamics, Inc. | Vortex shedding cyclical propeller |
US7686583B2 (en) * | 2006-07-10 | 2010-03-30 | Siegel Aerodynamics, Inc. | Cyclical wave energy converter |
US20100090469A1 (en) * | 2008-10-10 | 2010-04-15 | Sullivan Shaun E | Power-Generator Fan Apparatus, Duct Assembly, Building Construction, and Methods of Use |
WO2011155485A1 (en) | 2010-06-11 | 2011-12-15 | 国立大学法人大阪大学 | Trochoid drive system |
JP5812395B2 (en) | 2011-05-25 | 2015-11-11 | 国立大学法人大阪大学 | Trochoid drive mechanism and moving body |
DE202014100589U1 (en) * | 2014-02-11 | 2015-05-12 | Rolf Rohden | Cycloidal drive and ship |
CN103921927B (en) * | 2014-04-18 | 2016-06-29 | 哈尔滨工程大学 | Crank block hydraulic driven cycloid thruster mechanism |
EP2944556B1 (en) * | 2014-05-12 | 2018-07-11 | GE Energy Power Conversion Technology Ltd | Cycloidal marine-propulsion system |
CN106428491B (en) * | 2016-10-08 | 2018-11-30 | 郑志刚 | Non-circular gear control type rotary oscillation wing fish tail Bionic impeller |
DE102017011890B4 (en) * | 2017-12-14 | 2023-02-09 | Cyclotech Gmbh | Propulsion device for an aircraft |
CN110525625A (en) * | 2019-07-24 | 2019-12-03 | 徐亮亮 | Intelligence promotes, positions and subtract the ship power system and its method of operating that shake |
CN110386240A (en) * | 2019-08-21 | 2019-10-29 | 西北工业大学 | A kind of slide bar type cycloidal paddle propeller |
CN111976913B (en) * | 2020-08-10 | 2022-06-10 | 武汉理工大学 | Single-blade composite motion hydrodynamic performance test device for straight-wing propeller |
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DE1192945B (en) | 1963-06-28 | 1965-05-13 | Voith Gmbh J M | Impeller propeller |
DE1941652B2 (en) | 1969-08-16 | 1973-02-01 | J M Voith GmbH, 7920 Heidenheim | SHIP WITH AT LEAST ONE PROPULSION ORGAN AS MAIN DRIVE FOR CRUISE AND WITH AN ADDITIONAL VANE WHEEL PROPELLER AND FOR MANEUVERING FROM THE STANDSTILL OF THE SHIP AND DURING A SMALL JOURNEY |
DE3606549A1 (en) | 1986-02-28 | 1987-09-03 | Klaus David | Method and device for producing (generating) a movement and for energy conversion |
US4859106A (en) | 1986-11-27 | 1989-08-22 | J.M. Voith Gmbh | Device for connecting two coaxial components fixedly in terms of rotation |
DE4019746C1 (en) | 1990-06-21 | 1991-08-08 | J.M. Voith Gmbh, 7920 Heidenheim, De | |
DE4019747C1 (en) | 1990-06-21 | 1991-09-19 | J.M. Voith Gmbh, 7920 Heidenheim, De | |
DE19602043C1 (en) | 1996-01-20 | 1997-03-27 | Voith Hydro Gmbh | Cycloidal propeller for ship drive |
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NL7416097A (en) * | 1974-12-11 | 1976-06-15 | Buro Voor Wetenschappelijke En | MILL. |
DE2701914C3 (en) * | 1977-01-19 | 1981-03-26 | J.M. Voith Gmbh, 89522 Heidenheim | Device for generating a thrust force in a liquid |
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GB2296048A (en) * | 1994-12-15 | 1996-06-19 | Ian Goodhall Meiklejohn | Vertical axis wind turbine |
-
1996
- 1996-09-17 DE DE19637833A patent/DE19637833C1/en not_active Expired - Fee Related
-
1997
- 1997-08-27 EP EP97114819A patent/EP0829423B1/en not_active Expired - Lifetime
- 1997-08-27 DE DE59707140T patent/DE59707140D1/en not_active Expired - Fee Related
- 1997-09-13 KR KR1019970047348A patent/KR19980024658A/en not_active Application Discontinuation
- 1997-09-15 US US08/929,818 patent/US5993157A/en not_active Expired - Lifetime
- 1997-09-17 CN CN97121356A patent/CN1177560A/en active Pending
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DE1192945B (en) | 1963-06-28 | 1965-05-13 | Voith Gmbh J M | Impeller propeller |
DE1941652B2 (en) | 1969-08-16 | 1973-02-01 | J M Voith GmbH, 7920 Heidenheim | SHIP WITH AT LEAST ONE PROPULSION ORGAN AS MAIN DRIVE FOR CRUISE AND WITH AN ADDITIONAL VANE WHEEL PROPELLER AND FOR MANEUVERING FROM THE STANDSTILL OF THE SHIP AND DURING A SMALL JOURNEY |
DE3606549A1 (en) | 1986-02-28 | 1987-09-03 | Klaus David | Method and device for producing (generating) a movement and for energy conversion |
US4859106A (en) | 1986-11-27 | 1989-08-22 | J.M. Voith Gmbh | Device for connecting two coaxial components fixedly in terms of rotation |
DE4019746C1 (en) | 1990-06-21 | 1991-08-08 | J.M. Voith Gmbh, 7920 Heidenheim, De | |
DE4019747C1 (en) | 1990-06-21 | 1991-09-19 | J.M. Voith Gmbh, 7920 Heidenheim, De | |
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Title |
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DUBBEL: "Taschenbuch des Maschinenbaus", pages: 746 - 750 |
THOMAS KRIST: "Hydraulik-Fluidtechnik", article "Schubkolben-Hydrozylinder", pages: PAR. 8.1 |
Also Published As
Publication number | Publication date |
---|---|
US5993157A (en) | 1999-11-30 |
CN1177560A (en) | 1998-04-01 |
DE19637833C1 (en) | 1998-02-05 |
KR19980024658A (en) | 1998-07-06 |
DE59707140D1 (en) | 2002-06-06 |
EP0829423B1 (en) | 2002-05-02 |
EP0829423A3 (en) | 1999-11-03 |
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