EP0935553A1 - Systeme de propulsion a double helice pour navires - Google Patents

Systeme de propulsion a double helice pour navires

Info

Publication number
EP0935553A1
EP0935553A1 EP97950145A EP97950145A EP0935553A1 EP 0935553 A1 EP0935553 A1 EP 0935553A1 EP 97950145 A EP97950145 A EP 97950145A EP 97950145 A EP97950145 A EP 97950145A EP 0935553 A1 EP0935553 A1 EP 0935553A1
Authority
EP
European Patent Office
Prior art keywords
propeller
water jet
housing
drive according
propellers
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
Application number
EP97950145A
Other languages
German (de)
English (en)
Other versions
EP0935553B1 (fr
Inventor
Reinhold Reuter
Stefan Kaul
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schottel GmbH and Co KG
Original Assignee
Schottel GmbH and Co KG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=27216860&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=EP0935553(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Priority claimed from DE29619385U external-priority patent/DE29619385U1/de
Priority claimed from DE1996148417 external-priority patent/DE19648417A1/de
Application filed by Schottel GmbH and Co KG filed Critical Schottel GmbH and Co KG
Publication of EP0935553A1 publication Critical patent/EP0935553A1/fr
Application granted granted Critical
Publication of EP0935553B1 publication Critical patent/EP0935553B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • 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
    • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
    • B63H23/24—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric
    • 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
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • 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
    • 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
    • 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
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • 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
    • B63H2005/103—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 of co-rotative type, i.e. rotating in the same direction, e.g. twin propellers
    • 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
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
    • B63H2005/1258—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with electric power transmission to propellers, i.e. with integrated electric propeller motors

Definitions

  • the invention relates to a water jet drive with a prime mover and a double propeller which is driven by the prime mover.
  • Such drives are known in a design such that the actual drive machine, in particular a diesel engine, is arranged inside the ship's hull and a transmission as a further part of the drive machine is located in a nacelle below the ship's hull, from the shafts connected to the transmission at opposite ends are led out, which are connected at their outer ends with a propeller rotation test.
  • a solution is described in DE 44 30 738 AI, the essential feature being a guide device arranged between the two propellers, which eliminates the swirl in the water after leaving the propeller in the direction of travel, so that this water causes the rear propeller with higher energy in the direction of travel, but just as swirl-free as the front propeller.
  • Generic drives are also known in the training that the entire drive is in the aforementioned gondola.
  • an electric motor for the propellers at both ends of the nacelle is the prime mover, to which the electrical energy is supplied by a power generation system which is housed in the ship's hull.
  • a power generation system which is housed in the ship's hull.
  • a shaft is generated between the drive motor inside the ship's hull and its gearbox in the nacelle. see lines between the power generation system inside the hull and the electric motor in the nacelle surrounded by a cladding tube.
  • the cladding tube is assigned to the ship's hull at its upper end rotatable about its longitudinal axis and carries the nacelle at its lower end in a rotationally fixed manner, then a servomotor can be assigned to it, which forcibly rotates the cladding tube with the gondola and the propellers assigned to it about the longitudinal axis of the cladding tube is capable of changing the outflow direction of the rear propeller into the open water and a rudder double propeller system is available.
  • the cladding tube is formed as part of the guide grill.
  • the solution to this problem according to the invention consists in the combination of individual, appropriately selected individual problem solutions, not only for summation, but for potentiating the individual advantages to an overall concept that is optimal in its entirety.
  • the ship propulsion system is a water jet propulsion system with two propellers at the ends of a propeller led out of a gondola outside the ship's hull, a propulsion system arranged in the gondola Energy is supplied from the ship's hull through a cladding tube, one end of which is assigned to the ship's hull, the other end of which is assigned to the gondola, the cladding tube being part of a guide apparatus through which the propeller in the direction of travel of the watercraft at one end of the shaft and gondola arranged propeller with enriched flow energy leaving water jet swirl-free, in order to supply the water jet leaving the front propeller with high energy but little swirl to the rear propeller in the direction of travel of the watercraft, for which purpose both propellers are driven by the drive in the nacelle in the same direction of rotation and in the area of the jet cross section in are essentially the same.
  • the two propellers also have essentially the same diameter, the front propeller in the direction of travel of the watercraft in the entire diameter range and the rear propeller in the diameter range in the direction of travel of the watercraft, the diameter determined by the jet contraction when leaving the front propeller both different Blade configuration, the front propeller in the direction of travel of the watercraft and the rear propeller in the direction of travel of the watercraft in an annular area lying radially outside the diameter range determined by the jet contraction have the same blade configuration.
  • Fig. 1 shows a first embodiment of a water jet drive according to the invention, each with a propeller at the ends of a gondola-like, aerodynamically designed underwater housing, which is arranged by means of a housing shaft or foot on the underside of a ship below this ship and receives an electric motor on its shaft or the ends of which are each arranged a propeller;
  • FIG. 2 shows a second exemplary embodiment in a further embodiment which is expedient compared to FIG. 1;
  • Fig. 3 shows a third embodiment, in which an angular drive is arranged in the underwater housing, in which drive energy is supplied via a shaft line accommodated in a cladding tube or housing shaft from an inboard drive motor, which is not shown but a conventional internal combustion engine, an electric motor or the like.
  • FIG. 6 shows a double propeller design which is particularly expedient and which is a double propeller arrangement as is particularly the subject of the invention and can be used in all of the above-mentioned embodiments.
  • the drive essentially consists of an electric motor 1 "• ' in a housing 2 * •" outside, in particular below the hull and two propellers, 3 * - ' , 4 * ' " , which are driven by the electric motor 1 ' • * .
  • the two propellers will generally be structurally different, even though they have tip circles 5 "•” with the same diameter and a similar wing geometry. They have the same direction of rotation and the same speed and, for example, the flow is in the same direction according to arrow A.
  • the electric motor 1 * - " is arranged watertight in the underwater housing 2 '•” .
  • the output shaft is made of it on both sides! '•' led out and laterally rotatably mounted in one of two bearings 8 "• * , 9 " • “of the housing 2 " • “ on the side of the motor.
  • Seals 10, 11 ' - “ on the side of the bearing 8 " serve the seal • * , 9 " - * between shaft 7 '•” and front housing walls 2a * - " , 2b " * ' in connection with the design of the end faces as parts of labyrinth seals.
  • Outside the housing 2 '•' are on the shaft!
  • the end walls 14a * * " , 15a “•” of the hub caps 14 ' - ' , 15 " ' “ facing the housing 2 * - ' . are second parts of the labyrinth seals 16 " - “ , 17 * - " the first parts of which are the end faces 2a " - " , 2b " - " already mentioned.
  • the housing 2 " - ' is held on the hull with a foot 18 ' - * , which is hollow, the outer contour of which is part of the guide device 19 " - " between the propellers 3 * - “ , 4 ' - " , which has further blades associated with the housing 2 ' - ' , one of which is the base 18 ' - * diametrically opposite vane 20 ' "is referred to a total of the blades of the diffuser 19th *' -" gleichze ig about the longitudinal axis of the shaft 7 "• * distributed fixed to the housing 2" is assigned • ".
  • the propellers 3 " ⁇ ” , 4 “ - “ are designed so that the initial working level of the second propeller 4 "•” is approximately the final working level of the first propeller 3 " - “ and in conjunction with the guide device 19 * - " the initial twist of the first propeller 3 " - ' as well as the input twist of the second propeller 4 * - * are purposefully influenced in such a way that little energy losses occur when the liquid passes from the first to the second propeller.
  • the entire drive In order to be able to use the drive not only to generate a thrust in the longitudinal direction of the ship (longitudinal axis of the drive shaft), but also to steer the ship, the entire drive must be appropriately assigned to the ship and an appropriate swivel mechanism known per se around the vertical longitudinal axis 22 * - ' pivotable in the middle between the two propellers, optionally pivotable by 360 ° all around, the axis 22 ' - "being directed perpendicular to the axis of rotation of the shaft axis 23 '#" .
  • the drive essentially consists of an electric motor l “" in a housing 2 * " outside, in particular below the hull and two propellers 3 "' , 4 "” which are driven by the electric motor l ' * .
  • the two propellers will generally be structurally different, although they have tip circles 5 * " with the same diameter and may have a similar wing geometry. They have the same direction of rotation and the same speed and are flowed in in the same direction, for example, according to the arrow A "" .
  • the electric motor 1 '" is arranged in the underwater housing 2 * * in a watertight manner.
  • the output shaft 7 "" is led out of it on both sides and is rotatably supported in one of two bearings 8 "' , 9 * “of the housing 2 " in the side of the motor .
  • the seal is provided by seals 10 ′′ , 11 ′ ′′ on the side of the bearings 8 ′′ , 9 ′′ ′′ between shaft 7 ′′ and the front housing walls 2a * ′ , 2b ′′ ” in connection with the formation of the end faces as parts of labyrinth seals.
  • the housing 2 * " is held on the ship's hull with a foot 18 '" which is hollow, the outer contour of which is part of the guide apparatus 19 "" between the propellers 3 '" , 4 '” , the other being assigned to the housing 2 *' Has blades, of which a blade diametrically opposite the base 18 '" is designated 20 ** .
  • the blades of the guide apparatus 19 * * are uniformly assigned to the housing 2 "" distributed uniformly around the longitudinal axis of the shaft 7 *" .
  • the propellers 3 "' , 4 *' are designed such that the initial working level of the second propeller 4 ""is approximately the final working level of the first propeller 3 *" and, in conjunction with the guide device 19 * ', the initial twist of the first propeller 3 * " as well as the input twist of the second propeller 4 * * are purposefully influenced in such a way that at most small energy losses occur when the liquid passes from the first to the second propeller.
  • the energy supply to the electric motor takes place through lines 21 * ' , which are in the base 18 '' and in the housing 2 * * to the motor are introduced, which is why the interiors of the foot 18 "' and the housing 2 "' are connected.
  • the entire drive In order to be able to use the drive not only to generate a thrust in the longitudinal direction of the ship (longitudinal axis of the drive shaft), but also to steer the ship, the entire drive must be appropriately assigned to the ship and an appropriate swivel mechanism known per se around the vertical longitudinal axis 22 * "can be pivoted in the middle between the two propellers, possibly pivoting 360 ° all around; axis 22 ""is directed perpendicular to the axis of rotation of the longitudinal axis 23 * ' .
  • the motor 1 * ' is designed as a permanent synchronous motor and is therefore an electrical machine with a very high power density.
  • the technology of such an engine makes it possible to design the housing 2 ** between the two propellers to be hydrosdynamic in such a way that very high efficiency is achieved.
  • the shaft 18 "" is formed in its lower area close to the housing 2 '" so that together with a second, diametrically opposite guide fin 20 *” it forms a pair of guide fins and thus a guide apparatus, so that an optimal inflow of water to the seen in the flow direction A * * second propeller 4 * "is possible.
  • the guide fins end in the diameter circles 5 *" of the two propellers 3 * " , 4 *” .
  • the design of the motor 1 ** as a permanent synchronous motor makes it possible to reduce the diameter of the housing 2 * ' by up to 20% compared to other motors known per se.
  • the advantages are obvious: only smaller masses and more favorable flow conditions or lower flow resistance should be mentioned.
  • Another embodiment according to the invention relates to the rotor bearing of the permanent motor, which also includes the propeller shaft bearing.
  • the rotor ie the drive shaft 7 "" is connected to the propeller shafts 12 “” , 13 “” via diaphragm couplings 23 “" , 24 “” .
  • This allows a minimal air gap between the stator and rotor, which means a significant, additional improvement in efficiency.
  • FIG. 3 shows a ship drive designed as a rudder double propeller with a drive machine arranged in the ship's hull with a vertical drive shaft 1 ' and drive propellers outside the ship's hull.
  • a drive machine comprising a motor and gear acts on the upper end of the vertical drive shaft 1 * in order to set the drive shaft 1 * in rotation about its longitudinal axis 2 ′′ at a variable speed.
  • the lower end the input shaft 3 "of an angular drive 3 * , 4 * is associated with the drive shaft 1 " , which is operatively connected to the output bevel gear 4 'of the angular gear 3 " , 4 * .
  • the output bevel gear 4 ' rotatably supports a horizontal output shaft 5 " which extends in both directions and at the free ends of which a propeller 6 * , 7 ' is arranged.
  • the propellers will generally be structurally different, although tip circles 14 " have the same Diameter and similar wing geometries may be possible. Due to the common assignment to the output shaft 5 ", they have the same direction of rotation and the same speed and, for example, the flow is in the same direction according to arrow A * .
  • the angular gear 3 " , 4 ' is surrounded by a housing 9 ' in which the output shaft 5 * is rotatably mounted by means of two bearings 10 ' , 11 " .
  • This housing 9 * is carried by a housing tube 9a " which concentrically surrounds the vertical drive axis 1 ' and can be pivoted about its longitudinal axis for the rowing function.
  • the underwater part of the drive system can be arranged within a nozzle 12 * .
  • the front propeller 6 * generates a residual or re-spin in its outflow, which represents lost energy.
  • the downstream, co-rotating propeller l ' is with the outflow of the front propeller. Without a guide device between the two propellers 6 " , 7 * , the above-mentioned unfavorable outflow would lead to increased cavitation and increased energy losses.
  • a guide device 8 ' is provided between the two propellers 6 * , 7 ' , with which the re-spin of the front propeller 6 'is directed.
  • lost energy is recovered by generating a propulsive force in the flow around the guide device.
  • a pre-twist is generated for the downstream propeller 7 " so that it can implement a higher energy gradient.
  • the second propeller 7 ' will preferably have a structural design that differs from the first propeller 6 " .
  • the guide device 8 ' is shown in FIG. 3 consists of two vanes 8a' and 8b ', said one vane 8a' through which the vertical drive shaft 1 surrounding casing tube "is formed.
  • the second vane 8b" 9a * is located 9b at the bottom " of the housing 9 " surrounding the horizontal output shaft 5 * , ie offset by 180 ° from the first guide vane.
  • Both guide blades 6 " , 7 " form a structural unit with the overall housing 9 " , 9a ' .
  • the drive essentially consists of an electric motor 1 in a housing 2 outside, in particular below of the hull and two propellers 3, 4, which are driven by the electric motor 1.
  • the two propellers will generally be structurally different, although they have tip circles 5 with the same diameter and may have a similar wing geometry. They have the same direction of rotation and the same speed and, for example, flow in the same direction according to arrow A (FIG. 1).
  • the electric motor 1 is arranged watertight in the underwater housing 2.
  • the output shaft 7 is guided out of it on both sides and is rotatably supported in the side of the motor in one of two bearings 8, 9 of the housing 2.
  • the seal is provided by seals 10, 11 on the side of bearings 8, 9 between shaft 7 and end housing walls 2a, 2b in connection with the formation of the end faces as parts of labyrinth seals.
  • shaft ends 12, 13 are flanged to the shaft 7, each of which carries one of the two propellers 3, 4 in a rotationally fixed manner.
  • Hub caps 14, 15 connect to the end of the housing, a continuous, flow-favorable outer contour with head 14 being formed in the region of the front propeller 3, middle part in the form of the housing 2 and end part 15 in the region of the rear propeller 4.
  • the end walls 14a, 15a of the hub caps 14, 15 facing the housing 2 are second parts of the labyrinth seals 16, 17, the first parts of which are the end surfaces 2a, 2b already mentioned.
  • the housing 2 is held on the ship's hull with a foot 18 which is hollow, the outer contour of which is part of the guide apparatus 19 between the propellers 3, 4 and which has further blades associated with the housing 2, one of which has a blade diametrically opposite the foot 18 is designated by 20.
  • Overall are the blades of the diffuser 19 uniformly distributed around the longitudinal axis of the shaft 7 and assigned to the housing 2.
  • the propellers 3, 4 are designed in such a way that the initial working level of the second propeller 4 is approximately the final working level of the first propeller 3 and, in conjunction with the guide device 19, the output swirl of the first propeller 3 as well as the input swirl of the second propeller 4 are purposefully influenced that at most small energy losses occur when the liquid passes from the first to the second propeller.
  • the energy supply to the electric motor takes place through lines 21 which are brought to the motor in the foot 18 and in the housing 2, which is why the interiors of the foot 18 and the housing 2 are connected to one another.
  • the entire drive In order to be able to use the drive not only to generate a thrust in the longitudinal direction of the ship (longitudinal axis of the drive shaft), but also to steer the ship, the entire drive must be appropriately assigned to the ship and an appropriate swivel mechanism known per se about the vertical longitudinal axis 22 in the middle between the two propellers can be pivoted, possibly pivoted 360 ° all around, the axis 22 being directed perpendicular to the axis of rotation of the shaft axis 23.
  • the electric motor 1 is a permanently excited synchronous motor with the permanent magnet rotor 25 and the stator laminated core 26. Such motors are known per se, which is why the electric motor designed as a permanently excited synchronous motor does not have to be described in detail either.
  • Such a permanently excited synchronous motor 1 is now arranged in a further embodiment in the nacelle-like housing 2 such that the continuous propeller shaft 12, 13 and the rotor 25 have a common bearing with the two bearings 8, 9. Specifically, this is done in such a way that the permanent rotor 25 is seated on a support tube 27 which it concentrically surrounds and which, near its two ends, is assigned to the propeller shaft 12, 13 in a rotationally fixed manner via one of two annular membrane couplings 28, 29, with both shaft ends the diaphragm coupling 28 or 29 and the associated bearing 8 or 9 are close together.
  • the fact that the propeller shaft and the electric motor tube have a common bearing means that the drive unit is minimized in components and the reliability is increased.
  • This slender underwater housing shaft 18 is profiled in cross section in such a way that in connection with a lateral pair of guide fins (not shown) offset by 90 ° and the counter fin 20 offset by 180 °, an additional jet swirl of the propeller outflow of the front propeller 3 is achieved, which
  • the improvement in efficiency means that the concept on which the drive is based should bring the two propellers that are essentially the same and rotate in the same direction (speed and direction of rotation).
  • a parking brake for holding the propeller shaft 12, 13 and thus the assembly, the parts of which are the propeller shaft, is arranged within the underwater pod 2 and is identified by 33.
  • the present invention in particular in the embodiment according to FIGS. 2, 3, enables a greatly simplified underwater assembly / disassembly at the separation point of the underwater housing shaft support cone.
  • the underwater housing shaft is also identified in FIG. 3 by the reference symbol 18, its upper end lies in the plane 24 of the ship's outer skin and is connected to the supporting cone 30. At the upper end, the support cone is mounted in a control bearing 31 in the support structure of a ship.
  • This control bearing 31 has an inner ring 31a with an inner ring gear 31b and this inner bearing ring 31a is firmly assigned to the outer circumference of the support cone 30.
  • the outer ring 31c interacts with the inner ring via the rolling elements and it is firmly integrated into the supporting structure of the ship.
  • the pinion (not shown) of a drive (not shown) engages in the inner ring gear of the inner ring of the control bearing, so that the entire drive can be rotated through 360 ° about the longitudinal axis 22 to control the ship.
  • the detachable connection between housing shaft 18 and support cone 30 is symbolized by a flange connection 32.
  • the front propeller 3 in the inflow direction A has optimal blading for increasing the energy of the fluid.
  • the propeller 4 at the rear in the inflow direction A has the same blading in a peripheral area.
  • This peripheral area surrounds a central area in which the blading deviates from that of the front propeller 3, as has been described several times above, ie it increases the energy increased in the first propeller again from this energy level after that of the first propeller 3 leaving fluid swirled in the diffuser 19 and the energy loss caused by the swirl was compensated.
  • the core and peripheral areas are separated from one another by the contraction surface 100, ie the lateral surface which surrounds the flowing fluid after it has left the first propeller 3 and which circumscribes a cross section which is significantly smaller than the inflow cross section.
  • the second propeller is consequently flowed by the fluid B in the same way as the first propeller by the fluid, which is indicated by the arrows A.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Laying Of Electric Cables Or Lines Outside (AREA)
  • High-Pressure Fuel Injection Pump Control (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

Système de propulsion à double hélice pour navires comportant deux hélices (3, 4) placées sur un même axe, en dehors des extrémités d'un carter immergé (2) conçu en forme de gondole pour favoriser l'écoulement, sous la coque du navire. Ce système comporte également un élément moteur pour les deux hélices (3, 4), situé dans le carter immergé. De l'énergie provenant de la coque du navire à travers un canal (18) ménagé dans le carter est acheminée à cet élément moteur dont une extrémité est associée à la coque (24) du navire et l'autre au carter immergé (2). Ce système de propulsion est caractérisé en ce que le carter (2) fait partie d'un organe de guidage (20) permettant d'acheminer à l'hélice (4) située à l'arrière dans le sens de déplacement du navire, à l'autre extrémité du carter, le jet d'eau quittant avec une énergie important l'hélice (3) située à l'avant dans le sens d'énergie et à favoriser l'absence de torsion. Les deux hélices (3, 4) sont entraînées dans le même sens de rotation par l'élément moteur situé dans le carter et sont conçues, au niveau de chaque section transversale du jet, de sorte que l'énergie d'écoulement, différente à l'entrée des deux hélices (3, 4), soit exploitée de façon optimale.
EP97950145A 1996-11-07 1997-11-07 Systeme de propulsion a double helice pour navires Expired - Lifetime EP0935553B1 (fr)

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
DE29619385U DE29619385U1 (de) 1996-11-07 1996-11-07 Schiffsantrieb mit einem Ruderpropeller
DE29619385U 1996-11-07
DE1996148417 DE19648417A1 (de) 1996-11-22 1996-11-22 Schiffsantrieb mit einem Ruderpropeller
DE19648417 1996-11-22
DE29707028U DE29707028U1 (de) 1996-11-07 1997-04-18 Schiffsantrieb mit einem Ruderpropeller
DE29707028U 1997-04-18
PCT/EP1997/006207 WO1998019907A1 (fr) 1996-11-07 1997-11-07 Systeme de propulsion a double helice pour navires

Publications (2)

Publication Number Publication Date
EP0935553A1 true EP0935553A1 (fr) 1999-08-18
EP0935553B1 EP0935553B1 (fr) 2001-09-19

Family

ID=27216860

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97950145A Expired - Lifetime EP0935553B1 (fr) 1996-11-07 1997-11-07 Systeme de propulsion a double helice pour navires

Country Status (11)

Country Link
EP (1) EP0935553B1 (fr)
JP (1) JP3214568B2 (fr)
KR (1) KR100306261B1 (fr)
CN (1) CN1080677C (fr)
CA (1) CA2271034C (fr)
DK (1) DK0935553T3 (fr)
ES (1) ES2163204T3 (fr)
HK (1) HK1023971A1 (fr)
NO (1) NO324212B1 (fr)
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WO (1) WO1998019907A1 (fr)

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CA2611392C (fr) * 2005-06-09 2012-09-11 Schottel Gmbh & Co. Kg Propulsion navale et procede de propulsion navale
US8640985B2 (en) * 2009-05-22 2014-02-04 Textron Innovations Inc. Co-rotating stacked rotor disks for improved hover performance
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KR20130024467A (ko) * 2011-08-31 2013-03-08 에스티엑스조선해양 주식회사 언더워터 마운팅 아지무스 스러스터의 평판 형 수밀 장비 및 그 탑재 방법
CN104321249B (zh) * 2012-05-10 2016-12-14 三星重工业有限公司 船用推进器及具备该推进器的船舶
CN104229113B (zh) * 2014-09-24 2017-11-17 江苏科技大学 吊舱式船舶电力直驱推进装置、推进系统及推进方法
EP3069985A1 (fr) * 2015-03-20 2016-09-21 ABB Oy Récipient avec une coque et une unité de propulsion
CN105015753B (zh) * 2015-07-01 2017-08-22 胡景威 一种船舵
CN105151265B (zh) * 2015-10-25 2017-06-20 宁波市鄞州发辉机械科技有限公司 一种潜水器的传动装置
FR3054999B1 (fr) * 2016-08-09 2018-08-17 Aetc Sapphire Unite de propulsion pour vehicule marin comprenant un systeme de freinage et de blocage de l'arbre d'entrainement
CN107963196A (zh) * 2017-12-07 2018-04-27 张立 一种船舶用推进器
CN108045534A (zh) * 2017-12-30 2018-05-18 殷红平 一种用于万向机器人的定向桨叶驱动机构
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CN109436268A (zh) * 2018-09-26 2019-03-08 湖北环电磁装备工程技术有限公司 船舶吊舱式推进器
CN109278969A (zh) * 2018-10-12 2019-01-29 邓建军 同轴双桨电动喷水推进器
CN110316345A (zh) * 2019-07-15 2019-10-11 南京高精船用设备有限公司 一种新型对转桨船舶侧向推进系统
CN112937822A (zh) * 2021-03-09 2021-06-11 北京航空航天大学 一种单驱动可折叠共轴螺旋桨装置
CN114572370A (zh) * 2021-12-28 2022-06-03 深圳潜行创新科技有限公司 一种对转双桨水下推进器
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Publication number Publication date
CA2271034A1 (fr) 1998-05-14
KR20000053042A (ko) 2000-08-25
JP2000515095A (ja) 2000-11-14
NO992215L (no) 1999-05-06
CN1236347A (zh) 1999-11-24
WO1998019907A1 (fr) 1998-05-14
PT935553E (pt) 2002-03-28
ES2163204T3 (es) 2002-01-16
CA2271034C (fr) 2004-06-22
CN1080677C (zh) 2002-03-13
KR100306261B1 (ko) 2001-09-24
NO992215D0 (no) 1999-05-06
JP3214568B2 (ja) 2001-10-02
EP0935553B1 (fr) 2001-09-19
DK0935553T3 (da) 2002-01-28
NO324212B1 (no) 2007-09-10
HK1023971A1 (en) 2000-09-29

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