EP1740454A1 - Schiff mit einem antrieb durch innenbordmotoren und waterjets - Google Patents
Schiff mit einem antrieb durch innenbordmotoren und waterjetsInfo
- Publication number
- EP1740454A1 EP1740454A1 EP05742647A EP05742647A EP1740454A1 EP 1740454 A1 EP1740454 A1 EP 1740454A1 EP 05742647 A EP05742647 A EP 05742647A EP 05742647 A EP05742647 A EP 05742647A EP 1740454 A1 EP1740454 A1 EP 1740454A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- ship
- ship according
- flow channel
- skegs
- motors
- 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
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H11/00—Marine propulsion by water jets
- B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
- B63H11/04—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps
- B63H11/08—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps of rotary type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
- B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
- B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
- B63B1/042—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull the underpart of which being partly provided with channels or the like, e.g. catamaran shaped
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H11/00—Marine propulsion by water jets
- B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
- B63H11/10—Marine propulsion by water jets the propulsive medium being ambient water having means for deflecting jet or influencing cross-section thereof
- B63H11/103—Marine propulsion by water jets the propulsive medium being ambient water having means for deflecting jet or influencing cross-section thereof having means to increase efficiency of propulsive fluid, e.g. discharge pipe provided with means to improve the fluid flow
-
- 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
- B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
Definitions
- the waterjet jets in the flow channel according to the invention cooperate synergistically with the propellers of the inboard engines, so that there is a higher overall thrust of the combination propeller and waterjets than can be expected from the individual thrusts.
- a ship in particular a fast, seagoing ship, with water jets arranged under the bottom of the ship and electric rudder propellers for propelling the ship is known from WO 02/057132 AI, in particular from FIG. 2.
- WO 02/057132 AI in particular from FIG. 2.
- the flow channel behind the waterjets in the area of the ship's bottom increases approximately between half and a third of the length of the ship from the stern, in a steady course towards the stern of the ship.
- This design of the flow channel results in an advantageous rise in the waterjet jets across the plane in which the propellers run. This results in a separation of the waterjet jets from the area of the water in which the propellers of the inboard engines run. Nevertheless, the propellers benefit from the accelerated flow in the flow channel.
- the flow channel has a guide wedge for the water, the tip of which is directed towards the stern of the ship and which has an approximately triangular cross section.
- This configuration of the front part of the flow channel ensures that the waterjet jets are concentrated in the middle of the flow channel.
- the waterjet jets are very advantageously raised both above the plane in which the propellers of the inboard motors run and also concentrated between the propellers of the inboard motors. The propulsion efficiency of the propellers is therefore not adversely affected by the waterjet jets, but rather surprisingly increased.
- the cross-section of the skegs is approximately teardrop-shaped, in particular inclined outwards, the inner sides of the skegs being approximately perpendicular to the bottom of the ship.
- the flow guide elements arranged at the stern such as the guide wedge in the flow channel or the skegs, there is a low stern resistance for the ship according to the invention.
- the e-motors can be designed as tandem drives in order to increase the redundancy and to make them smaller.
- the inboard engines are designed using HTS technology. Then it is possible to arrange the respective HTS motor in the back of the skegs, so that no space in the ship is required for the motors. This is particularly the case if the HTS motors are arranged in the area of the necessary shaft tunnels located in the skegs.
- the use of HTS engines results in a particularly light rear end, although the engines are arranged very far astern. The rear weight is significantly lower when using HTS engines than when using direct diesel engines.
- the HTS motor has a stator-rotor arrangement which can be avoided as a unit under shock loading and is mounted in the motor housing in a shock-absorbing manner.
- a stator-rotor arrangement that can be evaded as a unit, electric motors, even if they are not designed in HTS technology, but in normal technology, can withstand high shock loads.
- the motor housing is also arranged to be elastically evasive when subjected to shock. This results in a double evasiveness of the individual engine parts, which leads to a very high level of insensitivity.
- Such Suspended and trained electrical machines can withstand accelerations of well over 10 g.
- the electric motor in particular in the HTS motor version, is arranged in a motor cassette which is elastically mounted, in particular suspended.
- a motor cassette can be exchanged relatively easily in port, so that a ship with this motor arrangement can also e.g. after a mine hit under the stern can be made operational again relatively quickly.
- the electric motor, the short shaft and the propeller advantageously form an interchangeable unit.
- electric motors in the skegs are designed as tandem motors, in particular as tandem shaft motors. In this way, the operational safety of the drive can advantageously be further improved.
- the ship has fuel cell modules and internal combustion engines distributed in the ship's hull, which have the power of the drive components, i.e. of the electric inboard engines and the
- the ship according to the invention not only has distributed propulsion devices, but also distributed energy generation devices which make it particularly insensitive to damage from external influences. Furthermore, it advantageously results that a central machine room is dispensed with, so that more valuable space inside the ship, in particular for luxury yachts, and around the middle of the ship or in the front stern area. This advantage also applies to ro-ro ferries or container ships. There is more usable interior space available here.
- the ship has an AC normal supply network and a DC waterjet supply network, between which a clutch with a converter is arranged in order to be able to transmit energy from one network to the other. So there is an overall
- inboard motors provided according to the invention
- electric rudder propellers which are arranged behind the skegs.
- This also results in the advantageous separation of the waterjet streams from the area in which the propellers of the ship run, but, as already stated, the weight to be taken up by the stern is higher.
- Ships of this type will therefore have a so-called delta shape in order to be able to carry the high stern weight.
- This also applies to the combination of inboard engines with electric rudder propellers (PODs).
- the invention can be used both on naval ships and on fast motor yachts, in particular luxury yachts. With such ships, low emissions and a large space available inside the ship are important.
- the design of the ship according to the invention is particularly advantageous for both types of ship.
- the comfort can be increased still further by providing the internal combustion engines and possibly reformers for the hydrogen production of the fuel cells with vacuum exhaust gas discharge devices, such as are already known for submarines, for example. In this way, extensive freedom from emissions is achieved and, at the same time, the comfort of passengers and crews is increased. The usual pollution caused by exhaust gases is eliminated.
- the proposed drive and rear training concept is therefore also very suitable for fast ferries.
- FIG. 1 shows the basic arrangement of the components in and under the stern of the ship;
- FIGURE 2 shows the lines of the ship in a representation of aft common in shipbuilding;
- FIGURE 3 shows the lines of the ship from the side in a representation customary in shipbuilding;
- FIGURE 4 is a schematic diagram of the evasive rotor Stander arrangement of an electric motor on a short propeller shaft;
- FIGURE 5 shows the design of a propeller drive in cassette form with an optional POD drive; and
- FIGURE 6 shows the principle of the underbody formation in the area of the guide wedge.
- 1 designates the water jets under the ship's bottom, 2 the inboard motors, which drive the propellers 3 via short propeller shafts 8.
- the inboard motors 2 are arranged in skegs 10 which, together with the wedge-shaped displacement body 6 with its tip facing the stern and having a V-shaped cross section, form flow guide bodies for the waterjet jets 5, which initially flow out in an uncontrolled manner and are then concentrated.
- the inflow of water into the water jets 1 is denoted by 4.
- the outflowing water accelerated by the propellers is designated by 9.
- the propellers are kept free from the centrally concentrated water jet streams 7, and the entire stern width of the ship is used for the water jets generated by the propulsion units 1 and 3.
- Optionally provided electric motors in tandem arrangement are designated with 30 and the rudders behind the propellers with 31.
- FIGURE 2 11 denotes the underbody of the ship and 12 the side wall, which runs into the bow in the course of the length of the ship in accordance with the frame cross sections 13 shown in the manner customary in shipbuilding technology.
- 14 the skegs on the rear underside are designated, which run aft according to the drawn frame outline 15. All in all For the specialist, this results in the frame course in the stern and over the length of the ship.
- FIG. 3 shows the course of the ship in the area of the skegs, with 16 representing the steady increase in the flow channel between the skegs 17.
- Lines 18 and 19 show the course of the outside and inside of the skegs. Together with the stern lines from FIGURE 2, this gives the person skilled in the art a clear picture of the line course of the ship in the lower stern area.
- 20 denotes the schematically illustrated propeller of the ship, which is arranged on the propeller shaft 21 and has a thrust bearing 22 between the engine and the propeller.
- the stator and rotor of the motor 28, 29 are combined via rotary bearings 24 to form a unit that can be deflected overall on the elastic elements 26, 27.
- the design of such a motor is not the subject of the invention and is already known.
- the use of the known construction for the electric motors located in the skegs according to the invention is particularly favorable, since this provides a high level of shock resistance and thus operational capability for navy (Navy) ships.
- FIGURE 5 which shows the cassette design of the drive unit, which is each arranged in a skeg, 32 denotes the so-called “cassette” in which the electric drive motor 33 is arranged via releasable spring elements 34.
- the motor and its bearing 35 in the cassette 32 can be easily and easily removed, so that time-consuming dismantling of the motor from the ship's interior is eliminated. Repairing the propellers is also simplified in this way.
- Cassette motors of this type will be relatively small, so that the installation of a POD drive 36 under the stern of the ship 37 can be required to increase the propulsive power. All in all, this creates a quickly exchangeable electric drive with high feed rates and good efficiency, especially when the propellers are in opposite directions.
- 40 denotes the hull of the ship according to the invention and 41 the skegs on the underside of the ship in the stern area. Between the skegs 41, the guide wedge 38 is arranged, which tapers out towards the rear. Between the skegs 41 and the guide wedge 38 there are flow channels 39 which unite behind the end of the guide wedge 38. Since the flow follows the surface of the ship, the advantageous concentration of the water jet flow according to the invention thus occurs.
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Prevention Of Electric Corrosion (AREA)
- Jet Pumps And Other Pumps (AREA)
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102004021273 | 2004-04-29 | ||
PCT/DE2005/000670 WO2005105571A1 (de) | 2004-04-29 | 2005-04-14 | Schiff mit einem antrieb durch innenbordmotoren und waterjets |
Publications (2)
Publication Number | Publication Date |
---|---|
EP1740454A1 true EP1740454A1 (de) | 2007-01-10 |
EP1740454B1 EP1740454B1 (de) | 2010-07-21 |
Family
ID=34967542
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP05742647A Not-in-force EP1740454B1 (de) | 2004-04-29 | 2005-04-14 | Schiff mit einem antrieb durch innenbordmotoren und waterjets |
Country Status (7)
Country | Link |
---|---|
US (1) | US7537500B2 (de) |
EP (1) | EP1740454B1 (de) |
KR (1) | KR101212623B1 (de) |
AT (1) | ATE474767T1 (de) |
DE (2) | DE112005001628A5 (de) |
ES (1) | ES2347666T3 (de) |
WO (1) | WO2005105571A1 (de) |
Families Citing this family (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE202009019046U1 (de) * | 2009-06-15 | 2015-11-16 | Peter Landers jun. | Schiff mit einer diesel-elektrischen Antriebsvorrichtung |
USD791678S1 (en) * | 2015-08-20 | 2017-07-11 | Abb Schweiz Ag | Propulsion unit for ships and boats |
WO2018026080A1 (ko) * | 2016-08-05 | 2018-02-08 | 주식회사 엑스팀오션 | 제트 드라이브 |
JP6246960B1 (ja) * | 2017-01-25 | 2017-12-13 | 三菱重工業株式会社 | 船舶の推進装置及び船舶 |
Family Cites Families (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE31736C (de) | A. BEHNES in Osnabrück | Neuerung in der Installirung von Schraubenpropellern | ||
US2692570A (en) * | 1950-07-24 | 1954-10-26 | Costa William | Ship propulsion device combined with hull structure |
US4548148A (en) * | 1983-01-25 | 1985-10-22 | Bloomfield Iii John W | Glass bottom boat |
US4550673A (en) * | 1983-06-02 | 1985-11-05 | Sigurdur Ingvason | Hull construction for seagoing vessels |
GB8401879D0 (en) * | 1984-01-25 | 1984-02-29 | Vickers Plc | Vessel |
DE3426333A1 (de) * | 1984-07-17 | 1986-01-30 | Blohm + Voss Ag, 2000 Hamburg | Antriebsaggregat fuer schiffe |
GB2236717A (en) | 1989-10-11 | 1991-04-17 | David Laurent Giles | Monohull fast sealift or semi-planing monohull ship |
DE19514878C2 (de) * | 1995-04-22 | 1997-07-10 | Blohm Voss Ag | Propellerantrieb für Wasserfahrzeuge |
DE10141893A1 (de) | 2001-01-22 | 2002-08-22 | Siemens Ag | Schnelles militärisches Überwasserschiff |
ATE342603T1 (de) * | 2001-08-30 | 2006-11-15 | Siemens Ag | Schockfeste elektrische schiffsmaschine, z.b. motor oder generator |
DE10224012A1 (de) | 2002-05-29 | 2003-12-11 | Siemens Ag | Antriebssystem für ein schnelles seegehendes Schiff, insbesondere ein Marine-(Navy)Schiff |
-
2005
- 2005-04-14 DE DE112005001628T patent/DE112005001628A5/de not_active Withdrawn
- 2005-04-14 WO PCT/DE2005/000670 patent/WO2005105571A1/de active Application Filing
- 2005-04-14 ES ES05742647T patent/ES2347666T3/es active Active
- 2005-04-14 AT AT05742647T patent/ATE474767T1/de active
- 2005-04-14 EP EP05742647A patent/EP1740454B1/de not_active Not-in-force
- 2005-04-14 DE DE502005009958T patent/DE502005009958D1/de active Active
- 2005-04-14 US US11/587,575 patent/US7537500B2/en not_active Expired - Fee Related
-
2006
- 2006-11-10 KR KR1020067023575A patent/KR101212623B1/ko not_active IP Right Cessation
Non-Patent Citations (1)
Title |
---|
See references of WO2005105571A1 * |
Also Published As
Publication number | Publication date |
---|---|
KR101212623B1 (ko) | 2012-12-14 |
WO2005105571A1 (de) | 2005-11-10 |
ES2347666T3 (es) | 2010-11-03 |
ATE474767T1 (de) | 2010-08-15 |
DE502005009958D1 (de) | 2010-09-02 |
WO2005105571A8 (de) | 2010-08-05 |
DE112005001628A5 (de) | 2007-05-24 |
EP1740454B1 (de) | 2010-07-21 |
KR20070010170A (ko) | 2007-01-22 |
US7537500B2 (en) | 2009-05-26 |
US20070232158A1 (en) | 2007-10-04 |
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