EP1740454B1 - Schiff mit einem antrieb durch innenbordmotoren und waterjets - Google Patents

Schiff mit einem antrieb durch innenbordmotoren und waterjets Download PDF

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Publication number
EP1740454B1
EP1740454B1 EP05742647A EP05742647A EP1740454B1 EP 1740454 B1 EP1740454 B1 EP 1740454B1 EP 05742647 A EP05742647 A EP 05742647A EP 05742647 A EP05742647 A EP 05742647A EP 1740454 B1 EP1740454 B1 EP 1740454B1
Authority
EP
European Patent Office
Prior art keywords
marine vessel
vessel according
ship
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.)
Not-in-force
Application number
EP05742647A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1740454A1 (de
Inventor
Moustafa Abdel-Maksoud
Hannes Schulze Horn
Kay Tigges
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.)
Siemens AG
Original Assignee
Siemens AG
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
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP1740454A1 publication Critical patent/EP1740454A1/de
Application granted granted Critical
Publication of EP1740454B1 publication Critical patent/EP1740454B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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 document DE 1022402 A1 in contrast, describes a ship with a drive through two propeller drive units, preferably two electric rudder propellers, and by waterjets which produce jets of water, the jets being arranged under the ship's bottom.
  • the electric inboard motors are housed in Skegs on the underside of the ship, wherein between the Skegs a flow channel is formed for the water jets ejected by the water jets.
  • the thick boundary layer in the rear region the effect of the fast waterjet jets thinner and there are less unsteady effects on the respective propeller. Furthermore, the flow rate is equal to the two sides of the respective skeg. The result is an improved propulsion efficiency for the propellers with reduced cavitation tendency. Furthermore, there is a reduced
  • the waterjet jets in the flow channel according to the invention interact synergistically with the propellers of the inboard engines, resulting in a higher overall thrust of the combination of propellers and waterjets than would be expected of the individual trays.
  • a ship especially a fast, seagoing ship, with under the bottom of the ship arranged waterjets and electric rudder propellers for propelling the ship is from the WO 02/057132 A1 , in particular FIG. 2 , known.
  • the flow channel used according to the invention between Skegs on the underside of the ship.
  • the flow channel behind the waterjets in the region of the bottom of the ship increases approximately between half and one third of the length of the ship starting from the stern, in a steady course towards the stern of the ship.
  • This design of the flow channel results in a beneficial increase of the waterjet jets on the plane in which run the propeller. 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 to the stern of the ship and has an approximately triangular cross-section.
  • This design of the front part of the flow channel ensures that the waterjet jets concentrate in the middle of the flow channel. In doing so, the waterjet jets are very advantageously raised both above the plane in which the inboard motors' propellers run, and concentrated between the inboard engines of the inboard engines. The Propulsions Basilsgrad the propeller is therefore not adversely affected by the water jet, but surprisingly increased.
  • the Skegs in cross-section approximately teardrop shape, in particular outwardly inclined, wherein the inner sides of the skegs are approximately perpendicular to the ship's bottom.
  • the electric motors can be designed as tandem drives to increase the redundancy and to build smaller.
  • the inboard engines are designed in HTS technology. Then it is possible to arrange the respective HTS engine in the back of the skegs, so that no space in the ship is needed for the engines. This is particularly the case when the HTS motors are arranged approximately in the area of the necessary, located in the skegs, shaft tunnels.
  • the use of HTS engines results in a particularly light tail, although the engines are arranged very far aft. The tail weight is significantly lower when using HTS engines than when using diesel direct drives.
  • the HTS motor has an under shock load as a unit evasive stand-rotor arrangement, which is stored shock-damped in the motor housing.
  • a stand-rotor arrangement which can be deviated as a unit, electric motors, even if they are not made in HTS technology, but in normal-age technology, can withstand high shock loads.
  • beyond the motor housing is arranged elastically evasive under shock stress. This results in a double avoidance capability of the individual engine parts, which leads to a very high insensitivity.
  • Such suspended and trained electrical machines can withstand accelerations of well over 10 g.
  • the electric motor in particular in the HTS engine version, is arranged in a motor cassette, which is elastically mounted, in particular suspended.
  • a motor cassette can be replaced relatively easily in the harbor, so that a ship with this motor arrangement can also be installed e.g. can be made relatively quickly reusable after a mine hit under the rear.
  • the electric motor, the short shaft and the propeller thereby advantageously form an interchangeable unit.
  • electric motors are designed in the skegs as tandem motors, in particular as tandem shaft motors.
  • the reliability of the drive can be advantageously further improved.
  • the ship according to the invention has fuel cell modules and internal combustion engines distributed in the hull, which generate the energy required by the drive components, ie by the inboard electric motors and the waterjets.
  • the ship according to the invention not only distributed Propulsions droveen, but also distributed power generation facilities, which makes it particularly insensitive to damage from external agents.
  • a central engine room is eliminated, so that in particular for luxury yachts more valuable space inside the ship, and Although approximately in the ship's center or in the front rear area, is available. This advantage also applies to ro-ro ferries or container ships. Here is more usable interior space available.
  • the ship has an AC normal supply network and a DC waterjet supply network, between which a clutch with converter is arranged to transmit energy from one network to the other network can.
  • a DC network which is particularly suitable for interconnecting power generation facilities distributed in the ship, are combined with the advantages of an AC network for the low supply of a large consumer, such as the waterjets , Not only diesel engines or fuel cells, but also gas turbines come into question as energy supply facilities.
  • the DC waterjet supply network can be operated so particularly low.
  • the invention can be used both in naval ships and in fast motor yachts, especially luxury yachts. Such ships require low emissions and a large space available in the interior of the ship. At the same time a high final speed is to be achieved, so that the inventive design of the ship for both types of ship is particularly advantageous.
  • the comfort can be further increased by the fact that the internal combustion engines and possibly reformer for the hydrogen production of the fuel cell with negative pressure Abgasaustechnischs Roaden, such as for submarines, e.g. already known to be provided. This achieves a high degree of freedom from emissions while at the same time increasing the comfort of passengers and crews. The usual nuisance caused by exhaust gases is eliminated. Even for fast ferries therefore the proposed drive and stern training concept is very suitable.
  • FIGURE 1 1 designates the waterjets 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, pointing with its tip to the rear displacement body 6 with V-shaped cross-section flow guide for the waterjet jets 5, which flow out initially unguided and then concentrated.
  • the inflow of water into the waterjets 1 is denoted by 4.
  • the accelerated by the propellers outflowing water is designated 9.
  • both the propellers are kept free of the centrally concentrated streams of water jet 7, as well as ensures that the entire tail width of the ship is needed for the water jets produced by the Propulsionsakuen 1 and 3.
  • Optionally provided e-motors in tandem arrangement are designated 30 and the rudders behind the propellers with 31.
  • FIGURE 2 11 designates the underbody of the ship and 12 the side wall which, in the course of the length of the ship, enters the bow according to the former cross sections 13 shown in shipbuilding technology. 14 with the skegs are designated on the rear underside, which run according to the marked Spantumrisse 15 aft. All in all results for the expert, the Spantverlauf in the tail and the length of the ship.
  • FIG. 16 shows the ship's course in the area of the skegs, FIG. 16 showing the steady rise of the flow channel between the skegs 17.
  • the course of the outer and the inner side of the skegs can be seen from the lines 18 and 19. Together with the stern lines FIGURE 2 This results in a clear picture of the line of the ship in the lower rear area for the expert.
  • FIG. 4 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. Stand and rotor of the motor 28, 29 are combined via pivot bearings 24 to a total of the elastic elements 26, 27 evasive unit.
  • the formation of such an engine is not the subject of the invention and already known.
  • the use of the known construction for the present invention in the Skegs located electric motors is particularly favorable, as a high shock resistance and thus operational capability for naval (Navy) ships is given.
  • FIG. 5 which shows the cassette formation of the drive unit, which is arranged in each case 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 together with its storage 35 in the cassette 32 is easy and easy to disassemble, so that a time-consuming removal of the engine from the ship's interior is eliminated. Even a repair of the propeller is so simplified.
  • Such cartridge motors will be relatively small so that the assembly of a POD drive 36 under the stern of the vessel 37 may be required to increase propulsion performance. Overall, a fast replaceable electric drive high feed rate and with good efficiency, especially when the propeller are in opposite directions.
  • FIG. 6 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 of the guide wedge 38 is arranged, which runs small to the rear. Between the skegs 41 and the guide wedge 38 are flow channels 39, which unite behind the end of the guide wedge 38. Since the flow follows the ship's surface, the advantageous concentration of the waterjet 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)
EP05742647A 2004-04-29 2005-04-14 Schiff mit einem antrieb durch innenbordmotoren und waterjets Not-in-force EP1740454B1 (de)

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 EP1740454A1 (de) 2007-01-10
EP1740454B1 true 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 (ko)
EP (1) EP1740454B1 (ko)
KR (1) KR101212623B1 (ko)
AT (1) ATE474767T1 (ko)
DE (2) DE112005001628A5 (ko)
ES (1) ES2347666T3 (ko)
WO (1) WO2005105571A1 (ko)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
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)

* Cited by examiner, † Cited by third party
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
EP1430590B1 (de) * 2001-08-30 2013-11-13 Siemens Aktiengesellschaft Elektrische maschinen in supraleitungs-technik für marine (navy)-schiffe
DE10224012A1 (de) 2002-05-29 2003-12-11 Siemens Ag Antriebssystem für ein schnelles seegehendes Schiff, insbesondere ein Marine-(Navy)Schiff

Also Published As

Publication number Publication date
DE502005009958D1 (de) 2010-09-02
ES2347666T3 (es) 2010-11-03
US20070232158A1 (en) 2007-10-04
WO2005105571A1 (de) 2005-11-10
KR101212623B1 (ko) 2012-12-14
KR20070010170A (ko) 2007-01-22
DE112005001628A5 (de) 2007-05-24
WO2005105571A8 (de) 2010-08-05
US7537500B2 (en) 2009-05-26
EP1740454A1 (de) 2007-01-10
ATE474767T1 (de) 2010-08-15

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