EP1826117A1 - Elektrisches Propulsionssystem eines Schiffs mit drei Wellenleitungen - Google Patents

Elektrisches Propulsionssystem eines Schiffs mit drei Wellenleitungen Download PDF

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Publication number
EP1826117A1
EP1826117A1 EP07102658A EP07102658A EP1826117A1 EP 1826117 A1 EP1826117 A1 EP 1826117A1 EP 07102658 A EP07102658 A EP 07102658A EP 07102658 A EP07102658 A EP 07102658A EP 1826117 A1 EP1826117 A1 EP 1826117A1
Authority
EP
European Patent Office
Prior art keywords
propeller
propulsion system
ship
propulsion
electric ship
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
EP07102658A
Other languages
English (en)
French (fr)
Other versions
EP1826117B1 (de
Inventor
René-Pierre Saint M'Leux
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.)
STX France SA
Original Assignee
Aker Yards SA
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Filing date
Publication date
Application filed by Aker Yards SA filed Critical Aker Yards SA
Publication of EP1826117A1 publication Critical patent/EP1826117A1/de
Application granted granted Critical
Publication of EP1826117B1 publication Critical patent/EP1826117B1/de
Not-in-force legal-status Critical Current
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Classifications

    • 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
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/28—Other means for improving propeller efficiency
    • 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
    • B63H23/32—Other parts
    • B63H23/34—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts

Definitions

  • the present invention relates to an electric ship propulsion system and, more particularly, a propulsion system for a large ship at high cruising speed.
  • the demand of the shipowners, in terms of passenger ship, for a cruise ship function for example, is to get ships bigger and bigger in size, in order to increase the number of passengers per cruise and at the same time , offer them a maximum of cabins that have a view of the sea.
  • passenger vessels of the "Panamax” or “Overpanamax” type that is to say ships respectively able or not to transit through the Panama Canal
  • passenger vessels of the "Panamax” or “Overpanamax” type that is to say ships respectively able or not to transit through the Panama Canal
  • passenger vessels of the "Panamax” or “Overpanamax” type that is to say ships respectively able or not to transit through the Panama Canal
  • engines having a respective power of about 20 MWatts generally have an electric propulsion with two shaft lines with engines having a respective power of about 20 MWatts.
  • propulsion by shaft line is meant a propulsion system in which a motor located inside the hull of the ship, delivers its power to an external propulsion means, via a transmission shaft.
  • pod is meant a submerged propulsion assembly, outside the hull of the vessel and containing the engine propulsion. This solution has the advantage of fulfilling the functions of steering and propulsion by the use of a steerable pod. In addition, the larger number of thrusters improves the redundancy of the system in case of degraded or defective operation.
  • the central shaft line poses potential problems with regard to the dimensions and the performances to be achieved.
  • a first level of generated problems is of vibratory type, which means that important vibrations are formed because of the disturbance of the wake by the skeg, ie by the extension of the keel of the ship at the level of the hull of the transom of the ship.
  • the object of the present invention is to propose an electric ship propulsion system with three shaft lines that overcomes the drawbacks mentioned above, that is to say having an acceptable vibratory level, as well as a hull game and a power output. propulsion sufficient.
  • the present invention thus relates to an electric ship propulsion system comprising two lines of conventional propeller side shafts and rear transverse thrusters.
  • a third propeller shaft line is provided centrally, along the axis of the vessel, this third shaft line having its axis which passes over the tunnels of the transverse rear thrusters.
  • the propulsion of the central shaft line is provided by a propeller pump and, more particularly, the propeller pump consists of a helix and a ring of flow orienting fins placed upstream of the propeller pump. helix, a nozzle surrounding the propeller assembly / aileron crowns.
  • the presence of a propeller-type propulsion makes it possible to overcome the problems of the dimensions of the propeller by keeping a power equivalent to a conventional propeller, and to avoid acoustic and vibratory disturbances by a flow orientation. at the output of the pump-propeller. This avoids cavitation problems.
  • the pump-propeller propulsion principle has long been applied to submarine propulsion systems, and that the positioning of a propeller-pump in the wake of a submarine -marine provides a good performance, while reducing acoustic disturbances. Indeed, the pump-propeller works in liquid flow, while a conventional propeller works in liquid thrust.
  • the diameter of the propeller of the central propulsion is less than the diameter of the propellers of the lateral propulsions and, according to a particular embodiment, the diameter of the central propeller of the order of 4800 mm. .
  • the play at the hull of the central helix is of the order of 500 mm.
  • Propulsion by pump-propeller because of its smaller dimension propeller propulsion classic and, because of the presence of the nozzle which channels the wake pump output, allows to bring the entire propulsion of the hull of the ship, without generating vibrations.
  • a wake regulating bulb is placed upstream of the central helix.
  • the wake disturbed by the skeg is channeled to the pump-impeller inlet, so as to improve the performance of the pump-propeller.
  • the wake regulating bulb consists of a substantially cylindrical piece.
  • the presence of flow orienting fins makes it possible to simplify the shape of the regulating bulb easily and thus to produce a simple and inexpensive piece for propulsion with a central shaft line.
  • the propulsion system 1 is seen from below at the rear part of the ship.
  • This system 1 is installed under the hull of the transom 2, at the rear of the ship, and consists of two propulsions with side shaft lines 3 (that is to say along lines parallel to the central axis 5 of the ship and arranged symmetrically on both sides of it) and propulsion with central shaft line 4.
  • the two lateral shaft lines 3 are therefore conventionally arranged on either side of the central axis 5 of the ship, equidistant from the latter. They consist of a shaft 6 and a propeller 7 conventional, as known to those skilled in the art. Rudders 8 are represented in the continuity of the two shaft lines 3, these rudders 8 ensuring the maneuverability of the ship.
  • the motors and feed means have not been shown to make the figure readable.
  • the central shaft line 4 consists of an axis 9 connected to a propeller pump 10, consisting of a nozzle 11 surrounding a propeller 12 and flux orienting flaps 13, A flow control bulb or skeg 14.
  • the bearings 19 of the pump-propeller 10 are also shown.
  • This central shaft line 4 is located in the thin plane 15 of the ship, a thin plane important because of the size of the ship and necessary for the landing of the ship.
  • FIG. 1 clearly shows the function of the skeg 14 with respect to the junction with the thin plane 15.
  • Rear transverse thrusters 16 are represented in their respective tunnels 17 at this thin plane, the shaft 9 passing above these two tunnels 17 and centrally on the thrusters 16 and their junctions 18, to the feed motors .
  • the rear transverse thrusters 16 are represented in such a way as to show the positioning of the axis 9 of the propulsion with central shaft line 4 above the tunnels 17 of the transverse rear thrusters 16.
  • Figure 3 shows a three-dimensional view of the rear part of the ship, with a propulsion system as described according to the invention. This figure highlights the relative position of the propellers 7 and the pump-propeller 10 relative to the transom 2 of the ship. The play at the hull of the pump-propeller 10 is much less important than for the conventional propellers 7.
  • this propulsion system advantageously makes it possible to maintain a hull at the submerged transom 2 or with V-shapes to avoid the problems of slamming (shocks occurring on the flat part at the bottom of the ship when it falls back into the sea after emergence) back.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
EP07102658A 2006-02-28 2007-02-19 Elektrisches Propulsionssystem eines Schiffs mit drei Wellenleitungen Not-in-force EP1826117B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0601791A FR2897836B1 (fr) 2006-02-28 2006-02-28 Systeme de propulsion electrique de navire a trois lignes d'arbres

Publications (2)

Publication Number Publication Date
EP1826117A1 true EP1826117A1 (de) 2007-08-29
EP1826117B1 EP1826117B1 (de) 2010-08-25

Family

ID=37111733

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07102658A Not-in-force EP1826117B1 (de) 2006-02-28 2007-02-19 Elektrisches Propulsionssystem eines Schiffs mit drei Wellenleitungen

Country Status (6)

Country Link
EP (1) EP1826117B1 (de)
JP (1) JP2007230547A (de)
KR (1) KR20070089622A (de)
DE (1) DE602007008628D1 (de)
ES (1) ES2350643T3 (de)
FR (1) FR2897836B1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011144239A1 (en) * 2010-05-19 2011-11-24 Wärtsilä Finland Oy Rotational energy recovery appendage
US8425267B2 (en) 2008-11-13 2013-04-23 Stx France S.A. Self-propelled ship
CN103226844A (zh) * 2013-05-16 2013-07-31 北京建筑工程学院 一种基于空间数据结构体系的三维地质巷道建模方法

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT507419B1 (de) * 2008-11-17 2010-05-15 Marinno Maritime Innovations Querstrahlruder für ein wasserfahrzeug
FR2991285B1 (fr) * 2012-06-01 2014-07-11 Stx France Sa Navire pourvu d'au moins une ligne d'arbres equipee d'un propulseur a pompe-helice
CN112874740B (zh) * 2021-04-21 2022-08-30 上海船舶研究设计院（中国船舶工业集团公司第六0四研究院） 三个全回转主推进器船舶尾部布置结构

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR585270A (fr) * 1923-07-06 1925-02-24 Appareil de propulsion pour navires
GB1331497A (en) * 1971-09-29 1973-09-26 Stone Manganese Marine Ltd Propulsion systems for ships

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5338796U (de) * 1976-09-07 1978-04-05
DE3246730C2 (de) * 1982-12-17 1987-03-05 Licentia Patent-Verwaltungs-Gmbh, 6000 Frankfurt Elektrisch angetriebene Schiffsschraube
JPS62157697U (de) * 1986-03-29 1987-10-06
JP3175230B2 (ja) * 1991-10-16 2001-06-11 石川島播磨重工業株式会社 低騒音低振動船用推進装置
JPH09263296A (ja) * 1996-03-27 1997-10-07 Hitachi Zosen Corp 船体構造

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR585270A (fr) * 1923-07-06 1925-02-24 Appareil de propulsion pour navires
GB1331497A (en) * 1971-09-29 1973-09-26 Stone Manganese Marine Ltd Propulsion systems for ships

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8425267B2 (en) 2008-11-13 2013-04-23 Stx France S.A. Self-propelled ship
WO2011144239A1 (en) * 2010-05-19 2011-11-24 Wärtsilä Finland Oy Rotational energy recovery appendage
CN103226844A (zh) * 2013-05-16 2013-07-31 北京建筑工程学院 一种基于空间数据结构体系的三维地质巷道建模方法
CN103226844B (zh) * 2013-05-16 2016-09-28 北京建筑工程学院 一种基于空间数据结构体系的三维地质巷道建模方法

Also Published As

Publication number Publication date
KR20070089622A (ko) 2007-08-31
DE602007008628D1 (de) 2010-10-07
FR2897836B1 (fr) 2008-05-30
JP2007230547A (ja) 2007-09-13
FR2897836A1 (fr) 2007-08-31
EP1826117B1 (de) 2010-08-25
ES2350643T3 (es) 2011-01-25

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