EP1885598B1 - Zusatzantriebs-vorrichtung für schiffe - Google Patents

Zusatzantriebs-vorrichtung für schiffe Download PDF

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Publication number
EP1885598B1
EP1885598B1 EP05764469A EP05764469A EP1885598B1 EP 1885598 B1 EP1885598 B1 EP 1885598B1 EP 05764469 A EP05764469 A EP 05764469A EP 05764469 A EP05764469 A EP 05764469A EP 1885598 B1 EP1885598 B1 EP 1885598B1
Authority
EP
European Patent Office
Prior art keywords
ship
auxiliary drive
propulsion
drive unit
unit according
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
EP05764469A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1885598A1 (de
Inventor
Berend Pruin
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.)
Wartsila Ship Design Germany GmbH
Original Assignee
Wartsila Ship Design Germany GmbH
Wartsila Ship Design Germany GmbH
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 Wartsila Ship Design Germany GmbH, Wartsila Ship Design Germany GmbH filed Critical Wartsila Ship Design Germany GmbH
Priority to PL05764469T priority Critical patent/PL1885598T3/pl
Publication of EP1885598A1 publication Critical patent/EP1885598A1/de
Application granted granted Critical
Publication of EP1885598B1 publication Critical patent/EP1885598B1/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
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/14—Transmission between propulsion power unit and propulsion element
    • B63H20/18—Transmission between propulsion power unit and propulsion element allowing movement of the propulsion element about a longitudinal axis, e.g. the through transom shaft
    • 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
    • B63H5/18—Arrangements on vessels of propulsion elements directly acting on water of propellers of emergency propellers, e.g. arranged at the side of the vessel

Definitions

  • the invention relates to an auxiliary drive device for ships according to the preamble of claim 1.
  • Such an auxiliary drive device with a Propulsionshim which is movable into different positions inside and outside the hull is from the EP 0 950 005 B1 known.
  • the auxiliary drive device shown therein is either purely vertically from the hull down movable.
  • This known drive device can also be used in the sense of a transverse thruster.
  • an auxiliary drive in particular as a forward drive, this known drive device under the ship's bottom is extendable or pivotable. The pouring takes place in the midships plane, wherein in the swung-out state, a rotatability of the drive device about a vertical axis should be possible.
  • a disadvantage can be considered in this known auxiliary drive device that in the region of the ship's floor relatively large recesses for vertical movement or swiveling must be present, whereby the flow dynamics is significantly impaired.
  • auxiliary drive device can be used in the sense of an auxiliary drive only in one position, in which these below of the ship's bottom is placed. So a much larger draft of the ship has to be considered. Since large container ships or tankers already have to reckon with low fairways, in particular in the harbor area, this known auxiliary drive device is scarcely usable in such ships and in relatively shallow running waters. But just there, the advantage of good maneuverability of big ships would be needed.
  • auxiliary drive is from the U.S. Patent 3,517,633 known.
  • the propulsion unit is indeed placed within the hull in the bow area and rotatable about a vertical axis.
  • a disadvantage is the insufficient flexibility with regard to a directional drive in this propulsion unit, since only one transverse channel and one longitudinal channel are provided. The mode of action in the longitudinal direction is also not efficient due to the almost downwardly directed exit region for the longitudinal channel.
  • a drive device for motor sport boats which is composed of at least one outboard motor. This is arranged at the rear of the boat such that it can be transferred with a pendulum-like pivoting movement from a normal working position, which is located below the bottom of the ship, in a position which is located above the bottom of the ship. This reduces the depth of the sports boat.
  • the invention has for its object to provide a suitable especially for large vessels auxiliary drive device, the significantly improves the maneuverability of the ship, which also applies to shallow waters and can also be used as an auxiliary drive or as an additional drive, eg to increase the speed.
  • An essential core idea of the invention can be seen to not only improve the maneuverability of the ship in the transverse direction with an auxiliary drive device, but also to use this auxiliary drive device as a whole for improving maneuverability in the forward direction, if necessary, and also to provide this auxiliary drive device in its own To arrange working positions within the maximum cross-sectional plane of the ship, so that the normal draft of the ship determines the navigability of waters.
  • auxiliary drive device can perform a dual function, e.g. can be arranged as a transverse jet drive, bow or stern, and can also be used for different directional orientations for propulsion.
  • the drive device according to the invention is therefore particularly suitable for large tanker or large container ships, as an auxiliary drive for problematic situations, with maneuvering forces, especially in the transverse and / or longitudinal direction of the ship, are required, and considered in shallow waters only the corresponding draft of the ship must become.
  • the invention can be realized in two essential alternatives.
  • a pendulum-like suspension of one or more in the longitudinal direction of the ship in the midships plane usually successively arranged propulsion units is possible.
  • the corresponding pendulum arrangement which normally has only one propulsion unit, expediently as a drive nacelle with two drive propellers, can optionally be swung out only on one side.
  • a swiveling on both sides within a pendulum box from a central stowage position in the midships plane both to starboard as well as to port outside the hull can be realized.
  • the overall device is expediently provided in the region of the narrower ship hull, in the bow or tail. This makes it possible, on the one hand, to install a relatively short transverse channel in the bow region, which can be equipped with a sealing flap device on the hull for flow-related reasons.
  • the auxiliary drive device can be used in the central position or stowed position, wherein advantageously an electromechanical or electromotive drive is provided.
  • the auxiliary drive device is swung pendulum-like and the corresponding propulsion unit normally rotated by about 90 ° or more, so that a force effect is achieved substantially parallel to the longitudinal axis of the vessel.
  • the propellers of the propulsion unit lie in this propulsion arrangement outside the hull, but still within the maximum cross-sectional plane of the ship. In this way, a high efficiency of the propulsion is achieved fluidically, without the maximum draft of the ship is still increased.
  • the propulsion units designed as drive gondolas are mounted rotatably, so that other angles of attack are also possible.
  • two successive propulsion units can be installed in the ship. This is done by means of a pendulum box, wherein a partition wall may be provided for the individual units.
  • Dual propulsion units in the narrow area of the bow increase auxiliary propulsion power, improve redundancy, and can also be used on one side of the vessel when needed.
  • the corresponding propulsion unit can be extended in an arcuate manner or substantially horizontally on or on a rail system, from a central stowed position to one side or both sides, similar to previously known transverse beam channels in such a transverse channel. After extension or unfolding of these propulsion units to the outside of the hull, the same function, as previously described, achievable.
  • the operation of the device according to the invention can therefore be on the one hand in the sense of a bow thruster or after swinging and swinging out as an auxiliary drive for additional maneuvering forces.
  • the device can be used for a reserve or emergency operation, eg for the return journey of a ship.
  • auxiliary drive devices these can understandably be controlled and operated separately.
  • the propulsion unit can be moved on or on horizontal or curved rails from a central storage position, with Ausklappsysteme secure the working position outside the protective cover.
  • the safety is further increased by the redundancy drive.
  • Two-sided provided propellers on corresponding drive gondolas improve the flow characteristics and thus the introduction of forces into the water.
  • end flaps or slides are preferred for fluidic reasons. These shutters are opened when using the Propulsionsechen outside the hull and set in a fluidically good location.
  • the pendulum box (s) are isolated for safety reasons. When equipping the propulsion units with electromechanical or electrodynamic drive, this has the advantage that relatively small spaces for supplying the energy to the propulsion units are needed, with a high flexibility in the energy supply is also available in conventional ships.
  • the auxiliary drive device in the area of the propulsion unit can therefore be equipped with propellers or designed as a POT drive.
  • FIG. 1 shows in a simplified representation of the bow area 2 of a ship 1, wherein the horizontal lines provided in the region of the bead bow 3 and the ship bottom 6 approximately in the water lines 35 show.
  • the auxiliary drive device 10 is provided, which in this example has two successively arranged propulsion units 11 and 12.
  • propulsion units 11, 12 are arranged within a partitioned drive box 31, which may be divided by a dividing wall 32 into two separate chambers.
  • the propulsion units 11, 12 are in this case pivotally mounted in the pendulum axis 15 extending approximately in the midships plane.
  • FIG. 2 shows the contours of the water lines 35 with the narrow Bülstbug 3, which widens transiently aft in the hull.
  • the two pendulum boxes 31 are sealed and provided sealed off from the hull.
  • the same reference numerals designate the same technical details.
  • the two transverse channels 27 can be seen, the control and port side corresponding openings, in approximately circular or slightly elliptical nature, in the outer wall of the hull 5 have. These openings are suitably closed by flaps 28 and opened.
  • the corresponding transverse channel 27 of the auxiliary drive device 10 is, as in FIG. 3 clearly recognizable, provided in the case of a pendulum assembly 14 arc segment-like.
  • the transverse web 16 can also extend substantially horizontally.
  • FIG. 3 schematically the pendulum box 31 is shown with broken lines, which merges outwardly into the corresponding contour of the hull 5 and the lower region can form the conclusion of the transverse channel 27.
  • FIG. 3 is shown in hatching plane 8 in hatched representation of the pendulum assembly 14 in its stowage position 19. This stowage position also represents the bearing arrangement, in which the corresponding propulsion unit can be used as a transverse thruster 18.
  • Fig. 1 In the case of two propulsion units 11, 12 (arranged one behind the other in the longitudinal direction of the ship 1) Fig. 1 ) can z.
  • the corresponding propulsion unit 11, which is designed as a drive nacelle, is then rotated, as indicated by the arrow 39, at least by 90. In this then reached position, a propulsion or a reverse-acting force can be achieved by the propellers of the propulsion unit 11 and 12, respectively.
  • the illustrated in "black" pendulum assembly 14 with propulsion unit 12 is in the example after FIG. 3 z. B. swung out to port.
  • the pendulum is indicated for this case below the ship's bottom 6 with arrow to the right / left.
  • a concept with swiveling or mobility of the propulsion units is provided on both sides of the ship.
  • auxiliary drive device 10 with two propulsion units 11, 12, these can, as in the example according to FIG. 3 shown in the swung-out arrangement are very well used as auxiliary drives for the ship 1.
  • the appropriate Rotations°. Angular position and orientation of the propeller axes of the propulsion units depends here on the outer contour of the hull 5 and is adjustable according to the requirements.
  • a transverse beam effect for the bow area of the ship can also be achieved outside the hull or a flow dynamic adjusted propulsive action can be adjusted taking into account the course of the hull in this area.
  • the invention is therefore advantageously suitable for ships, in particular screw-in boats, which must have a high safety standard and must be maneuvered well in shallow waters.

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)
  • Control Of Multiple Motors (AREA)
  • Control Of Electric Motors In General (AREA)
  • Wind Motors (AREA)
  • Flanged Joints, Insulating Joints, And Other Joints (AREA)
  • Actuator (AREA)
  • Transmission Devices (AREA)
  • Traffic Control Systems (AREA)
  • Toys (AREA)
  • Excavating Of Shafts Or Tunnels (AREA)
EP05764469A 2005-06-02 2005-06-02 Zusatzantriebs-vorrichtung für schiffe Not-in-force EP1885598B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL05764469T PL1885598T3 (pl) 2005-06-02 2005-06-02 Dodatkowe urządzenie napędowe dla statków

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2005/005954 WO2006128486A1 (de) 2005-06-02 2005-06-02 Zusatzantriebs-vorrichtung für schiffe

Publications (2)

Publication Number Publication Date
EP1885598A1 EP1885598A1 (de) 2008-02-13
EP1885598B1 true EP1885598B1 (de) 2009-05-27

Family

ID=35645756

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05764469A Not-in-force EP1885598B1 (de) 2005-06-02 2005-06-02 Zusatzantriebs-vorrichtung für schiffe

Country Status (9)

Country Link
EP (1) EP1885598B1 (zh)
CN (1) CN101193793B (zh)
AT (1) ATE432211T1 (zh)
DE (1) DE502005007381D1 (zh)
DK (1) DK1885598T3 (zh)
ES (1) ES2326422T3 (zh)
PL (1) PL1885598T3 (zh)
PT (1) PT1885598E (zh)
WO (1) WO2006128486A1 (zh)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7828614B2 (en) 2007-10-16 2010-11-09 William L Cribbs Piggyback auxiliary motor bracket
DK2987719T3 (en) * 2014-08-22 2017-05-22 Rolls-Royce Marine As Vessel comprising a propulsion unit
CN104267625B (zh) * 2014-09-21 2018-01-09 济宁市任城区唐营水产养殖家庭农场 一种可摆脱船模搁浅的控制电路
CN104627345B (zh) * 2015-02-11 2019-01-01 刘卓海 船舶的行驶方法、船舶及其推进器
CN105836086B (zh) * 2016-06-15 2017-10-31 重庆盛瓒科技有限公司 一种螺旋桨的备用装置

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR517560A (fr) * 1920-06-21 1921-05-07 Clement Pierre Louis Van Caube Hélice propulsive à immersion variable
US2161068A (en) * 1936-04-11 1939-06-06 Leslie A Layne Boat drive
DE1136907B (de) 1960-02-22 1962-09-20 Peter Jastram Steuerschraubenanordnung fuer Wasserfahrzeuge
GB983939A (en) * 1963-07-23 1965-02-24 Becker Josef Propulsion device for water-craft preferably for amphibious vehicles
DE1756689A1 (de) 1968-06-27 1970-07-23 Pleuger Friedrich Wilhelm Manoevrierhilfseinrichtung fuer Schiffe
US3517633A (en) 1968-09-10 1970-06-30 Mathewson Corp Bow thruster
US4294186A (en) 1980-01-25 1981-10-13 Wardell Gerald S Retractable bow thruster
DE3718222A1 (de) * 1987-05-29 1988-02-18 Zikeli Friedrich Dipl Ing Th Wendbar angeordneter wasserfahrzeugantrieb insbesondere fuer motor-bzw. segelyachten und amphibienfahrzeuge
US5108323A (en) * 1990-09-20 1992-04-28 Westinghouse Electric Corp. Deployment system for secondary propulsor unit
US5522335A (en) 1995-01-30 1996-06-04 Westinghouse Electric Corporation Combined azimuthing and tunnel auxillary thruster powered by integral and canned electric motor and marine vessel powered thereby
NO305892B1 (no) 1997-01-09 1999-08-16 Ulstein Propeller Styre- og/eller fremdriftsanordning for et fartöy
CN1095433C (zh) * 1999-05-13 2002-12-04 张庆柳 可调节动力矢量方向的船舶推进方法
US20060079140A1 (en) * 2002-12-03 2006-04-13 Supraventures Ag Watercraft
SE0302063L (sv) 2003-07-14 2004-09-21 Rybeck Marin Consult Ab Styranordning

Also Published As

Publication number Publication date
CN101193793B (zh) 2010-09-22
ATE432211T1 (de) 2009-06-15
DE502005007381D1 (de) 2009-07-09
WO2006128486A1 (de) 2006-12-07
ES2326422T3 (es) 2009-10-09
PT1885598E (pt) 2009-07-30
EP1885598A1 (de) 2008-02-13
CN101193793A (zh) 2008-06-04
DK1885598T3 (da) 2009-09-21
PL1885598T3 (pl) 2009-10-30

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