EP2323904A2 - Propulsion de bateau - Google Patents

Propulsion de bateau

Info

Publication number
EP2323904A2
EP2323904A2 EP09780769A EP09780769A EP2323904A2 EP 2323904 A2 EP2323904 A2 EP 2323904A2 EP 09780769 A EP09780769 A EP 09780769A EP 09780769 A EP09780769 A EP 09780769A EP 2323904 A2 EP2323904 A2 EP 2323904A2
Authority
EP
European Patent Office
Prior art keywords
shaft
recess
propeller
electric motor
propulsion system
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
EP09780769A
Other languages
German (de)
English (en)
Other versions
EP2323904B1 (fr
Inventor
Vladimir Danov
Andreas SCHRÖTER
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 EP2323904A2 publication Critical patent/EP2323904A2/fr
Application granted granted Critical
Publication of EP2323904B1 publication Critical patent/EP2323904B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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
    • 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
    • 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
    • B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
    • B63H21/383—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like for handling cooling-water

Definitions

  • the invention relates to a ship propulsion for a watercraft, comprising at least one propeller, with which a driving force for the watercraft can be generated.
  • the drive of the propeller is via an electric motor whose rotor is mechanically coupled via a shaft directly to the at least one propeller, so that by rotation of the rotor, the at least one propeller is displaceable in a corresponding rotational movement.
  • a gearless drive technology Under a direct connection of the electric motor with the propeller, which is also referred to as a propeller, is to be understood in the context of the present description, a gearless drive technology.
  • the change in the speed of the propeller is caused solely by the change in engine speed.
  • Such an implementation has the advantage that a transmission between the engine and the propeller is not necessary and the necessary drive motors for the propeller do not always have to run at full speed if this is not needed on the propeller.
  • Efficient and powerful electric motors with high power density are necessary for the realization of such ship propulsion systems. It should be noted that the high power density of the drive motor is not paid for by a lower efficiency or lower durability.
  • a marine propulsion of the type described above is known
  • the ship's propulsion is as a gondola or POD
  • Such a gondola or POD drive has improved maneuvering properties for large oceangoing vessels, in which the electric motor is for propelling the propeller housed in a rotatably arranged under the stern of the ship nacelle, wherein the electric motor is fed via flexible leads or slip rings.
  • a permanent-magnet synchronous motor housed in the nacelle drives the two propellers with opposite pitch.
  • the rotor of the asynchronous motor is fixed to the rear propeller and the armature of the synchronous machine, while the rotor of the synchronous machine, which carries the pole system, is connected to the front propeller. This is shown schematically in Figure 3 of the publication.
  • the ship propulsion system further comprises an electric motor whose rotor is mechanically coupled via a shaft directly to the at least one propeller, so that the at least one propeller can be displaced into a corresponding rotational movement by a rotation of the rotor.
  • the ship propulsion characterized by the fact that for cooling the rotor of the electric motor arranged in the shaft thermosyphon is provided, wherein the propeller serves as a heat sink for a working medium of the thermosyphon.
  • the invention makes use of the fact that in electric motors cooling of the rotor leads to an increase in the efficiency.
  • the cooling of the electric motor is effected by a thermosiphon in the rotor shaft.
  • the heat dissipated by the rotor is delivered through the thermosyphon to the propeller located in the water, so that the propeller serves as a condenser or is designed.
  • the components required for cooling the electric motor are maintenance-free and can always be used where, in a ship propulsion system, an electric motor is connected directly to a ship's propeller or propeller. As a rule, this is the case with the POD drive concepts, submarine drives, etc. already mentioned at the beginning. Due to the arranged in their cooling medium propeller results in excellent heat dissipation. In addition, the advantage of a reduced winding temperature, so that for the
  • Windings cheaper mold resins can be used with a lower temperature class. As a result, the cost of the marine propulsion can be reduced.
  • a longitudinally extending recess is provided for forming the thermosyphon in the shaft, in which the working medium can circulate between liquid and gaseous due to a change in the state of matter. It is expedient here if the recess extends over the entire width of the shaft.
  • Rotor of the electric motor extends so that the best possible heat input into the working medium in the thermosyphon can take place.
  • the recess is formed in the region of bearing points of the electric motor. In addition to the cooling of the rotor, bearing temperatures at the bearing points of the drive train are evened out and reduced, which increases the service life of these highly loaded wearing parts.
  • the shaft has a central portion and at least one end portion which is fixedly connected to the central portion and to which the at least one propeller is fastened, wherein the recess in the
  • Cylindrical central portion and the recess in the at least one end portion is conical.
  • the circulation of the working medium in the recess in contrast to conventional thermosyphon is not possible by capillary forces, but by rotational forces.
  • the conical shape of the recess in the at least one end portion of the shaft is necessary in order to press condensed working medium back in the direction of the rotor of the electric motor.
  • a specific embodiment provides that the electric motor and at least part of a central portion of the shaft are arranged fluid-tight in a housing part, in particular a housing pod, wherein the at least one end portion is formed outside the housing part. It is understood that in the region in which the shaft passes through the housing part, corresponding sealing means are provided to prevent the ingress of water into the interior of the housing part, in which electrical components are provided.
  • a device in the conical recess of the at least one end section a device is provided with spokes extending radially from a central hub in order to improve the formation of a condensate film of the working medium on the conical wall of the end section. fibers.
  • the device is preferably arranged in the conical recess and aims at an improved circulation of the working medium in the thermosyphon.
  • the diameter of the recess, in particular in the central portion, in relation to the diameter of the shaft is such that at least a predetermined torque can be transmitted to the at least one propeller.
  • the transmissible by the electric motor to the impeller torque is reduced.
  • the structural design of the thermosyphon is therefore important to ensure that an at least necessary torque from the shaft can still be transmitted to the at least one propeller.
  • Shaft cause the diameter of the shaft must be increased in order to meet necessary operating parameters of the ship's propulsion.
  • thermosyphon is particularly high when the wall of the recess is rough. This means that, in particular when introducing the recesses into the central and the at least one end section of the shaft, it is not necessary to rework the walls in a special way. Rather, it has been found that the efficiency of the thermosyphon is highest when no further processing steps of the recess occur after the introduction of the recess. As a result, in addition to a maximum increase in efficiency, the cost of producing the thermosyphon can be kept low.
  • the working medium is introduced into the recess under vacuum and permanently provided loss-free in the recess by providing sealing means.
  • a refrigerant in particular water, FC72, R124a, R600a, isobutane, etc., provided with an evaporation temperature of less than 100 0 C.
  • any refrigerant which has an evaporating temperature which is less than the heat generated by the rotor of the electric motor is suitable as the working medium.
  • the electric motor is arranged in a nacelle, wherein the nacelle is mechanically connected to a hull of the watercraft, and in particular rotatable relative to the hull.
  • one of the end sections is provided at the two opposite ends of the shaft, on each of which a ship propeller is arranged. It is expedient here if the two propellers arranged on the shaft are designed in such a way that they are designed as propellers working in opposite directions with respect to the swirl effect.
  • each of the propellers is associated with an electric motor, wherein the electric motors act in particular on a common shaft. It can further be provided that functionally separate thermosyphons are provided in the common shaft, which are each associated with one of the electric motors. If the ship propulsion system has only one electric motor, but two propellers at opposite ends of the shaft, then it can also be provided that functionally separate thermosyphons are provided in the common shaft.
  • Fig. 1 is a schematic representation of a first embodiment of a marine propulsion system according to the invention with an electric motor
  • Fig. 2 is a schematic representation of a second embodiment of a marine propulsion system according to the invention, in which two electric motors are provided for driving two propellers.
  • the ship propulsion system 1 is designed as a so-called gondola or POD drive, in which an electric motor 6 connected to a shaft 7 is arranged inside a housing part 3 designed as a nacelle is.
  • the electric motor 6 can be realized in principle any way.
  • the electric motor 6 can be designed as an asynchronous machine, as a synchronous machine or as a permanent magnet excited machine.
  • the nacelle 3 is connected via a gondola neck 5 to the hull of a ship (not shown).
  • a gondola or POD drive provides improved maneuverability, especially for large ships.
  • the mechanically connected to a rotor of the electric motor 6 shaft 7 occurs in the present embodiment at the two opposite ends of the nacelle 3 through respective passage openings 4a, 4b from the nacelle.
  • a ship propeller 2 is arranged in each case, whereby these are preferably designed as propellers working in opposite directions with respect to the swirl effect. Due to the oppositely arranged propellers 2 in the water 20 on the nacelle 3, the ship's propulsion is called contrapod.
  • the ship propulsion could be provided in an alternative embodiment, only with a single propeller 2, so that the shaft 7 emerges only at one point from the housing pod 3.
  • a thermosyphon is formed in the shaft 7 to cool the rotor of the electric motor 6 and bearings 12, 13 for the axis 7.
  • the shaft 7 has a recess 8 extending in the longitudinal direction (ie, symmetrical to a rotation axis of the shaft 7).
  • the recess 8 is designed such that it is located in a central portion 9 of the shaft 7, which is substantially inside the nacelle 3 runs, is cylindrical and in the region of respective end portions 10 has a conical shape.
  • the central portion 9 and formed at the two opposite ends of the shaft 7 end portions 10 are firmly connected.
  • the ship's propellers 2 located in seawater 20 serve as a condenser for a working medium arranged in the interior of the recess 8.
  • the propellers 2 are respectively connected to the end portions 10 of the shaft.
  • the central portion 9 and the end portions 10 of the shaft 7 are connected to one another in such a way that the working medium introduced into the recess 8 under vacuum is permanently disposed without loss in the recess.
  • a refrigerant is provided in the recess 8, which has an evaporation temperature of preferably less than 100 0 C.
  • the refrigerant for example, water, R124a, R600a, FC72, isobutane and the like can be used.
  • thermosyphon arranged in the shaft 7 is formed, in which the ship connected to the shaft 7 - Screws serve as a heat sink for the refrigerant of the thermosiphon.
  • temperatures of approximately 150 ° C. to 300 ° C. are reached in the vicinity of the rotor, as a result of which the coolant provided in the recess 8 is reached. tel begins to evaporate. Due to the substantially horizontal position of the shaft 7, the vaporized refrigerant is transported in the direction of the end portions 10 of the shaft 7 due to the rotation of the shaft 7.
  • the propellers 2 are arranged in water, which has for example 26 to 27 0 C, and thus constitute a condenser of the thermosyphon. Due to the lower temperature of the propellers 2 and the conical configuration of the recess 8 in the region of the end portions 10 condenses the vaporized Ar- Beitsstoff and is pressed due to the rotating shaft 7 to the wall of the conical recess of the end portion 10.
  • the condensed working medium Due to the conical shape of the recess 8 in the region of the end portions 10, the condensed working medium is pressed in the direction of the central portion 9, until it again reaches the area of the hot electric motor 6 and is vaporized there again. Due to its change in the state of matter, the working medium thus circulates between liquid and gaseous form in the recess 8 of the shaft 7. As a result, waste heat is carried away by the electric motor 6 and introduced into the water 20 via the ship's propellers 2. In contrast to conventional thermosyphons, the circulation of the working medium of the thermosyphon formed in the shaft 7 is not based on capillary forces but on the rotational forces occurring in the shaft 7 during operation.
  • the recess 8 extends continuously between the shaft stumps.
  • two functionally separate thermosyphon could be provided in the shaft 8 by two recesses 8 are provided with a respective central portion 9 and a respective end portion 10 in the shaft. It is expedient to make the spatial separation between the two recesses 8 approximately in the middle of the rotor 6 of the electric motor 6, so that in each case a sufficient heat input can be introduced into the recesses for evaporation of the respective working medium.
  • Fig. 2 shows a schematic representation of another embodiment of a marine propulsion system according to the invention. This differs from the example shown in Fig. 1 in that in the nacelle 3, two electric motors 6a, 6b are provided, which act on the same shaft 7.
  • the shaft 7 is mounted on bearings 12a, 13a and 12b, 13b of the electric motors 6a, 6b and exits at opposite passage openings 4a, 4b.
  • the ship propulsion system is designed as a contrapod drive, in which two propellers 2a, 2b are arranged at the opposite ends of the shaft 7 and thus their end sections 10a, 10b.
  • FIG. 1 shows a schematic representation of another embodiment of a marine propulsion system according to the invention.
  • the ship propulsion system is designed as a contrapod drive, in which two propellers 2a, 2b are arranged at the opposite ends of the shaft 7 and thus their end sections 10a, 10b.
  • thermosyphons are provided in this embodiment, which are each associated with an electric motor 6a, 6b.
  • the thermosyphons are thermodynamically separated from one another.
  • Each thermosiphon thus has in each case a recess 8a or 8b, each with a central section 9a or 9b and an adjoining end section 10a or 10b, which has a conical shape.
  • the propellers 2a, 2b are connected to the shaft 7 in the region of the end portions 10a, 10b.
  • the arranged in the housing pod 3 electric motors 6a, 6b form a machine cascade, which for example, an asynchronous machine (electric motor 6a) and a rotatably mounted synchronous machine (electric motor 6b) include.
  • the rotor of the asynchronous motor 6a can be firmly connected to the propeller 2a and the armature of the synchronous machine, the rotor of the synchronous machine 6b carrying the pole system can be connected to the propeller 2b.
  • the partial drives 6a, 6b are coupled both electrically via the cascade circuit of the windings and via the load of the ship's propellers.
  • Such a refinement is described in the publication "Modern Electric Ship Propulsion Systems" by H. Mrugowsky, 10th Symposium Maritime Electronics, Rostock, 2001, Proceedings of the Working Group Energy and Control Technology, pages 63 to 66.
  • a ship propulsion system according to the invention with two electric motors 6a, 6b could also be provided with a single thermosyphon.
  • the recess extends continuously between the opposite ends of the shaft 7.
  • the proposed principle for increasing the efficiency of the electric motor used in a marine propulsion system is maintenance-free and always applicable when the electric motor is directly connected to the propeller.
  • An expected increase in efficiency is in the range of 1 to 1.5%, which can save considerable costs for large drives.
  • the water, propeller results in a good heat dissipation.
  • bearing temperatures at all bearing points of the propeller drivetrain are evened out and reduced. This increases the life of these highly loaded wear parts.
  • a ship propulsion system according to the invention has the advantage that a reduced winding temperature is achieved, as a result of which less expensive casting resins can be used for the windings.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Motor Or Generator Cooling System (AREA)

Abstract

L'invention concerne une propulsion de bateau (1) comportant au moins une hélice (2; 2a, 2b) qui développe une force de propulsion pour le bateau. La propulsion de bateau (1) comporte en outre un moteur électrique (6; 6a, 6b), dont le rotor est mécaniquement couplé à l'hélice (2; 2a, 2b) par un arbre (7) de façon que l'hélice (2; 2a, 2b) est mise en rotation par rotation du rotor. L'invention est caractérisée en ce qu'un thermosiphon est monté dans l'arbre (7) pour refroidir le rotor du moteur électrique (6; 6a, 6b), l'hélice (2; 2a, 2b) servant alors de dissipateur thermique pour un fluide de travail du thermosiphon.
EP09780769A 2008-09-08 2009-07-17 Propulsion de bateau Active EP2323904B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008046292A DE102008046292A1 (de) 2008-09-08 2008-09-08 Schiffsantrieb für ein Wasserfahrzeug
PCT/EP2009/059223 WO2010025987A2 (fr) 2008-09-08 2009-07-17 Propulsion de bateau

Publications (2)

Publication Number Publication Date
EP2323904A2 true EP2323904A2 (fr) 2011-05-25
EP2323904B1 EP2323904B1 (fr) 2013-01-30

Family

ID=41667711

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09780769A Active EP2323904B1 (fr) 2008-09-08 2009-07-17 Propulsion de bateau

Country Status (7)

Country Link
US (1) US8517785B2 (fr)
EP (1) EP2323904B1 (fr)
KR (1) KR20110058795A (fr)
DE (1) DE102008046292A1 (fr)
DK (1) DK2323904T3 (fr)
ES (1) ES2399640T3 (fr)
WO (1) WO2010025987A2 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2636246C1 (ru) * 2016-06-08 2017-11-21 Российская Федерация, От Имени Которой Выступает Министерство Промышленности И Торговли Российской Федерации Полупогружная двигательно-движительная установка
DE102016218872A1 (de) * 2016-09-29 2018-03-29 Siemens Aktiengesellschaft Kühlung eines elektrischen Gondelantriebs
US11685491B2 (en) * 2020-12-01 2023-06-27 City University Of Hong Kong Hetero-stiffness robotic device
US20240178723A1 (en) * 2021-03-23 2024-05-30 Lilium Eaircraft Gmbh Cooling for an electric drive of an aircraft
EP3998696A1 (fr) * 2021-03-23 2022-05-18 Lilium eAircraft GmbH Refroidissement d'un entraînement électrique d'un aéronef

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DE19627323A1 (de) * 1996-06-26 1998-01-02 Siemens Ag Gondelartig anzuordnender Schiffsantrieb mit Synchronmotor
DE19648417A1 (de) * 1996-11-22 1998-05-28 Schottel Werft Schiffsantrieb mit einem Ruderpropeller
EP0998407B1 (fr) * 1997-07-21 2002-10-02 Siemens Aktiengesellschaft Systeme d'entrainement en nacelle par moteur electrique pour navire avec dispositif de refroidissement
DK0996567T3 (da) * 1997-07-21 2002-12-23 Siemens Ag Elektromotorisk gondol-skibsdrev med køleindretning
ES2184356T3 (es) * 1998-01-16 2003-04-01 Siemens Ag Instalacion de accionamiento electrico para barcos.
DE10000578A1 (de) * 2000-01-10 2001-07-12 Klaus Kranert Rotorkühlung für Gondelpropeller
US7029339B2 (en) * 2001-08-30 2006-04-18 Siemens Aktiengesellschaft Shock-proof electric marine engine, e.g. engine or generator
DE10143713B4 (de) * 2001-08-30 2005-11-03 Siemens Ag Elektrische Antriebseinrichtung für ein Schiff
US7018249B2 (en) * 2001-11-29 2006-03-28 Siemens Aktiengesellschaft Boat propulsion system
DE10158757A1 (de) * 2001-11-29 2003-06-18 Siemens Ag Schiffsantrieb
DE10243775B4 (de) * 2002-09-20 2004-09-30 Siemens Ag Redundante Kühlvorrichtung für einen elektrischen U-Boot-Antriebsmotor
DE10322275A1 (de) * 2003-05-16 2004-12-02 Siemens Ag Kühlsystem für Elektrisches Antriebssystem mit Synchronmaschine mit Hochtemperatur-Supraleitender Feldwicklung für Propeller- und Jetantrieb mit besonders kleinen Durchmessern in schwimmenden Geräten
DE102004023475A1 (de) * 2004-05-12 2005-12-08 Siemens Ag Synchronmaschine mit Statorkühleinrichtung
DE102004040493A1 (de) * 2004-08-20 2006-03-09 Siemens Ag Maschineneinrichtung mit einer supraleitenden Erregerwicklung mit Thermosiphon-Kühlung sowie Verfahren zur Kühlung der Wicklung
DE102004049615B4 (de) * 2004-10-12 2009-03-05 Rotinor Gmbh Motorwasserfahrzeug
DE102007043656A1 (de) * 2007-09-13 2009-05-07 Siemens Ag Elektrische Maschine

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See references of WO2010025987A3 *

Also Published As

Publication number Publication date
EP2323904B1 (fr) 2013-01-30
DK2323904T3 (da) 2013-05-06
DE102008046292A1 (de) 2010-03-18
KR20110058795A (ko) 2011-06-01
ES2399640T3 (es) 2013-04-02
WO2010025987A2 (fr) 2010-03-11
US20110165802A1 (en) 2011-07-07
US8517785B2 (en) 2013-08-27
WO2010025987A3 (fr) 2011-03-24

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