EP2813421A2 - Schiffsantriebssystem - Google Patents

Schiffsantriebssystem Download PDF

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Publication number
EP2813421A2
EP2813421A2 EP14167837.5A EP14167837A EP2813421A2 EP 2813421 A2 EP2813421 A2 EP 2813421A2 EP 14167837 A EP14167837 A EP 14167837A EP 2813421 A2 EP2813421 A2 EP 2813421A2
Authority
EP
European Patent Office
Prior art keywords
valve
fluid
propeller shaft
propulsion system
ship propulsion
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.)
Withdrawn
Application number
EP14167837.5A
Other languages
English (en)
French (fr)
Other versions
EP2813421A3 (de
Inventor
Kurt Plough
Arne Flemming Pedersen
Kenneth Boesen
Mads Hvoldal
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.)
MAN Energy Solutions Filial af MAN Energy Solutions SE
Original Assignee
MAN Energy Solutions Filial af MAN Energy Solutions SE
MAN Diesel and Turbo Filial af MAN Diesel and Turbo SE
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 MAN Energy Solutions Filial af MAN Energy Solutions SE , MAN Diesel and Turbo Filial af MAN Diesel and Turbo SE filed Critical MAN Energy Solutions Filial af MAN Energy Solutions SE
Publication of EP2813421A2 publication Critical patent/EP2813421A2/de
Publication of EP2813421A3 publication Critical patent/EP2813421A3/de
Withdrawn legal-status Critical Current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
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/06—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical
    • B63H3/08—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid
    • B63H3/081—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid actuated by control element coaxial with the propeller shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H3/00—Propeller-blade pitch changing
    • B63H3/06—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical
    • B63H3/08—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid
    • B63H2003/088—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid characterised by supply of fluid actuating medium to control element, e.g. of hydraulic fluid to actuator co-rotating with the propeller
    • 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
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing

Definitions

  • the present invention relates to a ship propulsion system comprising a propeller arrangement having at least one adjustable propeller blade connected to a hub housing a hydraulic cylinder arrangement comprising a first pressure chamber and a second pressure chamber separated by a piston connected to and operating a regulating device for the at least one adjustable propeller blade and a propeller shaft located between the hub and a torque transmission unit where the propeller shaft comprises a valve arrangement provided with a fluid from a hydraulic power unit and having a number of valve fluid channels connected to a number of check valves for controlling a flow of fluid through a first duct to the first pressure chamber and through a second duct from the second pressure chamber or vice versa.
  • Ship propulsion systems of the above-mentioned kind are well known for adjusting propeller blades on controllable pitch propellers. It is known to arrange an oil distribution arrangement, comprising a stationary oil distribution ring and a valve box, on the input shaft side of a gearbox where an external hydraulic power unit supplies servo oil to two hydraulic inlet ports connected to the stationary oil distribution ring which encloses the valve box. Usually a number of check valves are mounted in the valve box for holding the oil pressure in the two servo oil chambers in a propeller hub to lock a piston when no change in pitch is desired. The piston is connected to and operates an adjusting device for the propeller blade.
  • An oil distribution arrangement of this type is disclosed in the Korean patent application 20120003058 .
  • a disadvantage with such a ship propulsion system is that the check valves, which regularly require service and maintenance, are difficult to access as they are located in the valve box which is enclosed by the stationary oil distribution ring and housing. This means that service and maintenance of the check valves will require much dismantling which is time-consuming and thus costly.
  • a further disadvantage relating to this oil distribution arrangement is that the rotating motion between the stationary oil distribution ring and the rotating valve box will induce some leakage between these elements.
  • the oil distribution arrangement is located between the gearbox and the engine as the space in that area is very narrow and thus difficult to access for service and maintenance.
  • valve arrangement comprises at least one check valve arranged in a valve housing being mounted on an outside surface of the propeller shaft and rotating together with the propeller shaft.
  • valve housings are located on the outside surface of the propeller shaft which is open to the environment in the engine room.
  • No cover or surrounding oil distribution ring for the valve housings is needed, thus, service and maintenance can be carried out quickly without much dismantling resulting in less downtime and reduced costs.
  • no leakage caused by such movement will occur in the arrangement.
  • valve arrangement is provided with fluid from the hydraulic power unit via a number of central fluid channels located inside the propeller shaft. This ensures that at very compact design can be obtained.
  • the check valves are arranged in at least two separate valve housings distributed on the circumference of the propeller shaft. In this way the needed amount of fluid can be directed via several check valves meaning that the size of the individual check valves may be reduced and, furthermore, in case of failure of a single check valve in a valve housing the other check valves will still be able to provide enough fluid to the pressure chambers in the hydraulic cylinder arrangement for moving the piston which adjusts the propeller blades.
  • valve housings may be fixed to the propeller shaft by any suitable means e.g. by means of welding, gluing or any kind of mechanically locking arrangements.
  • at least one valve housing is fixed to the propeller shaft by means of demountable fastening means, such as screwed connections.
  • At least one valve housing is configured as a sleeve or ring enclosing the propeller shaft.
  • a sleeve or ring may be shrink-fitted to the propeller shaft.
  • one or more valve housings may be integrated in a single sleeve.
  • the sleeve may be divided into two half sections, or more sections, for easy assembling around the propeller shaft.
  • the valve arrangement comprises an outer tube enclosing at least a portion of a inner tube device configured for axial movement and comprising a first pipe portion, an intermediate solid portion and a second pipe portion where the inner tube device is configured for directing fluid through the number of check valves to or from the hydraulic cylinder arrangement and where the first pipe portion and the second pipe portion each are provided with a radial fluid channel connected to a first intermediate fluid chamber and a second intermediate fluid chamber, respectively, provided between a portion of the outer tube and a portion of the inner tube device and where the intermediate fluid chambers are located separately from each other and connected to the number of check valves via the valve fluid channels.
  • the valve arrangement can be made very compact as the fluid from the hydraulic power unit may be supplied via a number of central fluid channels located inside the propeller shaft.
  • the first and second intermediate fluid chambers may comprise a first recess and a second recess, respectively, provided internally in the outer tube or provided on the circumference of a portion of the inner tube device.
  • sealing means configured to allow axial movements between the inner tube device and the outer tube are provided at both ends of each intermediate fluid chamber. This will effectively seal the intermediate fluid chambers from each other even when the inner tube device moves axially relative to the outer tube.
  • the sealing means are preferably also suitable for rotatable movements between the outer tube and the inner tube device.
  • the inner tube device is connected to the piston at a first end and connected to means indicating the position of the piston at a second end.
  • the means for indicating the position of the piston may in principle be constituted by any means as long as it is possible to read off the position of the piston.
  • the means comprise a ring surrounding the propeller shaft and being connected to the inner tube device via a rod through a longitudinal hole in the propeller shaft.
  • the ring interacts with feed-back means for on-line control and regulation of the position of the propeller blades.
  • each intermediate fluid chamber should preferably at least be equal to the length of the stroke of the piston to ensure that the intermediate fluid chambers at the maximum and minimum position of the piston are located within the outer tube.
  • the fluid may in principle be any kind of fluid as long as it is suitable for the hydraulic operation of the components in the ship propulsion system.
  • the fluid is an oil.
  • the engine powering the ship propulsion system may be a two-stroke internal combustion engine, e.g. a large low speed turbocharged crosshead engine, or a four-stroke internal combustion engine.
  • the engine may be connected directly to the propeller shaft or connected to the propeller shaft via a gear.
  • the in the introduction mentioned torque transmission unit is preferably the gear or the engine itself when the propeller is directly connected to the engine.
  • the valve arrangement 10 comprises an outer tube 21 arranged inside the propeller shaft 5 and enclosing a portion of an inner tube device configured for axial and rotational movement in relation to the outer tube 21 and comprising a first pipe 22 portion, an intermediate solid portion 23 and a second pipe portion 24.
  • the inner tube device is configured for directing fluid through the check valve 16 to or from the first pressure chamber 7 (see Fig. 1 ).
  • the first pipe portion 22 is provided with a first radial fluid channel 26 and the second pipe portion 24 is provided with a second radial fluid channel 25 which, respectively, are connected to a first recess 27 and a second recess 28 provided in the outer tube 21.
  • the recesses 27,28 are provided on the inside of the outer tube 21 and located separately from each other and connected to the check valve 15 via the valve fluid channels 17,18. Sealing and stearing means 29 configured to allow axial movements between the inner tube device and the outer tube 21 are provided at both ends of each recess 27, 28.
  • a directional valve on the hydraulic power unit 11 directs fluid into a first central fluid channel comprising the first pipe portion 22 so as to make the fluid flow through the first radial fluid channel 26, the first recess 27, the first valve fluid channel 17, the check valve 16, the second valve fluid channel 18, the second recess 28, the second radial fluid channel 25, the second pipe portion 24, the first duct 13 and into the first pressure chamber 7 (see Fig. 1 ) thereby moving the piston 9 axially towards the gear 4 and thus via the regulating device adjusting the pitch of the propeller blades 3.
  • the movement of the piston 9 will force an amount of fluid, equivalent to the movement of piston, to flow out of the second pressure chamber 8 and through the second duct 14, the third valve fluid channel 19, the check valve 15, the fourth valve fluid channel 20 and through a second central fluid channel 30 comprising the space between the outer circumference of the outer tube 21 and a hollow portion of the propeller shaft 5 and back to the tank of the hydraulic power unit 11.
  • the check valves 15,16 are preferably pilot controlled check valves where an increase in pressure on the engine side of a pilot controlled check valve will force a pilot opening of the check valve controlling the return flow.
  • the pilot fluid channels are not shown.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Actuator (AREA)
  • Check Valves (AREA)
EP14167837.5A 2013-06-06 2014-05-12 Schiffsantriebssystem Withdrawn EP2813421A3 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DK201300349A DK177923B1 (en) 2013-06-06 2013-06-06 Valve arrangement for a propeller shaft

Publications (2)

Publication Number Publication Date
EP2813421A2 true EP2813421A2 (de) 2014-12-17
EP2813421A3 EP2813421A3 (de) 2016-03-23

Family

ID=50678108

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14167837.5A Withdrawn EP2813421A3 (de) 2013-06-06 2014-05-12 Schiffsantriebssystem

Country Status (5)

Country Link
EP (1) EP2813421A3 (de)
JP (1) JP5646101B2 (de)
KR (1) KR101462457B1 (de)
CN (1) CN104229110A (de)
DK (1) DK177923B1 (de)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016138960A1 (en) * 2015-03-05 2016-09-09 Wärtsilä Netherlands B.V. A method of arranging the lubrication of a controllable pitch propeller arrangement of a marine vessel and a lubrication arrangement therefor
WO2018094575A1 (zh) * 2016-11-22 2018-05-31 王金宏 变距推进装置
CN109050787B (zh) * 2018-06-29 2019-10-25 武汉船用机械有限责任公司 调距桨轴系内孔油管的维修方法
CN110307320A (zh) * 2019-06-03 2019-10-08 金少志 一种静态压力发动机装置
CN113277053B (zh) * 2021-04-30 2022-03-25 大连海事大学 一种船用气压驱动轮缘推进器
CN113086146B (zh) * 2021-04-30 2022-03-01 大连海事大学 一种对转轮缘推进器
CN113120204B (zh) * 2021-04-30 2022-03-08 大连海事大学 一种船用串列推进器

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20120003058A (ko) 2010-07-02 2012-01-10 현대중공업 주식회사 가변피치 프로펠러 추진장치의 유압유 공급장치

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL294348A (de) *
US735191A (en) * 1903-03-07 1903-08-04 Rudolf Allert Grease-separator.
GB828942A (en) * 1957-04-18 1960-02-24 Ernest Charles Hatcher Improvements relating to propellers or the like having variable-pitch blades
DE1506023A1 (de) * 1967-01-18 1969-10-23 Reintjes Eisenwerke Folgesteuerung fuer hydraulisch gesteuerte Verstellpropeller
SE306891B (de) * 1967-11-28 1968-12-09 Karlstad Mekaniska Ab
DD160105A1 (de) * 1980-12-23 1983-05-04 Manfred Peetz Verstellpropeller fuer schiffe
JPS60125299U (ja) * 1984-02-02 1985-08-23 三菱重工業株式会社 舶用可変ピツチプロペラ装置
SE448295B (sv) * 1985-08-02 1987-02-09 Kamewa Ab Manoversystem for propeller med stellbara blad
JP3112699B2 (ja) * 1991-06-03 2000-11-27 株式会社シマノ 管状体とその製造方法
DE4345126C1 (de) * 1993-12-30 1995-05-04 Mannesmann Ag Schiffsantriebseinrichtung
US5967750A (en) * 1997-10-10 1999-10-19 Elliott; Morris C. Variable pitch marine propeller
WO2010033060A1 (en) * 2008-09-22 2010-03-25 Berg Propulsion Technology Ab An adjustable propeller arrangement and a method of distributing fluid to and/or from such an adjustable propeller arrangement.
CN102730178B (zh) * 2012-07-12 2015-06-17 浙江大学舟山海洋研究中心 大型自航式半潜运输船电力推进系统

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20120003058A (ko) 2010-07-02 2012-01-10 현대중공업 주식회사 가변피치 프로펠러 추진장치의 유압유 공급장치

Also Published As

Publication number Publication date
JP5646101B2 (ja) 2014-12-24
KR101462457B1 (ko) 2014-11-17
EP2813421A3 (de) 2016-03-23
DK201300349A1 (en) 2015-01-05
JP2014237432A (ja) 2014-12-18
CN104229110A (zh) 2014-12-24
DK177923B1 (en) 2015-01-12

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