EP2986501B1 - Propellervorrichtung - Google Patents

Propellervorrichtung Download PDF

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Publication number
EP2986501B1
EP2986501B1 EP13728715.7A EP13728715A EP2986501B1 EP 2986501 B1 EP2986501 B1 EP 2986501B1 EP 13728715 A EP13728715 A EP 13728715A EP 2986501 B1 EP2986501 B1 EP 2986501B1
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EP
European Patent Office
Prior art keywords
propeller
arrangement
support member
cooling fluid
bearing
Prior art date
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Active
Application number
EP13728715.7A
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English (en)
French (fr)
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EP2986501A1 (de
Inventor
Mohamed Zeid
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Caterpillar Propulsion Production AB
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Caterpillar Propulsion Production AB
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Publication of EP2986501A1 publication Critical patent/EP2986501A1/de
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Classifications

    • 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
    • B63H23/321—Bearings or seals specially adapted for propeller shafts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/40—Stern posts; Stern frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/42—Shaft brackets
    • 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

Definitions

  • the present invention relates to a propeller arrangement comprising a propeller, a propeller shaft assembly comprising a shaft portion extending from a distal side of the propeller, a support member arranged to be connected to a hull of the marine vessel, and a bearing arrangement interconnecting the support member and the shaft portion.
  • Marine vessels such as cargo vessels, supply vessels, navy marine vessels and pleasure vessels, of today are generally furnished with a propulsion system with a propeller connected to an engine of the vessel via a shaft assembly which is supported in a stern tube of the vessel by means of at least one bearing.
  • the bearings support the weight of the propeller shaft and of the propeller.
  • the propellers used are very large and heavy, and the bearings as well as the other parts of the propeller arrangements are subjected to great strain, such as torsional and bending stress, during operation of the propeller arrangement.
  • the torsional stress exerted to the different components of the propeller arrangements during operation are challenging, and the different components of the propeller arrangements have to be designed and constructed in a way to cope with the torsional stress. This often leads to complex designs of the different components.
  • US 5,22,844 A discloses a drive for a boat with a propeller hub rotatable about a main axis extending in a normal travel direction, a plurality of blades projecting generally radially of the main axis and a rear support strut for connecting the propeller hub with a mount of the boat.
  • a support member implies that a bearing for supporting the shaft assembly is positioned outside of the torsional domain of the propeller arrangement, and the load exerted to other bearings of the propeller arrangement is reduced. Thanks to the possibility to cool down the first cooling fluid by means of circulating it within the support member, the first cooling fluid itself is cooled in an efficient way, and can also cool the bearing arrangement efficiently. Therefore the risk of burning of the bearing is reduced.
  • the shaft portion is tubular and comprises at least one passage for guiding the first cooling fluid from an interior space of the shaft portion to the bearing arrangement, so as to allow the first cooling fluid to lubricate the bearing arrangement.
  • the use of one single fluid as booth lubricant and cooling fluid for the bearing results in a simplified arrangement in which the risk for overheating of the lubricant is reduced.
  • the temperature of the lubricant is important to bearing functionality e.g. because the viscosity of the lubricant depends on its temperature, and keeping the lubricant at a low temperature is thus very profitable.
  • the bearing lubrication fluid can be kept at low temperature where its viscosity is maintained sufficiently high for allowing the bearing to work in a hydrodynamic mode.
  • the bearing arrangement has a housing comprising at least one channel for guiding a second cooling fluid through the bearing housing.
  • a second cooling system for the bearing is achieved such that the bearing is cooled in a two-stage manner. This results in an even more efficient cooling, and a reduced risk for burning of the bearing.
  • the at least one channel has an inlet arranged to receive the second cooling fluid from an exterior of the housing. Thereby, ambient water may be used as a second cooling fluid.
  • the support member comprises means for monitoring and/or controlling the load subjected to the bearing arrangement. Since the support structure is connected to the hull, the load subjected to the bearing arrangement can thus be monitored and/or controlled without docking the vessel.
  • the propeller arrangement comprises a pitch changing mechanism for controlling the pitch settings of at least one propeller blade of the propeller, and a hydraulic fluid distribution unit arranged to supply a hydraulic fluid to the pitch changing mechanism from the distal side of the propeller.
  • the hydraulic fluid distribution unit is arranged to supply the first cooling fluid to the pitch changing mechanism.
  • the support member is part of one of a rudder stock, a hydrofoil bracket or a propeller nozzle of the marine vessel.
  • the object is also at least partially achieved by means of a marine vessel comprising such a propeller arrangement.
  • a marine vessel comprising such a propeller arrangement.
  • the advantages and benefits of a marine vessel comprising such a propeller arrangement are the same as for the first aspect.
  • the present disclosure also relates to a second propeller arrangement, not claimed, comprising a propeller having a hub and at least one propeller blade connected to the hub, the propeller being adapted to be connected to a shaft assembly via a proximal side of the propeller, and a pitch changing mechanism for controlling the pitch settings of the at least one propeller blade.
  • the pitch changing mechanism is operating said pitch settings of the at least one propeller blade via a distal side of the propeller, which distal side is positioned opposite to the proximal side.
  • the propeller arrangement comprises a hydraulic fluid distribution unit adapted to supply a hydraulic fluid to the pitch changing mechanism at a distal side of the propeller.
  • the shaft assembly does not have to accommodate pipes for conveying hydraulic fluid from the hydraulic fluid distribution unit to the pitch changing mechanism, and may have a more simple construction than what is the case for prior art arrangements.
  • Such a propeller arrangement comprises a propeller shaft assembly comprising a shaft portion extending from a distal side of the propeller, a support member arranged to be connected to a hull of a marine vessel, and a bearing arrangement interconnecting the support member and the shaft portion.
  • the presence of a support structure ensures that deflection of the shaft is minimized and the life of the bearings may be prolonged.
  • the presence of a support structure enables moving the hydraulic fluid distribution unit out of the torsional domain. Thereby, the hydraulic fluid distribution unit may have a simpler construction, than if it would have been positioned between the propeller and the engine of the vessel. This simpler construction does not have to take torsional vibrations into consideration.
  • the support member comprises at least one cooling fluid conduit for accommodating and circulating a first cooling fluid within the support member and further to the shaft portion and/or to the bearing arrangement. Thanks to the possibility to cool down the lubrication fluid of this bearing by means of circulating it within the support member, the lubrication fluid will not become too warm, and the risk of burning of the bearing is reduced.
  • the lubrication fluid can be kept at low temperature where its viscosity is maintained sufficiently high for allowing the bearing to work in a hydrodynamic mode.
  • the shaft portion is tubular and comprises at least one passage for guiding the first cooling fluid from an interior space of the shaft portion to the bearing arrangement, so as to allow the first cooling fluid to lubricate the bearing arrangement.
  • the use of one single fluid as booth lubricant and cooling fluid for the bearing results in a simplified arrangement, in which the risk for overheating of the lubricant is reduced.
  • the bearing arrangement has a housing comprising at least one channel for guiding a second cooling fluid through the bearing housing.
  • the support member accommodates a controlling unit for manually controlling the pitch settings of the at least one propeller blade. Since the support member is connected to the hull, this makes it possible to manually control the pitch settings of the propeller in emergency situations and/or in case of breakdown of the hydraulic system for changing the pitch settings. Then it is possible sail safely to nearest harbor without towing the vessel.
  • the second aspect the support member is part of one of a rudder stock, a hydrofoil bracket or a propeller nozzle of the marine vessel.
  • the propeller arrangement is a propulsion arrangement.
  • proximal and distal are used with reference to an axial direction of the propeller.
  • the "proximal side” of a propeller is the side receiving the propeller shaft which is in working cooperation with a drive source of the propeller, such as a diesel engine, or an electrical motor.
  • the “distal side” of the propeller is positioned opposite to the proximal side.
  • the proximal side of the propeller is thus the forward side of the propeller, whereas the distal side is the aft side of the propeller.
  • the "torsional domain" of the propeller arrangement extends from the engine, which is the torque source, to the propeller, which is the torque absorber.
  • a rear portion of a marine vessel, with a propeller arrangement 100 according to an embodiment herein is schematically shown.
  • the marine vessel may e.g. be a cargo vessel or a supply vessel.
  • the propeller arrangement comprises a propeller 110 having a hub 111 and at least one propeller blade 112 extending from the hub 111.
  • the hub may e.g. have a cylindrical, conical or barreled shape.
  • the propeller 110 shown in Fig. 1 comprises four propeller blades 112, extending from the hub 111.
  • the propeller diameter i.e. the diameter of the imaginary circle scribed by the blade tips as the propeller rotates, is at least 4 meters.
  • the propeller has a proximal side 114 extending to a proximal end 116 of the propeller 110, and a distal side 115 extending to a distal end 117 of the propeller 110.
  • the proximal end 116 of the propeller 110 is a proximal end of the propeller hub 111 and the distal end 117 of the propeller 110 is a distal end of the hub 111.
  • the propeller 110 is connected to an engine (only the crank shaft 10 of which is shown) of the marine vessel via a propeller shaft assembly 120 which is supported in a stern tube of the marine vessel.
  • the propeller shaft assembly 120 has a first portion 121 which is positioned adjacent to the proximal end 116 of the propeller 110. This first portion 121 is supported by an aft stern tube bearing 11 and is received in an opening in the proximal end 116 of the propeller hub 111.
  • the propeller shaft assembly 120 extends through the propeller 110 and has a second portion 122 which extends beyond the distal end 117 of the propeller 110.
  • a bearing arrangement 140 interconnects the second shaft portion 122 and a first end of a support member 130.
  • a second end of the support member is connected to a hull 2 of the vessel.
  • Mounting flanges 139 and a sealing packing may be arranged to secure the support member to the hull 2 in a proper way.
  • the support member may be positioned adjacent to a rudder 3 of the vessel.
  • the support member 130 in the embodiment shown in Fig. 1 is not connected to the rudder 3 however. According to other embodiments, such as the one of Fig. 5 , the support member is connected to the rudder 3. Since the torsional domain of the propeller arrangement 100 extends from the engine of the vessel to the propeller 110, the bearing arrangement 140 is positioned outside of this torsional domain.
  • the bearing arrangement 140 has a bearing housing 141 which may be integrally formed with the support member 130.
  • a sealing member 126 is arranged between the bearing arrangement 140 and the propeller hub (not shown).
  • the portion of the support member 130 which houses the bearing arrangement 140 may have a variety of shapes, such as a hydrodynamic optimized shape to reduce the water resistance.
  • the second shaft portion 122 is tubular, with and internal space 123 surrounded by a wall 124 .
  • the second shaft portion 122 functions as the journal 122 of a journal bearing 140 with a bearing housing 141 surrounding the journal 122.
  • the support member 130 comprises an inlet conduit 131 for transporting a first cooling fluid from the second end of the support member 130 towards the bearing arrangement 140.
  • the inlet conduit 131 is shown in Figs. 1 and 2 .
  • the cooling fluid arriving to the interior space 123 of the second shaft portion 122 is used to cool the bearing arrangement 140 from the interior space 123 of the second shaft portion 122.
  • a cross section of the bearing arrangement 140 is shown in Fig. 3 .
  • a lubricant accommodating space 143 arranged to accommodate a lubricating fluid.
  • the wall 124 of the second shaft portion 122 comprises a passage 125.
  • the passage allows the first cooling fluid to pass from the interior space 123 to the lubricant accommodating space 143 between wall 124 of the second shaft portion 122 and the bearing housing 141. Thereby, the first cooling fluid will also function as a bearing lubricant.
  • the first cooling fluid is heated in the bearing arrangement 140, and the first cooling fluid leaving the bearing arrangement 140 will therefore have a lower density than the first cooling fluid entering the bearing arrangement 140.
  • a pump assembly (not shown) may be arranged to facilitate circulation of the first cooling fluid. During its passage through the support member 130, the first cooling fluid will be cooled.
  • an outlet conduit 132 may be arranged adjacent to the second end of the support member 130 to allow the cooling fluid to leave the support member 130.
  • the first cooling fluid rising towards the hull 2 within the support member 130 may flow freely within a hollow space 133 defined within the support member 130.
  • the first cooling fluid may flow in a closed circuit.
  • the first cooling fluid flows in a closed circuit within the support member 130 and in an area adjacent to the second end of the support member 130.
  • the first cooling fluid may be oil having a viscosity of at least 50 cSt.
  • the first cooling fluid may have a variety of compositions. According to an embodiment, mineral oil is used, but also other kinds of cooling fluids can be used, as long as they will function properly as lubricants as well.
  • a bearing adjusting disc 137 may be arranged within or next to the support member 130.
  • the bearing adjusting disc 137 may be used to adjust a vertical position of the bearing arrangement.
  • a load sensor 138 may be arranged within or next to the support member 130, as shown in Fig. 1 .
  • the load sensor may be used to monitor the load applied to the bearing arrangement 140.
  • an arrangement 138 for monitoring as well as controlling the load is used.
  • the bearing housing 141 comprises a plurality of passages 142.
  • the passages 142 extend in an axial direction of the bearing housing 141 and are arranged to accommodate a second cooling fluid.
  • the passages 142 may have inlets arranged to receive the second cooling fluid incoming from an exterior of the bearing arrangement 140.
  • the passages may have outlets for discharging the first cooling fluid to the exterior of the bearing arrangement 140.
  • the cooling arrangement achieved by means of the passages 142 will then be an open circuit arrangement.
  • Guiding means may be provided to facilitate guiding of water towards the inlets.
  • FIG. 5 A second embodiment is shown in Fig. 5 .
  • the embodiment shown in Fig. 5 differs from the embodiment of Fig. 1 in the configuration of the support member 130.
  • the support member 130 shown in Fig. 5 is connected to a non-rotating part or the rudder 3.
  • the non-rotating part of the rudder is connected to a rudder stock.
  • the support member 130 is connected to the rudder stock or is integrally formed with the rudder stock.
  • FIG. 6 A third embodiment is shown in Fig. 6 .
  • the support member 130 is part of a propeller nozzle.
  • a rear portion of a marine vessel, with a propeller arrangement 100 is schematically shown.
  • the marine vessel may e.g. be a cargo vessel or a supply vessel.
  • the propeller arrangement comprises a propeller 110 having a hub 111 and at least one propeller blade 112 extending from the hub 111.
  • the hub may e.g. have a cylindrical, conical or barreled shape.
  • the propeller 110 shown in Fig. 7 comprises four propeller blades 112, extending from the hub 111.
  • the propeller diameter i.e. the diameter of the imaginary circle scribed by the blade tips as the propeller rotates, is at least 4 meters.
  • the propeller has a proximal side 114 extending to a proximal end 116 of the propeller 110, and a distal side 115 extending to a distal end 117 of the propeller.
  • the proximal end 116 of the propeller 110 is a proximal end of the propeller hub 111 and the distal end 117 of the propeller 110 is a distal end of the hub 111.
  • the propeller 110 is connected to an engine (only the crank shaft 10 of which is shown) of the marine vessel via a propeller shaft assembly 120 which is supported in a stern tube of the marine vessel.
  • the propeller shaft assembly 120 has a first portion 121 which is positioned adjacent to the proximal end 116 of the propeller 110. This first portion 121 is supported by an aft stern tube bearing 11 and is received in an opening in the proximal end 116 of the propeller hub 111.
  • the propeller shaft assembly 120 extends through the propeller 110 and has a second portion 122 which extends beyond the distal end 117 of the propeller 110.
  • a bearing arrangement 140 interconnects the second shaft portion 122 and a first end of a support member 130.
  • a second end of the support member is connected to a hull 2 of the vessel.
  • Mounting flanges 139 and a sealing packing may be arranged to secure the support member to the hull 2 in a proper way.
  • the support member may be positioned adjacent to a rudder 3 of the vessel.
  • the support member 130 in the embodiment shown in Fig. 7 is not connected to the rudder 3 however. Since the torsional domain of the propeller arrangement 100 extends from the engine of the vessel to the propeller 110, the bearing arrangement 140 is positioned outside of this torsional domain.
  • the bearing arrangement 140 has a bearing housing 141 which may be integrally formed with the support member 130 .
  • a sealing member 126 is arranged between the bearing arrangement 140 and the propeller hub (not shown).
  • the portion of the support member 130 which houses the bearing arrangement 140 may have a variety of shapes, such as a hydrodynamic optimized shape to reduce the water resistance.
  • the second shaft portion 122 is tubular, with and internal space 123 surrounded by a wall 124.
  • the second shaft portion 122 functions as the journal 122 of a journal bearing 140 with a bearing housing 141 surrounding the journal 122.
  • the propeller 110 shown in Fig. 7 is a controllable pitch propeller.
  • the propeller arrangement 100 comprises a hydraulic pitch changing mechanism 150 arranged to change the pitch settings of the propeller blades 112.
  • the pitch changing mechanism 150 is shown in Fig. 8 .
  • a hydraulic fluid distribution unit 160 arranged to distribute hydraulic fluid to the pitch changing mechanism 150 is also indicated.
  • the hydraulic fluid distribution unit 160 in this embodiment is an oil distribution (OD) box.
  • the hydraulic fluid distribution unit 160 is arranged within the support member 130, aft of the bearing arrangement 140. Thereby, it is positioned out of the torsional domain of the propeller arrangement.
  • the hydraulic fluid distribution unit 160 is positioned adjacent to the propeller shaft assembly 120 somewhere between the propeller 110 and the engine of the vessel, i.e. in the torsional domain. Then, the hydraulic fluid distribution unit 160 has to be designed so as to cope with the torsional vibration stress subjected to it, and the propeller shaft assembly must comprise conduits for leading the hydraulic fluid from the hydraulic fluid distribution unit to the propeller.
  • the propeller shaft assembly 120 does not have to comprise any hydraulic fluid conduits, and may be designed in a simpler and more robust way. Thereby, more cost-efficient propeller arrangement may be manufactured. Designing the shaft assembly in a more robust way may prolong the life time of the shaft assembly.
  • the hydraulic fluid distribution unit 160 according to embodiments herein is not subjected to the torsional stress which is subjected to hydraulic fluid distribution units of known arrangements. Since the effect of torsional stress does thus not have to be taken into account when designing the hydraulic fluid distribution member 160 according to embodiments herein it can be designed in a simpler and more cost efficient way, than what is the case for known arrangements.
  • the support member 130 may comprise hydraulic pitch control pipes 151 used to transport hydraulic fluid to and from the hydraulic fluid distribution unit 160 and/or the pitch changing mechanism 150.
  • the hydraulic pitch control pipes 151 are indicated in Figs. 7 , 8 and 10 .
  • the support member may comprise a controlling unit 136 for manually controlling the pitch settings of the at least one propeller blade 112. Since the support member is connected to the hull 2, this makes it possible to manually control the pitch settings of the propeller in emergency situations and/or in case of breakdown of the hydraulic pitch changing mechanism 150.
  • the controlling unit 136 may comprise wires used to manually change the pitch settings. Such wires are indicated in Figs. 8 and 10 .
  • the propeller arrangement with a controllable pitch propeller may also comprise a cooling arrangement as described below.
  • the support member 130 comprises an inlet conduit 131 for transporting a first cooling fluid from the second end of the support member 130 towards the bearing arrangement 140.
  • the inlet conduit 131 is shown in Figs. 7 and 8 .
  • the cooling fluid arriving to the interior space 123 of the second shaft portion 122 is used to cool the bearing arrangement 140 from the interior space 123 of the second shaft portion 122.
  • a cross section of the bearing arrangement 140 is shown in Fig. 9 .
  • a lubricant accommodating space 143 arranged to accommodate a lubricating fluid.
  • the wall 124 of the second shaft portion 122 comprises a passage 125.
  • the passage allows the first cooling fluid to pass from the interior space 123 to the lubricant accommodating space 143 between wall 124 of the second shaft portion 122 and the bearing housing 141. Thereby, the first cooling fluid will also function as a bearing lubricant.
  • FIG. 7 there may be a difference in altitude between the bearing arrangement 140 and a support member receiving portion of the hull 2.
  • the first cooling fluid is heated in the bearing arrangement 140, and the first cooling fluid leaving the bearing arrangement 140 will therefore have a lower density than the first cooling fluid entering the bearing arrangement 140.
  • a pump assembly (not shown) may be arranged to facilitate circulation of the first cooling fluid.
  • the first cooling fluid During its passage through the support member 130, the first cooling fluid will be cooled. As shown in Fig. 7 , an outlet conduit 132 may be arranged adjacent to the second end of the support member 130 to allow the cooling fluid to leave the support member 130.
  • the first cooling fluid rising towards the hull 2 within the support member 130 may flow freely within a hollow space 133 defined within the support member 130.
  • the first cooling fluid may flow in a closed circuit. According to some embodiments, the first cooling fluid flows in a closed circuit within the support member 130 and in an area adjacent to the second end of the support member 130.
  • the first cooling fluid may be oil having a viscosity of at least 50 cSt.
  • the first cooling fluid may have a variety of compositions. According to an embodiment, mineral oil is used, but also other kinds of cooling fluids can be used, as long as they will function properly as lubricants as well.
  • the bearing housing 141 comprises a plurality of passages 142.
  • the passages 142 extend in an axial direction of the bearing housing 141 and are arranged to accommodate a second cooling fluid.
  • the passages 142 may have inlets arranged to receive the second cooling fluid incoming from an exterior of the bearing arrangement 140.
  • the passages may have outlets for discharging the first cooling fluid to the exterior of the bearing arrangement 140.
  • the cooling arrangement achieved by means of the passages 142 will then be an open circuit arrangement.
  • Guiding means may be provided to facilitate guiding of water towards the inlets.
  • FIG. 11 Another embodiment is shown in Fig. 11 .
  • the embodiment shown in Fig. 11 differs from the embodiment of Fig. 7 in the configuration of the support member 130.
  • the support member 130 shown in Fig. 11 is connected to a non-rotating part or the rudder 3.
  • the non-rotating part of the rudder is connected to a rudder stock.
  • the support member is integrally formed with the rudder stock.
  • FIG. 12 Another embodiment is shown in Fig. 12 .
  • the support member 130 is part of a propeller nozzle.
  • the hydraulic fluid used by the pitch changing mechanism 150 is the same fluid as the first cooling fluid described above. This integration of several systems facilitates manufacturing of a compact and simple propeller arrangement.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Ocean & Marine Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mounting Of Bearings Or Others (AREA)
  • Sliding-Contact Bearings (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Sealing Of Bearings (AREA)

Claims (9)

  1. Propelleranordnung (100) für ein Schiff, wobei die Propelleranordnung (100) Folgendes umfasst:
    - einen Propeller (110);
    - eine Propellerwellenanordnung (120), umfassend einen Wellenabschnitt (122), der sich von einer distalen Seite des Propellers (111) erstreckt;
    - ein Trägerelement (130) mit einem ersten Ende und einem zweiten Ende, das einen Hohlraum (133) definiert, wobei das Trägerelement (130) so angeordnet ist, dass es an dem zweiten Ende mit einem Rumpf (2) des Schiffes verbunden ist;
    - eine Lageranordnung (140), die das erste Ende des Trägerelements (130) und den Wellenabschnitt (122) miteinander verbindet; und
    - mindestens eine Kühlfluideinlassleitung (131), die innerhalb des Hohlraums (133) des Trägerelements (130) angeordnet und konfiguriert ist, um ein erstes Kühlfluid von dem zweiten Ende des Trägerelements (130) zu der Lageranordnung (140) zu transportieren; dadurch gekennzeichnet, dass die Propelleranordnung Folgendes umfasst:
    - eine Auslassleitung (132), die angrenzend an das zweite Ende des Trägerelements (130) angeordnet ist, damit das Kühlfluid das Trägerelement (130) so verlassen kann, dass das erste Kühlfluid, das in Richtung des Rumpfes (2) in dem Trägerelement 130 ansteigt, frei innerhalb des Hohlraums (133), der in dem Trägerelement (130) definiert ist, fließen kann und, wenn das erste Kühlfluid durch die Auslassleitung (132) hindurchgetreten ist, über die Einlassleitung (131) wieder in Richtung der Lageranordnung (140) zurückgeführt wird.
  2. Propelleranordnung (100) nach Anspruch 1, wobei der Wellenabschnitt (122) rohrförmig ist und mindestens einen Durchlass (125) zum Führen des ersten Kühlfluids aus einem Innenraum (123) des Wellenabschnitts (122) zur Lageranordnung (140) umfasst, um so dem ersten Kühlfluid die Schmierung der Lageranordnung (140) zu ermöglichen.
  3. Propelleranordnung(100) nach einem der vorhergehenden Ansprüche, wobei die Lageranordnung (140) ein Gehäuse (141) aufweist, das mindestens einen Kanal (142) zur Führung eines zweiten Kühlfluids durch das Lagergehäuse (141) umfasst.
  4. Propelleranordnung (100) nach Anspruch 3, wobei der mindestens eine Kanal (142) einen Einlass aufweist, der angeordnet ist, um das zweite Kühlfluid von außerhalb des Gehäuses (141) aufzunehmen.
  5. Propelleranordnung (100) nach einem der vorhergehenden Ansprüche, wobei das Trägerelement (130) Mittel (138) zum Überwachen und/oder Steuern der der Lageranordnung (140) unterzogenen Last umfasst.
  6. Propelleranordnung (100) nach einem der vorhergehenden Ansprüche, wobei die Propelleranordnung (100) Folgendes umfasst:
    - einen Neigungsänderungsmechanismus (150) zum Steuern der Neigungseinstellungen mindestens eines Propellerblattes (112) des Propellers (110),
    - eine Hydraulikfluidverteilungseinheit (160), die angeordnet ist, um ein Hydraulikfluid von der distalen Seite des Propellers (110) dem Neigungsänderungsmechanismus (150) zuzuführen.
  7. Propelleranordnung (100) nach Anspruch 6, wobei die Hydraulikfluidverteilungseinheit (160) angeordnet ist, um das erste Kühlfluid dem Neigungsänderungsmechanismus (150) zuzuführen.
  8. Propelleranordnung(100) nach einem der vorhergehenden Ansprüche, wobei das Trägerelement (130) Teil eines Ruderschaftes, einer Tragflächenhalterung oder einen Propellerdüse des Schiffes ist.
  9. Schiff, umfassend eine Propelleranordnung (100) nach einem der Ansprüche 1 bis 8.
EP13728715.7A 2013-06-10 2013-06-10 Propellervorrichtung Active EP2986501B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2013/061912 WO2014198288A1 (en) 2013-06-10 2013-06-10 Propeller arrangement

Publications (2)

Publication Number Publication Date
EP2986501A1 EP2986501A1 (de) 2016-02-24
EP2986501B1 true EP2986501B1 (de) 2019-08-28

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EP13728715.7A Active EP2986501B1 (de) 2013-06-10 2013-06-10 Propellervorrichtung

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EP (1) EP2986501B1 (de)
KR (1) KR102067853B1 (de)
CN (1) CN105517891B (de)
DK (1) DK2986501T3 (de)
SG (1) SG11201509638TA (de)
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CN112124542B (zh) * 2020-09-23 2022-04-15 宜昌一凡船舶设计有限公司 船舶水动力综合节能装置及安装方法
CN112124543B (zh) * 2020-09-23 2021-10-22 宜昌一凡船舶设计有限公司 一种船舶桨舵组合消涡节能装置及安装方法

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KR20160018585A (ko) 2016-02-17
EP2986501A1 (de) 2016-02-24
SG11201509638TA (en) 2015-12-30
KR102067853B1 (ko) 2020-02-11
CN105517891A (zh) 2016-04-20
CN105517891B (zh) 2018-07-31
DK2986501T3 (da) 2019-11-18
WO2014198288A1 (en) 2014-12-18

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