FI110599B - Swivel propeller assembly for a vessel, offshore structure or equivalent - Google Patents

Description

Rotating propeller device for chassis, 110599 for offshore structure or similar Vridbar propelleranordning for et fartyg, en offshore construction eller motsvarande 5

The invention relates to a pivoting propeller device for a vessel, offshore structure or the like, which propeller device comprises a vertical body, which is pivotally mounted on a propeller, ship or similar body rotatably with respect to a vertical pivot axis, with a lower chamber a plurality of propellers are mounted on a substantially horizontal propeller shaft, wherein the propeller device is provided with an electric motor for rotating the propeller device with respect to said vertical pivot axis.

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The present invention relates particularly to propeller devices of the type previously described e.g. Finnish Patent Nos. 65,589.75,775, 79,991, 82,007 and 91,513, and Finnish Patent Application Nos. 834441; . 872690 and 945788. The propeller devices described in these publications are of a type which comprises a vertical frame which is pivotally mounted on a propeller device, a vessel or the like, which is pivotally mounted about a vertical pivot axis; mounted lower housing, which supports mainly around the horizontal axis of rotation t t · • ·. ·. ·, Rotating one or more propellers. The use of kickers can be arranged completely me · · · • ·. ·: ·. mechanically so that the propulsion power is supplied from the propulsion shaft by the ship or similar power supply to the upper gear mounted on the propeller frame vertical frame: '. : to the top. From the upper gear, the drive power is further transmitted through a vertical axis fitted within the upright body to the lower housing of the propeller unit, with the lower gear gear • · ·. T transferring the drive power mainly to the horizontal propeller shaft and to the upstream propeller. or · propellers, such as diesel or M · 30 engines or diesel electric propulsion systems. Also known as hydropower propulsion units are known in the art. • There is also an electric transmission with an electric motor located in the bottom of the propeller. uses propellers directly or via a reduction gear 2 110599. A solution is also known in use, in which the electric motor is positioned on a vessel or propeller device in a vertical position so that the drive power is transmitted from the electric motor to the propeller shaft through a gearshift, eliminating the need for a gearshift.

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The rotatability of the propeller device is generally accomplished by providing the vertical frame of the propeller device with its bearings supported on the propeller, ship or similar frame or fixed frame tube or frame fitting. The pivoting movement of the propeller device is generally implemented such that a gear wheel is coaxially mounted relative to the pivot axis on the pivoting member of the propeller device. Often, the gear wheel mounted on the pivoting part of the propeller device is implemented in a so-called. with a swivel bearing with a tooth in the inner ring. The gear is driven by one or more drive gears in contact with it. The drive gear or gears are generally coupled to the planetary gear, the planetary gear secondary shaft, and each planetary gear is most commonly driven by a hydraulic motor. The hydraulic motor, in turn, is powered by a hydraulic unit, the pump of which is driven by an electric motor or a propeller drive shaft, for example by belt transmission. A solution is also known where the hydraulic motor drives a gear mounted directly on the pivoting part. In this solution, the size of the hydraulic motor becomes large and is sought to be limited by increasing the number of hydraulic motors. Also known are solutions in which chain transmission or belt transmission is used, in whole or in part, instead of tooth gear *. In such cases, • · *. In '': information about the position of the propeller unit's rotation is usually transmitted electromechanically to the display device, whereby the measuring transducer is accessed by mechanical transmission of the gear unit mounted on the rotatable gear. 1 * * »

As the electric drives on board are constantly increasing, so does the hydraulic drive *; * The pump is increasingly being driven by an electric motor. The electrical energy is thus first converted in the electric: motor into mechanical energy, which is further converted into hydraulic energy in the pump. Hydraulic energy is transferred by machine to the hydraulic motor, where it:: 30 is converted back into mechanical energy and a small torque of the hydraulic motor:. '· · Raised by mechanical transmission large enough to turn 3 110599 propeller units. Gear ratios can be as high as 500. In such a solution, energy efficiency is not very good due to mechanical transmissions and energy conversion, as well as poor hydraulic power transfer efficiency.

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Also known in the art are solutions using an electric steering machine to control the propeller device. This differs from hydraulic control in principle in that instead of the hydraulic motor the planetary gear is driven by a short-circuited motor whose speed is controlled by an inverter. This control arrangement also includes mechanical transmission, so that the solution does not simplify the design of the propeller device. The benefit of using an electric steering machine over hydraulic steering is that there is no hydraulic power transfer between the electric motor and the planetary gear. There are other problems with such electrical control, one source of which is the extremely high mass moment of inertia of the electric motor relative to other parts of the transmission line 15. For example, in the event of a collision, the high mass moment of inertia of the rotor of the electric motor may damage the mechanical transmission, which requires special arrangements. Further, in such a solution, a brake is required to hold the propeller device in place and the brake life must be dimensioned for a very large number of engagements. Exceeding the Maximum Control Torque: “· 20 may still result in a slight overshoot of the planetary gear maximum rotation speed, '' 'which may result in damage. All of the above problems in the known electronic control are due to the characteristics of the short-circuit motor and mechanical transmission.

It is an object of the present invention to provide substantial improvement over known propeller device control mechanisms. To achieve this object, the invention is essentially characterized in that the rotating part of the electric motor causing the rotation of the propeller device is mounted directly on the rotating part of the propeller device and the fixed part of the electric motor is attached to the propeller, ship, offshore structure or similar fixed structure.

0 .: 30 • · · 4 110599

The invention provides several significant advantages over known solutions and of these advantages the following can be pointed out. A significant advantage over both known hydraulic and electric controls is that the structure of the control has been considerably simplified since no mechanical transmission 5 is required. In the solution according to the invention, information on the pivoting position of the propeller device is obtained directly from the pivoting motor, so that a measuring method of the present type with mechanical transmission is not needed at all. Due to the absence of these components, the structure of the top of the propeller unit is greatly simplified. The absence of mechanical transmission further reduces lubrication targets. In addition, the efficiency of energy use is better than the known solutions due to the absence of mechanical transmission.

In particular, compared to hydraulic steering, the electrical power required by the steering is considerably reduced in the invention, since the hydraulic steering produces a significant power loss due to the poor efficiency of the hydraulic power transmission. The hydraulic assembly 15 is a considerable source of noise, while the solution of the invention is almost noiseless. Space savings compared to current solutions are essential because the space required by the electric motor control unit is small and can be positioned more freely than the hydraulic unit, which must be located as close as possible to the propeller unit. Since no hydraulic * ;: piping or mechanical transmissions are required, the space saved allows them to: $ 20 install the lubrication system components on the top frame, leaving no room on the engine room for the * * ♦ · machine.

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The arrangement according to the invention does not have a need for cooling as in the known solutions. Fewer components and faults than before and less maintenance required than prior art solutions. The system of the invention is environmentally friendly because of oil-related problems such as oil leaks, exchange, oil: sample analysis, oil exchange and waste oil treatment are not provided in the solution · · ·: ... · according to the invention. The control system according to the invention is suitable for use e.g. 30 in back-propelled, diesel-electric, and electric propellers. Principles: * ·. The invention can be used wherever electrical energy is available. Other advantages and features of the invention will be apparent from the following detailed description of the invention.

The invention will now be described, by way of example, with reference to Figures 5 of the accompanying drawings.

Figure 1 is a schematic and partially sectioned side view of a propeller device according to a first embodiment of the invention.

Figure 2 is a view similar to Figure 1 of another embodiment of the invention.

Figures 3A-3D schematically illustrate still further embodiments of the invention.

Figure 1 of the drawing thus shows a side view of a propeller device, generally designated by reference numeral 10. The propeller device 10 comprises a vertical frame 11 which is pivotally mounted on a propeller device, ship, offshore structure or similar frame 5, pivotally mounted about a vertical pivot axis A-A. -'1 'closed bottom chamber 12 formed by a closed chamber on which a substantially horizontal j * · propeller shaft (not shown) is mounted, on which the propeller shaft is mounted • * ·· propellers 13. The case shown in Figure 1 relates to a dual propeller structure in which the propellers :: 13 is sequenced to rotate in opposite directions of rotation. The pivoting vertical frame 11 is supported on the vessel 5 or similar frame 5 and optionally additionally by a fixed frame pipe * or similar frame fitting 6 by means of a support bearing 15 and a swivel bearing 16. The bearing is maintained at the upper part of the vertical frame, i.e. the area of the guide tube 14. In the swivel bearing • · • «· * · ': the upper part of the 16 vertical frame is supported by the flange 17.

The control or rotation of the propeller device 10 with respect to the vertical axis A-A is, according to the invention, carried out by means of an electric motor 1 according to Fig. 1. In the embodiment of Fig. 1, the arrangement: V: 30 comprises a large diameter electric motor 1 with a cylindrical stator 3 mounted on a fixed part, i.e. a vessel 5 or a similar hull 5 or a fixed hull 6 or 5 110599 corresponding to a cylindrical rotor The rotor 2 may also be mounted directly on the guide tube 14. In the embodiment of the invention, the electric motor 1 thus forms part of the structure of the propeller device 10. Further, in the embodiment according to the invention, the electric motor 1 does not require a separate shaft, bearing or frame structures as they already exist and are complete in the design of the propeller device 10. Further, the solution according to the invention does not require any mechanical gear between the rotating part of the electric motor 1 and the propeller device 10 to effect the turning movement.

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The propeller device 20 shown in Figure 2 differs somewhat from the design of the propeller device shown in Figure 1. In the representation of Figure 2, the propeller device 20 also comprises a vertical body 21 which is pivotally mounted to a propeller, ship, offshore structure, or the like, indicated by reference numeral 35 in the propeller, vessel, offshore structure or the like in Figure 2. the lower housing 22 is located at the lower end of the vertical frame 21 and the lower housing 22 supports the propeller shaft on which the propeller or propellers 23 are mounted. The solution of Fig. 2 further includes a lower angle gear (not shown) disposed in the lower housing 22 for transferring power to the vessel; · 'from an upright motor, preferably an electric motor 28, through a vertical drive shaft 29. Further, in the view of Fig. 2, the pivoting body 21 of the propeller device 21 is supported on the hull 35 and possibly also the fixed * of the vessel or the like. *: to a frame tube or similar frame fitting 36 via support bearings 25. Την. In the representation of Fig. 2, the keel bearing 25 is imaged in the area of the upper part of the vertical frame, i.e. the guide tubes.

Similarly to Fig. 1, in the view of Fig. 2, the propulsion device 20 is guided or rotated with respect to the vertical axis A - A by an electric motor, generally represented by reference numeral 31 in Fig. 2. The electric motor 31 is most preferably ': reluctance motor. comprising an annular rotor 32 attached to the pivoting portion of the propeller device: Y: 30, i.e., in the embodiment of Fig. 2, to the flange 27 of the uppermost body.

The stator 33 of the electric motor 31 is two-parted in the representation of Fig. 2 such that said portions of the static member 110599 are disposed axially on the rotary axis A-A on either side of the rotor 32. Thus, the electric motor 31 acts as an electromagnetic bearing for propeller device 20 . In this case, the propeller device support bearings 25 may be merely radial bearings, which do not need to take the weight of the device. If, in the structure shown in Figure 2, the electrical stiffness of the propeller device 20 fails so that the poles of the stator 33 of the electric motor 31 cannot be magnetized, the rotor 32 of the electric motor descends on the stator 33, thereby friction between the stator 33 and rotor 32.

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Figures 3A and 3B show variations of the design of the rotary motor of the propeller device 10 of Figure 1, using the same principle as that shown in Figure 2. In Fig. 3A, the propulsion unit swing motor, i.e. the electric motor, is designated by the reference numeral 1a. The stator 3a and the rotor 2a of the electric motor la are cylindrical, as in the case of Fig. 1, with the rotor 2a attached to the flange 17 of the rotating part of the propeller device and the stator 3a respectively attached to the fixed structure of the propeller device, ship or the like. In order for the electric motor la of Fig. 3A to function as shown in Fig. 2 as an electromagnetic propeller bearing of the propeller device, a bottom shoulder 7a formed in the radial direction of the stator 3a is formed in the lower part of the stator 3a and against the rotor 2a. to rely on. In the event of a malfunction of the electrical system t · '··, the rotor 2a may then descend on the stator shoulder 7a ::. In the case of Fig. 3A, the pivoting bearing 16 'can also act merely as a radial bearing as in the case of the bearing 15.

The arrangement of Fig. 3B is otherwise similar to that of Fig. 3A with the exception that the arrangement of the stator 3b of the electric motor Ib and the rotor 2b is the opposite of that of Fig. 3A. 'with respect. The rotor 2b is still attached to the pivoting portion of the propeller device and the stator 3b is fixed to a fixed structure of the propeller device, ship or the like.

Figure 3B shows a support flange 8b extending outwardly over the stator 3b and formed at the upper edge of the rotor 2b in a direction: Y: 30. In the event of a malfunction in the electrical system, said rotor support flange 8b lowers 8 110599 to stator 3b. The operation thus corresponds to that shown and described in Figures 2 and 3A.

Figures 3C and 3D are still variations on the construction of the electric motor 5 shown in Figure 1. In the case of Fig. 3C, the electric motor is denoted by reference le. The rotor 2c is attached to the flange 17 of the rotating portion of the propeller device similarly to Figure 1, but with respect to the stator the structure differs from that shown in Figure 1 in that in the case of Figure 3C the stator is bipartite with coaxially interposed . For hanging the inner stator brace 10, the 3c 'is a "shelf" 9c mounted on a fixed structure of the propeller, ship or similar, on which the inner stator bracket 3c' is supported. In the illustration of Figure 3C, the propeller bearing support bearing 15 and the swivel bearing 16 'operate as described in Figure 1.

In the case of Figure 3D, the electric motor Id corresponding to that shown in Figure 3C also functions as the electromagnetic bearing of the propeller device. Then, as shown in Fig. 3d, the stator rings 3d, 3d ', which are coaxially nested, are connected by a base 7d located below the rotor 2d. In the event of a malfunction of the electrical stiffener, the rotor 2d may • · completely descend on the base 7d connecting the stator halves of the electric motor 1d.

f * ·· 20 * * “The above-described constructions, in which the electric motor is adapted to act as the electromagnetic bearing of the propeller device, may be further supplemented so that the electric motor in question acts as a complete bearing. In this case, the electric motor receives both radial and axial forces as well as tipping moment. Thus, the propeller device bearing can be operated solely by the electric motor in question, with no other • · · '; _ / bearings may not even be needed.

t:.:: In the embodiment of the invention, it is contemplated to use any electric motor, · · · · · which is controllable to rotate at very low speeds and V · · 30, which can generate high torque at these low speeds. However, one of the best types of electric motor available is the reluctance motor (SR motor) used for the purpose of the invention 9 110599. The operation of the reluctance motor is characterized by a stepwise operation, i.e. the rotation of the rotor occurs in steps. In this respect, the operation can be compared to a stepper motor. At each step, the total reluctance is minimal, whereby the rotor 5 can be held in place at a low current, but with a high holding torque. It is characteristic of a reluctance motor that it can generate very high torque at low rotation speeds and a stationary rotor at low current. In propeller control, these features mean that the control has a step as the base unit, i.e. the engine is commanded to rotate the desired 10 steps clockwise or counterclockwise. There is no need for a separate brake to hold the propeller assembly.

As stated above, the rotor of the reluctance motor rotates in increments. The number of steps in one rotor revolution depends on the rotor and stator hub numbers and the number of different 15 steps. In addition, it is also possible electronically to provide a so-called. mikroaske-material. In propeller device control, a sufficient number of steps per rotor rotation is 240, whereby the propeller device would be rotated in increments of 1.5 °, sufficient to satisfy the positioning accuracy requirement of the propeller device. The reluctance motor is rotated evenly by magnetizing the stator poles in a certain order with current impulses or "work strokes", so that the reluctance motor always requires the use of a controlled power supply, or inverter.

• · I (Φ «· .: .: .: L L .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: .: inside the rig without major design changes Propeller design 2 • · * * · * · should be optimized considering the capabilities of the invention Rotor length • · 3 ·; · 'can be further reduced by nearly half with a design having rotor 4 ·! adapted to rotate between two stator rings.

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The characteristics of the reluctance motor can still be briefly stated. The re-: impedance motor is very simple in construction, since no winding is required for the rotor, i.e. no electricity is to be applied to the rotating part of the motor. Because of the very low rotation speeds of the pot pulsator, there is no significant disadvantage from eddy currents, and the rotor can be built in bulk instead of the disk pack commonly used in electric motors. This will further simplify the structure and reduce costs.

5 The structure of the stator winding is very simple. Power losses are generated almost exclusively in the stator winding and the heat generated by the power losses is easily removed by the open structure. The generation of heat for the purpose of the invention is very small since the power required to rotate the propeller device is quite small compared to the rotor diameter. Thus, a separate cooling system is not required.

The key issue in securing the steering system is whether some parts of the steering system need to be duplicated. There is no need to duplicate the rotor as it is a massive piece of iron with no chance of failure. In the stator, the vi-15's rollover potential is mainly limited to pole windings. However, the likelihood of failure is very low and because the stator hubs are connected in groups to several stages, failure of one or more hubs or one stage does not necessarily imply complete loss of control. The propeller unit • ·> # || * can be electromagnetically locked in place by magnetizing a sufficient number of terminals • · • '·· 20 even if the inverter is faulty. The absolute need for a mechanical parking brake, which could be a large rim or disc brake, for example. *: therefore not.

The invention has been described above by way of example with reference to the figure in the accompanying drawing. However, the invention is not limited to the example shown in the figure, but different embodiments of the invention may vary in the appended claims; * within the inventive concept defined therein.

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Claims (10)

A rotary propeller assembly for a vessel, offshore structure or equivalent, the propeller assembly comprising a vertical body (11; 21) which is pivotally mounted with respect to a substantially vertical pivot axis (A - A) in a body (5; 35) of the propeller device, vessel or equivalent and at the lower end of this vertical body (11; 21) is mounted a lower housing (12; 22) formed in which one or more propellers (13; 23) are mounted on a substantially horizontal propeller shaft, the propeller assembly (10; 20) being provided with an electric motor (1; 1a, 1b, 1c, 1d; 31) for rotating the propeller assembly with respect to said vertical pivot shaft (A - A ), characterized in that the rotating part (2; 2a, 2b, 2c, 2d; 32) of the electric motor which achieves the rotary movement of the propeller device (10; 20) is fixed directly to the rotatable part (11, 14, 17; 21, 24, 27) of the propeller assembly (10; 20) respectively. the fixed part (3; 3a, 3b, 3c, 3d; 33) of the electric motor is fixed to the fixed structure of the propeller device, the vessel, the offshore structure or the like. Propeller assembly according to claim 1, characterized in that the rotor (2) of the electric motor is fixed directly to an upper part of the vertical body of the propeller assembly or * ··. at a corresponding guide tube (14) or at a flange (17) at the upper part of the vertical body, by means of which the propeller device (10) is supported by a pivot bearing (16). • · I * * • · · a ·: V: Propeller assembly according to claim 1 or 2, characterized in that the electric motor ::: (1; 1a, 1b, 1c, Id; 31) is a reluctance motor. 25 a · Propeller assembly according to Claim 3, characterized in that the electric motor (1; 1a, 1c, 1c: 1b, 1c, 1d; 31) is provided with a controlled power source or an inverter. a »a a a a • a a a a a · a 5. A propeller assembly according to any of the preceding claims, characterized in that the rotor (2; 2a, 2b, 2c, 2d) of the a * aaaaa intended for rotation of the propeller device The electric motor (1; 1a, 1b, 1e, 1d) is a cylindrical element fixed to the rotatable portion of the propeller assembly. Propeller assembly according to claim 5, characterized in that the stator (3) of the electric motor (1; 1a, 1b, 1e, 1d) intended for rotation of the propeller device consists of two cylindrical, coaxially arranged stator rings (3c, 3c). ; 3d, 3d ') between which the cylindrical rotor (2c, 2d) is arranged. Propeller assembly according to any of claims 1 to 4, characterized in that the rotor (32) and the stator (33) of the electric motor are annular in the direction of the rotary shaft (A-A) located on top of each other. Propeller assembly according to claim 7, characterized in that the stator (33) comprises two axially oriented stator rings, between which the annular rotor (32) is arranged. Propeller assembly according to any of the preceding claims, characterized in that the electric motor is arranged to serve as an electromagnetic bearing for it. rotatable portion of the propeller assembly and take load in the direction of the rotary shaft 20 (A-A). • »t • 1 1 Propeller assembly according to any of claims 1 - 8, characterized in that the electric motor is arranged to serve as a single bearing for the rotatable part of the propeller device and absorb all loads subjected to the rotatable part. for. 25 • t »t 1 ·« · <· »• 1 • t» »t · • 1 t» »· Hl · • I · t · • · € I · •« · * »» • ft · • ft ft ft i ft ft ·