RU2499726C2 - High-speed vessel with two speed modes - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to ship building, particularly, to high-speed vessels with two speed modes, for example, cruising and full speed. Proposed vessel consists of hull and two propulsive arrangements arranged at boards, each including engine, reduction gear, screw propeller and propulsor. Transverse power changeover shaft is arranged between screw propellers of every board and coupled via separating mechanisms with propeller shafts and thrown in power transfer or disengaged therefrom by disengaging clutches depending upon selected mode.

EFFECT: higher efficiency and reliability.

4 cl, 4 dwg

Description

The invention relates to shipbuilding, and more specifically, to high-speed vessels, which, according to operational features, need to have two modes of movement, for example, economic and cruising.

In modern high-speed vessels, in many cases lightweight high-speed diesel engines or gas turbines are installed, which have limited capabilities but a power change and are not economical when operating at off-design power.

The specified feature of such engines leads to the need for economic speed to install on the vessel an additional power plant of low power, which would work on its own mover or main movers using various devices. However, such a structural and layout solution leads to an increase in the mass of the power plant and the ship as a whole, which is unacceptable for high-speed vessels.

In this regard, it is essential to achieve the possibility of operating high-speed vessels in two-speed mode without installing an additional power plant in order to realize the economical course of the vessel, to achieve the possibility of using on ships having two-shaft (three-shaft) propulsion systems, only one of the engines for operating the vessel in the mode of economic progress, and to this end, to achieve the possibility of transmitting torque from one of the engines to the propeller shafts of both sides, or one th bead without complicated transfer mechanisms.

The aim of the invention is to eliminate the described disadvantages by developing a vessel with two modes of movement, having a propulsion system with a power transmission device having the specified characteristics.

In general, the claimed invention is aimed at overcoming the shortcomings of the power plant of high-speed boats using high-speed engines, in particular, gas turbines.

A technical solution is known that is used for boats of the Lightning type developed by the central marine design bureau Almaz, where a gas turbine and diesel engine are installed that operate on a propeller shaft separately or jointly (http://russianarms.mybb.ru/viewtopic.php?id = 3044, http://www.greatflags.su/sssr-v-kartinkah/1765.html). The presence of a diesel engine, which is entrusted with the task of ensuring economic progress, also increases the mass of the vessel as a whole and specifically of the power plant and leads to the complication of its design. The disadvantages of the installation are also a large mass and a complex mechanical gearbox, providing joint or separate operation of the units.

Known ship power plant but the patent of the Russian Federation 2272743, IPC V63H 21/16, publ. 03/27/2006, in which the gas turbine units of each side are divided into marching and afterburning parts. The marching part includes, but at least two marching gas turbine engines, of the left and right side, in communication with the shaft about the wires and thrusters, and, accordingly, two marching two-speed gearboxes, and the afterburner part includes at least two afterburner engines and two afterburner single-speed gearbox, respectively, port and starboard.

The disadvantages of this power plant are the ability to implement the economic course of operation only when using marching engines, and full speed mode - only when using afterburner engines. In addition, the use of units consisting of two separate engines for each side causes two transmissions for transmitting torque from the engines to the shafts. The presence on the vessel of separate engines designed to operate in different modes and gearboxes of large masses and dimensions, providing torque transmission from any of the engines to the shaft lines, leads to an increase in the mass of the power plant and the ship as a whole and to complicate the design of the propulsion system.

In the claimed technical solution, the gas turbine unit of each side can functionally be either a marching or afterburner unit, depending on the transmitted power to the propeller shafts of both sides or to the propeller shaft of only its side, when working together with the unit of the opposite side in an economical mode. At the same time, the engines operate in a mode close to the calculated one, respectively, with a minimum specific fuel consumption.

Known power plant according to US patent 4344760, IPC B63H 21/00, B63H 23 / K), publ. 08/17/1982, which includes two engines (gas turbine or diesel), one of which performs the role of afterburner and is supposed to be more powerful, the other - the role of the march and is supposed to be less power. There is the possibility of transmitting torque from one of the engines to the propeller shafts of both sides, or one side. Depending on the selected mode, one of the engines runs on two propeller shafts. The implementation of the economical course of the vessel is possible only when using a smaller engine.

The disadvantages of this installation is the need to install individual engines of different power on the ship. This requires separate systems that ensure the operation of the engines and their control, which negatively affects the specific weight and size characteristics of the power plant as a whole. In addition, for the separate transmission of torque from any of the engines to the shafts, a complex gearbox is required that has a large mass and dimensions. Also, angular gear drives are installed to transmit torque from the transverse shaft to the propeller shafts. Thus, the presence of a significant number of transmission elements having large masses, and the overall complex design of the entire complex, providing torque transmission from the engines to the propeller shafts, leads to an increase in the mass of the power plant and the ship as a whole, as well as to a decrease in the reliability of its operation.

In the claimed technical solution, any gas turbine unit can work to ensure full speed of the vessel together with the unit of the opposite side, or to ensure the economical course of the vessel with the idle unit of the opposite side. In both versions, the engines will operate in a mode close to the calculated one, and, accordingly, with a minimum specific fuel consumption. The power plant at the same time has a simplicity of design and as a whole has the best overall dimensions and economic indicators.

A technical solution is known but to the patent of the Russian Federation 2169103, IPC B63H 23/08, publ. 06/20/2001, adopted as a prototype, according to which the movement of the vessel in an economical mode can be carried out with one engine running on two propeller shafts. The device involved in the transmission of power from the main engines to the propeller shafts contains the main engines, reverse gears and transverse gears installed behind the reverse gears and kinematically connected with the propeller shafts.

The disadvantage of this device is the implementation of the transmission of torque from one of the engines to the propeller shaft of the opposite side using a valuable gear with an intermediate link in the form of a cylindrical gearbox with a connection-disconnection mechanism. The presence on the vessel of an additional cylindrical gearbox leads to an increase in the mass of the power plant and the ship as a whole.

The subject of the present invention is a high-speed vessel with a main power plant providing optimal operation of power units (engines) when the vessel moves not only at full speed, but also at economic speed, with a significant simplification of the engine, shaft drive, propulsion complex. The ship has two gas turbines and water-jet propulsion.

In the engine room are two powertrain units, each of which includes a gas turbine, an intermediate shaft, a gearbox and a propeller shaft. In addition, according to the proposed technical solution, power units include separation mechanisms and uncoupling couplings. A transverse shaft is also provided - a power transfer shaft from one power unit to another.

Layout solutions may vary.

One of them has a separation mechanism installed on each propeller shaft, connected by a transverse shaft — the power transfer shaft — to a similar separation mechanism on the propeller shaft of the opposite side.

In this case, these separation mechanisms are used to simultaneously transmit rotation (power):

- from the gearbox to the propeller shaft and the power transfer shaft;

- from the power transfer shaft to the propeller shaft.

Structurally, the separation mechanism is performed as an independent unit, the hull of which is installed on the ship's foundation. In the housing there are gears fixed on the shafts, the axes of which are mutually perpendicular. The shafts of the separation mechanism are based on bearings housed in the housings, and have flanges for connecting to the gearbox, propeller shaft and power transfer shaft.

In option 1 of the described structural layout scheme (Fig. 1), the separation mechanisms have uncoupling couplings for switching the power transfer shaft on and off. The isolation clutch may only be installed on one isolation mechanism.

Another variant of the layout solution (Fig. 2) involves the use of one uncoupling clutch installed to the span of the power transfer shaft. The power transfer shaft in this case is made of two halves - starboard and port side.

There are options in which the separation mechanisms and uncoupling couplings are included in the design of the gearboxes.

It is assumed that the design of the gearboxes allows you to disconnect the engine and subsequent transmission elements.

When included in the design of the gearbox, the separation mechanism is a separate functional unit designed for the simultaneous transmission of rotation (power):

- from the gearbox to the propeller shaft and the power transfer shaft;

- from the power transfer shaft to the propeller shaft.

The elements of the separation mechanisms are gears mounted on shafts. The shafts are based on bearings located in the nests of the gear housing. One of the shafts has a flange for connecting to the power transfer shaft.

In the case of the use of water-jet propulsion devices with thrust reverse devices, reverse mechanisms are excluded from the design of the gearboxes, which simplifies the design of gearboxes and reduces weight.

The proposed structural and layout solutions are shown in the figures.

Fig. 1 on the structural layout of the engine room shows:

1 - power units (gas turbines);

2 - intermediate shafts connecting power units with gearboxes;

3 - gearboxes, providing the ability to disconnect the power unit from the propeller shaft;

4 - separation mechanisms with integrated disconnect couplings;

5 - propeller shafts;

6 - power transfer shaft connecting the propeller shafts of each side to each other.

Figure 2 shows the option when the separation mechanisms 4 do not have built-in disconnect clutches, and the disconnect clutch 7 is one and it is located on the power transfer shaft 6, consisting of two halves of the right and left sides.

Fig. 3 shows the structural layout with the separation mechanisms and disconnecting couplings integrated in the gearboxes 3.

Figure 4 shows a variant when the needle mechanism section is also integrated in gearboxes 3, and the isolation clutch is one and is mounted on one of the gearboxes.

The proposed installation when the vessel is moving at full speed works as follows:

Power units 1 through the intermediate shafts 2 and gearboxes 3 rotate the propeller shafts 5, while each power unit rotates the propeller shaft of its side.

But the design variant shown in Fig. 1, disconnect clutches built into the separation mechanisms 4 are disconnected and the power transfer shaft 6 does not rotate.

According to the variant in Fig. 2, the isolation clutch 7 is turned off, the right and left halves of the power transfer shaft 6 rotate idle independently of each other.

According to the variant in Fig. 3, uncoupling couplings built into gearboxes 3 are disconnected and the power transfer shaft 5 does not rotate.

In the embodiment shown in Fig. 4, the isolation clutch is switched off and the power transfer shaft rotates idle.

In the economic operation mode, one of the power units, for example, the left side, does not work (off) and is disconnected from the propeller shaft of its side using an appropriate gearbox.

In the embodiment shown in Fig. 1, in this case, the uncoupling clutches integrated in the separation mechanisms 4 are turned on and the power from the right power unit 1 is transmitted both to the right side propeller shaft and through the power transfer shaft 6 to the left side propeller shaft .

With the embodiment in Fig. 2, the isolation coupling 7 on the power transfer shaft 6 is turned on, which ensures the rotation of both propeller shafts from one right power unit 1.

According to the variant in Fig. 3, power transfer from the right power unit to the left propeller shaft enables the uncoupling clutches integrated in the gearboxes 3 to be switched on.

According to the variant in Fig. 4, the rotation of the left propeller shaft from the right power unit is ensured by the inclusion of a single uncoupling clutch installed on one of the gearboxes.

Each of the options for the proposed technical solution provides two modes of movement of the vessel: full speed mode under two engines and economic mode when using only one engine running on both movers. This solution allows the engines to be used at full speed in the design mode for them, and in the economic course - to maintain a mode close to the design mode on one engine, and disable the second, saving its resource and saving fuel.

Based on the foregoing, we can conclude that the essence of the invention does not follow explicitly from the prior art. This allows us to conclude that it meets the criterion of "inventive step".

Claims (4)

1. High-speed vessel, consisting of a hull and two located on-board propulsion and propulsion systems, each of which includes an engine, gearbox, propeller shaft and propulsor, characterized in that, in order to provide two speed modes with minimum fuel consumption and engine life, between the propeller shafts of each side there is a transverse power transfer shaft connected at the ends to the propeller shafts through separation mechanisms and included in the power transmission process or excluded from second, depending on the mode selected with the help of razobschitelnyh couplings. 2. The high-speed vessel according to claim 1, characterized in that the uncoupling clutch is integrated into the separation mechanisms. 3. The high-speed vessel according to claim 1, characterized in that, in order to simplify the design of the separation mechanisms, the power transfer shaft consists of two halves connected to each other by an isolation clutch. 4. The high-speed vessel according to claim 1, characterized in that, in order to simplify the design of the propeller shafts and the propulsion system as a whole, the dividing mechanisms with integrated ones or one of them uncoupling clutches / uncoupling clutch are integrated into the design of the gearboxes.

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