WO2003101830A1

WO2003101830A1 - Electrical rudder propeller for a navy ship

Info

Publication number: WO2003101830A1
Application number: PCT/DE2003/001590
Authority: WO
Inventors: Rainer Hartig; Wolfgang Rzadki; Matthias Schulze; Karl-Otto Sadler; Hannes Schulze Horn
Original assignee: Siemens Aktiengesellschaft
Priority date: 2002-05-29
Filing date: 2003-05-16
Publication date: 2003-12-11
Also published as: TW583118B; DE10224014A1; AR036687A1; AR036688A1; AU2003232627A1

Abstract

The invention relates to an electrical rudder propeller (4) for a navy ship, e.g. a frigate, a corvette or a fast patrol boat. Said rudder propeller comprises at least one electric motor (5, 6) and at least one propeller (4) which is arranged on a shaft (16, 17, 26, 32) that receives energy supply lines and is arranged below the stern of the ship by means of a rotatable stern shaft connection (11, 12, 13, 15, 28, 29, 31). The ship stern shaft connection, the shaft and the motor are embodied in such a way that the stern, shaft and motor can yield to underwater blast waves without being damaged. To this end, a) the shaft (16, 17, 26, 32) is embodied in such a way that it can elastically deform itself, b) the ship stern shaft connection is embodied in such a way as to tolerate movements of the shaft (16, 17, 26, 32) in relation to the stern (8, 9), and c) the electric motor (5, 6) is designed to absorb accelerations above 10g.

Description

description

Electric rudder propeller for a Navy (Navy) ship

The invention relates to an electric rudder propeller for a Navy (Navy) ship, e.g. a frigate, a corvette or a speedboat, which has at least one electric motor with at least one propeller on a shaft receiving energy supply lines, which shaft is arranged under the stern of the ship by means of a rotatable stern-shaft connection.

A rotatable electric rudder propeller is known from Canadian patent 1,311,657. This rudder propeller is located under the stern of an icebreaker. The shaft and its connection to the stern of the ship is specially designed for icebreaking tasks.

It is an object of the invention to provide an electric rudder propeller, which is also specially designed for its task, namely the propulsion of a navy (Navy) ship. For this task it is necessary that the electric rudder propeller withstand high accelerations due to underwater explosions can. It must be lightly trained to take into account the slim stern training of naval ships.

The main task is solved in that the ship's stern shaft connection, the shaft and the motor are designed such that the ship's stern, the shaft and the motor can survive undamaged underwater explosion pressure waves, for which purpose the shaft itself is designed to be elastically deformable, the ship's stern shaft connection Movements of the shaft relative to the stern of the ship are designed and the electric motor is designed to absorb accelerations of more than 10 g. Due to the features in accordance with the solution, the electric rudder propeller is designed in accordance with the task and can be used for naval ships that are at risk of being hit by a torpedo or a torpedo or mine exploding under the ship. The stability of conventional oars is exceeded.

From the journal “Marineforum ¹ *, issue 6, 1999, pages 8 to 29, Karl Otto Sadler's essay,“ Trends in Naval Naval Shipbuilding *, shows the formation of a modern naval ship. The electric rudder propeller according to the invention should in particular be suitable for driving such modern naval ships.

In one embodiment of the invention it is provided that the shaft of the electric rudder propeller has at least one elastically designed articulation point, e.g. has a joint between individual parts of the shaft. The joint advantageously has flanges with a screw connection, which is designed to give elastically and e.g. Has disc springs. In the joint, an elastic intermediate joint layer made of an elastomer material, preferably in a multilayer and reinforced form, e.g. Silicone rubber, arranged. These joints provided according to the invention result in articulation points for the shaft, so that the shaft can behave elastically. This makes it possible to reduce explosion pressure wave forces that act on the motor at the lower end of the shaft and on the shaft transition point. The solution according to the invention is robust in accordance with requirements and is very advantageously effective for explosion pressure wave reduction.

A joint sleeve is advantageously provided on the outside around the joints, which is made of elastic, in particular elastomeric material and prevents water from entering when the shaft parts move in the joint.

It is also advantageously provided that both the housing of the electric motor is made in several parts, in the case of individual parts of the housing preferably consist of aluminum, and also that the shaft is formed in more than two parts, here also preferably aluminum, but also fiber-reinforced plastics, partly also with steel or aluminum flanges, are provided. This results in considerable weight savings, but also increases the elasticity of the shaft.

In a further embodiment of the invention it is provided that the electric motor has an elastic rotor bearing and a large air gap which e.g. is between 5 and 50 mm. In this way, the rotor can definitely be prevented from striking the stator part of the electric motor even under very high accelerations (the accelerations can exceed 100 g). The surprisingly high tolerable acceleration for the electric motor according to the invention is achieved by the large air gap in connection with an elastic rotor bearing and the use of plain bearings instead of roller bearings.

The large air gap can be achieved particularly advantageously with HTSL (high-temperature superconductor) runners without reducing efficiency. An air gap three-phase winding is particularly advantageous. The use of a HTSL rotor has the particular advantage that it can be made particularly small and that the stator windings are correspondingly small. The overall result is a very small electrical machine that can be designed to be explosion and shock proof without losing efficiency compared to conventional machines. Through the measures described above (use of a motor with HTSL technology, use of aluminum or plastic instead of steel) and the further measures mentioned below, the weight of a 7 MW rudder propeller can be very advantageous from approx. 120 t to approx 65 t can be reduced. A further advantageous embodiment of the invention is that the ship's stern shaft connection in the ship's stern has elastically deformable structural elements, for example flexible sheets which form elastically deformable supporting cells. So both the explosion pressure forces that over the

Shaft act on the ship's stern, are dismantled, as well as the explosion pressure waves that act directly on the ship's stern.

In a further embodiment of the invention, it is provided that the power supply lines of the electric motor are designed without slip rings, e.g. in the form of a torsionally elastic cable train or a helical spread cable. By dispensing with a slip ring body, considerable weight is saved on the rudder propeller, and there is also a potential source of error that cannot be ignored in violent movements, e.g. in an explosion blast. Dispensing with a slip ring body limits the possibility of rotating the electric rudder propeller to 120 to 180 degrees, but this is acceptable because the electric rudder propellers can be turned back from extreme positions and do not have to be turned in the same direction.

In a further embodiment of the invention it is provided that the electric rudder propeller has an auxiliary rudder which is movable independently of the position of the shaft. This allows the shaft to be locked under normal conditions and minor changes in direction of the ship are caused by the auxiliary rudder.

The auxiliary rudder can be arranged on the trailing edge of the shaft in a known manner like the elevator of an aircraft vertical stabilizer. However, its effect is limited here because it is located in the swirl wake of the shaft. It is particularly advantageous if the auxiliary rudder is in the form of a side or slat, particularly in the form of binding with an asymmetrical profile, which corresponds in particular to a wing profile. Then a particularly good effect of the side or slat is achieved.

In a particularly stable embodiment of the electric motor, it is provided that the electric motor is constructed in two parts and has two parts that can be operated independently of one another, which are in particular supplied with energy independently of one another and can be controlled and regulated independently of one another. Each of these two electric motor parts can be one

Drive propellers so that redundant electric motors result and counter-rotating propellers can be easily implemented. This leads to an increase in the efficiency of the drive. Such a design of the electric actuator is particularly useful for smaller marine vessels, such as Speed boats, an advantage.

To further save weight, it is provided that the shaft rotation and / or the movement of the auxiliary rudder can be brought about by electric servomotors. This results in a particularly advantageous not only a low weight of the shaft turning device, but also a particularly quiet shaft turning device, since the otherwise constantly running hydraulic motors are eliminated. It is particularly advantageous that the electric servomotors make it easy to implement special ramp shapes when starting up and swinging into the desired position. In this way, the rotary movement of the ship can be carried out particularly quickly and in a suitably controlled manner.

In a particularly advantageous embodiment of the invention it is provided that the ship's stern shaft connection is designed to be elastic in a special way. For this purpose, a half-cardanic suspension for the shaft or a support of the shaft via spherical caps, in particular spring-loaded spherical caps, is advantageous. The storage of the upper shaft part in spherical caps has the particular advantage that it both is robust and also allows large escape routes for the shaft. Both the semi-cardanic suspension and the support of the shaft via spherical caps are carried out with the aid of spring elements, eg elastomer or hydraulic cushions. These are advantageously supported horizontally and vertically on a movable support structure, which also advantageously has steering elements. In this way, a defined movement with large evasive paths for the shaft can be achieved.

In an embodiment of the invention, it is finally provided that the electric motor is provided with windings which are shrunk in the motor housing and with an outer wall cooling. This results in a particularly small volume of the motor nacelle with a small contact surface for shock waves. In conjunction with the elastic mobility of the shaft, this results in an optimal design of the electric rudder propeller, which meets the requirements of an electric rudder propeller - light, small, shockproof - in a way never before achieved.

The invention is explained in more detail with reference to drawings, from which, as well as from the subclaims, further details that are also essential to the invention can be found.

In detail, each in an exemplary schematic embodiment:

1 shows an overall view of an electric rudder propeller for a marine ship from the side; 2 shows two of the rudder propellers shown in FIG. 1 from aft;

3 shows the principle of a spherical cap suspension for the electric rudder propeller;

4 shows the principle of a cardanic suspension of the electric rudder propeller;

5 shows the formation of a parting line between two shaft parts and 6 shows the design of the electric motor as a HTSL motor.

In FIGURE 1, 1, 2 and 3 denote the propeller end, the middle part and the rear end of the motor nacelle, which forms the housing of the electric motor. The propeller is designated 4, it is preferably designed as a train propeller. The stator winding 5 and the rotor winding 6 are located in the motor nacelle, preferably designed for direct heat dissipation via the surface. This is preferably made of HTSL material. A large air gap 7 is present between the stator winding 5 and the rotor winding 6. The bearings for the rotor shaft, preferably plain bearings, which absorb the radial and axial forces of the rotor and of the propeller are not shown for the sake of simplicity; the same applies to other components in the engine nacelle.

The underbody section of the ship is designated 8 and 9. In areas 8 and 9, the underbody structure is carried out in a conventional manner. Between the parts 8 and 9 there is an elastically yielding structure 11, 12, in the middle of which there is a hollow body 10 which forms the extension of the uppermost shaft part 15. The hollow body 10 is opposite the elastic structural parts 11, 12 via springs, e.g. Rubber buffer 15, flexibly and flexibly mounted. A resilient structure 13 is arranged on its upper side, which preferably consists of metal and allows a large spring travel. In the case of a torpedo that explodes under the electric rudder propeller, the rudder propeller can move considerably vertically and reduce the acceleration due to the explosion pressure waves. The construction shown enables both vertical and horizontal-vertical evasion with considerable evasive paths.

The support shaft of the engine nacelle is formed at least in two parts and has parts 16 and 17. An elastic flange connection 18 is arranged between them, which can perform steering function. The shaft from parts 16 and 17 is only drawn in two parts in this example. However, it can also consist of other parts. The shaft part 16, to which an auxiliary rudder 19 can also be attached, preferably consists of a fiber-reinforced plastic material, while the shaft part 17, for example, as well as the middle part 2 of the engine nacelle, is made of aluminum. The nacelle part 1 is preferably made of steel in order to be able to absorb the considerable bearing forces which occur there, while the end part 3 can also advantageously consist of fiber-reinforced plastic in order to save weight. Cooling channels through which a cooling liquid flows are advantageously installed in this part.

In FIGURE 2, which shows two rudder propellers arranged next to one another, that is to say the drive units of a two-screw ship, from aft, 22 and 23 denote the propellers of the two drives. The shafts on which the two drives are suspended have at least one flange arrangement 24 serving as a joint on the upper part. The electrical rudder propellers are suspended in principle as in FIG. 1, with a hollow body 21 movable axially and horizontally between rubber buffers and a steel spring structure 20 in the middle. The elastically movable structural unit 25 increases mobility.

The constructive embodiment of the horizontally and vertically movable, shock-absorbing rudder propeller shown in FIGS. 1 and 2 is only schematic and exemplary. It goes without saying that corresponding variations which are adapted to the special requirements are possible here. FIGURES 3 and 4 show two further possible solutions, FIGURE 3 showing a suspension of the upper part of the electric rudder prop shaft in spherical caps and FIGURE 4 a corresponding suspension in a gimbal version. In FIGURE 3, 26 denotes the indicated shaft of the electric rudder propeller, which is mounted in a frame 27, which is located in the stern of the ship and is connected to the structural elements of the stern. Between the frame 27 and the shaft head 26 spherical cap parts 29 are arranged, which are mounted in spring elements 28, for example disc springs. The frame 27 is also advantageously resiliently fastened in the structural elements of the rear. This results in a shaft suspension that can deflect evenly on all sides. The uniform evenness on all sides also results in the construction of FIG. 4. Here, the shaft head 32 is connected to the frame 30 mounted in the structural elements of the rear by means of bolts 31, 33. This is also advantageously done resiliently. For longitudinal and transverse guidance, the shaft of the rudder propellers, which are suspended in accordance with the principle of FIGURE 3 and FIGURE 4, also have support arms, which are not shown.

FIGURE 5 shows the principle of an elastic joint designed as a joint between two shaft parts. The two flanges 36, 37 have a layer of e.g. multilayer and fiber-reinforced elastomer material. The outside of the flange area is protected by elastic bellows elements 39, which also go beyond the screw heads 34 and are advantageously fastened to the shaft, which is not shown, by strapping. Among the screw heads 34 are e.g. Disc springs 35, so that the joint can "open" briefly when a shock wave occurs. This takes place because the sleeves 39 are arranged on the outside without water being able to penetrate into the interior of the shaft. Just as sleeves 39 are arranged on the outside, they can also be arranged on the inside, so that a double seal is created.

FIGURE 6 shows the exemplary placement of a HTSL

Motors in a rudder propeller. 40 denotes the HTSL winding and 41 the rotor cryostat. 42 denotes the air gap winding and 43 the Eisenjoch. The refrigeration compressor with its cooler is designated by 46. From the refrigeration compressor 46, liquid coolant arrives at the cold head 45. From here, the so-called “cryo heat pipe * 44 leads to the rotor cryostat 41. The electrical lines of the stator 42 are designated 47.

The suspensions shown in FIGURES 1 to 4 are only a selection from many possible constructions. What these designs always have in common is that the shaft can avoid explosion pressure waves in order to compensate for the considerable pressure waves caused by an exploding torpedo or a mine, which produce accelerations of up to 100 g for ship parts, and to reduce the pressure waves without loss of function.

Claims

claims

1. Electric rudder propeller for a Navy (Navy) ship, e.g. a frigate, a corvette or a speedboat, which has at least one electric motor with at least one propeller on a shaft receiving energy supply lines, which is arranged by means of a rotatable stern stern shaft connection under the stern of the ship, characterized in that the stern stern shaft connection, the shaft and the motor are designed in such a way that the ship's stern, shaft and motor can yield undamaged underwater explosion pressure waves, for which purpose a) the shaft (16, 17) is itself designed to be elastically deformable, b) the ship's stern-shaft connection movements of the shaft ( 16, 17) is designed to allow the ship's stern (8, 9) and c) the electric motor (5, 6) is designed to absorb accelerations of more than 10 g.

2. Electric rudder propeller according to claim 1, characterized in that the shaft (16, 17) at least one elastically designed articulation point, e.g. a 'joint (18), between individual parts of the shaft.

3. Electric rudder propeller according to claim 2, characterized in that the joint (18) vertical movements and bends of the shaft parts (16, 17) is designed to permit each other.

4. Electric rudder propeller according to claim 2 or 3, characterized in that the joint (18) has flanges with a screw connection which is designed to be elastically yielding and has, for example, disc springs.

5. Electric rudder propeller according to claim 2, 3 or 4, characterized in that the joint (18) is an elastic joint intermediate layer made of an elastomeric material, e.g. Silicone rubber, preferably in multilayer and reinforced form, has.

Electric rudder propeller according to claim 2, 3, 4 or 5, characterized in that the shaft (16, 17) has more than one joint, the shaft parts between the joints preferably made of different materials, e.g. made of steel, aluminum or fiber-reinforced plastic.

7. Electric rudder propeller according to one of claims 2 to 6, characterized in that the joint (18) between two shaft parts at least on the outside has a joint sleeve (39) made of elastomeric material.

8. Electric rudder propeller according to one or more of the preceding claims, characterized in that the housing (1, 2, 3) of the electric motor (5, 6) is constructed in several parts, individual parts of the housing (1, 2, 3) made of aluminum consist.

9. Electric rudder propeller according to one or more of the preceding claims, characterized in that the propeller (4), which is in particular designed to be automatically adjustable, consists of plastic.

10. Electric rudder propeller according to one or more of the preceding claims, characterized in that the electric motor (5, 6) has an elastic rotor bearing and a large air gap (7) which e.g. is between 5 and 50 mm.

11. Electric rudder propeller according to one or more of the preceding claims, characterized in that the electric motor (5, 6) is designed as a three-phase synchronous machine and has at least one rotating excitation winding (40) made of HTSL (high-temperature superconductor) wire and that each rotating excitation winding (40) made of HTSL wire is arranged in a cryostat (41), which is vacuum insulated and by means of which the rotating excitation winding made of HTSL wire can be frozen to a temperature of 15 to 77 K.

12. Electric rudder propeller according to claim 11, characterized in that the electric motor designed as a three-phase synchronous machine (5, 6) has an air-gap three-phase winding made of copper bundle conductor, which is in an annular gap between a rotor and a laminated magnetic iron yoke (43 ) is arranged.

13. Electric rudder propeller according to claim 11 or 12, characterized in that the HTSL wire of the rotating excitation winding (40) made of multifilament strip conductors, e.g. consists of the material Bi2 Ba2 Sr2 Cu3 Ox or a material with similar properties.

14. Electric rudder propeller according to claim 11, 12 or 13, characterized in that the stator air gap icklung of the electric motor is formed without teeth.

15. Electric rudder propeller according to one or more of the preceding claims, characterized in that the electric motor has plain bearings as a bearing and that the air gap (7) between the stator and rotor is between 5 and 50 mm.

16. Electric rudder propeller according to one or more of the preceding claims, characterized in that the ship's stern shaft connection in the ship's stern has elastically deformable structural elements, for example flexible sheets which form elastically deformable supporting cells.

17. Electric rudder propeller according to one or more of the preceding claims, characterized in that the power supply lines (47) of the electric motor are designed without slip rings, e.g. in the form of a torsionally elastic cable train or a screw-shaped cable with spread conductors.

18. Electric rudder propeller according to one or more of the preceding claims, characterized in that it has an auxiliary rudder (19) which is movable independently of the position of the shaft (16, 17).

19. Electric rudder propeller according to one or more of the preceding claims, characterized in that the shaft (16, 17) has an asymmetrical profile which corresponds in particular to an airfoil profile.

20. Electric rudder propeller according to one or more of the preceding claims, characterized in that the shaft has an auxiliary rudder in the form of a side or slat.

21. Electric rudder propeller according to one or more of the preceding claims, characterized in that the electric motor is constructed in two parts, the two parts being operable independently of one another and having independent energy supplies.

22. Electric rudder propeller according to claim 21, characterized in that each part of the electric motor is independently speed-controllable and each drives a propeller.

23. Electric rudder propeller according to claim 21 or 22, characterized in that the two propellers are designed as counter-rotating propellers.

24. Electric rudder propeller according to one or more of the preceding claims, characterized in that the shaft rotation and / or the movement of the auxiliary rudder is brought about by electric servomotors.

25. Electric rudder propeller according to one or more of the preceding claims, characterized in that the ship's stern shaft connection has a semi-cardanic suspension (31, 33) for the shaft.

26. Electric rudder propeller according to one or more of the preceding claims, characterized in that the ship's stern shaft connection has a support of the shaft via spherical caps (29), in particular spring-loaded spherical caps.

27. Electric rudder propeller according to one or more of the preceding claims, characterized in that for the shaft in the stern of a ship via spring elements, e.g. Elastomer or hydraulic cushion, supported horizontally and vertically movable support structure (13, 20) is present.

28. Electric rudder propeller according to one or more of the preceding claims, characterized in that the electric motor is designed to work with windings shrunk in the motor housing and an outer wall cooling.