WO2013159983A1 - Schiffsantrieb - Google Patents
Schiffsantrieb Download PDFInfo
- Publication number
- WO2013159983A1 WO2013159983A1 PCT/EP2013/054939 EP2013054939W WO2013159983A1 WO 2013159983 A1 WO2013159983 A1 WO 2013159983A1 EP 2013054939 W EP2013054939 W EP 2013054939W WO 2013159983 A1 WO2013159983 A1 WO 2013159983A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- bearing
- ship
- rotation
- axis
- propulsion system
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H1/00—Propulsive elements directly acting on water
- B63H1/02—Propulsive elements directly acting on water of rotary type
- B63H1/04—Propulsive elements directly acting on water of rotary type with rotation axis substantially at right angles to propulsive direction
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/30—Mounting of propulsion plant or unit, e.g. for anti-vibration purposes
- B63H21/305—Mounting of propulsion plant or unit, e.g. for anti-vibration purposes with passive vibration damping
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/30—Mounting of propulsion plant or unit, e.g. for anti-vibration purposes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H23/00—Transmitting power from propulsion power plant to propulsive elements
- B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
-
- 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
- B63H23/34—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
- B63H5/1252—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters the ability to move being conferred by gearing in transmission between prime mover and propeller and the propulsion unit being other than in a "Z" configuration
-
- 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
- B63H23/34—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts
- B63H2023/342—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts comprising couplings, e.g. resilient couplings; Couplings therefor
Definitions
- the present invention relates to a marine propulsion system comprising a prime mover, a gearbox, a propeller shaft driven by the gearbox, and a bearing assembly with which the marine propulsion system can be mounted in a ship's hull, wherein the propulsion engine and the gearbox are interconnected by means of a connecting flange and disposed within the ship's hull.
- Marine propulsion systems comprising a prime mover, a gearbox, a propeller shaft, and a bearing assembly for securing the drive components in the hull, in which the prime mover and the gearbox are disposed within the hull, are known.
- a satisfactory storage arrangement of such a ship propulsion in the hull must meet several requirements.
- the bearing assembly must accommodate both weight forces of the engine and transmission drive assembly and the propeller thrust transmitted during operation by the propeller shaft and transfer it to the hull.
- the torques generated by the prime mover and the propeller shaft during operation must be supported.
- the connecting flange between the engine and the transmission is particularly stressed by bending moments caused by the propeller thrust, short propeller thrust, and the weight of the prime mover and the transmission.
- the bearing assembly must absorb vibrations that are particularly excited by a running engine, such as an internal combustion engine. This is to prevent these vibrations from being transmitted to the hull, thus causing disturbing noises or vibration damage to the hull or other components.
- a storage arrangement for a ship propulsion system with the described objective is known, for example, from EP 0792234 B1.
- This document writes a so-called three-point mounting system as a storage arrangement in which a marine engine and a marine propulsion are stored in a complex arrangement in a ship's hull.
- the object of the present invention is a marine propulsion, in which the prime mover and the transmission are arranged within the hull, with respect to fatigue strength and simple, cost-effective production and assembly to further improve, the ship's propulsion and its storage arrangement meet the requirements described above should.
- a marine propulsion system comprising a prime mover, a transmission, a gear driven propeller shaft, and a bearing assembly securing the ship propulsion in a ship's hull
- the propulsion engine and the transmission are interconnected by a connecting flange and inside the hull are arranged.
- a first bearing point embodied as a rotary bearing is arranged with respect to the propeller shaft in such a way that a bending moment caused by the propeller thrust and by the weight force of the drive machine and the gearbox is optimized at the connecting flange.
- At least one of several bearing points of the bearing arrangement should advantageously be designed as a pivot bearing.
- the achieved thereby rotatability of the drive unit about the axis of rotation of the pivot bearing allows the compensation of deformation of the drive assembly during operation.
- the optimization of the bending moment at the connecting flange is preferably achieved in that the axis of rotation of the propeller shaft extends through a narrow region about an axis of rotation of the rotary bearing, wherein the axis of rotation is aligned with a A distance of less than 500 mm on the axis of rotation of the pivot bearing passes.
- the distance between the axis of rotation and the axis of rotation can be varied depending on the desired torque development. For example, distances in the range between 1 and 100 mm may be selected.
- the connecting flange and its connecting elements such as e.g. Screws have to withstand significantly less stress and can be made smaller and lighter. Lower loads on the components also lead to a longer life of the components.
- the prime mover and their housing are not charged or only with a very small, caused by the propeller thrust torque.
- the thrust of the propeller is instead transmitted to the hull, for example, via a thrust bearing, further through the housing of the gearbox and the first bearing point.
- a preferred embodiment of the invention provides that the axis of rotation of the propeller shaft extends above the axis of rotation. Depending on the distance between the axis of rotation and the axis of rotation, a torque is thus generated by the propeller thrust, which counteracts the bending moment caused by the weight of the engine and the transmission on the connecting flange. In this way, the maximum bending moment occurring at the connecting flange can be reduced during operation of the ship propulsion system and the fatigue strength of the ship propulsion system can be improved.
- the term used above in this document refers to the state of the ship with the ship's propulsion system built up in the stationary water.
- the terms horizontal and vertical used in this document are to be understood as meaning horizontally parallel to the quiescent water surface and vertically perpendicular thereto.
- Another preferred embodiment of the invention provides that the axis of rotation of the propeller shaft intersects the axis of rotation of the rotary bearing.
- the thrust force of the propeller shaft generates a torque about the axis of rotation of the pivot bearing of the first bearing.
- no additional torque is produced by the thrust force of the propeller shaft at the connecting flange between the engine and the transmission.
- a rotatability of the drive unit is ensured about the axis of rotation of the pivot bearing to compensate for vibrations and deformation during operation.
- the axis of rotation of the pivot bearing extends in the horizontal direction and, for example, transversely to the forward direction of travel of the ship.
- the substantially horizontally extending axis of rotation of the rotary bearing means that the axis of rotation of the rotary bearing runs parallel to the water surface when the ship is lying or traveling in the water.
- the dimensions of further bearing points can be made smaller and lighter because the propeller thrust force is absorbed via the first bearing point or discharged into the ship's hull.
- the first bearing point is rigidly attached to longitudinal members of the hull via a bracket.
- the holder is for example rigidly attached to so-called stringers, which are rigidly connected in the longitudinal direction of the ship's hull with this or executed in one piece.
- the pivot bearing takes on deformations of the drive unit formed from the drive unit and gear, which arise for example due to vibration and thermal expansion during operation.
- the first location according to a further preferred embodiment of the invention at least one vibration-absorbing element.
- a simple and stable construction of the ship propulsion results from the fact that parts of the first bearing point are preferably made in one piece with a housing of the transmission.
- the storage arrangement is designed as a so-called three-point storage and accordingly has exactly three bearing points, wherein the second and the third bearing point are arranged on the drive machine.
- the second and third bearing point may be at least partially integral with a housing of the drive machine.
- the second and third bearing points can also have vibration-absorbing elements in order to dampen the vibrations, in particular caused by the drive machine, and not to transmit them to the ship's hull.
- an internal combustion engine is used as the engine of a ship.
- An internal combustion engine causes disturbing vibrations in the ship, which are for example dependent on the number and dimensions of the cylinders of the internal combustion engine and contribute to the noise development.
- vibration-absorbing elements By means of vibration-absorbing elements, the noise development is positively influenced and disturbing vibrations close to the vibration source are reduced. Both increase passenger comfort and reduce the load on other components of the vessel.
- the present invention comprises a ship with a ship propulsion system as described above.
- Fig. 1 shows the schematic structure of a marine propulsion system according to the invention in a side view
- Fig. 2 shows the schematic structure of a ship propulsion system according to the invention in a plan view.
- FIGS. 1 and 2 illustrate the same embodiment of the invention in different views. Therefore, in both figures, like elements are designated by the same reference numerals.
- the ship's propulsion system 1 comprises, in addition to the bearing arrangement, an engine 2, a transmission 3 and a propeller shaft 5, which is driven via the transmission 3 and represents the output shaft of the transmission 3.
- the propeller shaft 5 rotates in operation about its axis of rotation 15 and drives a propeller, not shown, which provides in the water for the desired propulsion.
- the propeller rotating in the water generates a propeller thrust 8 in the propeller shaft, which is indicated in FIG. 1 by an arrow.
- the propeller thrust 8 is the propulsive force of the ship and is transmitted, for example via an unillustrated thrust bearing in the transmission 3, on the housing of the transmission 3 and the pivot bearing 7 on the hull 6.
- the prime mover 2 is for example an internal combustion engine, an electric drive or a hybrid drive.
- the drive machine 2 and the transmission 3 are connected to one another at a connecting flange 4, for example by means of screw connections.
- the ship's propulsion system 1 is fastened in a ship's hull 6 by means of a bearing arrangement which consists of a first bearing point in the form of a rotary bearing 7, a second bearing point 11 and a third bearing point 12.
- the schematic representation in the figures shows from the hull 6 only the cutouts to which the respective bearing point 7, 1 1 and 12 is attached.
- the attachment to the hull 6 is usually on longitudinal members, not shown, which are part of the hull 6.
- the first te bearing point is designed as a pivot bearing 7 and allows the compensation of deformations within the marine propulsion. 1
- the pivot bearing 7 allows in particular rotational deformations about the axis of rotation 10, which extends horizontally and is arranged orthogonal to the direction of travel 17 of the ship.
- the second and third bearing point 1 1 and 12 are shown in FIG. 2 for illustrative reasons rotated by 90 degrees in the plane of the drawing. However, they are designed to receive substantially vertically directed forces, such as the weight of the prime mover 2 and the transmission 3.
- the second and third bearing points 1 1 and 12 support the described compensation capability of deformations by allowing displacements in and against the forward direction of travel 17.
- a directional arrow 17 indicates the forward direction of travel of the ship.
- the pivot bearing 7 comprises a rigidly connected to the transmission 3 bearing part 14, which may also be integral with a housing of the transmission 3.
- the connection of the pivot bearing 7 with the hull 6 via a holder 13 which is shown in two parts in the view of FIG. 2, but can also be made in one piece.
- a vibration-absorbing element 18 is arranged in the power flow between the bearing part 14 and the hull 6.
- the noise development is positively influenced, i. lowered the noise level.
- disturbing vibrations near the vibration source, in this case the prime mover 2 are reduced. Both increase passenger comfort and reduce the load on other components of the vessel.
- a bending moment 9 on the connecting flange 4 loads the elements of the connecting flange 4 and can be further enhanced by vibrations during the journey of the ship.
- an additional torque can be introduced into the transmission 3 via the propeller shaft 5, caused by the propeller thrust 8, which influences the height of the bending moment 9 in the region of the connecting flange.
- the amount of additional torque is but depending on the arrangement of the axis of rotation 15 of the propeller shaft 5 relative to the axis of rotation 10 of the pivot bearing 7. With a displacement of the axis of rotation 10 relative to the axis of rotation 15 in the vertical direction along the drawn directional arrow 1 6, the height of this torque changes.
- the propeller shaft 5 can be displaced upward along the vertical directional arrow 16 so that the axis of rotation 15 extends above the axis of rotation 10 of the pivot bearing 7.
- the propeller thrust 8 causes a torque in the ship's propulsion system 1, which is directed against the bending moment 9 on the connecting flange 4 and at least partially compensates for this bending moment 9. In this way, the maximum load on the connecting flange 4 can be limited in certain operating phases.
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Vibration Prevention Devices (AREA)
- General Details Of Gearings (AREA)
- Gear Transmission (AREA)
- Mounting Of Bearings Or Others (AREA)
Abstract
Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ES13711596.0T ES2650792T3 (es) | 2012-04-23 | 2013-03-12 | Sistema de propulsión de buque |
BR112014020604-0A BR112014020604B1 (pt) | 2012-04-23 | 2013-03-12 | Acionamento de navio e navio |
US14/386,025 US9346525B2 (en) | 2012-04-23 | 2013-03-12 | Ship drive |
EP13711596.0A EP2841337B1 (de) | 2012-04-23 | 2013-03-12 | Schiffsantrieb |
CN201380016132.7A CN104203747B (zh) | 2012-04-23 | 2013-03-12 | 船舶驱动装置 |
AU2013251997A AU2013251997B2 (en) | 2012-04-23 | 2013-03-12 | Ship drive |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102012206645A DE102012206645A1 (de) | 2012-04-23 | 2012-04-23 | Schiffsantrieb |
DE102012206645.4 | 2012-04-23 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2013159983A1 true WO2013159983A1 (de) | 2013-10-31 |
Family
ID=47988904
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2013/054939 WO2013159983A1 (de) | 2012-04-23 | 2013-03-12 | Schiffsantrieb |
Country Status (8)
Country | Link |
---|---|
US (1) | US9346525B2 (de) |
EP (1) | EP2841337B1 (de) |
AU (1) | AU2013251997B2 (de) |
BR (1) | BR112014020604B1 (de) |
DE (1) | DE102012206645A1 (de) |
ES (1) | ES2650792T3 (de) |
NO (1) | NO2956697T3 (de) |
WO (1) | WO2013159983A1 (de) |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0792234B1 (de) | 1994-11-17 | 2002-04-03 | Detroit Diesel Corporation | Befestigungsvorrichtung für einen schiffsmotor |
Family Cites Families (12)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US2722848A (en) | 1952-04-02 | 1955-11-08 | Stein Samuel | Balancing device for rotary members |
DE1713489U (de) | 1955-06-25 | 1955-12-22 | Hans Fred Theisen | Antrieb fuer motorboote. |
FR1257775A (fr) | 1960-02-24 | 1961-04-07 | Perfectionnements apportés aux appareils moteurs, plus spécialement aux ensembles propulseurs pour navires | |
GB1070651A (en) | 1964-03-09 | 1967-06-01 | Pametrada | Improvements in and relating to the mounting of cases for epicyclic gears |
IT1015942B (it) | 1973-06-16 | 1977-05-20 | Weser Ag | Perfezionamento nelle trasmissioni di forza motrice in particolare per navi |
JP3519197B2 (ja) | 1996-01-30 | 2004-04-12 | ヤマハ発動機株式会社 | 船舶のエンジン支持構造 |
IT1283101B1 (it) * | 1996-06-06 | 1998-04-07 | Fabio Buzzi | Sistema propulsivo semplificato con trasmissione ad elica |
DE19954691A1 (de) | 1999-11-13 | 2001-05-31 | Flender A F & Co | Schiffsantrieb mit einem Einmotoren-Getriebe |
IT1318775B1 (it) * | 2000-08-23 | 2003-09-10 | Fb Design Srl | Sistema di propulsione per scafi a motore |
ITRM20020272A1 (it) * | 2002-05-16 | 2003-11-17 | Angelo Gaia | Gruppo di trasmissione per imbarcazioni a motore. |
DE10349702B4 (de) | 2003-10-24 | 2006-09-28 | Daimlerchrysler Ag | Schwingungsdämpfende Aggregathaltevorrichtung |
DE202006010783U1 (de) | 2006-07-12 | 2006-10-05 | American Hydro Jet Corporation | Integrierte Schiffsmotor-Halterungs- und Kraftübertragungsvorrichtung |
-
2012
- 2012-04-23 DE DE102012206645A patent/DE102012206645A1/de not_active Withdrawn
-
2013
- 2013-03-12 WO PCT/EP2013/054939 patent/WO2013159983A1/de active Application Filing
- 2013-03-12 AU AU2013251997A patent/AU2013251997B2/en active Active
- 2013-03-12 EP EP13711596.0A patent/EP2841337B1/de active Active
- 2013-03-12 US US14/386,025 patent/US9346525B2/en active Active
- 2013-03-12 ES ES13711596.0T patent/ES2650792T3/es active Active
- 2013-03-12 BR BR112014020604-0A patent/BR112014020604B1/pt not_active IP Right Cessation
- 2013-12-13 NO NO13814789A patent/NO2956697T3/no unknown
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0792234B1 (de) | 1994-11-17 | 2002-04-03 | Detroit Diesel Corporation | Befestigungsvorrichtung für einen schiffsmotor |
Also Published As
Publication number | Publication date |
---|---|
AU2013251997B2 (en) | 2016-11-17 |
US20150050153A1 (en) | 2015-02-19 |
ES2650792T3 (es) | 2018-01-22 |
BR112014020604B1 (pt) | 2022-03-29 |
CN104203747A (zh) | 2014-12-10 |
BR112014020604A2 (de) | 2017-06-20 |
EP2841337B1 (de) | 2017-10-18 |
EP2841337A1 (de) | 2015-03-04 |
US9346525B2 (en) | 2016-05-24 |
NO2956697T3 (de) | 2018-03-03 |
DE102012206645A1 (de) | 2013-10-24 |
AU2013251997A1 (en) | 2014-10-30 |
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