WO2019166197A1 - Bloc de support pour un entraînement de navire pourvu de deux hélices contrarotatives, et entraînement de navire - Google Patents

Bloc de support pour un entraînement de navire pourvu de deux hélices contrarotatives, et entraînement de navire Download PDF

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Publication number
WO2019166197A1
WO2019166197A1 PCT/EP2019/052817 EP2019052817W WO2019166197A1 WO 2019166197 A1 WO2019166197 A1 WO 2019166197A1 EP 2019052817 W EP2019052817 W EP 2019052817W WO 2019166197 A1 WO2019166197 A1 WO 2019166197A1
Authority
WO
WIPO (PCT)
Prior art keywords
bearing block
propeller shaft
propeller
ship
bore
Prior art date
Application number
PCT/EP2019/052817
Other languages
German (de)
English (en)
Inventor
Daniel Wolf
Christian Reischl
Original Assignee
Zf Friedrichshafen Ag
ZF PADOVA Srl.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag, ZF PADOVA Srl. filed Critical Zf Friedrichshafen Ag
Publication of WO2019166197A1 publication Critical patent/WO2019166197A1/fr

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Classifications

    • 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
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • 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
    • B63H2023/322—Intermediate propeller shaft bearings, e.g. with provisions for shaft alignment
    • 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
    • B63H2023/327—Sealings specially adapted for propeller shafts or stern tubes

Definitions

  • the present invention relates to a bearing bracket for a marine propulsion with two counter-rotating propellers according to the preamble of claim 1. Furthermore, the invention relates to a ship propulsion with two counter-rotating propellers according to the preamble of claim 10.
  • marine propulsion with two propellers driven in opposite directions can achieve a higher efficiency than ship propulsion systems with only one propeller. This is because the turbulence generated by a first propeller and not used for propulsion is partially "neutralized" by the second propeller. Furthermore occurs in ship propulsion systems with two propellers driven in opposite directions no so-called wheel effect, because the supporting torques of the two propellers compensate each other. This improves the maneuverability.
  • marine propulsion is understood to mean propulsion systems for smaller vessels such as sport and leisure boats as well as larger, commercially used ships.
  • a marine propulsion in which two propellers of a drive motor in opposite directions, i. rotating in opposite directions.
  • the two propellers are driven by a shaft system and a bevel gear arranged in a bearing block.
  • Two coaxial with each other arranged propeller shafts are stored in the bearing block.
  • Such a bearing block is also called Wellenbock.
  • the bearing block supports the part of the ship propulsion arranged outside the hull on the hull of the ship.
  • the object of the present invention is to provide a bearing block for a marine propulsion with two counter-rotating propellers, which is improved over the prior art, in particular with regard to a simple structure and high efficiency. Furthermore, a corresponding ship propulsion is to be specified. These tasks are performed by a bearing block for a propeller shaft of a
  • the bearing block has a first bore for supporting a first propeller shaft and a second bore for supporting a second propeller shaft.
  • the second bore extends obliquely with respect to the first bore.
  • One of the second bore associated second Bohrungsstoffachse is thus arranged inclined to one of the first bore associated first Bohrungsstoffachse.
  • the Bohrungsstoffachsen the two holes can, for example, at an acute angle to each other.
  • the second bore may be tilted downwards relative to the first bore by a certain angle. Said angle may be in particular in the range of 10 to 45 degrees.
  • the two Bohrungsstoffachsen lie in a common vertical plane, so that the two mutually oblique Bohrungsstoffachsen the two holes intersect at a point.
  • the common vertical plane preferably runs along or parallel to a ship's longitudinal axis.
  • the ship's longitudinal axis runs in a balanced state at standstill of the boat in the longitudinal direction horizontally through the boat hull.
  • the term bore is understood to mean an elongated recess in the bearing block which is suitable for receiving a propeller shaft assigned to it, regardless of how the bore was produced. It may thus be, for example, a resulting in a casting process recess in the bearing block.
  • a straight shaft system is understood to mean a drive arrangement of a ship propulsion system in which a drive train runs straight from a drive shaft of a drive motor to the propeller shaft, that is to say along a common drive axle.
  • a first propeller is mounted in the region of the free end of the first propeller shaft, wherein the free end of the first propeller shaft substantially, that is, apart from its inclination in the vertical direction, is aligned against a main direction of travel of the ship.
  • a second propeller is mounted in the region of the free end of the second propeller shaft, wherein the free end of the second propeller shaft substantially, that is, apart from its inclination in the vertical direction, is aligned in the main direction of travel.
  • the first propeller is arranged in the main direction of travel behind the bearing block and the second propeller is arranged in the main direction of travel in front of the bearing block. This means that, when traveling in the main direction of travel, the flow is directed from the second propeller towards the first propeller.
  • the bearing block may have a transmission interior, which is suitable to receive a bevel gear, via which a drive power from the first propeller shaft to the second propeller shaft is transferable.
  • the first propeller shaft may be part of a straight shaft system and the second propeller shaft is driven by the bevel gear via the first propeller shaft.
  • the oblique arrangement of the holes in the bearing block and the two propeller shafts to each other, for example, allows the use of a simply constructed bevel gear with only two bevel gears.
  • a bevel gear can be used in which the axes of rotation of the two bevel gears are arranged at an acute angle to each other and intersect. This reduces the space requirement and the production cost in comparison to solutions from the prior art. Furthermore, such a higher overall efficiency can be achieved.
  • the transmission interior is sealed by means of sealing elements oil-tight.
  • oil lubrication of the bevel gear can be realized, in which the properties of the lubricating oil can be optimized especially for the lubrication and cooling of the bevel gear.
  • the bearing block comprises roller bearings for supporting the first and the second propeller shaft, and that said sealing elements are each a part of the rolling bearings. It can be used advantageous rolling bearings, which are sealed at least on one side, namely in each case to the side of the transmission interior. The sealed to the transmission interior bearings themselves can be lubricated with a different lubricant, especially a bearing grease.
  • At least one sealing ring can be arranged in each of the first and second bores, which seals the first and second bores outwardly in a watertight manner. Since the bearing block is located below the waterline when used as intended, a watertight seal for the long-term reliable function of the ship propulsion is extremely important.
  • Guide vanes may be arranged laterally on the bearing block. Such guide vanes can support the deflection of the flow from the second propeller arranged in the main driving direction in front of the bearing block to the first propeller arranged behind the bearing block in the main driving direction.
  • the guide vanes can be designed asymmetrically on the two sides of the bearing block, so that they oppose the whirl caused by the second propeller in the flow little or no resistance.
  • the bearing block has a connection plate for attachment to a ship's hull, and that the connection plate has a flat, curved or spherical contact surface for engagement with the ship's hull.
  • the proposed bearing block can be used on differently shaped ship hulls.
  • the bracket can be easily adapted to the particular shape of the hull by selecting the appropriate connection plate and is thus used with little extra effort for a large number of different applications or ship hull shapes.
  • the bearing block may have a V-shaped fin, for example with a V-shaped through hole.
  • a V-shaped fin can absorb high tilting moments in the transverse direction and thereby similar to a simple, solid finish fin lighter and with less flow resistance.
  • a cap can be arranged in the region of the outlet opening of the second propeller shaft, so that the outlet opening can be closed by means of the cap.
  • a cap can be screwed for example by means of at least one threaded bore on the bearing block or jammed in the second bore.
  • the cap closing the outlet opening is advantageously streamlined and shaped to match the outer shape of the bearing block so that the cap forms a so-called "nose cone" which improves the hydrodynamics of the bearing block and the marine propulsion.
  • the shape and advantageous effect on the water flow of "Nose Cones" are known in the art of conventional ship propulsion systems with only one propeller.
  • the invention further comprises a ship propulsion system with two counter-propelled propellers, wherein a first and a second propeller can be driven by a common drive motor via a shaft system.
  • the first propeller is arranged on a first propeller shaft and the second propeller on a second propeller shaft, wherein the first propeller shaft is inclined with respect to the second propeller shaft. That is, the first and second propeller shafts are not arranged coaxially and not parallel to each other, as is the case with conventional ship propulsion reciprocating propellers.
  • the drive shafts extend from a drive motor to the propeller shaft at least approximately along a common drive axis, so that no deflection or bevel gear between the drive motor and the first propeller shaft are required.
  • the propeller shaft is arranged as an extension of the crankshaft or drive shaft of the drive motor. That is, in the present case, that the first propeller shaft is arranged at least approximately coaxially with the drive shaft of the drive motor.
  • the said drive axle can be inclined at an angle downwards. It then also runs inclined with respect to the water surface.
  • a shaft system has fewer gear stages and bearing points compared to Z drives, POD drives, rear drives, drives with outboard motors or thruster drives. Each gear stage and each bearing point brings a certain loss of power. Therefore, a marine propulsion system with a shaft system is simpler and involves only a very small amount of power loss. Therefore, high efficiency can be achieved.
  • a first bevel gear is arranged on the first propeller shaft, wherein the first bevel gear engages with a second bevel gear arranged on the second propeller shaft.
  • Part of the drive power can be transmitted from the first propeller shaft to the second propeller shaft to the second propeller via the first and second bevel gears.
  • the axes of rotation of the two bevel gears can be arranged at an acute angle to each other and intersect.
  • more complex transmissions with more components are used to distribute the drive power to the two propellers.
  • the proposed bevel gear with only two bevel gears is in contrast simpler, so that lower manufacturing costs, less maintenance and higher efficiency can be achieved.
  • first propeller shaft and the second propeller shaft each extend obliquely with respect to a ship's longitudinal axis.
  • first propeller shaft and the second propeller shaft can each be tilted by an angle relative to the ship's longitudinal axis. In this way, a maximum propulsion and efficiency can be achieved because both propeller shafts are each inclined only by a small angle to the water surface and the propulsion vectors thereby have a low vertical component.
  • the ship's longitudinal axis runs in the balanced state at standstill of the boat in the longitudinal direction horizontally, that is parallel to the water surface.
  • the present invention includes a marine propulsion with a bearing block as described above.
  • FIG. 1 shows a schematically illustrated inventive ship propulsion system with a shaft system
  • FIG. 2 shows a section of a ship propulsion system according to the invention with a bearing block shown in simplified form;
  • FIG. 3 is a sectional view of the plane A - A of FIG. 2; FIG.
  • Fig. 4 shows a first arrangement of a ship propulsion system according to the invention on a
  • FIG. 5 shows a second arrangement of a ship propulsion system according to the invention on a ship's hull.
  • the ship's propulsion system 1 shown in FIG. 1 is arranged in the form of a wave installation in a ship's hull 40, which is shown only partially.
  • a drive motor 30 is mounted in the hull 40.
  • the drive motor 30 may also be designed as a drive unit and include a transmission for speed adjustment.
  • the shaft system extends from a drive shaft 31 of a drive motor 30 along a common drive shaft 32 to a first propeller shaft 6.
  • the first propeller shaft 6 is thus arranged in an extension of the crankshaft or drive shaft 31 of the drive motor 30.
  • the common drive axle 32 is inclined obliquely downward with respect to a horizontally extending ship's longitudinal axis 33. It runs obliquely to the water surface when the ship is balanced in the calm water.
  • a first propeller 2 is fixed, which rotates during operation and thus provides for propulsion in the water.
  • the first propeller shaft 6 is supported outside of the hull 40 by means of a bearing block 10.
  • the bearing block 10 is attached to the hull 40.
  • Rudder for directional control can be arranged with respect to a main direction of travel 34 behind the first propeller 2 on the hull 40.
  • FIG. 2 shows a detail of a ship propulsion system 1 according to the invention with the bearing block 10.
  • the bearing block 10 has a first bore 4 for supporting a first propeller shaft 6 and a second bore 5 for supporting a second propeller shaft 7.
  • the second bore 5 extends obliquely with respect to the first bore 4, that is, the second bore 5 is tilted with respect to the first bore 4 by an angle downwards. Consequently, the second propeller shaft 7 mounted in the second bore 5 also extends obliquely with respect to the first propeller shaft 6 mounted in the first bore 4.
  • the axes of rotation 24 and 25 of the first and second propeller shafts 6, 7 enclose an acute angle therebetween.
  • rolling bearings 21, 22, 23 and 24 are provided for the storage of the two propeller shafts 6 and 7 .
  • the rolling bearings 21 and 22 are arranged in the first bore 4 and provided for mounting the first propeller shaft 6.
  • the rolling bearings 23 and 24 are arranged in the second bore 5 and provided for mounting the second propeller shaft 7.
  • the bevel gear 9 is arranged in a transmission interior 8 in the bearing block 10. It consists of a first bevel gear 26 and a second bevel gear 27, said bevel gears 26 and 27 are permanently engaged with each other.
  • the transmission interior 8 is sealed by means of sealing elements 1 1, 12 oil-tight.
  • the sealing elements 1 1, 12 are executed in this embodiment as part of the rolling bearings 21, 22 and 23.
  • the rolling bearings 21, 22, 23 are each unilaterally, namely on the transmission interior 8 side facing sealed so that the Gereteeinnenraum 8 is sealed with the bevel gear 9 oil-tight and the bearings 21, 22 and 23 with another lubricant, such as grease , can be supplied.
  • the bearing block 10 may have grease nipples to relubricate the greased areas, in particular the rolling bearings 21, 22, 23, 24.
  • the bearing block 10 may further comprise an oil filler plug and an oil drain plug to change the oil for the bevel gear 9 in the transmission interior 8 can.
  • At least one sealing ring 17, 18, 19 is arranged in the first bore 4 and in the second bore 5. These sealing rings 17, 18, 19 seal the first and the second bore 4, 5 waterproof towards the outside.
  • a cap 37 In the region of an outlet opening 36 of the second propeller shaft 7, means for fastening a cap 37 can be arranged, with which the outlet opening 36 can be closed.
  • the cap 37 is advantageously streamlined and shaped to fit the outer shape of the bearing block, so that the cap 37 forms a so-called "nose cone", which improves the hydrodynamics of the bearing block 10 and the marine propulsion system 1, if the ship propulsion system 1 only with the first propeller shaft. 6 is operated.
  • vanes 13 and 14 help while driving the flow of the arranged in the main direction of travel 34 in front of the bearing block 10, second propeller 3 to redirect, arranged in the main direction behind the bearing block 10, the first propeller 2.
  • the bearing block 10 has a connection plate 15 for fastening the bearing block 10 to the hull 40.
  • the connection plate 15 in the present embodiment has a flat contact surface 16 which rests in the mounted state on the hull 40 and is fixed.
  • the bearing block 10 has a V-shaped fin 35, which is rigidly connected to the connection plate 15. About the V-shaped fin 35 and the connection plate 15, the bearing block 10 is supported on the hull 40 from.
  • FIGS. 4 and 5 show two different possibilities of arranging the bearing block 10 on the hull 40.
  • a vertical calachse 38 and 39 drawn, which is in both arrangements at right angles to the second propeller shaft 7 and the axis of rotation 25.
  • the vertical axis 38 is also perpendicular to the ship's longitudinal axis 33, so that the axis of rotation 25 of the second propeller shaft 7 runs parallel to the ship's longitudinal axis 33.
  • the bottom of the hull 40 is flat in the region of the bearing block 10 and forms a suitable mounting surface for the connection plate 15 with a flat contact surface 16.
  • both propeller shafts 6 and 7 are tilted with respect to the ship's longitudinal axis 33.
  • the second propeller shaft 7 is tilted downwards relative to the ship's longitudinal axis 33, so that the vertical axis 39 is no longer at right angles to the ship's longitudinal axis 33.
  • the vertical axis 39 is inclined at an angle to the exact vertical orientation, so that the second propeller shaft 7 and its axis of rotation 25 are inclined relative to the ship's longitudinal axis 33 downwards.
  • the front, second propeller 3 is thus tilted down and the angle of the first propeller shaft 6 has been reduced relative to the ship's longitudinal axis 33.
  • the angle between the first and second propeller shaft 6 and 7 has not been changed from the arrangement in FIG.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Gear Transmission (AREA)
  • General Details Of Gearings (AREA)

Abstract

L'invention concerne un bloc de support (10) pour un entraînement de navire (1) équipé de deux hélices (2, 3) contrarotatives. Le bloc de support (10) comporte un premier alésage (4) servant à supporter un premier arbre (6) d'hélice et un second alésage (5) servant à supporter un second arbre (7) d'hélice. Le second alésage (5) s'étend de manière inclinée par rapport au premier alésage (4). L'invention propose un entraînement de navire (1) correspondant, dans lequel une première et une seconde hélice (2, 3) peuvent être entraînées par un moteur d'entraînement (30) commun par l'intermédiaire d'un système à arbres. La première hélice (2) est disposée sur un premier arbre (6) d'hélice et la seconde hélice (3) est disposée sur un second arbre (7) d'hélice. Le premier arbre (6) d'hélice s'étend de manière inclinée par rapport au second arbre (7) d'hélice.
PCT/EP2019/052817 2018-03-01 2019-02-06 Bloc de support pour un entraînement de navire pourvu de deux hélices contrarotatives, et entraînement de navire WO2019166197A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018203041.3 2018-03-01
DE102018203041.3A DE102018203041B4 (de) 2018-03-01 2018-03-01 Lagerbock für einen Schiffsantrieb mit zwei gegenläufigen Propellern und Schiffsantrieb

Publications (1)

Publication Number Publication Date
WO2019166197A1 true WO2019166197A1 (fr) 2019-09-06

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PCT/EP2019/052817 WO2019166197A1 (fr) 2018-03-01 2019-02-06 Bloc de support pour un entraînement de navire pourvu de deux hélices contrarotatives, et entraînement de navire

Country Status (2)

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DE (1) DE102018203041B4 (fr)
WO (1) WO2019166197A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2331073A (en) * 1942-07-10 1943-10-05 Albert H Harvey Propulsion apparatus
US4334489A (en) * 1976-08-19 1982-06-15 Schottel-Werft Josef Becker Gmbh & Co., Kg Reversing mechanism for steerable propellers, jet rudders or other drive mechanisms of ships
US5232386A (en) 1992-12-10 1993-08-03 Gifford William J Counter rotating strut drive
US5558548A (en) * 1992-05-22 1996-09-24 Ab Volvo Penta Propeller drive for boats
US20090053944A1 (en) * 2007-08-23 2009-02-26 James Hagan Propulsion system for a ship or seagoing vessel

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1072270A (en) * 1912-01-17 1913-09-02 Silverio Tagliamonte Boat.
CH128886A (de) * 1928-06-21 1928-11-16 Otto Doebeli Antriebsvorrichtung an Wasser-, Land- und Luftfahrzeugen.

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2331073A (en) * 1942-07-10 1943-10-05 Albert H Harvey Propulsion apparatus
US4334489A (en) * 1976-08-19 1982-06-15 Schottel-Werft Josef Becker Gmbh & Co., Kg Reversing mechanism for steerable propellers, jet rudders or other drive mechanisms of ships
US5558548A (en) * 1992-05-22 1996-09-24 Ab Volvo Penta Propeller drive for boats
US5232386A (en) 1992-12-10 1993-08-03 Gifford William J Counter rotating strut drive
US20090053944A1 (en) * 2007-08-23 2009-02-26 James Hagan Propulsion system for a ship or seagoing vessel

Also Published As

Publication number Publication date
DE102018203041B4 (de) 2021-02-18
DE102018203041A1 (de) 2019-09-05

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