WO2021190920A1 - Wasserfahrzeug mit einem redundanten antriebssystem - Google Patents
Wasserfahrzeug mit einem redundanten antriebssystem Download PDFInfo
- Publication number
- WO2021190920A1 WO2021190920A1 PCT/EP2021/055994 EP2021055994W WO2021190920A1 WO 2021190920 A1 WO2021190920 A1 WO 2021190920A1 EP 2021055994 W EP2021055994 W EP 2021055994W WO 2021190920 A1 WO2021190920 A1 WO 2021190920A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- drive device
- drive
- watercraft
- shaft
- space
- Prior art date
Links
- 230000005540 biological transmission Effects 0.000 description 18
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 7
- 230000000149 penetrating effect Effects 0.000 description 4
- 238000010276 construction Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 239000013598 vector Substances 0.000 description 2
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 239000003063 flame retardant Substances 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 230000009191 jumping Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000035515 penetration Effects 0.000 description 1
Classifications
-
- 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
- B63H23/10—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit
-
- 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
- B63H23/10—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit
- B63H23/12—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit allowing combined use of the propulsion power units
- B63H23/14—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit allowing combined use of the propulsion power units with unidirectional drive or where reversal is immaterial
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B2241/00—Design characteristics
- B63B2241/20—Designs or arrangements for particular purposes not otherwise provided for in this class
- B63B2241/22—Designs or arrangements for particular purposes not otherwise provided for in this class for providing redundancy to equipment or functionality of a vessel, e.g. for steering
-
- 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
Definitions
- the invention relates to a watercraft with a redundant drive system, the drive devices of the drive system being arranged in an optimized manner.
- watercraft in particular military ships, to have a redundant design.
- such watercraft also have different drive systems, for example a diesel drive and a gas drive, the diesel drive being designed for low speed and long range and the gas drive being designed for very high speeds in the sprint range.
- the watercraft according to the invention has a first drive device, a second drive device, the third drive device and a fourth drive device.
- the watercraft also has a first shaft and a second shaft as well as a first propeller and a second propeller.
- the first propeller is non-positively connected to the first shaft and the second propeller is non-positively connected to the second shaft.
- the first shaft and the second shaft are arranged in the longitudinal direction of the watercraft.
- the propellers are usually arranged at the stern of a watercraft.
- the watercraft has a first drive space and a second drive space. The first drive space and the second drive space are thus separated from one another. This protects the other drive space in each case in the event that water or a fire occurs in one of the two drive spaces.
- the first drive device and the third drive device are arranged in the first drive space
- the second drive device and the fourth drive device are arranged in the second drive space. This means that even in the event of damage, 50% of the drive power is available, thus ensuring the redundancy of the drive system.
- the watercraft has a first transmission and a second transmission.
- the first transmission is arranged in the first drive space and the second transmission is arranged in the second drive space.
- the first drive device and the third drive device are connected to the first shaft via the first gear
- the second drive device and the fourth drive device are connected to the second shaft via the second gear.
- the first shaft has a first axis of rotation and the second shaft has a second axis of rotation.
- the vectors that run through the axes of rotation of the shafts have a horizontal component, which is aligned parallel to the longitudinal direction of the watercraft.
- the vectors, which run through the axes of rotation of the shafts can have a vertical component, since the drive shafts with the propellers arranged at the end are usually arranged lower at the stern, thus falling slightly towards the stern.
- a purely horizontal arrangement without vertical components is found in particular in SWATH ships and submarines.
- the first drive device and the third drive device are arranged next to one another and the second drive device and the fourth drive device are arranged next to one another.
- Side by side means, for example, the arrangement at the same distance from the bow or stern of the watercraft on the same horizontal plane.
- a common drive device is a diesel engine.
- the advantage of the diesel engine is its robustness and the very long range in the case of a transfer journey at normal speed.
- Gas drives are also often used, which enable a high peak power and thus a very high speed. Therefore, gas drives are often found in military watercraft. It has also become established to combine both drive systems and equip a watercraft with both a diesel engine and a gas drive. As a result, the diesel engine is available as an efficient drive system during a normal transfer journey, and the gas drive is available at high speed and thus maneuverability in a combat situation.
- electric motors as a drive device.
- the necessary electrical energy can be made available, for example, and in particular from diesel generators, gas turbines, accumulators, fuel cells and / or nuclear reactors.
- Propellers are sometimes referred to as ship propellers.
- Drive space in the sense of the invention is to be understood as a separate, closed space.
- the use of a first drive space and a second drive space thus means that in the event of a fire or water penetrating into one of the two drive spaces, the other drive space will not is affected.
- the drive spaces are therefore preferably designed in such a way that the walls are fire-proof or fire-retardant or can be closed in a watertight manner by watertight bulkhead doors. If a drive room fails, the maximum available drive power is halved, but the watercraft is still able to move under its own power and thus remains maneuverable.
- the drive spaces are preferably separated from one another in a watertight manner.
- no direct connection between the first drive space and the second drive space for example a door, is provided. This avoids a potential weak point.
- one of the shafts penetrates the drive space of the drive of the other shaft.
- a seal is provided on the wall facing the drive space of the penetrating shaft, which seal prevents flames from jumping over or water from penetrating into this drive space.
- the penetrating shaft is surrounded by its own housing over the entire length of the penetration in order to be protected from the drive space of the other shaft. The housing is then connected to the respective walls in a fire-proof, gas-tight and / or watertight manner.
- the first drive device, the second drive device, the third drive device and the fourth drive device are arranged between the first axis of rotation and the second axis of rotation.
- This arrangement is not arbitrary but provides advantages.
- the drive devices which are comparatively heavy, are thus arranged more centrally, which is better for the center of gravity and thus the stability of the watercraft.
- this makes it easier to arrange two different drive devices so that, for example, the faster rotating drive device has a shorter distance to the shaft and the different transmission characteristics can be implemented more easily in a transmission.
- This arrangement also makes it easier to guide a shaft past a drive space when the two drive spaces are arranged one behind the other in the longitudinal direction of the watercraft.
- first drive space and the second drive space are arranged one behind the other in the longitudinal direction of the watercraft.
- first drive device and the third drive device are arranged next to one another transversely to the longitudinal direction and the second drive device and the fourth drive device are also arranged next to one another transversely to the longitudinal direction.
- the longitudinal direction of a watercraft results from the design from bow to stern and thus runs in the primary direction of movement (which can of course be changed through the use of oars).
- transverse to the longitudinal direction is at right angles to the longitudinal direction and parallel to the horizontal, which corresponds to the surface of the water (without swell).
- horizontal is parallel to the horizontal, which corresponds to the water surface (without waves).
- Vertical is thus at right angles to the horizontal in the normal position.
- the first drive device is at a shorter distance from the first shaft than the third drive device.
- the second drive device has a shorter distance from the second shaft than the fourth drive device.
- the first drive device and the second drive device are constructed identically and the third drive device and the fourth drive device are constructed identically. This achieves a symmetrical structure with symmetrical weight distribution and symmetrical distribution of forces when the drive devices are running.
- the identical construction reduces complexity, simplifies procurement and reduces the number of different spare parts. Up to now it has often been customary to use similar, but only mirror-symmetrical drive devices (counter-rotating drive devices), which simplifies the structure, but makes procurement and spare parts storage more complex.
- the first drive device and the second drive device are faster-running drive devices than the third drive device and the fourth drive device.
- the first drive device and the second drive device have a shorter distance from the shaft, this is advantageous.
- space remains in the transmission between the two adjacent drive devices, so that the slower running second drive device and fourth drive device can be translated to the higher number of revolutions of the first drive device and the second drive device.
- the first drive device, the second drive device, the third drive device and the fourth drive device are of identical construction.
- This embodiment has the result that procurement is simplified and the number of different spare parts is absolutely minimized. This is made possible by the fact that, due to the geometry in the two drive chambers, drive devices running in the same direction nevertheless drive shafts rotating in opposite directions, which is why different, namely counter-rotating drive devices have been used up to now.
- the first drive device and the third drive device are arranged next to one another in the same running direction and the second drive device and the fourth drive device are arranged next to one another in the same running direction, the running direction of the first drive device and the running direction of the second drive device being opposite.
- the four drive devices are particularly preferably arranged between the two transmissions, since in this way an operating medium supply, for example diesel or gas, and a discharge, for example for exhaust gas, can take place centrally between the four drive devices.
- the second shaft runs in a shaft tunnel through the first drive space.
- a shaft tunnel allows the second shaft to cross the first drive space, but is completely encapsulated in the shaft tunnel, so that the second shaft of one Damage event, for example a fire or water ingress in the first drive room, would not be affected.
- the watercraft has a fifth drive device and a six drive device.
- the drive device is arranged in the first drive space and the sixth drive device is arranged in the second drive space.
- the fifth drive device is connected to the first transmission and the six
- the drive devices are designed as electric motors.
- the watercraft has at least a first generator and a second generator, the first generator being arranged in the first drive space and the second generator being arranged in the second drive space.
- the first generator and the second generator are each a diesel generator.
- the drive devices are designed as electric motors.
- the watercraft has at least a first generator and a second generator.
- the first generator is arranged in a first generator room and the second generator is arranged in a second generator room.
- the first generator space is preferably electrically connected to the first drive space and the second drive space, and the second generator space is also electrically connected to the first drive space and the second drive space. This results in optimal redundancy, even if a generator room and a drive room fail.
- the watercraft has a third drive space and a fourth drive space. Furthermore, the watercraft has a third shaft and a fourth shaft as well as a third propeller and a fourth propeller, the third propeller being arranged on the third shaft and the fourth propeller being arranged on the first shaft.
- a third gear, which is connected to the third shaft, is arranged in the third drive space.
- a fourth gear, which is connected to the fourth shaft, is arranged in the fourth drive space.
- a fifth drive device and a seventh drive device are arranged in the drive space and are connected to the third transmission.
- a sixth drive device and an eighth drive device are arranged in the fourth drive space and are connected to the fourth transmission. This allows the redundancy to be increased further, even if a drive room fails, 75% drive power is available.
- FIG. 2 second exemplary watercraft
- FIG. 3 third exemplary watercraft
- FIG. 4 fourth exemplary watercraft
- FIG. 5 fifth exemplary watercraft
- a first exemplary watercraft 10 is shown in FIG. 1.
- the watercraft 10 has a first drive space 100 and a second drive space 110.
- a first drive device 20 and a third drive device 40 are located in the first drive space 100.
- the first drive device 20 and the third drive device 40 are connected to the first shaft 60 via a first gear 120 and thus drive the first propeller 80.
- a second drive device 30 and a fourth drive device 50 are located in the second drive space 110.
- the second drive device 30 and the fourth drive device 50 are connected to the second shaft 70 via a second gear 130 and thus drive the second propeller 90.
- first drive device 20, the second drive device 30, the third drive device 40 and the fourth drive device 50 are arranged between the first axis of rotation 62 of the first shaft 60 and the second axis of rotation 72 of the second shaft 70. Furthermore, they are arranged symmetrically about the longitudinal axis 12 of the watercraft 10, which results in a very good distribution of force and weight.
- the first drive device 20, the second Drive device 30, the third drive device 40 and the fourth drive device 50 are arranged between the first transmission 120 and the second transmission 130. This results in the fact that the direction of rotation of the first shaft and the second shaft are opposite when four identical drive devices are used, as a result of which an optimal drive for the watercraft 10 is achieved.
- the reversed installation of the second drive device 30 and the fourth drive device 50 with the same direction of rotation would result in a Generate rotation of the second shaft 70 counterclockwise.
- the type of installation alone means that different drive devices with opposite directions of rotation can be dispensed with, which simplifies procurement and maintenance.
- the second example shown in FIG. 2 deviates only minimally from the first example shown in FIG. 1. Only the first drive space 100 and the second drive space 110 are larger, as a result of which the second shaft 70 runs through the first drive space 100. In order to withdraw the shaft 70 from the influences from the first drive space 100 or to reduce influences from the first drive space 100 on the shaft 70, the shaft 70 is protected by a shaft tunnel 140 in the example shown in FIG. 2.
- FIG. 3 differs from the first example shown in FIG. 1 in that the first transmission 120 and the second transmission 130 are arranged in the middle, that is, between the drive devices 20, 30, 40, 50 is.
- the difference in the first example is small, with the first shaft 60 and the second shaft 70 becoming more comparable in length.
- the fourth example shown in FIG. 4 represents a variation of the third example with a shaft tunnel 140, corresponding to the difference between the first example and the second example.
- the fifth example shown in FIG. 5 differ in that the position of the first drive space 100 and the second drive space 110 as well as the ok
- the disadvantage here is that the first gear 120 is arranged in a straight extension of the first shaft 60 and the second gear 130 in a straight extension of the second shaft 70 and are not arranged at a 90 ° angle to one another in the first three examples.
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Gear Transmission (AREA)
- Auxiliary Devices For And Details Of Packaging Control (AREA)
- Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
BR112022017638A BR112022017638A2 (pt) | 2020-03-23 | 2021-03-10 | Embarcação com um sistema de acionamento redundante |
EP21712428.8A EP4126654A1 (de) | 2020-03-23 | 2021-03-10 | Wasserfahrzeug mit einem redundanten antriebssystem |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102020203672.1 | 2020-03-23 | ||
DE102020203672.1A DE102020203672B3 (de) | 2020-03-23 | 2020-03-23 | Wasserfahrzeug mit einem redundanten Antriebssystem |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2021190920A1 true WO2021190920A1 (de) | 2021-09-30 |
Family
ID=74884917
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2021/055994 WO2021190920A1 (de) | 2020-03-23 | 2021-03-10 | Wasserfahrzeug mit einem redundanten antriebssystem |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP4126654A1 (de) |
BR (1) | BR112022017638A2 (de) |
DE (1) | DE102020203672B3 (de) |
WO (1) | WO2021190920A1 (de) |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CH277527A (de) * | 1949-08-23 | 1951-08-31 | Sulzer Ag | Schiffsantriebsanlage. |
DE69020357T2 (de) * | 1989-10-11 | 1996-01-04 | Thornycroft Giles & Co Inc | Schnelles einrumpfboot mit hydrodynamischem auftrieb oder einrumpfhalbgleitboot. |
US20080009208A1 (en) | 2004-11-29 | 2008-01-10 | Wartsila Finland Oy | Propulsion System of Marine Vessel |
US20080207066A1 (en) * | 2007-02-27 | 2008-08-28 | Kiyoung Chung | Marine propulsion system and method of operating the same |
WO2014069417A1 (ja) * | 2012-11-01 | 2014-05-08 | ヤンマー株式会社 | 船舶用原動機装置及びこれを備えた船舶 |
KR20140072408A (ko) * | 2012-12-04 | 2014-06-13 | 대우조선해양 주식회사 | 로팍스 선박의 힐링탱크 배치구조 |
-
2020
- 2020-03-23 DE DE102020203672.1A patent/DE102020203672B3/de active Active
-
2021
- 2021-03-10 BR BR112022017638A patent/BR112022017638A2/pt unknown
- 2021-03-10 WO PCT/EP2021/055994 patent/WO2021190920A1/de unknown
- 2021-03-10 EP EP21712428.8A patent/EP4126654A1/de active Pending
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CH277527A (de) * | 1949-08-23 | 1951-08-31 | Sulzer Ag | Schiffsantriebsanlage. |
DE69020357T2 (de) * | 1989-10-11 | 1996-01-04 | Thornycroft Giles & Co Inc | Schnelles einrumpfboot mit hydrodynamischem auftrieb oder einrumpfhalbgleitboot. |
US20080009208A1 (en) | 2004-11-29 | 2008-01-10 | Wartsila Finland Oy | Propulsion System of Marine Vessel |
US20080207066A1 (en) * | 2007-02-27 | 2008-08-28 | Kiyoung Chung | Marine propulsion system and method of operating the same |
WO2014069417A1 (ja) * | 2012-11-01 | 2014-05-08 | ヤンマー株式会社 | 船舶用原動機装置及びこれを備えた船舶 |
KR20140072408A (ko) * | 2012-12-04 | 2014-06-13 | 대우조선해양 주식회사 | 로팍스 선박의 힐링탱크 배치구조 |
Non-Patent Citations (2)
Title |
---|
MTU FRIEDRICHSHAFEN GMBH: "Marine Application, Part 1 - General", TECHNICAL PROJECT GUIDE, June 2003 (2003-06-01), pages 1,2,7 - 44,7-45 |
OGAR O.B.NITONYE, SJOHN-HOPE, I.: "Design Analysis and Optimal Matching of a Controllable Pitch Propeller to the Hull and Diesel Engine of a CODOG System", JOURNAL OF POWER AND ENERGY ENGINEERING, vol. 6, 2018, pages 53,55 |
Also Published As
Publication number | Publication date |
---|---|
EP4126654A1 (de) | 2023-02-08 |
DE102020203672B3 (de) | 2021-06-17 |
BR112022017638A2 (pt) | 2022-10-18 |
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