AU2008281689B2 - Power unit for a ship - Google Patents

Power unit for a ship Download PDF

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Publication number
AU2008281689B2
AU2008281689B2 AU2008281689A AU2008281689A AU2008281689B2 AU 2008281689 B2 AU2008281689 B2 AU 2008281689B2 AU 2008281689 A AU2008281689 A AU 2008281689A AU 2008281689 A AU2008281689 A AU 2008281689A AU 2008281689 B2 AU2008281689 B2 AU 2008281689B2
Authority
AU
Australia
Prior art keywords
power unit
coupled
ship
secondary power
output shaft
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
AU2008281689A
Other versions
AU2008281689A1 (en
Inventor
Lionel Jodet
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Naval Group SA
Original Assignee
DCNS SA
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 DCNS SA filed Critical DCNS SA
Publication of AU2008281689A1 publication Critical patent/AU2008281689A1/en
Application granted granted Critical
Publication of AU2008281689B2 publication Critical patent/AU2008281689B2/en
Ceased legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • 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
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • 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
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
    • 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
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B63H2023/0291—Trolling gears, i.e. mechanical power transmissions comprising controlled slip clutches, e.g. for low speed propulsion
    • 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
    • B63H23/06—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from a single propulsion power unit
    • B63H2023/062—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from a single propulsion power unit comprising means for simultaneously driving two or more main transmitting elements, e.g. drive shafts
    • 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
    • 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
    • B63H2023/346—Propeller shafts; Paddle-wheel shafts; Attachment of propellers on shafts comprising hollow shaft members
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
    • Y02T70/5236—Renewable or hybrid-electric solutions

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Motor Or Generator Frames (AREA)
  • Gear Transmission (AREA)

Abstract

The invention relates to a power unit (3) for driving at least one line of shafts of a propulsion line of a ship, of the type comprising a main power unit (7), at least one secondary power unit (10) and at least one output shaft (9) coupled to the main power unit (7) and to a secondary power unit (10). The main power unit (7) and a secondary power unit (10) which are coupled to an output shaft (9) are coupled in parallel, the main power unit being coupled via a disengageable coupling means (12) and the secondary power unit being coupled via an elastic coupling means (12). Application to a ship.

Description

1 Power unit for driving a line of shafts of a propulsion line of a ship, of the type comprising a main power unit, at least one secondary power unit and at least one output shaft 5 The present invention relates to a power unit for driving at least one line of shafts of a propulsion line of a ship, and in particular a military ship of the multiple mission type. Multiple-mission military ships such as multiple-mission frigates are ships which are intended to carry out, on the one hand, missions such as anti-ship combat or ground 10 operations and, on the other hand, missions of the anti-submarine combat type. For these two types of mission, such ships require propulsion means which have very different characteristics. For the first missions, the ship requires very powerful propulsion means which allow it to reach high speeds but for which the requirements involving acoustic discretion are not fundamental. However, for the second types of mission, the ship 15 requires far less powerful propulsion power levels since the speeds at which the anti submarine combat missions are carried out are substantially lower than the speeds at which the anti-ship combat missions are carried out; in addition, such missions require significant acoustic discretion. 20 In order to propel such multiple-mission ships, it has been proposed to use hybrid power units for driving the lines of shafts of the propulsion line of the ship, constituted by a powerful heat engine in order to provide high-speed propulsion, coupled to one or more less powerful electric motors which ensure propulsion at lower speed with very good acoustic discretion. In particular, hybrid power units have been proposed in which the 25 electric motors are arranged at the shaft end upstream of the heat engine. This arrangement has the disadvantage of substantially increasing the size of the power unit and therefore reducing the space available in the ship for carrying out its other operational missions. This arrangement also has the disadvantage of not allowing the electric motor to be decoupled from the heat engine whilst retaining the propulsion capacity of the electric 30 motor. The result is in particular that, if it is desirable for the ship to be provided with a power unit which has some degree of impact resistance, it is necessary to provide a thermal power unit which is resistant to impacts, which may lead to substantial sizes for such a device. 35 In order to overcome these disadvantages, it has been proposed to arrange the electric motor downstream of the heat engine, with the line of shafts being inserted 2 between two couplings. However, this arrangement has a number of disadvantages. First of all, it leads to oversizing of the couplings of the electric motor which must be capable of withstanding not only the power of the electric motor, but also that of the heat engine which is much more significant. Then, the impact resistance of the propulsion line can be 5 obtained only by providing pieces of equipment which are all capable of impact resistance. The impact resistance could be obtained by providing resilient couplings and by mounting the electric motor on resilient supports, but this arrangement would lead to unacceptable occurrences of instability in terms of vibration. 10 The term hybrid power unit is intended to refer to a power unit which comprises a main power unit and at least one secondary power unit which is coupled to the main power unit, the main power unit using energy which may be different from the energy used by the secondary power unit(s). 15 The term "power unit" with no further qualification is intended to refer to a hybrid power unit. An object of the present invention is to overcome these disadvantages by providing a hybrid power unit for driving at least one line of shafts of a propulsion line of a 20 ship, which unit is small and whose electric propulsion component is resistant to impacts without it being necessary to use motors specially designed for this purpose. To this end, the invention relates to a hybrid power unit for driving at least one line of shafts of a propulsion line of a ship, of the type comprising a main power unit, at least 25 one secondary power unit and at least one output shaft which is coupled to the main engine and to a secondary power unit. The main power unit and a secondary power unit coupled to an output shaft are coupled in parallel, the main power unit being coupled by means of a disengagable coupling means and the secondary power unit being coupled by means of a resilient coupling means. 30 Preferably, the secondary power unit comprises a drive shaft comprising an axial hole having an internal diameter which is greater than the external diameter of the output shaft, the output shaft is coaxial with the drive shaft and extends inside the hole of the drive shaft, and the resilient coupling means of the secondary power unit and the output 35 shaft is mounted at one of the ends of the drive shaft of the secondary power unit.
3 Preferably, the secondary power unit is mounted on a resilient suspension device and the internal diameter of the axial hole of the drive shaft of the secondary power unit is suitable for leaving between the output shaft and the drive shaft a clearance which is greater than or equal to the clearance of the suspension device. 5 The secondary power unit comprises, for example, at least one electric motor and the drive shaft of the secondary power unit constitutes the axis of rotation of the electric motor. 10 Preferably, the disengagable coupling of the main power unit to the output shaft is arranged between the main power unit and the resilient coupling of the secondary power unit and the output shaft. The power unit may comprise two output shafts which are coupled in parallel to the 15 main power unit and which are each coupled to a secondary power unit. The invention also relates to a ship, in particular a ship for military use, provided with a power unit according to the invention. 20 The invention will now be described in a more detailed but non-limiting manner, with reference to the appended Figures, in which: - Figure 1 is a schematic section of a profile of a ship provided with a propulsion line which is driven by a hybrid power unit; - Figure 2 is a schematic plan view of the propulsion line of Figure 1; 25 - Figure 3 is a sectioned view of the assembly of the electric motor of a hybrid power unit which is provided for driving a line of shafts of a propulsion line of a ship. The ship which is generally designated 1 in Figure 1 is provided with a propulsion line which is generally designated 2 and which is constituted by a hybrid power unit 3 30 which drives a shaft line 4 which carries a propeller 5 and which is supported by a stop 6 which serves to transmit the thrust of the propeller 5 to the structure of the ship. In Figure 1, only one shaft line can be seen. However, as illustrated in Figure 2, the hybrid power unit 3 generally comprises a main power unit which is constituted by a powerful heat engine 7 which drives a step-down gear 8 which in turn drives two separate shaft lines 4 35 and 4' by means of two assemblies which comprise two secondary power units which are constituted by two separate electric motors 10 and 10'. On this propulsion line of the ship, 4 the heat engine 7 is a high-power motor which allows, for example, a frigate to reach a speed in the order of 27 knots, whilst the two electric motors 10 and 10' are motors with much less power which simply allow the frigate to navigate at speeds in the order of 16 knots. However, these electric motors which are less powerful than the heat engine have 5 the advantage of being much more silent. The hybrid power unit 3 as described above therefore comprises a main power unit 7 and two secondary power units 10 and 10'. This hybrid power unit comprises two output shafts 9 and 9' which are each coupled on the one hand to the main power unit 7 10 by means of the step-down gear 8 and to a secondary power unit 10 and, on the other hand, to a shaft line 4 or 4' for carrying a propeller. Since the two secondary power units and their couplings to the main power unit and to the propeller-carrying shafts are identical, only one of these assemblies will be described. 15 As can be seen in Figures 1 and 2, the main power unit 7 comprises a drive shaft 7A which is coupled to the step-down gear 8 which comprises two output drive shafts 8A and 8'A. As can be seen in Figure 3, the output drive shaft 8A of the step-down gear 8 is coupled to an output shaft 9 which is itself coupled via a coupling 90 to the shaft line 4. The secondary power unit is constituted by the electric motor 10 which is constituted by a 20 stator 100 and a rotor 101. The stator 100 rests via resilient supports 11 on the structure 110 of the ship. These resilient supports 11 are resilient supports having a large clearance which are capable of absorbing the effects of violent impacts on the ship or the shaft line of the ship. The rotor 101 of the electric motor is carried by a hollow drive shaft 102 which comprises an axial hole 103 having a diameter which is sufficiently large for the output 25 shaft 9 of the hybrid power unit to pass through. The hole 103 of the drive shaft 102 of the rotor of the electric motor is sized so as to be able to support relative movements of the output shaft 9 relative to the motor which may result from the effects of a violent impact on the ship. The hollow shaft 102 of the rotor of the electric motor is coupled at one of the ends thereof to the output shaft 9 of the hybrid power unit by means of a resilient coupling 30 12 and the output drive shaft 8A of the step-down gear 8 is coupled to the output shaft 9 via a disengagable means 12A. With this arrangement, the secondary power unit 10 is arranged downstream of the main power unit between the step-down gear 8 and the stop 6 for absorbing the thrust 35 of the propeller, in such a manner that it does not increase the size of the propulsion line of the ship. In this arrangement, it is not necessary to lengthen the shaft line in order to be 5 able to place the secondary power unit therein. Furthermore, in this arrangement, in which the secondary power unit is coupled in parallel to the main power unit, the resilient connection 12 of the secondary power unit 10 to the output shaft 9 does not need to be sized to be able to absorb all the power of the main power unit. This connection can be 5 sized simply to be capable of absorbing the power of the secondary power unit. Furthermore, in this arrangement, since the secondary power unit is coupled in a resilient manner, on the one hand, to the structure of the ship and, on the other hand, to the shaft line, the secondary power unit does not need to be specifically sized to be able to withstand a violent impact on the ship. The effects of a violent impact on the ship are 10 absorbed by the resilient connections of the secondary power unit on the one hand with respect to the structure of the ship and on the other hand to the shaft line. If, following an impact, the main power unit has been damaged, the secondary power unit can further be decoupled from the main power unit and continue to drive the shaft line and thus provide emergency propulsion for the ship. Finally, with the parallel mounting of the secondary 15 power unit with the main power unit, the resilient connection between the secondary power unit and the output shaft does not interfere with the operation of the main power unit so that the system has satisfactory behaviour in terms of vibrations. In particular, this assembly prevents the occurrence of problems of resonance between the main power unit and the secondary power unit. 20 This assembly as described above has the advantage of allowing the use, as a secondary power unit, of conventional electric motors which differ simply from the electric motors used for other applications in that the diameter of the central shaft has been increased and this shaft comprises a hole of adequate size. 25 In the embodiment which is described above and which is a preferred embodiment, the output shaft and the secondary power unit are coaxial which has the advantage of substantially reducing the size of the assembly. However, a person skilled in the art will appreciate that other assemblies are possible. In particular, the secondary power unit can 30 be arranged at the side of the output shaft 9 and coupled to this output shaft by a resilient device, for example, of the type comprising belts and pulleys.

Claims (8)

1. Power unit for driving at least one line of shafts of a propulsion line of a ship, of the type having a main power unit, at least one secondary power unit and at 5 least one output shaft which is coupled to the main power unit and to a secondary power unit, wherein the main power unit and a secondary power unit coupled to an output shaft are coupled in parallel, the main power unit being coupled by means of a disengagable coupling means and the secondary power unit being coupled by means of a resilient coupling means. 10
2. Power unit according to claim 1, wherein the secondary power unit includes a drive shaft having an axial hole having an internal diameter which is greater than the external diameter of the output shaft, in that the output shaft is coaxial with the drive shaft and extends inside the hole of the drive shaft, and in that the resilient 15 coupling means of the secondary power unit and the output shaft is mounted at one of the ends of the drive shaft of the secondary power unit.
3. Power unit according to claim 1 or claim 2, wherein the secondary power unit is mounted on a resilient suspension device and in that the internal diameter of 20 the axial hole of the drive shaft of the secondary power unit is suitable for leaving between the output shaft and the drive shaft a clearance which is greater than or equal to the clearance of the suspension device.
4. Power unit according to any one of claims I to 3, wherein the secondary 25 power unit includes at least one electric motor and in that the drive shaft of the secondary power unit constitutes the axis of rotation of the electric motor.
5. Power unit according to any one of claims 1 to 4, wherein the disengagable coupling of the main power unit to the output shaft is arranged between the main 30 power unit and the resilient coupling of the secondary power unit and the output shaft. 03/07/12.dh-18460 - claims - cdm,6 -7
6. Power unit according to any one of claims I to 5, wherein it has two output shafts which are coupled in parallel to the main power unit and which are each coupled to a secondary power unit. 5
7. A ship which is provided with a power unit according to any one of claims 1 to 6.
8. A ship according to claim 7, wherein it is for military use. 03/07/12,dh-18460 - claims - cdm.7
AU2008281689A 2007-07-26 2008-07-23 Power unit for a ship Ceased AU2008281689B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR0756748 2007-07-26
FR0756748A FR2919266B1 (en) 2007-07-26 2007-07-26 ENGINE GROUP FOR DRIVING A LINE OF TREES FROM A PROPULSION LINE OF A SHIP, OF THE TYPE COMPRISING A MAIN ENGINE GROUP, AT LEAST ONE SECONDARY ENGINE GROUP AND AT LEAST ONE D-TREE.
PCT/FR2008/051381 WO2009016313A2 (en) 2007-07-26 2008-07-23 Power unit for a ship

Publications (2)

Publication Number Publication Date
AU2008281689A1 AU2008281689A1 (en) 2009-02-05
AU2008281689B2 true AU2008281689B2 (en) 2012-11-15

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ID=39204780

Family Applications (1)

Application Number Title Priority Date Filing Date
AU2008281689A Ceased AU2008281689B2 (en) 2007-07-26 2008-07-23 Power unit for a ship

Country Status (8)

Country Link
EP (1) EP2170695B1 (en)
KR (1) KR101429562B1 (en)
AU (1) AU2008281689B2 (en)
BR (1) BRPI0814325B1 (en)
CA (1) CA2694204C (en)
ES (1) ES2397491T3 (en)
FR (1) FR2919266B1 (en)
WO (1) WO2009016313A2 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITMI20091257A1 (en) * 2009-07-15 2011-01-16 R T N Srl AUXILIARY HYBRID PROPULSION SYSTEM, IN PARTICULAR FOR BOATS
FR3013321B1 (en) * 2013-11-20 2016-01-08 Dcns POWER TRANSFER SYSTEM BETWEEN THREE POWER COMPONENTS
EP2960148B1 (en) * 2014-06-24 2016-08-17 GE Energy Power Conversion Technology Ltd Concentric drive shafts
FR3085029B1 (en) * 2018-08-17 2020-11-27 Naval Group PROPULSION MODULE OF A NAVAL VESSEL
IT202100016952A1 (en) * 2021-06-29 2022-12-29 Gerrisboats S R L Command system of a boat

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5616056A (en) * 1994-09-13 1997-04-01 Blohm + Voss Gmbh Auxiliary propulsion system for seagoing ships

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5616056A (en) * 1994-09-13 1997-04-01 Blohm + Voss Gmbh Auxiliary propulsion system for seagoing ships

Also Published As

Publication number Publication date
KR20100052478A (en) 2010-05-19
AU2008281689A1 (en) 2009-02-05
KR101429562B1 (en) 2014-08-12
WO2009016313A2 (en) 2009-02-05
EP2170695A2 (en) 2010-04-07
CA2694204C (en) 2015-01-20
BRPI0814325B1 (en) 2019-07-02
FR2919266B1 (en) 2009-11-06
WO2009016313A3 (en) 2009-04-30
EP2170695B1 (en) 2012-10-17
ES2397491T3 (en) 2013-03-07
FR2919266A1 (en) 2009-01-30
CA2694204A1 (en) 2009-02-05
BRPI0814325A2 (en) 2015-01-20

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MK14 Patent ceased section 143(a) (annual fees not paid) or expired