DK161629B - naval propulsion - Google Patents

naval propulsion Download PDF

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Publication number
DK161629B
DK161629B DK311686A DK311686A DK161629B DK 161629 B DK161629 B DK 161629B DK 311686 A DK311686 A DK 311686A DK 311686 A DK311686 A DK 311686A DK 161629 B DK161629 B DK 161629B
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DK
Denmark
Prior art keywords
propulsion
generator
power
engine
diesel engine
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Application number
DK311686A
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Danish (da)
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DK161629C (en
DK311686A (en
DK311686D0 (en
Inventor
Heinrich Schmid
Original Assignee
Sulzer Ag
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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
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

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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)
  • Control Of Eletrric Generators (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Preparation Of Compounds By Using Micro-Organisms (AREA)

Description

DK 161629 BDK 161629 B

iin

Opfindelsen vedrører et skibsfremdrivningssystem især til et passagerskib, ved hvilket fremdrivningssystem der findes 5 en drivaksel, som er forsynet med en indstillelig skrue, og som er direkte koblet til en langsomtgående to-takt dieselmotor som drivmaskine, hvorved der findes mindst to hjælpedieselmotorer, som hver driver en generator.The invention relates to a ship propulsion system, in particular, to a passenger ship, in which propulsion system is provided a drive shaft provided with an adjustable screw, which is directly coupled to a slow-moving two-stroke diesel engine as a drive, whereby there are at least two auxiliary diesel engines, each of which operates a generator.

10 Til passagerskibe, især krydstogtsskibe ligger den krævede tophastighed væsentlig over den maksimalt nødvendige rejsehastighed. Denne tophastighed tages kun i anvendelse i undtagelsestilfælde, fremdrivningssystemerne skal dog være dimensioneret til tophastighed, hvad der har en overdimen-15 sionering og dermed en relativ dårlig udnyttelse af den installerede motoreffekt til følge.10 For passenger ships, especially cruise ships, the required top speed is substantially above the maximum required speed of travel. This top speed is only used in exceptional cases, however, the propulsion systems must be designed for top speed, which results in an over-dimensioning and thus a relatively poor utilization of the installed engine power.

På den anden side stilles der af sikkerhedsgrunde betydelig mere motoreffekt til rådighed til frembringelse af den kræ-20 vede elektriske energi end nødvendigt, hvorved den dertil nødvendige motorydelse udelukkende frembringes af mellemhurtigt eller hurtigtgående hjælpemotorer. Det installerede effektoverskud kan derfor andrage f.eks. 30-40%.On the other hand, for safety reasons, significantly more engine power is provided to generate the required electrical energy than necessary, thereby providing the required engine power solely by intermediate or high speed auxiliary motors. The installed surplus can therefore amount to e.g. 30-40%.

25 Opgaven for opfindelsen er at forbedre udnyttelsen af den på skibet i form af dieselmotorer installerede samlede effekt. Denne opgave løses med den foreliggende opfindelse derved, at der mellem det elektriske net ombord og hver fremdrivningsdieselmotor findes en elektrisk motor/genera-30 tor, som optager effekt fra nettet ombord og gennem frem-drivningsdieselmotorens krumtapaksel giver denne videre til drivakslen eller afgiver den overskydende fremdrivningsef-fekt til nettet ombord.The object of the invention is to improve the utilization of the overall power installed on the ship in the form of diesel engines. This object is solved by the present invention in that between the electric grid onboard and each propulsion diesel engine there is an electric motor / generator which absorbs power from the grid on board and passes it through the crankshaft of the propulsion diesel engine to the drive shaft or delivers the excess propulsion effect to the grid aboard.

35 På denne måde kan fremdrivningsmotoren eller - motorerne35 In this way, the propulsion engine or motors can

2 DK 161629 B2 DK 161629 B

dimensioneres således, at den - under hensyntagen til en sikkerhedsmargin - ved f.eks. 90% af sin maksimaleffekt frembringer den ved den mest benyttede rejsehastighed nødvendige effekt, altså en grundbelastning for fremdrivnings-5 effekten, medens højere skibshastigheder henholdsvis frem-drivningseffekter tages fra den fortrinsvis i serie med drivakslen og fremdrivningsmotoren anbragte motor/generator fra den overskydende effektreserve i det elektriske net ombord.is designed so that, taking into account a safety margin, 90% of its maximum power produces the power needed at the most used travel speed, ie a basic load for the propulsion power, while higher ship speeds or propulsion effects are taken from the preferably in series with the drive shaft and the propulsion motor from the excess power reserve. the electrical grid on board.

1010

Til det oftest anvendte hastighedsområde står der således med den direkte koblede to-takt dieselmotor et fremdriv-ningssystem til rådighed, som udmærker sig ved et ringe brændstofforbrug, lavere vedligeholdelsesomkostninger og 15 ved bortfald af transmissionstab.Thus, with the direct coupled two-stroke diesel engine, a propulsion system is available, which is distinguished by low fuel consumption, lower maintenance costs and the loss of transmission losses.

Ved anvendelse af en synkron-maskine som motor/generator er det formålstjenligt, efter at synkronomdrejningstallet er nået, udelukkende at bevirke effektforøgelser til fremdriv-20 ningseffekten ved hjælp af ændring af stigningen på den indstillelige skrues blade.When using a synchronous machine as motor / generator, it is expedient, after the synchronous speed has been reached, to effect only power increases to the propulsion power by changing the pitch of the adjustable screw blades.

Den kan være formålstjenligt ved et bestemt effektoverskud på grund af ringe skibshastighed at forhøje omdrejningstal-25 let til synkron-omdrejningstallet for motor/generatoren u-den at øge effekten, der står til rådighed for fremdriv-ning, ved at stigningen på den indstillelige skrues blade ændres. Det ved synkronomdrejningstallet frembragte effektoverskud bliver da af motor/generatoren omsat til elektrisk 30 energi og stillet til rådighed for nettet ombord. Genera-tor/dieselmotorernes effekt kan da reduceres. Derved kan der frembringes elektrisk energi med den økonomiske to-takt dieselmotor.It may be useful for a certain power surplus due to low ship speed to increase the rpm to the synchronous rpm of the motor / generator without increasing the power available for propulsion by increasing the adjustable screw. leaves change. The power surplus produced at the synchronous speed is then converted by the motor / generator to electrical energy and made available to the grid on board. The power of the generator / diesel engines can then be reduced. This allows electric energy to be generated with the economical two-stroke diesel engine.

35 Til dette formål er det muligt at koble en langsomtgående35 For this purpose it is possible to connect a slow-moving one

DK 161629 BDK 161629 B

3 motor/generator direkte på fremdrivningsmotorens krumtapaksel. Hvis dimensionerne på de dertil nødvendige elektriske maskiner bliver for omfangsrige, så kan der i stedet for være indbygget et udvekslingsgear mellem fremdrivningsmotor 5 og motor/generator. Der skal så findes en elastisk skiftekobling mellem gear og fremdrivningsmotor.3 motor / generator directly on the crankshaft of the propulsion motor. If the dimensions of the necessary electrical machines become too bulky, then an interchange gear may be built in between the propulsion motor 5 and the motor / generator. Then there must be an elastic shift between gears and propulsion engines.

I det følgende forklares opfindelsen nærmere ved hjælp af et udførelseseksempel.In the following, the invention is explained in more detail by way of an embodiment.

1010

Fig. 1 er en skematisk afbildning af det nye fremdriv-ningssystem; fig. 2 gengiver som udsnit en variant af fig. 1, og 15 fig. 3 er en diagramagtig fremstilling ved hvilken den nødvendige fremdrivningseffekt er opført som ordinat og skibshastighed Vg som abscisse til venstre og fremdrivningsmotorens krumtapaksels om-20 drejningstal som abscisse til højre.FIG. 1 is a schematic representation of the new propulsion system; FIG. 2 is a sectional view of a variant of FIG. 1, and FIG. 3 is a diagram-like representation in which the required propulsion power is recorded as ordinate and ship speed Vg as abscissa on the left and the crankshaft rotational speed as abscissa on the right.

Det i fig. 1 viste fremdrivningssystem har to drivaksler 1, på hvis ender der hver er anbragt en indstillelig skrue 2. Drivakslerne 1 er forbundet direkte med hver en fremdriv-25 ningsdieselmotor 3 af typen langsomtgående to-takts motor, naturligvis kan i stedet for to drivaksler 1 også findes en eller flere.The FIG. 1, the propulsion system 1 has two drive shafts 1, at each end of which an adjustable screw 2 is mounted. one or more.

Til forsyning af det elektriske net ombord, som er symbolsk 30 vist ved en samleskinne 4, findes der fire eller flere generatorer 5. Hver af disse generatorer 5 drives af sin egen hjælpemotor 6, som er en mellemhurtigt- eller hurtigtgående fire-takts motor. Den med disse motorer installerede effekt er så stor, at behovet for elektrisk energi kan dækkes fle-35 re gange, f.eks. 1,25-1,5 gange.To supply the on-board electrical grid symbolically shown by a busbar 4, there are four or more generators 5. Each of these generators 5 is powered by its own auxiliary motor 6, which is a medium-speed or high-speed four-stroke motor. The power installed with these motors is so great that the need for electrical energy can be met several times, e.g. 1.25-1.5 times.

1.First

44

DK 161629 BDK 161629 B

Ifølge opfindelsen er der til nettet 4 ombord tilsluttet to motor/generatorer 7, som i fig. 1 er tilsluttet gennem et udvekslingsgear 8 - og i fig. 2 direkte - til fremdriv-5 ningsdieselmotorens 3 krumtapaksel 9, hvorved en elastisk skiftekobling 10 i fig. 1 muliggør en mekanisk adskillelse af motor/generatorerne 7 fra krumtapakslen. Som allerede beskrevet er fremdrivningsmotorerne 3 dimensioneret således, at de med 90% af deres maksimale effekt sikrer over-10 holdelse af den maksimalt krævede rejsehastighed.According to the invention there are connected to the grid 4 on board two motor / generators 7, as in fig. 1 is connected through an exchange gear 8 - and in FIG. 2 directly - to the crankshaft 9 of the propulsion diesel engine 3, whereby an elastic shift coupling 10 in FIG. 1 allows mechanical separation of the motor / generators 7 from the crankshaft. As already described, the propulsion engines 3 are dimensioned such that with 90% of their maximum power they ensure compliance with the maximum required travel speed.

Denne effekt svarer til punktet 11 i det venstre diagram i fig. 3. Således dækkes området A af skibshastigheder alene af fremdrivningsmotorerne, hvorved f.eks. effekttilpasnin-15 ger med fordel opnås ved omdrejningstalsændringer.This effect corresponds to point 11 in the left diagram of FIG. 3. Thus, area A is covered by ship speeds only by the propulsion engines, whereby e.g. power adjustments are advantageously obtained by rpm changes.

Effektbehovet mellem punkterne 11 og 12 i venstre del af fig. 3 til hastighedsområdet B kan ikke mere dækkes alene af fremdrivningsmotorerne. Ifølge opfindelsen tilkobles i 20 dette område yderligere motor/generatorerne 7 som motorer på krumtapakslen 9.The power requirement between points 11 and 12 in the left part of FIG. 3 to the speed range B can no longer be covered by the propulsion engines alone. According to the invention, in this region, the motor (s) 7 are further connected as motors on the crankshaft 9.

Som det fremgår af den højre del af fig. 3 er fremdriv-ningseffekten i punkt 11 bundet til et omdrejningstal på 25 krumtapakslen (punkt 13), som stemmer overens med motor/generatorens 7 synkronomdrejningstal ns (fig. 2) henholdsvis korresponderer med denne (fig. 1).As can be seen from the right part of FIG. 3, the propulsion power in point 11 is tied to a rpm of the crankshaft (point 13) which corresponds to the synchronous rotational speed ns of the motor / generator 7 (fig. 2) and corresponds thereto (fig. 1).

Den i for sig konventionelle omdrejningstalsregulering for 30 fremdrivningsmotorerne er nu udformet således, at dette synkronomdrejningstal også ved yderligere effektforøgelse holdes konstant, og der tages højde for en yderligere effektforøgelse ved ændring af den indstillelige skrue blades stigning. På denne måde nås i punkt 14 den til den for den 35 maksimale skibshastighed 12 nødvendige effekt, hvorved ef- 5The inherently conventional speed control for the propulsion engines is now designed so that this synchronous speed is also kept constant with further power gain, and further power gain is taken into account when changing the pitch of the adjustable screw blade. In this way, in point 14, the power required for the maximum ship speed 12 is reached, whereby

DK 161629 BDK 161629 B

fektbehovet C frembringes af de elektriske motor,/generato-rer 7 henholdsvis af nettet ombord.the power demand C is generated by the electric motor / generators 7 and by the grid on board, respectively.

Som allerede omtalt kan man ved væsentlige forskelle i 5 virkningsgrad mellem de anvendte to-takts og fire-takts motorer 3 henholdsvis 6 ved lave skibshastigheder, f.eks. i punkt 15 henholdsvis 16 på diagrammerne i fig. 3, gå over fra den omdrejningstalsafhængige effektregulering til skruebladsreguleringen og samtidig forøge omdrejningstallet 10 fra værdien nx til værdien ns. Den fra fremdrivningsmoto-rerne :3 dermed for hånden værende effektreserve i området D indfødes da af motor/generatorerne 7 som elektrisk energi i nettet 4 ombord.As already mentioned, significant differences in efficiency of 5 can be used between the two-stroke and four-stroke engines 3 and 6, respectively, at low ship speeds, e.g. in points 15 and 16 respectively of the diagrams in fig. 3, switch from the speed dependent power control to the screw blade control and at the same time increase the speed 10 from the value nx to the value ns. The power reserve of the propulsion engines: 3 thus in hand in the area D is then fed by the motor / generators 7 as electrical energy in the grid 4 on board.

Claims (6)

1. Skibsfremdrivningssystem især til et passagerskib ved hvilket fremdrivningssystem der findes mindst en drivaksel 5 (1), som er forsynet med en indstillelig skrue (2) og som er direkte koblet til en langsomtgående to-takts dieselmotor (3) som fremdrivningsmaskine, hvorved der til frembringelse af den elektriske energi findes mindst to hjælpedie- i selmotorer (6), som hver driver en generator (5), k e n -10 detegnet ved, at der mellem det elektriske net (4) ombord og hver fremdrivningsdieselmotor (3) findes en elektrisk motor/generator (7), som tager effekt fra nettet (4) ombord og gennem fremdrivningsdieselmotorens (3) krumtapaksel (9) giver denne videre til drivakslen (1), eller 15 afgiver den overskydende fremdrivningseffekt til nettet (4) ombord.A ship propulsion system, in particular, for a passenger ship in which propulsion system is provided with at least one drive shaft 5 (1), which is provided with an adjustable screw (2) and which is directly coupled to a slow-moving two-stroke diesel engine (3) as a propulsion engine, for generating the electrical energy, there are at least two auxiliary parts in seal motors (6), each of which operates a generator (5), characterized by the fact that between the electric grid (4) on board and each propulsion diesel engine (3) there is a electric motor / generator (7) which takes power from the grid (4) on board and passes through the crankshaft (9) of the propulsion diesel engine (3) to the drive shaft (1), or delivers the excess propulsion power to the grid (4) on board. 2. Fremdrivningssystem ifølge krav 1, kendetegnet ved, at der mellem fremdrivningsdieselmotoren (3) og 20 motor/generatoren (7) findes et udvekslingsgear (8).Propulsion system according to claim 1, characterized in that there exists an interchange gear (8) between the propulsion diesel engine (3) and the engine / generator (7). 3. Fremdrivningssystem ifølge krav 2, kendetegnet ved, at der mellem fremdrivningsdieselmotoren (3) og motor/generatoren (7) findes en skiftekobling (10). 25Propulsion system according to claim 2, characterized in that a shift clutch (10) exists between the propulsion diesel engine (3) and the engine / generator (7). 25 4. Fremdrivningssystem ifølge krav 1, kendetegnet ved, at motor/generatoren (7) og fremdrivningsdieselmotoren (3) er anbragt i serie i forhold til den tilhørende drivaksel (1). 30Propulsion system according to claim 1, characterized in that the engine / generator (7) and propulsion diesel engine (3) are arranged in series with respect to the associated drive shaft (1). 30 5. Fremdrivningssystem ifølge nogen af kravene 1-4, kendetegnet ved, at motor/generatoren (7) er en synkron-maskine.Propulsion system according to any one of claims 1-4, characterized in that the motor / generator (7) is a synchronous machine. 6. Fremdrivningssystem ifølge et af kravene 1-5, k e n - DK 161629 B detegnet ved, at efter opnåelse af motor/generato-rens (7) synkron-omdrejningstal (ns) sker effektændring ved hjælp af en omstilling af den indstillelige skrues (2) blade.Propulsion system according to one of claims 1 to 5, characterized in that after obtaining the synchronous rpm (ns) of the motor / generator (7) power change takes place by means of an adjustment of the adjustable screw (2). ) leaves.
DK311686A 1985-09-03 1986-06-30 naval propulsion DK161629C (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH377885 1985-09-03
CH3778/85A CH667627A5 (en) 1985-09-03 1985-09-03 SHIP DRIVE.

Publications (4)

Publication Number Publication Date
DK311686D0 DK311686D0 (en) 1986-06-30
DK311686A DK311686A (en) 1987-03-04
DK161629B true DK161629B (en) 1991-07-29
DK161629C DK161629C (en) 1996-06-24

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EP (1) EP0217049B1 (en)
JP (1) JPS6255294A (en)
KR (1) KR940001623B1 (en)
CN (1) CN1005477B (en)
CA (1) CA1266205A (en)
CH (1) CH667627A5 (en)
DE (2) DE3531990A1 (en)
DK (1) DK161629C (en)
FI (1) FI86395C (en)
NO (1) NO863515L (en)

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Publication number Publication date
NO863515D0 (en) 1986-09-02
KR940001623B1 (en) 1994-02-28
DE3531990A1 (en) 1987-03-12
CN86104882A (en) 1987-03-04
CA1266205A (en) 1990-02-27
DE3661812D1 (en) 1989-02-23
EP0217049B1 (en) 1989-01-18
KR870002983A (en) 1987-04-14
FI86395C (en) 1992-08-25
FI86395B (en) 1992-05-15
EP0217049A3 (en) 1987-09-02
JPS6255294A (en) 1987-03-10
DK161629C (en) 1996-06-24
DK311686A (en) 1987-03-04
FI862905A0 (en) 1986-07-10
EP0217049A2 (en) 1987-04-08
CH667627A5 (en) 1988-10-31
FI862905A (en) 1987-03-04
NO863515L (en) 1987-03-04
CN1005477B (en) 1989-10-18
DK311686D0 (en) 1986-06-30

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