EP0140010B1 - Ship's propulsion plant - Google Patents

Ship's propulsion plant Download PDF

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Publication number
EP0140010B1
EP0140010B1 EP19840110247 EP84110247A EP0140010B1 EP 0140010 B1 EP0140010 B1 EP 0140010B1 EP 19840110247 EP19840110247 EP 19840110247 EP 84110247 A EP84110247 A EP 84110247A EP 0140010 B1 EP0140010 B1 EP 0140010B1
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EP
European Patent Office
Prior art keywords
coupling
propulsion unit
propeller shaft
accordance
propeller
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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.)
Expired
Application number
EP19840110247
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German (de)
French (fr)
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EP0140010A2 (en
EP0140010A3 (en
Inventor
Erwin Terörde
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Renk Tacke GmbH
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Renk Tacke GmbH
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Publication of EP0140010A2 publication Critical patent/EP0140010A2/en
Publication of EP0140010A3 publication Critical patent/EP0140010A3/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/30—Mounting of propulsion plant or unit, e.g. for anti-vibration purposes
    • B63H21/305—Mounting of propulsion plant or unit, e.g. for anti-vibration purposes with passive vibration damping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63J—AUXILIARIES ON VESSELS
    • B63J3/00—Driving of auxiliaries
    • B63J3/02—Driving of auxiliaries from propulsion power plant

Definitions

  • the invention relates to a ship propulsion system with a direct-acting main propulsion machine and a propeller-side ship auxiliary machine, for example an on-board generator for power generation, which can be driven by the main propulsion machine or by the propeller shaft via a transmission gear supported by its own foundation with a drive wheel designed as a ring gear (e.g. known from GB-A-2 076 350).
  • a ship propulsion system with a direct-acting main propulsion machine and a propeller-side ship auxiliary machine, for example an on-board generator for power generation, which can be driven by the main propulsion machine or by the propeller shaft via a transmission gear supported by its own foundation with a drive wheel designed as a ring gear (e.g. known from GB-A-2 076 350).
  • the propeller shaft of a ship not only transmits the desired torque from the engine to the propeller, but is also loaded by torsional vibrations and alternating torques and is subject to all types of displacement. Therefore, wave generators between the rotor and the stator must be designed with a considerable gap, which is at the expense of efficiency.
  • the above-mentioned interference factors lead to a considerable burden with the risk of damage to the tooth mesh and thus to operational safety.
  • the use of flexible couplings to compensate for interference does not always lead to the desired success.
  • FR-A 2 499 504 shows a ship propulsion system with a branch gear for driving an auxiliary machine.
  • a coupling with flexible elements to compensate for angular misalignments is provided to transmit the drive torque from the intermediate shaft to the hollow transmission shaft.
  • Such a clutch cannot keep propeller or engine vibrations away from the transmission.
  • a coupling with the torque-transmitting elastic elements can be found in DE-A 2 422 639, but the coupling itself is not suitable for ship propulsion systems according to the generic term mentioned in the introduction. The two coupling halves cannot be removed radially.
  • GB-A 2 046 350 shows a split clutch ring, but this clutch is not an elastic one, but only a movable one in the sense of being able to move.
  • the invention has for its object to provide a transmission gear for a marine propulsion system of the type mentioned in such a way that the torsional vibrations and alternating torques emanating from the main propulsion system and from the propeller are kept away from the transmission gear and its coupling elements can easily be adapted to different engine characteristics and operating behavior.
  • the invention for solving this problem is characterized by the features in the characterizing part of patent claim 1.
  • the design and arrangement of the transmission according to the invention offers two possibilities for the torque flow from the main drive machine via the transmission to the driven machine to be driven, either by taking the torque directly from the flywheel of the main drive machine or via a flange mounted on the propeller shaft.
  • the advantage is achieved that the torque does not go into the gearbox via the propeller shaft and propeller-side torsional vibrations are therefore not fully effective.
  • the second alternative allows the gearbox to be located further away from the engine if there is sufficient space.
  • the propeller shaft section passing through the gear ring gear can be connected to the adjacent propeller shaft section leading to the propeller via attachable connecting elements.
  • the main drive system is a diesel engine 1, the torque of which is passed into propeller shaft sections 2 and 3 in a propeller 4.
  • the propeller shaft bearing in the stern tube is designated by 5.
  • the other partially necessary shaft bearings within the hull are not shown for clarity.
  • a transmission gear 6 with its own foundation 7 is connected on the drive side to the propeller shaft flange 9 attached to the flywheel 8.
  • a connection coupling 10 connects the output side of the transmission 6 to a marine auxiliary machine, in the example shown an on-board generator 11.
  • the gear wheel of the first high-speed stage is designed as a ring gear 12 and surrounds the propeller shaft section 2. For reasons of assembly, its bore diameter is larger than the smallest propeller shaft flange, that is the flange 13 in the example shown.
  • the transmission 6 is connected via a coupling 14 to the propeller shaft flange 9 which is fastened directly to the flywheel 8 of the main drive machine.
  • the coupling consists of radially mountable parts, namely damping-elastic members 15, which are inserted between the coupling flanges 16 and 17.
  • the drive ring gear 12 is supported by bearings 18 in the gear housing, which is supported on the separate foundation 7 and thus independently of the foundation 19 of the main drive machine 1.
  • the torque required for the generator 11 is taken directly from the coupling flange 16 on the flywheel-side propeller shaft flange 9 and transmitted via the radially mountable, damping-elastic coupling members 15 while reducing the torsional vibrations and alternating torques as well as all shaft displacements to the second coupling flange 17 and from there to the drive ring gear of the transmission gear 6 .
  • the propeller shaft passing through the ring gear 12.
  • Len section 2 connected to the propeller shaft section 3 by means of attachable connecting elements.
  • Either a connecting flange 20 (upper half of the figure) pushed onto the shaft end or a conical sleeve with a pressure oil connection can serve as the connecting element. Due to the attached connecting elements, the bore of the internal gear wheel 12 can be kept smaller, since it only has to be larger than the largest propeller shaft diameter up to the area of the gear placement.
  • the torque from the main drive machine 1 was first passed into the propeller shaft 2 via the flywheel-side propeller shaft flange 9.
  • the torque for the working machine is removed from the propeller shaft via an attached flange 22 and passed into the transmission via the remaining coupling elements. This arrangement allows the gearbox to be located further away from the main machine on the propeller side.
  • the driven machine could be arranged in a correspondingly designed gear housing in different positions about the shaft axis pivoted below a range from 90 ° port to 90 ° starboard against the vertical.

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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)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)

Description

Die Erfindung betrifft eine Schiffsantriebsanlage mit einer direkt wirkenden Hauptantriebsmaschine und einer propellerseitig angeordneten Schiffshilfsmaschine, beispielsweise Bordgenerator zur Stromerzeugung, welche von der Hauptantriebsmaschine bzw. von der Propellerwelle über ein durch ein eigenes Fundament abgestütztes Übersetzungsgetriebe mit einem als Hohlrad ausgebildeten Antriebsrad antreibbar ist (z.B. bekannt aus GB-A-2 076 350).The invention relates to a ship propulsion system with a direct-acting main propulsion machine and a propeller-side ship auxiliary machine, for example an on-board generator for power generation, which can be driven by the main propulsion machine or by the propeller shaft via a transmission gear supported by its own foundation with a drive wheel designed as a ring gear (e.g. known from GB-A-2 076 350).

Zum Antneb von Hilfsmaschinen an Bord von Schiffen ist es bekannt, Energie von der Hauptantriebsanlage abzuzweigen. So werden beispielsweise Wellengeneratoren verwendet, deren Läufer unmittelbar auf einem Abschnitt der Propellerwelle angeordnet sind. Bei variablen Wellendrehzahlen sorgen entsprechende elektronische Schaltungen mit Thyristorbausteinen für eine konstante Bordnetzspannung und -frequenz. Nachteilig hierbei ist vor allem, daß bei den üblichen Wellendrehzahlen durch die notwendige große Anzahl von Polen ein Generator ganz erhebliche Ausmaße erreicht. Wellengeneratoren sind daher in vielen Fällen nicht einsetzbar.For the purpose of auxiliary machines on board ships, it is known to divert energy from the main propulsion system. For example, shaft generators are used, the rotors of which are arranged directly on a section of the propeller shaft. At variable shaft speeds, corresponding electronic circuits with thyristor modules ensure a constant electrical system voltage and frequency. The main disadvantage here is that at the usual shaft speeds, a generator reaches very considerable dimensions due to the large number of poles required. Wave generators can therefore not be used in many cases.

Eine andere Lösung bietet der Einsatz von Generatorgetrieben, die unmittelbar als Reitergetriebe auf der Propellerwelle angeordnet sind und kein eigenes Fundament erfordern. Solche Getriebe werden bis zu erheblichen Leistungsgrößen von etwa 3500 kW eingesetzt.Another solution is the use of generator gearboxes, which are arranged directly on the propeller shaft as rider gearboxes and do not require their own foundations. Such transmissions are used up to considerable power ratings of around 3500 kW.

Bei beiden genannten Lösungen ist zu beachten, daß die Propellerwelle eines Schiffes nicht nur das gewünschte Drehmoment von der Antriebsmaschine auf den Propeller überträgt, sondern von Drehschwingungen und Wechselmomenten belastet wird und Verlagerungen aller Art unterworfen ist. Deshalb müssen Wellengeneratoren zwischen dem Läufer und dem Stator mit einem erheblichen 'Spalt ausgeführt werden, was zu Lasten des Wirkungsgrades geht. Bei einem Getriebe zur Übersetzung der Drehzahlen von den Umdrehungen der Hauptantriebsmaschine zur anzutreibenden Hilfsmaschine führen die genannten Störfaktoren zu einer erheblichen Belastung mit der Gefahr von Schäden im Zahneingriff und damit für die Betriebssicherheit. Der Einsatz flexibler Kupplungen zur Kompensation der Störbelastungen führt nicht in jedem Fall zum gewünschten Erfolg. So zeigt beispielsweise die FR-A 2 499 504 eine Schiffsantriebsanlage mit einem Abzweiggetriebe zum Antrieb einer Hilfsmaschine. Zur Übertragung des Antriebsdrehmomentes von der Zwischenwelle auf die Getriebehohlwelle ist eine Kupplung mit flexiblen Elementen zum Ausgleich von Winkelverlagerungen vorgesehen. Propeller- oder Motorschwingungen können mit einer solchen Kupplung nicht vom Getriebe ferngehalten werden. Eine Kupplung mit das Drehmoment übertragenden elastischen Elementen ist zwar der DE-A 2 422 639 zu entnehmen, die Kupplung selbst ist jedoch für Schiffsantriebsanlage nach dem einleitend genannten Gattungsbegriff nicht geeignet. Die beiden Kupplungshälften können radial nicht entfernt werden. Der GB-A 2 046 350 kann zwar ein geteilter Kupplungsring entnommen werden, jedoch handelt es sich bei dieser Kupplung nicht um eine elastische, sondern nur um eine bewegliche Kupplung im Sinne einer Verlagerungsfähigkeit. Die erwähnten Drehschwingungen und Wechselmomente bei Schiffsantriebsanlagen können mit Kupplungen dieser Art nicht beherrscht werden, da sie lediglich gegenseitige Verlagerungen der miteinander zu kuppelnden Elemente ermöglichen. Die Folge davon ist, daß bei drehstarren Verbindungsgliedern die notwendige Dämpfung fehlt, was insbesondere bei Zündaussetzern zur Zerstörung sowohl der drehstarren Verbindungsglieder selbst als auch der Getriebe und Generatoren führen kann.In both of the solutions mentioned, it should be noted that the propeller shaft of a ship not only transmits the desired torque from the engine to the propeller, but is also loaded by torsional vibrations and alternating torques and is subject to all types of displacement. Therefore, wave generators between the rotor and the stator must be designed with a considerable gap, which is at the expense of efficiency. In the case of a gearbox for translating the speeds from the revolutions of the main drive machine to the auxiliary machine to be driven, the above-mentioned interference factors lead to a considerable burden with the risk of damage to the tooth mesh and thus to operational safety. The use of flexible couplings to compensate for interference does not always lead to the desired success. For example, FR-A 2 499 504 shows a ship propulsion system with a branch gear for driving an auxiliary machine. A coupling with flexible elements to compensate for angular misalignments is provided to transmit the drive torque from the intermediate shaft to the hollow transmission shaft. Such a clutch cannot keep propeller or engine vibrations away from the transmission. A coupling with the torque-transmitting elastic elements can be found in DE-A 2 422 639, but the coupling itself is not suitable for ship propulsion systems according to the generic term mentioned in the introduction. The two coupling halves cannot be removed radially. GB-A 2 046 350 shows a split clutch ring, but this clutch is not an elastic one, but only a movable one in the sense of being able to move. The torsional vibrations and alternating torques mentioned in ship propulsion systems cannot be mastered with couplings of this type, since they only allow mutual displacement of the elements to be coupled. The consequence of this is that the torsionally rigid connecting links lack the necessary damping, which can lead to the destruction of the torsionally rigid connecting links themselves as well as of the gears and generators, particularly in the case of misfires.

Der Erfindung liegt die Aufgabe zugrunde, ein Übersetzungsgetriebe für eine Schiffsantriebsanlage der eingangs genannten Gattung so auszubilden, daß die von der Hauptantriebsanlage und von dem Propeller ausgehenden Drehschwingungen und Wechseldrehmomente von dem Übersetzungsgetriebe ferngehalten und dessen Kupplungselemente leicht an unterschiedliche Motorcharakteristiken und Betriebsverhalten angepaßt werden können. Die Erfindung zur Lösung dieser Aufgabe zeichnet sich durch die Merkmale im Kennzeichen des Patentanspruchs 1 aus.The invention has for its object to provide a transmission gear for a marine propulsion system of the type mentioned in such a way that the torsional vibrations and alternating torques emanating from the main propulsion system and from the propeller are kept away from the transmission gear and its coupling elements can easily be adapted to different engine characteristics and operating behavior. The invention for solving this problem is characterized by the features in the characterizing part of patent claim 1.

Hierdurch wird ein rascher Austausch der elastischen Kupplungselemente zur Anpassung an veränderte Betriebsverhältnisse ermöglicht. Durch die Modifizierungsmöglichkeit der Kupplungselemente können diese den motor- und propellerseitigen Schwingungen und Wechselmomenten angepasst und die Störfaktoren besser beherrscht werden. Alle in einem derartigen Antriebssystem befindlichen Maschinenelemente sind dadurch vor den genannten Schwingungen und Wechseldrehmomenten geschützt. Unvermeidliche Ausrichtungsfehler der Hauptantriebsanlage, Fundamentbewegungen der Hauptantriebsmaschine sowie Propeller- und Schwungradbewegungen werden vom Getriebe ferngehalten. Es bedarf keiner näheren Erläuterung, daß diese Vorteile zu einer Erhöhung der Lebensdauer und Betriebssicherheit führen.This enables a rapid exchange of the elastic coupling elements to adapt to changing operating conditions. By modifying the coupling elements, they can be adapted to the engine and propeller-side vibrations and alternating torques and the interference factors can be better controlled. All machine elements in such a drive system are thereby protected from the above-mentioned vibrations and alternating torques. Unavoidable misalignments of the main drive system, foundation movements of the main drive machine as well as propeller and flywheel movements are kept away from the transmission. No further explanation is required that these advantages lead to an increase in the service life and operational reliability.

Die erfindungsgemässe Ausbildung und Anordnung des Getriebes bietet zwei Möglichkeiten des Drehmomentflusses von der Hauptantriebsmaschine über das Getriebe zur anzutreibenden Arbeitsmaschine, indem entweder das Drehmoment direkt vom Schwungrad der Hauptantriebsmaschine oder über einen auf der Propellerwelle aufgesetzten Flansch abgenommen wird.The design and arrangement of the transmission according to the invention offers two possibilities for the torque flow from the main drive machine via the transmission to the driven machine to be driven, either by taking the torque directly from the flywheel of the main drive machine or via a flange mounted on the propeller shaft.

Bei einer Verbindung des Getriebes direkt mit dem Motorschwungrad wird der Vorteil erreicht, daß das Drehmoment nicht über die Propellerwelle in das Getriebe geht und damit propellerseitige Drehschwingungen nicht voll zur Wirkung kommen. Die zweite Alternative ermöglicht bei entsprechendem Raumangebot die Anordnung des Getriebes auch weiter vom Motor entfernt.When the gearbox is connected directly to the engine flywheel, the advantage is achieved that the torque does not go into the gearbox via the propeller shaft and propeller-side torsional vibrations are therefore not fully effective. The second alternative allows the gearbox to be located further away from the engine if there is sufficient space.

In weiterer vorteilhafter Ausbildung des Erfindungsgegenstandes wird vorgeschlagen, zur Lagerung des Hohlrades im Getriebegehäuse radial geteilte Lager zu verwenden. Hierdurch wird eine Auswechselbarkeit des Hohlrades ohne einen Ausbau des Getriebes ermöglicht.In a further advantageous embodiment of the subject matter of the invention it is proposed to use radially split bearings for mounting the ring gear in the gear housing. This makes it possible to replace the ring gear without removing the gear.

Um die Bohrung des Getriebehohlrades so klein wie möglich zu halten, kann der das Getriebehohlrad durchsetzende Propellerwellenabschnitt über aufsetzbare Verbindungselemente mit dem benachbarten, zum Propeller führenden Propellerwellenabschnitt verbunden werden.To the bore of the gear ring gear so small To keep as possible, the propeller shaft section passing through the gear ring gear can be connected to the adjacent propeller shaft section leading to the propeller via attachable connecting elements.

In der Zeichnung ist ein Ausführungsbeispiel der Erfindung mit zwei Möglichkeiten der Drehmomentabnahme dargestellt und nachstehend erläutert. Es zeigen:

  • Fig. 1 die Seitenansicht einer Anlage zum Teil im Radialschnitt,
  • Fig. 2 eine Teildarstellung der Anlage gem. Fig. 1 mit aufgesetzten Verbindungselementen zur Verbindung zweier Propellerwellenabschnitte,
  • Fig. 3 die Verbindung des Getriebehohlrades über die Kupplung mit einem direkt auf die Propellerwelle aufgesetzten Kupplungsflansch und
  • Fig. 4 die Stirnansicht der Gesamtanlage.
In the drawing, an embodiment of the invention is shown with two options for torque reduction and explained below. Show it:
  • 1 is a side view of a system partly in radial section,
  • Fig. 2 is a partial representation of the system acc. 1 with attached connecting elements for connecting two propeller shaft sections,
  • Fig. 3 shows the connection of the gear ring gear via the coupling with a coupling flange placed directly on the propeller shaft and
  • Fig. 4 is an end view of the entire system.

In dem gezeigten Beispiel dient als Hauptantriebsanlage eine Dieselmaschine 1, deren Drehmoment über Propellerwellenabschnitte 2 und 3 in eine Schiffschraube 4 geleitet wird. Mit 5 ist das Propellerwellenlager im Stevenrohr bezeichnet. Die übrigen zum Teil notwendigen Wellenlager innerhalb des Schiffskörpers sind der Übersichtlichkeit wegen nicht dargestellt.In the example shown, the main drive system is a diesel engine 1, the torque of which is passed into propeller shaft sections 2 and 3 in a propeller 4. The propeller shaft bearing in the stern tube is designated by 5. The other partially necessary shaft bearings within the hull are not shown for clarity.

Ein Übersetzungsgetriebe 6 mit eigenem Fundament 7 ist antriebsseitig mit dem am Schwungrad 8 befestigten Propellerwellenflansch 9 verbunden. Eine Verbindungskupplung 10 verbindet die Abtriebsseite des Getriebes 6 mit einer Schiffshilfsmaschine, im gezeigten Beispiel ein Bordgenerator 11.A transmission gear 6 with its own foundation 7 is connected on the drive side to the propeller shaft flange 9 attached to the flywheel 8. A connection coupling 10 connects the output side of the transmission 6 to a marine auxiliary machine, in the example shown an on-board generator 11.

Das Getrieberad der ersten Hochtreiberstufe ist als Hohlrad 12 ausgeführt und umgibt den Propellerwellenabschnitt 2. Sein Bohrungsdurchmesser ist aus Montagegründen größer als der kleinste Propellerwellenflansch, das ist beim dargestellten Beispiel der Flansch 13.The gear wheel of the first high-speed stage is designed as a ring gear 12 and surrounds the propeller shaft section 2. For reasons of assembly, its bore diameter is larger than the smallest propeller shaft flange, that is the flange 13 in the example shown.

Antriebsseitig ist das Getriebe 6 über eine Kupplung 14 mit dem unmittelbar am Schwungrad 8 der Hauptantriebsmaschine befestigten Propellerwellenflansch 9 verbunden. Die Kupplung besteht aus radial montierbaren Teilen, nämlich dämpfungselastischen Gliedern 15, die zwischen den Kupplungsflanschen 16 und 17 eingesetzt sind.On the drive side, the transmission 6 is connected via a coupling 14 to the propeller shaft flange 9 which is fastened directly to the flywheel 8 of the main drive machine. The coupling consists of radially mountable parts, namely damping-elastic members 15, which are inserted between the coupling flanges 16 and 17.

Das Antriebshohlrad 12 ist über Lager 18 im Getriebegehäuse gelagert, das auf dem separaten Fundament 7 und damit unabhängig.von dem Fundament 19 der Hauptantriebsmaschine 1 abgestützt ist.The drive ring gear 12 is supported by bearings 18 in the gear housing, which is supported on the separate foundation 7 and thus independently of the foundation 19 of the main drive machine 1.

Das erforderliche Drehmoment für den Generator 11 wird direkt am schwungradseitigen Propellerwellenflansch 9 von dem Kupplungsflansch 16 abgenommen und über die radial montierbaren, dämpfungselastischen Kupplungsglieder 15 unter Reduzierung der Drehschwingungen und Wechselmomente sowie sämtlicher Wellenverlagerungen auf den zweiten Kupplungsflansch 17 und von dort zum Antriebshohlrad des Übersetzungsgetriebes 6 übertragen. Bei dem Ausführungsbeispiel gemäß Fig. 2 ist der das Hohlrad 12 durchsetzende Propellerwel-. lenabschnitt 2 mit Hilfe aufsetzbarer Verbindungselemente mit dem propellerseitigen Wellenabschnitt 3 verbunden. Als Verbindungselement kann entweder ein auf das Wellenende aufgeschobener Verbindungsflansch 20 (obere Figurhälfte) oder eine Kegelhülse mit Druckölverband dienen. Durch die aufgesetzten Verbindungselemente kann die Bohrung des Getriebehohlrades 12 kleiner gehalten werden, da sie lediglich größer sein muß als der größte Propellerwellendurchmesser bis zum Bereich der Getriebeplazierung.The torque required for the generator 11 is taken directly from the coupling flange 16 on the flywheel-side propeller shaft flange 9 and transmitted via the radially mountable, damping-elastic coupling members 15 while reducing the torsional vibrations and alternating torques as well as all shaft displacements to the second coupling flange 17 and from there to the drive ring gear of the transmission gear 6 . In the embodiment according to FIG. 2, the propeller shaft passing through the ring gear 12. Len section 2 connected to the propeller shaft section 3 by means of attachable connecting elements. Either a connecting flange 20 (upper half of the figure) pushed onto the shaft end or a conical sleeve with a pressure oil connection can serve as the connecting element. Due to the attached connecting elements, the bore of the internal gear wheel 12 can be kept smaller, since it only has to be larger than the largest propeller shaft diameter up to the area of the gear placement.

Gemäß Fig. 3 wurde das Drehmoment von der Hauptantriebsmaschine 1 zunächst über den schwungradseitigen Propellerwellenflansch 9 in die Propellerwelle 2 geleitet. Das Drehmoment für die Arbeitsmaschine wird über einen aufgesetzten Flansch 22 von der Propellerwelle abgenommen und über die übrigen Kupplungselemente in das Getriebe geleitet. Diese Anordnung erlaubt es, das Getriebe propellerseitig weiter entfernt von der Hauptmaschine anzuordnen.3, the torque from the main drive machine 1 was first passed into the propeller shaft 2 via the flywheel-side propeller shaft flange 9. The torque for the working machine is removed from the propeller shaft via an attached flange 22 and passed into the transmission via the remaining coupling elements. This arrangement allows the gearbox to be located further away from the main machine on the propeller side.

Sollten es die räumlichen Verhältnisse im Bereich zwischen der Hauptantriebsmaschine und dem Stevenrohr erfordern, könnte die anzutreibende Arbeitsmaschine bei einem entsprechend ausgebildeten Getriebegehäuse in unterschiedlichen Positionen um die Wellenachse unterhalb eines Bereichs von 90° backbord bis 90° steuerbord gegen die Vertikale geschwenkt angeordnet sein.If the spatial conditions in the area between the main drive machine and the stern tube require it, the driven machine could be arranged in a correspondingly designed gear housing in different positions about the shaft axis pivoted below a range from 90 ° port to 90 ° starboard against the vertical.

Claims (7)

1. A marine propulsion unit with a main driving engine (1) with direct effect and a marine auxiliary engine (11) installed at the propeller end, for instance a marine generator for the generation of current, which can be driven by the main driving engine, or propeller shaft (2) via a transmission gear (6) supported on its own bedplate (7) with a driver (12) in the form of a hollow wheel, characterized in that the driver (12) of the transmission gear (6) for initiating the driving torque is fitted with a coupling (14) made up of radially mountable elastically absorbent coupling members (15).
2. A marine propulsion unit in accordance with claim 1, characterized in that the coupling (14) of the transmission gear (6) is directly joined to the flywheel (8) of the main driving engine (1).
3. A marine propulsion unit in accordance with claim 1, characterized in that the transmission gear (6) is connected via the coupling (14) to a flange (22) affixed to the propeller shaft (2).
4. A marine propulsion unit in accordance with any one of claims 1 to 3, characterized in that the bearings (18) on which the hollow wheel (12) is mounted in the transmission housing are radially divided.
5. A marine propulsion unit in accordance with any one of claims 1 to 4, characterized in that the coupling flanges (16, 17, 22) are radially divided.
6. A marine propulsion unit in accordance with any one of claims 1 to 5, characterized in that an additional connecting coupling (10) is fitted between the back of the transmission (6) and the marine auxiliary engine (11) to be driven.
7. A marine propulsion unit in accordance with any one or more than one of claims 1 to 6, characterized in that the propeller shaft section (2) going through the transmission hollow wheel (12) is connected up via attachable elements (20, 21) with the adjacent propeller shaft section (3) leading to the propeller.
EP19840110247 1983-09-01 1984-08-29 Ship's propulsion plant Expired EP0140010B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3331480 1983-09-01
DE19833331480 DE3331480A1 (en) 1983-09-01 1983-09-01 SHIP DRIVE SYSTEM

Publications (3)

Publication Number Publication Date
EP0140010A2 EP0140010A2 (en) 1985-05-08
EP0140010A3 EP0140010A3 (en) 1985-06-19
EP0140010B1 true EP0140010B1 (en) 1988-04-20

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EP19840110247 Expired EP0140010B1 (en) 1983-09-01 1984-08-29 Ship's propulsion plant

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EP (1) EP0140010B1 (en)
JP (1) JPS60157998A (en)
DE (1) DE3331480A1 (en)
FI (1) FI79993C (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10235286A1 (en) * 2002-08-02 2004-02-26 Renk Aktiengesellschaft Ship's drive propeller shaft clutch assembly e.g. for cargo vessels, uses wedge-shaped teeth for coupling hubs and coupling sleeve
CN108408015A (en) * 2017-02-10 2018-08-17 中国国际海运集装箱(集团)股份有限公司 The dynamical system and ship of ship

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DE4230500C2 (en) * 1992-09-14 1997-08-21 Vulkan Dieselmotorenwerk Gmbh Arrangement of a wave generator system on board ships
DE19501463C2 (en) * 1995-01-19 1996-11-21 Vulkan Dieselmotorenwerk Gmbh Shaft generator gearbox
DE102007024906B4 (en) * 2007-05-29 2011-11-03 Siemens Ag Drive system for a ship with electrical system
DE102009010656A1 (en) * 2009-02-26 2010-09-02 Renk Aktiengesellschaft Ship propulsion system and ship equipped therewith
CN102267556A (en) * 2011-05-01 2011-12-07 浙江大学 Ship propelling device employing hydraulic thrust bearing
DE102016214487B4 (en) * 2016-08-04 2018-05-03 Renk Aktiengesellschaft Marine propulsion system
CN111219421B (en) * 2020-02-27 2024-05-14 无锡伏尔康科技有限公司 Elastic coupling supporting propeller thrust direct transmission

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Cited By (3)

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Publication number Priority date Publication date Assignee Title
DE10235286A1 (en) * 2002-08-02 2004-02-26 Renk Aktiengesellschaft Ship's drive propeller shaft clutch assembly e.g. for cargo vessels, uses wedge-shaped teeth for coupling hubs and coupling sleeve
DE10235286B4 (en) * 2002-08-02 2005-02-10 Renk Aktiengesellschaft Propeller shaft clutch for a marine propulsion
CN108408015A (en) * 2017-02-10 2018-08-17 中国国际海运集装箱(集团)股份有限公司 The dynamical system and ship of ship

Also Published As

Publication number Publication date
FI79993C (en) 1990-04-10
EP0140010A2 (en) 1985-05-08
FI843443A (en) 1985-03-02
EP0140010A3 (en) 1985-06-19
JPS60157998A (en) 1985-08-19
FI843443A0 (en) 1984-08-31
DE3331480A1 (en) 1985-03-28
FI79993B (en) 1989-12-29

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