EP0853577B1 - Ship drive with a driving engine and a directly driven propeller shaft - Google Patents

Ship drive with a driving engine and a directly driven propeller shaft Download PDF

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Publication number
EP0853577B1
EP0853577B1 EP96945480A EP96945480A EP0853577B1 EP 0853577 B1 EP0853577 B1 EP 0853577B1 EP 96945480 A EP96945480 A EP 96945480A EP 96945480 A EP96945480 A EP 96945480A EP 0853577 B1 EP0853577 B1 EP 0853577B1
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European Patent Office
Prior art keywords
thrust
ship
drive
flange
propeller
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EP96945480A
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German (de)
French (fr)
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EP0853577A1 (en
Inventor
Wilhelm F. SCHÄFER
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A Friedrich Flender AG
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A Friedrich Flender AG
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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
    • B63H21/20—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
    • 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
    • B63H23/16—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 characterised by provision of reverse drive
    • 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
    • B63H23/30—Transmitting power from propulsion power plant to propulsive elements characterised by use of clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/32—Other parts
    • B63H23/321—Bearings or seals specially adapted for propeller shafts

Definitions

  • the invention relates to a ship propulsion system consisting of a drive machine and according to a propeller shaft directly connected to it with a propeller the generic concept of the main claim.
  • This additional drive consists of an electric motor that has a Gearbox drives the propeller shaft or the propeller, in which case the Propeller shaft from the defective engine using a separator must be disconnected.
  • this auxiliary or Emergency operation lower propeller thrust compared to normal operation nevertheless be introduced into the hull.
  • a combined ship propulsion system is known from CH 173 968, in which For example, a piston machine and a turbine can be switched to the propeller shaft.
  • a piston machine and a turbine can be switched to the propeller shaft.
  • Torque completely separates the machine system from the propeller shaft.
  • the object of the invention is to provide a marine propulsion system with a prime mover and directly driven propeller shaft and an additional drive for the auxiliary or Specify emergency operation, the lower propeller thrust free of play for the Components of the separator can be introduced into the hull and no separate foundation is required for this.
  • the core of the invention is the connection of a known play-free clutch (see L&S message 84, lX / 82) with a backlash-free auxiliary pressure bearing, which can be used for auxiliary or Emergency operation of the ship can be activated.
  • a backlash-free auxiliary pressure bearing By means of this auxiliary pressure bearing reduced propeller thrust to a thrust bearing located in the engine transfer.
  • the coupling is preferably hydraulic, as is known per se acting conical pin coupling.
  • the special design of the Auxiliary thrust bearing guarantees that the components of the clutch from the influences of the Propeller thrust are kept clear, so that all parts can be positioned without play is guaranteed.
  • the solution according to the invention has the advantage that torque and Thrust transmission are clearly separated, being absolute in both cases Clearance of the individual components is the top requirement because of the large Torque and thrust fluctuations in the usual drive with two-stroke engines.
  • Another advantage of the solution according to the invention is that the clutch no separate foundation required. This in turn means that the two Thrust bearing, d. H. that in the prime mover and that associated with the clutch Auxiliary thrust bearing, can not influence each other.
  • the half-sided longitudinal section shows the design according to the invention Part of a ship's drive shown.
  • Prime mover usually a low-speed diesel is about one drive-side flange 1 and a switchable backlash-free to be explained in more detail
  • the connection of the propeller intermediate shaft 4 with the actual one Propeller shaft including the propeller attached to it are not here shown. It is only essential that this is a so-called direct drive is, in which the setting of the desired propeller speed via a Regulation of the speed of the drive machine takes place.
  • the arrangement of a transmission between the engine and the propeller is not necessary here. So the ship remains maneuverable even if the engine fails Additional drive provided.
  • This consists of either an engine or Generator-operated electrical machine 42 with a clutch 43 with a transmission 5 is connected.
  • the gear 5 is as Input gear formed and the large gear 6 is fixed on a sleeve 7, which surrounds the propeller intermediate shaft 4.
  • the connection of the transmission 5 with the Propeller intermediate shaft 4 takes place via a highly flexible coupling 8, which means an annular flange 9 is connected to the propeller intermediate shaft 4.
  • a pressure shaft 10 arranged for Attachment of the switchable clutch 2 and the auxiliary thrust bearing 3 is between the Propeller intermediate shaft 4 and the drive-side flange 1 a pressure shaft 10 arranged.
  • the switchable backlash-free clutch 2 is in a known manner as a pin clutch educated. It consists of an outer ring flange 11, an inner one Ring flange 12, a counter-holder flange 13 and conical bolt 14.
  • Ein Ring holder flange 15 takes over the holder and the guide for the conical Bolt 14, the conical bolts 14 by means of special holder nuts 16 against the ring holder flange 15 are clamped.
  • the end position for the open state the pin coupling 2 is provided by a pin 18 provided with a stop 17 fixed.
  • the details of the representation of the hydraulic displacement of the conical bolt 14 has been omitted here since they are not essential to the invention.
  • the torque transmission of the engaged pin clutch 2 to the pressure wave 10 or the propeller intermediate shaft 4 takes place via a U-shaped cross section trained flange 19, which via a screw connection 20 with the pressure shaft 10 connected is.
  • a backlash Auxiliary thrust bearing 3 integrated.
  • Over a Screw connection 21 is the drive-side flange 1 of the one not shown here Drive machine connected to an annular flange 22, the again via a screw connection 23 with the outer already mentioned Ring flange 11 of the pin coupling 2 is connected.
  • the ring flange 22 of the Auxiliary thrust bearing 3 is supported on the pressure shaft 10 via a bearing 24.
  • a pressure collar 25 can be pressed on the inside without play.
  • the axial Movement is possible via a conical suit on both the Pressure wave 10 as well as in the bore of the pressure collar 25.
  • the axial positioning of the pressure collar 25 takes place via a lock nut 35, which on a Threaded portion of the pressure shaft 10 is arranged.
  • the Pressure collar 25 held by an angled flange 26 which extends over a bearing 27 is supported on the pressure shaft 10.
  • an annular disk 28, 29 is arranged, which is provided with pressure stones are.
  • the angled flange 26 is connected to the ring flange 22 by screws 30 connected. This screw connection is secured by a nut 31, wherein a preload ring 32 is arranged between the nut 31 and the ring flange 22. This preload ring 32 cooperates with a lock ring nut 33.
  • the Lock ring nut 33 can by means of a not shown here Adjustment mechanism 34 can be released and clamped.
  • a possible embodiment is shown as a detail in Figure 2.

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  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Superconductive Dynamoelectric Machines (AREA)
  • Types And Forms Of Lifts (AREA)
  • Transmission Devices (AREA)
  • Control Of Eletrric Generators (AREA)
  • Motor Power Transmission Devices (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

PCT No. PCT/DE96/01907 Sec. 371 Date Apr. 21, 1998 Sec. 102(e) Date Apr. 21, 1998 PCT Filed Oct. 1, 1996 PCT Pub. No. WO97/13682 PCT Pub. Date Apr. 17, 1997A ship propulsion system in which the ship's propeller is connected with its propeller shaft directly to a drive mechanism. A thrust bearing in the drive mechanism receives directly the thrust of the propeller shaft. An auxiliary drive with an electrical machine is operable selectively as a motor or as a generator, and a coupling is provided between the electrical machine and transmission linkage in the auxiliary drive. A gear on the transmission surrounds the propeller shaft, and a flexible coupling connects the transmission to the propeller shaft. Mounted on a separate section of the propeller shaft between the transmission and the drive mechanism, is a shiftable coupling which is free of play and transmits torque from the drive mechanism to the propeller shaft as well as the thrust of the propeller shaft. An auxiliary thrust bearing is connected to the shiftable coupling and is actuated when the ship is in auxiliary or emergency operation during which the propeller shaft has a reduced thrust.

Description

Die Erfindung betrifft einen Schiffsantrieb bestehend aus einer Antriebsmaschine und einer damit direkt verbundenen mit einem Propeller versehenen Propellerwelle gemäß dem Gattungsbegriff des Hauptanspruches.The invention relates to a ship propulsion system consisting of a drive machine and according to a propeller shaft directly connected to it with a propeller the generic concept of the main claim.

Schiffsantriebe mit nur einer Antriebsmaschine können bei Störungen an dieser oder gar bei deren Ausfall zu einem erheblichen Risiko für die Sicherheit des Schiffes werden. Schlechtestenfalls führt dies zur Manövrierunfähigkeit des Schiffes bis hin zum möglichen Totalverlust. Insbesondere bei Schiffen, die gefährliche bzw. die Umwelt stark in Mitleidenschaft ziehende Güter transportieren, hat daher die permanente Manövrierfähigkeit des Schiffes auch in Notsituationen höchste Priorität.Ship propulsion systems with only one engine can malfunction in this or even if they fail, there is a considerable risk to the safety of the ship become. At worst, this leads to the ship being unable to maneuver on the possible total loss. Especially for ships that are dangerous or Transporting goods that are badly affected by the environment is therefore a must Permanent maneuverability of the ship is a top priority, even in emergency situations.

Als einfachste Lösung bietet sich der Einbau eines Zusatzantriebes in der Propellerwelle an. Dieser Zusatzantrieb besteht aus einem Elektromotor, der über ein Getriebe die Propellerwelle bzw. den Propeller antreibt, wobei in diesem Fall die Propellerwelle von der defekten Antriebsmaschine mittels einer Trennvorrichtung abgekoppelt werden muß. Andererseits muß aber der bei diesem Hilfs- oder Notbetrieb vorhandene geringere Propellerschub im Vergleich zum Normalbetrieb trotzdem in den Schiffskörper eingeleitet werden.The simplest solution is to install an additional drive in the Propeller shaft on. This additional drive consists of an electric motor that has a Gearbox drives the propeller shaft or the propeller, in which case the Propeller shaft from the defective engine using a separator must be disconnected. On the other hand, but with this auxiliary or Emergency operation, lower propeller thrust compared to normal operation nevertheless be introduced into the hull.

Eine solche Lösung ist dem Prospekt der Firma Lohmann & Stolterfoht

Figure 00010001
FLESALUS" (Flexibles Sicherheits-Antriebssystem für Schiffe) RDE 75153 von 12.93 zu entnehmen. Bei dieser Konstruktion übernimmt eine pneumatisch schaltbare Zahnkupplung die Trennung von der hier nicht dargestellten Antriebsmaschine und dem hier ebenfalls nicht dargestellten Propeller. Gleichzeitig ist diese Zahnkupplung auch das Drucklager für die Übertragung des Propellerschubes. Nachteilig bei dieser Lösung ist, daß die Zahnkupplung ein Spiel aufweist und insofern die Gefahr besteht, daß auftretende Schwingungen schwer zu beherrschen sind. Nachteilig ist auch, daß für die Zahnkupplung in Verbindung mit dem Drucklager ein eigenes Fundament benötigt wird, um die Kräfte in den Schiffsrumpf einleiten zu können. One such solution is the Lohmann & Stolterfoht brochure
Figure 00010001
FLESALUS "(flexible safety drive system for ships) RDE 75153 from 12.93. With this construction a pneumatically switchable tooth coupling takes over the separation from the drive machine not shown here and the propeller also not shown here. At the same time this tooth coupling is also the thrust bearing for the The disadvantage of this solution is that the toothed coupling has a play and that there is a risk that vibrations are difficult to control. It is also disadvantageous that a separate foundation is required for the toothed coupling in connection with the thrust bearing to be able to transfer the forces into the hull.

Aus der CH 173 968 ist eine kombinierte Schiffsantriebsanlage bekannt, bei der beispielsweise eine Kolbenmaschine und eine Turbine auf die Propellerwelle schaltbar sind. Um bei einem plötzlichen Stillstand der Propellerwelle eine Beschädigung der Antriebsaggregate zu vermeiden, ist zwischen dem Getriebe und dem Propeller eine Sicherheitskupplung vorgesehen, die bei Überschreitung eines vorgegebenen Drehmomentes die Maschinenanlage vollständig von der Propellerwelle trennt. A combined ship propulsion system is known from CH 173 968, in which For example, a piston machine and a turbine can be switched to the propeller shaft. In order to prevent damage to the propeller shaft if it stops suddenly Avoiding drive units is one between the gearbox and the propeller Safety clutch provided when a predetermined is exceeded Torque completely separates the machine system from the propeller shaft.

Aufgabe der Erfindung ist es, einen Schiffsantrieb mit einer Antriebsmaschine und direkt angetriebener Propellerwelle sowie einem Zusatzantrieb für den Hilfs- oder Notbetrieb anzugeben, dessen geringerer Propellerschub spielfrei für die Komponenten der Trennvorrichtung in den Schiffskörper eingeleitet werden kann und dafür kein separates Fundament erforderlich ist.The object of the invention is to provide a marine propulsion system with a prime mover and directly driven propeller shaft and an additional drive for the auxiliary or Specify emergency operation, the lower propeller thrust free of play for the Components of the separator can be introduced into the hull and no separate foundation is required for this.

Diese Aufgabe wird mit den im kennzeichnenden Teil des Hauptanspruches angegebenen Merkmalen gelöst. Vorteilhafte Weiterbildungen sind Bestandteil von Unteransprüchen.This task is carried out in the characterizing part of the main claim specified features solved. Advantageous further training is part of Subclaims.

Kern der Erfindung ist die Verknüpfung einer an sich bekannten spielfreien Kupplung (siehe L&S Mitteilung 84, lX/82) mit einem spielfreien Hilfsdrucklager, das beim Hilfs- oder Notbetrieb des Schiffes aktivierbar ist. Mittels dieses Hilfsdrucklagers wird der verringerte Propellerschub auf ein in der Antriebsmaschine angeordnetes Drucklager übertragen. Vorzugsweise ist die Kupplung als eine an sich bekannte hydraulisch wirkende konische Bolzenkupplung ausgebildet. Die besondere Ausgestaltung des Hilfsdrucklagers garantiert, daß die Komponenten der Kupplung von Einflüssen des Propellerschubes freigehalten werden, so daß eine spielfreie Positionierung aller Teile gewährleistet ist.The core of the invention is the connection of a known play-free clutch (see L&S message 84, lX / 82) with a backlash-free auxiliary pressure bearing, which can be used for auxiliary or Emergency operation of the ship can be activated. By means of this auxiliary pressure bearing reduced propeller thrust to a thrust bearing located in the engine transfer. The coupling is preferably hydraulic, as is known per se acting conical pin coupling. The special design of the Auxiliary thrust bearing guarantees that the components of the clutch from the influences of the Propeller thrust are kept clear, so that all parts can be positioned without play is guaranteed.

Die erfindungsgemäße Lösung hat den Vorteil, daß Drehmoment- und Schubübertragung eindeutig getrennt sind, wobei in beiden Fällen die absolute Spielfreiheit der einzelnen Komponenten oberste Forderung ist wegen der großen Drehmoment- und Schubschwankungen beim üblichen Antrieb mit Zweitaktmotoren. Als weiterer Vorteil der erfindungsgemäßen Lösung ist zu nennen, daß die Kupplung kein separates Fundament erfordert. Dies wiederum hat zur Folge, daß die beiden Drucklager, d. h. das in der Antriebsmaschine und das mit der Kupplung verknüpfte Hilfsdrucklager, sich gegenseitig nicht beeinflussen können. The solution according to the invention has the advantage that torque and Thrust transmission are clearly separated, being absolute in both cases Clearance of the individual components is the top requirement because of the large Torque and thrust fluctuations in the usual drive with two-stroke engines. Another advantage of the solution according to the invention is that the clutch no separate foundation required. This in turn means that the two Thrust bearing, d. H. that in the prime mover and that associated with the clutch Auxiliary thrust bearing, can not influence each other.

In der Zeichnung wird anhand eines Ausführungsbeispiels das erfindungsgemäße Hilfsdrucklager näher erläutert. Es zeigen:

Figur 1
einen halbseitigen Längsschnitt durch einen erfindungsgemäß ausgebildeten Schiffsantrieb;
Figur 2
einen Schnitt in Richtung A-A in Figur 1
In the drawing, the auxiliary pressure bearing according to the invention is explained in more detail using an exemplary embodiment. Show it:
Figure 1
a half-sided longitudinal section through a ship's drive designed according to the invention;
Figure 2
a section in the direction AA in Figure 1

In Figur 1 ist in einem halbseitigen Längsschnitt der erfindungsgemäß ausgebildete Teilbereich eines Schiffsantriebes dargestellt. Die hier nicht dargestellte Antriebsmaschine, im Regelfall ein Diesel-Langsamläufer ist über einen antriebsseitigen Flansch 1 und eine noch näher zu erläuternde schaltbare spielfreie Kupplung 2 mit einem integrierten Hilfsdrucklager 3 mit einer Propellerzwischenwelle 4 verbunden. Die Verbindung der Propellerzwischenwelle 4 mit der eigentlichen Propellerwelle einschließlich des daran befestigten Propellers sind hier nicht dargestellt. Wesentlich ist nur, daß es sich hier um einen sogenannten Direktantrieb handelt, bei dem die Einstellung der gewünschten Propellerdrehzahl über eine Regelung der Drehzahl der Antriebsmaschine erfolgt. Die Anordnung eines Getriebes zwischen Antriebsmaschine und Propeller ist hier nicht erforderlich. Damit das Schiff auch bei Ausfall der Antriebsmaschine weiterhin manövrierfähig bleibt, ist ein Zusatzantrieb vorgesehen. Dieser besteht aus einer wahlweise als Motor oder Generator zu betreibenden elektrischen Maschine 42, die über eine Kupplung 43 mit einem Getriebe 5 verbunden ist. In diesem Ausführungsbeispiel ist das Getriebe 5 als Einganggetriebe ausgebildet und das große Zahnrad 6 ist auf einer Hülse 7 befestigt, die die Propellerzwischenwelle 4 umgreift. Die Verbindung des Getriebes 5 mit der Propellerzwischenwelle 4 erfolgt über eine hochelastische Kupplung 8, die mittels eines ringförmigen Flansches 9 mit der Propellerzwischenwelle 4 verbunden ist. Zur Befestigung der schaltbaren Kupplung 2 und des Hilfsdrucklagers 3 ist zwischen der Propellerzwischenwelle 4 und dem antriebsseitigen Flansch 1 eine Druckwelle 10 angeordnet.In FIG. 1, the half-sided longitudinal section shows the design according to the invention Part of a ship's drive shown. The one not shown here Prime mover, usually a low-speed diesel is about one drive-side flange 1 and a switchable backlash-free to be explained in more detail Coupling 2 with an integrated auxiliary thrust bearing 3 with a propeller intermediate shaft 4 connected. The connection of the propeller intermediate shaft 4 with the actual one Propeller shaft including the propeller attached to it are not here shown. It is only essential that this is a so-called direct drive is, in which the setting of the desired propeller speed via a Regulation of the speed of the drive machine takes place. The arrangement of a transmission between the engine and the propeller is not necessary here. So the ship remains maneuverable even if the engine fails Additional drive provided. This consists of either an engine or Generator-operated electrical machine 42 with a clutch 43 with a transmission 5 is connected. In this embodiment, the gear 5 is as Input gear formed and the large gear 6 is fixed on a sleeve 7, which surrounds the propeller intermediate shaft 4. The connection of the transmission 5 with the Propeller intermediate shaft 4 takes place via a highly flexible coupling 8, which means an annular flange 9 is connected to the propeller intermediate shaft 4. For Attachment of the switchable clutch 2 and the auxiliary thrust bearing 3 is between the Propeller intermediate shaft 4 and the drive-side flange 1 a pressure shaft 10 arranged.

Die schaltbare spielfreie Kupplung 2 ist in bekannter Weise als Bolzenkupplung ausgebildet. Sie besteht aus einem äußeren Ringflansch 11, einem inneren Ringflansch 12, einem Gegenhalterflanschring 13 und konischen Bolzen 14. Ein Ringhalterflansch 15 übernimmt die Halterung und die Führung für die konischen Bolzen 14, wobei die konischen Bolzen 14 mittels spezieller Haltermuttern 16 gegen den Ringhalterflansch 15 verspannt sind. Die Endstellung für den geöffneten Zustand der Bolzenkupplung 2 wird durch einen mit einem Anschlag 17 versehenen Bolzen 18 festgelegt. Die Einzelheiten der Darstellung der hydraulischen Verschiebung der konischen Bolzen 14 wurde hier weggelassen, da sie nicht erfindungswesentlich sind. Die Drehmomentübertragung der eingerückten Bolzenkupplung 2 auf die Druckwelle 10 bzw. die Propellerzwischenwelle 4 erfolgt über einen im Querschnitt U-förmig ausgebildeten Flansch 19, der über eine Schraubverbindung 20 mit der Druckwelle 10 verbunden ist.The switchable backlash-free clutch 2 is in a known manner as a pin clutch educated. It consists of an outer ring flange 11, an inner one Ring flange 12, a counter-holder flange 13 and conical bolt 14. Ein Ring holder flange 15 takes over the holder and the guide for the conical Bolt 14, the conical bolts 14 by means of special holder nuts 16 against the ring holder flange 15 are clamped. The end position for the open state the pin coupling 2 is provided by a pin 18 provided with a stop 17 fixed. The details of the representation of the hydraulic displacement of the conical bolt 14 has been omitted here since they are not essential to the invention. The torque transmission of the engaged pin clutch 2 to the pressure wave 10 or the propeller intermediate shaft 4 takes place via a U-shaped cross section trained flange 19, which via a screw connection 20 with the pressure shaft 10 connected is.

Erfindungsgemäß ist in der an sich bekannten Bolzenkupplung 2 ein spielfreies Hilfsdrucklager 3 integriert. Dieses weist folgende Elemente auf. Über eine Schraubverbindung 21 ist der antriebsseitige Flansch 1 der hier nicht dargestellten Antriebsmaschine mit einem ringförmig ausgebildeten Flansch 22 verbunden, der wiederum über eine Schraubverbindung 23 mit dem bereits erwähnten äußeren Ringflansch 11 der Bolzenkupplung 2 verbunden ist. Der Ringflansch 22 des Hilfsdrucklagers 3 stützt sich über ein Lager 24 auf der Druckwelle 10 ab. An diesem Ringflansch 22 ist auf der Innenseite ein Druckbund 25 spielfrei anpreßbar. Die axiale Verschiebungsmöglichkeit erfolgt über einen konischen Anzug sowohl auf der Druckwelle 10 als auch in der Bohrung des Druckbundes 25. Die axiale Positionierung des Druckbundes 25 erfolgt über eine Kontermutter 35, die auf einem Gewindeabschnitt der Druckwelle 10 angeordnet ist. Auf der anderen Seite wird der Druckbund 25 gehalten durch einen abgewinkelten Flansch 26, der sich über ein Lager 27 auf der Druckwelle 10 abstützt. Zwischen dem zuletzt erwähnten Flansch 26 und dem Druckbund 25 einerseits sowie dem Druckbund 25 und dem Ringflansch 22 andererseits ist je eine Ringscheibe 28, 29 angeordnet, die mit Drucksteinen versehen sind. Der abgewinkelte Flansch 26 ist über Schrauben 30 mit dem Ringflansch 22 verbunden. Diese Schraubverbindung ist mittels einer Mutter 31 gesichert, wobei zwischen der Mutter 31 und dem Ringflansch 22 ein Vorspannring 32 angeordnet ist. Dieser Vorspannring 32 wirkt mit einer Konterringmutter 33 zusammen. Die Konterringmutter 33 kann mittels eines hier nicht näher dargestellten Verstellmechanismus 34 gelöst und verspannt werden. Eine mögliche Ausführungsform ist als Einzelheit in Figur 2 dargestellt. According to the invention in the known pin coupling 2 is a backlash Auxiliary thrust bearing 3 integrated. This has the following elements. Over a Screw connection 21 is the drive-side flange 1 of the one not shown here Drive machine connected to an annular flange 22, the again via a screw connection 23 with the outer already mentioned Ring flange 11 of the pin coupling 2 is connected. The ring flange 22 of the Auxiliary thrust bearing 3 is supported on the pressure shaft 10 via a bearing 24. At this Ring flange 22 is a pressure collar 25 can be pressed on the inside without play. The axial Movement is possible via a conical suit on both the Pressure wave 10 as well as in the bore of the pressure collar 25. The axial positioning of the pressure collar 25 takes place via a lock nut 35, which on a Threaded portion of the pressure shaft 10 is arranged. On the other hand, the Pressure collar 25 held by an angled flange 26 which extends over a bearing 27 is supported on the pressure shaft 10. Between the last-mentioned flange 26 and the pressure collar 25 on the one hand and the pressure collar 25 and the ring flange 22 on the other hand, an annular disk 28, 29 is arranged, which is provided with pressure stones are. The angled flange 26 is connected to the ring flange 22 by screws 30 connected. This screw connection is secured by a nut 31, wherein a preload ring 32 is arranged between the nut 31 and the ring flange 22. This preload ring 32 cooperates with a lock ring nut 33. The Lock ring nut 33 can by means of a not shown here Adjustment mechanism 34 can be released and clamped. A possible embodiment is shown as a detail in Figure 2.

Die Schmierung der bereits erwähnten Lagerstellen 24, 27 erfolgt in der Weise, daß bei ausgerückter Bolzenkupplung 2 und stillstehendem antriebsseitigem Flansch 1 durch einen im Flansch 1 radial verlaufenden Kanal 36 einer in der Druckwelle 10 verlaufenden Zentralbohrung 37 und davon abzweigenden radial verlaufenden Kanälen 38, 39 den bereits genannten Lagerstellen 24, 27 Schmiermittel zugeführt wird. Im antriebsseitigen Flansch 1 ist darüber hinaus noch ein weiterer radial verlaufender Kanal 40 vorgesehen, der im Zwischenraum 41 zwischen dem antriebsseitigen Flansch 1 und der Druckwelle 10 mündet. In diesem Zwischenraum 41 wird bei Trennung des Hilfsdrucklagers 3 ein Fluid gepumpt, um das Trennen zu unterstützen.The lubrication of the already mentioned bearing points 24, 27 takes place in such a way that with the pin coupling 2 disengaged and the drive-side flange 1 stationary through a channel 36 running radially in the flange 1, one in the pressure shaft 10 extending central bore 37 and radially extending branching therefrom Channels 38, 39 to the already mentioned bearing points 24, 27 lubricant becomes. In the drive-side flange 1 there is also another radial extending channel 40 is provided which in the space 41 between the drive-side flange 1 and the pressure shaft 10 opens. In this space 41 when the auxiliary pressure bearing 3 is disconnected, a fluid is pumped in order to separate the unit support.

Claims (10)

  1. Ship drive consisting of a drive engine and a propeller shaft which is directly connected therewith and provided with a propeller and the thrust of which is absorbed by a thrust bearing, as well as an auxiliary drive consisting of an electric engine which is to be selectably operated as a generator or motor and which is connected by way of a clutch with a gear transmission, and a gearwheel of the gear transmission surrounds the propeller shaft and is connected therewith by way of a flexible coupling, wherein a switchable clutch transmitting the propeller thrust is arranged between the gear transmission and drive engine on a portion of the propeller shaft, characterised in that the clutch (2) arranged on a separate portion (10) of the propeller shaft is play-free and linked with a play-free auxiliary thrust bearing (3) which is activatable in the case of auxiliary or emergency operation of the ship, wherein the correspondingly reduced propeller thrust is introduced by way of the auxiliary thrust bearing (3) into a thrust bearing, which is arranged in the drive engine, in the ship hull.
  2. Ship drive according to claim 1, characterised in that in normal operation the flange (1), which is at the drive side, of the drive engine is connected by way of a screw connection (21) with an annular plate-shaped flange (22), which in turn is connected by way of a screw connection (23) with the clutch (2), which is known per se and transmits torque.
  3. Ship drive according to claims 1 and 2, characterised in that in the case of forward travel of the ship a drawn-on collar (25) is arranged on the thrust shaft (10), which is arranged between propeller shaft (4) and flange (1) at the drive side, for transmission of the reduced propeller thrust and co-operates with the annular plate-shaped flange (22) by way of an annular plate (29) provided with forward thrust blocks.
  4. Ship drive according to claims 1 and 2, characterised in that in the case of reverse travel of the ship a drawn-on collar (25) is arranged on the thrust shaft (10), which is arranged between propeller shaft (4) and flange (1) at the drive side, for transmission of the reduced propeller thrust and co-operates with a bent-over retaining flange (26) by way of an annular plate (28) provided with rearward thrust blocks, wherein the retaining flange (26) is connected with the annular plate-shaped flange (22) by way of a screw connection (30).
  5. Ship drive according to claim 3 or 4, characterised in that the thrust collar (25) is positionable by means of a lock nut (35).
  6. Ship drive according to claim 4, characterised in that the screw connection (30) is secured by a nut (31), which is connected with the annular plate-shaped flange (22) by way of an axial biassing ring (32) and a lock nut (33) cooperating therewith.
  7. Ship drive according to claim 3 or 4, characterised in that the lubrication of the bearing locations of the thrust shaft (10) is effected by way of a radially extending channel (36), which is arranged in the stationary flange (1) at the drive side and which is connected with a channel (37) leading through the thrust shaft (10) and lying in the centre axis, wherein the central channel (37) in turn has radially extending branches (38, 39) to the bearing locations (24, 27).
  8. Ship drive according to claim 7, characterised in that the bearing location (24), which faces the drive flange (1), of the thrust shaft (10) is constructed as a centring bearing.
  9. Ship drive according to claim 7, characterised in that a radially extending channel (40) is arranged in the stationary flange (1) at the drive side and opens into the intermediate space between thrust shaft (10) and flange (1) at the drive side.
  10. Ship drive according to claim 1, characterised in that the gear transmission (5) is constructed as a single-stage or two-stage gear transmission.
EP96945480A 1995-10-04 1996-10-01 Ship drive with a driving engine and a directly driven propeller shaft Expired - Lifetime EP0853577B1 (en)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE19536937 1995-10-04
DE19536937 1995-10-04
DE19623914 1996-06-10
DE19623914A DE19623914C2 (en) 1995-10-04 1996-06-10 Ship propulsion with a prime mover and a directly driven propeller shaft
PCT/DE1996/001907 WO1997013682A2 (en) 1995-10-04 1996-10-01 Ship drive with a driving engine and a directly driven propeller shaft

Publications (2)

Publication Number Publication Date
EP0853577A1 EP0853577A1 (en) 1998-07-22
EP0853577B1 true EP0853577B1 (en) 1999-04-14

Family

ID=26019229

Family Applications (1)

Application Number Title Priority Date Filing Date
EP96945480A Expired - Lifetime EP0853577B1 (en) 1995-10-04 1996-10-01 Ship drive with a driving engine and a directly driven propeller shaft

Country Status (10)

Country Link
US (1) US6033271A (en)
EP (1) EP0853577B1 (en)
JP (1) JPH11514946A (en)
KR (1) KR100389214B1 (en)
AT (1) ATE178854T1 (en)
DE (2) DE19623914C2 (en)
DK (1) DK0853577T3 (en)
NO (1) NO312659B1 (en)
PL (1) PL182325B1 (en)
WO (1) WO1997013682A2 (en)

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DE19847771A1 (en) * 1997-07-03 2000-04-20 Flender A F & Co Ship drive, for driving the propeller shaft of a sea-going vessel, uses an electric engine fitted to a clutch mechanism to provide an auxiliary drive for the propeller shaft
DE19729046C2 (en) * 1997-07-03 2002-05-23 Renk Ag Ship propulsion with a prime mover and a directly driven propeller shaft
DE19756420C2 (en) * 1997-12-18 2001-09-20 Man B & W Diesel As Kopenhagen Drive device
DE19819335C2 (en) * 1998-04-30 2003-04-03 Renk Ag Ship main drive
GB2342634B (en) * 1998-10-16 2000-12-06 Flender A F & Co Ship drive
DE19854570C1 (en) * 1998-11-26 2000-09-21 Man B & W Diesel As clutch
DE19961925A1 (en) * 1999-12-22 2001-06-28 Flender A F & Co drive
JP4445167B2 (en) * 2001-09-11 2010-04-07 ヤンマー株式会社 Ship power generation and propulsion equipment
US6558209B1 (en) 2002-02-06 2003-05-06 Ronald C. Voegeli Boat auxiliary drive mechanism
DE10305230A1 (en) * 2003-02-08 2004-08-19 Jefa Steering Aps Device for the automatic control of a maritime vehicle
EP1889782B1 (en) * 2003-10-02 2009-08-26 Yanmar Co., Ltd. Power generation system of ship
EP1669287B1 (en) * 2003-10-02 2012-12-12 Yanmar Co., Ltd. Power generation system of ship
FI122138B (en) * 2005-03-10 2011-09-15 Waertsilae Finland Oy propulsion device
FR2911577B1 (en) * 2007-01-23 2009-04-24 Converteam Motors Sa Sa SHIP WITH ELECTRIC MOTOR.
US8159082B2 (en) 2008-09-05 2012-04-17 General Electric Company Systems and methods for providing an uninterruptible power supply to a ship-service bus of a marine vessel
US8393926B2 (en) 2009-02-12 2013-03-12 Twin Disc, Inc. Hybrid marine power train system
FR2949750B1 (en) * 2009-09-04 2011-10-07 Converteam Technology Ltd PROPULSION CHAIN
KR101444348B1 (en) * 2012-04-27 2014-09-26 삼성중공업 주식회사 Propulsion apparatus for ship, and ship having the same
KR101454614B1 (en) * 2012-05-09 2014-10-27 삼성중공업 주식회사 Propulsion apparatus for ship, and ship having the same
KR101313606B1 (en) * 2012-05-08 2013-10-02 삼성중공업 주식회사 Propulsion apparatus for ship, and ship having the same
KR101399855B1 (en) * 2012-05-08 2014-05-28 삼성중공업 주식회사 Propulsion apparatus for ship, and ship having the same
KR101422484B1 (en) * 2012-05-09 2014-07-23 삼성중공업 주식회사 Propulsion apparatus for ship and ship having the propulsion apparatus
KR101444331B1 (en) * 2012-05-09 2014-09-30 삼성중공업 주식회사 Propulsion apparatus for ship, and ship having the same
KR101422482B1 (en) * 2012-05-09 2014-08-14 삼성중공업 주식회사 Propulsion apparatus for ship, and ship having the same
KR101422472B1 (en) * 2012-05-11 2014-07-23 삼성중공업 주식회사 Propulsion apparatus for ship, and ship having the same
KR101422491B1 (en) * 2012-05-11 2014-07-25 삼성중공업 주식회사 Propulsion apparatus for ship, and ship having the same
KR101422471B1 (en) * 2012-05-10 2014-07-23 삼성중공업 주식회사 Propulsion apparatus for ship and ship having the propulsion apparatus
KR20160028829A (en) 2014-09-04 2016-03-14 현대중공업 주식회사 Horizontal type engine arrangement in the ship propulsion

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Also Published As

Publication number Publication date
DE59601681D1 (en) 1999-05-20
DE19623914A1 (en) 1997-04-10
KR100389214B1 (en) 2003-10-17
DK0853577T3 (en) 1999-10-25
ATE178854T1 (en) 1999-04-15
NO981390L (en) 1998-04-03
PL182325B1 (en) 2001-12-31
WO1997013682A2 (en) 1997-04-17
DE19623914C2 (en) 1998-11-12
KR19990063959A (en) 1999-07-26
WO1997013682A3 (en) 1997-06-05
US6033271A (en) 2000-03-07
PL325906A1 (en) 1998-08-17
NO312659B1 (en) 2002-06-17
NO981390D0 (en) 1998-03-27
JPH11514946A (en) 1999-12-21
EP0853577A1 (en) 1998-07-22

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