Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63H—MARINE PROPULSION OR STEERING
  • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
  • B63H23/22—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing
  • B63H23/24—Transmitting power from propulsion power plant to propulsive elements with non-mechanical gearing electric
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63H—MARINE PROPULSION OR STEERING
  • B63H11/00—Marine propulsion by water jets
  • B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
  • B63H11/10—Marine propulsion by water jets the propulsive medium being ambient water having means for deflecting jet or influencing cross-section thereof
  • B63H11/103—Marine propulsion by water jets the propulsive medium being ambient water having means for deflecting jet or influencing cross-section thereof having means to increase efficiency of propulsive fluid, e.g. discharge pipe provided with means to improve the fluid flow
• • 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
  • B63H21/38—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like
  • B63H21/383—Apparatus or methods specially adapted for use on marine vessels, for handling power plant or unit liquids, e.g. lubricants, coolants, fuels or the like for handling cooling-water
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63H—MARINE PROPULSION OR STEERING
  • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
  • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
  • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63H—MARINE PROPULSION OR STEERING
  • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
  • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
  • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
  • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type
  • B63H2005/103—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type of co-rotative type, i.e. rotating in the same direction, e.g. twin propellers
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63H—MARINE PROPULSION OR STEERING
  • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
  • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
  • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
  • B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
  • B63H2005/1258—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with electric power transmission to propellers, i.e. with integrated electric propeller motors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63H—MARINE PROPULSION OR STEERING
  • B63H11/00—Marine propulsion by water jets
  • B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
  • B63H11/04—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps
  • B63H11/08—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps of rotary type
  • B63H2011/081—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps of rotary type with axial flow, i.e. the axis of rotation being parallel to the flow direction
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63H—MARINE PROPULSION OR STEERING
  • B63H11/00—Marine propulsion by water jets
  • B63H11/02—Marine propulsion by water jets the propulsive medium being ambient water
  • B63H11/04—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps
  • B63H11/08—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps of rotary type
  • B63H2011/084—Marine propulsion by water jets the propulsive medium being ambient water by means of pumps of rotary type with two or more pump stages

Definitions

• Ship propulsion systems with a motor, preferably an electric motor, in a gondola below the ship and at least one propeller driven by this motor outside the one end of the gondola are preferably to be used economically for ship speeds from 20 knots; they are commonly referred to as PoD drives. In the speed range above 20 knots, however, only less than optimal efficiency can be achieved with propeller drives.
• the object of the present invention is to demonstrate a ship propulsion system which can be used advantageously in particular in the speed range from approximately 25 to approximately 30 knots.
• the drive according to the present invention is characterized by the claims.
• the drive according to the invention can be referred to as a storage jacket engine.
• a jacketed turbomachine with at least one axially or diagonally flowed rotor is arranged outside the ship and is more suitable with the ship Way firmly connected. It is characterized by its compact design and high efficiency at higher speeds.
• the design of the fluid machine is particularly suitable for implementation as a controllable drive.
• the flow is advantageously delayed by the shape of the casing (curvature) and / or the cross-sectional distribution up to the impeller.
• Curvature shape of the casing
• / or the cross-sectional distribution up to the impeller One can speak of an inlet diffuser.
• the subsequent guide wheel redirects the tangential speed components of the impeller jet (swirl).
• the flow is accelerated to the exit speed, which among other things determines the rate of deployment of the system.
• the impeller size is determined by the required performance data and the cavitation conditions. With the same thrust, a smaller impeller must have a higher speed, which, however, is limited by the given inlet pressure. This also gives the minimum diameter of the impeller.
• the impeller diameter determines the main dimensions of the engine and, in addition to the shape, these determine the resistance of the drive, by which the propulsive force is reduced.
• the necessary hub ratio (this is the ratio of the impeller diameter to the hub diameter) of approximately 0.5 means that an electric motor can be used in the hub. This should have a high power density, which can be achieved in particular by a permanently excited synchronous motor in the longitudinal flow design. The heat loss generated in the motor can be released directly into the water via the hub surface, whereby a construction with a shrunk motor is very advantageous.
• the characteristic curve is particularly problematic taking into account the following criteria.
• the propeller In applications with a variable driving regime, such as different loading conditions and / or different driving speeds, the propeller has different angles of attack on the Biatt and shifts in the free travel diagram generally lead to less favorable degrees of efficiency. With the pump, this leads to shifts in the operating point.
• the so-called throttle curve is the characteristic curve of the pump.
• the driving speed provides an additional pressure head, which is super-positioned with the pump head.
• the conventional waterjets suck in from the boundary layer.
• the drive according to the invention can in principle be positioned lower in order to be able to process a higher speed. However, more components and larger surfaces also mean higher resistance, which is particularly important at higher speeds.
• the characteristic curve of the system can be changed by means of adjustable blades of the impeller and / or guide wheel and a pretensioning device with adjustable blades. A pre-twist device makes particular sense if an adjustable nozzle outlet surface is provided at the same time.
• Multi-stage systems with counter-rotating impellers divide the specific nozzle work and thus the load into several stages. This increases cavitation security because the individual stage is less stressed. The remaining twist will be almost completely reduced in the second stage by counter-rotation. In this case, the lossy idler wheel is not required.
• the electric motor There are various concepts for integrating the electric motor. It can be designed such that the outer part of the electric motor here represents the rotating rotor, which is connected to an impeller.
• the inner part of the electric motor is fixed (stator of the electric motor) and is the axis on which the rotor is mounted (rolling bearings, plain bearings). This axis can be connected upstream and downstream of the rotor to the nozzle (the nozzle inner jacket) via aerodynamically shaped struts. It is particularly advantageous to design these struts as guide devices (pre-guide and guide wheel) in order to minimize flow losses.
• the electric motor can also be integrated so that its outer part is standing (stator, as usual) and the inner part (rotor) is rotating.
• the stator is again connected to the drive via struts, which advantageously represent the stator.
• the impeller is connected to the rotor and can extend over the stator so that the motor can build longer.
• the bearing can be designed in such a way that it is located completely behind or in front of the impeller (floating bearing) or that the impeller is mounted in front of and behind the impeller (fork bearing).
• the electrical energy, signals and cooling media can be supplied in the blades (hollow) of a stator.
• the adjusting device of the guide vanes can be such that the guide vanes are in several parts with fixed parts and one or more movable parts.
• the power transmission (thrust, torsional moment) would then take place via the fixed parts and would not burden the bearing of the parts to be adjusted.
• the adjusting device of the guide vanes can be installed in the hub where there is sufficient space.
• the adjustment can be carried out hydraulically, pneumatically or electrically using levers. The necessary energy can be supplied within the guide vanes.
• the adjustment of the nozzle can * be advantageously carried out in such a way that a profile body is axially adjusted in position from the hub contour in such a way that the cross section of the nozzle outlet changes.
• a telescopic cover prevents the flow from detaching or swirling.
• Control by deflecting the thrust on a plate in the nozzle outlet is simple but not very effective at low relative speeds. Swiveling the nozzle Leaving is almost synonymous with straightening the overall thrust. Swiveling the entire drive is the best solution for low speeds. To keep the course at higher speeds, there is a restricted swiveling of the entire drive, combined with additional flaps (which are attached to the drive and, thanks to their swiveling ability, enable control at small angles without swiveling the drive), unilaterally controlled stall (introduction of air or electromagnetic energy) or simple nozzle flap a solution.
• the ship propulsion system consists of a drive unit arranged outside the hull, which is formed from a nacelle with an integrated motor, preferably an electric motor, which has one or more successively connected impellers (pump impellers) in the same or drives the opposite direction of rotation directly, whereby a stator is arranged after, in front of or between the impeller or the impellers, and the impeller and stator are encased by a housing, the cross section of which continuously widens from the inlet to the level of the first impeller and then widens to an adjustable cross section changed, which, together with an adjustable stator in the intake section, enables a dynamic characteristic curve that enables adaptation to a wide variety of operating conditions.
• the main advantages of the invention are higher efficiency than conventional propulsors, power density, since the large hub required for flow geometry enables a motor with high torque,
• FIG. 1 shows a water jet drive according to the invention as a central longitudinal section
• FIG. 2 is a detail from FIG. 1 in a larger representation
• FIG. 3 is an explanation of another embodiment compared to FIG. 1.
• the entire drive is arranged in a housing 1, at the inlet of which is characterized by a guide device 2, a section 3 is connected, the cross section of which extends up to the impeller 4, which may be the first of several impellers, preferably continuously.
• This section 3 of the housing 1 is followed by a section 5, the cross section of which can be changed, but in principle becomes smaller towards the outlet 6.
• a mounting flange 7 is permanently assigned to the housing 1, with which the entire drive is to be attached to the outside of the hull 100.
• the attachment to the ship's hull can be such that the entire drive can be pivoted by up to 360 ° about the vertical longitudinal axis 8 of the mounting flange 7, so that it is not only the propulsion but also the control (Determining the direction of travel) of the ship can serve.
• the longitudinal axis 8 of the flange 7 is directed perpendicular to the longitudinal axis 9 of the housing 1.
• the optionally only impeller 4 is arranged in the housing 1 so that it can rotate about the longitudinal axis 9 of the housing.
• the impeller 4 is driven by an electric motor, the stator 11 of which is on the inside and the rotor 12 of which is on the outside.
• the rotor 12 In front of and behind the impeller 4 or the motor 11, 12, the rotor 12 is rotatably supported in bearings 13, 14 about its longitudinal axis 9. Upstream of the impeller 4 is the guiding device 2, which can be adjusted by means of an adjusting device 15.
• the aerodynamically designed hub cap 16 is arranged in front of the guide device 2.
• a second diffuser 18, adjustable with an adjusting device 17, is connected downstream of the impeller 4.
• An adjusting device 19 for changing the cross section of the part of the housing 1 designed as an outflow nozzle is arranged in the downstream area of the housing 1 and preferably includes a piston-cylinder device.
• the motor is designed such that the outer part is the rotor 12 and the inner part is the stator 11, the rotor 11 acts on the at least one impeller 4 and the stator 12 is in front of and behind with streamlined struts the impellers attached to the housing 1.
• the guide device 2 consists of two successive parts 2a, 2b, of which the front part 2a is fixed between the housing 1 and the existing cap 16.
• This front part 2a of the guide device 2 is a guide grill with fixed blades, which are set in such a way that a rough orientation of the flow flowing to the drive is achieved over the entire operating range. It serves for stabilization of the housing 1 in the inflow region 3.
• the fixed guide grille 2a is followed as the second part of the guide device 2b, with adjustable blades pivotable about its longitudinal axes 21. With the second part 2b of the guide device 2, the operating state-dependent fine alignment of the flow flowing towards the drive takes place.
• the adjusting blades 10, with their peg-like blade feet 20, are guided through the hub cap 16 so as to pivot about their longitudinal axes 21 and are assigned to the adjusting device 15, which can be of a type known per se.
• the change in the cross section of the constricting outlet nozzle, which adjoins the expanding housing inlet part 3 of the housing 1, the end part 5 of the housing 1 is carried out with a cone 25 with a convex curvature, which is translationally adjustable in the direction of the longitudinal axis 9 of the drive and is symmetrical to the axis 9 circumferential surface.
• the larger cross-section of this component which is referred to as the "outflow cap" faces the inlet-side end of the flow channel 26 enclosed by the housing 1, while the cone tip faces the outlet-side end of the flow channel 26 and the outlet plane 6.
• the axial adjustment of the outflow cap 25 is used by the adjusting device 19, one of its essential parts of which is a cylinder 23 held symmetrically to the axis 9 in the housing 1 by suitable means, from the end facing the housing outlet an adjusting piston 24 which is translationally adjustable in the cylinder 23 by hydraulic pressure medium as another of the essential parts of the adjusting device is brought out and the free end of which is firmly connected to the outflow cap 25.
• a telescopic cover 28 is provided which is arranged symmetrically to the adjusting piston 24 or to the drive longitudinal axis 9, one end of which is fixedly arranged in the housing 1. Neten adjusting cylinder 23 and the other end is fixedly associated with the adjustable outflow cap 25 relative to the housing 1.
• the outflow cap 25 is shown in its two end positions.
• the outflow cap In the lower part of Fig. 1, the outflow cap is shown in its outer end position, in which it is located with its inner end with the larger diameter in the nozzle or housing end plane 6, otherwise essentially outside the housing 1, so that the smallest annular outlet cross section of the flow channel 26 is determined.
• the outflow cap 25 In the upper part of FIG. 1, the outflow cap 25 is shown in its inner end position, in which it is located with its outer tip end in the nozzle or housing end plane 6 and essentially inside the housing, so that the largest annular outlet cross section of the flow channel 26 is determined.
• FIG. 3 shows one of a plurality of nozzle flaps 25a, which are articulated in joints 29 on the housing 1 and can be pivoted in the direction of the double arrow 30 opposite the latter.
• FIG. 2 An example of an adjustment device for the second part 2b of the inlet guide device 2 is shown in FIG. 2.
• the first guide vane ring 2a with its fixed guide vanes can be seen, through the hollow blades of which lines 31 for the supply of hydraulic working fluid to supply lines 32 and further to the symmetrical to the longitudinal axis 9 of the adjusting cylinder 33 for the adjustment of the adjusting piston 33 arranged in the adjusting cylinder 33 are passed through.
• the adjusting piston 34 acts counter to the action of a prestressed clock spring 35 on a rack 36, which in turn acts with a gear 37 on the pin-like foot 20 of the respective adjusting blade of the blade ring 2b, the blades of which are to be adjusted or pivoted about their longitudinal axes 21.
• the exemplary cross-sections of the blades of the blade rings 2a, 2b are shown in the views.
• the upper ends of the guide vanes 10 of the second, adjustable guide vane ring 2b with journals 2c are mounted in the housing 1 (pivoting movement according to double arrow 101).
• the flow channel 26 preferably has an at least substantially circular cross-section, although its oval shape should not be excluded.
• the inlet can be flattened or oval to prevent foreign bodies from being sucked in by forming a suction vortex with an otherwise annular flow channel 26.

Landscapes

• Ocean & Marine Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Fluid Mechanics (AREA)
• Physics & Mathematics (AREA)
• Structures Of Non-Positive Displacement Pumps (AREA)
• Gear Transmission (AREA)
• Liquid Crystal Substances (AREA)
• Steroid Compounds (AREA)
• Lubrication Of Internal Combustion Engines (AREA)
• Treatments For Attaching Organic Compounds To Fibrous Goods (AREA)

Applications Claiming Priority (3)

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• 2000
  • 2000-09-07 DE DE10044101A patent/DE10044101A1/de not_active Withdrawn
• 2001
  • 2001-09-07 DE DE50105916T patent/DE50105916D1/de not_active Expired - Lifetime
  • 2001-09-07 AT AT01984587T patent/ATE293065T1/de not_active IP Right Cessation
  • 2001-09-07 PT PT01984587T patent/PT1315653E/pt unknown
  • 2001-09-07 DK DK01984587T patent/DK1315653T3/da active
  • 2001-09-07 ES ES01984587T patent/ES2239684T3/es not_active Expired - Lifetime
  • 2001-09-07 WO PCT/EP2001/010356 patent/WO2002020347A2/fr active IP Right Grant
  • 2001-09-07 EP EP01984587A patent/EP1315653B1/fr not_active Expired - Lifetime

Non-Patent Citations (1)

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