The main propulsion system of the vessel

 

(57) Abstract:

Usage: in shipbuilding. The invention: the main propulsion system of the vessel contains an underwater propulsion system 1 connected to rotate through almost vertical tubular shaft 8 that is installed with the possibility of turning this ship. The hollow casing 1A, surrounds the driving engine 2, made in the form of an electric motor alternating current and connected to the propeller shaft 3, which is connected with the propeller screw 4 on the outside of the casing 1A. The casing 1A inside is supported by several mainly vertical plate bulkheads 5, which are arranged so that they in combination act as stiffeners and support casing 1A, as the fastening elements of the running of the engine 2 in the casing, as elements that transmit on the casing 1A of the reaction force on the torque developed driving motor 2, and as the wall elements of the air tunnels for incoming and outgoing gaseous refrigerant to the running of the engine 2. 11 C.p. f-crystals, 7 Il.

The invention relates to shipbuilding, in particular in the main propulsion installations of ships.

Known as main propulsion system of the vessel, adenosin propeller, associated with the rotary, predominantly vertical tubular shaft mounted in bearings mounted in the hull, and a propulsion unit, with the exception of the propeller, and the tubular shaft is enclosed in the hollow casing (application Finland N 76977, CL 63 H 23/00, 1988).

The disadvantages of the known propulsion systems are low power, efficiency and durability.

The technical result of the invention is to improve power, efficiency and durability of the main propulsion system.

The result is the fact that known as main propulsion system of the vessel within the enclosure is installed, predominantly vertical plate bulkheads, providing rigidity and support to the housing, the fixing driving motor relative to the casing, the transfer to the casing of the reaction forces from the torque developed a running engine, and the creation of a tunnel for incoming and rising gas cooler running engine.

In addition: a running engine is shifted in the radial direction from the bottom center of the motor unit;

plate bulkhead is connected to the motor stator and form part of the frame of the pack, mainly perpendicular to the propeller shaft;

the center of gravity propelling motor offset for the axis of rotation of the tubular shaft in the direction from the propeller;

the ratio of the length of the propelling motor to its external diameter is 0.5 to 1.8, preferably from 1.0 to 1.6;

the angle between the propeller shaft and the axis of rotation of the tubular shaft is 89-70opreferably 85-75o;

outside of the hollow casing of the motor unit is made of longitudinal inclined guide surface for deflection of the flow of water and increase the rigidity of the casing;

thrust bearing, axial bearing load of the propeller shaft, is located at the opposite end of the propulsion unit relative to the propeller for cooling the lubricating oil of the bearing sea water;

inside the cavity of the casing of the created air pressure exceeds the pressure of the water surrounding the casing, and a running engine provided with an air heat exchanger for cooling;

along the longitudinal axis of the propeller shaft is made a tunnel for the flow of cooling the bearings of the propeller shaft outboard water;

the motor unit is equipped with at least the second driving motor associated with the second propeller screw.

In Fig. 1 is Nadolny cut the other of the propulsion system; in Fig. 3 is a schematic section of a preferred implementation of the propulsion system of Fig. 4 is a schematic perspective representation of the propulsion system of Fig. 5 is a schematic side view of a vessel equipped with such a propulsion system of Fig. 6 is a schematic depiction of pressurized propulsion of the General type shown in Fig. 2; Fig. 7 is a schematic longitudinal section of a twin-engine propulsion.

The external casing 1A surrounds the motor unit 1 and the tubular shaft rotation 8. Running the engine 2 is made in the form of electric motor, AC, is located inside the propulsion system 1, is directly connected to the propeller shaft 3 and causes it to rotate. Prop 4 is attached to the propeller shaft outside of the casing 1A. In Fig. 1 screw, not shown, and Fig. 4 screw shown only schematically. The screw may be pulling or pushing. In Fig. 1 and 5 use the pull screw, Fig. 2, 4 and 6 pusher propeller.

Running the engine 2 is attached to the casing 1A through several plate bulkheads 5. These plate bulkheads attached directly to the stator of the driving motor 2 so that they are integrated into the supporting structure of the stator and at the same time secure the driving motor to the casing 1A, and the s bulkheads 5 act as stiffeners for the casing 1A. Next, the plate bulkheads form air ducts-tunnels for incoming and outgoing cooling air required for cooling the driving motor 2. Arrow 6 a and 6 indicate the flow direction of the cooling air. The casing 1 and the driving motor 2 is also attached, at least one longitudinal plate bulkhead 5 and.

In Fig. 2 clearly visible plate bulkheads 5 and their position relative to the running of the engine 2. The tunnels for the incoming cooling air are located on the ends of the engine 2, and tunnels to divert cooling air are located in the Central area of the engine. Arrow 6C show as part of the cooling air supplied to the engine, is applied to the end of the engine, where it enters the air gap between the stator and the rotor and flows through the gap and through radial slots in the stator out of the tunnel for the exhaust of the cooling air. As already explained, the width of the tunnels for the applied cooling air is significantly less in the axial direction of the engine 2 than the corresponding width of the tunnel for the exhaust of the cooling air.

It is evident from Fig. 2 also shows that running the engine 2 is not directly under the rotary axis 7 digiovine projection of the cross section of the tubular shaft 8 of a turn, which is located further away from the propeller 4. This arrangement provides an advantageous distribution of mass about the axis of rotation 7 and it is also favourable for a good streamlined propulsion 1. In Fig. 2 the ratio of the diameter d of the propulsion system 1 to the diameter D of the propeller 4 is less than 0.5, which is relatively favorable.

In the embodiment shown in Fig. 2, uses the cooling effect of the surrounding water for cooling the bearings of the propeller shaft. When the ship moves in the direction of the arrow 9, the surrounding water is pushed in the axial cooling tunnel 10, located in the propeller shaft 3, as shown by arrows 11. The water flow in the tunnel 10 is stronger, the higher the speed of the vessel and at full speed the cooling is most intense when it is just necessary. The water flow can be increased by providing a radial tunnels on the side of the propeller, and in these tunnels flow (shown by arrows 11a) increases under the action of centrifugal force. If the propeller 4 is pulling, the simplest solution is a cooling tunnel 10, passing through the axis around the propeller shaft and through the hub of the propeller.

In Fig. 2 axial tasunovo cooling. This bearing through the wall 13 may be separated from the rest of the internal cavity of the propulsion system 1. A closed cavity 14 at the end of the propulsion system is under strong cooling action of the surrounding water. This can be used to skip part of the circuit of lubricating oil to the bearing 12 so that it is cooled, giving heat to the sea water.

In Fig. 3 schematically illustrates the main engine of the ship machine M that lead generator C. This combination is connected to the Central control device 15, which transmits power generated by the generator, through cables 16 for driving the motor 2. The cables 16 are shown only schematically, since the driving motor 2 is rotating block 1, the power has to pass through the contact device with the contact rings 17. The rotation of the propulsion system 1 is performed by the steering machine motor 18, through which a small gear 19 acts on the ring gear 20 connected with the tubular shaft rotation 8. The design of the hull position indicated by the number 21. In Fig. 3 shows that running the engine 2 is not installed on the axis of the propulsion system 1. more extensive part of the 5V from the top side of the engine, that improves their structural strength. This misalignment is approximately 3-5% of the external diameter of the engine 2.

In Fig. 4 shows a longitudinal slightly slanted guide surface 24 on the outside of the propulsion system 1. These guide surfaces give the current passing water rotational component in the direction of the arrows 25, i.e. in the direction opposite to the direction of rotation of the propeller 4 in direction of arrow 4. This increases the capacity of the propulsion system and the efficiency of the screw. At the same time the guiding surfaces serve as stiffeners for the casing 1 a.

In Fig. 5 shows how the propulsion system 1 can be installed on the vessel. The propulsion system can be set obliquely, so that the angle between the axis of rotation 7 and the propeller shaft 3 is approximately 80o. This is a good solution, especially when the propeller is pulling, in which case the propeller is located close to the inclined rear part of the bottom 26 of the case which water is flown mainly in the direction of the arrow 27. The inclined position of the propulsion system 1 provides work of the screw, in the direction flowing past him water, which is favourable from the point of view of obtaining Makoto provides significant advantages in terms of its strength.

In Fig. 6 shows the propulsion system 1 with sealed and narutoi internal cavity of the propulsion system 1 and the tubular shaft 8. The pressure is maintained above the maximum water pressure so that water does not leak in the engine installation and may not cause damage to the equipment in narutoi cavity. Pressure is maintained using a compressor device 28 and is controlled by the machine control 29. The required gauges and/or control devices 30 connected to the system. To ensure proper operation of the cooling system running of the engine 2, it is necessary to use a heat exchanger 31 through which the pumped refrigerant, such as water or air, in the direction of arrow 6. For circulation of cooling air within the closed cavity requires one or more fans 32. Cooling for the chassis engine through one or more heat exchangers may also be used in the case when the internal cavity of the propulsion system is not nadota or is not closed for other reasons.

In Fig. 7 shows two independently operating driving motor 2 a and 2 to the motor 1. Running the engine 2 and is directly connected to the propeller screw 4, an end of the propulsion system, but you can submit a design, when they are at different ends of the propulsion system. The screws 4 and 4 rotate in opposite directions. Each screw has its thrust bearing 12 a and 12 b respectively. Air cooling of the traveling motors 2 a and 2 is made in essentially the same manner as in Fig. 1 and 2, but there are only four plate bulkheads 5, arranged crosswise relative to the traveling motors 2 a and 2 C. Use of two or more propellers rotating in pairs in opposite directions, increases the efficiency of the propulsion system.

1. The main propulsion system of the vessel containing the motor unit including an electric driving motor connected to the propeller shaft running propeller associated with rotary, mostly vertical, tubular shaft mounted in bearings mounted in the hull, and a propulsion unit, with the exception of the propeller, and a tubular shaft enclosed in the hollow casing, characterized in that the inside of the casing is mainly vertical plate bulkheads, providing rigidity and support to the housing, the mounting chassis is the motor, and creating walls of the tunnels for the incoming and outgoing gas cooler running engine.

2. Installation under item 1, characterized in that the way the engine is shifted in the radial direction downward from the center of the motor block.

3. Installation on PP.1 and 2, characterized in that the plate bulkhead is connected to the motor stator and form part of the stator frame construction.

4. Installation on PP.1 to 3, characterized in that the way the engine to keep it connected with five plate bulkheads mainly perpendicular to the propeller shaft.

5. Installation on PP. 1 to 4, characterized in that the center of gravity of the propelling motor offset for the axis of rotation of the tubular shaft away from the propeller.

6. Installation on PP.1 to 5, characterized in that the ratio of the length of the propelling motor to its external diameter is 0.5 to 1.8, preferably from 1.0 to 1.6.

7. Installation on PP.1 to 6, characterized in that the angle between the propeller shaft and the axis of rotation of the tubular shaft 89 70opreferably 85 - 75o.

8. Installation on PP. 1 to 7, characterized in that the outside of the hollow casing of the motor unit is made of a longitudinal inclination of the spacecraft in PP.1 8, characterized in that the thrust bearing, axial bearing load of the propeller shaft, is located at the opposite end of the propulsion unit relative to the propeller for cooling the lubricating oil of the bearing sea water.

10. Installation on PP. 1 to 9, characterized in that inside the cavity of the casing of the created air pressure exceeds the pressure of the water surrounding the casing, and a running engine provided with an air heat exchanger for cooling.

11. Installation on PP.1 to 10, characterized in that the longitudinal axis of the propeller shaft is made a tunnel for the flow of cooling the bearings of the propeller shaft outboard water.

12. Installation on PP.1 to 11, characterized in that the motor unit is provided with at least the second driving motor associated with the second propeller screw.

 

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