EP2152571B1 - Rudder propeller drive, and rudder propeller driving method - Google Patents

Abstract

The invention relates to a rudder propeller drive comprising a driving motor (1), the output shaft of which can be effectively connected to a shaft of a propeller by means of a drive train. The propeller shaft is accommodated in a rudder propeller housing that can be mounted outside a hull, while the propeller on the propeller shaft is located outside the rudder propeller housing. A lubricating and/or cooling device is provided for the propeller shaft and/or for drive train areas mounted in front of the propeller shaft. The drive train encompasses a hydrodynamic clutch (3) or a hydrodynamic torque converter which is combined with or integrated into the lubricating and/or cooling device in such a way that the hydrodynamic clutch or the hydrodynamic torque converter and the lubricating and/or cooling device use a joint amount of functional fluid.

Description

The present invention relates to a rudder propeller drive according to the preamble of claim 1 and a rudder propeller drive method therewith.

US 3 407 600 shows a Rudderpropellerantrieb with the features of the preamble of claim 1.

For example, from the DE 200 21 466 U1 a rudder propeller drive with a drive motor is known, in particular as indicated in the preamble of claim 1. It is also known from practice to use hydrodynamic clutches in connection with ship propulsion systems, ie installed in the drive train of a drive. However, the hydrodynamic coupling is an independent element with closed housing and its own fluid filling, such as preferably oil.

The present invention has and achieves the goal of designing a known rudder propeller drive in such a way that it is particularly inexpensive to manufacture and operate.

This object is achieved with a rudder propeller drive with a drive motor whose output shaft is operatively connected via a drive train to a propeller shaft of a propeller, the propeller shaft being housed in a rudder propeller housing attachable outside a hull, and the propeller on the propeller shaft outside Rudder propeller housing is located, wherein for the propeller shaft and / or for these upstream portions of the drive train, a lubricating and / or cooling device is contained, wherein furthermore the drive train is a hydrodynamic coupling or a hydrodynamic torque converter contains, which / is so combined with the lubricating and / or cooling device or integrated into the lubricating and / or cooling device that the hydrodynamic coupling or the hydrodynamic torque converter and the lubricating and / or cooling device use a common amount of operating fluid.

Thus, the operating fluid of the lubricating and / or cooling device and the operating fluid of the hydrodynamic coupling or the hydrodynamic torque converter can be realized with one and the same fluid supply in an advantageous manner.

An advantageous development consists in that the lubricating and / or cooling device contains the interior of the rudder propeller housing, wherein further preferably operating fluid is contained in the interior of the rudder propeller housing and / or the hydrodynamic coupling or the hydrodynamic torque converter is in fluid communication with the interior of the rudder propeller housing. The latter can advantageously be realized in that the hydrodynamic coupling or the hydrodynamic torque converter in the interior of the rudder propeller housing or in an extension of the interior of the rudder propeller housing is located within the hull. Such an extension is structurally referred to, for example, as a cone support tube or support cone.

Yet another preferred embodiment of the invention is that the hydrodynamic coupling or the hydrodynamic torque converter in such a way combined with the lubricating and / or cooling device or integrated into the lubricating and / or cooling device, that the hydrodynamic coupling or the hydrodynamic torque converter for a Promotion of the operating fluid in the lubrication and / or cooling device provides.

It may also be advantageously provided that the hydrodynamic coupling contains a plurality of hydrodynamic coupling units or the hydrodynamic torque converter contains a plurality of hydrodynamic converter units. Alternatively or additionally, it may be provided that in addition an elastic coupling and / or a shift clutch is installed in the drive train.

Furthermore, the drive motor may be located within the hull with preference.

In a Rudderpropellerantriebsverfahren invention is provided that an output shaft of a drive motor via a drive train with a propeller shaft of a propeller is in operative connection, which propeller shaft is housed in a Rudderpropellergehäuse, which is outside a ship's hull, and which propeller is located on the propeller shaft outside the Rudderpropellergehäuses, the propeller shaft and / or these upstream portions of the drive train are lubricated and / or cooled with an operating fluid, the powertrain including a hydrodynamic coupling or a hydrodynamic torque converter, the same amount of operating fluid used to lubricate and / or cool the propeller shaft and / or these upstream portions of the drive train is supplied with operating fluid.

In a further development thereof, it may be provided with advantage that the lubricating and / or cooling device contains the interior of the rudder propeller housing, and that the hydrodynamic coupling or the hydrodynamic torque converter is in fluid communication with the interior of the rudder propeller housing, in particular operating fluid being contained in the interior of the rudder propeller housing can, wherein still more preferably the hydrodynamic coupling or the hydrodynamic torque converter in the interior of the rudder propeller housing or in an extension of the interior of the rudder propeller housing, such as a cone support tube or a support cone, lies within the hull.

With preference, it can also be provided that the hydrodynamic coupling or the hydrodynamic torque converter is combined with the lubricating and / or cooling device or integrated into the lubricating and / or cooling device, that the hydrodynamic coupling or the hydrodynamic torque converter for a promotion of the operating fluid in the lubrication and / or cooling device provides.

By the invention, in particular, a ship propulsion in the form of a rudder propeller, for example with integrated vertically arranged drive motor as well as particularly advantageous in the interior of the rudder propeller housing, which is part of lubricants and coolers, or in an extension thereof in the ship interior integrated hydrodynamic coupling or integrated hydrodynamic torque converter created. The integration of the hydrodynamic coupling or the hydrodynamic torque converter in the interior of the rudder propeller housing or an extension thereof provides the opportunity to build a compact drive system. By positioning the hydrodynamic coupling or the hydrodynamic torque converter within the operating fluid filling, in particular oil filling, of the rudder propeller housing, the lubricant and coolant of the drive train of the rudder propeller and the filling of the hydrodynamic coupling or the hydrodynamic torque converter can be realized with one and the same fluid. This eliminates the need for sealing the hydrodynamic coupling or the hydrodynamic torque converter to the environment, as is required in a conventionally arranged hydrodynamic coupling or a conventionally arranged hydrodynamic torque converter. In the case of the mentioned extension, it is structurally referred to, for example, as a cone support tube or support cone.

Hydrodynamic couplings or hydrodynamic torque converters naturally have a conveying effect from the inside to the outside. This conveying effect can be used by the invention to realize the fluid exchange, in particular lubricant exchange, between the well under the surrounding fairway, such as seawater, very well cooled underwater part and the not or worse cooled upper part of the rudder propeller drive. For this purpose, separate pumps are required in today's known constructions.

The hydrodynamic coupling or the hydrodynamic torque converter can also be designed as a so-called double clutch or as a double converter, resulting in twice the transmittable torque with the same coupling or transducer diameter. By using a hydrodynamic coupling with blades which are inclined in the tangential direction in the pump and turbine wheel of the hydrodynamic coupling, the torque in one direction of rotation can likewise be increased. This is preferably done in pre-rotation, which provides for a propeller thrust forward. For the reverse direction, i. in a propeller thrust backwards, results from the inclination of the blades a smaller transmissible torque, which is needed only in limited operating situations of the rudder propeller drive.

• Schwingungstechnische Entkopplung von Antriebs- und Arbeitsmaschine im Antriebsstrang bei kompaktem Bauraum,
• hervorragende akustische Isolation des Antriebsmotors von der mechanischen Struktur (Ruderpropeller und Schiff), wodurch ein besonders leiser Betrieb möglich ist,
• Verringerung des Anfahrmomentes des Antriebsmotors, d.h. Erzielung eines möglichst oder besonders kleinen Anfahrmomentes des Antriebsmotors,
• Schmierung/Kühlung des Ruderpropellers und Füllung der hydrodynamischen Kupplung oder des hydrodynamischen Drehmomentwandlers mit nur einem Fluid und somit Reduzierung der Vielfalt der Betriebsstoffe,
• Ausnutzung der Förderwirkung der hydrodynamischen Kupplung oder des hydrodynamischen Drehmomentwandlers für das Umwälzen des Schmier-/Kühlmittels oder -fluides und somit Wegfall einer entsprechenden Fördereinrichtung,
• Wegfall von Dichtungen und damit Verschleißteilen an der Kupplung und somit erhebliche Einsparung an Wartung und Service, und
• Schutz des Ruderpropellers vor Überlaststößen durch z.B. Grundberührung, Fremdkörper im Wasser, Eis und dergleichen.

Further advantages of the invention are:

• Vibration-decoupling of drive and work machine in the drive train in a compact space,
• excellent acoustic isolation of the drive motor from the mechanical structure (rudder propeller and ship), which allows a particularly quiet operation,
• Reduction of the starting torque of the drive motor, ie achievement of a possible or very small starting torque of the drive motor,
• Lubrication / cooling of the rudder propeller and filling of the hydrodynamic coupling or of the hydrodynamic torque converter with only one fluid and thus reduction of the variety of operating fluids,
• Utilization of the conveying effect of the hydrodynamic coupling or of the hydrodynamic torque converter for circulating the lubricating / cooling agent or fluid and thus omitting a corresponding conveying device,
• Elimination of seals and thus wearing parts on the coupling and thus considerable savings in maintenance and service, and
• Protection of the rudder propeller against overload impacts by eg grounding, foreign bodies in the water, ice and the like.

Further preferred and / or advantageous embodiments of the invention will become apparent from the claims and their combinations as well as the entire present application documents.

Fig. 1

in einem schematischen Längsschnitt ein erstes Ausführungsbeispiel eines Ruderpropellerantriebs zeigt,

Fig. 2

in einem schematischen Längsschnitt ein zweites Ausführungsbeispiel eines Ruderpropellerantriebs zeigt,

Fig. 3

in einem schematischen Längsschnitt ein drittes Ausführungsbeispiel eines Ruderpropellerantriebs zeigt, und

Fig. 4

in einem schematischen Längsschnitt ein viertes Ausführungsbeispiel eines Ruderpropellerantriebs zeigt.

The invention will now be described by way of example with reference to exemplary embodiments with reference to the drawing, in which

Fig. 1

shows in a schematic longitudinal section a first embodiment of a Rudderpropellerantriebs,

Fig. 2

shows in a schematic longitudinal section a second embodiment of a Rudderpropellerantriebs,

Fig. 3

shows in a schematic longitudinal section a third embodiment of a Rudderpropellerantriebs, and

Fig. 4

in a schematic longitudinal section shows a fourth embodiment of a Rudderpropellerantriebs.

With reference to the embodiments and application examples described below and illustrated in the drawings, the invention will be explained only by way of example, i. it is not limited to these embodiments and examples of application or to the combinations of features within these embodiments and applications. Process and device features result analogously also from device or process descriptions.

Individual features that are indicated and / or illustrated in connection with a specific embodiment, are not limited to this embodiment or the combination with the other features of this embodiment, but may in the context of the technically possible, with any other variants, even if they are in are not treated separately.

The same reference numerals in the individual figures and illustrations of the drawing designate the same or similar or the same or similar components. On the basis of the representations in the drawing, those features are also clear, which are not provided with reference numerals, regardless of whether such features are described below or not. On the other hand, features that are included in the present description but are not visible or illustrated in the drawing will be readily understood by those skilled in the art.

In the Fig. 1 is shown schematically in a longitudinal section a first embodiment of a Rudderpropellerantriebs R with a drive motor 1 and a mounted on a ship's hull 2 Rudder propeller housing G. Shown is a rudder propeller drive R with a "simple" hydrodynamic coupling 3, ie a pump impeller 3a and a turbine wheel 3b. The cited in connection with the embodiments and The hydrodynamic coupling shown is only to be understood as an example, and in the context of the present invention instead of a hydrodynamic coupling also a hydrodynamic torque converter can be used and achieve the same results and take advantage. Whenever reference is made below to a hydrodynamic coupling, it is readily apparent to the person skilled in the art that in each case a hydrodynamic torque converter can also be provided, or be technically adapted, without this being indicated once again at each individual point. While in the conventional hydrodynamic clutch, the slip of the rotational speed is constant or is set by the amount of the operating fluid, the torque converter is set in the torque converter, but this is achieved not by changing the filling with operating fluid but by adjusting vanes.

The representation of a Rudderpropellerantriebs R with a propeller P in a nozzle D is only an example. The application with a vertically arranged drive motor 1, such as an electric motor, is to be understood by way of example. The hydrodynamic coupling 3 can just as well be used in an otherwise mechanically driven rudder propeller drive R, for example using e.g. a bevel gear in the drive train A, are used.

Further components of the are an oil-filled interior 4 of the rudder propeller housing G, a vertical axis 5 of a drive train A, a controllable about the vertical axis 5 Rudderpropellergehäusefuß, a vertical shaft 7 of the drive train A, an underwater part 8 of the rudder propeller housing G with a gear (not shown), a propeller shaft 9, an azimuth adjustment drive 10 and a nozzle D.

In this embodiment of the rudder propeller drive R, the hydrodynamic coupling 3 is inserted inside the oil-filled rudder propeller housing G, specifically an extension E within the hull 2 has, in which extension E, the hydrodynamic coupling 3 is added. As a result, the oil, which can be generally referred to as lubricating and cooling fluid or operating fluid B, in the interior 4 of the rudder propeller housing G simultaneously the operating fluid B or medium for the hydrodynamic coupling 3, since the interior 4 of the rudder propeller housing G in the interior. 4 'the extension E passes. More specifically, the hydrodynamic coupling 3 uses the same amount of operating fluid as a lubricating and / or cooling device SK, which is essentially formed by the rudder propeller housing G with the supply of operating fluid B. Such an extension E is, for example, a structure such as a cone support tube or a support cone.

In the Fig. 1 is also shown by arrows F, the pumping action of the hydrodynamic coupling 3. This pumping action is used in whole or in part to circulate the operating fluid B, such as oil, in the rudder propeller housing G, which is normally done with an additional impeller or external pump.

In principle, an arrangement of the hydrodynamic coupling 3 or an alternatively usable hydrodynamic torque converter on the propeller shaft 9 is possible.

As far as in the Fig. 2 to 4 Components and parts are designated, the same reference numerals as in and for the Fig. 1 used. Described and explained are only more differences of the embodiments according to the Fig. 2 to 4 in view of the embodiment according to the Fig. 1 to avoid mere repetition.

In the Fig. 2 is in a schematic longitudinal section analogous to Fig. 1 a Rudderpropellerantrieb R with a double hydrodynamic coupling 3, ie with two pumping wheels 3a and two turbine wheels 3b, shown as a further embodiment. Equally well, however, a clutch with more than two pumping wheels 3a and two turbine wheels 3b is conceivable.

Yet another embodiment of a rudder propeller drive R is analogous in a schematic longitudinal section Fig. 1 and 2 in the Fig. 3 with a hydrodynamic coupling 3 and with a free-running propeller P, ie without a nozzle D as in the first and second embodiments shown.

The Fig. 4 illustrated in a schematic longitudinal section analogous to the Fig. 1 to 3 Rudder propeller drive R with a hydrodynamic coupling 3 in a twin propeller design, ie with two propellers P.

As has already been explained above, reference was made in the context of the description of practical examples to a hydrodynamic coupling, but this is only to be understood as an example. Instead of a hydrodynamic coupling and a hydrodynamic torque converter in the context of the invention can be used. Since a hydrodynamic torque converter is thus in principle also suitable for use in the present application, a person skilled in the art can readily provide devices and methods with a hydrodynamic torque converter without the necessity of the necessary apparatus and procedural adaptations instead of the exemplary hydrodynamic coupling to become inventive or to deviate from the scope of the present invention.

The invention is illustrated by way of example only and not by way of example in the description and the drawing, but includes all variations, modifications, substitutions and combinations that the skilled person the present documents, in particular in the context of the claim and the general representations in the introduction this description and the description of the embodiments and combine it with his expert knowledge as well as the state of the art. In particular, all individual features and design options of the invention and its embodiments can be combined.

LIST OF REFERENCE NUMBERS

1

drive motor

2

hull

3

hydrodynamic coupling

3a

impeller

3b

turbine

4

oil-filled interior of the rudder propeller housing

4 '

Interior 4 'of the extension

5

vertical axis

6

Steering propeller housing controllable about the vertical axis

7

Vertical shaft of the drive train

8th

Underwater part of the rudder propeller housing with gearbox

9

propeller shaft

10

Azimutverstellantrieb

A

powertrain

B

operating fluid

D

jet

e

extension

F

arrows

G

Rudder propeller housing

P

propeller

R

Rudder propeller drive

SK

Lubricating and / or cooling device

Claims (15)

1. Rudder propeller drive (R) having a drive motor (1), the output shaft of which can be functionally connected to a propeller shaft (9) or propeller (P) via a drive train (A), wherein the propeller shaft (9) is accommodated in a rudder propeller housing (G) which can be mounted outside a hull (2), and the propeller (P) on the propeller shaft (9) is located outside the rudder propeller housing (G), wherein a lubricating and/or cooling device (SK) is incorporated for the propeller shaft (9) and/or for regions of the drive train located upstream thereof,
   characterised in that
   the drive train contains a hydrodynamic clutch (3) or a hydmdynamic torque converter which is combined with the lubricating and/or cooling device (SK) or is integrated into the lubricating and/or cooling device (SK) in such a manner that the hydrodynamic clutch (3) or the hydrodynamic torque converter and the lubricating and/or cooling device (SK) use a common supply of operational fluid (B).
2. Rudder propeller drive (R) as claimed in Claim 1, characterised in that the lubricating and/or cooling device (SK) contains the interior of the rudder propeller housing (G), wherein in particular operational fluid (B) is contained in the interior (4) of the rudder propeller housing.
3. Rudder propeller drive (R) as claimed in Claim 2, characterised in that the hydrodynamic clutch (3) or the hydrodynamic torque converter is in fluid connection with the interior (4) of the rudder propeller housing.
4. Rudder propeller drive (R) as claimed in Claim 3, characterised in that the hydrodynamic clutch (3) or the hydrodynamic torque converter is located in the interior (4) of the rudder propeller housing.
5. Rudder propeller drive (R) as claimed in Claim 3, characterised in that the hydrodynamic clutch (3) or the hydrodynamic torque converter is located in an extension of the interior (4) of the rudder propeller housing inside the hull (2).
6. Rudder propeller drive (R) as claimed in any one of the preceding Claims, characterised in that the hydrodynamic clutch (3) or the hydrodynamic torque converter is combined with the lubricating and/or cooling device (SK) or is integrated into the lubricating and/or cooling device (SK) in such a manner that the hydrodynamic clutch (3) or the hydrodynamic torque converter ensures a conveyance of the operational fluid (B) in the lubricating and/or cooling device (SK).
7. Rudder propeller drive (R) as claimed in any one of the preceding Claims, characterised in that the hydrodynamic clutch (3) contains several hydrodynamic clutch units or the hydrodynamic torque converter contains several hydrodynamic converter units.
8. Rudder propeller drive (R) as claimed in any one of the preceding Claims, characterised in that an elastic clutch is additionally installed in the drive train.
9. Rudder propeller drive (R) as claimed in any one of the preceding Claims, characterised in that a switching clutch is additionally installed in the drive train.
10. Rudder propeller drive R as claimed in any one of the preceding Claims, characterised in that the drive motor (1) is located inside the hull (2).
11. Rudder propeller drive method, wherein an output shaft of a drive motor (1) is functionally connected to a propeller shaft (9) of a propeller (P) via a drive train, which propeller shaft (9) is accommodated in a rudder propeller housing (G) located outside a hull (2), and which propeller (P) on the propeller shaft (9) is located outside the rudder propeller housing (G), wherein the propeller shaft (9) and/or regions of the drive train located upstream thereof is/are lubricated and/or cooled using an operational fluid (B),
    characterised in that
    the drive train contains a hydrodynamic clutch (3) or a hydrodynamic torque converter which is supplied with operational fluid (B) which is part of the same supply of functional fluid (B) used for lubricating and/or cooling the propeller shaft (9) and/or regions of the drive train located upstream thereof.
12. Rudder propeller drive method as claimed in Claim 11, characterised in that the lubricating and/or cooling device (SK) contains the interior of the rudder propeller housing, and in that the hydrodynamic clutch (3) or the hydrodynamic torque converter is in fluid connection with the interior (4) of the rudder propeller housing, wherein in particular operational fluid (B) is contained in the interior (4) of the rudder propeller housing (G).
13. Rudder propeller drive method as claimed in Claim 12, characterised in that the hydrodynamic clutch (3) or the hydrodynamic torque converter is located in the interior (4) of the rudder propeller housing.
14. Rudder propeller drive method as claimed in Claim 12, characterised in that the hydrodynamic clutch (3) or the hydrodynamic torque converter is located in an extension of the interior (4') of the rudder propeller housing (G) inside the hull (2).
15. Rudder propeller drive method as claimed in any one of Claims 11 to 14, characterised in that the hydrodynamic clutch (3) or the hydrodynamic torque converter is combined with the lubricating and/or cooling device (SK) or is integrated into the lubricating and/or cooling device (SK) in such a manner that the hydrodynamic clutch (3) or the hydrodynamic torque converter ensures a conveyance of the operational fluid (B) in the lubricating and/or cooling device (SK).

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