CA1178163A - Drive unit of a ship for icy waters - Google Patents
Drive unit of a ship for icy watersInfo
- Publication number
- CA1178163A CA1178163A CA000381633A CA381633A CA1178163A CA 1178163 A CA1178163 A CA 1178163A CA 000381633 A CA000381633 A CA 000381633A CA 381633 A CA381633 A CA 381633A CA 1178163 A CA1178163 A CA 1178163A
- Authority
- CA
- Canada
- Prior art keywords
- flywheel
- shaft line
- coupling
- drive unit
- propeller
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
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
- B63H23/30—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
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
- B63B35/08—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Motor Power Transmission Devices (AREA)
- Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
- Structure Of Transmissions (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A drive unit of a ship for icy waters has a propeller, a prime mover, a shaft line between the prime mover and propeller, and a flywheel element which is arranged on the shaft line and can be coupled with the latter by a hydrodynamic switch coupling.
The flywheel is formed as a rotation symmetrical tubular body which concentrically surrounds the shaft line.
A drive unit of a ship for icy waters has a propeller, a prime mover, a shaft line between the prime mover and propeller, and a flywheel element which is arranged on the shaft line and can be coupled with the latter by a hydrodynamic switch coupling.
The flywheel is formed as a rotation symmetrical tubular body which concentrically surrounds the shaft line.
Description
~ ~781~3 1 The present invention relates to a drive system or ships in icy waters. More particularly, the present invention relates to a drive system of ships for icy waters, which have a hydro-dynamic coupling in a shaft line between a prime mover and a propeller.
Drive systems of the above-mentioned general type are known in the art. A known drive system includes a prime mover, a transmission, and a connected shaft line, so that a propeller can be uncoupled and coupled when the prime mover runs. The in-troduction of slow running diesel engines in ships for navigationin ice has not been possible. The reason for this is that in the event of ice contact, there is a danger o an excessive re-volution pressure resulting from blockiny of the propeller which can lead to mechanical and thermal overloading of the prime mover~
Drive systems have been proposed which are provided with a reduc-.ing transmission and have, between the reducing transmission and the propeller, a hydrodynamic coupling giving ov~rload protec-tion and acting as a slip clutch, and a rigid bridge coupling, for example a friction coupling. Both couplings have switching elements which are independent from one another, and the closed friction coupling bridges the open slip coupling. Such a con-struction is disclosed, for example, in the German Ofenlegungs-schrit 2,106,403. In such a construction, the friction coupling allows during the slow travelling in icy waters a vibration-ree torque transmission with smallest possible power losses. Fast shaft interruptions are possible when the ship contacts ice.
The hydrodynamic coupling which acts in this event can be adjusted, for example, by an oil pressure device that it prevents overload-ing of the shat line by automatic emptyin~ o the coupling.
Hydrodynamic couplings for the above-mentioned constructions are
Drive systems of the above-mentioned general type are known in the art. A known drive system includes a prime mover, a transmission, and a connected shaft line, so that a propeller can be uncoupled and coupled when the prime mover runs. The in-troduction of slow running diesel engines in ships for navigationin ice has not been possible. The reason for this is that in the event of ice contact, there is a danger o an excessive re-volution pressure resulting from blockiny of the propeller which can lead to mechanical and thermal overloading of the prime mover~
Drive systems have been proposed which are provided with a reduc-.ing transmission and have, between the reducing transmission and the propeller, a hydrodynamic coupling giving ov~rload protec-tion and acting as a slip clutch, and a rigid bridge coupling, for example a friction coupling. Both couplings have switching elements which are independent from one another, and the closed friction coupling bridges the open slip coupling. Such a con-struction is disclosed, for example, in the German Ofenlegungs-schrit 2,106,403. In such a construction, the friction coupling allows during the slow travelling in icy waters a vibration-ree torque transmission with smallest possible power losses. Fast shaft interruptions are possible when the ship contacts ice.
The hydrodynamic coupling which acts in this event can be adjusted, for example, by an oil pressure device that it prevents overload-ing of the shat line by automatic emptyin~ o the coupling.
Hydrodynamic couplings for the above-mentioned constructions are
-2-1 described in the "Zeitschrift MTZ" November 195~, page 388.
The above-described drive units have some disadvantages with respect to their operation in the specific field and utilization of diesel engines.
Accordingly, it is an object of the present invention to provide a drive system of a ship for icy waters, which avoids the disadvantages of the prior art.
More particularly, it is an object of the present inven-tion to provide a drive unit of a ship for icy waters, which better suits to the special requirements of this application field and advantageously makes possible the utilization of slow running diesel enqines as prime movers.
In keeping with these objects and with others which will become apparent hereinafter, one feature~ of the present invention resides, briefly s~ated,in a drive unit oE a ship for icy waters, having a prime mover, a propeller, and a shaft line extendin~
therebet~een wherein a 1~wheel element is arranged on a sha~t line, and a hydrodynamic switch coupling is arranged to couple the flywheel element with the shaft line.
In accordance with another advantageous feature of the present invention, the flywheel is formed as a rotation symmet-rical tubular body and is arranged on the shaft line so that it concentrically surrounds the shaft line at the respective mounting location.
Still another feature of the present invention is that the hydrodynamic switch coupling has a primary wheel which is seated on the shaft line, and a secondary wheel which forms the flywheel element or is connected with the flywheel element.
In accordance with a fur-ther advanta~cous featur~ of the present invention, an auxiliary drive element can be coupled with ~1~8~
1 the flywheel. A further hydrodynamic coupling can be arranged to couple the auxiliary drive element with the flywheel.
Finally, the hydrodynamic coupling of the auxiliary drive can be formed as a hydrodynamic converter.
The novel features which are considered as characteristic for the invention are set forth in particular in the appended claims. The invention itself, however, both as to its constructic?
and its method of operation, together with additional objects and ~dvantages thereo~, will be best understood from the following description of specific embodiments when read in connection with the accompanying drawings.
FIG. 1 is a view which schematically shows a drive system of a shaft for navigation in icy waters;
FIG. 2 is an enlarged section of a flywheel element of the drive of FIG. l; and FIG. 3 is an enlarged view of the fl~wheel o~ the drive o~ FIG. 1 with an additional drive elernent.
A drive system or unit o~ a ship for icy waters has a propeller identified by reference numeral 1, a sha~t line iden-tified by reference numeral 2 and supported in bearings 3, and a Diesel engine 4, which drives the shaft line 2 and thereby the propeller 1. A flywheel element identified by reference numeral 5 is arranged on the shàft line 2 between the bearings
The above-described drive units have some disadvantages with respect to their operation in the specific field and utilization of diesel engines.
Accordingly, it is an object of the present invention to provide a drive system of a ship for icy waters, which avoids the disadvantages of the prior art.
More particularly, it is an object of the present inven-tion to provide a drive unit of a ship for icy waters, which better suits to the special requirements of this application field and advantageously makes possible the utilization of slow running diesel enqines as prime movers.
In keeping with these objects and with others which will become apparent hereinafter, one feature~ of the present invention resides, briefly s~ated,in a drive unit oE a ship for icy waters, having a prime mover, a propeller, and a shaft line extendin~
therebet~een wherein a 1~wheel element is arranged on a sha~t line, and a hydrodynamic switch coupling is arranged to couple the flywheel element with the shaft line.
In accordance with another advantageous feature of the present invention, the flywheel is formed as a rotation symmet-rical tubular body and is arranged on the shaft line so that it concentrically surrounds the shaft line at the respective mounting location.
Still another feature of the present invention is that the hydrodynamic switch coupling has a primary wheel which is seated on the shaft line, and a secondary wheel which forms the flywheel element or is connected with the flywheel element.
In accordance with a fur-ther advanta~cous featur~ of the present invention, an auxiliary drive element can be coupled with ~1~8~
1 the flywheel. A further hydrodynamic coupling can be arranged to couple the auxiliary drive element with the flywheel.
Finally, the hydrodynamic coupling of the auxiliary drive can be formed as a hydrodynamic converter.
The novel features which are considered as characteristic for the invention are set forth in particular in the appended claims. The invention itself, however, both as to its constructic?
and its method of operation, together with additional objects and ~dvantages thereo~, will be best understood from the following description of specific embodiments when read in connection with the accompanying drawings.
FIG. 1 is a view which schematically shows a drive system of a shaft for navigation in icy waters;
FIG. 2 is an enlarged section of a flywheel element of the drive of FIG. l; and FIG. 3 is an enlarged view of the fl~wheel o~ the drive o~ FIG. 1 with an additional drive elernent.
A drive system or unit o~ a ship for icy waters has a propeller identified by reference numeral 1, a sha~t line iden-tified by reference numeral 2 and supported in bearings 3, and a Diesel engine 4, which drives the shaft line 2 and thereby the propeller 1. A flywheel element identified by reference numeral 5 is arranged on the shàft line 2 between the bearings
3.
The flywheel element 5 is shown in detail in FIGS. 2 and 3. The fl~heel element5 is arranged on the shaft line 2 so tha~
it straddles or surrounds the latter and is preferably formed as a rotation symmetrical tubular body which is concentric with the shaft line 2. l~he flywheel element or unit has a housing 8 pro-vided with inlets 6 and an outlet 7. A wor~ing medium is supplied L
~ sr7~ rN~r~ ~
i 3 1 ~nto the housing 8 of the flywheel element through the inlets6 and discharged from the housing 8 through the outlet 7.
As can be seen from FIG. 2, a double-10w hydrodynamic coupling 9 is arranged between the flywheel element 5 and the shaft line 2. The hydrodynamic coupling 9 has a primary double wheel identified by reference numeral 9', and secondary wheels identified by reference numeral 9". Both secondary wheels 9"
of the hydrodynamic coupling 9, are fixedly connected with the flywheel element 5. By actuation of an emptying arrangement lQ in the condition of blocked working medium supply, uncoupling between the flywheel 5 and the shaft line 2 takes place.
5traddling support of the flywheel 5 on the shaft line 2 can be performed with the aid of support bearings which are identified by reference numeral 11. The shaft line 2 is connected ou-tside of the housing 8 with the prime mover 4, on the one hand, and with the propeller 1 via a conneating piece, on the other hand.
When contact with ice is expected, the flywheel 5 can be driven by filling of the hydrodyanmic coupling 9 so as to at-tain approxima~ely the number o~ revolutions of the shaft line 2.
Then during the ice contact the properties of the hydrodyanmic coupling is advantageously utilized~ More particularly, the coupling transmits, af.ter termination of the acceleration step with a small slip,only a very small torque.. which substantially corresponds to the torque generated from the friction of the fly-wheel in its bearings. On the other hand, the ~orque transmitted by the coupling with given diameter increases with the increase of the coupling slip or the difference of the numbers of revolutions between the primary wheel 9' and the secon-dary wheel 9" of the coupling g. This means that the smaller is the number of revolutions of the shaft line during contact of the _~7 ..~,~q~.
1 propeller wi~h icc or other hindrances, the more active is the flywheel 5. This leads back to the fact that the primary shaft of the rotating coupling is suddenly decelerated, so that a great difference of the numbers of revolution between the secondary wheel which continues to run because of its flywheel mass and the primary wheel is controlled. As a result of the great slip, a higher torque is now transmitted via the hydrodynamic coupling so that the rotation energy of the coupling secondary wheel and all flywheel masses connected therewith are transmitted to the primary wheel in shock-free and wear-free manner. As mentioned above, the greater is the difference of the numbers of revolution, the greater is the transmitted torque.
As can be seen from FIG. 3, the drive unit shown here has a flywheel element which substantially corresponds to the flywheel ele~nents of FIG. 5. In addition, an auxiliary drive 13 is provided here and connected with the flywheel 5 via a transmission, such as a reduction transmission 12. A coupliny, such as advantageously a hydrodynamic coupling 14 is arranged between the auxiliary drive or drive motor 13 and the transmis-sion 12. The hydrodynamic coupling 14 is provided for attainingof the above-mentioned advantages. The hydrodynamic coupling 14 may be formed as a double-flow coupling; however, it also may be formed as a single flow coupling.
When the drive unit is designed in accordance with this embodiment, the flywheel 5 can be accelerated independently of the shaft line 2. The flywheel 5 can thereby be driven in rota--tion in the event when the propeller shat line does not rotate.
The rotation energy of the rotating flywheel 5 can be transmitted by filling of the coupling with the primary wheel on the fly-wheel 5 to the shaf-t line 2. The acceleration of the flywlleel 5 ~6-~ 178~63 1 with the aid of the auxiliary drive 13 can be performed with any frequency and in any direction and for such a long time until the eventually blocked propeller is again released.
The additional auxiliary drive can be advantageously utilized for accelerating reversal maneuvers, wherein the fly-wheel 5 is driven by the auxiliary drive 13 continuously in a direction which is opposite to the direction of the propeller rotation. During the reversal maneuver, the coupling is filled between the flywheel 5 and the shaft line 2, and the latter is dragged and accelerated in the opposite direction of rotation.
Instead of the hydrodynamic coupling 14 between the auxiliary drive 13 and the flywheel 5, a hydrodyanmic torque con-verter also may be provided.
It will be understood that each of the elements described above, or two or more together, may also find a useful application in other types of constructions differing from the types described above.
While the invention has been illustrated and described as embodied in a drive system of a ship for icy waters, it is not intended to be limited to the details shown, since various modi-fications and structural changes may be made without departing in any way from the spirit of the present invention.
The flywheel element 5 is shown in detail in FIGS. 2 and 3. The fl~heel element5 is arranged on the shaft line 2 so tha~
it straddles or surrounds the latter and is preferably formed as a rotation symmetrical tubular body which is concentric with the shaft line 2. l~he flywheel element or unit has a housing 8 pro-vided with inlets 6 and an outlet 7. A wor~ing medium is supplied L
~ sr7~ rN~r~ ~
i 3 1 ~nto the housing 8 of the flywheel element through the inlets6 and discharged from the housing 8 through the outlet 7.
As can be seen from FIG. 2, a double-10w hydrodynamic coupling 9 is arranged between the flywheel element 5 and the shaft line 2. The hydrodynamic coupling 9 has a primary double wheel identified by reference numeral 9', and secondary wheels identified by reference numeral 9". Both secondary wheels 9"
of the hydrodynamic coupling 9, are fixedly connected with the flywheel element 5. By actuation of an emptying arrangement lQ in the condition of blocked working medium supply, uncoupling between the flywheel 5 and the shaft line 2 takes place.
5traddling support of the flywheel 5 on the shaft line 2 can be performed with the aid of support bearings which are identified by reference numeral 11. The shaft line 2 is connected ou-tside of the housing 8 with the prime mover 4, on the one hand, and with the propeller 1 via a conneating piece, on the other hand.
When contact with ice is expected, the flywheel 5 can be driven by filling of the hydrodyanmic coupling 9 so as to at-tain approxima~ely the number o~ revolutions of the shaft line 2.
Then during the ice contact the properties of the hydrodyanmic coupling is advantageously utilized~ More particularly, the coupling transmits, af.ter termination of the acceleration step with a small slip,only a very small torque.. which substantially corresponds to the torque generated from the friction of the fly-wheel in its bearings. On the other hand, the ~orque transmitted by the coupling with given diameter increases with the increase of the coupling slip or the difference of the numbers of revolutions between the primary wheel 9' and the secon-dary wheel 9" of the coupling g. This means that the smaller is the number of revolutions of the shaft line during contact of the _~7 ..~,~q~.
1 propeller wi~h icc or other hindrances, the more active is the flywheel 5. This leads back to the fact that the primary shaft of the rotating coupling is suddenly decelerated, so that a great difference of the numbers of revolution between the secondary wheel which continues to run because of its flywheel mass and the primary wheel is controlled. As a result of the great slip, a higher torque is now transmitted via the hydrodynamic coupling so that the rotation energy of the coupling secondary wheel and all flywheel masses connected therewith are transmitted to the primary wheel in shock-free and wear-free manner. As mentioned above, the greater is the difference of the numbers of revolution, the greater is the transmitted torque.
As can be seen from FIG. 3, the drive unit shown here has a flywheel element which substantially corresponds to the flywheel ele~nents of FIG. 5. In addition, an auxiliary drive 13 is provided here and connected with the flywheel 5 via a transmission, such as a reduction transmission 12. A coupliny, such as advantageously a hydrodynamic coupling 14 is arranged between the auxiliary drive or drive motor 13 and the transmis-sion 12. The hydrodynamic coupling 14 is provided for attainingof the above-mentioned advantages. The hydrodynamic coupling 14 may be formed as a double-flow coupling; however, it also may be formed as a single flow coupling.
When the drive unit is designed in accordance with this embodiment, the flywheel 5 can be accelerated independently of the shaft line 2. The flywheel 5 can thereby be driven in rota--tion in the event when the propeller shat line does not rotate.
The rotation energy of the rotating flywheel 5 can be transmitted by filling of the coupling with the primary wheel on the fly-wheel 5 to the shaf-t line 2. The acceleration of the flywlleel 5 ~6-~ 178~63 1 with the aid of the auxiliary drive 13 can be performed with any frequency and in any direction and for such a long time until the eventually blocked propeller is again released.
The additional auxiliary drive can be advantageously utilized for accelerating reversal maneuvers, wherein the fly-wheel 5 is driven by the auxiliary drive 13 continuously in a direction which is opposite to the direction of the propeller rotation. During the reversal maneuver, the coupling is filled between the flywheel 5 and the shaft line 2, and the latter is dragged and accelerated in the opposite direction of rotation.
Instead of the hydrodynamic coupling 14 between the auxiliary drive 13 and the flywheel 5, a hydrodyanmic torque con-verter also may be provided.
It will be understood that each of the elements described above, or two or more together, may also find a useful application in other types of constructions differing from the types described above.
While the invention has been illustrated and described as embodied in a drive system of a ship for icy waters, it is not intended to be limited to the details shown, since various modi-fications and structural changes may be made without departing in any way from the spirit of the present invention.
Claims (6)
1. A drive unit of a ship for icy waters, comprising a prime mover; a propeller; a shaft line between said prime mover and said propeller for imparting a torque to said propeller;
a fly wheel element associated with said shaft line, said flywheel element being formed as a rotation-symmetrical tubular body and arranged on said shaft line so that it concentrically straddles on the latter; and a hydrodynamic switch coupling arranged to couple said flywheel element with said shaft line for imparting an additional torque to said propeller.
a fly wheel element associated with said shaft line, said flywheel element being formed as a rotation-symmetrical tubular body and arranged on said shaft line so that it concentrically straddles on the latter; and a hydrodynamic switch coupling arranged to couple said flywheel element with said shaft line for imparting an additional torque to said propeller.
2. A drive unit as defined in claim 1, wherein said hydrodynamic switch coupling has a primary wheel seated on said shaft line, and a secondary wheel forming said flywheel element.
3. A drive unit as defined in claim 1, wherein said hydrodynamic switch coupling has a primary wheel seated on said shaft line, and a secondary wheel connected with said flywheel element.
4. A drive unit as defined in claim 1; and further comprising an auxiliary drive element arranged to be coupled with said flywheel.
5. A drive unit as defined in claim 4; and further comprising a further hydrodynamic coupling arranged to couple said auxiliary drive element with said flywheel.
6. A drive unit as defined in claim 5, wherein said further hydrodynamic coupling of said auxiliary drive is formed as a hydrodynamic converter.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP3026581.7 | 1980-07-14 | ||
| DE19803026581 DE3026581A1 (en) | 1980-07-14 | 1980-07-14 | DRIVE SYSTEM FOR SHIPS IN ICEWATERS |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1178163A true CA1178163A (en) | 1984-11-20 |
Family
ID=6107119
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000381633A Expired CA1178163A (en) | 1980-07-14 | 1981-07-13 | Drive unit of a ship for icy waters |
Country Status (6)
| Country | Link |
|---|---|
| CA (1) | CA1178163A (en) |
| DE (1) | DE3026581A1 (en) |
| FI (1) | FI812144L (en) |
| FR (1) | FR2486488A1 (en) |
| GB (1) | GB2082533B (en) |
| SE (1) | SE8104333L (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3202988C2 (en) * | 1982-01-29 | 1986-05-28 | M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8900 Augsburg | Icebreaker or ice-going ship |
| BE1000678A4 (en) * | 1987-06-23 | 1989-03-07 | Picanol Nv | Weaving machine with stabilised speed operation - has localised flywheels each fitted with coupling allowing machine start and auxiliary motor accelerating flywheels before coupling in |
| DE602005000108T2 (en) | 2004-03-25 | 2007-01-04 | Converteam Ltd., Rugby | Improved power plant |
| GB0406767D0 (en) * | 2004-03-25 | 2004-04-28 | Alstom Power Conversion Ltd | Improved power plant |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2935899A (en) * | 1953-09-24 | 1960-05-10 | Daimler Benz Ag | Driving device for vehicles |
| DE2106403A1 (en) * | 1971-02-11 | 1972-08-17 | Weser Ag | Propeller shaft drive for ships in ice voyage |
-
1980
- 1980-07-14 DE DE19803026581 patent/DE3026581A1/en not_active Ceased
-
1981
- 1981-07-08 FI FI812144A patent/FI812144L/en not_active Application Discontinuation
- 1981-07-13 CA CA000381633A patent/CA1178163A/en not_active Expired
- 1981-07-13 SE SE8104333A patent/SE8104333L/en not_active Application Discontinuation
- 1981-07-14 GB GB8121749A patent/GB2082533B/en not_active Expired
- 1981-07-15 FR FR8113778A patent/FR2486488A1/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| FI812144L (en) | 1982-01-15 |
| FR2486488A1 (en) | 1982-01-15 |
| DE3026581A1 (en) | 1982-02-04 |
| GB2082533B (en) | 1984-06-27 |
| GB2082533A (en) | 1982-03-10 |
| SE8104333L (en) | 1982-01-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |