Propeller drive arrangement for controlling and driving a ship   

This application is a National Stage completion of PCT/EP2009/062613 filed Sep. 29, 2009, which claims priority from German patent application serial no. 10 2008 042 702.0 filed Oct. 9, 2008.

FIELD OF THE INVENTION

The present invention relates to a propeller drive configuration for the control and drive of a ship in accordance with the generic term of the art.

BACKGROUND OF THE INVENTION

So-called Pod drives are known for ships. Such propulsion drives are propeller drive configurations for control and drive of a ship which use, for example, a streamlined gondola as the control housing which can be pivoted or swiveled, respectively, to control the ship around the vertical axis. The propeller drive configuration comprises a transmission in a transmission housing, whereby the transmission is connected with an engine via a drive shaft. The transmission housing, as well as the engine, are positioned in the hull. However, the control enclosure, with at least one propeller, resides within the water, meaning outside of the hull.

Such a propeller drive configuration is known, for example, through the publication U.S. Pat. No. 7,033,234 B2. Each propeller drive configuration comprises two propellers for the control enclosure. The control enclosure is fixedly attached to a V-shaped bottom of the hull. The axis of the control shaft, into each case, resides vertical on the surface of the V-shaped bottom of the hull, in which the respective control enclosure of the propeller drive configuration is attached. Thus, the installation of the control enclosure requires an opening in the bottom of the hull. Also, the transmission enclosure is positioned within the inner part of the hull so that the location of the engine is also assigned to the stern area.

Furthermore, propeller drive configurations, for driving and controlling a ship, are also known from the publication U.S. Pat. No. 7,294,031 B1. Also these propeller drive configurations, with their control enclosure, are attached to the bottom of the hull. However, indentations are provided in the bottom, in the area of the control enclosures, where the control enclosures are attached with their propeller. The created passage, in the bottom of the hull, hereby forms a horizontal plane in which a feed-through for the control shaft is provided.

In the previously described, known drive configurations, the transmission enclosures are each positioned in the inside of the hull. Thus, the available space in the hull becomes significantly limited. Furthermore, the disadvantage arises that the control enclosures, for the propeller drive configurations, are positioned under the hull so that these are unprotected and exposed to damage by objects or the like in the water.

However, propeller drive configurations, in which the respective transmission enclosure is positioned on the outside of the hull on a stern platform of the ship are known from the publication EP 1 792 826 A2. The respective engine of the propeller drive configurations is positioned in the hull. The drive shaft is brought through an opening to the respective transmission enclosure for torque transfer. The control enclosures are fixedly pivoted to the assigned transmission enclosure to enable the control and drive of the ship.

Due to the positioning of the transmission enclosure of the propeller drive configurations on the stern platform of the ship, a significant limitation arises with regard to the available space on the stern platform.

The DE 9107613 U1 shows a boat without a stern platform. A modular part is disclosed which comprises a ship propulsion with fixed propeller shafts. The modular part forms, together with the part which forms the stern, a self-contained body which creates a disadvantage due to the increase of the length of the ship.

The U.S. Pat. No. 3,707,939 shows a suitable ship propulsion which is positioned in the stern of the ship hull. A stern platform cannot be recognized in that document. A transmission enclosure is positioned on the top of the deck of the ship hull, which also creates here a disadvantage due to the significant restriction with regard to the available space.

SUMMARY

It is the task of the present invention is to propose a propeller drive configuration of the above described genus which, on one hand, realizes a space saving configuration and, on the other hand, a propeller drive configuration which is protected against damage.

Thus, a propeller drive configuration is proposed to control and drive a ship with at least an engine, positioned in the ship structure or hull, respectively, with at least a transmission enclosure and with at least a control enclosure with at least one propeller on the drive shaft, whereby the transmission enclosure and the control enclosure are positioned outside of the hull, and whereby the control enclosure is pivotally positioned at the transmission enclosure, via a control shaft, to control the ship. In accordance with the invention, it is provided that the transmission enclosure is mainly positioned underneath a stern platform of the ship. The positioning occurs in a way so that there is no change in length of the ship compared to a configuration with the transmission enclosure and the control enclosure positioned inside of the ship hull.

Due to the positioning of the transmission enclosure of the invented propeller drive configuration, mainly the under the stern platform, the advantage arises that the entire area at the stern platform is available for other purposes. Not only has the comfort been increased, but in addition the area under the stern platform, usually not utilized, can be used for accommodation of the transmission enclosure and its attached control enclosure. Thus, more space can be created within the hull without increasing the total length of the ship. Furthermore, the transmission enclosure and the control enclosure are not supported by the hull, but by the stern platform. Thus, no special constructive embodiments for the hull are required. Therefore, no costly analysis of forces with regard to streamlining the hull is required. In addition, vertical positioning of the control shaft, even for a ship which has a V-shaped bottom, can be maintained. This presents the advantage that no lift forces are created when the control enclosure is turned to control the ship, and that the risk of an oversteering, or in general bad steering options, are avoided through the invented propeller drive configuration. The control enclosure, depending upon the application, can be rotated by 360° for example.

In additional embodiments of the invention, it can be provided that at least the transmission enclosure is positioned in a receptacle or the like. Hereby, the transmission enclosure is completely shielded from the outer environment and also from the inside of the hull. On one hand, the transmission enclosure and is, therefore, protected from the external environment and, on the other hand, certain unwanted noises can be kept away from the hull so that the comfort, for the passengers of the ship, is increased. Beside an acoustic isolation, an electric isolation and a temperature isolation can also be achieved.

Due to the fact that the transmission enclosure, or several transmission enclosures, respectively, of several provided propeller drive configurations are positioned in the receptacle, the environmental conditions, with regard to protection, are the same for the transmission enclosure as they would be in the hull, without the need to position the transmission enclosures in the hull.

In accordance with a possible further embodiment of the invention, the receptacle can be designed with the hull as a one-piece part, whereby it is formed into the hull, for example. But it is also possible that the receptacle is attached to the outside of the stern wall of the hull, as a separate part, by means of screws, for example, or similar fasteners. In a separate embodiment, the invented and proposed propeller drive configuration can be retrofitted to any hull. In addition, it is also possible to position the receptacle just at the hull platform.

When using a receptacle to accommodate the transmission enclosure and also additional aggregates as well as corresponding connections or cables, it can be provided that the transmission enclosure is attached to a horizontal bottom plate of the receptacle. It is especially advantageous if the bottom plate of the receptacle is positioned mainly above the water line. Hereby, the transmission enclosure, which is positioned in the receptacle, is fully protected against damage in the water. Also, the advantage arises that the control enclosure, which is attached to the transmission enclosure or to the receptacle, respectively, is positioned at the stern of the hull or the ship structure away from the water flow.

Especially with the wall of the receptacle and the stern wall of the hull right next to one another, hereby one or several openings or the like, corresponding with one another, are provided. Hereby, the communication of respective aggregates is enabled among one another between the inner part of the hull and the receptacle. Therefore, the required connections, cables, and additional means of connectivity between the engine and other electrical or hydraulic aggregates, for example, on one hand and the transmission in the receptacle, on the other hand, can be fed through the openings. The openings can also be used for maintenance and installation services.

Preferably, the receptacle can be integrated into the stern platform so that, for example, the top side of the receptacle forms at least a section of the stern platform of the ship. Thus, a planar surface is created without disruptive steps or the like. It is possible that the receptacle, with reference to the longitudinal axis of the ship, is centrally positioned at the stern platform. If several propeller drive configurations are positioned on the ship, for example, a receptacle can accommodate two transmission enclosures and also their aggregates, for example, whereby a step section of the stern platform is provided centrally between the two transmission enclosures. It is also possible that several receptacles, for example a separate receptacle for each transmission enclosure, are provided when several propeller drive configurations are positioned on the ship.

To enable accessibility to the transmission enclosure, for example in the case of maintenance or repair, it can be provided in the next embodiment of the invention that the top side of the receptacle is designed as a sealed lid, for example. The lid can also be designed as a flap, pivotable around a horizontal positioned axis. The fastening of the flap or the lid can occur by means of screws or the like. This results in a sealed, but still accessible receptacle which protects the accommodated components from damage.

A next embodiment of the present invention can provide that the transmission enclosure is positioned at the stern area, either directly at the stern wall or the stern platform, respectively, or in the receptacle, in a way that the output shaft with the propeller is positioned approximately at the height of the bottom of the hull. Thus, the output shaft lies approximately in the bottom level of the ship. It is also possible that the transmission enclosure is positioned, at the stern area, in a way so that the output shaft with the propeller is positioned approximately at the height of the water line of the ship. This results in the advantage that the propeller can also be used as a so-called surface propeller which is designed in a way that they achieve the best efficiency if they are positioned at least partially above the surface of the water. Thus, the proposed propeller drive configuration or the pod drive, respectively, can also be utilized in high-performance boats. It is also possible that adjustable or flexible propellers can be used in the invented propeller drive configuration.

The present invention also claims the use of several propeller drive configurations for a ship. For example, two propeller drive configurations, positioned parallel to one another in the ship, can be utilized for drive and control of it.

BRIEF DESCRIPTION OF THE DRAWINGS

Hereafter, the present invention is further explained by the drawings. They show:

FIG. 1 is a schematic view of a known propeller drive configuration in a ship;

FIG. 2 is a schematic view of a possible embodiment variation of the invented propeller drive configuration with a receptacle at the stern side;

FIG. 3 is a cross sectional view of a first embodiment of the receptacle;

FIG. 4 is a cross sectional view of a second embodiment of the receptacle;

FIG. 5 is a schematic view of the invented propeller drive configuration, prior to attachment to the hull;

FIG. 6 is a schematic view of the invented propeller drive configuration, following attachment to the hull;

FIG. 7 is a schematic stern view of the invented propeller drive configuration, compared to a known configuration;

FIG. 8 is an additional schematic stern view of the invented propeller drive configuration, compared to a known configuration;

FIG. 9 is a schematic side view of the invented propeller drive configuration;

FIG. 10 is a perspective view, from above, of a stern platform of the ship with two invented propeller drive configurations;

FIG. 11 is a perspective view, from below, of a stern platform of the ship with dual invented propeller drive configurations, and

FIG. 12 is a perspective, partially cut stern view of the ship with two invented propeller drive configurations.

DETAILED DESCRIPTION

FIG. 1 schematically shows a known drive configuration drive and control a ship 1, whereby the ship 1 is only indicated by a partially shown body of the ship or ship hull 2, respectively. The propeller drive configuration comprises an engine 3 which is coupled, via a drive shaft 4, with a transmission input shaft of a transmission enclosure 5, to transfer engine torque, via the transmission output shaft, to an output shaft 6 of a control enclosure 7 for drive of at least a propeller 8. A stern platform 10 is provided at the stern wall 9 of the ship hull 2.

The engine 3 and the transmission enclosure 5 are positioned in the ship hull 2. The control enclosure 7 with the propeller 8 is positioned underneath the ship hull, meaning in the water.

In FIG. 2, a possible embodiment variation of the invented propeller drive configuration for a ship 1 is schematically shown, whereby the same or similar parts in the drawings, respectively, are shown with the same reference characters.

The invented propeller drive configuration comprises at least an engine 3, positioned in the hull 2 as well as at least a transmission enclosure 5 and, attached to it, at least a control enclosure 7 with at least a propeller 8 on an output shaft 6. The control shaft of the control enclosure 7, not further indicated, can also be vertically positioned in a ship with a V-shaped bottom.

In accordance with the invention, the transmission enclosure 7 is positioned mainly underneath the stern platform 10 of the ship 1. Hereby, the needed installation space for the propeller drive configuration in the hull 2 can be significantly reduced, and also the positioning of the engine 3 in the hull 2 remains variable so that the engine does not have to be necessarily positioned in the stern area of the ship 1. Furthermore, the empty space underneath the stern platform is used for the accommodation of the transmission enclosure 5, without any increase of the total length of the ship 1.

In the embodiment variation of the invented propeller drive configuration as shown in FIG. 2, the transmission enclosure 5 is provided in a receptacle 11 of the stern. The transmission enclosure 5 is attached to a horizontally positioned bottom plate 12 of the receptacle 11. The receptacle 11 is provided underneath the stern platform 10 and attached with its stern wall 9 facing wall at the stern wall.

The stern wall 9 and the wall of the receptacle 11 facing it have corresponding openings 13, 14. The drive shaft 4, which transfers the torque from the engine 3 to the transmission in the transmission enclosure 5, extends through the lower opening 14, for example. Also, connections such as pipes, wires, cables, or the like, which are indicated by the dotted lines in FIG. 2, are brought through the openings 13, 14. Hereby, the required connections to the aggregates 24 of the drive configuration, such as from clutches, from the reverse gear, from cooling systems, from the lubrication system, from the exhaust pipes, or the like can be brought into the receptacle 11 from inside of the hull 2.

FIGS. 3 and 4 show different embodiments of the receptacle 11. Independent of the respective embodiment, the receptacle 11 is a box which is isolated from the environment, where its top side has a cover 15 to open the box. The isolation of the receptacle 11 is selected in a way so that an electric isolation, temperature isolation and an acoustic isolation is guaranteed. The cover 15 is attached to the receptacle 11 by means of screws 16. At least a gasket 17 is provided to seal the cover 15. In the presented receptacle 11 in FIG. 4, the cover 15 is designed as a swivel mounted flap 19 which can be swiveled around a horizontally positioned axis 18.

The invented propeller drive configuration is shown, in accordance with FIG. 5, before attachment of the receptacle 11 to the stern wall 9 of the ship 1. The attachment is achieved by fastener screws 20, for example, so that a detachable connection is created between the ship hull 2 and the receptacle 11. Other, additional connections are also possible. Finally, FIG. 6 shows the attached configuration of the receptacle 11 to the ship hull 2.

For comparison purposes, FIGS. 7 and 8 each show a stern of the ship 1 with a known propeller configuration and with the invented propeller configuration. FIG. 7 shows the ship 1 at which the receptacle 11 is provided on the stern side, in which the transmission enclosure 5 of the invented propeller drive configurations are located. By the dash-dotted line, the known propeller drive configuration is presented on the right side of the ship. It becomes clear, that in the known propeller drive configuration, the transmission enclosure is positioned inside of the hull at the V-shaped bottom.

It becomes clear from FIG. 7 that the invented propeller configuration of the control enclosure 7 is at least partially in the shade of the flow of the hull 2. However, the enclosure under the water or the control enclosure, respectively, in the known propeller drive configuration is completely exposed to potential underwater obstacles.

In FIG. 8, the invented propeller drive configuration is shown on the left side, the known propeller drive configuration on the right side. It can be seen in that presentation that the known propeller drive configuration requires a tunnel 21, at the bottom of the hull 2, to bring the transmission enclosure 5 to approximately the same height as the invented propeller configuration. However, the recess or tunnel 21, respectively, unfavorably reduces the lift of the ship 1. Also, the manufacturing cost increases due to the recess.

FIG. 9 presents another schematic view of the invented propeller drive configuration, in which the transmission enclosure 5 has been installed with the receptacle 11 on the stern side of the hull 2. This view makes it clear that the extended axis of rotation of the drive shaft 6, which is indicated by a dash-dotted line in FIG. 9, almost corresponds with the bottom area of the hull 2 or is approximately at the same height, respectively. However, it is possible that the receptacle 11 is attached to the stern side in a certain way so that the drive shaft 6 is positioned similar to the water line.

In this special embodiment variation of the invented propeller drive configuration, the advantage arises that the entire control enclosure 7 is located in the flow shadow of the ship hull 2 so that a collision with underwater obstacles can be avoided.

FIGS. 10, 11, and 12 each show a perspective presentation of the stern area of the ship 1 with two invented propeller drive configurations. FIG. 10 especially shows a view from the top to the stern platform into which the receptacle 11 is integrated. With reference to the longitudinal axis of the ship 1, the receptacle 11 is centrally positioned at the rear end of the stern platform 10. The receptacle 11 is partially separated by a step section 22, whereby each section can accommodate a transmission enclosure 5 of the invented propeller drive configuration. The top of the two sections can be closed by a lid 19. Both lids 19 are selected in a way so that they lie in the plane of the stern platform 10.

FIG. 11 shows a view from below toward the receptacle 11. It can be seen in that view that the respective control enclosures and their controlled shafts are each pivotable positioned around the vertical axis at the assigned transmission enclosures 5. The ship 1 has, in that design, a ship hull 2 with a V-shaped bottom.

An additional stern view of the ship 1 is presented, in accordance with FIG. 12, whereby the receptacle 11 is presented as a section cut, meaning without the rear wall. Thus, the two transmission enclosures 5 of the propeller drive configurations can be seen into which the exhaust pipes 23 of the assigned engines 3 are brought into, to emit the exhaust down vertical into the water. The exhaust pipes 23 are brought into the inner ship hull 2, through the respective openings 13, 14, to be connected to the engines 3. In the shown embodiment in FIG. 12, two propellers 8 are provided with each control enclosure 7.

1 Ship 2 Ship Hull 3 Engine 4 Drive Shaft 5 Transmission Housing 6 Output Shaft 7 Control Enclosure 8 Propeller 9 Ship Stern 10 Stern Platform 11 Receptacle 12 Horizontal Bottom Plate 13 Opening 14 Opening 15 Cover 16 Screws 17 Gasket 18 Axis of Rotation 19 Lid 20 Fastener Screws 21 Tunnel 22 Section of Step 23 Exhaust Pipe 24 Aggregates