DE10060067A1 - Propulsion sail rotor for marine vessel has vertical axis rotor with adjustable vanes - Google Patents

Abstract

The propulsion sail (1) for a marine vessel (2) has a vertical axis rotor (4) having adjustable aerofoils (5) with a separate adjusting drive (8). The aerofoils are independently adjustable. The vanes are cyclically adjustable in dependence on the rotation of the rotor, with a cyclically adjustable operating force.

Description

The present invention relates to a propulsion drive according to the Ober Concept of claim 1 and 16 and a method for driving a Ship according to the preamble of claim 24.

The term "propulsion drive" primarily refers to a ship drive understand, the propulsion drive with a propeller or rotor has at least substantially vertical axis of rotation.

The starting point of the present invention is a so-called Voith Schneider propeller. Here are on a rotatable around a vertical axis Rotor blades mounted vertically from a bottom of an associated one Protrude from the ship and are adjustable about their vertical axis. egg ner rotary motion of the rotor are vibratory movements of the individual Propeller blades can be superimposed on their respective axes. The amplitude of the os zillenden wing movement - adjustment of the wings - determines the generated thrust. The phase position with respect to the rotation of the rotor determines the Direction of thrust.

With the Voith-Schneider propeller, all blades are from a common ver actuating mechanism articulated, the rotor being drivable via a hollow shaft, through which an adjusting lever acting on the adjusting mechanism extends. The adjustment mechanism is complex and requires - especially with regard to on adjustment options suitable for use - a considerable minimum diameter of the rotor.

Another disadvantage of the Voith-Schneider propeller is that the blades are only partially adjustable and that the wing with a positive control only limited possibilities of changing the course of the adjustment in Ab depending on the rotation of the rotor. For example it is unfavorable if the wing on its cycloid trajectory crossways direction of the water.  

The present invention has for its object a propulsion propulsion and to provide a method for propelling a ship, wherein a relatively simpler, more compact and accordingly cheaper Structure as well as universal applicability and in particular an optimization Different sizes, such as thrust and efficiency with various which speeds are made possible.

The above object is achieved by a propulsion drive 16 or a method according to claim 24. Advantageous further developments are the subject of the subclaims.

A basic idea of the present invention is each wing to assign a separate adjustment drive on the rotor, so that the wing me can be adjusted independently of each other. In particular, peri odic adjustments of the wing and / or is one on the respective wing - preferably periodically depending on the rotational position of the rotor - acting adjustment force at least essentially freely definable. this leads to to several advantages.

One advantage is that the adjustment, the wing easily to the ever because driving speed can be adjusted, for example in to achieve optimal efficiency or maximum thrust chen. A conventional ship propulsion system, such as a Voith-Schneider propeller in contrast, designed for a certain driving speed at which a optimal efficiency or maximum thrust is achieved.

Another advantage is that the Pro pulsation drive at different speeds or speeds with which the rotor is driven by appropriately changed Adjustment of the wing is possible. So it is not an interpretation of a be agreed drive speed required, as usual, so that before Propulsion drive according to the stroke is more universally applicable. In this To In connection, it is pointed out that the proposed Propulsi onsantrieb is preferably used such that at least weitge constant rotor speed, the thrust starts from zero a desired value increased by appropriate adjustment of the wings  and is lowered again if necessary. This will also be brief below referred to as the adjustment of the thrust.

Another advantage is that - depending on your choice and training or to control of the adjustment drives of the wing - the wing no complete Dre Execute hung regarding the ship or the surrounding medium have to. Rather, such an adjustment can be provided that the rotation of the rotor is compensated so that the wings only each limited swivel. This allows an optimization of the efficiency and / or a minimization of turbulence or other undesirable Flow characteristics.

Another advantage is that there is no positive control of the adjustment is provided for the wings. Rather, alternatively or in addition to Control or regulation of the adjustment - adjustment path or adjustment winch kel - the wing a control or regulation or limitation of the respective wing acting adjusting force may be provided. For example indicate excessive loading on the wings and / or bearings of the propul tion drive can be avoided or limited, resulting in longer service life, longer maintenance intervals and / or less resilient and therefore easier or more compact constructions are made possible.

According to a particularly preferred embodiment, the adjusters each drive an electromagnetic actuator. The term "Servomotor" is to be understood here in a broad sense, in particular can it is a rotary actuator that is only a limited one tes pivoting of the associated wing about its adjustment axis be acts. An essential aspect is that such a servomotor ver can be relatively simple and inexpensive, since the required forces to adjust the wings depending on their design / shape and storage - surprisingly, are relatively small.

According to a particularly preferred embodiment, which in particular Use of electromagnetic working, gearless with the wings coupled servomotors as actuators is very easy to implement, drawing net is characterized in that the adjustment of the wings released if necessary  the wings can be freely pivoted about their adjustment axes if necessary are. This enables a low flow resistance, especially with stationary rotor, so that the propulsion drive connects ideally as a temporary bar auxiliary drive, drive for a sailing ship or the like can be used.

Another idea of the present invention that can also be implemented independently is to build an electromagnetic machine to drive the rotor Rotor and / or to generate electrical energy when the rotor rotates assigned. In particular, it is provided that the machine gear loosely coupled to the rotor and / or the rotor is mounted, so that a simple, compact structure results.

Preferably, the propulsion drive is designed such that between An driven through the machine - motorized operation - and generation of electrical Energy - regenerative operation - can be switched. So results a universal applicability. In particular, the Propulsi onsatrieb - for example in a sailboat - optionally as a motor Drive or used as a generator for power generation when sailing the.

Other aspects, features, characteristics and advantages of the present Er Findings result from the following description of the drawing of a proposed embodiment. It shows:

Figure 1 is a schematic representation of a ship with a propulsion drive before striking.

Fig. 2 is a simplified, schematic partial sectional view of the Propulsi onsantriebs according to FIG. 1; and

Fig. 3a), b) diagrams of the adjustment angle and the adjustment force of a wing depending on the rotational position of the rotor.

Fig. 1 shows a very simplified representation of a preferred embodiment of a proposed propulsion drive 1 for a ship 2nd In game as it is in the vessel 2 for a sailing vessel, o a tug. Like. However, according to the proposal u is the propulsion drive 1 also in freighters, passenger ships. Like., So universally applicable.

The propulsion drive 1 has a propeller or rotor 4 rotatable about an at least substantially vertical axis 3 . On the rotor 4 several re wings 5 are adjustably mounted, as indicated schematically in Fig. 1.

Fig. 2 shows a schematic representation of a partial section of the propulsion drive 1 according to the proposal, and a bottom portion 6 of the vessel 2. In the example shown, the propulsion drive 1 is arranged on the outside - that is to say in the schematically indicated water 7 - on the bottom section 6 .

The wings 5 extend at least substantially parallel to the Drehach se 3 of the rotor 4 , that is at least substantially perpendicular to the Bodenab section 6 in the water 7th

Each wing 5 is assigned a separate adjustment drive 8 , so that the wing 5 are mechanically adjustable independently of each other. The Verstellan drives 8 are, as indicated schematically in Fig. 2, arranged in the exemplary embodiment on the rotor 4 or integrated into this. By means of the adjustment drives 8 , the blades 5 can each be pivoted or rotated about an adjustment axis 9 , at least essentially parallel to the axis of rotation 3 of the rotor 4 , al so adjustable.

Preferably, the adjusting drives 8 , as in the example shown, each have an electromagnetically operating servomotor 10 in the above-mentioned sense. The actuators 10 are, for example, each formed by a coil assembly 11 has an associated permanent magnet and 12, wherein the permanent magnet 12 is preferably connected directly to the associated wing 5 and a stem or shaft portion 13 of the associated Flü gels 5 and formed thereof. By applying a corresponding current or a corresponding voltage to the coil arrangement 11 , the associated permanent magnet 12 and thus the associated wing 5 can be adjusted, for example pivoted or rotated. Accordingly, depending on requirements, the coil arrangement 11 generates, for example, a rotating field or an at least essentially static magnetic field.

The servomotors 10 can of course also be designed as a multi-po lig as required, and in addition or as an alternative to the permanent magnets 12 , electromagnets can also be provided.

The example shown is only an illustration. Of course, other constructive solutions are also possible. For example, in the example shown, the adjusting drives 8 or their servomotors 10 are coupled directly, that is to say without a gear, to the wings 5 . However, indirect coupling or articulation is also possible.

The adjustment drives 8 are each assigned a control unit 14 , which is also arranged on the rotor 4 . The functions of the control unit 14 will be discussed in more detail later.

For wireless power supply and / or wireless control of the adjustment drives 8 and the control units 14 , the rotor 4 is provided with a suitable coil arrangement 15 . For example, a voltage is induced in the Spulenan arrangement 15 during rotation of the rotor 4 by stationary permanent magnets, not shown, which serves to supply energy to the control units 14 and the adjusting drives 8 . Additionally or alternatively, the transmission of the necessary signals for controlling the control units 14 and the adjustment drives 8 can take place, for example, by means of a corresponding, relatively high frequency alternating field. However, other solutions can also be implemented here.

In the example shown, the rotor 4 is driven by an electromagnetic machine 16 , that is to say by an electric motor. A coil arrangement 17 is indicated in FIG. 2 for this purpose, which can act accordingly on the rotor 4 , so that the rotor 4 can be driven or rotated as required. The coil assembly 17 can, if necessary, also interact directly with the coil assembly 15 for wireless energy transmission and / or signal transmission.

The machine 16 is here directly, ie without gears, gekop with the rotor 4 pelt, and also serves the immediate support of the rotor 4, as indicated by pivot bearing 18, the rotor 4 in the illustrated embodiment the engine 16 and a stator formed by the coil assembly 17 19 surrounds in a ring. This results in a very simple, highly compact construction with a particularly low axial height.

A particular advantage of the depiction example is that the propulsion drive 1 according to the proposal, together with its drive machine 16, can be attached to the outside of the ship 2 or its bottom section 6 , that is to say kei ne through opening for a drive shaft or another movable or rotatable element is required.

A direct - that is, gearless - coupling of the drive machine 16 to the rotor 4 is, however, not absolutely necessary. For example, the machine 16 , or another motor, such as a diesel engine or another electric motor, could be arranged inside the ship 2 and drive the rotor 4 via a drive shaft (not shown) and possibly a transmission (not shown) or the like.

The machine 16 or the coil arrangement 17 is, as indicated in FIG. 2 by the dashed arrow 20 , connected to a device 21 for energy supply and / or to a control device 22 , which are indicated in FIG. 1. The supply device 21 comprises, for example, a battery 23 and a generator 24 which can be driven by a diesel engine 25 or the like. As an alternative or in addition, the supply device 21 can also have a fuel cell or the like, not shown, for example.

In the following, some control and application options of the propulsion drive 1 as proposed are explained in more detail.

Each wing 5 is adjustable by means of its associated adjustment drive 8 , that is to say pivotable or rotatable about its adjustment axis 9 . The adjustment 26 indicated in FIG. 1 for a wing 5 - deflection from an at least essentially tangential pivot position - varies periodically with the rotation of the rotor 4 . The adjustment 26 is thus synchronized to the rotation of the rotor 4 .

Fig. 3a) shows an exemplary profile 27 of the adjustment 26 of a wing 5 in dependence on the rotational position of the rotor 4. It should be noted here that it is only a representation example that does not claim that such an adjustment leads to propulsion or thrust in a certain direction.

The other blades 5 are shifted out of phase in accordance with their respective position or position on the rotor 4 according to the course 27 . With a corresponding choice of the course 27 then results in a shear force acting in a direction not shown, which drives the ship 2 accordingly. The direction of the thrust is determined by the phase position of the adjustment 26 or the course 27 of a wing 5 relative to the rotation of the rotor 4 .

The strength or magnitude of the thrust is achieved at a constant speed of the rotor 4 by reducing or increasing the displacement 26 , that is to say modifying the course 27 . Fig. 3a) illustrates by way of example with the dashed line 28 that with the proposed Pro pulsionsantrieb 1 a virtually any modification of the course 27 in Ge in contrast to the prior art can be realized, the adjustment 26 depending on the rotational position of the rotor 4 freely can be specified or specified. Correspondingly, an optimization of the efficiency or maximization of the thrust at any speed of the ship 2 can be achieved by appropriate control and corresponding adjustment of the wing 5 .

The adjustment 26 of a wing 5 is in particular to understand that the wing 5 is adjusted by a certain adjustment path or angle at a certain rotational position of the rotor 4 . The curve 27 thus indicates a setpoint for the control or regulation implemented by the adjusting drive 8 . An essential idea of the present invention is that instead of or in addition to the adjustment 26 in the aforementioned sense, an adjustment force exerted on the wing 5 by the associated adjustment drive 8 - as indicated by arrow 29 in FIG. 1 - can be predetermined. For example, analogous to the adjustment 26, a periodic course 30 can be provided for the adjustment force 29 acting on a wing 5 , as shown by way of example in FIG. 3b). Also with regard to FIG. 3b), it should be noted that this is merely an example of representation, which does not claim to be usable under practical conditions.

The specification of the adjusting force 29 as a limit value for the adjusting drives 8 can be advantageous, in particular with a view to avoid overloading the wings 5 or other components or bearings of the propulsion drive 1 , with depending on the design a control or regulation of the on a wing 5 by the assigned Adjustment drive 8 Ver adjusting force 29 can be realized.

In Fig. 3b) is indicated by dashed lines 31 that even with the course 30 of the adjusting force 29 virtually any modifications are possible with the propulsion drive 1 according to the proposal.

The adjusting force 29 can, if necessary, also be taken into account in addition to the adjustment 26 , for example as a limit, during the operation of the propulsion drive 1 .

The control units 14 and / or the control device 22 or a control computer or the like (not shown) stores the necessary adjustment parameters, functional relationships, value tables or the like in order to control the propulsion drive 1 continuously or at least virtually continuously, that is to say in particular at least essentially to enable stepless adjustment of the thrust force and thrust direction. For example, different programs or courses 27 , 30 can be called up from a memory (not shown) or the like, in order, depending on requirements, to have the propulsion drive behave in a corresponding manner - optimum efficiency, maximum thrust or the like - at a current or desired driving speed to reach.

According to an embodiment variant, the curves 27 and / or 30 illustrated in FIG. 3, for example, can be multiplied by a factor depending on the desired thrust, which is freely selectable, for example, between 0 and 1. Accordingly, there is a freely adjustable thrust. In this way, there are similar courses, but with a lower maximum amplitude and accordingly lower thrust. The Modifi cations 28 and 31 illustrate that a major difference between the solution before the proposal is that similar changes can not be made, the adjustment 26 and / or the adjusting force 29 are completely free depending on the rotational position of the rotor 4 before definable or definable.

According to a particularly preferred. The variant of the propulsion drive 1 or its electromagnetic machine 16 for generating electrical energy can be switched over. In this case, the rotor 4 is rotated by flowing water 7 and the machine 16 works as a generator for generating electrical energy. This is particularly advantageous for sailing ships that otherwise have no generator for generating electrical energy on board.

It should be noted that the propulsion drive 1 can accordingly also be used as a wind power machine for power generation, in which case the rotor 4 with vertical axis of rotation 3 is driven by wind and the machine 16 assigned to it generates power. Previous wind rotors have only rigid, that is, non-adjustable blades 5 . In contrast, the proposed solution allows a wing adjustment individually. In this way, an optimization of the efficiency and / or a minimization of the wind noise occurring during operation can be achieved. Of course, the control then has to take the current wind direction and / or wind strength into account when determining the optimal courses 27 and 30 and their phase position for an optimal wing adjustment. Of course, this also results in corresponding advantages and variants when considering the adjustment forces 29 in addition or as an alternative to adjustments 26 .

Finally, it should be pointed out that the separate adjustment drives 8 and in particular the use of the preferably provided, gearlessly acting on the wing 5 acting motors 10 give a very simple free the pivoting movement of the wing 5 about their adjustment axes 9 - for example, by simply switching off the adjustment drives 8 - enables, so that the blades 5 can assume a pivoting position with the lowest possible flow resistance, in particular when the rotor 4 is stationary. Accordingly, when the propulsion drive 1 is switched off, the ship 2 can slide through the water 7 as needed with very little flow resistance. This is particularly advantageous in the case of sailing ships or the like.

The adjustment drives 8 can optionally be controlled centrally - in particular by means of the control device 22 - and / or decentrally by the respective control units 14 . In the latter case, it may be sufficient to address or control the control units 14 one after the other via a serial interface - possibly also wirelessly.

In particular, the control device 22 coordinates or synchronizes the rotation of the rotor 4 and the control of the control units 14 / adjustment drives 8 and thus the adjustment of the blades 5 . The necessary clocks, position sensors, incremental encoders, angle encoders, speedometers or other sensors are not shown for the sake of simplicity.

In particular, corresponding sensors for detecting the current adjustment position of the wing 5 can also be provided. Then there is the realization of a position control in conjunction with the associated adjustment drive 8 . However, this is not absolutely necessary. For example, position control can also suffice so that the sensors mentioned at the outset are not absolutely necessary. The same applies when specifying the adjusting force 29 for adjusting a wing 5 .

Claims (28)

1. Propulsion drive ( 1 ) for a ship ( 2 ) with a rotatable about a vertical axis ( 3 ) rotor ( 4 ) and several, on the rotor ( 4 ) adjustably mounted wings ( 5 ), characterized in that each wing ( 5 ) a separate adjustment drive ( 8 ) is assigned so that the wings ( 5 ) can be adjusted mechanically independently of one another. 2. Propulsion drive according to claim 1, characterized in that the wings ( 5 ) are independently adjustable. 3. Propulsion drive according to claim 1 or 2, characterized in that the adjusting drives ( 8 ) can be controlled independently of one another. 4. Propulsion drive according to one of the preceding claims, characterized in that the adjusting drives ( 8 ) are arranged on the rotor ( 4 ). 5. Propulsion drive according to one of the preceding claims, characterized in that the adjusting drives ( 8 ) are electrically and in particular wirelessly controllable. 6. Propulsion drive according to one of the preceding claims, characterized in that the adjusting drives ( 8 ) each have a particularly electromagnetically working servomotor ( 10 ) which is coupled to the associated wing ( 5 ), in particular directly and / or gearless, and / or is formed. 7. Propulsion drive according to claims 4 and 6, characterized in that the rotor ( 5 ) has a coil arrangement ( 15 ) for the supply of the United actuators ( 8 ) with electrical energy. 8. Propulsion drive according to one of the preceding claims, characterized in that each wing ( 5 ) by means of the associated adjusting drive ( 8 ) is periodically adjustable depending on the rotational position of the rotor ( 4 ), the adjusting drives ( 8 ) corresponding to the position of the can be controlled out of phase with respect to ordered blades ( 5 ) on the rotor ( 4 ) and in particular the phase position of the control of the adjustment drives ( 8 ) can only be set electrically or electronically. 9. Propulsion drive according to one of the preceding claims, characterized in that a periodic adjustment ( 26 ) of a wing ( 5 ) depending on the rotational position of the rotor ( 4 ) is freely definable. 10. Propulsion drive according to claim 9, characterized in that ver different, mutually not similar, periodic courses ( 27 ) of the adjuncts ( 26 ) for a wing ( 5 ) can be selected. 11. Propulsion drive according to one of the preceding claims, characterized in that a periodically acting on a wing ( 5 ) depending on the rotational position of the rotor ( 4 ) adjusting force ( 29 ) can be predetermined. 12. Propulsion drive according to claim 11, characterized in that ver different periodic courses ( 30 ) of the adjusting force ( 29 ) can be selected. 13. Propulsion drive according to one of the preceding claims, characterized in that adjustment parameters can be predetermined and in particular can be stored bar, the periodic adjustment ( 26 ) of a wing ( 5 ) depending on the speed of rotation of the rotor ( 4 ) and / or a periodically a wing ( 5 ) depending on the rotational position of the rotor ( 4 ) acting adjusting force ( 29 ) or specify. 14. Propulsion drive according to one of the preceding claims, characterized in that each adjustment drive ( 8 ) in dependence on a given adjustment ( 26 ) and / or adjustment force ( 29 ) and in particular also in dependence on the rotational position of the rotor ( 4 ) controllable or is controllable. 15. Propulsion drive according to one of the preceding claims, characterized in that the thrust of the propulsion drive ( 1 ) can be adjusted by accordingly adjusting the wings ( 5 ) and / or that the adjustment drives ( 8 ) are designed and / or can be activated such that the Wing ( 5 ), in particular when the rotor ( 4 ) is stationary, can be freely pivoted about its adjustment axes ( 9 ). 16. Propulsion drive ( 1 ), in particular for a ship ( 2 ), with a rotor ( 4 ) rotatable about a vertical axis ( 3 ) and a plurality of vanes ( 5 ) which can be adjusted on the rotor ( 4 ), in particular according to one of the preceding To claims, characterized in that the propulsion drive ( 1 ) has a rotor ( 4 ) associated electromagnetic machine ( 16 ) for driving the rotor ( 4 ) and / or for generating electrical energy when the rotor ( 4 ) rotates. 17. Propulsion drive according to claim 16, characterized in that the machine ( 16 ) is coupled gearlessly to the rotor ( 4 ). 18. Propulsion drive according to claim 16 or 17, characterized in that the machine ( 16 ) supports the rotor ( 4 ). 19. Propulsion drive according to one of claims 16 to 18, characterized in that the rotor ( 4 ) surrounds a stator ( 19 ) of the machine ( 16 ) ringför mig. 20. Propulsion drive according to one of claims 16 to 18, characterized in that the propulsion drive ( 1 ) with the machine ( 16 ) on the outside of the ship ( 2 ) can be attached. 21. Propulsion drive according to one of claims 16 to 20, characterized in that the propulsion drive ( 1 ) between drive and generation of electrical energy is switchable. 22. Propulsion drive according to one of claims 16 to 21, characterized in that the propulsion drive ( 1 ) has a device ( 21 ) for supplying with electrical energy, in particular a battery ( 23 ), a generator which can preferably be driven by a diesel engine ( 25 ) ( 24 ) and / or a fuel cell. 23. Propulsion drive according to one of the preceding claims, characterized in that the axis of rotation ( 13 ) of the rotor ( 4 ), the adjustment axes ( 9 ) of the vanes ( 5 ) and in particular longitudinal axes of the vanes ( 5 ) run at least substantially parallel to one another. 24. A method for propelling a ship ( 2 ), wherein a rotor ( 4 ) with a plurality of adjustable wings ( 5 ) rotates about a vertical axis ( 3 ), characterized in that periodic adjustments ( 26 ) of the wings ( 5 ) and / or an adjusting force ( 29 ) acting on the respective wing ( 5 ) is or can be freely specified. 25. The method according to claim 24, characterized in that the wings ( 5 ) each have a periodic adjustment ( 26 ) depending on the rotational position of the rotor ( 4 ) with the position of the respective wing ( 5 ) on the rotor ( 4 ) kor respondierem Execute phase shift. 26. The method according to claim 24 or 25, characterized in that ver different, not similar courses ( 27 ) periodic adjustments ( 26 ) for a wing ( 5 ) can be selected. 27. The method according to any one of claims 24 to 26, characterized in that wings (5) are adjusted such that the rotation of the rotor (4) is compensated by a rotation of the rotor (4), so that the wing (5) only pivot to a limited extent with respect to the ship ( 2 ). 28. The method according to any one of claims 24 to 25, characterized in that the wings ( 5 ) each associated adjustment drives ( 8 ) depending on the desired adjustment ( 26 ) and / or adjusting force ( 29 ) as a target value and in particular also in dependence be controlled or regulated by the rotational position of the rotor ( 4 ).