Submarine propulsion system

Description

[0001] The invention relates to a submarine propulsion system.

[0002] Submarine propulsion systems are already known in practice. These comprise a drive shaft, a drive propeller coupled to the drive shaft, and an electric motor for driving the drive shaft. In practice, the electric motor of a submarine propulsion system is directly or immediately coupled to the drive shaft. The electric motor is used for both full-load and partial-load operation. Partial-load operation, in particular, results in efficiency disadvantages. Furthermore, relatively large electric motors must be used.

[0003] GB 168,834 discloses a marine propulsion system having two electric motors with different power outputs.

[0004] DE 10 2012 208 065 A1 discloses a marine propulsion system in which an electric motor is indirectly coupled to a drive shaft via a gearbox. By interposing a gearbox between the electric motor and the drive shaft, smaller, lighter, and more cost-effective electric motors can be used, particularly since the electric motor can then be operated at a higher speed than the required speed of the drive shaft or the drive propeller driven by the drive shaft.

[0005] Based on this, the present invention is based on the object of creating a novel submarine propulsion system.

[0006] This object is achieved by a submarine propulsion system according to claim 1.

[0007] According to the invention, a main drive having at least one first electrical machine is designed for full-load operation and is or can be coupled to the drive shaft on the drive side, wherein an auxiliary drive having at least one second electrical machine is designed for partial-load operation for creeping and / or submerged travel of the submarine and is also coupled or can be coupled to the drive shaft on the drive side. The submarine propulsion system therefore has at least two electrical machines. The or each first electrical machine is designed for full-load operation and is used in full-load operation and below. The or each second electrical machine is designed for partial-load operation and is used in partial-load operation. In this way, efficiency disadvantages in partial-load operation can be avoided by the or each second electrical machine being specially adapted to partial-load operation.

[0008] Preferably, the or each first electrical machine designed for full-load operation is or can be coupled indirectly or indirectly to the drive shaft on the drive side via a first transmission, wherein the or each second electrical machine designed for partial-load operation is or can be coupled directly or indirectly to the drive shaft on the drive side, or indirectly or indirectly via the first transmission, or indirectly or indirectly via a second transmission. This makes it possible, in particular, to design the first electrical machine designed for full-load operation to be smaller, lighter, and more cost-effective.

[0009] According to a first variant of the invention, the or each second electrical machine is mounted or supported on the first transmission and, together with the or each first electrical machine and the first transmission, is supported on a foundation of the submarine. In the first variant, a flexible compensating coupling is preferably connected between an output of the first transmission and a thrust bearing of the drive shaft. This first variant is particularly suitable for submarine propulsion systems.

[0010] According to a second variant of the invention, the or each second electrical machine is supported on a foundation of the submarine, either directly or indirectly via the second transmission, independently of the or each first electrical machine and the first transmission. The second variant of the invention is also particularly suitable for submarine propulsion systems, with the second variant of the invention offering advantages with regard to the required installation space.

[0011] In the second variant, an elastic compensating coupling is preferably connected between the second electric machine or an output of the second transmission and a thrust bearing or axial bearing of the drive shaft. In the second variant, the elastic compensating coupling can be smaller than in the first variant. In the second variant, the thrust bearing of the drive shaft is preferably also integrated into the first transmission. The integration of the thrust bearing into the first transmission in the second variant of the invention results in further space advantages.

[0012] Preferred developments of the invention will become apparent from the dependent claims and the following description. Exemplary embodiments of the invention are explained in more detail, without being limited thereto, with reference to the drawings. Herein: Fig. 1: a block diagram of a first submarine propulsion system according to the invention; Fig. 2: a block diagram of a second submarine propulsion system according to the invention; Fig. 3: a block diagram of a third submarine propulsion system according to the invention; Fig. 4: a block diagram of a fourth submarine propulsion system according to the invention; and Fig. 5: a block diagram of a further submarine propulsion system according to the invention.

[0013] Fig. 1 bis 5 show different embodiments of submarine propulsion systems 1 according to the invention. All submarine propulsion systems 1 of the Fig. 1 bis 5 is common that they have a drive shaft 2, a drive propeller 3 coupled to the drive shaft 2 and a plurality of electrical machines 4, 5. At least one first electrical machine 4 of a main drive for driving the drive shaft 2 and thus the drive propeller 3 is designed for full-load operation of the submarine propulsion system and is or can be coupled to the drive shaft 2 on the drive side. At least one second electrical machine 5 of an additional drive is designed for partial-load operation of the submarine propulsion system 1 and is or can be coupled to the drive shaft 2 on the drive side, wherein in partial-load operation of the submarine propulsion system 1 the submarine is typically operated at creep speed and / or submerged speed.

[0014] Accordingly, one idea of ​​the submarine propulsion system 1 according to the invention is to provide a plurality of electrical machines 4, 5 for driving the drive shaft 2, namely a first electrical machine 4 designed for full-load operation and a second electrical machine 5 designed for partial-load operation for creeping and / or submerged travel, which are operated depending on the operating state, i.e. depending on whether full-load operation or partial-load operation is desired, and for this purpose are coupled to or uncoupled from the drive shaft 2. In full-load operation, the first electrical machine 4 is typically coupled to the drive shaft 2 and the second electrical machine 5 is uncoupled from the same. In partial-load operation, the second electrical machine 5 is typically coupled to the drive shaft 2 and the first electrical machine 4 is uncoupled from the same.

[0015] According to an advantageous development of the invention, the first electric machine 4 of the submarine propulsion system 1, designed for full-load operation, is indirectly coupled to the drive shaft 2 via a first gear 6. The first gear 6 has gear planes 7, 8 made up of intermeshing gears that provide at least one gear ratio.

[0016] The first gearbox 6 is therefore a transmission gearbox whose transmission stages are designed so that the first electric motor 4 can be operated at a significantly higher speed than is desired for driving the drive propeller 3 and thus the drive shaft 2. This allows smaller, lighter, and more cost-effective electric motors to be used for full-load operation than is possible with submarine propulsion systems known in practice.

[0017] Furthermore, the first transmission 6 comprises a clutch 11, which is preferably designed as a shift clutch or synchronous clutch.

[0018] The second electrical machine 5, designed for partial load operation, is in the embodiment of the Fig. 1 mounted or supported on the first gear 6 and directly coupled, i.e. directly without any further gear ratio, to the drive shaft 2 on the drive side.

[0019] In contrast, Fig. 2 an embodiment in which the second electric machine 5, designed for full-load operation, is mounted or supported on the first gear 6, but is indirectly coupled to the drive shaft 2 on the drive side via the first gear 6, namely in Fig. 2 via a separate gear ratio stage of the first gear 6 formed by further gear levels 9, 10.

[0020] In the embodiment of the Fig. 3 The second electrical machine 5, which is designed for partial load operation, is in accordance with the embodiments of the Fig. 1 und 2 mounted on the first gear 6 and engages in the embodiment of the Fig. 3 in accordance with the embodiment of the Fig. 2 again indirectly via the first gear 6 on the drive side to the drive shaft 2. In the embodiment of the Fig. 3 However, the second electric machine 5 does not operate as in the embodiment of the Fig. 2 via a separate gear stage but rather via the gear stage of the first electric machine 4 formed by the gear levels 7 and 8 on the drive shaft 2. While the embodiment of the Fig. 3 is particularly compact and simple, the embodiment of the Fig. 2 Efficiency advantages.

[0021] As already explained, all embodiments of the Fig. 1 bis 3 common that the respective submarine propulsion system 1 has several electrical machines, namely the first electrical machine 4 for full-load operation and the second electrical machine 5 for partial-load operation, wherein the second electrical machine 5 for partial-load operation is mounted or supported on the first gear 6, which serves as a transmission gear at least for the first electrical machine 4, which is designed for full-load operation. Optionally, as in Fig. 2 and 3 shown, the first gear 6 can also serve as a transmission gear for the second electric machine 5, which is designed for partial load operation.

[0022] In the examples of the Fig. 1, 2 and 3, in which the second electrical machine 5, designed for partial load operation, is mounted or supported on the first gearbox 6, the second electrical machine 5 is supported together with the first electrical machine 4 and together with the first gearbox 6 on a foundation 12 of the submarine 1, for which purpose in the embodiments of the Fig. 1 bis 3 the first electric machine 4 and the first transmission 6 are mounted on a common frame 13, so that the second electric machine 5 is also mounted on this common frame 13 via the first transmission 6.

[0023] The two electrical machines 4, 5 and the first gearbox 6 are jointly supported on the foundation 12 of the submarine via this common frame 13.

[0024] Elastic sound-damping elements 14 are connected between the common frame 13 and the foundation 12. These are particularly important when the submarine is operated at low speed or submerged during partial load operation of the submarine propulsion system 1.

[0025] The submarine propulsion systems 1 of the Fig. 1, 2 and 3They also have an axial bearing or thrust bearing 15 assigned to the drive shaft 2, an elastic compensating coupling 16 assigned to the drive shaft 2, and a clutch 17 also assigned to the drive shaft 2. The axial bearing or thrust bearing 15 serves to absorb axial forces acting on the drive shaft 2. Thrust forces are transmitted from the axial bearing or thrust bearing 15 into the hull or foundation of the submarine. Torques are transmitted to the drive propeller 3 via the elastic compensating coupling 16. The drive propeller 3 can be decoupled from the drive shaft 2 via the clutch 17.

[0026] Submarine propulsion systems 1 according to a second variant of the invention show Fig. 4 and 5 , whereby the embodiments of the Fig. 4 and 5 from the examples of the Fig. 1 bis 3 primarily in that in the embodiments of the Fig. 4 and 5 the second electrical machine 5, designed for partial load operation, is not attached to or supported by the hull or foundation 12 of the submarine together with the first electrical machine 4, designed for full load operation, and the first gearbox 6, but is supported by the foundation 12 of the submarine independently of the first electrical machine 4 and the first gearbox 6.

[0027] Here, Fig. 4 an embodiment in which the second electric machine 5 is directly or immediately, i.e. without any further transmission stage, coupled to the drive shaft 2 on the drive side and as such is supported on the foundation 12 of the submarine via elastic sound damping elements 14.

[0028] In the embodiment of the Fig. 5 In contrast, the second electric machine 5, which is designed for partial load operation, is not coupled directly to the drive shaft 2, but indirectly via a separate, second transmission gear 19 and is supported on the foundation 12 via this second transmission 19 and elastic vibration dampers 14 arranged between the second transmission 19 and the foundation 12 of the submarine.

[0029] Fig. 4 and 5It can be seen that in these exemplary embodiments, the first electrical machine 4, which is designed for full-load operation, and the first gearbox 6, which serves as a transmission gear for the first electrical machine 4, are individually supported on the foundation 12, but without the need for elastic vibration dampers 14, since in full-load operation when using the first electrical machine 4, low-noise operation of the submarine, as is desirable in partial-load operation, particularly when driving slowly, is of secondary importance.

[0030] Another difference between the embodiments of the Fig. 4 and 5 from the examples of the Fig. 1 bis 3 is that in the embodiment of the Fig. 4 and 5 the elastic compensating coupling 16 is not as in the embodiment of the Fig. 1 and 3between the output of the first gearbox 6 and the axial bearing or thrust bearing 15, but rather between the axial bearing or thrust bearing 15 of the drive shaft 2 and the second electric machine 5 designed for partial load operation or the second gearbox 19.

[0031] As already explained, low-noise operation of the submarine propulsion system 1 is only important in partial load operation, especially when driving at low speed, so that in the embodiments of the Fig. 4 and 5 the elastic compensating coupling 16 is of importance exclusively for the second electrical machine 5, which is supported independently of the first electrical machine 4 and the first gearbox 6 on the foundation 12 of the submarine.

[0032] In the embodiment of the Fig. 5 A soundproofing cover 18 is arranged around the unit consisting of the second electric machine 5 and the second gearbox 19 in order to ensure even quieter operation of the submarine propulsion system.

[0033] In the examples of the Fig. 4 and 5 The axial bearing or thrust bearing 15 is integrated into the first gear 6, which serves as a transmission gear for the first electric machine 4, which is designed for full-load operation. This allows for further space savings.

[0034] The required drive power is provided by the first electric motor 4 during full-load operation. To save size, weight, and cost, the speed of the first electric motor 4 is higher than the required propeller speed, which is why the first gearbox 6 with one or more gear ratios is used. The first electric motor 4 can be engaged and disengaged via the optional shift or synchronous clutch 11. Torque is transmitted to the drive propeller 3, in particular, via the elastic compensating coupling 16; any thrust acting on the drive shaft during operation is transmitted to the hull or foundation 12 via the axial bearing 15.

[0035] In partial load operation, the required propulsion power is provided by the second electric motor 5. Submarines generally require only a small portion of the power when cruising or diving.

[0036] The second electric motor 5, specifically designed for partial-load operation, is typically powered by batteries. With regard to range, efficiency is therefore particularly important for partial-load operation. The smaller, second electric motor 5 operates within its design power range during partial-load operation at low speeds and submerged speeds, thus achieving optimized efficiency, which results in a longer range.

[0037] In the embodiment of the Fig.1, 2 and 3 the second electric machine 5 is advantageously attached to the first gear 6 and in Fig. 1 directly connected to the drive shaft 2. The drive is provided either by the first electric motor 4 or the second electric motor 5, depending on the power requirement. When operating with the second electric motor 5, the first electric motor 4 can be decoupled via the clutch 11, which is particularly advantageous in terms of efficiency.

[0038] Fig. 4 and 5show embodiments in which the second electrical machine 5 is supported on the foundation 12 independently of the first electrical machine 4. Since the first electrical machine 4 is only used in less noise-sensitive operating conditions, the elastic bearing on the first electrical machine 4 can then be dispensed with. In order to be particularly quiet during slow and submerged travel, the second electrical machine 5 is advantageously supported elastically on the foundation 12. The elastic coupling 16 is only necessary between the second electrical machine 5 and the propeller shaft 2, and can therefore advantageously be made significantly smaller. The axial bearing or thrust bearing 16 is preferably integrated into the housing of the first gearbox 6.

[0039] The first gearbox 6 can advantageously be a tunnel gearbox.

[0040] In the embodiment of the Fig. 5 A fast-rotating design is used for the second electric machine 5 in order to save weight, installation space and costs in the area of ​​the second electric machine 5. To adjust the speed of the second electric machine 5 to the desired speed of the drive shaft 2, Fig. 5 the second gear 19 is used. To minimize noise, the second gear 19 advantageously eliminates the use of an oil pump and implements pumpless splash lubrication. The second electric machine 5 and the second gear 12 are advantageously rigidly aligned with one another and are jointly elastically mounted on the foundation 12.

[0041] Each of the exemplary embodiments shown is advantageously provided with a controller, which enables the automated creation of the respectively desired operating configuration and the monitoring of operationally relevant parameters. The controller can therefore automatically control clutches and electrical machines in order to automatically use the first electrical machine 4 as the drive source in full-load operation and the second electrical machine 5 in partial-load operation. Operating parameters can also be monitored via the controller in order to automatically create the desired operating configuration depending on this and to provide the drive power either in full-load operation via the first electrical machine 4 of the main drive or in partial-load operation for creep speed and / or submerged travel via the second electrical machine 5 of the auxiliary drive. List of reference symbols

[0042] 1Submarine propulsion system 2Drive shaft 3Propulsion propeller 4Electric motor 5Electric motor 6Gearbox 7Gear stage 8Gear stage 9Gear stage 10Gear stage 11Coupling 12Foundation 13Frame 14Soundproofing element 15Thrust bearing 16Compensating coupling 17Coupling 18Soundproofing cover 19Gearbox

Claims

1. A submarine propulsion system (1) of a submarine, wherein the submarine propulsion system (1) comprises a drive shaft (2), a drive propeller (3) which is coupled to, or which can be coupled to, the drive shaft (2), and an electric machine (4, 5) for driving the drive shaft (2), characterised in that a main drive which comprises at least a first electric machine (4) and which is configured for full-load operation, and which is coupled to, or which can be coupled to, the drive shaft (2) on the drive side, an auxiliary drive which comprises at least a second electric machine (5) and which is configured for partial load operation for a stealth mode of operation and / or submerged operation of the submarine, and which is also coupled to, or which can be coupled to, the drive shaft (2) on the drive side.

2. The submarine propulsion system according to claim 1, characterised in that the or each first electric machine (4) configured for full-load operation is indirectly coupled to, or can indirectly be coupled to, the drive shaft (2) on the drive side via a first transmission (6).

3. The submarine propulsion system according to claim 2, characterised in that the or each second electric machine (5) configured for partial load operation is coupled to the drive shaft (2) on the drive side, or can be coupled to the drive shaft (2) on the drive side, either directly or via the first transmission (6) or via a second transmission (19), in each case indirectly.

4. The submarine propulsion system according to claim 2 or 3, characterised in that the or each second electric machine (5) is supported on the first transmission (6) and, together with the or each first electric machine (4) and the first transmission (6), is jointly supported on a foundation (12) of the submarine.

5. The submarine propulsion system according to claim 4, characterised in that the or each first electric machine (4) and the first transmission (6) are mounted on a common frame (13) and are jointly supported on the foundation (12) of the submarine via the frame (13).

6. The submarine propulsion system according to claim 5, characterised in that the common frame (13) is connected to the foundation (12) of the submarine via sound-damping elements (14).

7. The submarine propulsion system according to any one of claims 4 to 6, characterised in that the or each second electric machine (5) supported on the first transmission (6) is directly coupled to, or can directly be coupled to, the drive shaft (2) without any step-up stage.

8. The submarine propulsion system according to any one of claims 4 to 6, characterised in that the or each second electric machine (5) supported on the first transmission (6) is indirectly coupled to, or can indirectly be coupled to, the drive shaft (2) on the drive side via a step-up stage (9, 10) of the first transmission (6).

9. The submarine propulsion system according to any one of claims 4 to 8, characterised in that a compensating clutch (16) is connected between an output of the first transmission (6) and a thrust bearing (15) of the drive shaft (2).

10. The submarine propulsion system according to claim 2 or 3, characterised in that the or each second electric machine (5) is supported on a foundation (12) of the submarine, either directly or indirectly via the second transmission (19), in each case independently of the or each first electric machine (4) and independently of the first transmission (6).

11. The submarine propulsion system according to claim 10, characterised in that the or each second electric machine (5) or the second transmission (19) is connected to the foundation (12) of the submarine via sound-damping elements (14).

12. The submarine propulsion system according to claim 10 or 11, characterised in that a compensating clutch (16) is connected between the second electric machine (5) or an output of the second transmission (19) and a thrust bearing (15) of the drive shaft (2).

13. The submarine propulsion system according to any one of claims 10 to 12, characterised in that the thrust bearing (15) of the drive shaft (2) is integrated into the first transmission (6).

14. The submarine propulsion system according to any one of claims 10 to 13, characterised in that the second transmission (19) comprises a splash lubrication.

15. The submarine propulsion system according to any one of claims 1 to 14, characterised in that a control system automatically controls clutches and electric machines in order to automatically use the or each first electric machine (4) as a drive source during the full-load operation and the or each second electric machine (5) as a drive source during the partial load operation.