Abstract: A drive system for a ship, including at least two propulsion units, each propulsion unit having a propeller and a drive engine with an above-water transmission connected downstream for driving the propeller. Each drive engine can be connected to and disconnected from the associated above-water transmission with a clutch and between the above-water transmissions, a switchable drive train is provided by which in one switching state, the above-water transmissions can be coupled and driven jointly and in another switching state, they can be decoupled from each other.

Abstract: A method for controlling a towing train including a ship and at least one tug acting on the ship, including the steps of: providing a data model, which includes fixed data of the ship and of the at least one tug as well as variable environmental data; determining the current course, the thrust vector, and the inertial force of the ship and specifying a desired travel direction of the ship with subsequent calculation of the correction force vector and correction torque required to achieve the desired travel direction; calculating the required positions, orientations, and drive settings of the at least one acting tug using an algorithm that accesses the data model and generating control commands for the at least one tug such that the sum of all the force vectors and torques of the at least one acting tug corresponds to the required correction force vector and correction torque; transmitting the generated control commands to at least one acting tug and monitoring the completion of the control commands; and condu

Abstract: A method for evaluating a shallow water influence on a motor vessel driven by a drive output, including the continuous sequence of steps: determination of the water depth adjacent to the motor vessel and of a set-point speed in deep water that is expected from the predetermined drive output; calculation of the expected speed loss from the set-point speed as a function of the determined water depth; determination of the necessary output difference in the drive output that is needed in order to compensate for the expected speed loss; and display of the expected speed loss and the necessary output difference on a display unit.

Abstract: A drive system for a ship, including at least two propulsion units, each propulsion unit having a propeller and a drive engine with an above-water transmission connected downstream for driving the propeller. Each drive engine can be connected to and disconnected from the associated above-water transmission with a clutch and between the above-water transmissions, a switchable drive train is provided by which in one switching state, the above-water transmissions can be coupled and driven jointly and in another switching state, they can be decoupled from each other.

Abstract: A rudder propeller with an underwater mechanism including a planetary gearing, the planetary gearing including a sun gear, a fixed internal gear and planetary gears, mounted between the sun gear and the internal gear and running on planetary axles of a planet carrier, wherein the planetary gears are mounted on the planetary axles by hydrodynamic slide bearings.

Abstract: A rudder propeller including a drive shaft and a propeller shaft that can be driven by the drive shaft by an angular drive and a planetary gear that can be located on the propeller shaft and including a sun gear that is connected to the angular drive via a coupling, a fixed ring gear and planet gears that revolve between the sun gear and ring gear and that are mounted on a planet carrier. The planet carrier can be secured against torque to the propeller shaft and the coupling between the angular drive and the sun gear can be designed as a double cardanic, rotationally-fixed flexible coupling, in such a way that radial and angular displacements of the sun gear in relation to the angular drive can be compensated.

Abstract: The invention relates to a bevel gear wheel (1) of a bevel gear unit, each tooth (2) of which comprises a load flank (3) and a non-working flank (4), wherein the teeth (2) have a helical or spiral tooth trace, in particular a curved tooth longitudinal line, and the teeth (2), in particular the upper meshing region of the teeth, have an octoid tooth shape or a spherical involute tooth shape, and the teeth have an excess material quantity (11) on the load flanks (4) in order to reinforce the load flanks (4), in particular such that the axis (9) that runs through the tooth tip-bisecting point A1 of the tooth tip transverse line (23) and through the midpoint of the gear wheel exhibits asymmetry of the teeth (2). The invention further relates to a method for producing a bevel gear wheel (1) according to one of the preceding claims, in which the tooth geometry is produced by a four-axis or multi-axis method, in particular a five-axis method.

Abstract: The invention relates to a bevel gear wheel of a bevel gear mechanism, the teeth of which bevel gear wheel have in each case a load flank and a rear flank, wherein the rear flanks have an engagement region for rear flanks of the meshing gear wheel, wherein the outer region, which surrounds the original maximum possible usable engagement region which normally comes into engagement, of the rear flank and an outer edge region of the original engagement region are reduced in terms of the face height thereof such that said reduced regions always remain free from contact and only the remaining, inner, raised region which is reduced in size comes into contact.

Abstract: A driving device for a ship is described, including a rudder propeller with a propeller shaft and with a vertical shaft which drives the propeller shaft via an angular gear unit and which is rotatable and driven by an electric driving motor, and including a lifting device for moving the rudder propeller between a retracted position within the ship and a deployed operating position outside the ship.

Abstract: The invention relates to a method for producing a bevel gear wheel, in particular for rudder propellers, the teeth of which have a macro geometry specific to the gear wheels, the teeth of which can be described by flank and profile lines, the flanks of which have a tooth flank micro topography and the bearing surface of which represents the contact region of the inter-meshing teeth. The crown of a tooth flank corresponds to the elevation of the tooth flank center with respect to the tooth flank edge, wherein the course of the height and width crowns of the flank surface is substantially shaped like a circular arc.

Abstract: The invention relates to a ship propulsion system (S) having a pump jet (P) comprising a pump housing (G) and a drive motor, wherein the drive motor is a solenoid motor (M) integrated into the pump housing (G).

Abstract: A rudder propeller ship propulsion system with a rudder propeller containing an underwater housing mounted on a receiver that is detachably fastened on or in a ship's hull has locks for the receiver separate from a fastener whereby the receiver can be locked and unlocked on or in the hull even when the fastener is released. The rudder propeller ship propulsion system is disassembled from the ship by releasing the fastener so that the receiver is only held on or in the ship by the locks, and then the locks are unlocked at locking sites between the receiver and ship so that the receiver and rudder propeller can be removed.

Abstract: The present invention relates to a ship propulsion system (S) having a pump jet (P), which comprises a pump housing (G) and a drive motor, wherein a rotor (2) of an impeller of the pump jet (P) has a rotational axis (B) which is not aligned with a control axis (A) of the pump jet (P).

Abstract: The invention relates to a ship propulsion system (S) having a pump jet (P) comprising a pump housing (G) and a drive motor, wherein the drive motor is a solenoid motor (M) integrated into the pump housing (G).

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

Abstract: In a watercraft drive for a watercraft having front and rear propellers respectively mounted on a drive shaft in coaxial longitudinally displaced relationship, each of said propellers having at least two blades, the front and rear propellers having equal diameters and being driven at like rotational velocities. The central portion of the rear propeller up to a diameter equal to the diameter of the water jet arriving at the rear propeller, which due to the action of the front propeller has a contracted cross section, is designed to optimize the jet energy exiting the front propeller. The rear propeller has an annular area extending from the central portion to the outer circumference of the rear propeller, being designed with the same design as characterizes the front propeller. The annular area of the rear propeller receives a flow of surrounding ambient water.

Abstract: An electrical steering propeller for a seagoing high-speed ship having a polyphase electric motor which is mounted under the stern of the ship via a shaft which can rotate and preferably has two parts in a gondola-like housing, and can be supplied with electrical drive power via a slipring arrangement, and can be rotated via drive motors, wherein the steering propeller is mounted in the stern of the ship via a flat collar bearing (7) in the vicinity of the outer skin (6), in particular above the waterline, with the slipring arrangement (8) being accommodated in the upper part (3) of the shaft (2,3) at the level of the annular bearing (7), and with the drive motors for the rotary movement (9) being physically small and being arranged at least partially in the interior of the collar bearing (4).

Abstract: An electric propulsion pod for a ship having a electric propulsion pod heat rejection member. The electric propulsion pod is attached below the ship by a hollow ship access shaft. The electric propulsion pod contains an electric motor for producing a water propulsion. The electric motor generates an amount of heat that is conducted and subsequently released into the water through the electric propulsion pod and ship access shaft surfaces. The heat rejection member is fitted for increasing the conduction and subsequent release of the electric motor heat.

Abstract: The present invention pertains to a device for changing the direction of travel of a watercraft with a drive with a gondola-like underwater housing 2 having a contour favorable in terms of flow outside the hull 1 of the watercraft, past which water flows and which is connected to the hull 1 of the watercraft by a shaft 3, one end of which is associated with the underwater housing and the other end of which is associated with the hull 1 of the watercraft. A drive shaft 7, which carries at least one propeller 6 outside the underwater housing, is led out of at least one end of the gondola-like underwater housing 2. The change in the direction of travel of the watercraft 1 is brought about by the shaft 3 being mounted at its upper end pivotably on the watercraft 1 and by a pivoting motor 24 (toothed ring 20, motor pinion 21) acting on the shaft.