Sarmat (ship)
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The motor ship Sarmat (different spelling also Ssarmat) was built in 1904/05 in Russia for the Nobel brothers , St. Petersburg . It is one of the world's first ships with a diesel engine . The propeller could be reversed using the "del Proposto system".
history
In order to use the diesel engine invented by Rudolf Diesel and practically usable with the support of MAN and Krupp on ships, a reversal was required in order to stop the ship and to be able to drive backwards. Since today's internal mechanical reversing of the motor did not yet exist, systems external to the motor were used.
technology
Shortly after the turn of the century, marine diesel engines - called oil engines at the time - were in a pioneering phase and only began to prevail over steam engines and steam turbines in shipping . The coal for steamships was cheap and available in all ports. Diesel fuel, called heavy oil in contrast to gasoline at the time, was more expensive and not always available in the ports. The Nobel family, as owners of the then important oil wells in Baku and inventors of the modern oil refinery, wanted to operate their naphthate tankers with their own fuel instead of coal. That is why Emanuel Nobel acquired the patents for the manufacture and sale of diesel engines in Russia from R. Diesel in 1898 .
Vandal diesel-electric drive
The diesel-electric system was successfully used in the construction of the sister ship, the Vandal , in 1902/03. The tanker also belonged to the Nobel brothers, St. Petersburg. The three diesel engines (120 hp) and generators were in the central nave, the electric propeller motors in the aft ship. The electrical power was transmitted by cable. This arrangement had the disadvantage of triple energy conversion until the propulsion power reached the propeller.
- 1.Fuel in mechanical energy (diesel engine, efficiency about 35%)
- 2. mechanical energy into electrical energy (generator, efficiency about 85%)
- 3. electrical energy into mechanical energy (electric motor for propeller drive, efficiency about 85%)
The specific fuel consumption of the diesel-electric drive system in this pioneering phase was given as 265 grams per horsepower hour.
Propulsion of the Sarmat according to the principle "del Proposto"
The E-series engines, improved in the meantime with the support of Hans Bottle, (brother-in-law of R. Diesel) who worked in St. Petersburg from 1901 to 1914, came from the "Ludvig Nobel" machine factory in St. Petersburg. The four-cylinder engines for the Sarmat with a cylinder diameter of 320 mm and a stroke of 420 mm had a rated output of 180 hp (132 kW) at 260 rpm. Thus the total output of 360 HP of the Sarmat corresponded to the total output of the sister ship Vandal (3 × 120 HP).
The high specific consumption of the Vandal led to the fact that in 1904 the diesel-electric principle was not used on the Sarmat , but the system of del Proposto . Here the entire propulsion system was located in the aft ship. The two diesel engines and the two generators and electric traction motors (e-motors) were each on a shaft with a separable coupling . The clutches were between the generators and the electric motors. The generators and the electric motors were electrically connected to each other, but could each be separated using a switch .
In normal driving operation ( ahead ) the switch was open and the switchable clutches were closed. The diesel engines drove the propellers mechanically, the generators and electric motors ran idle. If you were driving backwards , the switchable clutches in the shafts were opened and the switches between the generators and the electric motors were closed. This means that the efficiency of the e-machines was only effective when reversing, and the overall efficiency was significantly increased compared to the Vandal when driving forward. In the next few years, the new ships of the Branobel oil company , mainly tankers, were equipped with the proposto propulsion system. The specific fuel consumption of the Sarmat drive system according to del Proposto was given as 180 grams per horsepower hour.
See also
literature
- G. Mau: Main machines and auxiliary machines, technical history of industrial shipbuilding in Germany. Volume 2, Kabel Verlag Hamburg 1996
- A. Dudzus, E. Henriot, A. Köpke, F. Kumrey: The great book of ship types. Weltbild Verlag
- K.-H. High-rise: propulsion systems. In: Passion for shipbuilding. 2000, Koehler Verlagsgesellschaft mbH, Herford
- K.-H. Skyscraper: It all began in the Black Sea - 100 years of motor shipping. Ship & Harbor No. 7, 2003
- K.Bösche, K.-H. Hochhaus, H. Pollem, J. Taggesell: Steamers, Diesel and Turbines - The World of Ship Engineers. Convent Verlag, Hamburg 2005, ISBN 3-934613-85-3 .