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HISTORY OF TECHNOLOGY, TECHNOLOGY, OBJECTS AROUND US
Motor ship. History of invention and production
Directory / The history of technology, technology, objects around us A motor ship is a general concept that describes a class of self-propelled ships, the ship power plant (SPP) of which is based on an engine that converts the energy of fuel combustion into mechanical, but is not a steamship. In the vast majority of cases, a diesel engine is used in the SPP of the ship. Ships whose power plant is driven by a steam turbine or gas turbine are also commonly referred to as motor ships, especially since the power plant of such ships often includes diesel engines. Thus, almost all self-propelled modern ships are motor ships, except for nuclear-powered ships, sailing ships, and ships using other energy sources.
At the beginning of the XNUMXth century, significant changes took place in shipbuilding - steamboats, which had been widely used for a hundred years on all water transport routes, were being replaced by more advanced diesel-powered ships. The beginning of this important revolution was laid in Russia - it was here that the first reverse marine diesel engine was created and the world's first motor ships and submarines were built. All these developments were initiated by one of the largest Russian firms, the Nobel Brothers Partnership. The Nobels were among the first to appreciate the importance of Rudolf Diesel's invention. As soon as there were reports of his engine, Emmanuel Nobel began negotiations to purchase a license. The main thing that bribed Nobel in the new engine was that it could run on heavy fuel. In 1898, having paid huge money for those times (about 500 thousand rubles), Nobel received drawings of a 20-horsepower diesel engine. After their careful study at the St. Petersburg plant of the company, many engine parts were changed both for design reasons and, mainly, because it was decided to make the first engine run on oil, and not on kerosene. The difficulties of using petroleum fuel were not yet overcome anywhere in the world at that time. The world's first oil-powered Diesel engine was launched in 1899. He developed 25 hp. and spent about a quarter of a kilogram of oil per 1 hp per hour. It was an important success, but the cherished dream of Nobel was the use of diesel as a ship engine. At that time, skepticism about diesels was still widespread among many engineers. Most considered that these engines were not suitable as a drive for the movement of ships. The reasons for this were good enough. Firstly, diesel engines did not have a reverse gear (reverse) and, installed on a ship, could only rotate the propeller in one direction. Secondly, it was impossible to start the first diesel engines at some extreme positions of the piston. Thirdly, the operation of diesel engines was difficult to adjust - it was difficult to change their mode of operation, for example, to reduce or increase the shaft speed, thereby increasing or decreasing the speed of the vessel. These shortcomings, which were not of great importance for a stationary installation and the small size of a diesel engine operating under constant load, were a very significant flaw for a transport engine. The steam engine, which was widely used at that time, had an advantage over a diesel engine in this sense - reverse, changing the shaft speed and starting from any position were achieved on it without any difficulty. In this case, it would seem, was it worth messing with diesel at all? It turns out that it was worth it - elementary calculations convinced Nobel of this. The great advantage of a diesel engine lies in its high efficiency and, consequently, in its economy. Since diesel engines required four times less fuel than steam engines of the same power, it was easy to imagine what great prospects such a reduction in the weight of fuel consumption opened up for shipping, both in commercial and especially in the navy. Comparing an ordinary steam ship with a thermal one designed for the same cruising range, it was easy to calculate that the second of them, equipped with a diesel engine, would be able to take a fuel supply four times smaller in weight, thereby increasing its carrying capacity. On the contrary, if the same amount of fuel is taken by both, then, obviously, the ship will be able to cover four times the distance as the steamer. Of course, for a short cruising range, the difference between both types of ships was not so great, but with an increase in cruising range, the difference between a motor ship and a steam ship increased exceptionally. On a voyage of 10 miles with a carrying capacity of 1000 tons, the steamer could actually carry twice as much cargo as the same steamer. For the conditions of Russian shipping, this was of tremendous importance, since it became possible, without resorting to loading additional fuel on the way, to travel a greater distance with one's own reserve. There were other important benefits as well. For example, the ship was loaded with oil in bulk, while coal had to be loaded manually. True, the unprofitability of the steamship was compensated by the cheapness of coal fuel, but for Nobel, one of the largest oil magnates of that time, this aspect was not of significant importance. Despite all the difficulties, Nobel ordered his engineers to start designing the first ship. In order for the new ship to be able to maneuver, he ordered that the diesel engine be connected to the propeller shaft not directly, but through a transmission that allowed changing both the direction of rotation of the propeller and its number of revolutions. In 1903, three 120 hp diesel engines were installed on the Vandal tanker barge, manufactured at the Sormovo plant and brought to St. Petersburg. Together with these diesel engines, three electric generators worked, generating current for three electric motors that rotated the propellers. By switching the windings on the Vandal, it was possible to change the mode and direction of rotation. Tests of the new ship gave encouraging results, but in general such a drive system could hardly be considered successful and fraught with many inconveniences - first of all, it was expensive and uneconomical in terms of energy costs.
In the same year, Nobel bought a license for the Del Proposto propulsion system, which made it possible to more economically use diesel as a ship engine. The principle of its operation was that in forward motion the diesel engine was directly connected to the propeller, and the electric transmission was used only for reverse motion and maneuvering. This significantly reduced energy losses, because most of the time the propellers received rotation directly from the diesel engine, and full power was not required for maneuvering and reversing. In 1904, the Sarmat oil tanker was equipped with this system. It was equipped with two 180 hp diesel engines. and two power generators. Each diesel engine was connected to an electric generator, and then through a coupling with a propeller, on which an electric motor was located. During the forward stroke, the diesel engine worked directly on the screw, and the generator and electric motor rotated, neither giving nor receiving current, like flywheels. When reversing, the engine began to work on an electric generator, which sent current to the electric motor and gave the propeller reverse rotation.
The results of the very first voyages of the "Sarmat" showed all the advantages of diesel installations on ships. The cost of oil against the same type of steamers (which worked on oil, not on coal) turned out to be five times less. At the same time, maneuvering and control did not deteriorate at all. Reports were published on the technical tests of the ship, and not only in Russia - the Sarmat became a celebrity. However, the lack of a reverse still prevented the wide distribution of motor ships. Only in 1908 did the long-term search culminate in the creation of a reverse engine. As already noted, in a reverse engine it was necessary to have, firstly, a mechanism that switches the forward and reverse distribution organs, putting one into action and simultaneously turning off the others, and, secondly, a device for starting the engine in any position of the crankshaft shaft. Of these two elements of the reverse, the first, that is, the mechanism for rearranging the distribution, was created quite easily: two cam systems were placed on the camshaft (see the description of the diesel device above) - one for forward and the other for reverse. By moving the entire system in one direction, the engine received distribution for the forward stroke, by moving in the opposite direction - for the rear. Reversing the engine (transition from "full forward" to "full reverse") took 10-12 seconds. The device for launching, on the contrary, was the main and more difficult task, but it was also very successfully solved by Russian engineers at the Nobel factory. True, these diesel engines were not made for the ship, but for the Lamprey submarine launched in 1908, which thus became the world's first diesel submarine. The diesels on the "Lamprey" were three-cylinder. The problem of getting out of the dead stroke was solved as follows: the transition from the operation of the system with air to work with oil did not occur immediately, but gradually - at first all cylinders worked with air, then one switched to oil, after it gave a working stroke, the second cylinder was transferred to oil and so on. The timing and sequence of flashes in the cylinder brought the crankshaft out of any position. At the same time, speed control was achieved by reducing and increasing the oil supply. Thus, all the problems of creating a marine diesel engine were resolved. The second reverse engine was installed on the Akula submarine, and then Nobel began to equip his oil tankers with them.
After successful tests in Russia, diesel engines as ship engines began to be introduced around the world. At first, diesel engines were installed only on small ships, but in the second decade of the 1911th century, a turning point occurred in marine shipbuilding. In 1912 and 1912, the shipyards in Germany and England began building several large ships. In 3200, the first cargo-passenger ship Zeelandia, with a displacement of 7400 tons and a carrying capacity of 160 tons, left the stocks in Denmark. The whole world followed its first voyage from Copenhagen to London. It was soon calculated that the operation of the Zeelandia would save XNUMX marks a year in comparison with ships of the same class. This decided the fate of the new mode of transport. Author: Ryzhov K.V.
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