@Huszar, naja 40000 PS E-Motoren hatte ja harold gerade obendrueber in den Bereich des Scinece Fiction verwiesen, deswegen wollte ich mich da nicht so festlegen.
@Spee. Naja wenn Du den Text selber mal liest, wird da einduetigr drauf hingewiesen, dass der Schwachpunkt der Kontrollraum und die fenster waren. beides kann man anders loesen. Oder anders gesagt: die Probleme lagen in der Implementierung, nicht im Prinzip!
da zitiere ich doch lieber mal
http://www.navweaps.com/index_tech/tech-038.htm"Turboelectric drive offers several advantages:
1. There is no mechanical connection between the turbogenerator shaft and the propeller shaft, allowing both to turn at their disparate efficient speeds. This reduces propeller rotation speeds and increases fuel efficiency.
2. The motor rooms can be placed nearer the stern than can reduction-geared turbines, eliminating the need to lead the propeller shafts farther forward in the ship.
3. The machinery components are more easily segregated into multiple compartments, and require fewer steam line penetrations of watertight bulkheads.
4. The turbo-electric drive consumes less beam, allowing more hull breadth to be devoted to the torpedo defense system.
5. The propeller shafts can be immediately reversed by simply switching the direction of the electric motors without the need to reroute steam to a separate reversing turbine.
6. Equal power (but not speed) is available for ahead or astern steaming. Astern steaming can also be maintained indefinitely.
7. The machinery is more easily cross-connected in the event of battle damage through the switching of electrical loads between different turbogenerators and motors, and the elimination of propulsive steam lines.
8. More steam is available at all power levels for the ship's service turbogenerators (SSTGs), making more power available for ancillary systems (including main battery elevation and training) and electronics.
9. Most major electrical components are reparable by the ship's company at sea.
The turboelectric drive also has several inherent negatives:
1. It is heavier and more expensive than a direct drive or reduction geared turbine installation.
2. It is susceptible to turbogenerator room damage.
3. It is susceptible to damage to the main control compartment containing the bus bar system.
4. It is susceptible to shorting out from shock damage to the bus bar system.
Turboelectric drive ships realized fuel economies of as much as 20% compared to comparable turbine ships, according to Freedman's report of the difference in fuel consumption between USS New Mexico (BB-40) and her two direct drive turbine sister ships USS Mississippi (BB-41) and USS Idaho (BB-42). "
Siehe weiter unten in dem Artikel zum Thema praktische Erfahrungen mit dem Umsteuern von E-Motoren: "Turboelectric machinery also permitted more rapid development of accelerating and decelerating power on the shafts. It made the last ditch maneuver of “twisting” a ship out of a torpedo's path by backing down one side's shafts while running the opposite side full ahead and applying full rudder toward the backing side more effective. It also permitted extended periods of backing. After suffering a torpedo hit in the extreme bow while at anchor off Saipan in 1944, USS Maryland (BB-46) backed to Pearl Harbor at 10 knots so as not to strain the collision bulkhead forward.
The same ship also escaped two collisions in a matter of minutes during a close order fleet maneuvering exercise between the wars. When USS Oklahoma (BB-37) sheered out of column to avoid running down an errant destroyer, she intruded on the next column of ships, crossing the Maryland's bow. The Maryland performed an immediate “crash back” to avoid the Oklahoma, decelerating and letting the other battleship pass ahead, only to be confronted with the direct drive turbine USS Arizona (BB-39) vainly trying to back down behind her. Maryland's electric motors were immediately thrown back to flank speed ahead and the turboelectric ship accelerated ahead of the less responsive Arizona. "
@harold, koenntest Du diese Aussage mal n bisschen paezisieren bitte: "Der einzig wirklich unwiderlegbare Vorteil der TE-Antriebe liegt in der Verkürzung der Wellenlänge, dh. Torsionsvibrationen kommen in wesentlich geringeren Frequenzbreiten auf als bei langen Wellen."
Ich hab Dir genuegend Material fuer Vor- und Nachteile gegeben, jetzt will ich aber auch was sehen
Achja, und um der Frage vorzubeugen, warum die USN wieder davon abgerueckt is: Gewicht! Die Tatsache, dass der WT die Standardverdraengung eingefuehrt hat, zwang zu leichten Maschinen - probierts aus in Springsharp! So wirtschaftlich kann ne Maschine nicht sein, als dass es sich lohnen wuerde, dafuer eine Tonne mehr zu investieren als unbedingt notwendig. Die Gruende fuer die Einfuehrung der Standardverdraengung gips hier:
http://www.chuckhawks.com/treaty_battleships.htm - in Kuerze: es war die Tatsache, dass ein Vergleich der Maximalverdraengungen Marinen bevorteilen wuerde, die keine langen Reichweiten fuer ihre Schiffe rauchen, die RM zB.
