CA1266205A - Marine propulsion system - Google Patents
Marine propulsion systemInfo
- Publication number
- CA1266205A CA1266205A CA000517015A CA517015A CA1266205A CA 1266205 A CA1266205 A CA 1266205A CA 000517015 A CA000517015 A CA 000517015A CA 517015 A CA517015 A CA 517015A CA 1266205 A CA1266205 A CA 1266205A
- Authority
- CA
- Canada
- Prior art keywords
- speed
- generator
- engine
- ship
- power
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Control Of Eletrric Generators (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Preparation Of Compounds By Using Micro-Organisms (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A low-speed diesel engine which is used as the propulsion engine for a passenger ship is directly coupled to a drive shaft bearing a variable-pitch propellor. The propulsion engine is designed to provide the propulsion power for the required maximal cruising speed. To provide additional power for reaching peak speed, an electric motor/generator is provided in series with the engine and supplied by the reserve power from the ship's electrical system. Electrical energy is generated by a number of medium-speed or high-speed four-stroke engines. Their power is dimensioned so that the ship's electrical system has a high excess of capacity over requirements.
A low-speed diesel engine which is used as the propulsion engine for a passenger ship is directly coupled to a drive shaft bearing a variable-pitch propellor. The propulsion engine is designed to provide the propulsion power for the required maximal cruising speed. To provide additional power for reaching peak speed, an electric motor/generator is provided in series with the engine and supplied by the reserve power from the ship's electrical system. Electrical energy is generated by a number of medium-speed or high-speed four-stroke engines. Their power is dimensioned so that the ship's electrical system has a high excess of capacity over requirements.
Description
JIt~
A MARINE PROPULSION SYSTEM
This invention relates to a marine propulsion system. More particularly, this invention relates to a marine propulsion system for a passenger ship.
Heretofore, it has been known to have a propulsion system for a ship in which at least one drive shaft equipped with a variable-pitch propellor which is directly coupled to a low-speed two-stroke diesel engine serving as a propulsion engine. It has also been known to provide at least two auxiliary diesel engines for driving individual generators in order to produce electrical energy for the ship.
As is known, the peak speed required for a passenger ship, particularly a cruise ship, is considerably above the maximum necessary cruising speed. Usually, the peak speed is required only in exceptional cases. However, the propulsion engine must be designed for the peak speed.
As a result, the propulsion engine is over-dimensioned and makes relatively ineffective use of the installed engine power.
On the other hand, for aafety reasons, the power for generating the required electrical energy for the ship must be considerably greater than necessary, for example, by thirty percent to forty perce~t. Usually, the required power is produced exclusively by medium-speed or high-speed auxiliary eng~nes.
'' ' . . .
.
Accordingly, it is an object of the invention to improve the use of the total power installed on a ship in the form of diesel engines.
It is another object of the invention to provide an efficient marine propulsion system.
It is another objectof the invention to provide for the efficient use of power on ~ passenger ship.
; Briefly, the invention provides a marine propulsion system for a passenger ship which comprises at least one drive shaft~ a variable-pitch propellor connected to the drive shaft to be driven thereby and a low-speed two-stroke diesel engine coupled to the drive shaft for driving the shaft and having a crank shaft connected to the drive shaft. In addition, the system includes at least two generators for generating electrical energy for delivery to an electrical system of the ship, at least two auxiliary diesel engines each of which is connected to a respective generator to drive the generator and an electric motor/
generator connected to and between the low-speed engine and the electrical system to selectively transfer power from the electrical system to the crank shaft in order to drlve the drive shaft or deliver excess power from the two-stroke engine o the electrical system in the form of electrical energy.
In this manner, the propulsion engina or engines can be designed so that, allowing for a safety margin and using, for example, ninety percent of their maximum power~
A MARINE PROPULSION SYSTEM
This invention relates to a marine propulsion system. More particularly, this invention relates to a marine propulsion system for a passenger ship.
Heretofore, it has been known to have a propulsion system for a ship in which at least one drive shaft equipped with a variable-pitch propellor which is directly coupled to a low-speed two-stroke diesel engine serving as a propulsion engine. It has also been known to provide at least two auxiliary diesel engines for driving individual generators in order to produce electrical energy for the ship.
As is known, the peak speed required for a passenger ship, particularly a cruise ship, is considerably above the maximum necessary cruising speed. Usually, the peak speed is required only in exceptional cases. However, the propulsion engine must be designed for the peak speed.
As a result, the propulsion engine is over-dimensioned and makes relatively ineffective use of the installed engine power.
On the other hand, for aafety reasons, the power for generating the required electrical energy for the ship must be considerably greater than necessary, for example, by thirty percent to forty perce~t. Usually, the required power is produced exclusively by medium-speed or high-speed auxiliary eng~nes.
'' ' . . .
.
Accordingly, it is an object of the invention to improve the use of the total power installed on a ship in the form of diesel engines.
It is another object of the invention to provide an efficient marine propulsion system.
It is another objectof the invention to provide for the efficient use of power on ~ passenger ship.
; Briefly, the invention provides a marine propulsion system for a passenger ship which comprises at least one drive shaft~ a variable-pitch propellor connected to the drive shaft to be driven thereby and a low-speed two-stroke diesel engine coupled to the drive shaft for driving the shaft and having a crank shaft connected to the drive shaft. In addition, the system includes at least two generators for generating electrical energy for delivery to an electrical system of the ship, at least two auxiliary diesel engines each of which is connected to a respective generator to drive the generator and an electric motor/
generator connected to and between the low-speed engine and the electrical system to selectively transfer power from the electrical system to the crank shaft in order to drlve the drive shaft or deliver excess power from the two-stroke engine o the electrical system in the form of electrical energy.
In this manner, the propulsion engina or engines can be designed so that, allowing for a safety margin and using, for example, ninety percent of their maximum power~
-2 ', .
the engines can supply just the power required at the ~Q~
~ v ~ f cruising speed. This power is usually the 1:,,ir~u.~ nccc~s~r,, C7V' c ~ J
that is, the base~loa~ on the propulsion capacity. Thus, higher speeds or propulsion powers can be taken ~rom the redundant power reserved in the electrical system of the ship via the motor/generator which is preferrably disposed in series with the drive shaft and the propulsion diesel engine.
Consequently, a propulsion system is available for the speed range usually required and is directly coupled to the two stroke diesel engine. The propulsion system is particularly characterized by low fuel consumption, low maintenance costs and the elimination of transmission losses.
" If a synchronous machine is used as the motor/
generator, it is advantageous, after reaching the synchronous speed, for increases in propulsion power, for example, for higher ship's speeds, to be made exclusively by varying the pitch of the variable-pitch propellor (i.e.
screw blades).
Advantageously, if there is a certain excess of power due to a low ship's speed, the rotation rate can be increased to the synchronous speed of the motor/generator without increasing the power avallable for propulsion, by varylng the pitch of the variable-pitch propellor. The excess power of the propulsion en~ine available at the synchronous speed is then converted by the m~tor/generator into electrical energy and supplied to the ship's electrical system. The output of the generator/cliesel motors can then be reduced and electrical energy can be generated by the ,-- ::
economic two-stroke diesel engine. To this end, a low-speed motor/generator can be directly connected to the crankshaft of the propulsion engine~ If the dimensions of the required electrical machines are too large, a step-down gear can alternatively be incorporated between the propulsion engine and the motor/generator, in which case a flexible clutch will be provided between the gear and the propulsion engine.
These and other objects and advantages of the invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings wherein:
Fig. 1 illustrates a schematic diagram of a marine propulsion system in accorda~ce with the invention.
Fig. 2 illustrates a modified connection between a motor/generator and a two-stroke engine of the propulsion system; and Fig. 3 graphically illustrates the required propulsion power versus the ship's speed and the speed of the propulsion engine crank shaft.
Referring to FlgO 1, the marine propulsion system is constructed for use in a passenger ship, such as a cruise ship. As shown, the system includes a pair of drive shafts 1, each of which is connected to a variable-pitch propellor or screw 2 ~or driving of the propellor 2. In addition, a low-speed two stroke diesel engine 3 is coupled to each drive sha~t l in order to drive the respective drive shafts 1. Alternatively~ instead of using ~ .
.
;2~
two shafts 1 there may, of course, be only one shaft or more than two shafts. The low-speed two-stroke diesel engine also has a crank shaft 9 connected to the drive shaft 1 in known manner.
The propulsion system also has a plurality of generators 5, for example four or more generators, which are provided for generating electrical energy for delivery to an electrical system 4 of the ship. This electrical system is symbolically illustrated a~ a busbar. Each generator 5 i5 driven by a separate auxiliary diesel engine 6, for example a medium-speed or high-speed four stroke engine. The capacity installed in these engines 6 is so large that the electrical energy requirement can be covered many times, for example, by a factor of 1.25 to 1.5.
As shown, a pair of electric motor/generators 7 are connected to and between the electrical system 4 and a crank shaft 9 of a respective diesel engine 3. As indicated in Fig. 1, the connection of a motor/generator 7 to a crank shaft 9 may be via a step-down gear 8 and a flexible clutch lO which serves to mechanically separate the motor/generator 7 from the crank shaft 9. Alterna~ively, as show~ in Fig. 2, each motor/generator may be directly coupled to the cranX
shaft 9 of an engine 3.
~he low-speed diesel engines 3 are designed to maintain the maximum required cruising speed when using about ninety percent of their maximum power~ This power coxresponds to the point 11 shown to the left the graph 1~62~.5 of Fig. 3. The speed range A of the ship is therefore covered by the propulsion engines alone. Advantageously, the power can be adjusted, for example, by varying the speed of rotation. Between the points 11 and 12 5hown in Fig. 3, the power required for a speed range B cannot be covered by the diesel engines 3 alone. In this range, the motor/generators7 are also connected as engines to the respective crank shafts 9.
As shown to the right in Fig. 3, the propulsion power at point 11 is assigned to a crank shaft speed at a point 13 which coincides (see Fig. 2) or corresponds (see Fig. 1) with the synchronous speed ns of the motor/generator 7.
The conventional speed regulating system of the diesel engines 3 is designed so that even after a further increase in power, the synchronous speed of rotation is kept constant with any increase in the required power being accounted for in known manner by varyi~ the pitch of the propellors 2 In this manner, the power required for 20~^? maximum ship speed 12 is reached at the point 14 indicated in Fig. 3. The required power C is thus taken from the electric motor/generators 7 or the ship's elsctrical system 4.
As previously explained, i there are considerable differences in efficiency bet~een the two-stroke and four-stroke engines 3, 4 at low ship's speeds, at points 15 or 16 -6~
. .
, ~:
: '' in Fig. 3, the power can be adjusted by regulating the propellors instead of the speed of rotation and the speed of rotation can simultaneously be increased from nl to nS The power reserve then available from the two~stroke diesel engines 3 in the range D is supplied by motor/generators 7 as electrical energy to the ship's electrical system 4.
As indicated in Fig. 1, each motor/generator 7 and respective low-speed engine 3 are disposed in series relative to a drive shaft 1.
The invention thus provides a relatively efficient marine propulsion system in which the power required to move a ship at peak speed can be taken, in part, from the electrical system of the ship. In like manner, the reserve power provided by the diesel engines of the propulsion system can be used in the electrical system of the ship.
the engines can supply just the power required at the ~Q~
~ v ~ f cruising speed. This power is usually the 1:,,ir~u.~ nccc~s~r,, C7V' c ~ J
that is, the base~loa~ on the propulsion capacity. Thus, higher speeds or propulsion powers can be taken ~rom the redundant power reserved in the electrical system of the ship via the motor/generator which is preferrably disposed in series with the drive shaft and the propulsion diesel engine.
Consequently, a propulsion system is available for the speed range usually required and is directly coupled to the two stroke diesel engine. The propulsion system is particularly characterized by low fuel consumption, low maintenance costs and the elimination of transmission losses.
" If a synchronous machine is used as the motor/
generator, it is advantageous, after reaching the synchronous speed, for increases in propulsion power, for example, for higher ship's speeds, to be made exclusively by varying the pitch of the variable-pitch propellor (i.e.
screw blades).
Advantageously, if there is a certain excess of power due to a low ship's speed, the rotation rate can be increased to the synchronous speed of the motor/generator without increasing the power avallable for propulsion, by varylng the pitch of the variable-pitch propellor. The excess power of the propulsion en~ine available at the synchronous speed is then converted by the m~tor/generator into electrical energy and supplied to the ship's electrical system. The output of the generator/cliesel motors can then be reduced and electrical energy can be generated by the ,-- ::
economic two-stroke diesel engine. To this end, a low-speed motor/generator can be directly connected to the crankshaft of the propulsion engine~ If the dimensions of the required electrical machines are too large, a step-down gear can alternatively be incorporated between the propulsion engine and the motor/generator, in which case a flexible clutch will be provided between the gear and the propulsion engine.
These and other objects and advantages of the invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings wherein:
Fig. 1 illustrates a schematic diagram of a marine propulsion system in accorda~ce with the invention.
Fig. 2 illustrates a modified connection between a motor/generator and a two-stroke engine of the propulsion system; and Fig. 3 graphically illustrates the required propulsion power versus the ship's speed and the speed of the propulsion engine crank shaft.
Referring to FlgO 1, the marine propulsion system is constructed for use in a passenger ship, such as a cruise ship. As shown, the system includes a pair of drive shafts 1, each of which is connected to a variable-pitch propellor or screw 2 ~or driving of the propellor 2. In addition, a low-speed two stroke diesel engine 3 is coupled to each drive sha~t l in order to drive the respective drive shafts 1. Alternatively~ instead of using ~ .
.
;2~
two shafts 1 there may, of course, be only one shaft or more than two shafts. The low-speed two-stroke diesel engine also has a crank shaft 9 connected to the drive shaft 1 in known manner.
The propulsion system also has a plurality of generators 5, for example four or more generators, which are provided for generating electrical energy for delivery to an electrical system 4 of the ship. This electrical system is symbolically illustrated a~ a busbar. Each generator 5 i5 driven by a separate auxiliary diesel engine 6, for example a medium-speed or high-speed four stroke engine. The capacity installed in these engines 6 is so large that the electrical energy requirement can be covered many times, for example, by a factor of 1.25 to 1.5.
As shown, a pair of electric motor/generators 7 are connected to and between the electrical system 4 and a crank shaft 9 of a respective diesel engine 3. As indicated in Fig. 1, the connection of a motor/generator 7 to a crank shaft 9 may be via a step-down gear 8 and a flexible clutch lO which serves to mechanically separate the motor/generator 7 from the crank shaft 9. Alterna~ively, as show~ in Fig. 2, each motor/generator may be directly coupled to the cranX
shaft 9 of an engine 3.
~he low-speed diesel engines 3 are designed to maintain the maximum required cruising speed when using about ninety percent of their maximum power~ This power coxresponds to the point 11 shown to the left the graph 1~62~.5 of Fig. 3. The speed range A of the ship is therefore covered by the propulsion engines alone. Advantageously, the power can be adjusted, for example, by varying the speed of rotation. Between the points 11 and 12 5hown in Fig. 3, the power required for a speed range B cannot be covered by the diesel engines 3 alone. In this range, the motor/generators7 are also connected as engines to the respective crank shafts 9.
As shown to the right in Fig. 3, the propulsion power at point 11 is assigned to a crank shaft speed at a point 13 which coincides (see Fig. 2) or corresponds (see Fig. 1) with the synchronous speed ns of the motor/generator 7.
The conventional speed regulating system of the diesel engines 3 is designed so that even after a further increase in power, the synchronous speed of rotation is kept constant with any increase in the required power being accounted for in known manner by varyi~ the pitch of the propellors 2 In this manner, the power required for 20~^? maximum ship speed 12 is reached at the point 14 indicated in Fig. 3. The required power C is thus taken from the electric motor/generators 7 or the ship's elsctrical system 4.
As previously explained, i there are considerable differences in efficiency bet~een the two-stroke and four-stroke engines 3, 4 at low ship's speeds, at points 15 or 16 -6~
. .
, ~:
: '' in Fig. 3, the power can be adjusted by regulating the propellors instead of the speed of rotation and the speed of rotation can simultaneously be increased from nl to nS The power reserve then available from the two~stroke diesel engines 3 in the range D is supplied by motor/generators 7 as electrical energy to the ship's electrical system 4.
As indicated in Fig. 1, each motor/generator 7 and respective low-speed engine 3 are disposed in series relative to a drive shaft 1.
The invention thus provides a relatively efficient marine propulsion system in which the power required to move a ship at peak speed can be taken, in part, from the electrical system of the ship. In like manner, the reserve power provided by the diesel engines of the propulsion system can be used in the electrical system of the ship.
Claims (5)
1. A marine propulsion system for a passenger ship comprising at least one drive shaft;
a variable-pitch propellor connected to said drive shaft to be driven thereby:
a low-speed two-stroke diesel engine coupled to said drive shaft for driving said shaft and having a crank shaft connected to said drive shaft;
at least two generators for generating electrical energy for delivery to an electrical system of the ship;
at least two auxiliary diesel engines, each said auxiliary diesel engine being connected to a respective generator to drive said respective generator; and an electric motor/generator connected to and between said low-speed engine and the electrical system to selectively transfer power from the electrical system to said crank shaft to drive said drive shaft and deliver excess power from said two-stroke engine to the electrical system in the form of electrical energy.
a variable-pitch propellor connected to said drive shaft to be driven thereby:
a low-speed two-stroke diesel engine coupled to said drive shaft for driving said shaft and having a crank shaft connected to said drive shaft;
at least two generators for generating electrical energy for delivery to an electrical system of the ship;
at least two auxiliary diesel engines, each said auxiliary diesel engine being connected to a respective generator to drive said respective generator; and an electric motor/generator connected to and between said low-speed engine and the electrical system to selectively transfer power from the electrical system to said crank shaft to drive said drive shaft and deliver excess power from said two-stroke engine to the electrical system in the form of electrical energy.
2. A marine propulsion system as set forth in claim 1 which further comprises a step-down gear connected to and between said low-speed engine and said said motor/generator.
3. A marine propulsion system as set forth in claim 2 which further comprises a clutch connected to and between said low-speed engine and said motor/generator.
4. A marine propulsion system as set forth in claim 1 wherein said motor/generator and said low-speed engine are disposed in series relative to said drive shaft.
5. A marine propulsion system as set forth in claim 1 wherein said motor/generator is a synchronous machine.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CH3778/85A CH667627A5 (en) | 1985-09-03 | 1985-09-03 | SHIP DRIVE. |
| CH3778/85 | 1985-09-03 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1266205A true CA1266205A (en) | 1990-02-27 |
Family
ID=4263285
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000517015A Expired - Lifetime CA1266205A (en) | 1985-09-03 | 1986-08-28 | Marine propulsion system |
Country Status (10)
| Country | Link |
|---|---|
| EP (1) | EP0217049B1 (en) |
| JP (1) | JPS6255294A (en) |
| KR (1) | KR940001623B1 (en) |
| CN (1) | CN1005477B (en) |
| CA (1) | CA1266205A (en) |
| CH (1) | CH667627A5 (en) |
| DE (2) | DE3531990A1 (en) |
| DK (1) | DK161629C (en) |
| FI (1) | FI86395C (en) |
| NO (1) | NO863515L (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7241192B2 (en) * | 2000-12-11 | 2007-07-10 | Siemens Aktiengesellschaft | Hybrid ship propulsion system |
Families Citing this family (27)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4340747C1 (en) * | 1993-11-30 | 1995-04-27 | Nord Systemtechnik | Ship propulsion system with two propellers rotating in an opposed manner |
| CN1044706C (en) * | 1994-01-13 | 1999-08-18 | 中国人民解放军中南新技术研究所 | Preparation for calcium ascorbate |
| DE4432483A1 (en) * | 1994-09-13 | 1996-03-14 | Blohm Voss Ag | Auxiliary drive for marine ship with diesel main engine driving propeller via shaft system |
| DE4441604C2 (en) * | 1994-11-23 | 1997-09-04 | Stn Atlas Elektronik Gmbh | Ship propulsion system with two coaxial, counter-rotating propellers |
| DE10111910A1 (en) | 2001-03-13 | 2002-09-19 | Man B&W Diesel A/S, Copenhagen Sv | Hybrid diesel mechanical and electrical drive system for safe and adaptable ship operation |
| WO2002090179A2 (en) * | 2001-05-08 | 2002-11-14 | Jim Wilson | Marine propulsion unit |
| CN1326747C (en) * | 2002-10-07 | 2007-07-18 | 曼B与W狄赛尔公司 | Engine apparatus with two engine |
| US7309929B2 (en) * | 2005-04-25 | 2007-12-18 | Railpower Technologies Corporation | Locomotive engine start method |
| DE102005062583A1 (en) | 2005-12-27 | 2007-07-05 | Siemens Ag | Method for operating an energy system of a cargo ship comprises providing energy necessary for driving a ships propeller and for an electrical network by controlling the direction and size of the energy flow |
| US7952306B2 (en) * | 2007-06-01 | 2011-05-31 | Progress Rail Services Corp | Power system with multiple generator units |
| US7876061B2 (en) | 2007-06-01 | 2011-01-25 | Progress Rail Services Corp. | Power system with multiple generator units |
| PL2225118T3 (en) * | 2007-12-12 | 2017-05-31 | Foss Maritime Company | Hybrid propulsion systems |
| JP5324140B2 (en) * | 2008-06-19 | 2013-10-23 | 三菱重工コンプレッサ株式会社 | Rotating machine control device and control method, and rotating machine unit provided with control device |
| ATE553995T1 (en) | 2009-02-16 | 2012-05-15 | Claus-D Christophel | PROPULSION SYSTEM FOR A SHIP |
| EP2218637B1 (en) | 2009-02-16 | 2012-04-18 | Claus-D. Christophel | Drive system for a ship |
| PL2243699T3 (en) | 2009-04-22 | 2012-09-28 | Christophel Claus D | Drive system for a ship |
| BR112013017022A2 (en) * | 2010-12-31 | 2019-09-24 | Abb Oy | propulsion system |
| CN102975840A (en) * | 2012-11-15 | 2013-03-20 | 广新海事重工股份有限公司 | Marine diesel engine and reverse-supply shaft-driven motor united power system |
| JP5696199B2 (en) * | 2013-10-23 | 2015-04-08 | 三菱重工業株式会社 | Ship |
| JP6697218B2 (en) * | 2014-11-11 | 2020-05-20 | 川崎重工業株式会社 | Ship propulsion system |
| CN104670455B (en) * | 2014-12-26 | 2017-04-05 | 大连中远船务工程有限公司 | The method that ship type overcomes energy consumption index is not changed |
| CN106542072A (en) * | 2016-12-27 | 2017-03-29 | 中国船舶重工集团公司第七研究所 | A kind of boat diesel engine thrust power module |
| JP6998125B2 (en) * | 2017-04-17 | 2022-01-18 | 川崎重工業株式会社 | Control method of ship propulsion system |
| CN107444601B (en) * | 2017-08-15 | 2020-03-10 | 上海船舶研究设计院（中国船舶工业集团公司第六0四研究院） | Diesel-electric hybrid propulsion system and static PTI (packet transport interface) entering method |
| US10644511B2 (en) * | 2017-11-06 | 2020-05-05 | Caterpillar Inc. | Multi-engine optimizer zone strategy |
| CN109367750A (en) * | 2018-12-04 | 2019-02-22 | 上海振华重工(集团)股份有限公司 | Shaft generator control system and ship hybrid power system |
| DE102019207936A1 (en) * | 2019-05-29 | 2020-12-03 | Siemens Aktiengesellschaft | Energy supply device |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE1250757B (en) * | ||||
| DE668133C (en) * | 1931-04-18 | 1938-11-26 | Bbc Brown Boveri & Cie | Method for reversing an electrically powered ship |
| FR53430E (en) * | 1944-01-03 | 1946-01-10 | Combined power unit for cargo ships and others | |
| NO800935L (en) * | 1980-03-31 | 1981-10-01 | Moss Rosenberg Verft As | LNG SHIP PROGRAMMING MACHINE. |
| JPS5820594A (en) * | 1981-07-31 | 1983-02-07 | Nippon Kokan Kk <Nkk> | Automatic load control unit for variable pitch propeller ship |
| JPS5842238U (en) * | 1981-09-10 | 1983-03-19 | 三城建機株式会社 | coated H-beam |
-
1985
- 1985-09-03 CH CH3778/85A patent/CH667627A5/en not_active IP Right Cessation
- 1985-09-07 DE DE19853531990 patent/DE3531990A1/en not_active Ceased
-
1986
- 1986-06-30 DK DK311686A patent/DK161629C/en not_active IP Right Cessation
- 1986-07-10 FI FI862905A patent/FI86395C/en not_active IP Right Cessation
- 1986-07-28 JP JP61175859A patent/JPS6255294A/en active Pending
- 1986-07-29 EP EP86110464A patent/EP0217049B1/en not_active Expired
- 1986-07-29 DE DE8686110464T patent/DE3661812D1/en not_active Expired
- 1986-07-31 CN CN86104882.2A patent/CN1005477B/en not_active Expired
- 1986-08-04 KR KR1019860006426A patent/KR940001623B1/en not_active IP Right Cessation
- 1986-08-28 CA CA000517015A patent/CA1266205A/en not_active Expired - Lifetime
- 1986-09-02 NO NO863515A patent/NO863515L/en unknown
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7241192B2 (en) * | 2000-12-11 | 2007-07-10 | Siemens Aktiengesellschaft | Hybrid ship propulsion system |
Also Published As
| Publication number | Publication date |
|---|---|
| DK161629C (en) | 1996-06-24 |
| EP0217049B1 (en) | 1989-01-18 |
| KR870002983A (en) | 1987-04-14 |
| CH667627A5 (en) | 1988-10-31 |
| EP0217049A2 (en) | 1987-04-08 |
| NO863515L (en) | 1987-03-04 |
| DK161629B (en) | 1991-07-29 |
| FI862905A0 (en) | 1986-07-10 |
| DK311686A (en) | 1987-03-04 |
| DE3661812D1 (en) | 1989-02-23 |
| EP0217049A3 (en) | 1987-09-02 |
| DE3531990A1 (en) | 1987-03-12 |
| CN86104882A (en) | 1987-03-04 |
| CN1005477B (en) | 1989-10-18 |
| KR940001623B1 (en) | 1994-02-28 |
| DK311686D0 (en) | 1986-06-30 |
| JPS6255294A (en) | 1987-03-10 |
| FI862905A (en) | 1987-03-04 |
| NO863515D0 (en) | 1986-09-02 |
| FI86395C (en) | 1992-08-25 |
| FI86395B (en) | 1992-05-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKLA | Lapsed |