DK157071B - PROCEDURE FOR REGULATING THE PROGRAMMING MACHINERY IN A VESSEL WITH STYLE PROPELLER - Google Patents
PROCEDURE FOR REGULATING THE PROGRAMMING MACHINERY IN A VESSEL WITH STYLE PROPELLER Download PDFInfo
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- DK157071B DK157071B DK005483A DK5483A DK157071B DK 157071 B DK157071 B DK 157071B DK 005483 A DK005483 A DK 005483A DK 5483 A DK5483 A DK 5483A DK 157071 B DK157071 B DK 157071B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H3/00—Propeller-blade pitch changing
- B63H3/10—Propeller-blade pitch changing characterised by having pitch control conjoint with propulsion plant control
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Description
DK 157071 BDK 157071 B
Den foreliggende opfindelse angâr en fremgangsmâde gennem regule-ring af fremdrivningsmaskineriet i et fartpj med stilbar propel at op-retholde et konstant, pnsket brændstofforbrug pr. tilbagelagt strækning, hvilken fremgangsmâde udfpres under anvendelse af detektorer for fartp-5 jets fart, brændstofforbrug og omlpbstal, et reguleringsudstyr samt ma-npvreindretnînger til separat styring af propelstigning og omlpbstal, i hvilken regulering indgâr, at omlpbstallet og stigningen ændres ved hjælp af reguleringsudstyret og manpvreindretningerne under bibeholdelse af hastigheden inden for et forud bestemt interval, indtil der opnâs en 10 kombination af omlpbstal og stigning, som giver det laveste brændstofforbrug i fartpjsmaskineriet, ved at hastigheden mâles efter hver æn-dring af omlpbstal og stigning med henblik pâ kontrol ved hjælp af reguleringsudstyret, af at hastigheden fortsat ligger inden for intervallet, og ved at brændstofforbruget efter hver sâdan ændring mâles og ved hjælp 15 af reguleringsudstyret sammenlignés med den nærmest forudgâende mâling af brændstofforbruget, hvis hastigheden efter ændringen lâ inden for intervallet.The present invention relates to a method of controlling the propulsion machinery in a propeller with an adjustable propeller to maintain a constant fuel consumption per hour. distance traveled, which method is expressed using detectors for the speed of the boat, fuel consumption and turnover, a control equipment and maneuvers for separate control of propeller pitch and turnover, in which regulation involves changing the turnover and pitch by means of control and changeover. the maneuvering devices while maintaining the speed within a predetermined range until a combination of turnaround and pitch which achieves the lowest fuel consumption in the cruise machine is obtained, by measuring the speed after each change of turnover and pitch for control purposes of the control equipment, that the speed remains within the range, and that the fuel consumption after each such change is measured and, by means of the control equipment, is compared with the closest previous measurement of the fuel consumption if the speed after the change was within the interval.
Stigende brændstofpriser har tvunget fartpjer til at nedsætte hastigheden for at formindske brændstofforbruget og dermed i nogen grad 20 kompensere for omkostningsforpgelsen.Rising fuel prices have forced speeds to slow down in order to reduce fuel consumption and thus to some extent offset the cost overrun.
Brændstofforbruget er imidlertid ikke kun afhængigt af hastigheden, men ogsâ af vand- og vejrforholdene samt relationen mellem propelomlpbs-tallet og -stigningen.However, fuel consumption is not only dependent on speed, but also on water and weather conditions as well as the relationship between the propeller conversion figure and the increase.
Relationen mellem omlpbstallet og stigningen er sædvanligvis be-25 stemt af en sâkaldt kombinator, dvs. en anordning, hvormed omlpbstal og stigning pàvirkes samtidigt ved hjælp af et enkelt manpvregreb. For hver stilling af manpvregrebet er forholdet mellem omlpbstal og stigning i sâ fald fastlagt allerede ved konstruktionen. Dette giver sâledes ingen op-timering af brændstofforbruget.The relation between the number of turns and the increase is usually determined by a so-called combiner, ie. a device by which the number and pitch are simultaneously affected by a single maneuver. For each position of the maneuver grip, the ratio between the overlap number and the increase in that case is already determined by the design. Thus, this does not optimize fuel consumption.
30 Med kendskab til vand- og vejrforholdene langs en planlagt rute og med kendskab til de til fartpjet henfprbare faktorer er det ganske vist muligt pâ forhând at foreskrive passende hastigheder pâ de forskellige afsnit af ruten. I betragtning af, at forudsætningerne for disse pâ forhând trufne bestemmelser naturligt kan ændre sig, indebærer denne metode 35 ingen sikker garanti for det pnskede résultat.30 With knowledge of the water and weather conditions along a planned route and with knowledge of the factors attributable to speed, it is possible, in advance, to prescribe appropriate speeds on the different sections of the route. Given that the preconditions for these provisions made may change naturally, this method 35 does not guarantee the desired result.
Der kendes flere forskellige metoder til at regulere brændstof-tilfprsel, omlpbstal og stigning. Ifplge disse metoder udfpres regu-leringen imidlertid mere eller mindre uafhængigt af fartpjets fart,Several different methods are known for regulating fuel supply, turnover and increase. However, according to these methods, the regulation is expressed more or less independently of the speed of the speedometer,
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2 hvorfor det er usikkert, om en opnâet formindskelse af brændstof-forbruget er resultatet af den udfprte regulering eller eksempelvis be-ror pâ en fartformindskelse.2 why it is uncertain whether a reduction in fuel consumption is the result of the regulation made or, for example, is due to a reduction in speed.
Formâlet med den foreliggende opfindelse er at tilvejebringe en 5 fremgangsmâde af den indledningsvis angivne type, og som gpr det muligt at opnâ maksimal virkningsgrad ved en given fart for fartpjet.The object of the present invention is to provide a method of the type mentioned in the preamble, which allows to achieve maximum efficiency at a given speed of the speed paddle.
Dette formai opnâs ifplge opfindelsen ved, at fartpjets hastighed ved hjælp af reguleringsudstyret og manpvreindretningerne f0rst indregu-leres pâ en værdi inden for det forudbestemte interval, som indeholder 10 en pnsket værdi for hastigheden, der vælges pâ grundlag af en 0nsket brændstofforbrugværdi, regnet pr. tilbagelagt strækning, ved ændring af fartpjsmaskineriets omlpbstal samt propellens stigning, at brændstoffor-brugsminimeringen udfpres efter hastighedsindreguleringen, og at der ef-ter brændstofforbrugsminimeringen foretages en kontrol af, om brændstof-15 forbruget ligger inden for et forud bestemt andet interval, som indeholder den pnskede brændstofforbrugværdi, samt at en ny pnsket værdi bereg-nes til en yderligere hastighedsindregulering, hvis brændstofforbruget efter hastighedsindreguleringen ligger uden for det andet interval.This object is achieved according to the invention in that the speed of the speedometer is firstly adjusted by means of the control equipment and the maneuvering devices to a value within the predetermined range, which contains an estimated value for the speed chosen on the basis of a desired fuel consumption value, calculated per day. distance traveled, by changing the speed of turnover and the increase of the propeller, that the fuel consumption minimization is expressed after the speed adjustment and that after the fuel consumption minimization a check is made whether the fuel consumption is within a predetermined second interval containing the desired fuel consumption value, and that a new desired value is calculated for an additional speed adjustment if the fuel consumption after the speed adjustment is outside the second range.
I det fplgende skal opfindelsen beskrives nærmere under henvisning 20 til tegningerne.In the following, the invention will be described in more detail with reference to the drawings.
Figur 1 er et rutediagram, som viser en udfprelse af en i frem-gangsmâden ifplge opfindelsen indgâende hastighedsindstilling.Figure 1 is a flow chart showing a projection of a speed setting included in the method.
Figur 2 er et rutediagram, som anskueliggpr, hvorledes virk-ningsgraden ifplge opfindelsen gpres sa stor som muligt ved en tidligere 25 indsti11 et hastighed.Figure 2 is a flow chart illustrating how the efficiency of the invention is plotted as high as possible at a previous setting speed.
Figur 3 viser, hvorledes den i figurerne 1 og 2 anskueliggjorte fremgangsmâde udnyttes til opnàelse af et i det væsentlige konstant brændstofforbrug pr. tilbagelagt strækning.Figure 3 shows how the method illustrated in Figures 1 and 2 is utilized to achieve a substantially constant fuel consumption per hour. distance traveled.
Figur 4 er et diagram, som viser karakteren af forbindelsen mellem 30 omlpbstal, udviklet effekt, hastighed og propelstigning.Figure 4 is a diagram showing the nature of the connection between 30 orbital numbers, developed power, speed and propeller pitch.
Figur 5 er et blokdiagram over en anordning til udpvelse af de i figurerne 1-3 anskueliggjorte fremgangsmâder.Figure 5 is a block diagram of a device for practicing the methods illustrated in Figures 1-3.
Som vist i figur 5 kræves der til udfprelse af fremgangsmâden ifpl-ge opfindelsen detektorer 1, 2 og 3 for fartpjets fart, brændstofforbrug 35 og omlpbstal. Disse detektorer 1-3 kan være af en hvilken som helst eg-net art, analog eller digital, og detektorerne er igennem en grænsefla-deenhed 4 koblet til et reguleringsudstyr 5, som fortrinsvis indeholder en datamat og afgiver styresignaler til manpvreindretninger 6 og 7 tilAs shown in Figure 5, detectors 1, 2 and 3 are required for carrying out the method according to the invention for speeding speed, fuel consumption 35 and turnover figures. These detectors 1-3 can be of any suitable kind, analog or digital, and the detectors are connected through an interface unit 4 to a control equipment 5, which preferably contains a computer and outputs control signals for control devices 6 and 7 to
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3 styring af propelstigningen, hhv. fartpjsmaskineriets og dermed propel-lens eller propelTernes omlpbstal.3 control of the propeller pitch, respectively. the speedometer and thus the propeller's or propeller's orbital number.
Reguleringen ifpige opfindelsen sker i to trin, og det fprste af disse er eksemplificeret i figur 1. Trinnet indebærer, at fartpjets ha-5 stighed eller fart i det væsentlige bringes til at stemme overens med en forudbestemt pnsket værdi for hastigheden. Nærmere bestemt bevirker det fprste trin, at fartpjets faktiske fart bringes ind i et pnsket hastig-hedsinterval V0ns|(e^ ± Δ Indreguleringen af fartpjets hastig- hed til det pnskede interval begynder med en affpling af fartpjets fak-10 tiske hastighed. Hvis denne allerede ligger inden for nævnte interval, sker der en direkte overgang til det andet trin i fremgangsmâden ifplge opfindelsen, hvor dette andet trin er betegnet som optimering i figur 1.The control of the invention occurs in two stages, the first of which is exemplified in Figure 1. The step entails that the speed or speed of the paddle is substantially matched to a predetermined desired value for the speed. Specifically, the first step causes the actual speed of the speedometer to be brought into a desired speed range V0ns | (e ^ ± Δ The adjustment of the speed of the speedometer to the desired range begins with a doubling of the actual speed of the speedometer. already within said range, a direct transition to the second step of the process according to the invention occurs, wherein this second step is designated as optimization in Figure 1.
Hvis den faktiske hastighed derimod ligger uden for det aktuelle interval, udfpres der fprst en grov omstilling ved udnyttelse af værdi-15 er, der er baseret pâ erfaringer og er opstillet i en tabel. Maskineri-ets omlpbstal formindskes/forpges sâledes til en værdi X, der ifplge ta-bellen tilnærmelsesvis svarer til den pnskede hastighedsværdi, og pro-pelbladenes stigning forpges eller formindskes. Fartpjet gives derefter mulighed til at stabilisere sig pâ den nye bevægelseshastighed, eksem-20 pelvis i Ipbet af 90 sekunder, hvorefter fartpjets fart mâles i en mâle-periode pâ eksempelvis 90 sekunder. Hvis den nu màlte hastighedsværdi ligger inden for det forudbestemte interval, sker der en overgang til fremgangsmâdens andet trin, mens omlpbstallet i andre tilfælde forpges/-formindskes med et bestemt belpb, eksempelvis 15 omdr./min. pr. afvigel-25 se pâ 1 knob imellem hastighedens virkelige og pnskede værdi. Denne æn-dring af omlpbstallet opfplges med en formindskelse eller forpgelse af stigningen i fartpjspropellen. Den tidligere udfprte mâleoperation gen-tages derefter, og dernæst kontrolleres pâ ny, om den seneste mâleværdi ligger inden for det forudbestemte interval. Ændringerne gentages, ind-30 til dette bliver tilfældet, medmindre omlpbstallet forinden afviger med mere end et forudbestemt belpb, eksempelvis 15 omdr./min. fra den oprin-delige grovindstillede værdi, i hvilket tilfælde der afgives alarm.If, on the other hand, the actual speed is outside the current range, a rough conversion is first expressed using value-15s based on experience and set up in a table. The turnover of the machinery is thus reduced / decelerated to a value X which according to the table corresponds approximately to the desired velocity value and the increase of the propeller blades is decelerated or reduced. The speed paddle is then given the opportunity to stabilize at the new speed of movement, for example in the 90 second period, after which the speed of the speed paddle is measured for a measuring period of 90 seconds, for example. If the measured speed value is within the predetermined range, a transition to the second step of the process occurs, while in other cases the turnover number is forfeited / reduced by a certain amount, for example 15 rpm. per. deviation - see at 1 knot between the actual and desired value of the speed. This change in the turnover number is followed by a decrease or neglect of the increase in the speed propeller. The previously performed measurement operation is then repeated, and then checked again to see if the latest measurement value is within the predetermined range. The changes are repeated until this becomes the case, unless the bypass number previously deviates by more than a predetermined amount, for example 15 rpm. from the original coarse set value, in which case an alarm is issued.
Nâr overgangen til det andet trin i reguleringen ifplge opfindelsen er sket, opstilles et flag = 1. Derefter formindskes omlpbstallet 35 med et forudbestemt skridt, eksempelvis 1 omdr./min., og propelstigningen forpges med en forudbestemt værdi. Efter at fartpjet har haft mulighed for at stabilisere sin bevægelse i lobet af et passende interval, eksempelvis 90 sekunder, mâles fartpjes hastighed, og det kontrolleres,When the transition to the second stage of the control according to the invention has taken place, a flag is set = 1. Then the bypass number 35 is reduced by a predetermined step, for example 1 rpm, and the propeller pitch is mapped by a predetermined value. After the speed paddle has been able to stabilize its movement over a suitable interval, for example 90 seconds, the speed of the speed paddle is measured and checked,
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4 om denne hastighed ligger inden for det ovennævnte interval. Hvis den mal te hastighed ligger uden for interval1 et, sker der nu en tilbagegang tîl hastighedsindreguleringen i det f0rste trin, men hvis hastigheden ligger inden for det aktuelle interval, sættes flaget A^-j^ = 0, og der « 5 udfdres en kontrol af, om brændstofforbruget er formindsket pâ grund af den umiddelbart forudgâende formindskelse af omlpbstallet. Hvis dette er tilfældet, formindskes omldbstallet yderligere, og stigningen forpges pâ ny, og endvidere mâledes hastigheden igen med henblik pâ kontrol af, om hastigheden ligger inden for det nævnte hastighedsinterval.4 if this speed is within the above range. If the measured velocity is outside the interval1, a decrease is now made to the speed adjustment in the first step, but if the velocity is within the current interval, the flag A ^ -j ^ = 0 is set and a control 5 is issued. of whether the fuel consumption has been reduced due to the immediately preceding reduction in the turnover figure. If this is the case, the turnover number is further reduced and the increase is rebuilt, and the speed is again measured to check if the speed is within the said speed range.
10 Hvis hastigheden ligger uden for intervallet (egentligt under in-tervallet), elimineres den forudgâende ændring af oml0bstal og stigning ved en tilsvarende fordgelse af omldbstallet og formindskelse af stigningen, hvorefter omldbstallet og stigningen fastlàses.10 If the velocity is outside the interval (actually below the interval), the prior change of turnover and increase is eliminated by a corresponding increase in the turnover number and decrease of the increase, after which the turnover number and the increase are determined.
Hvis hastigheden derimod ligger inden for intervallet, gentages 15 kontrollen af, om brændstofforbruget er blevet formindsket pâ grund af den seneste ændring af omldbstal og stigning. Hvis dette er tilfældet, gentages det foregâende forlpb, enten indtil omlpbstal og stigning fast-lâses pâ den ailerede beskrevne mâde, eller indtil der konstateres en forpgelse af brændstofforbruget.If, on the other hand, the speed is within the range, the check is repeated whether the fuel consumption has been reduced due to the recent change in turnover figures and increase. If this is the case, the previous procedure is repeated, either until the turnover figure and increase are determined in the ailments described or until fuel consumption is detected.
20 I sidstnævnte tilfælde oprettes et andet flag = 1> og om- ldbstallet fordges med det tidligere anvendte omldbstalskridt, ek-sempelvis 1 omdr/min. Derefter sker der en yderligere fordgelse af om-ldbstallet, hensigtsmæsigt med samme skridt, samt en formindskelse af propelstigningen, hvorefter hastigheden mâles med en forsinkelse pâ ek-25 sempelvis 90 sekunder, og der udfdres en kontrol af, om den mal te ha-stighedsværdi ligger inden for det ovennævnte hastighedsinterval. Hvis dette ikke er tilfældet, sker der en tilbagegang til fremgangsmâdens fprste trin med en fornyet hastighedsindregulering. Hvis den mâlte ha-stighedsværdi derimod ligger inden for det aktuelle hastighedsinterval, 30 tilde!es flaget ^omi0bet værc^en °9 det kontrolleres, om brændstofforbruget er fordget eller formindsket som fdlge af den sidste forpgelse af omldbstallet og formindskelse af stigningen.20 In the latter case, another flag = 1> is created and the speed dial is required with the previously used speed step, for example 1 rpm. Then there is a further increase in the speed, appropriately with the same step, and a reduction in the propeller pitch, after which the speed is measured with a delay of, say, 90 seconds, and a check is made on whether the measured speed value is is within the above speed range. If this is not the case, the first step of the process will be reversed with a new rate adjustment. On the other hand, if the measured velocity value is within the current velocity range, the flag is assigned around the range 9 and it is checked whether fuel consumption has been increased or decreased as a result of the last displacement of the turbine stall and the increase in pitch.
Hvis der konstateres en formindskelse, fordges omldbstallet pâ ny, og stigningen formindskes, og desuden gentages mâleforldbet samt kon-35 trollen af, om den nu mâlte hastighed ligger inden for det aktuelle hastighedsinterval. Hvis dette ikke er tilfældet, kompenseres den seneste ændring af omldbstal og stigning, hvorefter omldbstallet og stigningen fastlàses. Hvis den mâlte hastighedsværdi derimod ligger inden for detIf a decrease is found, the turnover number is recaptured and the increase is reduced, and in addition, the measurement format and the check are repeated as to whether the measured speed is within the current speed range. If this is not the case, the most recent change in turnaround and increment is compensated, and the turnaround and increment are determined. If, however, the measured velocity value is within it
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5 pâgældende hastighedsinterval, udfpres der en ny kontrol af brændstof-forbruget. Den beskrevne slpjfe gennemlpbes et gentaget antal gange, en-ten indtil den mal te hastighedsværdi ligger uden for det aktuelle hastighedsinterval, eller indtil der konstateres en forpgelse af brænd-5 stofforbruget, i hvilket tilfælde den seneste ændring af fremdrivnings-maskineriets oml0bstal og af propelstigningen elimineres ved en for-mi ndskel se af omlobstallet samt en forpgelse af stigningen, hvorefter disse lâses.5 at the applicable speed range, a new fuel consumption control is expressed. The sledge described is repeated a number of times, either until the measured speed value is outside the current speed range, or until fuel consumption is detected, in which case the most recent change in the propulsion machinery's turnover rate and propeller rise. is eliminated by a difference in the turnover figure and by an increase in the pitch, after which they are locked.
Det indses, at der med den ovenfor beskrevne fremgangsmàde opnâs en 10 kombination af omlpbstal og stigning, hvilken kombination giver det la-veste brændstofforbrug i fartpjsmaskineriet for hastigheder i det pâgældende hastighedsinterval. I visse tilfælde kan det være pnskeligt at holde brændstofforbruget konstant pâ et pnsket niveau regnet pr. tilba-gelagt strækning. En udfprelsesform for fremgangsmâden ifplge opfindel-15 sen, der opfylder dette 0snke, er vist i figur 3. I overensstemmelse med det i figur 3 viste udfpres der som et fprste trin en beregning af en passende hastighedsværdi ifplge formlen: /r \0’5 / °0nsket \It will be appreciated that the above described method achieves a combination of turnover and pitch, which combination gives the lowest fuel consumption in the speedometer machinery for speeds in the applicable speed range. In some cases, it may be desirable to keep fuel consumption constant at a desirable level calculated per year. stretched distance. An embodiment of the method according to the invention which satisfies this low is shown in Figure 3. In accordance with the figure shown in Figure 3, as a first step, a calculation of an appropriate velocity value according to the formula is expressed: / r \ 0'5 / ° desired \
20 V = Vvirkelig * ί I20 V = Real * ί I
\ ^virkelig J\ ^ really J
hvor B star for brændstofforbruget pr. tilbagelagt strækning.where B is the fuel consumption per distance traveled.
Som en anden foranstaltning udfpres den i figur 1 beskrevne hastig-25 hedsregulering med udgangspunkt i den beregnede hastighedsværdi. Deref-ter kontrolleres det, om det faktiske brændstofforbrug ligger inden for et interval, der indeholder den pnskede værdi for brændstofforbruget, eksempelvis +_ 1%· Hvis dette er tilfældet, sker der en optime- ring af brændstofforbruget ved at udfpre reguleringen if0lge diagrammet 30 i figur 2. Hvis brændstofforbruget derimod ligger uden for det pâgældende interval, udfpres der en ny beregning ifplge ovenstâende formel af en passende hastighedsværdi, hvorefter forlpbet gentages, indtil omlpbstal og stigning lâses ifplge diagrammet i figur 2.As another measure, the speed control described in Figure 1 is expressed based on the calculated speed value. Then it is checked whether the actual fuel consumption is within a range containing the desired fuel consumption value, for example + _ 1% · If this is the case, the fuel consumption is optimized by performing the regulation according to the diagram 30 in Figure 2. If, on the other hand, the fuel consumption is outside the relevant range, a new calculation is expressed according to the above formula of an appropriate velocity value, after which the process is repeated until the turnover figure and increase are locked according to the diagram in figure 2.
Af den i figur 4 viste kurveskala fremgâr det, at den udviklede ef-35 fekt til opretholdelse af en vis hastighed er afhængig af omlpbstal og stigning. Med den ovenfor beskrevne maskinelle fremgangsmàde sikres det imidlertid, at man opnàr det lavest mulige brændstofforbrug for en vis dnsket hastighed. En tilsvarende manuel regulering ved hjælp af instru-From the curve scale shown in Figure 4, it can be seen that the power developed to maintain a certain velocity is dependent on turnover and pitch. However, the above-described mechanical process ensures that the lowest possible fuel consumption is achieved for a certain desired speed. A corresponding manual control using the
Claims (3)
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE8102848A SE428792B (en) | 1981-05-07 | 1981-05-07 | PROCEDURE FOR REGULATING THE PROJECTING MACHINERY IN A VESSEL WITH ADJUSTABLE PROPELLER |
| SE8102848 | 1981-05-07 | ||
| SE8200150 | 1982-05-05 | ||
| PCT/SE1982/000150 WO1982003831A1 (en) | 1981-05-07 | 1982-05-05 | A method of controlling the propulsion machinery in a ship having a variable-pitch propeller |
Publications (4)
| Publication Number | Publication Date |
|---|---|
| DK5483D0 DK5483D0 (en) | 1983-01-07 |
| DK5483A DK5483A (en) | 1983-01-07 |
| DK157071B true DK157071B (en) | 1989-11-06 |
| DK157071C DK157071C (en) | 1990-04-16 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DK005483A DK157071C (en) | 1981-05-07 | 1983-01-07 | PROCEDURE FOR REGULATING THE PROGRAMMING MACHINERY IN A VESSEL WITH STYLE PROPELLER |
Country Status (7)
| Country | Link |
|---|---|
| EP (1) | EP0089960B1 (en) |
| DE (1) | DE3276696D1 (en) |
| DK (1) | DK157071C (en) |
| FI (1) | FI74246B (en) |
| NO (1) | NO152968C (en) |
| SE (1) | SE428792B (en) |
| WO (1) | WO1982003831A1 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3938567C1 (en) * | 1989-11-21 | 1991-04-11 | Urs Wollerau Ch Morgenthaler | |
| NO170722C (en) * | 1990-10-12 | 1992-11-25 | Oddvard Johnsen | PROCEDURE AND DEVICE FOR THE OPTION OF OPTIMAL USE OF A VESSEL'S PROGRAMMING MACHINERY |
| DE4441604C2 (en) * | 1994-11-23 | 1997-09-04 | Stn Atlas Elektronik Gmbh | Ship propulsion system with two coaxial, counter-rotating propellers |
| CA2921006C (en) * | 2015-02-27 | 2017-07-18 | Honda Motor Co., Ltd. | Control apparatus for outboard motor |
| WO2016169991A1 (en) * | 2015-04-20 | 2016-10-27 | Lean Marine Sweden Ab | Method for controlling the fuel comsumption of a ship |
| DE102015014857A1 (en) * | 2015-11-17 | 2017-05-18 | Man Diesel & Turbo Se | A method of operating a marine propulsion system and marine propulsion system |
| DK179755B1 (en) * | 2017-11-02 | 2019-05-08 | Frugal Technologies Aps | Procedure for progress control using a progress control system and its use |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3069548A (en) * | 1958-12-17 | 1962-12-18 | Machlett Lab Inc | Protective circuits for electron tubes |
| US3110348A (en) * | 1959-12-04 | 1963-11-12 | Escher Wyss Ag | Control device for adjusting a variablepitch marine propeller |
| SE215146C1 (en) * | 1963-12-11 | 1967-09-05 | ||
| DE1531750A1 (en) * | 1967-10-05 | 1970-02-12 | Inst Schiffbau Rostock | Arrangement for optimizing the operation of ships driven by controllable pitch propellers |
| DE1531730A1 (en) * | 1967-11-25 | 1970-02-05 | Arthur Kuppert | Wind turbine sailor |
| JPS5756639A (en) * | 1980-09-19 | 1982-04-05 | Nippon Kokan Kk <Nkk> | Constant speed control for ship |
-
1981
- 1981-05-07 SE SE8102848A patent/SE428792B/en unknown
-
1982
- 1982-05-05 DE DE8282901550T patent/DE3276696D1/en not_active Expired
- 1982-05-05 WO PCT/SE1982/000150 patent/WO1982003831A1/en active IP Right Grant
- 1982-05-05 EP EP82901550A patent/EP0089960B1/en not_active Expired
-
1983
- 1983-01-04 NO NO83830013A patent/NO152968C/en unknown
- 1983-01-07 DK DK005483A patent/DK157071C/en not_active IP Right Cessation
- 1983-06-01 FI FI831965A patent/FI74246B/en not_active Application Discontinuation
Also Published As
| Publication number | Publication date |
|---|---|
| SE428792B (en) | 1983-07-25 |
| WO1982003831A1 (en) | 1982-11-11 |
| DK157071C (en) | 1990-04-16 |
| FI74246B (en) | 1987-09-30 |
| NO152968C (en) | 1986-09-30 |
| SE8102848L (en) | 1982-11-08 |
| EP0089960A1 (en) | 1983-10-05 |
| DK5483D0 (en) | 1983-01-07 |
| DE3276696D1 (en) | 1987-08-13 |
| NO830013L (en) | 1983-01-04 |
| NO152968B (en) | 1985-09-16 |
| FI831965A0 (en) | 1983-06-01 |
| FI831965L (en) | 1983-06-01 |
| EP0089960B1 (en) | 1987-07-08 |
| DK5483A (en) | 1983-01-07 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PBP | Patent lapsed |