DK201300349A1 - Valve arrangement for a propeller shaft - Google Patents
Valve arrangement for a propeller shaft Download PDFInfo
- Publication number
- DK201300349A1 DK201300349A1 DK201300349A DKPA201300349A DK201300349A1 DK 201300349 A1 DK201300349 A1 DK 201300349A1 DK 201300349 A DK201300349 A DK 201300349A DK PA201300349 A DKPA201300349 A DK PA201300349A DK 201300349 A1 DK201300349 A1 DK 201300349A1
- Authority
- DK
- Denmark
- Prior art keywords
- valve
- propeller shaft
- fluid
- propulsion system
- ship propulsion
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H3/00—Propeller-blade pitch changing
- B63H3/06—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical
- B63H3/08—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid
- B63H3/081—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid actuated by control element coaxial with the propeller shaft
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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
- B63H3/06—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical
- B63H3/08—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid
- B63H2003/088—Propeller-blade pitch changing characterised by use of non-mechanical actuating means, e.g. electrical fluid characterised by supply of fluid actuating medium to control element, e.g. of hydraulic fluid to actuator co-rotating with the propeller
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H23/00—Transmitting power from propulsion power plant to propulsive elements
- B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
Abstract
Description
SHIP PROPULSION SYSTEM FIELD OF THE INVENTIONSHIP PROPULSION SYSTEM FIELD OF THE INVENTION
The present invention relates to a ship propulsion system comprising a propeller arrangement having at least one adjustable propeller blade connected to a hub housing a hydraulic cylinder arrangement comprising a first pressure chamber and a second pressure chamber separated by a piston connected to and operating a regulating device for the at least one adjustable propeller blade and a propeller shaft located between the hub and a torque transmission unit where the propeller shaft comprises a valve arrangement provided with a fluid from a hydraulic power unit and having a number of valve fluid channels connected to a number of check valves for controlling a flow of fluid through a first duct to the first pressure chamber and through a second duct from the second pressure chamber or vice versa.The present invention relates to a ship propulsion system comprising a propeller arrangement having at least one adjustable propeller blade connected to a hub housing a hydraulic cylinder arrangement comprising a first pressure chamber and a second pressure chamber separated by a piston connected to and operating a regulating device for the at least one adjustable propeller blade and a propeller shaft located between the hub and a torque transmission unit where the propeller shaft comprises a valve arrangement provided with a fluid from a hydraulic power unit and having a number of valve fluid channels connected to a number or check valves for controlling a flow of fluid through a first duct to the first pressure chamber and through a second duct from the second pressure chamber or vice versa.
BACKGROUND OF THE INVENTIONBACKGROUND OF THE INVENTION
Ship propulsion systems of the above-mentioned kind are well known for adjusting propeller blades on controllable pitch propellers. It is known to arrange an oil distribution arrangement, comprising a stationary oil distribution ring and a valve box, on the input shaft side of a gearbox where an external hydraulic power unit supplies servo oil to two hydraulic inlet ports connected to the stationary oil distribution ring which encloses the valve box. Usually a number of check valves are mounted in the valve box for holding the oil pressure in the two servo oil chambers in a propeller hub to lock a piston when no change in pitch is desired. The piston is connected to and operates an adjusting device for the propeller blade. An oil distribution arrangement of this type is disclosed in the Korean patent application 20120003058. A disadvantage with such a ship propulsion system is that the check valves, which regularly reguire service and maintenance, are difficult to access as they are located in the valve box which is enclosed by the stationary oil distribution ring and housing. This means that service and maintenance of the check valves will reguire much dismantling which is time-consuming and thus costly. A further disadvantage relating to this oil distribution arrangement is that the rotating motion between the stationary oil distribution ring and the rotating valve box will induce some leakage between these elements. Moreover, it is disadvantageous that the oil distribution arrangement is located between the gearbox and the engine as the space in that area is very narrow and thus difficult to access for service and maintenance.Ship propulsion systems of the kind mentioned above are well known for adjusting propeller blades on controllable pitch propellers. It is known to arrange an oil distribution arrangement, comprising a stationary oil distribution ring and a valve box, on the input shaft side of a gearbox where an external hydraulic power unit supplies servo oil to two hydraulic inlet ports connected to the stationary oil distribution ring which encloses the valve box. Usually a number of check valves are mounted in the valve box for holding the oil pressure in the two servo oil chambers in a propeller hub to lock a piston when no change in pitch is desired. The piston is connected to and operates an adjusting device for the propeller blade. An oil distribution arrangement of this type is disclosed in Korean patent application 20120003058. A disadvantage with such a ship propulsion system is that the check valves, which regularly regulate service and maintenance, are difficult to access as they are located in the valve box which is enclosed by the stationary oil distribution ring and housing. This means that service and maintenance of the check valves will regulate much dismantling which is time consuming and thus costly. A further disadvantage related to this oil distribution arrangement is that the rotating motion between the stationary oil distribution ring and the rotating valve box will induce some leakage between these elements. Moreover, it is disadvantageous that the oil distribution arrangement is located between the gearbox and the engine as the space in that area is very narrow and thus difficult to access for service and maintenance.
DISCLOSURE OF THE INVENTIONDISCLOSURE OF THE INVENTION
It is an object of the present invention to provide a ship propulsion system where the above-mentioned disadvantages are eliminated or significantly reduced.It is an object of the present invention to provide a ship propulsion system where the above-mentioned disadvantages are eliminated or significantly reduced.
This is achieved by a ship propulsion system of the kind mentioned in the introduction being characterized in that the valve arrangement comprises at least one check valve arranged in a valve housing being mounted on an outside surface of the propeller shaft and rotating together with the propeller shaft.This is achieved by a ship propulsion system of the kind mentioned in the introduction being characterized in that the valve arrangement comprises at least one check valve arranged in a valve housing being mounted on an outside surface of the propeller shaft and rotating together with the propeller shaft .
Hereby it is obtained that the check valves are easy accessible as the valve housings are located on the outside surface of the propeller shaft which is open to the environment in the engine room. No cover or surrounding oil distribution ring for the valve housings is needed, thus, service and maintenance can be carried out quickly without much dismantling resulting in less downtime and reduced costs. Moreover, as no relative rotational movement is present no leakage caused by such movement will occur in the arrangement.Hereby it is obtained that the check valves are easily accessible as the valve housings are located on the outside surface of the propeller shaft which is open to the environment in the engine room. No cover or surrounding oil distribution ring for the valve housings is needed, thus, service and maintenance can be carried out quickly without much dismantling resulting in less downtime and reduced costs. Moreover, if no relative rotational movement is present no leakage caused by such movement will occur in the arrangement.
It is preferred that the valve arrangement is provided with fluid from the hydraulic power unit via a number of central fluid channels located inside the propeller shaft. This ensures that at very compact design can be obtained.It is preferred that the valve arrangement is provided with fluid from the hydraulic power unit via a number of central fluid channels located within the propeller shaft. This ensures that very compact design can be achieved.
Furthermore, it is preferred that the check valves are arranged in at least two separate valve housings distributed on the circumference of the propeller shaft. In this way the needed amount of fluid can be directed via several check valves meaning that the size of the individual check valves may be reduced and, furthermore, in case of failure of a single check valve in a valve housing the other check valves will still be able to provide enough fluid to the pressure chambers in the hydraulic cylinder arrangement for moving the piston which adjusts the propeller blades.Furthermore, it is preferred that the check valves are arranged in at least two separate valve housings distributed on the circumference of the propeller shaft. In this way the required amount of fluid can be directed through several check valves meaning that the size of the individual check valves may be reduced and, furthermore, in case of failure of a single check valve in a valve housing the other check valves will still be able to provide enough fluid to the pressure chambers in the hydraulic cylinder arrangement for moving the piston which adjusts the propeller blades.
In principle the valve housings may be fixed to the propeller shaft by any suitable means e.g. by means of welding, gluing or any kind of mechanically locking arrangements. However, it is preferred that at least one valve housing is fixed to the propeller shaft by means of demountable fastening means, such as screwed connections. By mounting the valve housings, in which one or more check valves are arranged, with screwed connections, it will be easy to demount a valve housing when reguired, e.g. for maintenance.In principle the valve housings may be fixed to the propeller shaft by any suitable means e.g. by means of welding, gluing or any kind of mechanically locking arrangements. However, it is preferred that at least one valve housing is fixed to the propeller shaft by means of demountable fastening means, such as screwed connections. By mounting the valve housings, in which one or more check valves are arranged, with screwed connections, it will be easy to dismount a valve housing when regulated, e.g. for maintenance.
In one embodiment at least one valve housing is configured as a sleeve or ring enclosing the propeller shaft. Such a sleeve or ring may be shrink-fitted to the propeller shaft. In this way one or more valve housings may be integrated in a single sleeve. The sleeve may be divided into two half sections, or more sections, for easy assembling around the propeller shaft.In one embodiment at least one valve housing is configured as a sleeve or ring enclosing the propeller shaft. Such a sleeve or ring may be shrink-fitted to the propeller shaft. In this way one or more valve housings may be integrated into a single sleeve. The sleeve may be divided into two half sections, or more sections, for easy assembly around the propeller shaft.
In another embodiment the valve arrangement comprises an outer tube enclosing at least a portion of a inner tube device configured for axial movement and comprising a first pipe portion, an intermediate solid portion and a second pipe portion where the inner tube device is configured for directing fluid through the number of check valves to or from the hydraulic cylinder arrangement and where the first pipe portion and the second pipe portion each are provided with a radial fluid channel connected to a first intermediate fluid chamber and a second intermediate fluid chamber, respectively, provided between a portion of the outer tube and a portion of the inner tube device and where the intermediate fluid chambers are located separately from each other and connected to the number of check valves via the valve fluid channels. In this way the valve arrangement can be made very compact as the fluid from the hydraulic power unit may be supplied via a number of central fluid channels located inside the propeller shaft. The first and second intermediate fluid chambers may comprise a first recess and a second recess, respectively, provided internally in the outer tube or provided on the circumference of a portion of the inner tube device.In another embodiment, the valve arrangement comprises an outer tube enclosing at least a portion of an inner tube device configured for axial movement and comprising a first pipe portion, an intermediate solid portion and a second pipe portion where the inner tube device is configured for directing fluid. through the number of check valves to or from the hydraulic cylinder arrangement and where the first pipe portion and the second pipe portion each are provided with a radial fluid channel connected to a first intermediate fluid chamber and a second intermediate fluid chamber, respectively, provided between a portion of the outer tube and a portion of the inner tube device and where the intermediate fluid chambers are located separately from each other and connected to the number of check valves via the valve fluid channels. In this way the valve arrangement can be made very compact as the fluid from the hydraulic power unit may be supplied via a number of central fluid channels located inside the propeller shaft. The first and second intermediate fluid chambers may comprise a first recess and a second recess, respectively, provided internally in the outer tube or provided on the circumference of a portion of the inner tube device.
It is preferred that sealing means configured to allow axial movements between the inner tube device and the outer tube are provided at both ends of each intermediate fluid chamber. This will effectively seal the intermediate fluid chambers from each other even when the inner tube device moves axially relative to the outer tube. The sealing means are preferably also suitable for rotatable movements between the outer tube and the inner tube device.It is preferred that sealing means configured to allow axial movements between the inner tube device and the outer tube are provided at both ends of each intermediate fluid chamber. This will effectively seal the intermediate fluid chambers from each other even when the inner tube device moves axially relative to the outer tube. The sealing means are also preferably suitable for rotatable movements between the outer tube and the inner tube device.
Furthermore, it is preferred that the inner tube device is connected to the piston at a first end and connected to means indicating the position of the piston at a second end. Thereby it is obtained that an axial movement of the piston in the hydraulic cylinder arrangement will move the inner tube device the same distance as the piston is moved and when connected to means indicating the position of the piston it will be possible to read off the position of the propeller blades. The means for indicating the position of the piston may in principle be constituted by any means as long as it is possible to read off the position of the piston. However, it is preferred that the means comprise a ring surrounding the propeller shaft and being connected to the inner tube device via a rod through a longitudinal hole in the propeller shaft. Preferably, the ring interacts with feed-back means for on-line control and regulation of the position of the propeller blades.Furthermore, it is preferred that the inner tube device be connected to the piston at a first end and connected to means indicating the position of the piston at a second end. In addition, it has been obtained that an axial movement of the piston in the hydraulic cylinder arrangement will move the inner tube device the same distance as the piston is moved and when connected to means indicating the position of the piston it will be possible to read off the position of the propeller blades. The means for indicating the position of the piston may in principle be constituted by any means as long as it is possible to read off the position of the piston. However, it is preferred that the means comprise a ring surrounding the propeller shaft and being connected to the inner tube device via a rod through a longitudinal hole in the propeller shaft. Preferably, the ring interacts with feed-back means for on-line control and regulation of the position of the propeller blades.
The axial extend of each intermediate fluid chamber should preferably at least be equal to the length of the stroke of the piston to ensure that the intermediate fluid chambers at the maximum and minimum position of the piston are located within the outer tube.The axial extension of each intermediate fluid chamber should preferably be at least equal to the length of the stroke of the piston to ensure that the intermediate fluid chambers at the maximum and minimum positions of the piston are located within the outer tube.
The fluid may in principle be any kind of fluid as long as it is suitable for the hydraulic operation of the components in the ship propulsion system. However, it is preferred that the fluid is an oil.The fluid may in principle be any kind of fluid as long as it is suitable for the hydraulic operation of the components in the ship propulsion system. However, it is preferred that the fluid is an oil.
The engine powering the ship propulsion system may be a two-stroke internal combustion engine, e.g. a large low speed turbocharged crosshead engine, or a four-stroke internal combustion engine. The engine may be connected directly to the propeller shaft or connected to the propeller shaft via a gear. The in the introduction mentioned torque transmission unit is preferably the gear or the engine itself when the propeller is directly connected to the engine.The engine powering the ship propulsion system may be a two-stroke internal combustion engine, e.g. a large low speed turbocharged crosshead engine, or a four-stroke internal combustion engine. The engine may be connected directly to the propeller shaft or connected to the propeller shaft via a gear. The torque transmission unit mentioned in the introduction is preferably the gear or engine itself when the propeller is directly connected to the engine.
BRIEF DESCRIPTION OF THE DRAWINGSLETTER DESCRIPTION OF THE DRAWINGS
In the following detailed portion of the present description, the invention will be explained in more detail with reference to the exemplary embodiments shown in the drawings, in which:In the following detailed portion of the present description, the invention will be explained in more detail with reference to the exemplary embodiments shown in the drawings, in which:
Fig. 1 shows a ship propulsion system according to an exemplary embodiment of the invention, andFIG. 1 shows a ship propulsion system according to an exemplary embodiment of the invention, and
Fig. 2 shows a cross-sectional view of a section of the ship propulsion system according to an exemplary embodiment of the invention.FIG. 2 shows a cross-sectional view of a section of the ship propulsion system according to an exemplary embodiment of the invention.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENTSDETAILED DESCRIPTION OF PREFERRED EMBODIMENTS
Fig. 1 shows a ship propulsion system 1 for adjusting propeller blades 3 on a controllable pitch propeller 2. A main engine (not shown), preferably an internal combustion engine, is connected to a gear 4 which is connected to a propeller shaft 5. The adjustable propeller blades 3 are connected to a hub 6 housing a hydraulic cylinder arrangement comprising a first pressure chamber 7 and a second pressure chamber 8 separated by a piston 9 connected to and operating a regulating device for the adjustable propeller blades 3. The propeller shaft 5 is located between the hub 6 and the gear 4 and comprises a valve arrangement 10 provided with fluid through the propeller shaft 5 from a hydraulic power unit 11. Valve housings 12 with check valves 15,16 (see Fig. 2) for controlling a fluid flowing to the first pressure chamber 7, through a first duct 13 arranged centrally inside the propeller shaft 5, and from the second pressure chamber 8 through a second duct 14, comprising the surrounding space between the first duct 13 and a hollow portion of the propeller shaft 5, or vice versa, are mounted by means of screwed connections (not shown) on the circumference of the propeller shaft 5. Thus, the valve housings 12 and the check valves 15,16 rotate with the propeller shaft 5.FIG. 1 shows a ship propulsion system 1 for adjusting propeller blades 3 on a controllable pitch propeller 2. A main engine (not shown), preferably an internal combustion engine, is connected to a gear 4 which is connected to a propeller shaft 5. The adjustable propeller blades 3 are connected to a hub 6 housing a hydraulic cylinder arrangement comprising a first pressure chamber 7 and a second pressure chamber 8 separated by a piston 9 connected to and operating a regulating device for the adjustable propeller blades 3. The propeller shaft 5 is located between the hub 6 and the gear 4 and comprises a valve arrangement 10 provided with fluid through the propeller shaft 5 from a hydraulic power unit 11. Valve housings 12 with check valves 15,16 (see Fig. 2) for controlling fluid flow to the first pressure chamber 7, through a first duct 13 arranged centrally inside the propeller shaft 5, and from the second pressure chamber 8 through a second duct 14, comprising the surrounding space between the first duct 13 and a hollow portion of the propeller shaft 5, or vice versa, are mounted by means of screwed connections (not shown) on the circumference of the propeller shaft 5. Thus, the valve housings 12 and the check valves 15 , 16 rotate with the propeller shaft 5.
Fig. 2 shows a cross-sectional view of a section of the ship propulsion system and it is seen that the valve arrangement 10 is provided with a number of valve fluid channels comprising a first 17, a second 18, a third 19 and a fourth valve fluid channel 20 located inside and in the propeller shaft and connected to the check valves 15,16 for controlling the fluid flow through the first duct 13 and the second duct 14 to move the piston 9 and thereby the propeller blades 3 (see fig. 1).FIG. 2 shows a cross-sectional view of a section of the ship propulsion system and it is seen that valve arrangement 10 is provided with a number of valve fluid channels comprising a first 17, a second 18, a third 19 and a fourth valve fluid channel 20 located inside and in the propeller shaft and connected to the check valves 15,16 for controlling fluid flow through the first duct 13 and the second duct 14 to move the piston 9 and thereby the propeller blades 3 (see fig. 1) .
The valve arrangement 10 comprises an outer tube 21 arranged inside the propeller shaft 5 and enclosing a portion of an inner tube device configured for axial and rotational movement in relation to the outer tube 21 and comprising a first pipe 22 portion, an intermediate solid portion 23 and a second pipe portion 24. The inner tube device is configured for directing fluid through the check valve 16 to or from the first pressure chamber 7 (see Fig. 1) . The first pipe portion 22 is provided with a first radial fluid channel 26 and the second pipe portion 24 is provided with a second radial fluid channel 25 which, respectively, are connected to a first recess 27 and a second recess 28 provided in the outer tube 21. The recesses 27,28 are provided on the inside of the outer tube 21 and located separately from each other and connected to the check valve 15 via the valve fluid channels 17,18. Sealing and stearing means 29 configured to allow axial movements between the inner tube device and the outer tube 21 are provided at both ends of each recess 27, 28.The valve arrangement 10 comprises an outer tube 21 arranged inside the propeller shaft 5 and enclosing a portion of an inner tube device configured for axial and rotational movement in relation to the outer tube 21 and comprising a first pipe 22 portion, an intermediate solid portion 23 and a second pipe portion 24. The inner tube device is configured for directing fluid through the check valve 16 to or from the first pressure chamber 7 (see Fig. 1). The first pipe portion 22 is provided with a first radial fluid channel 26 and the second pipe portion 24 is provided with a second radial fluid channel 25 which, respectively, are connected to a first recess 27 and a second recess 28 provided in the outer tube 21. The recesses 27,28 are provided on the inside of the outer tube 21 and located separately from each other and connected to the check valve 15 via the valve fluid channels 17,18. Sealing and stearing means 29 configured to allow axial movements between the inner tube device and the outer tube 21 are provided at both ends of each recess 27, 28.
When a certain adjustment of the propeller blades 3 is required a directional valve on the hydraulic power unit 11 (see Fig. 1) directs fluid into a first central fluid channel comprising the first pipe portion 22 so as to make the fluid flow through the first radial fluid channel 26, the first recess 27, the first valve fluid channel 17, the check valve 16, the second valve fluid channel 18, the second recess 28, the second radial fluid channel 25, the second pipe portion 24, the first duct 13 and into the first pressure chamber 7 (see Fig. 1) thereby moving the piston 9 axially towards the gear 4 and thus via the regulating device adjusting the pitch of the propeller blades 3. The movement of the piston 9 will force an amount of fluid, equivalent to the movement of piston, to flow out of the second pressure chamber 8 and through the second duct 14, the third valve fluid channel 19, the check valve 15, the fourth valve fluid channel 20 and through a second central fluid channel 30 comprising the space between the outer circumference of the outer tube 21 and a hollow portion of the propeller shaft 5 and back to the tank of the hydraulic power unit 11. When an adjustment of the propeller blades 3 in the opposite direction is required the fluid flow is reversed according to the before-mentioned sequence. The check valves 15,16 are preferably pilot controlled check valves where an increase in pressure on the engine side of a pilot controlled check valve will force a pilot opening of the check valve controlling the return flow. The pilot fluid channels are not shown.When a certain adjustment of the propeller blades 3 is required, a directional valve on the hydraulic power unit 11 (see Fig. 1) directs fluid into a first central fluid channel comprising the first pipe portion 22 so as to make the fluid flow through the first radial fluid channel 26, the first recess 27, the first valve fluid channel 17, the check valve 16, the second valve fluid channel 18, the second recess 28, the second radial fluid channel 25, the second pipe portion 24, the first duct 13 and into the first pressure chamber 7 (see Fig. 1) thereby moving the piston 9 axially towards the gear 4 and thus via the regulating device adjusting the pitch of the propeller blades 3. The movement of the piston 9 will force an amount of fluid, equivalent to the piston movement, to flow out of the second pressure chamber 8 and through the second duct 14, the third valve fluid channel 19, the check valve 15, the fourth valve fluid channel 20 and through a second central fluid channel 30 com prizing the space between the outer circumference of the outer tube 21 and a hollow portion of the propeller shaft 5 and back to the tank of the hydraulic power unit 11. When an adjustment of the propeller blades 3 in the opposite direction is required, the fluid flow is reversed according to the aforementioned sequence. The check valves 15.16 are preferably pilot controlled check valves where an increase in pressure on the engine side of a pilot controlled check valve will force a pilot opening of the check valve controlling the return flow. The pilot fluid channels are not shown.
The term "comprising" as used in the claims does not exclude other elements or steps. The term "a" or "an" as used in the claims does not exclude a plurality.The term "comprising" as used in the claims does not exclude other elements or steps. The term "a" or "an" as used in the claims does not exclude a plurality.
The reference signs used in the claims shall not be construed as limiting the scope.The reference signs used in the claims shall not be construed as limiting the scope.
Although the present invention has been described in detail for purpose of illustration, it is understood that such detail is solely for that purpose, and variations can be made therein by those skilled in the art without departing from the scope of the invention.Although the present invention has been described in detail for purposes of illustration, it is understood that such detail is solely for that purpose, and variations may be made therein by those skilled in the art without departing from the scope of the invention.
Claims (9)
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DK201300349A DK177923B1 (en) | 2013-06-06 | 2013-06-06 | Valve arrangement for a propeller shaft |
| KR1020140054757A KR101462457B1 (en) | 2013-06-06 | 2014-05-08 | Ship propulsion system |
| CN201410195966.5A CN104229110A (en) | 2013-06-06 | 2014-05-09 | Ship propulsion system |
| JP2014097435A JP5646101B2 (en) | 2013-06-06 | 2014-05-09 | Ship propulsion system |
| EP14167837.5A EP2813421A3 (en) | 2013-06-06 | 2014-05-12 | Ship propulsion system |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DK201300349 | 2013-06-06 | ||
| DK201300349A DK177923B1 (en) | 2013-06-06 | 2013-06-06 | Valve arrangement for a propeller shaft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| DK201300349A1 true DK201300349A1 (en) | 2015-01-05 |
| DK177923B1 DK177923B1 (en) | 2015-01-12 |
Family
ID=50678108
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| DK201300349A DK177923B1 (en) | 2013-06-06 | 2013-06-06 | Valve arrangement for a propeller shaft |
Country Status (5)
| Country | Link |
|---|---|
| EP (1) | EP2813421A3 (en) |
| JP (1) | JP5646101B2 (en) |
| KR (1) | KR101462457B1 (en) |
| CN (1) | CN104229110A (en) |
| DK (1) | DK177923B1 (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN107428402B (en) * | 2015-03-05 | 2019-04-16 | 瓦锡兰荷兰公司 | Arrange the method and its lubricating arrangement of the lubrication of the controlledpiston formula propeller system of marine ship |
| WO2018094575A1 (en) * | 2016-11-22 | 2018-05-31 | 王金宏 | Variable-pitch propeller device |
| CN109050787B (en) * | 2018-06-29 | 2019-10-25 | 武汉船用机械有限责任公司 | The method for maintaining of tuning for Controllable Pitch Propeller shafting inner hole oil pipe |
| CN110307320A (en) * | 2019-06-03 | 2019-10-08 | 金少志 | A kind of static pressure engine device |
| CN113120204B (en) * | 2021-04-30 | 2022-03-08 | 大连海事大学 | Marine tandem propeller |
| CN113086146B (en) * | 2021-04-30 | 2022-03-01 | 大连海事大学 | Contra-rotating rim propeller |
| CN113277053B (en) * | 2021-04-30 | 2022-03-25 | 大连海事大学 | Marine air pressure drive rim propeller |
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| US735191A (en) * | 1903-03-07 | 1903-08-04 | Rudolf Allert | Grease-separator. |
| US3051248A (en) * | 1957-04-18 | 1962-08-28 | Ernest-Charles Hatcher | Propellers or the like having variable-pitch blades |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| NL294348A (en) * | ||||
| DE1506023A1 (en) * | 1967-01-18 | 1969-10-23 | Reintjes Eisenwerke | Sequence control for hydraulically controlled controllable pitch propellers |
| SE306891B (en) * | 1967-11-28 | 1968-12-09 | Karlstad Mekaniska Ab | |
| DD160105A1 (en) * | 1980-12-23 | 1983-05-04 | Manfred Peetz | ADJUSTMENT PROPELLERS FOR SHIPS |
| JPS60125299U (en) * | 1984-02-02 | 1985-08-23 | 三菱重工業株式会社 | Marine variable pitch propeller device |
| SE448295B (en) * | 1985-08-02 | 1987-02-09 | Kamewa Ab | MANUAL SYSTEM FOR PROPELLER WITH STELLABLE BLADES |
| JP3112699B2 (en) * | 1991-06-03 | 2000-11-27 | 株式会社シマノ | Tubular body and manufacturing method thereof |
| DE4345126C1 (en) * | 1993-12-30 | 1995-05-04 | Mannesmann Ag | Ship's-propulsion arrangement |
| US5967750A (en) * | 1997-10-10 | 1999-10-19 | Elliott; Morris C. | Variable pitch marine propeller |
| KR101525647B1 (en) * | 2008-09-22 | 2015-06-03 | 캐터필라 프로펄션 테크놀로지 에이비 | An adjustable propeller arrangemnet and a method of distributing fluid to and/or from such an adjustable propeller arrangement |
| KR20120003058A (en) * | 2010-07-02 | 2012-01-10 | 현대중공업 주식회사 | Hydraulic supply apparatus of controllable pitch propulsion system |
| CN102730178B (en) * | 2012-07-12 | 2015-06-17 | 浙江大学舟山海洋研究中心 | Electric propulsion system of large self-propelling semi-submersible transport ship |
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2013
- 2013-06-06 DK DK201300349A patent/DK177923B1/en not_active IP Right Cessation
-
2014
- 2014-05-08 KR KR1020140054757A patent/KR101462457B1/en not_active IP Right Cessation
- 2014-05-09 CN CN201410195966.5A patent/CN104229110A/en active Pending
- 2014-05-09 JP JP2014097435A patent/JP5646101B2/en not_active Expired - Fee Related
- 2014-05-12 EP EP14167837.5A patent/EP2813421A3/en not_active Withdrawn
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US735191A (en) * | 1903-03-07 | 1903-08-04 | Rudolf Allert | Grease-separator. |
| US3051248A (en) * | 1957-04-18 | 1962-08-28 | Ernest-Charles Hatcher | Propellers or the like having variable-pitch blades |
Also Published As
| Publication number | Publication date |
|---|---|
| DK177923B1 (en) | 2015-01-12 |
| EP2813421A3 (en) | 2016-03-23 |
| JP5646101B2 (en) | 2014-12-24 |
| KR101462457B1 (en) | 2014-11-17 |
| EP2813421A2 (en) | 2014-12-17 |
| CN104229110A (en) | 2014-12-24 |
| JP2014237432A (en) | 2014-12-18 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PBP | Patent lapsed |
Effective date: 20170630 |