EP1926657A1 - Marine vessel - Google Patents

Marine vessel

Info

Publication number
EP1926657A1
EP1926657A1 EP06764560A EP06764560A EP1926657A1 EP 1926657 A1 EP1926657 A1 EP 1926657A1 EP 06764560 A EP06764560 A EP 06764560A EP 06764560 A EP06764560 A EP 06764560A EP 1926657 A1 EP1926657 A1 EP 1926657A1
Authority
EP
European Patent Office
Prior art keywords
unit
marine vessel
propulsion
cargo
power unit
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.)
Granted
Application number
EP06764560A
Other languages
German (de)
French (fr)
Other versions
EP1926657B1 (en
Inventor
Susanna Hannula
Oskar Levander
Karo Koskitanner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wartsila Finland Oy
Original Assignee
Wartsila Finland Oy
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Wartsila Finland Oy filed Critical Wartsila Finland Oy
Publication of EP1926657A1 publication Critical patent/EP1926657A1/en
Application granted granted Critical
Publication of EP1926657B1 publication Critical patent/EP1926657B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • B63H23/10—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B11/00—Interior subdivision of hulls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B63H5/10—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller of coaxial type, e.g. of counter-rotative type

Definitions

  • the present invention relates to a marine vessel with at least a first cargo facility at a stern end of the marine vessel and at least a second cargo facility at a bow end of the marine vessel, in which marine vessel a deckhouse is arranged between the first cargo facility and the second cargo facility, and which marine vessel comprises a first propulsion unit and a second propulsion unit which form a CRP propulsion system, according to the preamble of claim 1.
  • An object of the present invention is to avoid the drawbacks of known solutions and to provide a cargo carrying marine vessel which maximises the cargo carrying ca- pacity and provides an efficient and redundant way to utilize power in the marine vessel. This object is attained by a marine vessel according to claim 1.
  • the basic idea of the invention is to use a propulsion system with enhanced hydro- dynamic characteristics compared to a single screw while maintaining a cargo car- rying capacity which remains more or less the same as with a single screw machinery arrangement.
  • This is realized by means of a first propulsion unit and a second propulsion unit forming a CRP (Contra Rotating Propeller) propulsion system, and by arranging the machinery for both propulsion units on top of each other in the same compact space below the deckhouse of the marine vessel.
  • CRP Contra Rotating Propeller
  • the CRP propulsion system is efficient and fuel saving in view of conventional sys- terns and provides more power because power is divided between the contra rotating propellers of the CRP propulsion system.
  • the most efficient hull form comprising a single skeg, may be used.
  • the CRP propulsion system provides redundancy.
  • the first power unit, located in a first engine room, the second power unit, located in a second engine room, and the deckhouse are located on top of each other on respective decks of the marine vessel.
  • the first propulsion unit of the CRP propulsion system comprises the first power unit, a first drive train and a first propeller unit.
  • the first propeller unit constitutes the front propeller of the CRP propulsion system.
  • the second propulsion unit of the CRP propulsion system comprises the second power unit, a second drive train and a second propeller unit.
  • the second propeller unit constitutes the aft propeller of the CRP propulsion system.
  • the first propulsion unit advantageously comprises a conventional mechanical propulsion arrangement, whereby the first power unit may be an internal combus- tion engine, gas turbine, etc., and the first drive train may comprise a horizontal drive shaft connecting to the front first propeller unit.
  • the second propulsion unit advantageously comprises a mechanical steerable thruster with the second drive train comprising a so-called z-drive unit connecting to the aft second propeller unit.
  • the benefits of the present invention are highly noticeable in connection with a container ship.
  • the compact space arrangement of the deckhouse on top of the engine rooms located vertically below gives a high container loading capacity tak- ing into account the standardized measures of containers.
  • the IMO (International Maritime Organisation) rules of sight may also be fulfilled with said high container loading capacity.
  • the drawing shows a marine vessel 1 , in this embodiment a container ship.
  • the marine vessel 1 has a stern end indicated by reference numeral 2 and a bow end indicated by reference numeral 3.
  • the marine vessel 1 is provided with at least a first cargo facility 4 at the stern end 2 and at least a second cargo facility 5 at the bow end 3 of the marine vessel.
  • the first cargo facility 4 is shown to include at least one aft cargo hold 41 , in this case three aft cargo holds for receiving contain- ers 10.
  • the second cargo facility 5 only shows one front cargo hold 51 for receiving containers 10. It is clear that more cargo holds may be provided at the bow end 3 of the marine vessel 1.
  • a deckhouse 6 is arranged between the first cargo facility 4 and the second cargo facility 5, in this embodiment between the most forward aft cargo hold 41 and the most rearward front cargo hold 51.
  • the marine vessel is also provided with a propulsion system.
  • the propulsion system includes a first propulsion unit 8 including machinery comprising a first power unit 81 and a second propulsion unit 9 including machinery comprising a a second power unit 91 , which propulsion units form a CRP (Contra Rotating Propeller) propulsion system 7.
  • CRP propulsion systems are known per se, i.e. known to a person skilled in the art, and are therefore not described in more detail in this connection.
  • the first propulsion unit 8 comprises a conventional mechanical propulsion unit with a first power unit 81 , e.g. an internal combustion engine, a gas turbine, etc., which rotates a front first propeller unit 84 by means of a first drive train 82 comprising a generally horizontally arranged main shaft 83.
  • a first power unit 81 e.g. an internal combustion engine, a gas turbine, etc.
  • first drive train 82 comprising a generally horizontally arranged main shaft 83.
  • the second propulsion unit 9 comprises a mechanical steerable thruster, with a second power unit 91 , which rotates a second propeller unit 98 by means of a second drive train 92 (forming a z-drive) comprising a generally horizontally arranged first drive shaft 93, a first angle transmission 94, a generally vertically arranged second drive shaft 95, a second angle transmission 96, and a generally horizontally arranged propeller shaft 97 connecting to the second propeller unit 98.
  • a second drive train 92 forming a z-drive
  • the first propeller unit 84 and the second propeller unit 98 are positioned rela- tively near to each other, whereby the main shaft 83 rotating the first propeller unit 84 and the propeller shaft 97 rotating the second propeller unit 98 are parallel and in alignment with each other.
  • the main shaft 83 connecting to the first propeller unit 84 and the first drive shaft 93 of the second propulsion unit 9 may also be arranged basically in parallel on separate decks towards the stern end 2 of the ma- rine vessel 1.
  • the deckhouse 6 In a marine vessel 1 like a container ship the deckhouse 6 usually is located in the stern end quarter of the ship with respect to its length. In the drawing the deckhouse 6, preferably including accommodation space, etc., extends above the loaded containers 10 providing the bridge with sight according to prevailing rules as discussed above.
  • a second engine room 99 where the second power unit 91 driving the mechanical steerable thruster is located, is situated below the deckhouse 6, over a first engine room 85, where the first power unit 81 driving the con- ventional mechanical propulsion unit is located.
  • the deckhouse 6, the second engine room 99 and the first engine room 85 practically form a generally vertical column or column formed sphere forming the ships operational area between the cargo holds, which does not obstruct or limit the cargo facilities of the marine vessel 1.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Ship Loading And Unloading (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Devices For Conveying Motion By Means Of Endless Flexible Members (AREA)
  • Vehicle Body Suspensions (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Bipolar Transistors (AREA)

Abstract

The invention relates to a marine vessel with at least a first cargo facility at a stern end and at least a second cargo facility at a bow end, and having a deckhouse arranged between the first cargo facility and the second cargo facility. In order to provide for cost-effective propulsion and cargo transport in combination, the propulsion system comprises a first propulsion unit and a second propulsion unit forming a CRP propulsion system. The machinery of the first propulsion unit and the machinery of the second propulsion unit are located on top of each other under the deckhouse.

Description

MARINE VESSEL
The present invention relates to a marine vessel with at least a first cargo facility at a stern end of the marine vessel and at least a second cargo facility at a bow end of the marine vessel, in which marine vessel a deckhouse is arranged between the first cargo facility and the second cargo facility, and which marine vessel comprises a first propulsion unit and a second propulsion unit which form a CRP propulsion system, according to the preamble of claim 1.
In the following the terms "aft", "rearward", "front", "forward" and similar expressions are to be understood in the context of the stern of the marine vessel being considered the rear of the marine vessel and the bow of the marine vessel being the front of the marine vessel.
In cargo carrying marine vessels the cargo carrying capacity is of course of great importance. Operating costs, particularly for power generation, constitute another important factor. Modern high-speed cargo vessels require a high amount of propulsion power, but propeller blade loads may become critical especially when using a single screw. Generally a single screw with a largest possible diameter is desir- able when seeking high propulsion efficiency. The draught of a ship may however become a limiting factor.
An object of the present invention is to avoid the drawbacks of known solutions and to provide a cargo carrying marine vessel which maximises the cargo carrying ca- pacity and provides an efficient and redundant way to utilize power in the marine vessel. This object is attained by a marine vessel according to claim 1.
The basic idea of the invention is to use a propulsion system with enhanced hydro- dynamic characteristics compared to a single screw while maintaining a cargo car- rying capacity which remains more or less the same as with a single screw machinery arrangement. This is realized by means of a first propulsion unit and a second propulsion unit forming a CRP (Contra Rotating Propeller) propulsion system, and by arranging the machinery for both propulsion units on top of each other in the same compact space below the deckhouse of the marine vessel.
The CRP propulsion system is efficient and fuel saving in view of conventional sys- terns and provides more power because power is divided between the contra rotating propellers of the CRP propulsion system. When using a CRP propulsion system the most efficient hull form, comprising a single skeg, may be used. Furthermore, the CRP propulsion system provides redundancy.
By arranging the machinery of both propulsion units, i.e. comprising the first power unit of the first propulsion unit and the second power unit of the second propulsion unit, on top of each other below the deckhouse, more space allocation for the cargo is achieved. Thus the machinery is arranged in the same compact space, whereby ducting, cabling and installation of auxiliary equipment are made cost- efficient and simple. In addition, stores, workshops and other technical spaces may also be arranged within such a column formed sphere below the deckhouse optimizing the use of space on the vessel. Accommodation space may also be confined to the deckhouse area.
Preferably the first power unit, located in a first engine room, the second power unit, located in a second engine room, and the deckhouse are located on top of each other on respective decks of the marine vessel.
The first propulsion unit of the CRP propulsion system comprises the first power unit, a first drive train and a first propeller unit. The first propeller unit constitutes the front propeller of the CRP propulsion system. The second propulsion unit of the CRP propulsion system comprises the second power unit, a second drive train and a second propeller unit. The second propeller unit constitutes the aft propeller of the CRP propulsion system.
The first propulsion unit advantageously comprises a conventional mechanical propulsion arrangement, whereby the first power unit may be an internal combus- tion engine, gas turbine, etc., and the first drive train may comprise a horizontal drive shaft connecting to the front first propeller unit. The second propulsion unit advantageously comprises a mechanical steerable thruster with the second drive train comprising a so-called z-drive unit connecting to the aft second propeller unit.
In this case it is advantageous to arrange the second power unit below the deckhouse, over the first power unit.
The benefits of the present invention are highly noticeable in connection with a container ship. The compact space arrangement of the deckhouse on top of the engine rooms located vertically below gives a high container loading capacity tak- ing into account the standardized measures of containers. The IMO (International Maritime Organisation) rules of sight may also be fulfilled with said high container loading capacity.
Consequently, this means that CRP propulsion can be used without sacrificing cargo capacity.
In the following the present invention is described in more detail, by way of example only, with reference to the attached schematic drawing which shows an advantageous embodiment of the present invention.
The drawing shows a marine vessel 1 , in this embodiment a container ship. The marine vessel 1 has a stern end indicated by reference numeral 2 and a bow end indicated by reference numeral 3. The marine vessel 1 is provided with at least a first cargo facility 4 at the stern end 2 and at least a second cargo facility 5 at the bow end 3 of the marine vessel. The first cargo facility 4 is shown to include at least one aft cargo hold 41 , in this case three aft cargo holds for receiving contain- ers 10. The second cargo facility 5 only shows one front cargo hold 51 for receiving containers 10. It is clear that more cargo holds may be provided at the bow end 3 of the marine vessel 1. A deckhouse 6 is arranged between the first cargo facility 4 and the second cargo facility 5, in this embodiment between the most forward aft cargo hold 41 and the most rearward front cargo hold 51. The marine vessel is also provided with a propulsion system. The propulsion system includes a first propulsion unit 8 including machinery comprising a first power unit 81 and a second propulsion unit 9 including machinery comprising a a second power unit 91 , which propulsion units form a CRP (Contra Rotating Propeller) propulsion system 7. CRP propulsion systems are known per se, i.e. known to a person skilled in the art, and are therefore not described in more detail in this connection.
The first propulsion unit 8 comprises a conventional mechanical propulsion unit with a first power unit 81 , e.g. an internal combustion engine, a gas turbine, etc., which rotates a front first propeller unit 84 by means of a first drive train 82 comprising a generally horizontally arranged main shaft 83. The second propulsion unit 9 comprises a mechanical steerable thruster, with a second power unit 91 , which rotates a second propeller unit 98 by means of a second drive train 92 (forming a z-drive) comprising a generally horizontally arranged first drive shaft 93, a first angle transmission 94, a generally vertically arranged second drive shaft 95, a second angle transmission 96, and a generally horizontally arranged propeller shaft 97 connecting to the second propeller unit 98. Basically in this CRP propulsion system 7 the first propeller unit 84 and the second propeller unit 98 are positioned rela- tively near to each other, whereby the main shaft 83 rotating the first propeller unit 84 and the propeller shaft 97 rotating the second propeller unit 98 are parallel and in alignment with each other. The main shaft 83 connecting to the first propeller unit 84 and the first drive shaft 93 of the second propulsion unit 9 may also be arranged basically in parallel on separate decks towards the stern end 2 of the ma- rine vessel 1.
In the following we shall discuss the machinery and space arrangement for the first propulsion unit 8 and the second propulsion unit 9.
In a marine vessel 1 like a container ship the deckhouse 6 usually is located in the stern end quarter of the ship with respect to its length. In the drawing the deckhouse 6, preferably including accommodation space, etc., extends above the loaded containers 10 providing the bridge with sight according to prevailing rules as discussed above. A second engine room 99, where the second power unit 91 driving the mechanical steerable thruster is located, is situated below the deckhouse 6, over a first engine room 85, where the first power unit 81 driving the con- ventional mechanical propulsion unit is located. In such an arrangement, the deckhouse 6, the second engine room 99 and the first engine room 85 practically form a generally vertical column or column formed sphere forming the ships operational area between the cargo holds, which does not obstruct or limit the cargo facilities of the marine vessel 1.
Furthermore, cabling, ducting and arrangements for auxiliary equipment may be carried out and designed in a cost-effective and simple manner in this compact operational area. Stores, workshops and other technical spaces can thus also be rationally located within this area with direct access to the pertinent equipment. This in connection with the CRP propulsion system provides a most efficient transport concept.
The drawing and the description related thereto are only intended for clarification of the basic idea of the invention. The invention may vary in detail within the scope of the ensuing claims.

Claims

1. Marine vessel with at least a first cargo facility (4) at a stern end (2) of the marine vessel and at least a second cargo facility (5) at a bow end (3) of the marine vessel, in which marine vessel (1 ) a deckhouse (6) is arranged between the first cargo facility (4) and the second cargo facility (5), and which marine vessel (1 ) comprises first propulsion unit (8) and a second propulsion unit (9) which form a CRP propulsion system (7), characterised in that the machinery of the first propulsion unit (8) and the machinery of the sec- ond propulsion unit (9) are arranged of top of each other in the same compact space forming a generally vertical column below the deckhouse (6).
2. Marine vessel according to claim 1 , characterised in that the machinery of the first propulsion unit (8) comprises a first power unit (81 ) and the machinery of the second propulsion unit (9) comprises a second power unit (91 ).
3. Marine vessel according to claim 2, characterised in that the first power unit (81 ), the second power unit (91 ) and the deckhouse (6) are located on top of each other on respective decks of the marine vessel (1 ), and in that the first power unit (81 ) is located in a first engine room (85) and the second power unit (91 ) is located in a second engine room (99).
4. Marine vessel according to claim 1 , characterised in that the first propulsion unit (8) of the CRP propulsion system (7) comprises the first power unit (81 ), a first drive train (82) and a first propeller unit (84) and in that the second propulsion unit (9) of the CRP propulsion system (7) comprises the second power unit (91 ), a second drive train (92) and a second propeller unit (98).
5. Marine vessel according to claim 4, characterised in that the first propulsion unit (8) comprises a conventional mechanical propulsion unit and the second propulsion unit (9) comprises a mechanical steerable thruster, and in that the second power unit (91 ) is situated below the deckhouse (6), over the first power unit (81 ). Marine vessel according to claim 1 , characterised in that the marine vessel (1 ) is a container ship, and in that the first cargo facility (4) includes at least one aft cargo hold (41 ) for receiving containers (10) and the second cargo facility (5) includes at least one front cargo hold (51 ) for receiving containers (10).
EP06764560A 2005-09-20 2006-07-10 Marine vessel Not-in-force EP1926657B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FI20055502A FI122136B (en) 2005-09-20 2005-09-20 water Transportation
PCT/FI2006/050330 WO2007034030A1 (en) 2005-09-20 2006-07-10 Marine vessel

Publications (2)

Publication Number Publication Date
EP1926657A1 true EP1926657A1 (en) 2008-06-04
EP1926657B1 EP1926657B1 (en) 2010-08-04

Family

ID=35151469

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06764560A Not-in-force EP1926657B1 (en) 2005-09-20 2006-07-10 Marine vessel

Country Status (11)

Country Link
US (1) US20080261467A1 (en)
EP (1) EP1926657B1 (en)
JP (1) JP5190367B2 (en)
KR (1) KR101363692B1 (en)
CN (1) CN101267977B (en)
AT (1) ATE476356T1 (en)
DE (1) DE602006015977D1 (en)
DK (1) DK1926657T3 (en)
FI (1) FI122136B (en)
NO (1) NO337599B1 (en)
WO (1) WO2007034030A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2202143A1 (en) * 2008-12-23 2010-06-30 Comercial Gallega de Maquinaria S.L. Contra-rotating propeller propulsion system for ships
KR101985451B1 (en) * 2012-11-28 2019-06-03 대우조선해양 주식회사 Accommodation structure of ship

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Publication number Priority date Publication date Assignee Title
US3380422A (en) * 1966-01-13 1968-04-30 Us Lines Inc Cargo vessel
DE3402520A1 (en) * 1984-01-26 1985-08-14 Howaldtswerke - Deutsche Werft AG Hamburg und Kiel, 2300 Kiel Container ship
DE4302821C1 (en) * 1993-01-27 1994-07-21 Kvaerner Warnow Werft Gmbh Container ship with increased load space
JPH06329073A (en) * 1993-05-21 1994-11-29 Aitoku:Kk Deck room outfitting structure for ship
US5558036A (en) * 1995-01-17 1996-09-24 Skarhar, Inc. Integrated tug/barge system with riding pusher boat
DE19514878C2 (en) * 1995-04-22 1997-07-10 Blohm Voss Ag Propeller drive for watercraft
JPH11227677A (en) * 1998-02-18 1999-08-24 Shiyuuhei Hiroshige Container transport vessel
JP3435433B2 (en) * 2000-05-19 2003-08-11 株式会社新来島どっく Hold structure of multipurpose cargo ship
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
FI116129B (en) * 2003-04-07 2005-09-30 Waertsilae Finland Oy Watercraft Propulsion Unit
FI20030556A0 (en) * 2003-04-11 2003-04-11 Abb Oy Method and equipment for steering the ship
FI20031416A (en) * 2003-09-30 2005-03-31 Abb Oy The propulsion system

Non-Patent Citations (1)

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Title
See references of WO2007034030A1 *

Also Published As

Publication number Publication date
DE602006015977D1 (en) 2010-09-16
DK1926657T3 (en) 2010-11-08
KR101363692B1 (en) 2014-02-14
KR20080057290A (en) 2008-06-24
JP2009508745A (en) 2009-03-05
US20080261467A1 (en) 2008-10-23
FI122136B (en) 2011-09-15
ATE476356T1 (en) 2010-08-15
JP5190367B2 (en) 2013-04-24
WO2007034030A1 (en) 2007-03-29
CN101267977A (en) 2008-09-17
CN101267977B (en) 2012-02-01
EP1926657B1 (en) 2010-08-04
NO20081872L (en) 2008-06-16
NO337599B1 (en) 2016-05-09
FI20055502A0 (en) 2005-09-20
FI20055502A (en) 2007-03-21

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