EP1926657B1 - Marine vessel - Google Patents

Marine vessel Download PDF

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Publication number
EP1926657B1
EP1926657B1 EP06764560A EP06764560A EP1926657B1 EP 1926657 B1 EP1926657 B1 EP 1926657B1 EP 06764560 A EP06764560 A EP 06764560A EP 06764560 A EP06764560 A EP 06764560A EP 1926657 B1 EP1926657 B1 EP 1926657B1
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.)
Not-in-force
Application number
EP06764560A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP1926657A1 (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

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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 capacity 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 hydrodynamic characteristics compared to a single screw while maintaining a cargo carrying 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 systems 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 combustion 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 taking 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 containers 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 relatively 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 marine 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 conventional 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.
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 (fi) 2005-09-20 2005-09-20 Vesikulkuneuvo
PCT/FI2006/050330 WO2007034030A1 (en) 2005-09-20 2006-07-10 Marine vessel

Publications (2)

Publication Number Publication Date
EP1926657A1 EP1926657A1 (en) 2008-06-04
EP1926657B1 true 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 (da)
EP (1) EP1926657B1 (da)
JP (1) JP5190367B2 (da)
KR (1) KR101363692B1 (da)
CN (1) CN101267977B (da)
AT (1) ATE476356T1 (da)
DE (1) DE602006015977D1 (da)
DK (1) DK1926657T3 (da)
FI (1) FI122136B (da)
NO (1) NO337599B1 (da)
WO (1) WO2007034030A1 (da)

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 (ko) * 2012-11-28 2019-06-03 대우조선해양 주식회사 선박의 거주구 구조

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3380422A (en) * 1966-01-13 1968-04-30 Us Lines Inc Cargo vessel
DE3402520A1 (de) * 1984-01-26 1985-08-14 Howaldtswerke - Deutsche Werft AG Hamburg und Kiel, 2300 Kiel Containerschiff
DE4302821C1 (de) * 1993-01-27 1994-07-21 Kvaerner Warnow Werft Gmbh Containerschiff
JPH06329073A (ja) * 1993-05-21 1994-11-29 Aitoku:Kk 船舶の甲板室犠装構造
US5558036A (en) * 1995-01-17 1996-09-24 Skarhar, Inc. Integrated tug/barge system with riding pusher boat
DE19514878C2 (de) * 1995-04-22 1997-07-10 Blohm Voss Ag Propellerantrieb für Wasserfahrzeuge
JPH11227677A (ja) * 1998-02-18 1999-08-24 Shiyuuhei Hiroshige コンテナ輸送船
JP3435433B2 (ja) * 2000-05-19 2003-08-11 株式会社新来島どっく 多目的貨物船の船倉配置構造
DE10111910A1 (de) * 2001-03-13 2002-09-19 Man B&W Diesel A/S, Copenhagen Sv Hybride dieselmechanische und -elektrische Antriebsanlage für einen sicheren und anpassungsfähigen Schiffsbetrieb
FI116129B (fi) * 2003-04-07 2005-09-30 Waertsilae Finland Oy Vesialuksen propulsioyksikkö
FI20030556A0 (fi) * 2003-04-11 2003-04-11 Abb Oy Menetelmä ja laitteisto laivan ohjaamiseksi
FI20031416A (fi) * 2003-09-30 2005-03-31 Abb Oy Propulsiojärjestelmä

Also Published As

Publication number Publication date
NO337599B1 (no) 2016-05-09
FI20055502A0 (fi) 2005-09-20
FI20055502A (sv) 2007-03-21
NO20081872L (no) 2008-06-16
ATE476356T1 (de) 2010-08-15
WO2007034030A1 (en) 2007-03-29
JP2009508745A (ja) 2009-03-05
CN101267977A (zh) 2008-09-17
KR20080057290A (ko) 2008-06-24
US20080261467A1 (en) 2008-10-23
DK1926657T3 (da) 2010-11-08
DE602006015977D1 (de) 2010-09-16
EP1926657A1 (en) 2008-06-04
JP5190367B2 (ja) 2013-04-24
CN101267977B (zh) 2012-02-01
FI122136B (fi) 2011-09-15
KR101363692B1 (ko) 2014-02-14

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