JPS6255294A - Propeller for ship - Google Patents

Propeller for ship

Info

Publication number
JPS6255294A
JPS6255294A JP61175859A JP17585986A JPS6255294A JP S6255294 A JPS6255294 A JP S6255294A JP 61175859 A JP61175859 A JP 61175859A JP 17585986 A JP17585986 A JP 17585986A JP S6255294 A JPS6255294 A JP S6255294A
Authority
JP
Japan
Prior art keywords
propulsion
ship
generator
motor
power
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP61175859A
Other languages
Japanese (ja)
Inventor
ハインリツヒ　シユミツト
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.)
Sulzer AG
Original Assignee
Sulzer AG
Gebrueder Sulzer AG
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 Sulzer AG, Gebrueder Sulzer AG filed Critical Sulzer AG
Publication of JPS6255294A publication Critical patent/JPS6255294A/en
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Control Of Eletrric Generators (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Preparation Of Compounds By Using Micro-Organisms (AREA)

Abstract

(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

【発明の詳細な説明】 （産業上の利用分野） 本発明は、船舶の推進装置、とりわＩＪ客船用の推進装
置に係る。当該推進装置は少ｈ（ども１本の駆動シャフ
トを有し、この駆動シャツｌ−４よ、ｌｌＦ進エフェン
ジンて働く低速の２１１イクルデイーゼルエンジンに直
結された汀変ピツチプ［−１ベラを備え、またこの推進
装置は、電気エネルギを作り出すために設けられている
発電機を駆動する少く【りとも２つの補助ディーゼルエ
ンジンを有【）ている。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a propulsion device for a ship, particularly a propulsion device for an IJ passenger ship. The propulsion device has a single drive shaft, and is equipped with a 211-cycle diesel engine that is directly connected to a low-speed 211-cycle diesel engine. The propulsion device also has at least two auxiliary diesel engines driving generators provided for producing electrical energy.

（従来の技術） 客船とりわけクルージング船舶に求められるピーク速ｒ
良は、必要とされる最大巡航速痕よりかなり高い。ピー
ク速度は特別な場合にだ【ｊ必要とされるが、ピーク速
度用の推進装置を装備しておかなければならない。従っ
て、装備された：１−ンジンの動力は比較的非能率な使
われ方をし、余剰設備と４【つている。(Prior art) Peak speed r required for passenger ships, especially cruising ships
Good is considerably higher than the required maximum cruising speed. Peak speeds are required in special cases, but propulsion equipment for peak speeds must be provided. Therefore, the power of the installed engines is used relatively inefficiently and is tied to redundant equipment.

これに対し安全のｌこめの理由から、必要とされる電気
エネルギーを作り出すためのエンジン動力は、必要どさ
れる＆ｉを作り出寸吊にすｂかなり人きくなくＣはｈら
イ【い。また必要どされる動力（，１、中間透電または
高速の補助エンジンだけで作られている。余剰設備動力
は、例えば３０〜４０％になることもある。On the other hand, for safety reasons, the engine power required to produce the required electrical energy is quite intrusive and extremely expensive. In addition, the required power (,1) is generated only by intermediate transmission or high-speed auxiliary engines.The surplus equipment power may be, for example, 30-40%.

（問題点を解決するための手段） 本発明の目的は、船にディーゼルエンジンの形態で設備
された総動力の使用法を改善することにある。この目的
のために本発明では、電気モーター／発電機が船の電気
系統と箇々の推進ディーゼルエンジンとの間に配置され
、船の電気系統から動力の供給を受け、この動力を推進
ディーゼル］、ンジンのクランクシャフトを経て駆動シ
Ｖフトに供給するか、あるいは余剰の駆動動力を船の電
気系統に送る。Means for Solving the Problems The object of the invention is to improve the use of the total power installed on ships in the form of diesel engines. To this end, the invention provides that an electric motor/generator is placed between the ship's electrical system and the respective propulsion diesel engines, receiving power from the ship's electrical system and transferring this power to the propulsion diesel engines. It can be supplied to the drive shaft via the engine crankshaft, or excess drive power can be sent to the ship's electrical system.

この方式での１１進Ｔンジンは、安全範囲内で使われ、
例えば蔵人出力の９０％を活用Ｃき、巡航速度を出すの
に必要な動力だけを供給するように構成できる。前記巡
航速度は通常必要どされる負荷、すなわち推進能力の本
！礎負向の最大値の下にある。これに対し高速すなわち
大ｉな推進動力は、モーター／発電機を介して船の電気
系統め余剰動力から取り出される。前記モーター／発電
機は、駆動シＡノット並びに推進ディーゼルエンジンと
直列に配置される。The hexadecimal T engine in this system is used within a safe range,
For example, it can be configured to utilize 90% of Kurin's output and supply only the power necessary to achieve cruising speed. Said cruising speed is usually the required load, i.e. the book of propulsion capacity! The foundation is below the maximum value in the negative direction. On the other hand, high speed or large propulsion power is extracted from surplus power from the ship's electrical system via a motor/generator. The motor/generator is placed in series with the drive sea knot as well as the propulsion diesel engine.

その結束、推進装置は２号イクルディーゼルエンジンに
直結して通常必要とされる達磨範囲で運転でき、低燃費
、低メインテナンスｌｌ費並びに伝導損失の少ない特徴
を備えている。The bundle and propulsion device is directly connected to a No. 2 cycle diesel engine and can be operated within the normally required range, and is characterized by low fuel consumption, low maintenance costs, and low conduction loss.

同期式機械をモーター／発電機として使用する場合、同
期速痕に達した後に、例えＧ：ｒ　ＩＩＴ変ピッデスク
リコープレードのピッチを変えるだけで、船の速度を早
める推進動力を増加させられる利点がある。　　　　　
　・ 都合の良いことに、船の速ｍが遅いためある程度動力に
余剰があれば、可変ピッチスクリューブレードのピッチ
を変えて回転数をモーター／発電機の同期速度まで増加
させることができ、推進に利用する動力は増加すること
がない。次いで同期速度で利用できる推進エンジンの余
剰動力は七−ター／発電機ににり電気エネルギに変換さ
れ、船の電気系統に供給される。そして発ｆｔｉ　ｅｌ
ｍ　／ディー１！ルモーターの出力をドげ、電気］−ネ
ル１！を経済的な２号イクルのディーＵルニ［ンジンで
作り出１ようになっている。When using a synchronous machine as a motor/generator, the advantage of increasing the propulsive power to increase the speed of the ship is to simply change the pitch of the G:r IIT variable speed recorder after reaching the synchronous speed mark. There is.
- Conveniently, if there is some power surplus due to the slow speed of the ship, the pitch of the variable pitch screw blades can be changed to increase the rotation speed up to the synchronous speed of the motor/generator, which can be used for propulsion. The power used does not increase. The excess power of the propulsion engines available at synchronous speed is then converted into electrical energy by a 7-tar/generator and supplied to the ship's electrical system. And the departure fti el
m/Dee 1! Reduce motor output, electricity] - Nell 1! It is designed to be produced with an economical No. 2 diesel engine.

こうしたことから、低速モーター／発電機はＭ１進エン
ジンのクランクシャフトに６結できる。必要□とされる
電気機械のサイズが大きずぎれば、減速歯車装置は推進
エンジンど七−ター／発′Ｒ機の間に組み込むこともで
きる。この場合、フレキシブルクラッチは歯車装置と推
進エンジンとの間に設けられる。For this reason, six low-speed motors/generators can be connected to the crankshaft of an M1 engine. If the required size of the electric machine is too large, the reduction gearing can also be integrated between the propulsion engine and the starter. In this case, a flexible clutch is provided between the gearing and the propulsion engine.

実施例に基づいて本発明の詳細な説明する。The present invention will be described in detail based on examples.

（実施例） 第１図は、２本の駆動シャフト１を備えた推進装置を示
している。駆動ジャ７］・の各々は１り変ピツチスクリ
ュー２でつながっている。シャフト１の各々はディーゼ
ル推進エンジン３、例えば低速２サイクルエンジンに直
結されている。２本のシャフト１を使用する代わりに、
もちろん１本だけでもあるいは２本以上使用することも
できる。(Example) FIG. 1 shows a propulsion device equipped with two drive shafts 1. As shown in FIG. Each of the driving jars 7] is connected by a variable pitch screw 2. Each of the shafts 1 is directly connected to a diesel propulsion engine 3, for example a low speed two-stroke engine. Instead of using two shafts 1,
Of course, only one or two or more can be used.

４つまたはそれ以上の発電機５が、母線４で概略的に表
わした船の電気系統に電気を供給するために設置フられ
ている。箇々の発電機５は独ずｌした補助−Ｌレジン６
、すなわち中速または高速の４サイクルエンジンにより
駆動される。これらエンジンが備える能力は、電気エネ
ルギ需要に対しある倍数、例えば１．２５から１．５の
率τ・カバーすることができる大ぎさがある。Four or more generators 5 are installed to supply electricity to the ship's electrical system, represented schematically by busbar 4. Each generator 5 is independently auxiliary L resin 6
That is, it is driven by a medium or high speed four-stroke engine. The capacity of these engines is such that they can cover the electrical energy demand by a certain multiple, for example a factor τ of 1.25 to 1.5.

本発明によれば、２つのモーター／発電機７は船の電気
系統４に連結され、第１図の減速歯車装置８を介してか
または第２図に示すように直接にディーゼル推進エンジ
ン３のクフンクシＶフト９に連結されている。第１図で
は、モーター／発電機７をクシンクシャフトから機械的
に分１１１するために、フレキシブルクラッチ１０が使
われている。According to the invention, the two motors/generators 7 are connected to the ship's electrical system 4, either via a reduction gearing 8 in FIG. 1 or directly to the diesel propulsion engines 3 as shown in FIG. It is connected to Kufunkushi Vft 9. In FIG. 1, a flexible clutch 10 is used to mechanically separate 111 the motor/generator 7 from the sink shaft.

前述したようにエンジン３は最大出力の約９０％を使用
した場合に、必要とされる最大巡行速度を相持できるよ
うに設計されている。As mentioned above, the engine 3 is designed to be able to maintain the required maximum cruising speed when approximately 90% of its maximum output is used.

この出力は第３図の左側のグラフの地点１１に相当して
いる。従って船の速ｒａ　ｖ！囲Ａは推進エンジン単独
でカバーされている。都合の良いことに、動力は例えば
回転数を変えることにより調節することができる。This output corresponds to point 11 on the left graph of FIG. Therefore the speed of the ship! Box A is covered by the propulsion engine alone. Conveniently, the power can be adjusted, for example by varying the rotational speed.

第３図の左側の部分にある地点１１と１２の間では、速
度範囲Ｂに必要な動力はエンジン３だけではカバーでき
ない。本発明によればこの範囲で、モーター／発電機７
はエンジンとしてクランクシレフト９に連結される。Between points 11 and 12 in the left-hand part of FIG. 3, the power required for speed range B cannot be covered by engine 3 alone. According to the invention, in this range the motor/generator 7
is connected to the crankshaft 9 as an engine.

第３図の右側の部分が示すように、地点１１の推進動力
はクランクシャフト速濱（地点１３）に加えられる。前
記クランクシレフト速度は、モーター／発電１１７の同
期達磨ｎ　に一致（第２図）するかまたは調和（第１図
）している。As the right-hand portion of FIG. 3 shows, the propulsive power at point 11 is applied to the crankshaft speed (point 13). The crankshaft speed is matched (FIG. 2) or harmonized (FIG. 1) with the synchronous stroke n of the motor/generator 117.

エンジン３の従来の速度調節装置は、動力がさらに増加
しても回転同期速度は一定に保たれ、必要な動力の増加
はスクリューブレード２のヒップを変える周知の方法で
行なわれている。この方法では船の最大速度１２に必要
な動力が地点１４となり、必要とされる動力Ｃは電気モ
ーター／発電機７かまたは船の電気系統４から供給され
る。Conventional speed regulating devices for the engine 3 maintain the rotational synchronous speed constant even with further increases in power, and the required increase in power is accomplished by changing the hips of the screw blades 2 in a known manner. In this way, the power required for the maximum speed 12 of the ship is at point 14, and the required power C is supplied either from the electric motor/generator 7 or from the ship's electrical system 4.

前述したように、例えば第３図のグラフの地点１５また
は１６のように船の低速時に２サイクルと４サイクルの
エンジン３ど６の効率に大きな差があれば、回転数に代
えてスクリューブレードを調整して調節が行なえ、同時
に回転速度をｎ、か■ らｎｓまで増加させられる。次いで範囲り内でエンジン
３から得られる余剰動力は、モーター／発電機７により
電気■ネルギとして船の電気系統４に供給される。As mentioned above, if there is a large difference in efficiency between the 2-stroke and 4-stroke engines 3 and 6 when the ship is running at low speeds, for example at points 15 and 16 on the graph in Figure 3, the screw blades should be adjusted instead of the rotational speed. Adjustments can be made and at the same time the rotational speed can be increased from n to ns. The surplus power available from the engine 3 within range is then supplied by the motor/generator 7 as electrical energy to the ship's electrical system 4.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は、新規な推進装置の概略図である。 第２図は、第１図の一部の変更例をポす。 第３図は、縦軸に必要とする推進動力Ｐをプロットし、
また横軸が船の速ｍＶ、（左側）と推進エンジンクラン
クシャフトｎｋ　（右側）の速度を示しているグラフで
ある。 １・・・・・・駆動シャフト ２・・・・・・可変ピッチスクリュー ３・・・・・・ディーゼル推進エンジン４・・・・・・
電気系統 ５・・・・・・発電機 ６・・・・・・補助エンジン ７・・・・・・モーター／発電機 ８・・・・・・減速歯車装置FIG. 1 is a schematic diagram of the novel propulsion device. FIG. 2 shows a partial modification of FIG. 1. In Figure 3, the required propulsive power P is plotted on the vertical axis,
In addition, the horizontal axis is a graph showing the speed of the ship mV (left side) and the speed of the propulsion engine crankshaft nk (right side). 1... Drive shaft 2... Variable pitch screw 3... Diesel propulsion engine 4...
Electrical system 5... Generator 6... Auxiliary engine 7... Motor/generator 8... Reduction gear device

Claims (6)

【特許請求の範囲】[Claims] （１）船舶の推進装置、とりわけ客船用の推進装置にし
て、当該推進装置は少なくとも１本の駆動シャフトを有
し、この駆動シャフトは、推進エンジンとして働く低速
の２サイクルディーゼルエンジンに直結された可変ピッ
チプロペラを備え、またこの推進装置は、電気エネルギ
を作り出すために設けられている発電機を各々が駆動す
る少なくとも２つの補助ディーゼルエンジンを有してい
る推進装置において、電気モーター／発電機（７）が船
の電気系統（４）と筒々の推進ディーゼルエンジン（３
）との間に配置され、船の電気系統（４）から動力の供
給を受け、この動力を推進ディーゼルエンジン（３）の
クランクシャフト（９）を経て駆動シャフト（１）に供
給するか、あるいは余剰の駆動動力を船の電気系統（４
）に送ることを特徴とする船舶の推進装置。(1) A propulsion system for a ship, especially a passenger ship, which has at least one drive shaft, which drive shaft is directly connected to a low-speed two-stroke diesel engine serving as a propulsion engine. An electric motor/generator ( 7) is the ship's electrical system (4) and the cylindrical propulsion diesel engine (3).
), which receives power from the ship's electrical system (4) and supplies this power to the drive shaft (1) via the crankshaft (9) of the propulsion diesel engine (3), or The surplus driving power is transferred to the ship's electrical system (4
). （２）減速歯車装置（８）が推進ディーゼルエンジン（
３）とモーター／発電機（７）との間に配置されている
ことを特徴とする特許請求の範囲第１項に記載の推進装
置。(2) The reduction gear device (8) is connected to the propulsion diesel engine (
3) and a motor/generator (7). （３）クラッチ（１０）が推進ディーゼルエンジン（３
）とモーター／発電機（７）との間に配置されているこ
とを特徴とする特許請求の範囲第２項に記載の推進装置
。(3) The clutch (10) is connected to the propulsion diesel engine (3)
) and a motor/generator (7). （４）モーター／発電機（７）と推進ディーゼルエンジ
ン（３）が、付属の駆動シャフト（１）に対して直列に
配置されていることを特徴とする特許請求の範囲第１項
に記載の推進装置。(4) The motor/generator (7) and the propulsion diesel engine (3) are arranged in series with respect to the associated drive shaft (1). Propulsion device. （５）モーター／発電機（７）が同期式機械であること
を特徴とする特許請求の範囲第１項から第４項のいずれ
か一つの項に記載の推進装置。(5) A propulsion device according to any one of claims 1 to 4, characterized in that the motor/generator (7) is a synchronous machine. （６）モーター／発電機（７）の同期速度（ｎ＿ｓ）に
到達した後、動力は可変ピッチプロペラ（２）のブレー
ドを調節することにより変えられることを特徴とする特
許請求の範囲第１項から第５項のいずれか一つの項に記
載の推進装置。(6) After reaching the synchronous speed (n_s) of the motor/generator (7), the power is varied by adjusting the blades of the variable pitch propeller (2) The propulsion device according to any one of paragraphs 5 to 6.
JP61175859A 1985-09-03 1986-07-28 Propeller for ship Pending JPS6255294A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH3778/85-0 1985-09-03
CH3778/85A CH667627A5 (en) 1985-09-03 1985-09-03 SHIP DRIVE.

Publications (1)

Publication Number Publication Date
JPS6255294A true JPS6255294A (en) 1987-03-10

Family

ID=4263285

Family Applications (1)

Application Number Title Priority Date Filing Date
JP61175859A Pending JPS6255294A (en) 1985-09-03 1986-07-28 Propeller for ship

Country Status (10)

Country Link
EP (1) EP0217049B1 (en)
JP (1) JPS6255294A (en)
KR (1) KR940001623B1 (en)
CN (1) CN1005477B (en)
CA (1) CA1266205A (en)
CH (1) CH667627A5 (en)
DE (2) DE3531990A1 (en)
DK (1) DK161629C (en)
FI (1) FI86395C (en)
NO (1) NO863515L (en)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009521363A (en) * 2005-12-27 2009-06-04 シーメンス アクチエンゲゼルシヤフト Method for operating a ship energy system and energy system suitable for this method
JP2010004636A (en) * 2008-06-19 2010-01-07 Mitsubishi Heavy Ind Ltd Controller and control method of rotating machine, and rotating machine unit equipped with controller
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JP2010004636A (en) * 2008-06-19 2010-01-07 Mitsubishi Heavy Ind Ltd Controller and control method of rotating machine, and rotating machine unit equipped with controller
JP2014058308A (en) * 2013-10-23 2014-04-03 Mitsubishi Heavy Ind Ltd Vessel
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CN86104882A (en) 1987-03-04
FI862905A0 (en) 1986-07-10
DK311686A (en) 1987-03-04
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EP0217049A2 (en) 1987-04-08
NO863515L (en) 1987-03-04
FI86395B (en) 1992-05-15
FI86395C (en) 1992-08-25
CA1266205A (en) 1990-02-27
DE3531990A1 (en) 1987-03-12
DK161629B (en) 1991-07-29
NO863515D0 (en) 1986-09-02
DK161629C (en) 1996-06-24
FI862905A (en) 1987-03-04
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EP0217049A3 (en) 1987-09-02
KR940001623B1 (en) 1994-02-28
DE3661812D1 (en) 1989-02-23
CN1005477B (en) 1989-10-18
CH667627A5 (en) 1988-10-31

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