Main Diesel Engine Research Articles

交流―直流電気推進システムのシミュレーション (III)

It is presented a method to estimate dynamic characteristics of ac-dc electric propulsion system for designing to meet given specifications. The system of model ship is composed of each one element such as a main diesel engine, ac generator, rectifier circuit and do propulsion motor.Simulation techniques on both thyristor Leonard and diode-Leonard system are introduced. It is also discussed on ideas to control each Leonard system.Numerical results interested in crush astern operation at running harbor-full speed, are calculated on both cases of diode and thyristor Leonard system. Controllabilities of both systems on the model ship, since making a straight drive, have little difference with regard to transient vessel speed and distance to stop.

ディーゼル主機関の保守整備における統計的傾向について

So far many papers on the results of the failure and the maintenance of the Marine Engine Systems have been reported. Among them, the SR-85 report which was made a thorough investigation of the marine use mechanical devices by the Shipbuilding Research Association of Japan for a period of four years from 1966 to 1969, is one of the most important results in the viewpoint of the Reliability and Maintenability (R&M) of ships. After that, many authors including T. Hashimoto, et al., have investigated the statistical characteristics of the R & M of the marine engine systems.In the present article, the important results obtained till now are summarized and on the basis of the results, the statistical trends are considered. Then, the statistical characteristics of the R & M of the main diesel engine in the latter half of 1970's are made newly clear by comparing the results in the latter half of 1960's.

運航計画と省エネルギー対策

At the point of marine engineering technology view, the shipping project is to be the kinetic energy planning.To move the some weight cargo with the some speed, and to transport most economically from ports to ports, it should be studied the problem of kinetic energy, and we must consider that the shipping project must be the planning of the energy converting from thermal calorific fuel oil energy to the kinetic moving energy.So, routine works of the shipping project to be the save energy planning.And the practical work of the shipping project is to research what is the most efficient method to change the calorific energy of fuel oil unto the kinetic energy.Thus, save energy planning to be the most important object for the shipping project.At present, Diesel engine has the best thermal efficiency for the method of fabricating kinetic energy from fuel oil calorific energy.But, at the recent oil crisis, we must consider more seriously the save energy plan at the standpoint of new circumstances.Now, author presents following new save energy plans as the shipping technical references.(1) Practical save energy plan for sailing(2) Super sonic under water cleaning apparatus for the low speed large dia propeller.(3) Emersion treatment method of more heavy C oil for marine Diesel engines.(4) Super sonic filtering apparatus for catalysis powders of cracking residual heavy oil.(5) Slow propulsion safety apparatus for main Diesel engine.

A QUARTER‐MILLION POUND REPAIR BILL

SYNOPSIS LOGICAL theories can be postulated for the escalation in incidents of marine main diesel engine lubricant malfunction and associated corrosion. If they are correct, the forecast is temporarily gloomy, until preventive measures become generally used and some long term reformulations are carried out. A number of early‐warning signs can now be recognized. On‐board microbiological tests have proved of great value; biocides are now known which can protect oils in use and many infected systems have been successfully sterilized. Other “straight” oil infections are discussed briefly but as yet the financial implications of other known infections are less pressing.

ディーゼル船主機関潤滑油系統の計画資料

This report is intended for presenting information of lubricating oil system for motor ships especially to the marine engineers who are engaged in the initial planning of machinery.Though, in general, the design of lubricating oil system, including relevant auxiliary machinery, is peculiar to kind and type of main engine and shipyard, we have gathered information through questionnaire from various shipowners and shipbuilders about 2-cycle and 4-cycle main diesel engines for merchant ships, and on its basis, we have prepared this report.

ディーゼル主機関予防保全システム

Advances in ship automation systems in recent years have resulted in lower manpower requirements on board, especially in engine rooms. Fewer crew members and shorter service time on board, however, have raised new problems i.e. less attention paid to engine performance and maintenance compared to more fully manned conventional ships. Furthermore, shipowners and engine builders have not been able to properly forecast possible engine troubles or schedule maintenance programs for individual ships based on data accumulated on a large number of ships in service.In response to this problem, Yamashita-Shinnihon Steamship Co., Ltd. and Hitachi Zosen have jointly developed a new maintenance system for main diesel engines combining the expertise and experience of both a ship operator and engine builder, respectively.The objective of the system is to maintain in-service engines in satisfactory working condition at all times to promote the safety and operational rates of ships. The system is designed to keep the latest information on the operational status and condition of each main engine, and to determine maintenance schedules, parts supplies and provide technical data from the standpoint of preventive maintenance.The new system comprises two sub-systems. The first is a Data Processing system which centrally controls and processes all incoming information by a large computer. The second is an Operations System, which gives the final output using the data analyzed and processed in the Data Processing system to provide information on technical data, maintenance, repair work and parts supplies for each engine.

Proposal of new method for ship generator and its experimental results

In order to reduce the initial cost and the running cost of vessels, the author proposes that Shibata Reducer system will be applied to ship generator. This proposed method is that D. C. or A. C. is supplied on the terminal of the primary winding of the wound rotor induction motor driven by the propelling shaft, and the electric power taken from the secondary output terminal of the induction motor is supplied to a motor generator which is composed of a D. C. motor and a synchronous generator ; i. e. a ship generator. In this case the above wound rotor induction motor can be used as either a motor or a generator. By the above system, A. C. power having a constant cycle can be obtained as an electric power source in the ship, and the fuel saving can be done in the case of ocean going. The above system has also the advantage that (1) the main diesel engine can be started by the above induction motor, (2) it does not require a turning motor, (3) the cost of the ship generator may be reduced, etc.As the electric control system similar to the above was already used in a 1500 _??_ cutter motor of dredger, the author introduces the test results in this paper.

汐路丸デイーゼル主機関自動調速系の解析(日本航海学会第21回講演会)

汐路丸デイーゼル主機関自動調速系の解析(日本航海学会第21回講演会)

Application of the a. c. system for the auxiliaries on the small carge ship

It is said that electrification of the auxiliaries on small cargo ship is more usefulthan that of steam drive.The O.S.K steamer “Ondo Maru”(680 gross tons) had installed a main diesel engine=of 600 B.H.P., steam driven auxiliary engines and an oil burning boiler. The fuel consumption was too much and so the next ship of same type“Mihara Maru”had installedthe electric driven auxiliaries of d.c. system, and got good result.These valuable experiences tell us that the electrification is more useful than steam drive, The electrification of the auxiliaries had almost adapted the d.c. system, by the reasonthat the characteristics for winch and windlass are more suitable than a. c. system. Therefore, the a.c. system for auxiliaries of cargo ship has been disregarded.However, it is considered that the a.c. system for the auxiliaries of small cargo shipis worth studing.Now, our company decided to build two small cargo ships of “F”type (about 510gross tons) and I am planning the electrification of the a. c. 230 volts, 60 cycles, 3 phase, for the auxiliaries.Here we call, temporarily, the ship less than 500 gross tons, as the “small cargoship”. The ship of “F”type is installed a main Diesel engine of 550 B.H.P. and followingauxiliares, The generater for the source of these auxiliaries are two sets of 55 k.v.a. which are drived by a Diesel engine respectively.(a) Winches 4 sets of 15 k.w.(b) Windlass 1 _??_(c) Capstan 1 _??_ 2 k.w.(d) Pumps 6 _??_ of 0.75 to 5 k.w. There are other electric installations as follows:(a) Room heaters.(b) Ordinary illuminating lamps and navigating lamps etc.(c) Wireless telegraphy.(d) Radio direction finder.(e) Echo sounding equipment.The electrification of winch, windlass and capstan by the induction motors of polechange wound rotor type, shall have many points of consideration.In this paper, it is concluded that the electrification of the auxiliaries on small cargo ship by a.c. system is rather suitable for quick building of ship, and cheapness ofequipments and easy maintenance of auxiliaries.