JP5227372B2 - Ship propulsion system - Google Patents

Description

  The present invention relates to a marine propulsion system including a crosshead type large two-cycle diesel engine.

  Large two-cycle diesel engines for marine propulsion are complex engines that form the core of marine power and propulsion systems and include a series of auxiliary equipment.

  These low speed large two cycle crosshead diesel engines are very large and extremely efficient. The largest engine generates about 100,000kW at 94rpm, is 33 meters long and weighs 3,500 tons.

  These engines are accompanied by an auxiliary diesel engine that drives a generator (so-called power generation equipment). The power generation facility supplies electric power and heat when the engine is stopped and started.

  Auxiliary devices of a two-cycle diesel engine include, for example, a high-pressure hydraulic pump, an air pump (compressor), a lubricating oil pump, a fuel oil supply pump, a fuel oil circulation pump, a seawater pump, a jacket water pump, a central water pump, and an auxiliary A blower is mentioned.

  Many of the auxiliary devices on the list are electric, such as auxiliary blowers, or large two-cycle diesel engines using mechanical transmissions (ie chains or gears) as in the case of high pressure hydraulic pumps or pump stations The power is extracted from the crankshaft.

  The electronically controlled large two-cycle diesel engine has a hydraulically operated exhaust valve and uses a considerable amount of hydraulic power during engine operation (approximately 1.5-2% of crankshaft power).

  A small amount of hydraulic pressure is required during engine startup. Thus, a smaller electric hydraulic pump or pump station provides hydraulic power during engine startup. Since the engine is started by pressurizing the cylinder with compressed air, at least a portion of the air pump is electric. The electrical energy for the electric motor that drives these hydraulic and air pumps is supplied by a power generation facility. The power generation facility keeps the large two-cycle diesel engine warm while the engine is stopped and also supplies electrical energy to circulate heavy oil in the fuel conduit and storage. The power generation facility also provides heat and power used on the ship by various consumer equipment such as cargo cooling systems, electrical equipment lighting and power for power supply during engine shutdown.

  Mechanical power extraction from the crankshaft of a large two-cycle diesel engine to drive an auxiliary device is interesting from a fuel efficiency standpoint because energy is generated with high efficiency in the crankshaft of a large two-cycle diesel engine. is there. However, mechanical power extraction from the crankshaft can only be used where a simple and direct connection between the auxiliary device and the crankshaft is possible, and for an auxiliary device that consumes a relatively small amount of energy. Is not very useful. For example, auxiliary blowers that assist in scavenging air while operating a large two-cycle diesel engine at low loads (less than 40-50% of the maximum rating) are complex machines that connect their location to the crankshaft. Because it requires an electric transmission, it is generally operated with an electric motor. The amount of power consumed by the auxiliary blower is very large, generally in the range of 1.8-2.3% of the maximum rating of a large two-cycle diesel engine. Another disadvantage of power extracted from the crankshaft is that high gear ratios are required to increase the low crankshaft speed (up to 100-200 rpm) to the substantially faster speed that most of the auxiliary equipment requires It can be. Such a high gear ratio further complicates the transmission between the crankshaft and the power consuming equipment and is therefore expensive.

  Electric motors are used where the local flexibility and relative ease of providing a connection between the power source and the electric motor that drives the auxiliary device is evident, such as an auxiliary blower.

  The largest two-cycle diesel engine is huge, and a single engine can generate over 100,000 kW. The electric motor that drives the auxiliary device consumes only a part of the engine crankshaft power, but is absolutely a large electric motor. For example, a MAN B & W Diesel 12K98MC-C with a maximum rating of 68,520 kW has four electric motors, each of 155 kW, to drive four auxiliary blowers. Large electric motors with such power are relatively expensive devices. These high prices are caused by the low production volume and cooling problems associated with large electric motors. Ultra-compact and sealed electric motors are inherently difficult to cool. For those that exceed a certain engine size, air cooling is not sufficient. Thus, most electric motors used to power the auxiliary equipment of large two-cycle diesel engines are oil cooled. In addition, insurance companies are demanding that electric motors over 500kW be certified, which has significantly increased the market price of electric motors.

  This size electric motor is generally an asynchronous motor. Since the thyristor-based variable frequency AC converters required to variably control the speed of these electric motors are very expensive, these motors are generally controlled only in an on / off manner. In the case of an auxiliary blower, this means that the auxiliary blower must be operated at full speed, even if the main engine does not require the full output of the auxiliary blower. As a result, even when less power is required to drive the auxiliary blower, energy is simply wasted because the electric motor is operating at full power. Such energy waste can only be avoided so far by investing in the above-mentioned very expensive electrical devices.

  Asynchronous electric motors can only operate at a predetermined speed based on the frequency of the AC current system employed (50 or 60 Hz), and these rotational speeds rarely match the optimal rotational speed of the auxiliary blower. Thus, in practice, auxiliary blowers often operate at sub-optimal speeds.

  Due to the relatively high starting current, the auxiliary blower starts in sequence at intervals of 6-10 seconds in the middle.

  As a result, the electrical cables for connecting electric engines, generators, or control devices are relatively large, and the arrangement of these cables largely follows safety-related standards, resulting in planning. Is complicated and expensive to implement.

  Most modern ocean-going vessels have a single engine that drives a large propeller. For ocean-going vessels, the difficulty of maneuvering with a defective main engine is a very dangerous thing to avoid. Therefore, the large two-cycle diesel engine for ship propulsion is configured to be an extremely reliable engine. However, since there is no configuration that does not fail at all, in recent years there has been an increasing demand for duplex or at least a minimum amount of feedback power in case the main engine fails. This object can be achieved by incorporating two small engines in parallel in the ship instead of one large engine so as to provide adequate duplication. However, in view of fuel efficiency and operating costs, it is not attractive to incorporate two small engines in a ship instead of one large engine. The propeller efficiency is also higher for a single large propeller than for two small propellers.

  From such a background, an object of the present invention is to provide a large-sized two-cycle diesel engine for a marine vessel with improved power supply to an auxiliary device.

  The object is to provide one or more auxiliary blowers for scavenging the cylinder at low engine loads and one or more hydraulic pumps for supplying pressurized fluid to the hydraulic system and / or lubrication system and / or fuel system. A turbocharged crosshead large multi-cylinder two-cycle diesel engine comprising a pump station, and the one or more auxiliary blowers and one or more electric motors driving the one or more hydraulic pumps or pump stations. Achieved by providing.

  Another object of the present invention is to provide an improved power supply for a hydraulic valve actuator of a large two-cycle diesel engine.

  The purpose is to remove one or more auxiliary blowers for scavenging the cylinder at low engine load relative to a high engine load when one or more turbochargers scavenge the cylinder, and from an electric motor and / or crankshaft A turbocharged crosshead large multi-purpose vehicle with a hydraulic pump or pump station driven by a separate diesel engine and / or a separate diesel engine and one or more hydraulic motors driving the one or more auxiliary blowers This is accomplished by providing a cylinder two-cycle diesel engine.

  Another object of the present invention is to provide an improved power supply for a hydraulic valve actuator of a large two-cycle diesel engine.

  The object is from a turbocharged large multi-cylinder two-cycle diesel engine with a turbocharged crosshead and one or more auxiliary diesel generators for supplying the turbocharged large multi-cylinder two-cycle diesel engine and / or power. By one or more generators powered by the extracted power, one or more auxiliary blowers driven by a hydraulic motor for scavenging the cylinder at low loads, and an electric motor for supplying high pressure fuel oil A propulsion system for a large ocean-going vessel comprising one or more high-pressure pumps or high-pressure pump stations to be powered and a hydraulic valve actuator for operating an exhaust valve, the hydraulic valve actuator and One or more of the hydraulic motors may be one or more of the one or more high pressure pumps or high pressure pumps. It is operated with a high-pressure fuel oil supplied by Shon, by providing a propulsion system is achieved.

  Yet another object of the present invention is to provide a large two-cycle marine propulsion system with improved failsafe functionality.

  The object includes a crosshead type large two-cycle diesel engine connected to a propeller via a drive shaft, and a prime mover and a generator for generating electric power regardless of the operating state of the large two-cycle diesel engine 1 One or more power generation facilities, a high-pressure hydraulic pump station or pump driven by one or more electric motors, and the drive shaft or the drive shaft for providing return power when the large two-cycle diesel engine fails This is accomplished by providing a propulsion system for a large ocean-going vessel comprising a hydraulic piston motor connectable to a propeller shaft.

  Yet another object of the present invention is to provide a propulsion system for a large ocean-going vessel with a hydraulic supply system with improved flexibility and efficiency.

  The object includes a crosshead type large two-cycle diesel engine connected to a propeller via a drive shaft, and a prime mover and a generator for generating electric power regardless of the operating state of the large two-cycle diesel engine 1 One or more power generation facilities and one or more high-pressure hydraulic pump stations or pumps driven by an auxiliary diesel motor for generating high pressure to the high pressure hydraulic oil consuming equipment associated with the large two-cycle engine This is accomplished by providing a propulsion system for large ocean-going vessels.

  By using an auxiliary diesel motor to drive a high pressure pump or pump station, hydraulic power can be generated directly from the prime mover, as opposed to via a generator and motor, but still a large two-cycle diesel engine It is possible to provide hydraulic power regardless of the operating state.

  Yet another object of the present invention is to provide a propulsion system for a large ocean-going vessel with an improved system for driving auxiliary equipment associated with the large two-cycle diesel engine.

  The object is to provide a crosshead type large two-cycle uniflow diesel engine connected to a propeller via a drive shaft, a high-pressure pump or pump station for supplying high-pressure hydraulic oil, each cylinder comprising at least one exhaust valve, For a large ocean-going vessel comprising a plurality of cylinders comprising a hydraulic valve actuator for actuating at least one exhaust valve and a plurality of auxiliary devices associated with the large two-cycle diesel engine driven by rotational power Wherein at least one or more of the plurality of auxiliary devices is achieved by providing a propulsion system driven by a capacitive motor operating with high pressure hydraulic fluid.

  By using a hydraulic motor as opposed to an electric motor, the amount of power used by the hydraulic motor and the speed at which it is supplied can be controlled more accurately and flexibly than with an electric motor, thus increasing efficiency. Can be made.

  Further objects, functions, advantages and characteristics of the marine propulsion system and engine according to the present invention will become apparent from the following detailed description.

Detailed description

  In the following detailed part of the specification, the invention will be described in more detail with reference to the exemplary embodiments shown in the drawings.

  In the following detailed description, a propulsion system for an ocean-going vessel including a crosshead large two-cycle diesel engine will be described by a preferred embodiment.

  FIGS. 1 and 2 are views showing a crosshead type large low-speed two-cycle in-line diesel engine 10 having a piston diameter of 98 cm, which is the core of the propulsion system. These engines typically have 6 to 16 cylinders in series. FIG. 1 shows a side view of an 8-cylinder engine 10 along with auxiliary lines that outline the 9, 10, 11, and 12 cylinder versions of the engine. Below the engine 10, a metric scale is shown, representing the absolute size of these engines ranging from about 18 meters (8 cylinders) to 28 meters (14 cylinders) in length.

  The engine is assembled from a base plate 11 with a main bearing for the crankshaft 1 (FIG. 2). The base plate 11 is divided into suitable sized parts according to available production equipment.

  Referring to the features shown in dashed lines in FIG. 2, the engine includes a piston 28 that is coupled to the crosshead 24 via a piston rod 29. The cross head 24 is guided by the guide surface 23. The connecting rod 30 connects the cross head 24 and the crank pin of the crankshaft 1.

  A welded design A-shaped crankcase frame 12 is placed on a base plate 11. The cylinder frame 13 is placed on the crankcase frame 12. A retaining bolt (not shown) connects the base plate 11 to the cylinder frame 13 and maintains its structure in a unified manner. The cylinder 14 is carried by the cylinder frame 13. The discharge valve assembly 15 is placed on top of each cylinder 14. The cylinder frame 13 also carries a fuel injection system 19, an exhaust gas receiver 16, a turbocharger 17, and a scavenging receiver 18. The turbocharger 17 supplies air to the scavenging receiver. A cooler (not shown) and an auxiliary blower 18 a are disposed between each turbocharger 17 and the scavenge receiver 18. During engine operation, auxiliary blower 18a is automatically started each time the engine load drops to 30-40% and continues to operate until the load exceeds approximately 40-50%. A signal from a pressure switch (not shown) controls the activation of the auxiliary blower. When the engine load exceeds 30 to 50% of the maximum continuous rating of the engine, the turbocharger 17 supplies sufficient air alone to the intake port 18. At lower loads, the auxiliary blower 18a supplies all or part of the required scavenging amount to the intake port 18.

  The crankcase frame 12 connects the outer walls 22 of the crankcase frame 12 extending in the longitudinal direction to each other and penetrates the transverse wall extending from the upper part to the lower part of the A-type crankcase frame 12 in order to increase the transverse rigidity. In the form of a plate 21, a stiffener is provided between each cylinder.

  A vertical guide surface 23 (FIG. 2) for receiving a lateral force acting on the cross head 24 is placed on the lateral plate 21 by welding, for example. The back surface of each guide surface 23 is supported by a vertically extending auxiliary wall 25 that connects the guide surface 23 and the lateral plate 21. The guide surface 23, the auxiliary wall 25, and the horizontal plate wall 21 form a hollow shape with high torsional rigidity that receives the retaining bolt 26.

  FIG. 3 is a diagram showing the stern of the ship 1 provided with a part of the cargo space 2 and the engine room 3 in a typical arrangement. The large two-cycle engine 10 is arranged directly behind the wall separating the engine room 3 from the cargo space 2. The drive shaft 5 (also referred to as an intermediate shaft) connects the output shaft of the engine 4 and the propeller shaft 6 that drives the propeller 7. The drive shaft 5 may be shorter than that shown.

Propulsion systems and large two-stroke engines include, for example:
Electrical systems,
・ Hydraulic power supply system,
・ Heavy oil system,
Lubrication and cooling oil systems,
・ Cylinder lubrication system,
・ Cooling water system,
・ Central cooling water system,
Start and control air system,
・ Scavenging system,
• A series of auxiliary systems such as an exhaust gas system and a steering system are required.

  These systems only detail the scope necessary to understand the present invention. In particular, the power consumption and / or supply system will be described in more detail. All of these systems include electronically controlled components such as valves and motors controlled by one or more electronic controllers or computers (not shown).

  Apart from the power for propulsion, the generation of power consumes the most fuel on board, followed by the high pressure hydraulic system in the electronically controlled engine.

  A first embodiment of a marine propulsion system according to the present invention is illustrated by a schematic diagram of components and connections between the marine propulsion system of FIG. 4a. The propulsion system includes an electrically controlled two-cycle engine 10. Electric power is generated by the two power generation facilities 40. The power generation facility includes a four-cycle diesel engine connected to a generator. Although two power generation facilities 40 are shown in FIG. 4, it can be one large power generation facility or two or more small power generation facilities. The power generation facility 40 also supplies power when the large two-cycle engine 10 is not running, for example when the ship is anchored at the port. When the large two-cycle engine 10 is not running, the power generation facility supplies the heat necessary to prevent the heavy oil in the fuel oil system from hardening (heavy oil will not flow below 40 ° C).

  A high pressure pump station 44 (represented by a single variable displacement pump, but can also include one or more pumps) supplies high pressure fuel oil to the common rail 45 via line 47. The pump station 44 is driven by an electric motor 43 that receives electric power from the power generation facility 40. An accumulator 48 (shown as a single accumulator, but may be formed of multiple accumulators) is connected to the conduit 47 to equalize the pressure change.

  The pipe 50 branches from the pipe 47 downstream of the common rail 45 and supplies high-pressure fuel oil to a variable stroke positive displacement motor 49 that drives the auxiliary blower 18a. The amount of power required by the auxiliary blower 18a changes, reaches the maximum just below the intermediate load level of the large two-cycle diesel engine 10, and becomes zero when it exceeds 40 to 45% of the maximum continuous rating of the large two-cycle diesel engine 10 . With variable stroke, the motor 49 can supply the required amount of power not exceeding it to the auxiliary blower 18a at all load levels of the large two-stroke diesel engine 10. The hydraulic motor 49 can be easily configured to drive them at the optimal rotational speed of the auxiliary blower 18a, so by using the hydraulic motor 49 to drive the auxiliary blower 18a, the capacity of the auxiliary blower from an energy efficiency standpoint. Can be determined optimally.

  In the illustrated embodiment, heavy oil in the common rail 45 is not only supplied to an injector (not shown) that injects fuel oil into the cylinder 14 (FIGS. 1 and 2), but also the exhaust valve assembly 15 (FIG. It is also supplied to a hydraulic actuator (not shown) in the exhaust valve assembly for powering 1, 2). A hydraulic actuator (not shown) supplies an opening force to the exhaust valve (as such) and eliminates a separate hydraulic system by operating the exhaust valve with heavy oil instead of dedicated hydraulic oil Can do. It should be noted that all of the above embodiments can be easily modified to include separate high pressure hydraulic systems, for example, for powering an exhaust valve actuator and a high pressure fuel system each having a pump and an electric drive motor. I want to be understood.

  Lines including respective electronic control valves (not shown) connect the fuel injectors and exhaust valve actuators to the common rail 45. The return hydraulic oil from the valve actuator is guided to the tank 42 via the pipe 46.

  The pipe line 52 connects the common rail 45 and the hydraulic motor 53. The electronic control valve 51 is disposed in a conduit 52 for controlling the flow rate of pressurized heavy oil to the hydraulic motor 53. The hydraulic motor 53 functions as an emergency motor, ie, a so-called “take home” motor, and propels the ship when the large two-cycle diesel engine 10 fails. The hydraulic motor 53 is connected to the drive shaft 5 by a gear box 57. The clutch 56 allows the hydraulic motor to be connected to the drive shaft 5 (when operated as a return motor) or disconnected from the drive shaft 5 (when the large two-cycle diesel engine is in operation). The hydraulic motor is of the low speed type with an operating range of 0-20-40 for the largest known type of marine propulsion system, for example, so that the gear ratio of the gearbox can be approximately 1 or 1. It can be.

  A clutch 59 including an axial bearing is disposed between the drive shaft 5 and the output shaft of the large two-cycle diesel engine 10. The clutch 59 is connected when the large two-cycle diesel engine is in operation so that the hydraulic motor 53 drives the propeller 7 without the need to rotate the large two-cycle diesel engine 10, and the large two-cycle diesel engine has failed. Sometimes disconnected. The axial bearings in the clutch 59 are dimensioned to withstand the axial forces generated by the propulsion forces generated by the propeller 7 during emergency operation (these axial forces are greater than those generated during normal operation). Substantially low and addressed by axial bearings in the large two-cycle diesel engine 10).

  The propulsion system according to this embodiment is always included in a conventional propulsion system for supplying hydraulic power during engine start-up because the electric hydraulic pump station can be operated when the large two-cycle engine is not in operation. No starter pump system is required.

〔Example〕
[Propulsion system for large container ships]
The large two-cycle engine is the MAN B & W Diesel 12K98ME-C, which has an internal diameter of 98 cm, a short stroke (approximately 2.8), and 12 cylinders, and is electronically controlled (as opposed to the camshaft control). This engine has a maximum continuous rating of 68,520kW at 104rpm.

  Apart from the power for propulsion, the generation of power consumes the most fuel on board. The required power capacity depends on the ship's details, for example in relation to the power required to cool the load, typically 4-10%, the lower of this range being used for conventional bulk carriers The higher one is used for the latest container ships and cooling ships. Therefore, in this embodiment, the amount of power for generating electric power is 2740 to 6850 kW.

  The hydraulic power supply system must be able to supply 1360kW with 110% load. In order to ensure a safe margin, the pump station 44 has a maximum output of 1500 kW.

  FIG. 4b shows a second embodiment of the present invention, but the hollow output shaft 54 fitted directly to the main drive shaft 5 so that the hydraulic motor 53 can omit the gearbox and clutch. The first embodiment is the same as the first embodiment except that it is a low-speed hydraulic motor equipped with (described in detail below with reference to FIG. 6).

  FIG. 5 is a graph showing the hydraulic power consumption of the exhaust valve actuator as a solid line, the power consumption of the hydraulic motor 49 driving the auxiliary blower 18a as a broken line, and the combined hydraulic consumption as a dashed line. At 45% load, the power required for the auxiliary blower reaches 620kW. At higher loads, the turbocharger 17 takes over, and the hydraulic motor 49 is stopped by adjusting the discharge amount to zero or by interrupting the flow of pressurization to the hydraulic motor 49. At a load of 45% or less, the discharge amount of the hydraulic motor 49 is adjusted so that the hydraulic motor 49 accurately supplies the required amount of power to the auxiliary blower 18a.

  The valve actuator consumes 716kW at 45% load, the combined consumption at 45% load reaches 1336kW, and again reaches 1336kW at 110% load.

[Emergency operation]
The control valve 51 (FIGS. 4a and 4b) is switched to the open position when the large two-cycle diesel engine 10 fails and emergency or “return” power is required to propel the ship. Thus, in effect, the entire power of the pump or pump station 44 is supplied to the hydraulic motor 53. Clutch 56 is connected and clutch 59 is disconnected (in the embodiment according to FIG. 4b, no clutch is connected / disconnected).

  According to the second embodiment, the hydraulic motor 53 is a low-speed displacement engine having a plurality of star-shaped or fan-shaped cylinders as shown in FIG. It should be noted that other types of hydraulic motors can be arranged. The hydraulic piston motor 53 includes a roller cage piston 71 integrally formed as a roller cage portion 72 and a piston portion 73. The roller cage piston 71 moves in a cylinder 75 arranged in the cylinder block 76. Each roller cage piston 71 presses the roller 77 against the internal cam curve 78 so that torque is generated on the cylinder block 76 and the cam curve 78. Inside the cylinder block 76, there is a rotatable slide 79 for distributing the high-pressure fuel oil 80 to the cylinders. This type of motor can deliver high torque at low speed, for example, 636,000 Nm (2055 kW) at about 30 rpm.

  Ships equipped with a 12K98ME-C engine generally require a propeller speed of about 30 rpm to provide a minimum speed (4-5 knots) and operational capability under sea emergency conditions. The torque required to drive a propeller at 30 rpm on a ship equipped with a 12K98ME-C engine is approximately 636,000 Nm (2055 kW).

  The required propeller speed depends on the type of ship. For a container ship with a maximum cruise speed of about 25-26 knots at 104 rpm, a speed of 4-5 knots is obtained with a propeller speed of about 26 rpm, while a bulk carrier with a cruise speed of 14-15 knots at 104 rpm Or in the case of a tanker, a propeller speed of about 34 rpm is required to maintain a speed of 4-5 knots (note that the vessel may be slowed by waves or headwinds).

  According to an embodiment not shown, the function of the auxiliary blower can be taken over by one or more turbochargers by being driven by a hydraulic motor at low engine loads. The additional power applied to the turbocharger via the hydraulic motor causes the turbocharger to generate sufficient scavenging even at low engine loads. Thereby, the auxiliary blower can be omitted entirely. During high engine loads, excess energy in the turbocharger can be converted to hydraulic energy by operating a hydraulic motor coupled to the turbocharger as a hydraulic pump, according to a preferred embodiment. Therefore, the surplus energy of the turbocharger at the time of high load of the large two-cycle engine can be regenerated and used in a hydraulic system that requires the highest input at the time of high engine load.

  A third preferred embodiment of a marine propulsion system according to the present invention is illustrated by a schematic diagram of components and connections between the marine propulsion system of FIG. The propulsion system includes an electrically controlled two-cycle engine 10. Electric power is generated by a power generation facility 40 and a generator 61 driven by power extracted from the crankshaft via a mechanical transmission 63. The power generation facility 40 includes a four-cycle diesel engine connected to a generator having a lower capacity than the generator 61. The generator 40 supplies power when the large two-cycle engine 10 is not moving, for example, when the ship is anchored at the port, and can support the large generator 61 under the maximum load. is there. When the large two-cycle engine 10 is not running, the power generation facility also supplies the heat necessary to prevent the heavy oil in the fuel oil system from hardening (heavy oil will not flow below 40 ° C).

  A high pressure pump station 65 (represented by a single variable displacement pump, but may include one or more pumps) supplies high pressure fuel oil to the common rail 45 via line 47. The pump station 65 is driven by an electric drive motor 64 that receives electric power from the power generation facility 40. An accumulator 48 (shown as a single accumulator, but may be formed of multiple accumulators) is connected to the conduit 47 to equalize the pressure change.

  The amount of power required by the auxiliary blower 18a changes, reaches the maximum just below the intermediate load level of the large two-cycle diesel engine 10, and becomes zero when it exceeds 40 to 45% of the maximum continuous rating of the large two-cycle diesel engine 10 . Single or multiple auxiliary blowers 18a (only one shown for simplicity) are also driven by an electric drive motor 64. The electric drive motor 64 is used to disconnect the clutch 67 or other disconnection to disconnect the auxiliary blower 18a from the electric drive motor 64 when the turbocharger 17 takes over the supply of scavenging above about 40-50% engine load. It is connected to the auxiliary blower 18a via a possible connecting portion. The electric drive motor 64 is connected to the pump station 65 via a clutch 66 or other severable connection so that the hydraulic pump 65 can be disconnected when the auxiliary blower 18a is driven by the electric motor 64. The

  Fig. 8 is a graph showing the hydraulic power consumption of the hydraulic pump as a solid line, the power consumption of the auxiliary blower 18a as a broken line, and the combined power consumption as a one-dot chain line (numbers are for MAN B & W 12K98ME-C Diesel Corresponding). At 45% load, the power required for the auxiliary blower is highest at 620kW. At higher loads, the turbocharger 17 takes over and the auxiliary blower 18a is disconnected from the electric drive motor 64 by disengaging the clutch 67.

  In the third embodiment, the heavy oil in the common rail 45 is not only supplied to an injector (not shown) that injects fuel oil into the cylinder 14 (FIGS. 1 and 2), but also the exhaust valve assembly 15 (FIG. It is also supplied to a hydraulic actuator (not shown) in the exhaust valve assembly for powering 1, 2). A hydraulic actuator (not shown) supplies the opening force to the exhaust valve (as such) and saves most of the hydraulic system by operating the exhaust valve with heavy oil instead of dedicated hydraulic oil be able to. It should be understood that this embodiment can be easily modified to include separate high pressure hydraulic systems, for example, to power an exhaust valve actuator and a high pressure fuel system each having a pump and an electric drive motor. I want to be.

  Lines including respective electronic control valves (not shown) connect the fuel injectors and exhaust valve actuators to the common rail 45. The return hydraulic oil from the valve actuator is guided to the tank 42 via the pipe 46.

  Since the propulsion system according to the third embodiment can operate the electric hydraulic pump station when the large two-cycle engine 10 is not in operation, the propulsion system in the conventional propulsion system for supplying hydraulic power during engine startup is provided. Does not require a starter pump system that is always included.

  A fourth preferred embodiment of a marine propulsion system according to the present invention is illustrated by a schematic diagram of components and connections between the marine propulsion system of FIG. The propulsion system includes an electrically controlled two-cycle engine 10. Electric power is generated by a power generation facility 40 and a generator 61 driven by power extracted from the crankshaft via a mechanical transmission 63. The generator 40 supplies power when the large two-cycle engine 10 is not moving, for example, when the ship is anchored at the port, and can support the large generator 61 under the maximum load. is there.

  A high pressure pump station 44 (represented by a single variable displacement pump, but can also include one or more pumps) supplies high pressure fuel oil to the common rail 45 via line 47. The pump station 44 is driven by power extracted from the crankshaft via the mechanical transmission 41. The mechanical transmission 41 can comprise gears and / or chains. An accumulator 48 (shown as a single accumulator, but may be formed of multiple accumulators) is connected to the conduit 47 to equalize the pressure change.

  The variable displacement pump 69 supplies hydraulic power for the hydraulic motor 49 that drives the auxiliary blower 18a. The variable displacement pump 69 is driven by an electric drive motor 68. The pipeline 50 supplies high-pressure fuel oil to a variable stroke positive displacement motor 49 that drives the auxiliary blower 18a. The amount of power required by the auxiliary blower 18a changes and becomes the highest at the low load level of the large two-cycle diesel engine 10, and becomes zero when it exceeds 40 to 50% of the maximum continuous rating of the large two-cycle diesel engine 10. The capacity of the variable displacement pump 71 is adapted to the requirements of the hydraulic motor 49.

  A line 70 with a control valve 74 connects the variable displacement pump to the common fuel rail to supply emergency hydraulic power to both the common fuel rail 45 and the hydraulic motor 49 in the event of a hydraulic pump station 45 failure. Connect to 45. In general, the capacity of the variable displacement pump 69 corresponds to the combined demand of the hydraulic power of the valve actuator and injector supplied to the common rail 45 and hydraulic motor 49 at 15% engine load. When the main pump station 44 fails, the control valve 74 is opened and the variable displacement pump 69 supplies high-pressure fuel oil to both the common rail 45 and the hydraulic motor 49.

  In the fourth embodiment, the heavy oil in the common rail 45 is not only supplied to an injector that injects fuel oil into the cylinder 14 (FIGS. 1 and 2), but also to the exhaust valve assembly 15 (FIGS. 1 and 2). A hydraulic actuator (not shown) in the exhaust valve assembly is also supplied to provide power. A hydraulic actuator (not shown) supplies the opening force to the exhaust valve (as such) and saves most of the hydraulic system by operating the exhaust valve with heavy oil instead of dedicated hydraulic oil be able to. It should be understood that this embodiment can be easily modified to include separate high pressure hydraulic systems, for example, to power an exhaust valve actuator and a high pressure fuel system each having a pump and an electric drive motor. I want to be.

  Lines including respective electronic control valves (not shown) connect the fuel injectors and exhaust valve actuators to the common rail 45. The return hydraulic oil from the valve actuator is guided to the tank 42 via the pipe 46.

  Since the propulsion system according to the fourth embodiment is similar to the emergency operation of the valve 74 in which the electric hydraulic pump 69 is in the open position during engine startup, the conventional propulsion system for supplying hydraulic power during engine startup is used. No starter pump system is always included in the propulsion system.

  FIG. 10 is a diagram showing a fifth embodiment of the present invention. The large two-cycle diesel engine 10 includes one or more power generation facilities 40 (only one is shown) and one or more pump facilities 106 (only one is shown). The pump facility 106 includes a large variable displacement pump 107 that is driven directly by an auxiliary diesel engine 108 (preferably a four-cycle diesel) and is much smaller than the large two-cycle diesel engine 10. Most high pressure fluid for the hydraulic system is generated by the pumping facility 106. Some high pressure fluid for the hydraulic system is generated by a high pressure variable displacement pump 44 driven by an electric motor 43. Alternatively (not shown), the pump 44 can be driven by power removed from the crankshaft. For hydraulic systems that ensure sufficient hydraulic power to operate a large two-cycle diesel engine at a return power level (eg 50-60% of maximum load) by two high-pressure pumps or pump stations with different drive units Duplexing is provided. In this embodiment, the hydraulic system drives the hydraulic exhaust valve actuator and the auxiliary blower during normal engine operation. Therefore, the installed hydraulic power is at least twice the power (1.8-2.3% of the maximum output of the main engine) generally introduced in the conventional propulsion system (3.6-5% of the maximum output of the main engine). Become. Both hydraulic pumps 44 and 107 can be operated regardless of the operating state of the large two-cycle diesel engine.

  With the configuration of the fifth embodiment, a large amount of hydraulic power introduced can be finally used to provide a propulsive force for return to the hydraulic motor. Thus, hydraulic power can be generated by both the pump facility 108 and the electric pump 44 for possible failure of the large two-cycle engine. In such a situation, the electronic control valve 51 opens and hydraulic power is supplied to two low speed hydraulic motors 53, preferably of the type described with reference to FIG. The hydraulic motor 53 includes a drive shaft 54 having a through hole that is preferably fitted and coupled to the drive shaft 5. The hydraulic motor 53 can drive the drive shaft at about 25-33% of the maximum operating speed of the large two-cycle engine, and has a maximum output of about 2-5% of the maximum output of the large two-cycle diesel engine. This is sufficient to keep the ship incorporating the propulsion system operable.

  Therefore, the hydraulic motor 53 is always rotated by the drive shaft at all times, that is, when the large two-cycle engine 10 is in operation. In order to reduce the resistance / friction loss in the motor when the hydraulic motor 53 inactively rotates the drive shaft, the piston is lifted by hydraulic operation so that the roller cage piston 71 does not contact the cam curve 78.

  If the hydraulic motor 53 is of a type that does not allow operation at the maximum speed of a large two-cycle engine, or if the motor cannot be reversed, the clutch or disconnectable connection (not shown) is hollow. Arranged between output shafts 54 (most large two-cycle diesel engines can be reversed, which is a requirement for propulsion systems with fixed pitch propellers).

  FIG. 11 is a diagram showing a sixth embodiment of the present invention. The large two-cycle diesel engine 10 is accompanied by two power generation facilities 40. The electric motor 43 drives a variable capacity large hydraulic high pressure pump 44. High pressure hydraulic oil from the high pressure pump 44 is supplied to the common rail 45. Apart from the auxiliary blower motor 49 and the exhaust valve actuator, the hydraulic system also supplies power to two hydraulic motors 81 that drive a centrifugal seawater pump 81 (two pumps for duplication) via line 52. The seawater pump 81 feeds seawater from the seawater inlet 83 to the seawater outlet 85 via the central cooler 84. The central cooler 84 is a shell and tube or plate heat exchanger of seawater resistant material.

  The hydraulic system also supplies power to two hydraulic motors 86 that drive a central centrifugal cooling water pump 87 via a conduit 52. Central coolant pump 87 feeds fresh water back through central cooler 84, lube cooler 88, jacket cooler 89, and various elements (not shown) of large two-cycle engine 10. . Furthermore, the hydraulic system also supplies power to two hydraulic motors 90 that drive a lubricating oil pump 91 (two pumps for duplication) via a pipeline 52. Lubricating oil pump 91 feeds lubricating oil back through oil cooler 88 and various elements of large two-cycle engine 10.

  Two hydraulic motors 92 that are powered via a line 52 drive two centrifugal jacket water pumps 93. The jacket water pump 93 feeds water back through the jacket chiller 89 via the cylinder liner, the cylinder cover, and the exhaust valve. The jacket cooling water is also used to warm the fuel oil discharge pipe.

  One or more hydraulic motors 95 (only one shown) power one or more ballast pumps 94 (only one shown) via line 52. The ballast pump 94 exchanges fluids with various ballast tanks arranged around the ship in order to adjust the ship horizontally.

  One or more hydraulic motors 97 (only one shown) power one or more pumps 97 (only one shown) via line 52, as used, for example, in a tanker.

  One or more hydraulic motors 98 (only one shown) are connected to one or more compressors 99 (only one) via line 52, for example to generate compressed air for controlling and starting the air system. Power).

  One or more hydraulic motors 100 (only one shown) power one or more capstans 101 (only one shown) via line 52 to raise and lower the anchors. The capstan can be used to unwind or wind up other chains or cables located at various locations on the ship, or can be a wire rail of a crane.

  Eliminate numerous durable electrical cables, connections, switches, and electric motors on the ship by using hydraulic motors at various locations on the ship that are directly fed with high pressure fluid from the hydraulic system of a large two-cycle diesel engine And the absence of spark-generating elements in the hydraulic system has the advantage of improved fire protection (especially for ships carrying flammable cargo).

  The hydraulic effect in a conventional propulsion device with an electronically controlled large two-cycle diesel engine is generally about 1.5% of the maximum capacity of the large two-cycle diesel engine. By using a hydraulic motor over a wide range instead of the electric motor of the above-described embodiment, the hydraulic effect can be about 3% to 6% of the maximum capacity of a large two-cycle diesel engine.

  The term “high pressure” used in the above “high pressure pump” and “high pressure hydraulic fluid” covers any pressure above 8 bar.

  Although the present invention has been described in detail for purposes of illustration, it is to be understood that such details are merely for that purpose and that one skilled in the art can make changes without departing from the scope of the invention.

Finally, the embodiment described in the translation of the original patent application (Japanese Patent Application No. 2008-528350) of the Patent Cooperation Treaty Article 34 Amendment is recorded.
(1) one or more auxiliary blowers for scavenging the cylinder at low engine loads;
One or more hydraulic pumps or pump stations for supplying pressurized fluid to the hydraulic system and / or lubrication system and / or fuel system;
The one or more auxiliary blowers and one or more electric motors driving the one or more hydraulic pumps or pump stations;
Turbocharged crosshead type large multi-cylinder two-cycle diesel engine.
(2) The engine according to (1), wherein each of the auxiliary blowers is connected to a respective electric motor via a clutch.
(3) The engine according to (2), further comprising a control device configured to connect and disconnect the clutch.
(4) The control device is configured to connect the clutch when the engine load falls below a first threshold value, and is configured to disconnect the clutch when the engine load exceeds a second threshold value. The engine according to (3).
(5) The one or more hydraulic pumps or pump stations are of a variable displacement type, the capacity of the hydraulic pump or pump station is controlled by the control device, and the control device has the one or more electric motors predetermined. The engine according to any one of (1) to (4), wherein the engine is configured to control a capacity of the pump so as to ensure a required torque so as not to exceed a threshold value.
(6) The one or more electric motors may drive the one or more hydraulic pumps or pump stations in all engine operating conditions, thereby starting the engine without a start pump station. The engine according to any one of (1) to (5).
(7) one or more auxiliary blowers for scavenging the cylinder at a low engine load relative to a high engine load at which one or more turbochargers scavenge the cylinder;
A hydraulic pump or pump station driven by an electric motor and / or power extracted from the crankshaft and / or a separate diesel engine;
One or more hydraulic motors for driving the one or more auxiliary blowers;
Turbocharged crosshead type large multi-cylinder two-cycle diesel engine.
(8) The one or more turbochargers are driven by the hydraulic motor at a low engine load to perform scavenging of the cylinder at a low engine load, and the one or more turbochargers are at the hydraulic pressure at a high engine load. The turbocharged large multi-cylinder two-cycle diesel engine according to (7), wherein the cylinder is scavenged without assistance from a motor.
(9) a main pump station for supplying hydraulic power to the exhaust valve actuator, wherein the main pump station is driven by power extracted from the crankshaft or by one or more electric drive motors;
A sub-pump station driven by one or more electric motors for supplying hydraulic power to the hydraulic motor driving the one or more auxiliary blowers and / or fuel injectors;
And when the other pump station fails, the main or secondary pump station supplies emergency hydraulic power to both the hydraulic motor and the exhaust valve actuator that drive the one or more auxiliary blowers (7) The turbocharged large-sized multi-cylinder two-cycle diesel engine (10) and a power generation facility equipped with a prime mover for generating electric power, and the hydraulic pressure when the large-sized two-cycle diesel engine is stopped and in operation The turbocharged large multi-cylinder two-cycle diesel engine according to (7), further comprising: a hydraulic station driven by one or more electric drive motors that can be provided.
(11) The turbocharger according to (7), further comprising an emergency hydraulic system that is formed by a pump that drives the auxiliary blower motor and includes a conduit that connects the pump that drives the auxiliary blower motor to a hydraulic system. Feeding large multi-cylinder 2-cycle diesel engine.
(12) a drive shaft for connecting the turbocharged large multi-cylinder two-cycle diesel engine to a propeller;
One or more auxiliary diesel generators for supplying power;
And at least one of the pump stations for supplying fluid under pressure is driven by an electric motor to provide return power when the turbocharged large multi-cylinder two-cycle diesel engine fails. The turbocharged large multi-cylinder two-cycle diesel engine according to (7), further comprising at least one hydraulic motor configured to drive an intermediate shaft for providing or the propeller shaft.
(13) The turbocharged large multi-cylinder two-cycle diesel engine according to (7), wherein the hydraulic motor for driving the crankshaft for return power is a low-speed hydraulic motor.
(14) The turbo according to (7), wherein the low-speed hydraulic motor is directly connected to the drive shaft or propeller shaft, or a gear ratio with the drive shaft or propeller shaft is substantially 1: 1. Supercharged large multi-cylinder 2-cycle diesel engine.
(15) The turbocharged large multi-cylinder two-cycle diesel engine according to (13) or (14), wherein a clutch or a disconnectable connecting portion is provided between the crankshaft and the drive shaft.
(16) a turbocharged crosshead type large multi-cylinder two-cycle diesel engine;
One or more generators powered by power extracted from the turbocharged large multi-cylinder two-cycle diesel engine and / or one or more auxiliary diesel generators for supplying power;
One or more auxiliary blowers driven by a hydraulic motor for scavenging the cylinder at low loads;
One or more high pressure pumps or high pressure pump stations powered by an electric motor supplying high pressure fuel oil;
A hydraulic valve actuator for actuating the exhaust valve;
A propulsion system for a large ocean-going vessel, wherein the hydraulic valve actuator and / or one or both of the hydraulic motors are operated with high-pressure fuel oil supplied by the one or more high-pressure pumps or high-pressure pump stations.
(17) The electrically driven high pressure pump or high pressure pump station has a capacity large enough to meet the demand for high pressure fluid of all hydraulic valve actuators and / or all hydraulic motors under various load conditions. ) Propulsion system.
(18) The propulsion system according to (16), wherein the power extraction is performed directly or indirectly from the crankshaft and / or the turbocharger shaft.
(19) The power unit is
A drive shaft disposed between the crankshaft of the large two-cycle engine and a propeller of the ocean-going vessel;
A hydraulic motor connected to or connectable to drive the drive shaft,
The capacity of the hydraulic motor for driving the drive shaft, and the capacity of the electrically driven high-pressure pump or high-pressure pump station is such that the power for return for the ocean-going vessel when the large two-cycle engine fails. The propulsion system according to (16), which is large enough to function as
(20) The propulsion system according to (16), wherein the high-pressure pump station can supply hydraulic power while the large two-cycle diesel engine is stopped and during operation.
(21) a crosshead type large two-cycle diesel engine connected to a propeller via a drive shaft;
One or more power generation facilities including a prime mover and a generator for generating electric power regardless of the operating state of the large two-cycle diesel engine;
A high pressure hydraulic pump station or pump driven by one or more electric motors;
A hydraulic piston motor connectable to the drive shaft or the propeller shaft for providing return power when the large two-cycle diesel engine fails;
Propulsion system for large ocean-going vessels.
(22) The propulsion system according to (21), wherein the hydraulic motor is a low-speed displacement engine.
(23) The low speed hydraulic piston motor has a hollow drive shaft fitted to the drive shaft or the propeller shaft, and is directly connected to either the drive shaft or the propeller shaft, or the hydraulic motor is The propulsion system according to (22), wherein the propulsion system is coupled to the propeller shaft via a clutch that can be alternately connected to or disconnected from the drive shaft or the propeller shaft.
(24) The propulsion according to (23), wherein the hydraulic motor comprises a roller cage piston moving on a lobe cam, whereby the roller cage piston is lifted when the hydraulic motor is stopped. system.
(25) Use of a low-speed hydraulic motor connectable to the drive shaft or the propeller of the ocean-going vessel so as to provide return power when the main engine of the large ocean-going vessel fails.
(26) The use according to (25), wherein the drive shaft can be disconnected from the main engine.
(27) The use according to (25), wherein the low-speed hydraulic motor is a positive displacement engine having a plurality of cylinders arranged in a star shape or a fan shape.
(28) The hydraulic piston motor is
A housing;
At least one cam disk having an internal cam curve;
At least one cylinder block comprising a plurality of cylinders and pistons moving in the cylinders;
A roller cage with hydrostatic bearings;
A roller that moves between the cam curve and the roller cage that surrounds the roller at a winding angle;
A guide member for the roller;
The use according to (27), comprising:
(29) a crosshead type large two-cycle diesel engine connected to a propeller via a drive shaft;
One or more power generation facilities including a prime mover and a generator for generating electric power regardless of the operating state of the large two-cycle diesel engine;
One or more high-pressure hydraulic pump stations or pumps driven by an auxiliary diesel motor to generate high pressure to the high pressure hydraulic oil consuming equipment associated with the large two-cycle engine;
A propulsion system for large ocean-going vessels.
(30) The propulsion system according to (29), further including a high-pressure hydraulic pump or a pump station driven by an electric motor or power extracted from the crankshaft.
(31) The propulsion system according to (29), wherein the consumer device includes one or more of a group consisting of a hydraulic motor, a fuel injector, and a hydraulic actuator.
(32) a crosshead type large two-cycle uniflow diesel engine coupled to a propeller via a drive shaft;
A high pressure pump or pump station for supplying high pressure hydraulic fluid;
A plurality of cylinders, each cylinder comprising at least one exhaust valve and a hydraulic valve actuator (9) for actuating said at least one exhaust valve (4);
A plurality of auxiliary devices attached to the large two-cycle diesel engine driven by rotational power, and a propulsion system for a large ocean-going vessel,
A propulsion system in which at least one or more of the plurality of auxiliary devices is driven by a positive displacement motor operating with high pressure hydraulic oil.
(33) The propulsion system according to (32), wherein the auxiliary device includes one or more of a group consisting of a cooling water pump, a lubricating oil pump, an auxiliary blower, a return motor, and a compressor.
(34) The ocean-going ship includes a plurality of rotational power drive devices not associated with the large two-cycle diesel engine,
The propulsion system according to (32) or (33), wherein the non-accompanying device is driven by a positive displacement motor driven by high pressure hydraulic fluid from the high pressure pump or pump station.
(35) The device that is not associated with a large two-cycle engine in the ocean-going vessel includes one or more of the group consisting of a ballast pump, a cargo pump, a capstan, and a wire rail. Propulsion system.

1 is a side view of an 8-cylinder 2-cycle diesel engine including application to a 9-12 cylinder engine. FIG. It is a front view of the engine of FIG. FIG. 2 is a diagram of a marine vessel propulsion system in an ocean-going vessel equipped with the two-cycle engine of FIG. 1 connected to a propeller via an intermediate shaft. 1 is a schematic view of components of a marine propulsion system and a connecting portion between them according to a first embodiment of the present invention. FIG. 4 is a schematic diagram of components of a marine propulsion system and a connecting portion between them according to a second embodiment of the present invention. 3 is a graph showing hydraulic power consumption as a function of engine load. 1 is a cross-sectional view of a hydraulic motor according to an embodiment of the present invention that can be used as an emergency or return motor. FIG. 6 is a schematic diagram of components of a marine propulsion system and a connecting portion between them according to a third embodiment of the present invention. 3 is a graph showing power consumption of a hydraulic pump motor and a generator as a function of engine load. FIG. 6 is a schematic view of components of a marine propulsion system and a connecting portion between them according to a fourth embodiment of the present invention. FIG. 6 is a schematic view of components of a marine propulsion system and a connecting portion between them according to a fifth embodiment of the present invention. FIG. 7 is a schematic view of components of a marine propulsion system and a connecting portion between them according to a sixth embodiment of the present invention.

Claims (11)

One or more auxiliary blowers for scavenging said cylinder at low engine load relative to high engine load when one or more turbochargers scavenge the cylinder;
A hydraulic pump or pump station driven by an electric motor and / or power extracted from the crankshaft and / or a separate diesel engine;
One or more hydraulic motors for driving the one or more auxiliary blowers;
A turbocharged crosshead type large multi-cylinder two-cycle diesel engine comprising:
A main pump station for supplying hydraulic power to the exhaust valve actuator, wherein the main pump station is driven by power extracted from the crankshaft or by one or more electric motors;
A sub-pump station driven by one or more electric motors for supplying hydraulic power to the hydraulic motor driving the one or more auxiliary blowers and / or fuel injectors;
And when the other pump station fails, the main or secondary pump station supplies emergency hydraulic power to both the hydraulic motor and the exhaust valve actuator that drive the one or more auxiliary blowers , Turbocharged crosshead type large multi-cylinder two-cycle diesel engine By a power generation facility with a prime mover for generating electric power and one or more electric motors capable of providing hydraulic pressure while the turbocharged crosshead large multi-cylinder two-cycle diesel engine is stopped and operating The turbocharged crosshead large multi-cylinder two-cycle diesel engine according to claim 1 , further comprising a driven hydraulic station.

One or more auxiliary blowers for scavenging said cylinder at low engine load relative to high engine load when one or more turbochargers scavenge the cylinder;
A hydraulic pump or pump station driven by an electric motor and / or power extracted from the crankshaft and / or a separate diesel engine;
One or more hydraulic motors for driving the one or more auxiliary blowers;
A turbocharged crosshead type large multi-cylinder two-cycle diesel engine comprising:
A drive shaft for connecting the turbocharged crosshead type large multi-cylinder two-cycle diesel engine to a propeller;
One or more auxiliary diesel generators for supplying power;
When at least one of the pump stations for supplying fluid under pressure is driven by an electric motor and the turbocharged crosshead large multi-cylinder two-cycle diesel engine fails. the intermediate shaft or further comprising at least one hydraulic motor configured to drive the propeller shaft, turbocharged crosshead type large multi-cylinder two-stroke diesel engine to provide a use power. The turbocharged crosshead large multi-cylinder two-cycle diesel engine according to claim 3 , wherein the hydraulic motor for driving the return power crankshaft is a low-speed hydraulic motor. The turbocharged turbocharger according to claim 4 , wherein the low speed hydraulic motor is directly connected to the drive shaft or propeller shaft, or has a gear ratio of substantially 1: 1 with the drive shaft or propeller shaft. Crosshead type large multi-cylinder 2-cycle diesel engine. The turbocharged crosshead large multi-cylinder two-cycle diesel engine according to claim 4 or 5 , wherein a clutch or a disconnectable connecting portion is provided between the crankshaft and the drive shaft. Turbocharged crosshead type large multi-cylinder two-cycle diesel engine,
One or more generators powered by the turbocharged crosshead large multi-cylinder two-cycle diesel engine and / or one or more auxiliary diesel generators for supplying power;
One or more auxiliary blowers driven by a hydraulic motor for scavenging the cylinder at low loads;
One or more high pressure pumps or high pressure pump stations powered by an electric motor supplying high pressure fuel oil;
A hydraulic valve actuator for actuating the exhaust valve;
A propulsion system for a large ocean-going vessel, wherein the hydraulic valve actuator and / or one or both of the hydraulic motors are operated with high-pressure fuel oil supplied by the one or more high-pressure pumps or high-pressure pump stations. High-pressure pump or high-pressure pumping stations of the electrical drive, in various load conditions have a large enough capacity to meet the demand for all of the hydraulic valve actuators and / or high pressure fluid of all the hydraulic motors, according to claim 7 Propulsion system. The propulsion system according to claim 7 or 8 , wherein the power extraction is performed directly or indirectly from a crankshaft and / or a turbocharger shaft. The power unit is
A drive shaft disposed between the crankshaft of the turbocharged crosshead large multi-cylinder two-cycle diesel engine and a propeller of the ocean-going vessel;
A hydraulic motor connected to or connectable to drive the drive shaft,
The capacity of the hydraulic motor for driving the drive shaft and the capacity of the electrically driven high-pressure pump or high-pressure pump station are determined when the turbocharged crosshead large multi-cylinder two-cycle engine fails. The propulsion system according to any one of claims 7 to 9 , wherein the propulsion system is sufficiently large to function as return power for an ocean-going vessel. The high-pressure pump station may be the turbocharged crosshead type large multi-cylinder two-stroke diesel engines during shutdown, also supplying hydraulic power during operation, according to any of claims 7 10, Propulsion system.

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