Abstract: A ship propulsion system provides a first power transmission device that transmits power from an internal combustion engine to a propeller, a second power transmission device that transmits power from an electric motor to a propeller and that is mounted to the hull so as to be able to turn up and down independently from the first power transmission device, an actuator for causing the second power transmission device to turn up and down, and a control device. The control device is configured so as to be able to select a first drive mode in which the internal combustion engine is driven and the electric motor is not driven, and a second drive mode in which the internal combustion engine is not driven and the electric motor is driven. When the first drive mode is selected, the actuator is operated so that the second power transmission device turns up.

Abstract: A ship propulsion system provides a first power transmission device that transmits power from an internal combustion engine to a propeller, a second power transmission device that transmits power from an electric motor to a propeller and that is mounted to the hull so as to be able to turn up and down independently from the first power transmission device, an actuator for causing the second power transmission device to turn up and down, and a control device. The control device is configured so as to be able to select a first drive mode in which the internal combustion engine is driven and the electric motor is not driven, and a second drive mode in which the internal combustion engine is not driven and the electric motor is driven. When the first drive mode is selected, the actuator is operated so that the second power transmission device turns up.

Abstract: A ship propulsion system provides a first power transmission device that transmits power from an internal combustion engine to a propeller, a second power transmission device that transmits power from an electric motor to a propeller and that is mounted to the hull so as to be able to turn up and down independently from the first power transmission device, an actuator for causing the second power transmission device to turn up and down, and a control device. The control device is configured so as to be able to select a first drive mode in which the internal combustion engine is driven and the electric motor is not driven, and a second drive mode in which the internal combustion engine is not driven and the electric motor is driven. When the first drive mode is selected, the actuator is operated so that the second power transmission device turns up.

Abstract: A ship propulsion system provides a first power transmission device that transmits power from an internal combustion engine to a propeller, a second power transmission device that transmits power from an electric motor to a propeller and that is mounted to the hull so as to be able to turn up and down independently from the first power transmission device, an actuator for causing the second power transmission device to turn up and down, and a control device. The control device is configured so as to be able to select a first drive mode in which the internal combustion engine is driven and the electric motor is not driven, and a second drive mode in which the internal combustion engine is not driven and the electric motor is driven. When the first drive mode is selected, the actuator is operated so that the second power transmission device turns up.

Abstract: The present invention aims at providing a polycarbonate resin composition having excellent transparency and possessing high levels of biogenic substance content rate, heat resistance, wet heat resistance and impact resistance in a balanced manner, a production method thereof, and a molded body of the polycarbonate resin composition.

Abstract: A vibration reduction device (5) including: a counterweight (6) provided to a crankshaft (14) of a Stirling engine (1); and an electric balancer (7) being attached to a crankcase (15) and including a balance weight (73) rotated by an electric motor (74). An inertial force of the counterweight (6) is set to approximately a half of a combined inertial force of pistons (12, 13). Inertial force of balance weight×L2=½×combined inertial force of pistons×L1 is satisfied when a mass of the balance weight is set, where L1 denotes a distance between a vibration reduction target position and a rotation center (O1) of the crankshaft (14), and L2 denotes a distance between the vibration reduction target position and a rotation center (O2) of the balance weight (73).

Abstract: The present invention aims at providing a polycarbonate resin composition having excellent transparency and possessing high levels of biogenic substance content rate, heat resistance, wet heat resistance and impact resistance in a balanced manner, a production method thereof, and a molded body of the polycarbonate resin composition.

Abstract: In a marine gear device transmitting a rotary power of a main engine mounted to a marine vessel to a propeller aims at reducing an operation force required for a manual operation of a forward and reverse travel operation tool which switches and operates a forward and reverse travel switching mechanism, and satisfying a fail-safe point. The marine gear device is provided with an input shaft to which a rotary power of a main engine is input, the forward and reverse travel switching mechanism which switches the rotary power of the input shaft to a forward travel output, a neutral output or a reverse travel output, an operating part which switches and actuates the forward and reverse travel switching mechanism to a forward travel state, a neutral state or a reverse travel state on the basis of a rotary motion, and an electric actuator which rotates the operating part in correspondence to an operation of the forward and reverse travel operation tool.

Abstract: A ship propulsion device is configured so that a control device operates an engine at a first engine speed when a clutch is in a disengaged state; so that, based on the input of an input device, the control device changes the state of the clutch from the disengaged state to a partially engaged state and operates the engine at a second engine speed that is higher than the first engine speed; so that, based on the detection of a rotational speed detection device, the control device operates the engine at an engine speed that is lower than the second engine speed; and so that, based on the input of an input device, the control device changes the state of the clutch from the partially engaged state to an engaged state.

Abstract: A ship propulsion device is configured so that a control device operates an engine at a first engine speed when a clutch is in a disengaged state; so that, based on the input of an input device, the control device changes the state of the clutch from the disengaged state to a partially engaged state and operates the engine at a second engine speed that is higher than the first engine speed; so that, based on the detection of a rotational speed detection device, the control device operates the engine at an engine speed that is lower than the second engine speed; and so that, based on the input of an input device, the control device changes the state of the clutch from the partially engaged state to an engaged state.

Abstract: A casing (31) is provided around a power transmission shaft (3a) interposed between a crankshaft (2a) of an engine (2) and a power transmission device (3). A dynamo apparatus (10) and a cooling fan (23) cooling the dynamo apparatus are constructed in the casing (31) around the power transmission shaft (3a) and are driven by the power transmission shaft (3a). The casing (31) is cylindrical and comprises a connection surface at a side of the engine (2), a connection surface at a side of the power transmission device (3) and an outer peripheral surface between the connection surfaces. Intake holes (3d) are formed in the connection surface (3e) of the casing (31) at the side of the power transmission device and the intake hole is formed at an inner peripheral side of a blade of the fan, and are arranged on a circle centering on the axial direction of the connection surface (3e) at an inner peripheral side of blades (23a) of the fan (23).

Abstract: A casing (31) is provided around a power transmission shaft (3a) interposed between a crankshaft (2a) of an engine (2) and a power transmission device (3). A dynamo apparatus (10) and a cooling fan (23) cooling the dynamo apparatus are constructed in the casing (31) around the power transmission shaft (3a) and are driven by the power transmission shaft (3a). The casing (31) is cylindrical and comprises a connection surface at a side of the engine (2), a connection surface at a side of the power transmission device (3) and an outer peripheral surface between the connection surfaces. Intake holes (3d) are formed in the connection surface (3e) of the casing (31) at the side of the power transmission device and the intake hole is formed at an inner peripheral side of a blade of the fan, and are arranged on a circle centering on the axial direction of the connection surface (3e) at an inner peripheral side of blades (23a) of the fan (23).

Abstract: A power generating and propelling system of a vessel has an electric power generating device (10) installed between an internal combustion engine (2) and a transmission (3). A stator (11) of the generating device (10) is built in a flywheel housing (21a) of the internal combustion engine (2) or a casing (10a) connected to the flywheel housing (21a). A rotary shaft of the generating device (10) is disposed coaxially or eccentrically parallel to a crankshaft (2a) of the internal combustion engine (2) or an input shaft (3a) of the transmission (3) in the same direction with the crankshaft (2a) of the internal combustion engine (2).

Abstract: An electric power generating equipment (10) is provided between an internal combustion engine (2) and a power transmission device (3), and an electric motor (9) is disposed at an area of the power transmission device. An output shaft (9a) of the electric motor (9) is disposed coaxially to any of rotary shafts of the power transmission device (3).

Abstract: A hydraulic continuously variable transmission has a variable displacement type first hydraulic system having a first plunger and a plunger abutting section which actuates the first plunger, and a second hydraulic system having a second plunger and provided with an output rotary section which rotates with abutment on the second plunger. A cylinder block rotates about an axis and has a first plunger hole and a second plunger hole which respectively retain the first and second plungers. A hydraulic closing circuit connects the first and second plunger holes and circulates a working oil between the first and second plunger holes. The continuously variable transmission has a distributing valve for controlling circulation of the working oil in the hydraulic closing circuit, a valve hole, formed in the cylinder block, for retaining the distributing valve, and a shaft which penetrates the cylinder block.

Abstract: A power generating and propelling system of a vessel has an electric power generating device (10) installed between an internal combustion engine (2) and a transmission (3). A stator (11) of the generating device (10) is built in a flywheel housing (21a) of the internal combustion engine (2) or a casing (10a) connected to the flywheel housing (21a). A rotary shaft of the generating device (10) is disposed coaxially or eccentrically parallel to a crankshaft (2a) of the internal combustion engine (2) or an input shaft (3a) of the transmission (3) in the same direction with the crankshaft (2a) of the internal combustion engine (2).

Abstract: A power generating and propelling system of a vessel has an electric power generating device (10) installed between an internal combustion engine (2) and a transmission (3). A stator (11) of the generating device (10) is built in a flywheel housing (21a) of the internal combustion engine (2) or a casing (10a) connected to the flywheel housing (21a). A rotary shaft of the generating device (10) is disposed coaxially or eccentrically parallel to a crankshaft (2a) of the internal combustion engine (2) or an input shaft (3a) of the transmission (3) in the same direction with the crankshaft (2a) of the internal combustion engine (2).

Abstract: A power generating and propelling system of a vessel has an electric power generating device (10) installed between an internal combustion engine (2) and a transmission (3). A stator (11) of the generating device (10) is built in a flywheel housing (21a) of the internal combustion engine (2) or a casing (10a) connected to the flywheel housing (21a). A rotary shaft of the generating device (10) is disposed coaxially or eccentrically parallel to a crankshaft (2a) of the internal combustion engine (2) or an input shaft (3a) of the transmission (3) in the same direction with the crankshaft (2a) of the internal combustion engine (2).

Abstract: An electric power generating equipment (10) is provided between an internal combustion engine (2) and a power transmission device (3), and an electric motor (9) is disposed at an area of the power transmission device. An output shaft (9a) of the electric motor (9) is disposed coaxially to any of rotary shafts of the power transmission device (3).