EP1013544A2 - Azimuth propeller apparatus and ship equipped with the apparatus - Google Patents
Azimuth propeller apparatus and ship equipped with the apparatus Download PDFInfo
- Publication number
- EP1013544A2 EP1013544A2 EP99125210A EP99125210A EP1013544A2 EP 1013544 A2 EP1013544 A2 EP 1013544A2 EP 99125210 A EP99125210 A EP 99125210A EP 99125210 A EP99125210 A EP 99125210A EP 1013544 A2 EP1013544 A2 EP 1013544A2
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- EP
- European Patent Office
- Prior art keywords
- propeller
- ship
- shaft
- pod
- azimuth
- 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.)
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B25/00—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby
- B63B25/002—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods
- B63B25/004—Load-accommodating arrangements, e.g. stowing, trimming; Vessels characterised thereby for goods other than bulk goods for containers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
- B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
- B63H2005/1256—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with mechanical power transmission to propellers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
- B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
- B63H2005/1258—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with electric power transmission to propellers, i.e. with integrated electric propeller motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
Definitions
- the present invention relates to an azimuth propeller apparatus and a ship equipped with the azimuth propeller apparatus.
- ships are equipped with a propeller.
- the propeller is turned, propelling the ship in a direction that is controlled by a rudder.
- FIG. 1 shows a typical conventional ship 80.
- FIG. 2 is a magnified view of a stern of the ship 80, illustrating a rudder 82 of the ship 80.
- a propeller 81 is provided at the stern, along with the rudder 82.
- the propeller 81 is driven by the main engine 84 installed in a hull of the ship 80 at the same level.
- the main engine 84 is has its shaft axially aligned with the propeller 81.
- the rudder 82 is attached to the stern by a rudder horn 83.
- the ship 80 As the main engine 84 drives the propeller 81, the ship 80 is propelled.
- the direction in which the ship 80 is propelled is controlled by turning the rudder 82 on the rudder horn 83.
- FIG. 3 depicts a ship 90 with a conventional azimuth propeller apparatus 91.
- FIG. 4 is a magnified view of the stern of the ship 90, showing the conventional azimuth propeller apparatus 91.
- the azimuth propeller apparatus 91 comprises a strut 92, a pod 93 and a propeller 94.
- the strut 92 is connected to the stern of the ship 90 and can rotate around a vertical axis.
- the pod 93 is secured to the strut 92.
- the propeller 94 is attached to the pod 93.
- a generator/engine (G/E), which is located above the strut 92.
- the generator/engine drives a generator (not shown), which generates electric power.
- the electric power is supplied to the motor provided in the pod 93. Driven with the electric power, the motor drives the propeller 94.
- FIG. 7 is a graph representing the various relations between the rudder angle and the lateral force, which are observed with various ships.
- curve D indicates the angle-force relation observed when the propeller 81 and the rudder 82 (both shown in FIG. 2) are used, propelling and steering the ship 80 shown in FIG. 1 at low speed of 18 knots.
- Curve E shows the angle-force relation observed when the azimuth propeller apparatus 91 (shown in FIG. 4) is used, propelling and steering the ship 90 shown in FIG. 3 at low speed of 18 knots.
- Curve C indicates the angle-force relation observed when the ship 80 is propelled and steered at high speed of 25 knots.
- the ship 80 can receive a sufficient lateral force while being propelled at a relatively high speed, as in off-shore navigation.
- the ship 80 can therefore be well steered in off-shore navigation.
- the ship 80 is propelled at low speed as it is navigated in the harbor, as it is moored at the pier, or as it leaves the pier, its steerability greatly decreases as curve D reveals in FIG. 7.
- the ship 90 shown in FIG. 3 has the azimuth propeller apparatus 91 shown in FIG. 4.
- a lateral force is applied to the ship 90.
- the lateral force is smaller than the lateral force applied to the ship 80 (FIG. 1) as the rudder 82 is rotated. Therefore, the greater part of the lateral force, which is applied to the ship 90 when the ship 90 is propelled at low speed, is a lateral component of the propelling force that the propeller 94 applies to the ship 90.
- the lateral component of the propelling force applied to the ship 90 at low speed of 18 knots is small as is indicated by curve E in FIG. 7.
- the steerability of the ship 90 equipped with the azimuth propeller apparatus 91 also become insufficient during the low-speed navigation.
- a sufficiently large lateral force must be applied to the ship 91, not only when the ship 91 is propelled at low speed, but also when the wind is strong or waves are high.
- an azimuth propeller apparatus which comprises: a rotatable shaft to be connected to a stern of a ship; a rudder plate secured to the shaft, for controlling the course of the ship; a pod mounted on an intermediate part of the rudder plate; a propeller having a propeller shaft connected to one end of the pod; and drive means provided in the pod, for driving the propeller shaft.
- an azimuth propeller apparatus which comprises: a rotatable shaft to be connected to a stern of a ship; a pod mounted on the shaft; an upper rudder plate secured to that part of the shaft which is located above the pod, for controlling a course of the ship; a lower rudder plate secured to that part of the shaft which is located below the pod, for controlling the course of the ship; a propeller having a propeller shaft connected to one end of the pod; and drive means provided in the pod, for driving the propeller shaft.
- a ship which comprises an azimuth propeller apparatus.
- the azimuth propeller apparatus includes: a rotatable shaft to be connected to a stern of a ship; a rudder plate secured to the shaft, for controlling the course of the ship; a pod mounted on an intermediate part of the rudder plate; a propeller having a propeller shaft connected to one end of the pod; and drive means provided in the pod, for driving the propeller shaft.
- a ship which comprises a azimuth propeller apparatus.
- the azimuth propeller apparatus includes: a rotatable shaft to be connected to a stern of a ship; a pod mounted on the shaft; an upper rudder plate secured to that part of the shaft which is located above the pod, for controlling a course of the ship; a lower rudder plate secured to that part of the shaft which is located below the pod, for controlling the course of the ship; a propeller having a propeller shaft connected to one end of the pod; and drive means provided in the pod, for driving the propeller shaft.
- a ship according to the third or the forth aspect which further comprises: a skeg protruding from the stern of the ship toward the rudder plate, located in front of the azimuth propeller apparatus and opposing the azimuth propeller apparatus.
- the skeg has support means supporting the shaft.
- the skeg has a notch in an intermediate edge part, for allowing passage of the propeller being rotated around the shaft.
- an azimuth propeller apparatus which comprises: a rotatable shaft to be connected to a stern of a ship; a pod mounted on the shaft; a propeller having a propeller shaft connected to one end of the pod; drive means provided in the pod, for driving the propeller shaft; and a reaction fin connected to the pod and located at fore-flow of the propeller, for swirling water in a direction opposite to a rotational direction of the propeller.
- an azimuth propeller apparatus which further comprises a rudder plate secured to the shaft, for controlling the course of the ship.
- a ship which comprises an azimuth propeller apparatus.
- the azimuth propeller apparatus includes: a rotatable shaft to be connected to a stern of a ship; a pod mounted on the shaft; a propeller having a propeller shaft connected to one end of the pod; drive means provided in the pod, for driving the propeller shaft; and a reaction fin connected to the pod and located at fore-flow of the propeller, for swirling water in a direction opposite to a rotational direction of the propeller.
- the azimuth propeller apparatus further comprises a rudder plate secured to the shaft, for controlling the course of the ship.
- a ship according to the tenth or the eleventh aspect which further comprises a skeg protruding from the stern toward the rudder plate, located in front of the azimuth propeller apparatus and opposing the azimuth propeller apparatus.
- the skeg has support means supporting the shaft.
- an azimuth propeller apparatus according to the twelfth aspect, in which the skeg has a notch in an edge part, for allowing passage of the propeller being rotated around the shaft.
- an azimuth propeller apparatus which comprises: a rotatable shaft to be connected to a stern of a ship; a pod mounted on the shaft; a propeller having a propeller shaft connected to one end of the pod; drive means provided in the pod, for driving the propeller shaft; and a stator fin connected to the pod and located at aft-flow of the propeller, for swirling water in a direction opposite to a rotational direction of the propeller.
- an azimuth propeller according to the fifteenth aspect, which further comprises a rudder plate secured to the shaft, for controlling the course of the ship.
- a ship which comprises an azimuth propeller apparatus.
- the azimuth propeller apparatus includes: a rotatable shaft to be connected to a stern of a ship; a pod mounted on the shaft; a propeller having a propeller shaft connected to one end of the pod; drive means provided in the pod, for driving the propeller shaft; and a stator fin connected to the pod and located at aft-flow of the propeller, for swirling water in a direction opposite to a rotational direction of the propeller.
- the azimuth propeller apparatus further comprises a rudder plate secured to the shaft, for controlling the course of the ship.
- a ship according to the seventeenth or the eighteenth aspect which further comprises a skeg protruding from the stern toward the rudder plate, located in front of the azimuth propeller apparatus and opposing the azimuth propeller apparatus.
- the skeg extends to a point near the rudder plate, and the skeg has a notch in an edge part, for allowing passage of the propeller being rotated around the shaft.
- FIG. 5 is a side view of the stern of a ship according to the first embodiment, which is equipped with an azimuth propeller apparatus 1 according to the first embodiment.
- the azimuth propeller apparatus 1 comprises a shaft 13, a pod 15, a motor 17, a propeller shaft 19, a propeller 21, and a rubber plate 23.
- the structure of the apparatus 1 will be described below in greater detail.
- the shaft 13 vertically extends, with its upper part provided in the stern 10 of the ship.
- the shaft 13 can rotate through 360° around its axis.
- the pod 15 is connected to the lower end of the shaft 13.
- the pod 15 incorporates the motor 17.
- the propeller shaft 19 is connected at one end to the motor 17.
- the propeller 21 is connected to the other end of the propeller shaft 19.
- the rudder plate 23 is mounted on the shaft 13. Like ordinary rudders, the rudder plate 23 has a blade cross section, size and aspect ratio, all similar to the ordinary rudders in size and aspect ratio. (The aspect ratio is the ratio of the height H to the breadth B, ranging from 1.5 to 3. If the plate 23 has different breadths at the upper end and lower end, the aspect ratio will be is H/Bave., where Bave. is the average of the different breadths.)
- the rudder plate 23 is rotated when the shaft 13 rotates around its axis. When rotated, the rudder plate 23 controls the direction in which the ship is propelled.
- the plate 23 has the cross section indicated by the two-dot, dashed lines.
- the ship has a drive means for driving the azimuth propeller apparatus 1.
- the drive means will be described below.
- the drive means comprises a diesel engine 25, a generator 27, a motor 31, a gear 33, and a gear 35, all provided in the stern 10.
- the gear 33 is mounted on the shaft of the motor 31, and the gear 35 is mounted on the shaft 13.
- the gears 33 and 35 are in mesh with each other.
- the diesel engine 25 drives the generator 27, which generates electric power.
- the electric power is supplied to the motor 31 which derives the rotation of the shaft 13.
- the gears 33 and 35 transmit the rotation of the motor shaft to the shaft 13.
- the shaft 13 is therefore rotated, whereby the azimuth propeller apparatus 1 is rotated.
- the electric power is supplied from the generator 27 to the motor 17 provided in the pod 15, through an electric cable 29 that extends through the shaft 13. Driven by the electric power, the motor 17 rotates the propeller 21.
- a skeg 14 protrudes from the stern toward the rudder plate 23, to help the ship to keep its course.
- azimuth propeller apparatus 1 operates to propel the ship forward and backward and steer the ship.
- the diesel engine 25 provided in the stern drives the generator 27 provided in the stern, too.
- the electric power output from the generator 27 drives the motor 17 contained in the pod 15.
- the motor 17 rotates the propeller shaft 19, which rotates the propeller 21.
- the propeller 21, which is rotating, pushes water backward, in the direction of arrows a in FIG. 5. As a result, the ship is propelled forward.
- the ship can be propelled backward, merely by rotating the propeller 21 in the reverse direction, making the propeller 21 push water forward.
- the motor 31 rotates the gears 33 and 35, thereby rotating the shaft 13 and, hence, the azimuth propeller apparatus 1 turning.
- the rudder plate 23 has a blade cross section, size and aspect ratio, all similar to those of the ordinary rudders.
- the azimuth propeller apparatus 1 can therefore control the course of the ship more reliably than the conventional azimuth propeller apparatus shown in FIG. 3.
- FIG. 7 is a graph representing the various relations between the rudder angle and the lateral force, which are observed with various ships.
- Curve D indicates the angle-force relation observed when the propeller 81 and the rudder 82 (both shown in FIG. 2) are used, propelling and steering the ship 80 shown in FIG. 1 at low speed of 18 knots.
- Curve E shows the angle-force relation observed when the azimuth propeller apparatus 91 (shown in FIG. 4) is used, propelling and steering the ship 90 shown in FIG. 3 at low speed of 18 knots.
- Curve A indicates the angle-force relation observed when the azimuth propeller apparatus 1 (shown in FIG. 4) is used, propelling and steering a ship at low speed of 18 knots.
- the lateral force is almost equal to the sum of the lateral force applied to the hull when the propeller 81 and the rudder 82 (FIG. 2) are used and the lateral force applied to the hull when the azimuth propeller apparatus 91 (FIG. 4) is used.
- the ship with the azimuth propeller apparatus 1 can acquire a larger lateral force than the ship 80 with the propeller 81 and rudder 82 and the ship 90 with the conventional azimuth propeller apparatus 91.
- the azimuth propeller apparatus 1 having the structure described above can have a lift similar to the lift the ordinary rudder plate acquires and can provide a lateral component of propelling force by virtue of the propeller 21.
- the lift and the lateral component of force result in a lateral force.
- This lateral force is larger than the lateral force applied to the ship 90 with the conventional azimuth propeller apparatus 91.
- the azimuth propeller apparatus 1 can therefore control the course of a ship. In other words, it can enhance the steerability of the ship well during the low-speed navigation.
- the propeller 21 is located at the rear of the pod 15 while the azimuth propeller apparatus 1 is positioned to propel the ship forward.
- the propeller 21 may be located in front of the pod 15 as in a modification of the apparatus 1, which is illustrated in FIG. 6.
- this modified azimuth propeller apparatus attains the same advantages as the azimuth propeller apparatus 1 shown in FIG. 5.
- the rudder plate 23 may be separated into two rudder plates, the one of which is an upper rudder plate which is located above the pod 15 and the other is a lower rudder plate which is located below the pod 15.
- FIG. 8 is a graph illustrating the relation which the gap between the hull and rudder of a ship and the lateral force applied to the rudder have when the rudder angle is 35°. From FIG. 8 it can be understood that the lateral force increases as the gap between the hull and the rudder decreases. Since the lateral force applied to the rudder changes the course of the ship as already mentioned, the steerability of the ship depends on the lateral force. In view of this it may be proposed that the gap between the hull and the rudder be decreased to enhance the steerability of the ship.
- the second embodiment of the present invention is a ship with an azimuth propeller apparatus that can steer the ship more reliably than does the azimuth propeller apparatus 1 shown in FIG. 5.
- FIG. 9 is a side view of the stern of a ship according to the second embodiment of this invention. As shown in FIG. 9, the ship has an azimuth propeller apparatus 2, a drive means, and a skeg 43.
- the azimuth propeller apparatus 2 has bevel gears 37, a propeller shaft 39, and a shaft 41.
- the azimuth propeller apparatus 2 is driven by the drive means.
- the drive means comprises a diesel engine 25, a speed-reducing apparatus 28, a transmission shaft 30, and bevel gears 37.
- the diesel engine drives the transmission shaft 30 by way of the speed-reducing apparatus 28.
- the bevel gears 37 transmit the rotation of the shaft 30 to the shaft 41 of the azimuth propeller apparatus 2.
- the azimuth propeller apparatus 2 propels the ship.
- the skeg 43 protrudes from the stern toward the rudder plate 23 of the apparatus 2 for a longer distance than the skeg 14 shown in FIG. 5. Thus, the rear edge of the skeg 43 is located closer to the front edge of the rudder plate 23.
- FIG. 10 is a view taken along line V-V in FIG. 9.
- the gap between the rudder plate 23 and the hull is narrower than in the case of the ship shown in FIG. 5.
- a greater lateral force can be applied to the ship according to the second embodiment than to the ship according to the first embodiment, to change the course of the ship.
- Curve B in FIG. 7 indicates the relation between the rudder angle and the lateral force, angle-force relation observed when the ship according to the second embodiment is propelled and steered at low speed of 18 knots. As can be evidenced by comparing curve B with curve A, the lateral force is larger than the lateral force applied to the ship according to the first embodiment.
- curve C in FIG. 7 indicates the angle-force relation observed when the ship 80 is propelled and steered at high speed of 25 knots.
- a lateral force which is comparable with the lateral force applied to the ship 80 navigated at 25 knots, can be applied to the ship, according to the second embodiment, though the ship is navigated at low speed of 18 knots.
- the drive means used in the second embodiment can be used to drive the azimuth propeller apparatus 1 according to the first embodiment and the azimuth propeller apparatuses according to the third to sixth embodiments, which will be described later.
- the azimuth propeller apparatuses 2 according to the second embodiment can be derived by the derive means in the first embodiment.
- the motor 31 and the gears 33 and 35 cooperate to rotate the azimuth propeller apparatus 2.
- the gap between the hull and the rudder is narrow.
- the lateral force applied to the ship as the azimuth propeller apparatus 2 is operated to change the course of the ship can therefore be increased. This enhances the steerability of the ship.
- the third embodiment of the present invention is a ship that is improved in the support strength of the rudder plate of an azimuth propeller apparatus.
- FIG. 11 is a side view of the stern of the ship. As shown in FIG. 11, the ship has an azimuth propeller apparatus 3 and a skeg 45. The apparatus 3 and the skeg 45 are so designed that the skeg 45 supports the azimuth propeller apparatus 3 firmly and steadily. The apparatus 3 and skeg 45 will be described with reference to FIG. 11.
- the rudder plate 24 of the azimuth propeller apparatus 3 is secured at its front edge to a shaft 20. Secured to the shaft 20, the rudder plate 24 is rotated when the shaft 20 is rotated.
- the rudder plate 24 is identical to the rudder plate 23 of the azimuth propeller apparatus 1 and 2 in the shape of its cross section, as is indicated by the two-dot, dashed lines 241.
- the skeg 45 has two bearing sections 451, on the upper and lower parts of its rear edge, respectively.
- the bearing sections 451 support the shaft 20.
- the rudder plate 24 is a flap-shaped component that is coupled to the rear edge of the skeg 45.
- FIG. 12 is a side view of another ship equipped with a modification of the azimuth propeller apparatus 3 shown in FIG. 11.
- the skeg 45 shown in FIG. 12 has two bearing sections 451, like the skeg 45 shown in FIG. 11, and has two intermediate bearing sections 453, on two intermediate parts of its rear edge.
- four bearing sections support a shaft 20.
- the bearing sections 451 and bearing sections 453 are axially aligned with the shaft 20.
- the rudder plate 23 secured to the shaft 20 can therefore be rotated smoothly around the shaft 20.
- FIG. 13 is a view taken along line V-V in FIGS. 11 and 12;
- the rudder plate 24 shown in FIG. 11 is supported at both ends of the shaft 20 by means of the upper and lower bearing sections 451, not by a single shaft (such as the shaft 13) as the rudder plate 23 shown in FIG. 9. Obviously, the rudder plate 24 is more firmly supported than the rudder plate 23 shown in FIG. 9.
- the rudder plate of the azimuth propeller apparatus 3 shown in FIGS. 11 and 12 is supported at both ends of the shaft 20 and, if necessary, at two intermediate part of the shaft 20. Hence, the rudder plate is more firmly supported than the rudder plates of the second embodiments. Furthermore, the azimuth propeller apparatus 3 attains the same advantages as the azimuth propeller apparatus 2 shown in FIG. 9.
- the fourth embodiment of this invention is a ship characterized in two respects. First, the gap between the rudder plate and the hull is narrow, increasing the steerability of the ship. Second, the azimuth propeller apparatus is rotated by 180° from the normal position to propel the ship backward.
- FIG. 14 is a side view of the stern of the ship according to the fourth embodiment. With reference to FIG. 14 the azimuth propeller apparatus 4 and skeg 51 of the fourth embodiment will be described.
- the azimuth propeller apparatus 4 has a rudder plate 53.
- the rudder plate 53 is a modification of the rudder plates 23 shown in FIGS. 5 and 9.
- the rudder plate 53 has a projection 531 on the front edge and can rotate through 360°.
- the rudder plate 53 is identical to the rudder plate 23 of the azimuth propeller apparatuses 1 and 2 in the shape of its cross section, as is indicated by the two-dot, dashed lines 531in FIG. 14.
- the skeg 51 has a U-notch 511 in the rear edge. It is in the notch 511 in which the projection 531 of the rudder plate 53 is placed as long as the rudder plate 53 remains in the normal position. Thus, the gap between the plate 53 and the hull is much narrower than in the case of the conventional ships.
- the forth embodiment attains the same advantages as the second embodiment.
- the fifth embodiment of the present invention describes an azimuth propeller apparatus which can apply to the hull a propelling force greater than in the first to fourth embodiments described above and a ship equipped with the azimuth propeller apparatus.
- FIG. 16A is a side view of the stern of the ship according to the fifth embodiment of the invention, which is equipped with an azimuth propeller apparatus designed to apply a greater propelling force to the hull.
- FIG. 16B is a view taken along line G-G in FIG. 16A.
- the azimuth propeller apparatus 5 shown in FIG. 16A is characterized by a reaction fin 61 that is provided at the rear of the pod 15, namely at the fore-stream of the propeller 21.
- a fin located at the fore-stream of a propeller is called “reaction fins”
- a fin located at the aft-stream of a propeller is called “stator fins.”
- the reaction fin 16 comprises, for example, eight fin blades.
- the fin blades extend in radial directions from the rear end of the pod 15.
- the fin blades are positioned to swirl the water flow toward the propeller 21, in the direction opposite to the rotational direction of the propeller 21. More precisely, each fin blade is twisted in the same direction as the blades of the propeller 21 provided at the rear of the reaction fin 61.
- a diesel engine 25 and a generator 27 are provided in the hull, and a motor 17 is provided in the pod 15 of the azimuth propeller apparatus 5.
- the diesel engine 25 drives the generator 27, which generates electric power.
- the electric power is supplied to the motor 17.
- the propeller 21 is rotated by the motor 17 and pushes water backward.
- the reaction fin 16 swirls the water flow toward the propeller 21 in the direction opposite to the rotational direction of the propeller 21.
- the propeller 21, which is located at the rear of the reaction fin 16, further increases the velocity of the water flow by the rotating.
- the reaction G resulting from the change in momentum (in the direction arrows a in FIG. 6) propels the ship forward.
- FIG. 17A is a view taken along line G-G in FIG. 17A.
- the reaction fin 16 can swirl water in the direction opposite to the rotational direction of the propeller 21. Hence, the energy of the swirling water would not be wasted at the rear of the propeller 21. This serves to increase the efficiency of propelling the ship.
- the lateral force that controls the course of the ship results in part from the lateral component of the propelling force the azimuth propeller apparatus 5 exerts on the hull. Therefore, the increase in the ship-propelling efficiency can enhance the steerability of the ship.
- the reaction fin 16 of the azimuth propeller apparatus 5 can be used in the azimuth propeller apparatuses according to the first to fourth embodiments described above. How the fin 16 may be used so will be briefly explained below.
- FIG. 18A shows a modification of the azimuth propeller apparatus 1 according to first embodiment, which has a reaction fin 50 at the fore-stream of the propeller 21.
- FIG. 18B is a view taken along line G-G in FIG. 18A.
- the reaction fin 50 has six fin blades, three on each side of the rudder plate 23.
- FIG. 19A is a side view, showing the azimuth propeller apparatus of FIG. 18A which has been rotated by 180° from the position shown in FIG. 18A to propel the ship backward.
- FIG. 19B is a view taken along line G-G in FIG. 19A.
- FIG. 20 depicts a modification of the azimuth propeller apparatus 2 according to second embodiment, which has a reaction fin 50 at the fore-stream of the propeller 21.
- FIG. 21 illustrates a modification of the azimuth propeller apparatus 3 according to third embodiment, which has a reaction fin 50 at the fore-stream of the propeller 21.
- FIG. 22 shows another modification of the azimuth propeller apparatus 3, which has a reaction fin at the fore-stream of the propeller 21.
- FIG. 23 shows a modification of the azimuth propeller apparatus 4 according to fourth embodiment, which has a reaction fin 50 at the fore-stream of the propeller 21.
- reaction fin 50 can help to increase the ship-propelling efficiency.
- This embodiment is a ship equipped with an azimuth propeller apparatus 6 that has a propeller 21 located in front of the pod 15, thereby to increase the ship-propelling efficiency further.
- FIG. 24A is a side view of the azimuth propeller apparatus 6, and FIG. 24B is a view taken along line G-G in FIG. 24A.
- the azimuth propeller apparatus 6 has a stator fin 16, not a reaction fin 16.
- the azimuth propeller apparatus 6 further comprises a shaft 13, a pod 15, and a propeller 21.
- the pod 15 of the apparatus 6 is connected to the shaft 13.
- the stator fin 16 is mounted on the pod 15 and located at the aft-flow of the propeller 21.
- the propeller 21 is located in front of the pod 15 as is illustrated in FIG. 24A.
- the stator fin 16 is similar to the reaction fin 16 in terms of structure. It is designed to swirl water in the direction opposite to the rotational direction of the propeller 21. To swirl the water in this direction, the blades of the stator fin 16 are twisted in the same direction as the blades of the propeller 21 provided in front of the stator fin 16.
- the stator fin 16 swirls the water that has gained momentum as the propeller 21 rotates, in the direction opposite to the rotational direction of the propeller 21.
- the momentum of the water flow greatly changes, propelling the ship forward.
- the azimuth propeller apparatus 6 can be rotated by 180° around the axis of the shaft 13, as is illustrated in FIG. 25A. In this case, the ship is propelled backward.
- the stator fin 16 is located at the aft-flow of the propeller 21 no matter whether the ship is propelled forward or backward.
- the stator fin 16 can therefore swirl water in the direction opposite to the rotational direction of the propeller 21.
- the stator fin 16 reduces the swirl of water caused by the rotating propeller 21 and converts the energy of the swirling water to a propelling force. The force propelling the hull can be thereby increased.
- the steerability of the ship can be enhanced by increasing the ship-propelling efficiency as in the fifth embodiment.
- the stator fin 16 of the azimuth propeller apparatus 6 can be used in the azimuth propeller apparatuses according to the first to fourth embodiments described above. How the stator fin 16 may be used so will be briefly explained below.
- FIG. 26A shows a modification 7 of the azimuth propeller apparatus 1 according to first embodiment, which has a stator fin 50 at the aft-stream of the propeller 21.
- FIG. 26B is a view taken along line G-G in FIG. 26A.
- the stator fin 50 is similar in structure to the reaction fin 50 described above.
- the stator fin 50 has six fin blades, three on each side of the rudder plate 23.
- FIG. 27B is a view taken along line G-G in FIG. 27A.
- the stator fin 50 can help to increase the ship-propelling efficiency in the first embodiment.
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Abstract
Description
- The present invention relates to an azimuth propeller apparatus and a ship equipped with the azimuth propeller apparatus.
- Generally, ships are equipped with a propeller. The propeller is turned, propelling the ship in a direction that is controlled by a rudder.
- FIG. 1 shows a typical
conventional ship 80. FIG. 2 is a magnified view of a stern of theship 80, illustrating arudder 82 of theship 80. - As shown in FIGS. 1 and 2, a
propeller 81 is provided at the stern, along with therudder 82. Thepropeller 81 is driven by the main engine 84 installed in a hull of theship 80 at the same level. The main engine 84 is has its shaft axially aligned with thepropeller 81. Therudder 82 is attached to the stern by arudder horn 83. - As the main engine 84 drives the
propeller 81, theship 80 is propelled. The direction in which theship 80 is propelled is controlled by turning therudder 82 on therudder horn 83. - In recent years, ships have been proposed, each having an azimuth propeller at the stern. The azimuth propeller can be rotated around a vertical axis. The azimuth propeller propels the ship as it is driven around the horizontal, and steers the ship as it rotates around the vertical axis.
- FIG. 3 depicts a
ship 90 with a conventionalazimuth propeller apparatus 91. FIG. 4 is a magnified view of the stern of theship 90, showing the conventionalazimuth propeller apparatus 91. - As shown in FIGS. 3 and 4, the
azimuth propeller apparatus 91 comprises astrut 92, apod 93 and apropeller 94. Thestrut 92 is connected to the stern of theship 90 and can rotate around a vertical axis. Thepod 93 is secured to thestrut 92. Thepropeller 94 is attached to thepod 93. - In the stern there is provided a generator/engine (G/E), which is located above the
strut 92. The generator/engine drives a generator (not shown), which generates electric power. The electric power is supplied to the motor provided in thepod 93. Driven with the electric power, the motor drives thepropeller 94. - FIG. 7 is a graph representing the various relations between the rudder angle and the lateral force, which are observed with various ships. In FIG. 7, curve D indicates the angle-force relation observed when the
propeller 81 and the rudder 82 (both shown in FIG. 2) are used, propelling and steering theship 80 shown in FIG. 1 at low speed of 18 knots. Curve E shows the angle-force relation observed when the azimuth propeller apparatus 91 (shown in FIG. 4) is used, propelling and steering theship 90 shown in FIG. 3 at low speed of 18 knots. Curve C indicates the angle-force relation observed when theship 80 is propelled and steered at high speed of 25 knots. - As can be understood from curve C, the
ship 80 can receive a sufficient lateral force while being propelled at a relatively high speed, as in off-shore navigation. Theship 80 can therefore be well steered in off-shore navigation. However, when theship 80 is propelled at low speed as it is navigated in the harbor, as it is moored at the pier, or as it leaves the pier, its steerability greatly decreases as curve D reveals in FIG. 7. - As described above, the
ship 90 shown in FIG. 3 has theazimuth propeller apparatus 91 shown in FIG. 4. As thestrut 92 of theapparatus 91 is rotated, a lateral force is applied to theship 90. The lateral force is smaller than the lateral force applied to the ship 80 (FIG. 1) as therudder 82 is rotated. Therefore, the greater part of the lateral force, which is applied to theship 90 when theship 90 is propelled at low speed, is a lateral component of the propelling force that thepropeller 94 applies to theship 90. - The lateral component of the propelling force applied to the
ship 90 at low speed of 18 knots is small as is indicated by curve E in FIG. 7. In other words, the steerability of theship 90 equipped with theazimuth propeller apparatus 91 also become insufficient during the low-speed navigation. - To impart sufficient steerability to the
ship 91, a sufficiently large lateral force must be applied to theship 91, not only when theship 91 is propelled at low speed, but also when the wind is strong or waves are high. - If tax is levied on carbon emission in order to prevent the global warming, ships will need to be navigated at low speed to save energy. When ships are navigated at low speed, however, the rudder force decreases. Hence, the steerability of a low-speed ship is particularly lowered.
- It is therefore demanded not only that a ship with an azimuth propeller apparatus maintains sufficient steerability even while navigated at low speed, but also that the propelling efficiency of azimuth propeller apparatuses be enhanced.
- The present invention has been made to solve the problems described above. An object of the invention is to provide an azimuth propeller apparatus which can increase the steerability of ships during low-speed navigation and which can propel ships with high efficiency. Another object of the invention is to provide a ship which is equipped with this azimuth propeller apparatus.
- According to the first aspect of the invention, there is provided an azimuth propeller apparatus which comprises: a rotatable shaft to be connected to a stern of a ship; a rudder plate secured to the shaft, for controlling the course of the ship; a pod mounted on an intermediate part of the rudder plate; a propeller having a propeller shaft connected to one end of the pod; and drive means provided in the pod, for driving the propeller shaft.
- According to the second aspect of this invention, there is provided an azimuth propeller apparatus which comprises: a rotatable shaft to be connected to a stern of a ship; a pod mounted on the shaft; an upper rudder plate secured to that part of the shaft which is located above the pod, for controlling a course of the ship; a lower rudder plate secured to that part of the shaft which is located below the pod, for controlling the course of the ship; a propeller having a propeller shaft connected to one end of the pod; and drive means provided in the pod, for driving the propeller shaft.
- According to the third aspect of the present invention, there is provided a ship which comprises an azimuth propeller apparatus. The azimuth propeller apparatus includes: a rotatable shaft to be connected to a stern of a ship; a rudder plate secured to the shaft, for controlling the course of the ship; a pod mounted on an intermediate part of the rudder plate; a propeller having a propeller shaft connected to one end of the pod; and drive means provided in the pod, for driving the propeller shaft.
- According to the forth aspect of the present invention, there is provided a ship which comprises a azimuth propeller apparatus. The azimuth propeller apparatus includes: a rotatable shaft to be connected to a stern of a ship; a pod mounted on the shaft; an upper rudder plate secured to that part of the shaft which is located above the pod, for controlling a course of the ship; a lower rudder plate secured to that part of the shaft which is located below the pod, for controlling the course of the ship; a propeller having a propeller shaft connected to one end of the pod; and drive means provided in the pod, for driving the propeller shaft.
- According to the fifth aspect of the invention, there is provided a ship according to the third or the forth aspect, which further comprises: a skeg protruding from the stern of the ship toward the rudder plate, located in front of the azimuth propeller apparatus and opposing the azimuth propeller apparatus.
- According to the sixth aspect of this invention, there is provided a ship according to the fifth aspect, in which the skeg has support means supporting the shaft.
- According to the seventh aspect of the present invention, there is provided a ship according to the fifth aspect, in which the skeg has a notch in an intermediate edge part, for allowing passage of the propeller being rotated around the shaft.
- According to the eighth aspect of the invention, there is provided an azimuth propeller apparatus which comprises: a rotatable shaft to be connected to a stern of a ship; a pod mounted on the shaft; a propeller having a propeller shaft connected to one end of the pod; drive means provided in the pod, for driving the propeller shaft; and a reaction fin connected to the pod and located at fore-flow of the propeller, for swirling water in a direction opposite to a rotational direction of the propeller.
- According to the ninth aspect of this invention, there is provided an azimuth propeller apparatus according to the eighth aspect, which further comprises a rudder plate secured to the shaft, for controlling the course of the ship.
- According to the tenth aspect of the present invention, there is provided a ship which comprises an azimuth propeller apparatus. The azimuth propeller apparatus includes: a rotatable shaft to be connected to a stern of a ship; a pod mounted on the shaft; a propeller having a propeller shaft connected to one end of the pod; drive means provided in the pod, for driving the propeller shaft; and a reaction fin connected to the pod and located at fore-flow of the propeller, for swirling water in a direction opposite to a rotational direction of the propeller.
- According to the eleventh aspect of the present invention, there is provided a ship according to the tenth aspect, in which the azimuth propeller apparatus further comprises a rudder plate secured to the shaft, for controlling the course of the ship.
- According to the twelfth aspect of the invention, there is provided a ship according to the tenth or the eleventh aspect, which further comprises a skeg protruding from the stern toward the rudder plate, located in front of the azimuth propeller apparatus and opposing the azimuth propeller apparatus.
- According to the thirteenth aspect of the present invention, there is provided a ship according to the tenth or the twelfth aspect, in which the skeg has support means supporting the shaft.
- According to the fourteenth aspect of the invention, there is provided an azimuth propeller apparatus according to the twelfth aspect, in which the skeg has a notch in an edge part, for allowing passage of the propeller being rotated around the shaft.
- According to the fifteenth aspect of the invention, there is provided an azimuth propeller apparatus which comprises: a rotatable shaft to be connected to a stern of a ship; a pod mounted on the shaft; a propeller having a propeller shaft connected to one end of the pod; drive means provided in the pod, for driving the propeller shaft; and a stator fin connected to the pod and located at aft-flow of the propeller, for swirling water in a direction opposite to a rotational direction of the propeller.
- According to the sixteenth aspect of this invention, there is provided an azimuth propeller according to the fifteenth aspect, which further comprises a rudder plate secured to the shaft, for controlling the course of the ship.
- According to the seventeenth aspect of the present invention, there is provided a ship which comprises an azimuth propeller apparatus. The azimuth propeller apparatus includes: a rotatable shaft to be connected to a stern of a ship; a pod mounted on the shaft; a propeller having a propeller shaft connected to one end of the pod; drive means provided in the pod, for driving the propeller shaft; and a stator fin connected to the pod and located at aft-flow of the propeller, for swirling water in a direction opposite to a rotational direction of the propeller.
- According to the eighteenth aspect of this invention, there is provided a ship according to the seventeenth aspect, in which the azimuth propeller apparatus further comprises a rudder plate secured to the shaft, for controlling the course of the ship.
- According to the nineteenth aspect of this invention, there is provided a ship according to the seventeenth or the eighteenth aspect, which further comprises a skeg protruding from the stern toward the rudder plate, located in front of the azimuth propeller apparatus and opposing the azimuth propeller apparatus.
- According to the twentieth aspect of this invention, there is provided a ship according to the nineteenth aspect, in which the skeg extends to a point near the rudder plate, and the skeg has a notch in an edge part, for allowing passage of the propeller being rotated around the shaft.
- This summary of the invention does not necessarily describe all necessary features so that the invention may also be a sub-combination of these described features.
- The invention can be more fully understood from the following detailed description when taken in conjunction with the accompanying drawings, in which:
- FIG. 1 is a side view showing a ship having a conventional propeller and a conventional rudder;
- FIG. 2 is a magnified view of the stern of the ship shown in FIG. 1;
- FIG. 3 is a side view of a ship equipped with a conventional azimuth propeller apparatus;
- FIG. 4 is a magnified view of the stern of the ship shown in FIG. 3;
- FIG. 5 is a side view of the stern of a ship according to the first embodiment of the invention, which is equipped with an azimuth propeller;
- FIG. 6 is a side view showing a modification of the first embodiment;
- FIG. 7 is a graph representing the various relations between the rudder angle and the lateral force, which are observed with various ships;
- FIG. 8 is a graph illustrating the relation which the gap between the hull and rudder of a ship and the lateral force applied to the rudder have when the rudder angle is 35°;
- FIG. 9 is a side view of the stern of a ship according to the second embodiment of the invention, which is equipped with an azimuth propeller apparatus of another type;
- FIG. 10 is a view taken along line V-V in FIG. 9;
- FIG. 11 is a side view of the stern of a ship according to the third embodiment of the invention, which is equipped with an azimuth propeller apparatus;
- FIG. 12 is a side view of another ship equipped with a modification of the azimuth propeller apparatus shown in FIG. 11;
- FIG. 13 is a view taken along line V-V in FIGS. 11 and 12;
- FIG. 14 is a side view of the stern of a ship according to the fourth embodiment of the invention, which is equipped with an azimuth propeller apparatus of a different type;
- FIG. 15 is a side view for explaining the operation of the fourth embodiment;
- FIG. 16A is a side view of the stern of a ship according to the fifth embodiment of the invention, which is equipped with an azimuth propeller apparatus of a different type;
- FIG. 16B is a view taken along line G-G in FIG. 16A;
- FIG. 17A a side view for explaining the operation of the fifth embodiment;
- FIG. 17B is a view taken along line G-G in FIG. 17A;
- FIG. 18A is a side view of the stern of a ship equipped with a modification of the azimuth propeller apparatus according to first embodiment, which has a reaction fin at the fore-stream of the propeller;
- FIG. 18B is a view taken along line G-G in FIG. 18A;
- FIG. 19A is a side view, showing the azimuth propeller apparatus of FIG. 18A which has been rotated by 180° from the position shown in FIG. 18A;
- FIG. 19B is a view taken along line G-G in FIG. 19A;
- FIG. 20 is a side view of the stern of a ship equipped with a modification of the azimuth propeller apparatus according to second embodiment, which has a reaction fin at the fore-stream of the propeller;
- FIG. 21 is a side view of the stern of a ship equipped with a modification of the azimuth propeller apparatus according to third embodiment, which has a reaction fin at the fore-stream of the propeller;
- FIG. 22 is a side view of the stern of a ship equipped with a modification of the third embodiment, which has a reaction fin at the fore-stream of the propeller;
- FIG. 23 is a side view of the stern of a ship equipped with a modification of the azimuth propeller apparatus according to fourth embodiment, which has a reaction fin at the fore-stream of the propeller;
- FIG. 24A is a side view of an azimuth propeller apparatus according to the sixth embodiment of the present invention;
- FIG. 24B is a view taken along line G-G in FIG. 24A;
- FIG. 25A is a side view, showing the azimuth propeller apparatus of FIG. 24A which has been rotated by 180° from the position shown in FIG. 24A;
- FIG. 25B is a view taken along line G-G in FIG. 25A;
- FIG. 26A is a side view of the stern of a ship equipped with the azimuth propeller apparatus according to the first embodiment, which has a reaction fin at the aft-stream of the propeller;
- FIG. 26B is a view taken along line G-G in FIG. 26A;
- FIG. 27A is a side view, showing the azimuth propeller apparatus of FIG. 26A which has been rotated by 180° from the position shown in FIG. 26A; and
- FIG. 27B is a view taken along line G-G in FIG. 27A.
-
- The first to sixth embodiments of the invention will be described, with reference to the accompanying drawings.
- FIG. 5 is a side view of the stern of a ship according to the first embodiment, which is equipped with an
azimuth propeller apparatus 1 according to the first embodiment. - As shown in FIG. 5, the
azimuth propeller apparatus 1 comprises ashaft 13, apod 15, amotor 17, apropeller shaft 19, apropeller 21, and arubber plate 23. The structure of theapparatus 1 will be described below in greater detail. - The
shaft 13 vertically extends, with its upper part provided in the stern 10 of the ship. Theshaft 13 can rotate through 360° around its axis. Thepod 15 is connected to the lower end of theshaft 13. Thepod 15 incorporates themotor 17. Thepropeller shaft 19 is connected at one end to themotor 17. Thepropeller 21 is connected to the other end of thepropeller shaft 19. - The
rudder plate 23 is mounted on theshaft 13. Like ordinary rudders, therudder plate 23 has a blade cross section, size and aspect ratio, all similar to the ordinary rudders in size and aspect ratio. (The aspect ratio is the ratio of the height H to the breadth B, ranging from 1.5 to 3. If theplate 23 has different breadths at the upper end and lower end, the aspect ratio will be is H/Bave., where Bave. is the average of the different breadths.) Therudder plate 23 is rotated when theshaft 13 rotates around its axis. When rotated, therudder plate 23 controls the direction in which the ship is propelled. Theplate 23 has the cross section indicated by the two-dot, dashed lines. - The ship has a drive means for driving the
azimuth propeller apparatus 1. The drive means will be described below. - The drive means comprises a
diesel engine 25, agenerator 27, amotor 31, agear 33, and agear 35, all provided in the stern 10. Thegear 33 is mounted on the shaft of themotor 31, and thegear 35 is mounted on theshaft 13. Thegears diesel engine 25 drives thegenerator 27, which generates electric power. The electric power is supplied to themotor 31 which derives the rotation of theshaft 13. Thegears shaft 13. Theshaft 13 is therefore rotated, whereby theazimuth propeller apparatus 1 is rotated. Meanwhile, the electric power is supplied from thegenerator 27 to themotor 17 provided in thepod 15, through anelectric cable 29 that extends through theshaft 13. Driven by the electric power, themotor 17 rotates thepropeller 21. - A
skeg 14 protrudes from the stern toward therudder plate 23, to help the ship to keep its course. - It will be explained how the
azimuth propeller apparatus 1 operates to propel the ship forward and backward and steer the ship. - To propel the ship forward, the
diesel engine 25 provided in the stern drives thegenerator 27 provided in the stern, too. The electric power output from thegenerator 27 drives themotor 17 contained in thepod 15. Themotor 17 rotates thepropeller shaft 19, which rotates thepropeller 21. Thepropeller 21, which is rotating, pushes water backward, in the direction of arrows a in FIG. 5. As a result, the ship is propelled forward. - The ship can be propelled backward, merely by rotating the
propeller 21 in the reverse direction, making thepropeller 21 push water forward. - To alter the ship's course to portside or starboard, the
motor 31 rotates thegears shaft 13 and, hence, theazimuth propeller apparatus 1 turning. As a result, the direction changes in which thepropeller 21 applies a propelling force to the hull, and a lift is generated at therudder plate 23. Due to the propelling force and the lift, a lateral force is applied to the hull, altering the course of the ship. As indicated above, therudder plate 23 has a blade cross section, size and aspect ratio, all similar to those of the ordinary rudders. Theazimuth propeller apparatus 1 can therefore control the course of the ship more reliably than the conventional azimuth propeller apparatus shown in FIG. 3. - FIG. 7 is a graph representing the various relations between the rudder angle and the lateral force, which are observed with various ships. Curve D indicates the angle-force relation observed when the
propeller 81 and the rudder 82 (both shown in FIG. 2) are used, propelling and steering theship 80 shown in FIG. 1 at low speed of 18 knots. Curve E shows the angle-force relation observed when the azimuth propeller apparatus 91 (shown in FIG. 4) is used, propelling and steering theship 90 shown in FIG. 3 at low speed of 18 knots. Curve A indicates the angle-force relation observed when the azimuth propeller apparatus 1 (shown in FIG. 4) is used, propelling and steering a ship at low speed of 18 knots. - As seen from curve A, the lateral force is almost equal to the sum of the lateral force applied to the hull when the
propeller 81 and the rudder 82 (FIG. 2) are used and the lateral force applied to the hull when the azimuth propeller apparatus 91 (FIG. 4) is used. Obviously, the ship with theazimuth propeller apparatus 1 can acquire a larger lateral force than theship 80 with thepropeller 81 andrudder 82 and theship 90 with the conventionalazimuth propeller apparatus 91. - The
azimuth propeller apparatus 1 having the structure described above can have a lift similar to the lift the ordinary rudder plate acquires and can provide a lateral component of propelling force by virtue of thepropeller 21. The lift and the lateral component of force result in a lateral force. This lateral force is larger than the lateral force applied to theship 90 with the conventionalazimuth propeller apparatus 91. Theazimuth propeller apparatus 1 can therefore control the course of a ship. In other words, it can enhance the steerability of the ship well during the low-speed navigation. - As shown in FIG. 5, the
propeller 21 is located at the rear of thepod 15 while theazimuth propeller apparatus 1 is positioned to propel the ship forward. Instead, thepropeller 21 may be located in front of thepod 15 as in a modification of theapparatus 1, which is illustrated in FIG. 6. In this modified azimuth propeller apparatus attains the same advantages as theazimuth propeller apparatus 1 shown in FIG. 5. - Moreover, the
rudder plate 23 may be separated into two rudder plates, the one of which is an upper rudder plate which is located above thepod 15 and the other is a lower rudder plate which is located below thepod 15. - FIG. 8 is a graph illustrating the relation which the gap between the hull and rudder of a ship and the lateral force applied to the rudder have when the rudder angle is 35°. From FIG. 8 it can be understood that the lateral force increases as the gap between the hull and the rudder decreases. Since the lateral force applied to the rudder changes the course of the ship as already mentioned, the steerability of the ship depends on the lateral force. In view of this it may be proposed that the gap between the hull and the rudder be decreased to enhance the steerability of the ship.
- Accordingly, the second embodiment of the present invention is a ship with an azimuth propeller apparatus that can steer the ship more reliably than does the
azimuth propeller apparatus 1 shown in FIG. 5. - In the following description of the second to sixth embodiments of the invention, the components corresponding to those of the first embodiment are identified by the same reference numerals and will not be described in detail, and the new components will be described in detail.
- FIG. 9 is a side view of the stern of a ship according to the second embodiment of this invention. As shown in FIG. 9, the ship has an
azimuth propeller apparatus 2, a drive means, and askeg 43. - The
azimuth propeller apparatus 2 hasbevel gears 37, apropeller shaft 39, and ashaft 41. Theazimuth propeller apparatus 2 is driven by the drive means. The drive means comprises adiesel engine 25, a speed-reducingapparatus 28, atransmission shaft 30, and bevel gears 37. In the ship shown in FIG. 9, the diesel engine drives thetransmission shaft 30 by way of the speed-reducingapparatus 28. The bevel gears 37 transmit the rotation of theshaft 30 to theshaft 41 of theazimuth propeller apparatus 2. Thus driven by the drive means, theazimuth propeller apparatus 2 propels the ship. - The
skeg 43 protrudes from the stern toward therudder plate 23 of theapparatus 2 for a longer distance than theskeg 14 shown in FIG. 5. Thus, the rear edge of theskeg 43 is located closer to the front edge of therudder plate 23. - FIG. 10 is a view taken along line V-V in FIG. 9. As can be seen from FIG. 10, the gap between the
rudder plate 23 and the hull is narrower than in the case of the ship shown in FIG. 5. Hence, a greater lateral force can be applied to the ship according to the second embodiment than to the ship according to the first embodiment, to change the course of the ship. - Curve B in FIG. 7 indicates the relation between the rudder angle and the lateral force, angle-force relation observed when the ship according to the second embodiment is propelled and steered at low speed of 18 knots. As can be evidenced by comparing curve B with curve A, the lateral force is larger than the lateral force applied to the ship according to the first embodiment.
- Moreover, curve C in FIG. 7 indicates the angle-force relation observed when the
ship 80 is propelled and steered at high speed of 25 knots. As can been seen from comparison between curve C and curve B, a lateral force, which is comparable with the lateral force applied to theship 80 navigated at 25 knots, can be applied to the ship, according to the second embodiment, though the ship is navigated at low speed of 18 knots. - The drive means used in the second embodiment can be used to drive the
azimuth propeller apparatus 1 according to the first embodiment and the azimuth propeller apparatuses according to the third to sixth embodiments, which will be described later. Moreover, theazimuth propeller apparatuses 2 according to the second embodiment can be derived by the derive means in the first embodiment. In this case, themotor 31 and thegears azimuth propeller apparatus 2. - In the second embodiment, the gap between the hull and the rudder is narrow. The lateral force applied to the ship as the
azimuth propeller apparatus 2 is operated to change the course of the ship can therefore be increased. This enhances the steerability of the ship. - Generally, a rudder plate must be firmly and steadily supported because it receives a lateral force large enough to change the course of the ship. Accordingly, the third embodiment of the present invention is a ship that is improved in the support strength of the rudder plate of an azimuth propeller apparatus.
- FIG. 11 is a side view of the stern of the ship. As shown in FIG. 11, the ship has an
azimuth propeller apparatus 3 and askeg 45. Theapparatus 3 and theskeg 45 are so designed that theskeg 45 supports theazimuth propeller apparatus 3 firmly and steadily. Theapparatus 3 andskeg 45 will be described with reference to FIG. 11. - The
rudder plate 24 of theazimuth propeller apparatus 3 is secured at its front edge to ashaft 20. Secured to theshaft 20, therudder plate 24 is rotated when theshaft 20 is rotated. Therudder plate 24 is identical to therudder plate 23 of theazimuth propeller apparatus lines 241. - The
skeg 45 has two bearingsections 451, on the upper and lower parts of its rear edge, respectively. The bearingsections 451 support theshaft 20. Therudder plate 24 is a flap-shaped component that is coupled to the rear edge of theskeg 45. - FIG. 12 is a side view of another ship equipped with a modification of the
azimuth propeller apparatus 3 shown in FIG. 11. - The
skeg 45 shown in FIG. 12 has two bearingsections 451, like theskeg 45 shown in FIG. 11, and has twointermediate bearing sections 453, on two intermediate parts of its rear edge. Thus, four bearing sections support ashaft 20. The bearingsections 451 and bearingsections 453 are axially aligned with theshaft 20. Therudder plate 23 secured to theshaft 20 can therefore be rotated smoothly around theshaft 20. - FIG. 13 is a view taken along line V-V in FIGS. 11 and 12;
- The
rudder plate 24 shown in FIG. 11 is supported at both ends of theshaft 20 by means of the upper andlower bearing sections 451, not by a single shaft (such as the shaft 13) as therudder plate 23 shown in FIG. 9. Obviously, therudder plate 24 is more firmly supported than therudder plate 23 shown in FIG. 9. - The rudder plate of the
azimuth propeller apparatus 3 shown in FIGS. 11 and 12 is supported at both ends of theshaft 20 and, if necessary, at two intermediate part of theshaft 20. Hence, the rudder plate is more firmly supported than the rudder plates of the second embodiments. Furthermore, theazimuth propeller apparatus 3 attains the same advantages as theazimuth propeller apparatus 2 shown in FIG. 9. - The fourth embodiment of this invention is a ship characterized in two respects. First, the gap between the rudder plate and the hull is narrow, increasing the steerability of the ship. Second, the azimuth propeller apparatus is rotated by 180° from the normal position to propel the ship backward.
- FIG. 14 is a side view of the stern of the ship according to the fourth embodiment. With reference to FIG. 14 the
azimuth propeller apparatus 4 andskeg 51 of the fourth embodiment will be described. - The
azimuth propeller apparatus 4 has arudder plate 53. Therudder plate 53 is a modification of therudder plates 23 shown in FIGS. 5 and 9. Therudder plate 53 has aprojection 531 on the front edge and can rotate through 360°. Therudder plate 53 is identical to therudder plate 23 of theazimuth propeller apparatuses - The
skeg 51 has a U-notch 511 in the rear edge. It is in thenotch 511 in which theprojection 531 of therudder plate 53 is placed as long as therudder plate 53 remains in the normal position. Thus, the gap between theplate 53 and the hull is much narrower than in the case of the conventional ships. - To propel the ship backward, it suffices to rotate the
shaft 20 by 180°, thereby setting therudder plate 53 in the position shown in FIG. 15. Thepropeller 21 is then located in thenotch 511 of theskeg 51. As thepropeller 21 is rotated in thenotch 511, it applies a backward propelling force to the hull. - The forth embodiment attains the same advantages as the second embodiment.
- The fifth embodiment of the present invention describes an azimuth propeller apparatus which can apply to the hull a propelling force greater than in the first to fourth embodiments described above and a ship equipped with the azimuth propeller apparatus.
- FIG. 16A is a side view of the stern of the ship according to the fifth embodiment of the invention, which is equipped with an azimuth propeller apparatus designed to apply a greater propelling force to the hull. FIG. 16B is a view taken along line G-G in FIG. 16A.
- The
azimuth propeller apparatus 5 shown in FIG. 16A is characterized by a reaction fin 61 that is provided at the rear of thepod 15, namely at the fore-stream of thepropeller 21. (Generally, a fin located at the fore-stream of a propeller is called "reaction fins," whereas a fin located at the aft-stream of a propeller is called "stator fins.") As shown in FIG. 16B, thereaction fin 16 comprises, for example, eight fin blades. The fin blades extend in radial directions from the rear end of thepod 15. The fin blades are positioned to swirl the water flow toward thepropeller 21, in the direction opposite to the rotational direction of thepropeller 21. More precisely, each fin blade is twisted in the same direction as the blades of thepropeller 21 provided at the rear of the reaction fin 61. - How the
azimuth propeller apparatus 5 exerts a propelling force to the hull to push the ship forward will be explained. - A
diesel engine 25 and agenerator 27 are provided in the hull, and amotor 17 is provided in thepod 15 of theazimuth propeller apparatus 5. Thediesel engine 25 drives thegenerator 27, which generates electric power. The electric power is supplied to themotor 17. Thepropeller 21 is rotated by themotor 17 and pushes water backward. Thereaction fin 16 swirls the water flow toward thepropeller 21 in the direction opposite to the rotational direction of thepropeller 21. Thepropeller 21, which is located at the rear of thereaction fin 16, further increases the velocity of the water flow by the rotating. Thus, the momentum of the water flow greatly changes. The reaction G resulting from the change in momentum (in the direction arrows a in FIG. 6) propels the ship forward. - The ship can be propelled backward by rotating the
shaft 13 by 180° as is illustrated in FIG. 17A. Theazimuth propeller apparatus 5 is thereby rotated by 180°, too. As a result, thepropeller 21 pushes water forward, or in the direction of arrow b (FIG. 17A), applying a backward propelling force to the hull. FIG. 17B is a view taken along line G-G in FIG. 17A. - Whether the ship is propelled forward or backward, the
reaction fin 16 can swirl water in the direction opposite to the rotational direction of thepropeller 21. Hence, the energy of the swirling water would not be wasted at the rear of thepropeller 21. This serves to increase the efficiency of propelling the ship. - As already described in conjunction with the first embodiment, the lateral force that controls the course of the ship results in part from the lateral component of the propelling force the
azimuth propeller apparatus 5 exerts on the hull. Therefore, the increase in the ship-propelling efficiency can enhance the steerability of the ship. - The
reaction fin 16 of theazimuth propeller apparatus 5 can be used in the azimuth propeller apparatuses according to the first to fourth embodiments described above. How thefin 16 may be used so will be briefly explained below. - FIG. 18A shows a modification of the
azimuth propeller apparatus 1 according to first embodiment, which has areaction fin 50 at the fore-stream of thepropeller 21. FIG. 18B is a view taken along line G-G in FIG. 18A. For example, as shown in FIG. 18B, thereaction fin 50 has six fin blades, three on each side of therudder plate 23. - FIG. 19A is a side view, showing the azimuth propeller apparatus of FIG. 18A which has been rotated by 180° from the position shown in FIG. 18A to propel the ship backward. FIG. 19B is a view taken along line G-G in FIG. 19A.
- FIG. 20 depicts a modification of the
azimuth propeller apparatus 2 according to second embodiment, which has areaction fin 50 at the fore-stream of thepropeller 21. - FIG. 21 illustrates a modification of the
azimuth propeller apparatus 3 according to third embodiment, which has areaction fin 50 at the fore-stream of thepropeller 21. - FIG. 22 shows another modification of the
azimuth propeller apparatus 3, which has a reaction fin at the fore-stream of thepropeller 21. - FIG. 23 shows a modification of the
azimuth propeller apparatus 4 according to fourth embodiment, which has areaction fin 50 at the fore-stream of thepropeller 21. - In the first to fourth embodiments, the use of the
reaction fin 50 can help to increase the ship-propelling efficiency. - The sixth embodiment of this invention will be described. This embodiment is a ship equipped with an
azimuth propeller apparatus 6 that has apropeller 21 located in front of thepod 15, thereby to increase the ship-propelling efficiency further. - FIG. 24A is a side view of the
azimuth propeller apparatus 6, and FIG. 24B is a view taken along line G-G in FIG. 24A. - The
azimuth propeller apparatus 6 has astator fin 16, not areaction fin 16. Theazimuth propeller apparatus 6 further comprises ashaft 13, apod 15, and apropeller 21. Thepod 15 of theapparatus 6 is connected to theshaft 13. Thestator fin 16 is mounted on thepod 15 and located at the aft-flow of thepropeller 21. Thepropeller 21 is located in front of thepod 15 as is illustrated in FIG. 24A. - The
stator fin 16 is similar to thereaction fin 16 in terms of structure. It is designed to swirl water in the direction opposite to the rotational direction of thepropeller 21. To swirl the water in this direction, the blades of thestator fin 16 are twisted in the same direction as the blades of thepropeller 21 provided in front of thestator fin 16. - The
stator fin 16 swirls the water that has gained momentum as thepropeller 21 rotates, in the direction opposite to the rotational direction of thepropeller 21. Thus, the momentum of the water flow greatly changes, propelling the ship forward. - The
azimuth propeller apparatus 6 can be rotated by 180° around the axis of theshaft 13, as is illustrated in FIG. 25A. In this case, the ship is propelled backward. - In the sixth embodiment, the
stator fin 16 is located at the aft-flow of thepropeller 21 no matter whether the ship is propelled forward or backward. Thestator fin 16 can therefore swirl water in the direction opposite to the rotational direction of thepropeller 21. Hence, thestator fin 16 reduces the swirl of water caused by the rotatingpropeller 21 and converts the energy of the swirling water to a propelling force. The force propelling the hull can be thereby increased. - Moreover, the steerability of the ship can be enhanced by increasing the ship-propelling efficiency as in the fifth embodiment.
- The
stator fin 16 of theazimuth propeller apparatus 6 can be used in the azimuth propeller apparatuses according to the first to fourth embodiments described above. How thestator fin 16 may be used so will be briefly explained below. - FIG. 26A shows a
modification 7 of theazimuth propeller apparatus 1 according to first embodiment, which has astator fin 50 at the aft-stream of thepropeller 21. FIG. 26B is a view taken along line G-G in FIG. 26A. As shown in FIG. 26B, thestator fin 50 is similar in structure to thereaction fin 50 described above. For example, thestator fin 50 has six fin blades, three on each side of therudder plate 23. - In order to propel the ship backward it suffices to rotate the
azimuth propeller apparatus 7 by 180° as is illustrated in FIG. 27A. FIG. 27B is a view taken along line G-G in FIG. 27A. - The
stator fin 50 can help to increase the ship-propelling efficiency in the first embodiment.
Claims (20)
- An azimuth propeller apparatus (1, 2, 3, 4) characterized by comprising:a rotatable shaft (13, 20) to be connected to a stern of a ship;a rudder plate (23, 24, 53) secured to the shaft (13), for controlling the course of the ship;a pod (15) mounted on an intermediate part of the rudder plate (23, 24, 53);a propeller (21) having a propeller shaft (19) connected to one end of the pod (15); anddrive means (17) provided in the pod (15), for driving the propeller shaft (19).
- An azimuth propeller apparatus (1, 2, 3, 4) characterized by comprising:a rotatable shaft (13, 20) to be connected to a stern of a ship;a pod (15) mounted on the shaft (13, 20);an upper rudder plate (23, 24, 53) secured to that part of the shaft (13, 20) which is located above the pod (15), for controlling a course of the ship;a lower rudder plate (23, 24, 53) secured to that part of the shaft (13, 20) which is located below the pod (15), for controlling the course of the ship;a propeller (21) having a propeller shaft (19) connected to one end of the pod (15); anddrive means (17) provided in the pod (15), for driving the propeller shaft (19).
- A ship characterized by comprising an azimuth propeller apparatus (1, 2, 3, 4):
the azimuth propeller apparatus (1, 2, 3, 4) including:a rotatable shaft (13, 20) to be connected to a stern of a ship;a rudder plate (23, 24, 53) secured to the shaft (13), for controlling the course of the ship;a pod (15) mounted on an intermediate part of the rudder plate (23, 24, 53);a propeller (21) having a propeller shaft (19) connected to one end of the pod (15); anddrive means (17) provided in the pod (15), for driving the propeller shaft (19). - A ship characterized by comprising an azimuth propeller apparatus (1, 2, 3, 4):
the azimuth propeller apparatus (1, 2, 3, 4) including:a rotatable shaft (13, 20) to be connected to a stern of a ship;a pod (15) mounted on the shaft (13, 20);an upper rudder plate (23, 24, 53) secured to that part of the shaft (13, 20) which is located above the pod (15), for controlling a course of the ship;a lower rudder plate (23, 24, 53) secured to that part of the shaft (13, 20) which is located below the pod (15), for controlling the course of the ship;a propeller (21) having a propeller shaft (19) connected to one end of the pod (15); anddrive means (17) provided in the pod (15), for driving the propeller shaft (19). - A ship according to claim 3 or claim 4, characterized by further comprising a skeg (14, 43, 45, 50, 51) protruding from the stern of the ship toward the rudder plate (23, 24, 53), located in front of the azimuth propeller (1, 2, 3, 4) apparatus and opposing the azimuth propeller apparatus (1, 2, 3, 4).
- A ship according to claim 5, characterized in that the skeg (45, 50) has support means (451, 453) supporting the shaft (20).
- A ship according to claim 5, characterized in that the skeg (51) has a notch (511) in an intermediate edge part, for allowing passage of the propeller (21) being rotated around the shaft (13).
- An azimuth propeller apparatus (5) characterized by comprising:a rotatable shaft (13) to be connected to a stern of a ship;a pod (15) mounted on the shaft (13, 20);a propeller (21) having a propeller shaft (19) connected to one end of the pod (15);drive means (17) provided in the pod (15), for driving the propeller shaft (19); anda reaction fin (16) connected to the pod (15) and located at fore-flow of the propeller (21), for swirling water in a direction opposite to a rotational direction of the propeller (21).
- An azimuth propeller apparatus (5) according to claim 8, characterized by further comprising a rudder plate (23, 24, 53) secured to the shaft, for controlling the course of the ship.
- A ship characterized by comprising an azimuth propeller apparatus (5):
the azimuth propeller apparatus (5) including:a rotatable shaft (13) to be connected to a stern of a ship;a pod (15) mounted on the shaft (13, 20);a propeller (21) having a propeller shaft (19) connected to one end of the pod (15);drive means (17) provided in the pod (15), for driving the propeller shaft (19); anda reaction fin (16) connected to the pod (15) and located at fore-flow of the propeller (21), for swirling water in a direction opposite to a rotational direction of the propeller (21). - A ship according to claim 10, characterized in that the azimuth propeller apparatus (5) further comprises a rudder plate (23, 24, 53) secured to the shaft, for controlling the course of the ship.
- A ship according to claim 10 or claim 11, characterized by further comprising a skeg (14, 43, 45, 50, 51) protruding from the stern toward the rudder plate (23, 24, 53), located in front of the azimuth propeller apparatus (5) and opposing the azimuth propeller apparatus (5).
- A ship according to claim 12, characterized in that the skeg (45, 50) has support means (451, 453) supporting the shaft (20).
- A ship according to claim 12, characterized in that the skeg (51) has a notch (511) in an edge part, for allowing passage of the propeller (21) being rotated around the shaft (13).
- An azimuth propeller apparatus (6) characterized by comprising:a rotatable shaft (13) to be connected to a stern of a ship;a pod (15) mounted on the shaft;a propeller (21) having a propeller shaft (19) connected to one end of the pod (15);drive means (17) provided in the pod (15), for driving the propeller shaft (19); anda stator fin (16) connected to the pod (15) and located at aft-flow of the propeller (21), for swirling water in a direction opposite to a rotational direction of the propeller (21).
- An azimuth propeller apparatus (6) according to claim 15, characterized by further comprising a rudder plate (23, 53) secured to the shaft (13), for controlling the course of the ship.
- A ship characterized by comprising an azimuth propeller apparatus (6):
the azimuth propeller apparatus (6) including:a rotatable shaft (13) to be connected to a stern of a ship;a pod (15) mounted on the shaft;a propeller (21) having a propeller shaft (19) connected to one end of the pod (15);drive means (17) provided in the pod (15), for driving the propeller shaft (19); anda stator fin (16) connected to the pod (15) and located at aft-flow of the propeller (21), for swirling water in a direction opposite to a rotational direction of the propeller (21). - A ship according to claim 17, characterized in that the azimuth propeller apparatus (6) further comprises a rudder plate (23, 53) secured to the shaft (13), for controlling the course of the ship.
- A ship according to claim 17 or claim 18, characterized by further comprising a skeg (14, 51) protruding from the stern toward the rudder plate (23, 53), located in front of the azimuth propeller apparatus (6) and opposing the azimuth propeller apparatus (6).
- A ship according to claim 19, characterized in that the skeg (51) extends to a point near the rudder plate (53), and the skeg (51) has a notch (511) in an edge part, for allowing passage of the propeller (21) being rotated around the shaft (13).
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP36304798 | 1998-12-21 | ||
JP10363047A JP2000177694A (en) | 1998-12-21 | 1998-12-21 | Ship equipped with azimuth propeller with rudder |
JP11170007A JP2001001991A (en) | 1999-06-16 | 1999-06-16 | Azimuth propeller device with fin |
JP17000799 | 1999-06-16 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1013544A2 true EP1013544A2 (en) | 2000-06-28 |
EP1013544A3 EP1013544A3 (en) | 2002-01-30 |
EP1013544B1 EP1013544B1 (en) | 2004-10-27 |
Family
ID=26493159
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19990125210 Expired - Lifetime EP1013544B1 (en) | 1998-12-21 | 1999-12-17 | Azimuth propeller apparatus and ship equipped with the apparatus |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP1013544B1 (en) |
AT (1) | ATE280709T1 (en) |
DE (1) | DE69921432T2 (en) |
ES (1) | ES2232070T3 (en) |
NO (1) | NO996345L (en) |
Cited By (21)
Publication number | Priority date | Publication date | Assignee | Title |
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EP1270402A1 (en) * | 2001-06-29 | 2003-01-02 | Mitsubishi Heavy Industries, Ltd. | Azimuth propeller device |
EP1384661A1 (en) * | 2002-07-25 | 2004-01-28 | Alstom | Ship's rudder angularly positioned by an electric motor |
US6688927B2 (en) * | 1998-09-14 | 2004-02-10 | Abb Oy | Arrangement and method for turning a propulsion unit |
US6957990B2 (en) * | 2002-08-21 | 2005-10-25 | Lowe Jerry W | Electric houseboat |
WO2006056654A1 (en) * | 2004-11-29 | 2006-06-01 | Wärtsilä Finland Oy | Propulsion system of marine vessel |
US7147523B2 (en) * | 2001-09-11 | 2006-12-12 | Yanmar Co., Ltd. | Power generating and propelling system of vessel |
EP1847455A1 (en) * | 2006-04-20 | 2007-10-24 | Rolls-Royce Marine AS | A propulsion and steering unit for a waterborne vessel |
EP1566332A3 (en) * | 2004-02-18 | 2008-02-20 | ROLLS-ROYCE plc | Ship propulsion arrangement |
CN101857082A (en) * | 2009-04-02 | 2010-10-13 | 第一电气株式会社 | Electric propulsion system for ships |
NL1037824C2 (en) * | 2010-03-23 | 2011-09-27 | Heijden Spijkers Maria Anna Josepha | Apparatus and method for the propulsion, steering, manoeuvring and stabilisation of boats and other floating vessels. |
CN102958801A (en) * | 2010-11-26 | 2013-03-06 | 三菱重工业株式会社 | Azimuth propeller and ship provided with same |
CN103097239A (en) * | 2010-09-15 | 2013-05-08 | 三菱重工业株式会社 | Azimuth propeller |
JP2014121928A (en) * | 2012-12-20 | 2014-07-03 | Mitsubishi Heavy Ind Ltd | Swinging propeller and marine vessel |
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CN109436269A (en) * | 2018-12-06 | 2019-03-08 | 无锡瑞风船用推进器有限公司 | A kind of full circle swinging steering engine paddle for wind-powered electricity generation O&M ship |
CN109515666A (en) * | 2019-01-21 | 2019-03-26 | 中国计量大学 | A kind of vector propeller of underwater robot |
PL424813A1 (en) * | 2018-03-09 | 2019-09-23 | Bibus Menos Spółka Z Ograniczoną Odpowiedzialnością | Propeller unit of a watercraft |
CN111055962A (en) * | 2020-01-19 | 2020-04-24 | 江龙船艇科技股份有限公司 | Simple streamline solid wood structure for ship |
CN113593355A (en) * | 2021-07-27 | 2021-11-02 | 武汉理工大学 | Combined hybrid power experiment teaching ship |
US11352117B1 (en) | 2021-02-08 | 2022-06-07 | Gigawave Llc | Enhanced wave generation methods and systems |
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CN112278212B (en) * | 2020-10-29 | 2022-01-28 | 武汉船用机械有限责任公司 | Split type structure of steering oar rotation driving device |
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- 1999-12-17 ES ES99125210T patent/ES2232070T3/en not_active Expired - Lifetime
- 1999-12-17 EP EP19990125210 patent/EP1013544B1/en not_active Expired - Lifetime
- 1999-12-17 DE DE69921432T patent/DE69921432T2/en not_active Expired - Lifetime
- 1999-12-20 NO NO996345A patent/NO996345L/en not_active Application Discontinuation
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US6688927B2 (en) * | 1998-09-14 | 2004-02-10 | Abb Oy | Arrangement and method for turning a propulsion unit |
EP1270402A1 (en) * | 2001-06-29 | 2003-01-02 | Mitsubishi Heavy Industries, Ltd. | Azimuth propeller device |
US7147523B2 (en) * | 2001-09-11 | 2006-12-12 | Yanmar Co., Ltd. | Power generating and propelling system of vessel |
FR2842784A1 (en) * | 2002-07-25 | 2004-01-30 | Alstom | SHIP GOVERNOR SERVOLED IN ANGULAR POSITION BY AN ELECTRIC MOTOR |
EP1384661A1 (en) * | 2002-07-25 | 2004-01-28 | Alstom | Ship's rudder angularly positioned by an electric motor |
US6957990B2 (en) * | 2002-08-21 | 2005-10-25 | Lowe Jerry W | Electric houseboat |
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EP1847455A1 (en) * | 2006-04-20 | 2007-10-24 | Rolls-Royce Marine AS | A propulsion and steering unit for a waterborne vessel |
US7585195B2 (en) | 2006-04-20 | 2009-09-08 | Leif Vartdal | Propulsion and steering unit for a waterborne vessel |
EP2236409A3 (en) * | 2009-04-02 | 2012-10-03 | Dai-Ichi Electric Co., Ltd. | Electric propulsion system for ships |
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JP2014121928A (en) * | 2012-12-20 | 2014-07-03 | Mitsubishi Heavy Ind Ltd | Swinging propeller and marine vessel |
CN106604866B (en) * | 2014-09-03 | 2019-01-01 | Abb 有限公司 | Ship Propeling component |
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WO2016046318A1 (en) * | 2014-09-26 | 2016-03-31 | Siemens Aktiengesellschaft | Pod propulsion system with tractor propeller |
PL424813A1 (en) * | 2018-03-09 | 2019-09-23 | Bibus Menos Spółka Z Ograniczoną Odpowiedzialnością | Propeller unit of a watercraft |
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CN109515666A (en) * | 2019-01-21 | 2019-03-26 | 中国计量大学 | A kind of vector propeller of underwater robot |
CN111055962A (en) * | 2020-01-19 | 2020-04-24 | 江龙船艇科技股份有限公司 | Simple streamline solid wood structure for ship |
US11352117B1 (en) | 2021-02-08 | 2022-06-07 | Gigawave Llc | Enhanced wave generation methods and systems |
CN113593355A (en) * | 2021-07-27 | 2021-11-02 | 武汉理工大学 | Combined hybrid power experiment teaching ship |
Also Published As
Publication number | Publication date |
---|---|
ATE280709T1 (en) | 2004-11-15 |
DE69921432T2 (en) | 2006-03-02 |
EP1013544B1 (en) | 2004-10-27 |
NO996345L (en) | 2000-06-22 |
ES2232070T3 (en) | 2005-05-16 |
DE69921432D1 (en) | 2004-12-02 |
NO996345D0 (en) | 1999-12-20 |
EP1013544A3 (en) | 2002-01-30 |
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