EP3205572A1 - Propellerschiff mit frontal montiertem doppelruder - Google Patents

Propellerschiff mit frontal montiertem doppelruder Download PDF

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Publication number
EP3205572A1
EP3205572A1 EP15848489.9A EP15848489A EP3205572A1 EP 3205572 A1 EP3205572 A1 EP 3205572A1 EP 15848489 A EP15848489 A EP 15848489A EP 3205572 A1 EP3205572 A1 EP 3205572A1
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EP
European Patent Office
Prior art keywords
propeller
ship
rudder
additional
rudders
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.)
Withdrawn
Application number
EP15848489.9A
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English (en)
French (fr)
Other versions
EP3205572A4 (de
Inventor
Nobuyoshi Morimoto
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP3205572A1 publication Critical patent/EP3205572A1/de
Publication of EP3205572A4 publication Critical patent/EP3205572A4/de
Withdrawn legal-status Critical Current

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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
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders
    • 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 a propeller ship with front positioned twin rudders, having one propeller shaft and two rudders in a bow direction with respect to a propeller.
  • a ship is utilized as a means which can transport materials and person in large quantities and efficiently.
  • Basic factors required for the rudder are a turning performance (a performance which indicates how quick a direction can be changed when keeping steering) and a course keeping performance (a course stability: a performance how straight the ship can travel), and these factors are frequently conflicting functions, however, there has been designed variously to make them compatible.
  • the rudder On the basis of a turning performance of the ship, in relation to a ship main body, and a water flow effect to the rudder, the rudder has been generally attached in tandem at a backward position with respect to the propeller, in a stern.
  • the turning performance of the rudder depends on thrust in lateral direction acting on a surface of the rudder. This is lift acting on the rudder surface.
  • the lift is theoretically expressed as open water rudder performance in a uniform laminar flow by the following expression.
  • Lift F 1 / 2 ⁇ V 2 ⁇ sin ⁇ ⁇ A ⁇ Fp
  • Patent Document 1 in order to make the lift of the rudder larger, it has been known in Patent Document 1 that two rudders are provided in parallel at backward positions of a propeller for the single propeller, in a stern of a specifically designed ship.
  • Patent Document 1 JP-A No. 2003-26096
  • the structure of the Patent Document 1 has an advantage that the lift can be enlarged, however, has no objects to achieve improvement of fuel consumption, reduce a ship construction cost, or enlarge an amount of cargo per ship total length.
  • a main object of the present invention is to provide a structure of a propeller ship which can achieve improvement of fuel consumption, enlarge an amount of cargo per ship total length, and reduce a ship construction cost.
  • the present invention achieving the object mentioned above is as follows.
  • the rudders are provided at the laterally symmetrical positions of the ship center line.
  • an area of each of the rudders in the case where two rudders are provided can be made about 25 % to 50 % smaller per one rudder area than that in the case where one rudder is provided.
  • a total area of two rudders is the same as or somewhat larger than that of a conventional case with one rudder.
  • the rudder is desirably provided so as to make a clearance as small as possible with a ship bottom line.
  • the rudder necessarily goes under the seawater surface at the sailing time.
  • Making it possible to reduce the rudder height according to the present invention means making it possible to reduce a draft depth at the sailing time. As a result, it is possible to reduce an output of a main engine on the same ship speed, and the fuel consumption is improved.
  • an effect achieved by a stern thruster can be expected by provision of a stern thruster in the front side of the propeller.
  • the "buttock line” means a shape line of the stern obtained by cutting the stern by a vertical surface which is parallel to a central vertical cross sectional surface of a hull. It particularly refers to a line formed by a cross line to a parallel portion of the hull.
  • the rudder cannot work effectively at all.
  • the maneuverability can be enhanced by starting the stern thruster and bringing the water flow thereof into the rudder plate surface.
  • the stern thruster is preferably positioned 3 to 25 m ahead of the propeller. It has been known that the maneuverability by the stern thruster becomes appropriate in correction of course in the narrow port or in getting to and leaving the shore, in the case where the stern thruster is positioned 3 to 25 m ahead of the propeller.
  • the present invention is not characterized by the surface shape of the rudder, but takes into consideration use of the general rudder.
  • the rudder has the laterally symmetrical rudder surfaces, it is possible to enhance the maneuverability by synchronously using two rudders, using only one rudder, or using in combination.
  • the rudder and the steering machine are provided in the front side of the propeller, it is not necessary to arrange an after-peak tank, steering room and the like backward in the ship and it is possible to shorten the ship, for example, about 5 m to 20 m in comparison with a propeller ship having one rudder in the rear side of one propeller according to a conventional example.
  • a volumetric capacity of a cargo tank can be increased about 5 % to 15 % per the same total length in the case of a cargo ship, a utility value of the ship is enhanced. Further, it is possible to shorten the total length of the ship and the ship constructing cost is reduced.
  • a compact additional propeller and a driving unit therefor are provided in addition to said propeller, that is, the regularly used propeller.
  • the output of the driving unit for the additional propeller can be 35% or less, more preferably, 25% or less than the output of a driving unit of the main engine.
  • the ship When cargo (freight) is loaded, the ship is operated by driving the regularly used propeller, having a state of draft close to designed load draft. If necessary, the ship is operated also with the additional propeller in a combined manner.
  • the ship When the ship navigates back to a port after unloading the cargo, the ship is mainly operated by the compact additional propeller. Especially in days of calm and steady sea condition, there is little necessity to secure stability of the ship too severely during navigation. Accordingly, the ship is made to travel by means of the compact additional propeller, keeping a draft line further lower.
  • small output of the driving unit is enough (35% or less, more preferably, 25% or less of the output of the driving unit of the main engine). From this viewpoint, the significant reducing effects of fuel consumption can be obtained.
  • the ship In the case where the ship leaves a port after fully loaded with the cargo and then shifts to regular navigation, the ship navigates with the deep draft, driving the regularly used propeller. Further, in the case where the ship navigates using ballast after unloading the cargo, the ship is operated with the additional propeller after shifting to normal navigation. However, in the case of bad weather, ballast water is filled even in an unload condition. This enables the ship to travel in a stabilized state by means of the compact additional propeller or the regularly used propeller. Further, the additional propeller and the regularly used propeller can be used in a combined manner, if necessary.
  • a propeller immersion ratio for the regularly used propeller is not so largely limited so that a propeller diameter of a designed propeller can be made larger than the propeller diameter according to the relation between ship and propeller design in the related arts.
  • This enables propeller efficiency to be upgraded, increasing the efficiency of about 5% to 7%.
  • the designed propeller having the larger diameter the propeller efficiency is increased, and the output required for the main engine is reduced at the same speed of the ship, thereby significantly improving fuel efficiency.
  • the additional propeller In the case where the additional propeller is assembled at the outside of the ship and kept with unused condition under sailing, the propeller acts as resistance in the deep draft. Therefore, preferably the additional propeller is retracted to the inside of the ship.
  • a ship with single propeller and single rudder is provided as shown in Figs. 7 and 8 as an example of a tanker or a large cargo ship, an engine room 50 is arranged within a hull of a stern portion, and the ship is propelled by rotationally driving a propeller 51.
  • a rudder 52 is provided in a rear side of the propeller 51, a steering room 53 is arranged above the propeller 51, a steering machine 54 is provided in the steering room 53, a rudder stock 55 is integrated with the rudder (a rudder plate) 52, and the ship can be turned by the steering machine 54.
  • Reference numeral 56 denotes an after-peak tank.
  • a cargo space 57 is arranged in a front side of the engine room 50 so as to be connected to a bow side.
  • Figs. 1 to 6 show an example of a propeller ship with front positioned twin rudders according to the present invention.
  • the present invention is characterized in that rudders 12 and 12 are respectively provided at laterally symmetrical positions of a ship center line in a front side of a propeller 11 and in a rear side of a buttock line.
  • the rudder 12 can employ both of a balance type and an unbalance type according to a relationship to a rudder stock 12a. Further, it is desirable to have laterally symmetrical rudder surfaces as shown in Fig. 2 . Two rudders 12 and 12 can appropriately select synchronous use, single use, and combined use.
  • the steering room 53 is also arranged in the front side of the propeller 11 and the steering machine 54 is provided in the steering room.
  • a stern thruster 40 can be provided in the front side of the propeller 11 and in the rear side of the buttock line. Further, a propeller axis 40a of the stern thruster 40 is arranged so as to have a relationship that the propeller axis 40a passes through a rudder plate surface of each of the rudders 12 and 12.
  • the rudder cannot work effectively at all. Accordingly, by starting the stern thruster 40 and bringing the water flow thereof into the rudder plate surfaces, the rudder can work effectively and the maneuverability is enhanced.
  • the stern thruster 40 is desirably positioned 3 to 25 m ahead of the propeller.
  • the rudder and the steering machine are provided in the front side of the propeller, it is not necessary in the ship to arrange backward the after-peak tank 56, steering room 53 (see Fig. 7 ) and the like, as is different from the example shown in Figs. 7 and 8 , and it is possible to shorten the ship, for example, about 5 m to 20 m in comparison with the propeller ship having one rudder in the rear side of one propeller according to the conventional example.
  • the volumetric capacity of the cargo tank can be about 5 % to 15 % increased per the same total length, a utility value of the ship is enhanced. Further, it is possible to reduce a ship construction cost.
  • Said propeller 11 is the regularly used propeller.
  • a propeller ship with front positioned twin rudders can be provided, wherein an additional propeller and a driving unit for the additional propeller are provided in addition to the regularly used propeller 11, one or a plurality of the additional propellers is disposed at a ship bottom or at a boot top of the ship bottom, in a position different from where said propeller is disposed, and operating condition is selectable between regularly used operating condition in which propelling force is obtained by driving the regularly used propeller and the other operating condition in which propelling force is obtained by driving the additional propeller.
  • FIG. 4 is a schematic side elevational view of a propeller ship, for example, a commercial ship 10 loaded with cargo, such as a cargo ship.
  • the commercial ship 10 obtains propelling force by driving a regularly used propeller (main propeller) 11 by a main engine (propulsion engine) 50 such as a diesel engine.
  • the reference sign 14A represents a water line in an unload condition, indicating a state of trim by head in which the water line gradually becomes higher in a bow direction and intersects with a ship bottom line in a stern direction.
  • the reference sign 14B represents a water line, indicating a state of trim by stern which is a reverse state of the state of trim by head.
  • the propeller ship is provided with an additional propeller 20 and a duct propeller 21, including a driving unit 22 for the additional propeller.
  • This additional propeller 20 is disposed at a position different from the regularly used propeller 11, more specifically, in a bow area, a stern area, or an intermediate position at a ship bottom or a boot top of the ship bottom.
  • the case of disposing the additional propeller at the stern position is indicated by the reference sign 20A, and the case of disposing the same at the intermediate position is indicated by the reference sign 20B.
  • the output of the driving unit 22 of the additional propeller 20 is small, which is 25% or less than the output of a driving unit of the main engine 50.
  • operating condition is selectable between regular operating condition in which propelling force is obtained by driving the regularly used propeller 11 and the other operating condition in which propelling force is obtained by driving the additional propeller 20.
  • an electric motor or a hydraulic motor may be used as the driving unit 22, and further, if necessary, may be connected with the main engine (propulsion engine) 50 so as to obtain drive power.
  • the duct propeller 21 that includes a duct 21A around thereof is configured to be rotated when rotational drive force of an output shaft 23 by the driving unit 22 is transmitted to a vertical shaft 25 through a pair of bevel gears 24 and then transmitted, as rotational force of a propeller drive shaft 27, through a pair of bevel gears 26 provided at the vertical shaft 25.
  • the duct propeller 21 is configured to be rotatable around the vertical shaft 25 when rotational drive force of a transmission shaft 28 by the driving unit 22 is transmitted to a driving small gear 29 and a large gear 30 engaged therewith.
  • a device including the duct propeller 21 disposed below a ship bottom 10A is assembled at the outside of the ship bottom 10A as illustrated in FIG. 6 , but preferably, the device is configured to be retractable to the inside of the ship because such assembly of the duct propeller at the outside is to be an obstacle during normal navigation.
  • the reference sign 10B indicates a shielding member that shuts after the device is retracted to the inside of the ship.
  • the propeller ship when cargo R is loaded, the propeller ship is operated by driving the regularly used propeller 11 with the main engine 50 in a state of draft close to designed load draft.
  • the propeller ship is operated with the compact additional propeller 20, keeping the draft line low as illustrated in FIG. 5 because there is little necessity to secure stability of the ship too severely at the time of navigating the ship as shown in FIG. 5 .
  • a moving direction of the ship can be suitably selected, and the bow and the stern are monitored from the bridge 13 depending on the moving direction of the ship.
  • the compact additional propeller 20 is driven, small output from the driving unit 22 is enough, and the ship can be operated with the output of 35% or less, especially 25% or less, and best of all, about 10% to 5% of the output of the driving unit in the main engine 50. From this viewpoint, significant reducing effects of fuel consumption can be obtained. In a day of calm weather (when Beaufort scale is 0 to 3), travel speed of approximately 5 to 10 knots is enough.
  • the ship navigates with the deep draft, driving the regularly used propeller 11 mainly or in a combined manner with the additional propeller.
  • ballast water BW reserved space for the ballast water is not illustrated
  • the propeller ship can propel in the stern direction by driving the duct propeller 21 as shown in Fig. 6 in a necessary driving state.
  • the duct propeller 21 is rotatable around a vertical shaft line 25 (the vertical axis), by appropriately rotating the additional propeller around the vertical axis in the combined driving state of the additional propeller and the regularly used propeller, a steering function can be added and maneuverability (directional property) can be improved. Further, when the ship is docked at a port, the duct propeller is oriented sideways so as to be utilized as a slide thruster.
  • a propeller idling prevention device for preventing the regularly used propeller 11 from rotating may be provided.
  • the duct propeller 21 may be provided on the right and left sides with respect to a center line of the ship.
  • the duct propellers 21, 21 on the right and left sides rotate around the vertical shaft line, thereby improving the maneuverability. Further, when the propeller is utilized as the slide thruster, the propeller ship can be more easily get to the shore.
  • the present invention is applicable to a standard cargo ship, a container ship, a tanker, an LNG carrier, a car carrier, a bulk carrier, a cargo-passenger ship, and so on.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Traffic Control Systems (AREA)
EP15848489.9A 2014-10-06 2015-09-29 Propellerschiff mit frontal montiertem doppelruder Withdrawn EP3205572A4 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2014205589A JP6182788B2 (ja) 2014-10-06 2014-10-06 シングルプロペラ、前置きツインラダー船
PCT/JP2015/077543 WO2016056429A1 (ja) 2014-10-06 2015-09-29 前置きツインラダープロペラ船

Publications (2)

Publication Number Publication Date
EP3205572A1 true EP3205572A1 (de) 2017-08-16
EP3205572A4 EP3205572A4 (de) 2018-05-02

Family

ID=55653045

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15848489.9A Withdrawn EP3205572A4 (de) 2014-10-06 2015-09-29 Propellerschiff mit frontal montiertem doppelruder

Country Status (9)

Country Link
US (1) US20170305522A1 (de)
EP (1) EP3205572A4 (de)
JP (1) JP6182788B2 (de)
KR (1) KR101879253B1 (de)
CN (1) CN105683040B (de)
AR (1) AR102182A1 (de)
SG (1) SG11201702770RA (de)
TW (1) TWI613122B (de)
WO (1) WO2016056429A1 (de)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110192818A (zh) * 2018-02-26 2019-09-03 江苏美的清洁电器股份有限公司 表面清洁装置及其控制方法
CN113401313B (zh) * 2021-07-30 2022-11-18 广船国际有限公司 一种舵桨装置的安装方法

Family Cites Families (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5217496U (de) * 1975-07-25 1977-02-07
NL7802156A (nl) * 1978-02-27 1979-08-29 Schottel Nederland Bv Vaartuig met kantelbare roerpropeller, alsmede constructie-eenheid bestemd voor een dergelijk vaartuig.
JPS62116397A (ja) * 1985-11-15 1987-05-27 Mitsubishi Heavy Ind Ltd １軸２舵船
JPH02109789A (ja) * 1988-10-18 1990-04-23 Sumitomo Heavy Ind Ltd 小水線面単胴船の操舵装置
JPH0429495A (ja) * 1990-05-23 1992-01-31 Fujitsu Ltd 移動通信方法及び移動通信システム
JP2600020Y2 (ja) * 1993-05-14 1999-09-27 三井造船株式会社 船舶のスラスタ装置
JP2945370B1 (ja) * 1998-03-26 1999-09-06 川崎重工業株式会社 昇降式ポッドプロペラおよび該ポッドプロペラを備えた船舶
JP3751260B2 (ja) 2001-05-09 2006-03-01 ジャパン・ハムワージ株式会社 大型船用二枚舵システム
DE50101008D1 (de) * 2001-10-05 2003-12-24 Peter Meyer Fahranlage für Schiffe, insbesondere für Kreuzfahrtschiffe
KR20030082748A (ko) * 2002-04-18 2003-10-23 현대중공업 주식회사 나선형 추진기와 병렬로 배치되는 선박용 타
FI121659B (fi) * 2004-11-29 2011-02-28 Waertsilae Finland Oy Vesialuksen propulsiojärjestelmä
JP2011011641A (ja) * 2009-07-02 2011-01-20 National Maritime Research Institute 操縦性能向上を図った船舶
CN201686013U (zh) * 2009-12-31 2010-12-29 烟台方大滚塑有限公司 机舵一体式水上游乐设施推进器
KR101911013B1 (ko) * 2013-01-14 2018-10-24 현대중공업 주식회사 저항 추진 개선을 위한 쌍축선
KR20140106167A (ko) * 2013-02-26 2014-09-03 현대중공업 주식회사 쌍축선 및 그의 추진력 손실 감소를 위한 방향타

Also Published As

Publication number Publication date
AR102182A1 (es) 2017-02-08
KR101879253B1 (ko) 2018-07-17
WO2016056429A1 (ja) 2016-04-14
CN105683040A (zh) 2016-06-15
US20170305522A1 (en) 2017-10-26
TWI613122B (zh) 2018-02-01
EP3205572A4 (de) 2018-05-02
JP6182788B2 (ja) 2017-08-23
CN105683040B (zh) 2018-07-03
KR20160057392A (ko) 2016-05-23
SG11201702770RA (en) 2017-05-30
JP2016074291A (ja) 2016-05-12
TW201628922A (zh) 2016-08-16

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