JP2000177694A - Ship equipped with azimuth propeller with rudder - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a ship capable of enhancing maneuvering performance. SOLUTION: This ship equipped with an azimuth propeller with a rudder, is equipped with a rudder 1 mounted to a stern hull 8, a pod 3 provided for the intermediate part in the vertical direction of the rudder 1, a means for driving a propeller rotating shaft 5 housed in the pod 3, and with a propeller 6 provided for the front end or the rear end of the propeller rotating shaft 5, and the directional alteration of the rudder 1 thereby allows a steering angle to be altered, and also allows the water flow of the propeller 6 to be altered in the direction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to ships in general, and more particularly to an energy-saving low-speed ship.

[0002]

2. Description of the Related Art A conventional technique is shown in FIGS.

FIG. 11 is a diagram showing a propeller and rudder of a conventional ordinary ship, FIG. 12 is a diagram showing a ship provided with an azimuth propeller which can be turned around a vertical axis, and FIG. 13 is a diagram showing an azimuth propeller. 12
It is an enlarged view of the stern of FIG.

[0004] A conventional ship is provided with a propeller and a rudder as shown in FIG.

In a normal ship shown in FIG. 11A, a main engine (hereinafter also referred to as M / E) is arranged at the same level as a propeller.

The rudder is attached to the hull by a rudder horn 32 as shown in FIG.

[0007] In the ship shown in FIGS. 12 and 13, an azimuth propeller which can turn around a vertical axis is provided at the stern, and thereby propulsion and maneuvering are performed.

The ship shown in FIGS. 12 and 13 is equipped with a generator engine (hereinafter also referred to as G / E).

In the generator engine (G / E), a generator is driven by the engine to generate electric power, and the electric power is used to rotate the propeller and turn (change the direction) of the rudder 1.

The upper 37 of the pod 33 in FIGS. 12 and 13 is a strut and is not designed as a rudder plate.
The turning of the ship is performed almost exclusively by the lateral component of the thrust of the propeller 36 (curve E in FIG. 3).

[0011]

However, the prior art has the following problems. (1) In the ship shown in FIG. 11, during normal operation offshore, the rudder generates a sufficient lateral force as shown by curve C in FIG. And
When the ship is operated at a low speed, such as when approaching or leaving the shore, the steering performance by the rudder is significantly reduced, and when the wind, waves, and the like become strong, the navigation becomes more difficult.

[0012] Further, if a carbon tax is introduced as a measure to prevent global warming, the need for energy-saving low-speed ships may increase even in ships, but the curve D in FIG. As described above, it is expected that the steering force is reduced, and a problem of deterioration of the maneuvering performance occurs even during normal voyage. (2) To improve the maneuvering performance of a normal ship at low speed as shown in FIG. 11, an azimuth propeller that can be turned around a vertical axis is provided at the stern as shown in FIGS. There is a method that can be used.

When the system shown in FIGS. 12 and 13 is adopted, it is not necessary to arrange a large engine at the same level as the propeller as in the normal ship shown in FIG. 11, and it is possible to divide the engine into a plurality of small generator engines. .

Therefore, by arranging the engine room at the stern end as shown in FIG. 12, there is an advantage that the loading capacity of containers and other cargo can be increased as compared with the ordinary ship shown in FIG.

However, in the case of a ship which is operated by an azimuth propeller of the type shown in FIGS. The force is very small as compared with the force, and the curve E in FIG. 3 is obtained. Thus, there is a problem that sufficient ship steering performance cannot be obtained.

An object of the present invention is to provide a ship that can solve these problems.

[0017]

(First Means) A ship provided with a rudder azimuth propeller according to the present invention comprises (A) a rudder plate 1 attached to a stern hull 8, and (B) a rudder plate. 1
(C) means for driving the propeller rotating shaft 5 housed in the pod 3, and (D) a rear end or a front end of the propeller rotating shaft 5. (E) By changing the direction of the rudder plate 1, the steering angle is changed and the direction of the water flow of the propeller is also changed.

That is, the present invention provides a propeller rotating shaft 5 which projects horizontally forward or backward from a vertically intermediate portion of a rudder plate having the same size as a rudder of a normal ship. Is provided. (Second Means) A ship provided with the azimuth propeller with a rudder according to the present invention is provided with (A) a rudder plate 1 attached to a stern hull 8 and (B) an intermediate portion of the rudder plate 1 in the vertical direction. A pod 3, (C) means for driving a propeller rotating shaft 5 housed in the pod 3, (D) a propeller 6 provided at a rear end of the propeller rotating shaft 5, and (E) a stern hull. A projection (skeg) 17 extending to near the front end of the rudder plate 1 is provided. (F) By changing the direction of the rudder plate 1,
It is characterized in that the direction of the water flow of the propeller changes as the steering angle changes.

That is, the present invention is characterized in that, in the first means, the protruding portion (skeg) 17 extends rearward from the stern hull to near the front end of the rudder plate. (Third Means) The ship provided with the azimuth propeller with a rudder according to the present invention comprises: (A) a rudder plate 1 attached to a stern hull;
(B) a pod 3 provided at an intermediate portion of the rudder plate 1 in the vertical direction; (C) means for driving a propeller rotating shaft housed in the pod 3; and (D) the propeller rotating shaft 5. A propeller 6 provided at the rear end of the steering plate 1 and a bearing portion 24 at the rear end of a projection (skeg) 17 extending rearward from the stern hull (E). By supporting the rotating shaft 25 and (G) changing the direction of the rudder plate 1, the steering angle is changed and the direction of the water flow of the propeller 6 is also changed.

That is, the present invention is characterized in that the rudder plate 1 is rotatably attached to the rear end of the skeg 17.

The rudder plate 1 has a flap shape attached to the rear end of the skeg 17. (Fourth Means) In a marine vessel equipped with a rudder azimuth propeller according to the present invention, the second means may comprise (A) a projection (skeg) 17 extending from the stern hull to near the front end of the rudder plate 1.
A concave portion 22 is formed in the rear portion, and (B) a convex portion 23 formed in a front portion of the rudder plate 1 is fitted into the concave portion 22.

[0022]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described with reference to Examples 1 to 3.
Example 4 is shown.

1 to 3 are explanatory diagrams of the first embodiment, FIGS. 3 to 6 are explanatory diagrams of the second embodiment, FIGS. 7 to 8 are explanatory diagrams of the third embodiment, and FIGS. It is explanatory drawing of FIG.

(Embodiment 1) FIG. 1 is a side view of a stern portion of a ship according to Embodiment 1 of the present invention (an example in which a propeller is provided after a rudder plate), and FIG. 2 is a ship according to Embodiment 1 of the present invention. FIG. 3 is a side view of the stern portion (an example in which a propeller is provided in front of the rudder plate), and FIG. 3 is a diagram showing an example of the magnitude of the lateral force with respect to the rudder angle of the boat.

In the first embodiment, a pod 3 is provided at an intermediate portion in the vertical direction of a rudder plate 1 having a size similar to that of a normal ship having a wing-shaped horizontal cross-sectional shape 2 as shown by a chain line in FIGS. A propeller driving motor 4 is housed in the pod 3, and a propeller 6 is provided at a rear end of the propeller rotating shaft 5.

The rudder plate 1 is attached to a stern hull 8 by a rudder shaft 7.

9 is a diesel engine, 10 is a generator,
11 is an electric wire, 12 is a motor for driving a rudder, 13 is a motor 1
A gear fixed to the second shaft, a gear fixed to the rudder shaft meshing therewith, a bottom 15 and a projection (skeg) 16 extending rearward from the stern hull.

The first embodiment 1 generates a lateral force as a rudder since the airfoil section, size, aspect ratio and the like are designed as a rudder plate.

Therefore, the operation is as follows.

When the ship goes straight ahead, the generator 10 is driven by the diesel engine 9 in the ship to generate electric power, the propeller 6 is turned by the motor 4 driven by the electric power, and the propeller 6 generates a water flow backward. To move forward.

When the ship turns left and right, the motor 12
By turning the rudder shaft 7 via the gears 13 and 14, the direction of the rudder plate 1 is changed (steering angle is set).

By changing the direction of the rudder plate 1 (taking the steering angle), the direction of the propeller 6 also changes, and the direction of the propeller water flow also changes.

Therefore, the lift generated by the rudder plate 1
The propeller 6 can be turned by the force obtained by adding the lateral component of the thrust.

The cross-sectional shape of the upper and lower rudder portions of the pod 3 is airfoil, the cord (wing length) is almost the full length of the pod 3, and the lower end of the rudder plate 1 extends to the vicinity of the ship bottom 15. It is extended and usually has an area approximately equal to the rudder of a ship.

Therefore, a lateral force corresponding to D in FIG. 3 is added to the lateral force in FIG. 3E, and a considerably large lateral force can be obtained as shown in FIG. Therefore, the steering performance can be improved.

In FIG. 1, a propeller 6 is provided behind the rudder plate 1.
Is arranged, but it is also possible to arrange the propeller 6 in front of the rudder plate 1 as shown in FIG.

(Embodiment 2) FIG. 3 is a view showing an example of the magnitude of the lateral force with respect to the steering angle of the boat, FIG. 4 is a side view of the stern of the boat according to Embodiment 2 of the present invention, and FIG. 4 and FIG. 6 are diagrams illustrating an example of a relationship between an interval between a hull and a rudder and a lateral force increase rate in a marine vessel.

In the second embodiment, a projection (skeg) 17 is provided rearward from the stern hull, and extends to near the front end of the rudder 1.

9 is a diesel engine, 18 is a speed reducer,
19 is a transmission shaft, 20 is a bevel gear, and 21 is a propeller shaft.

In the second embodiment, it goes without saying that a driving method using an electric motor may be employed as in the first embodiment.

Therefore, the operation is as follows.

When the ship goes straight ahead, the reduction gear 18, the transmission shaft 19, the bevel gear 2
0 to the propeller shaft 21 and the propeller 6
To move forward to generate water flow backward.

When the ship turns left and right, the motor 12
By turning the rudder shaft 7 via the gears 13 and 14, the direction of the rudder plate 1 is changed (steering angle is taken).

By changing the direction of the rudder plate 1 (taking the steering angle), the direction of the propeller 6 also changes, and the direction of the propeller water flow also changes.

Therefore, the lift generated by the rudder plate 1
The propeller 6 can be turned by the force obtained by adding the lateral component of the thrust.

As shown in FIG. 6, it can be seen that the smaller the distance between the hull and the rudder, the greater the lateral force and the better the rudder effect.

In the second embodiment, the skeg 17 is extended to near the front end of the rudder 1.

As a result, the distance between the two becomes very small, and a large lateral force as shown by curve B in FIG. 3 can be obtained. Therefore, the steering performance can be improved as compared with the first embodiment.

(Embodiment 3) FIG. 7 is a side view of a stern portion of a boat according to Embodiment 3 of the present invention, and FIG. 8 is a view taken in the direction of arrows VV in FIG.

The same reference numerals as those in the second embodiment denote the same parts, and a description thereof will be omitted. Only different points will be described. A bearing portion 24 is provided at the rear end of the skeg 17, and the rudder shaft 7 and the rotating shaft 25 at the lower end of the rudder plate are attached to the bearing portion 24.

The rudder plate 1 has a flap shape attached to the rear end of the skeg 17.

Therefore, the operation is as follows.

In addition to the operation of the second embodiment, the rudder plate can be supported at the upper end, the lower end and, if necessary, the intermediate portion, instead of the cantilever rudder plate 1 as in the first and second embodiments. Advantageously.

When the rudder plate is supported by the upper end and the lower end, the operation is performed as shown in FIG.

When the rudder plate is also supported at the intermediate part, FIG.
(B) As shown by the dashed line, the rudder shaft 7 and the bearing 24
And the center line of the intermediate bearing portion. This will not hinder the change of the steering angle.

(Embodiment 4) FIG. 9 is a side view of a stern portion of a marine vessel according to a fourth embodiment of the present invention when the marine vessel advances, and FIG. .

Since the same reference numerals as those in the second embodiment denote the same parts, the description will be omitted, and only different points will be described. A concave portion 22 is formed in the rear portion of the skeg 17, and a convex portion 23 formed in the front portion of the rudder plate 1 is fitted therein.

Therefore, the operation is as follows.

In addition to the operation of the second embodiment, when the ship is moved backward, the propeller 6 can be turned forward by turning the rudder shaft 7 180 degrees as shown in FIG. 10 without rotating the propeller 6 in reverse. I can do it.

[0060]

Since the present invention is configured as described above, it has the following effects. (1) Effect of the invention of claim 1 When turning a ship left and right, by changing the direction of the rudder board by turning the rudder axis (taking a rudder angle), the lift generated by the rudder board is reduced. It is possible to turn by the force that adds the lateral component of the thrust of the propeller.

Therefore, the steering performance can be improved. (2) Effects of the second aspect of the invention The skeg extends to near the front end of the rudder plate. Therefore, the distance between the two can be made extremely small, and a greater lateral force can be obtained than in the first aspect of the present invention. Therefore, the steering performance can be improved as compared with the first aspect of the invention. (3) Advantageous Effects of Claim 3 Since the rudder plate is not a cantilever rudder plate, the rudder plate can be supported at the upper end, the lower end and, if necessary, the intermediate portion, which is advantageous in strength. (4) Effect of the Invention of Claim 4 When the ship is moving backward, the rudder shaft is turned 180 degrees to make the propeller forward, so that the propeller can be moved backward without rotating in reverse.

Therefore, the driving means of the propeller can be simplified.

[Brief description of the drawings]

FIG. 1 is a side view of a stern portion of a ship according to a first embodiment (an example in which a propeller is provided after a rudder plate).

FIG. 2 is a side view of a stern portion of the boat according to the first embodiment (an example in which a propeller is provided in front of a rudder plate).

FIG. 3 is a diagram illustrating an example of a magnitude of a lateral force with respect to a steering angle of a ship.

FIG. 4 is a side view of a stern of a ship according to a second embodiment of the present invention.

5 is a view taken in the direction of arrows VV in FIG. 4;

FIG. 6 is a diagram showing an example of a relationship between a distance between a hull and a rudder of a ship and a lateral force increase rate.

FIG. 7 is a side view of a stern portion of a ship according to a third embodiment of the present invention.

8 is a view taken in the direction of arrows VV in FIG. 7;

FIG. 9 is a side view of a stern portion of a marine vessel according to a fourth embodiment of the present invention when the marine vessel is moving forward.

FIG. 10 is a side view of a stern portion of a boat according to a fourth embodiment when the boat is moving backward.

FIG. 11 is a diagram showing a propeller and a rudder of a conventional ordinary ship.

FIG. 12 is a view showing a marine vessel provided with an azimuth propeller capable of turning around a vertical axis at a stern.

FIG. 13 is an enlarged view of the stern of FIG. 12;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Rudder board 2 ... Horizontal cross-sectional shape of rudder board 3 ... Pod 4 ... Propeller drive motor 5 ... Propeller rotating shaft 6 ... Propeller 7 ... Rudder shaft 8 ... Stern hull 9 ... Diesel engine 10 ... Generator 11 ... Electric wire 12 ... Rudder Driving motor 13 ... Gear fixed to motor shaft 14 ... Gear fixed to rudder shaft 15 ... Ship bottom 17 ... Skeg 18 ... Speed reducer 19 ... Transmission shaft 20 ... Bevel gear 21 ... Propeller shaft 22 ... Recess 23 ... Convex part 24 ... Bearing part 25 ... Rotary shaft at the lower end of rudder plate 26 ... Intermediate bearing part 31 ... Rudder plate 32 ... Rudder horn 33 ... Pod 36 ... Propeller 37 ... Strut

Continuation of the front page (72) Inventor Hiroki Yasukawa 5-717-1, Fukahori-cho, Nagasaki-shi, Nagasaki Sanishi Heavy Industries Co., Ltd. Nagasaki Research Laboratory (72) Inventor Yoshiyuki Manabe 5-717-1, Fukahori-cho, Nagasaki-shi, Nagasaki No.Mitsubishi Heavy Industries, Ltd.

Claims (4)

[Claims] (A) a rudder plate attached to a stern hull;
(B) a pod provided at a vertically intermediate portion of the rudder plate;
(C) means for driving a propeller rotating shaft housed in the pod; and (D) a propeller provided at a rear end or a front end of the propeller rotating shaft, and (E) a direction of the rudder plate. A ship provided with a rudder azimuth propeller, characterized in that the rudder angle changes and the direction of the water flow of the propeller changes by changing. (A) a rudder plate attached to the stern hull;
(B) a pod provided at a vertically intermediate portion of the rudder plate;
(C) means for driving a propeller rotating shaft housed in the pod, (D) a propeller provided at the rear end of the propeller rotating shaft, and (E) a protruding portion extending from the stern hull to near the front end of the rudder plate. (F) a rudder azimuth propeller provided with a projection (skeg), wherein by changing the direction of the rudder plate, the rudder angle is changed and the direction of the water flow of the propeller is also changed. Ship. (A) a rudder plate attached to the stern hull;
(B) a pod provided at a vertically intermediate portion of the rudder plate;
(C) means for driving a propeller rotating shaft housed in the pod; (D) a propeller provided at the rear end of the propeller rotating shaft; and (E) a projection (skeg) extending rearward from the stern hull. ) A bearing at the rear end, (F) the rotation axis of the rudder plate is supported by the bearing, and (G) the direction of the rudder plate is changed to change the steering angle and the propeller. A ship equipped with a rudder azimuth propeller, characterized in that the direction of the water flow changes. 4. A recess is formed at the rear of a projection (skeg) extending from the stern hull to near the front end of the rudder plate.
3. The boat provided with a rudder azimuth propeller according to claim 2, wherein a convex portion formed at a front portion of the rudder plate is fitted into the concave portion.