JP2005067436A - Ship propulsion unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a ship propulsion unit which is applied to a single screw ship having a streamline stern to enhance the efficiency during navigation, capable of easily and reliably performing the single drive navigation by any one of two sets of drives during the maintenance or when a trouble occurs without any complicated structure, and reducing the cost. <P>SOLUTION: An inner shaft 9 and an outer shaft 10 are concentrically arranged. A rear propeller 11 of the fixed pitch is fitted to the inner shaft 9, and a fore propeller of the fixed pitch is fitted to the outer shaft 10. The inner shaft 9 is rotated by a main engine 1 such as a diesel engine and a gas turbine as a first driving device, and the outer shaft 10 is rotated by a main engine 1' such as a diesel engine and a gas turbine as a second driving device. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a ship propulsion device.

  Generally, in a dangerous goods carrier such as an LNG ship, a main engine such as a steam turbine is often used as a propeller driving device for propulsion. Adoption of main engines such as diesel engines is being promoted to reduce fuel consumption. In the case of a main engine such as a diesel engine, it is required to equip two drive units so that navigation can be continued even if a failure occurs in the drive unit.

  FIG. 4 shows a first example of a conventional marine vessel propulsion device equipped with two drive devices, and a main engine 1 such as a diesel engine or a gas turbine as a first drive device, and a second A main engine 1 ′ such as a diesel engine or a gas turbine as a drive device is provided in parallel, and the propeller 3 is rotationally driven by the main engine 1 via the drive shaft 2, and the drive shaft 2 ′ is driven by the main engine 1 ′. Thus, the propeller 3 'is rotationally driven.

  However, in the conventional marine vessel propulsion apparatus as shown in FIG. 4, it is necessary to arrange two drive shafts 2 and 2 'in parallel and provide two propellers 3 and 3'. It has been difficult to apply to a single-shaft hull that increases the efficiency of navigation.

  For this reason, in order to apply to a single-shaft boat type in which the stern is streamlined and the efficiency at the time of navigation is improved, for example, as shown in FIG. 5, the driving force by the driving shaft 2 of the main engine 1 and the main engine 1 ' It is necessary to adopt a structure in which the driving force by the drive shaft 2 ′ is transmitted to one output shaft 5 via the propeller gear transmission device 4 and the propeller 6 provided on the output shaft 5 is rotationally driven. When the propeller 6 is a fixed pitch propeller (FPP), the propeller 6 is fixed when either one of the main engine 1 and the main engine 1 'sails during maintenance or when trouble occurs. Because of the pitch propeller, the torque required on the propeller 6 side is larger than the torque that can be output on the drive device side. If, it had become not only can sail in a limited low load area.

  Here, for example, as shown in FIG. 6, a variable pitch propeller transition device 7 is provided in the middle of the output shaft 5 of the propeller gear transmission device 4, and the propeller 6 is attached to the blades by the variable pitch propeller transition device 7. A variable pitch propeller (CPP) that can change the angle is used, and when performing one-way navigation, the blade mounting angle of the propeller 6 that is a variable pitch propeller is appropriately changed by the variable pitch propeller shift device 7 and output. If the propeller 6 is rotationally driven by one of the main engine 1 and the main engine 1 ′ while adjusting the load and the load, the torque rich problem as described above can be solved.

  On the other hand, in order to satisfy the requirement of installing two drive devices while using a conventionally known counter rotating propeller device, for example, as shown in FIG. 7, the drive shafts 2, 2 ′ of the main engine 1, 1 ′. The inner shaft 9 and the outer shaft 10 arranged concentrically are connected to the output shaft 5 of the propeller gear transmission device 4 connected to the inner shaft 9 via the counter-rotating gear device 8. It is conceivable to attach the rear propeller 11 and attach the front propeller 12 to the outer shaft 10.

For example, Patent Document 1 discloses a propulsion device in which a low-pressure steam turbine and a high-pressure steam turbine are configured to rotationally drive an inner shaft and an outer shaft of a contra-rotating propeller device via gears. .
Japanese Patent Application Laid-Open No. 07-033084

  However, in the propulsion device as shown in FIG. 6, the mechanism becomes complicated because the propeller 6 is a variable pitch propeller, and it is necessary to perform maintenance frequently, and there is a concern that troubles may increase. It has become difficult to apply to dangerous goods carriers such as LNG ships.

  On the other hand, in the propulsion device as shown in FIG. 7, the front propeller 12 and the rear propeller 11 are rotated in opposite directions, and waste energy accompanying the rotational flow of the front propeller 12 is recovered by the rear propeller 11. Although it can be converted into an effective propulsive force, the use of the complex counter rotating gear device 8 of the mechanism leads to an increase in the construction cost and the maintenance cost, and the rear propeller 11 or the front portion. At the time of emergency navigation with one propeller by one of the propellers 12, it is necessary to take measures such as disconnecting the shaft of the propeller that is not used from the counter-rotating gear device 8, and taking time for such treatment is dangerous. It was not allowed for a ship that required continuous stable operation, such as a transport ship.

  In addition, at first glance, the propulsion device described in Patent Document 1 appears to be equipped with two drive devices, but the low-pressure steam turbine and the high-pressure steam turbine usually combine two to form a single turbine. It does not have two independent drive units, and requires a switching operation for single-machine operation, as described above. Again, the required ships were not allowed.

  In view of such a situation, the present invention can be applied to a single-shaft type ship that has a stern with a streamlined shape so as to increase the efficiency during navigation. It is an object of the present invention to provide a marine vessel propulsion device that can easily and reliably carry out one-way navigation with any one of the devices and that can further reduce the cost.

The present invention is a marine vessel propulsion device that is required to be equipped with two drive devices,
An inner shaft and an outer shaft are arranged concentrically, a rear propeller as a fixed pitch propeller is attached to the inner shaft, a front propeller as a fixed pitch propeller is attached to the outer shaft, and the inner shaft is first This is a marine vessel propulsion device characterized in that it is rotationally driven by a driving device and the outer shaft is rotationally driven by a second driving device.

  According to the above means, the following operation can be obtained.

  The inner shaft and outer shaft are concentrically arranged so that the stern is streamlined and can be applied to a single-shaft boat type that improves the efficiency of navigation. When the outer shaft is driven to rotate in the opposite direction to the inner shaft by the second driving device while being rotated by the driving device, the front propeller and the rear propeller, which are fixed pitch propellers, rotate in opposite directions to each other, Waste energy associated with the rotating flow of the propeller can be recovered by the rear propeller and converted into effective propulsive power, fuel consumption is reduced, and not only operational costs but also the amount of exhaust gas discharged is reduced. Also useful for global environmental conservation.

  When maintenance or trouble occurs, the inner shaft is rotated and driven by the first driving device to rotate the front propeller, or the outer shaft is rotated by the second driving device and the fixed pitch propeller is rotated. By simply rotating the rear propeller, which is a propeller, one-way navigation can be easily and reliably performed with either one of the two drive devices without performing any special treatment.

  As described above, in the case of the present invention, since it is not necessary to provide a variable pitch propeller gear change device and a counter-rotating gear device having a complicated structure, the structure is simplified, and it is not necessary to perform frequent maintenance. Occurrence is reduced, and construction costs and maintenance costs can be reduced.

  In the marine vessel propulsion device, it is effective to arrange the first drive device and the second drive device symmetrically about the inner shaft and the outer shaft arranged concentrically. If it does in this way, it will become possible to equalize the right and left weight distribution in a ship, and to make arrangement | positioning balance favorable.

  In the marine vessel propulsion device, a rear propeller gear transmission device is interposed between the inner shaft and the first drive device, and a front propeller gear transmission device is provided between the outer shaft and the second drive device. Can intervene.

  In the marine vessel propulsion device, at least one of the first drive device and the second drive device can be a main engine.

  In the marine vessel propulsion device, at least one of the first drive device and the second drive device may be an electric motor.

  It is effective to apply the ship propulsion device to a dangerous goods carrier.

  According to the ship propulsion device described in claims 1 to 6 of the present invention, the stern can be applied to a single-shaft hull with a streamlined shape so as to increase the efficiency during navigation, and at the time of maintenance without complicating the structure. In the event of trouble or trouble, one of the two drive devices can easily and reliably perform one-way navigation, and further, the cost can be reduced.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a first example of an embodiment of the present invention. In the figure, the portions denoted by the same reference numerals as those in FIG. 7 represent the same items, and it is required to equip two drive devices. In a propulsion device for a dangerous goods carrier such as a tanker such as a LNG ship or a VLCC or ULCC, an inner shaft 9 and an outer shaft 10 are arranged concentrically, and the inner shaft 9 is a rear propeller 11 having a fixed pitch propeller. A front propeller 12 as a fixed pitch propeller is attached to the outer shaft 10, the inner shaft 9 is rotationally driven by a main engine 1 such as a diesel engine or a gas turbine as a first drive device, and the outer shaft 10 is configured to be rotationally driven by a main engine 1 ′ such as a diesel engine or a gas turbine as a second drive device.

  In the case of the illustrated example, the main engine 1 is disposed on an extension line of the inner shaft 9 to directly drive the inner shaft 9, and the driving shaft 2 'of the main engine 1' has a front propeller gear transmission device. 13 to be connected to the outer shaft 10 through 13.

  Next, the operation of the illustrated example will be described.

  Since the inner shaft 9 and the outer shaft 10 are arranged concentrically, the inner shaft 9 and the outer shaft 10 can be applied to a single-shaft hull shape in which the stern is streamlined so as to increase the efficiency during navigation. When the outer shaft 10 is rotated in the opposite direction to the inner shaft 9 by the main engine 1 'as the second driving device while being driven to rotate by the main engine 1 as the first driving device, a fixed pitch propeller is obtained. The front propeller 12 and the rear propeller 11 rotate in directions opposite to each other, so that wasteful energy accompanying the rotational flow of the front propeller 12 can be recovered by the rear propeller 11 and converted into an effective propulsive force, and fuel consumption The amount is reduced, and not only the operating cost, but also the amount of exhaust gas discharged is reduced, which helps to preserve the global environment.

  When maintenance or trouble occurs, the main engine 1 as the first driving device rotates the inner shaft 9 to rotate the front propeller 12 as a fixed pitch propeller, or as the second driving device. One of the two drive devices (the main engine 1) can be driven by rotating the rear propeller 11 as a fixed pitch propeller by rotating the outer shaft 10 by the main engine 1 'without performing any special treatment. Alternatively, it is possible to easily and reliably carry out single-machine navigation with the main engine 1 ′).

  Thus, in the case of the example shown in FIG. 1, it is not necessary to provide the variable pitch propeller shift device 7 (see FIG. 6) and the counter rotating gear device 8 (see FIG. 7) having a complicated structure, so that the structure is simplified. This eliminates the need for frequent maintenance, reduces the occurrence of trouble, and reduces construction costs and maintenance costs.

  In this way, it can be applied to a single-shaft hull with a streamlined stern to increase navigation efficiency, and without any complication of the structure, one of the two drive units can be used during maintenance or when trouble occurs ( The main engine 1 or the main engine 1 ′) can easily and reliably perform single-machine navigation, and can further reduce the cost.

  FIG. 2 is a second example of an embodiment of the present invention. In the figure, the same reference numerals as those in FIG. 1 denote the same components, and the basic configuration is as shown in FIG. As shown in FIG. 2, the feature of the illustrated example is the same as that of the first drive device symmetrically about the inner shaft 9 and the outer shaft 10 arranged concentrically. An engine 1 and a main engine 1 'as a second drive device are provided.

  In the case of this illustrated example, by interposing the rear propeller gear transmission 14 between the inner shaft 9 and the drive shaft 2 of the main engine 1 as the first drive device, the main engines 1, 1 ' It is designed to be installed at a symmetrical position.

  In the second example shown in FIG. 2, it is possible to equalize the right and left weight distribution in the ship to improve the arrangement balance.

  FIG. 3 is a third example of an embodiment of the present invention. In the figure, the same reference numerals as those in FIG. 1 denote the same components, and the basic configuration is as shown in FIG. Although the same, the feature of this illustrated example is that, as shown in FIG. 3, an electric motor 15 is used as the second drive device in place of the main engine 1 ′ such as a diesel engine or a gas turbine. It is in.

  It is effective to apply the ship propulsion device to a dangerous goods carrier.

  In the example shown in FIG. 3 as well, the same effects as those in the example shown in FIG.

  In addition, by using the electric motor 15, it is possible to reduce the frequency of maintenance as compared with a diesel engine, a gas turbine, or the like.

  The marine vessel propulsion device of the present invention is not limited to the illustrated example described above, and a steam turbine may be used as the main engine, and both the two drive devices may be electric motors. Of course, various modifications can be made without departing from the scope of the present invention.

It is a schematic block diagram of the 1st example of embodiment which implements this invention. It is a general | schematic block diagram of the 2nd example of embodiment which implements this invention. It is a schematic block diagram of the 3rd example of embodiment which implements this invention. It is a schematic block diagram of the 1st example of the conventional marine vessel propulsion apparatus. It is a schematic block diagram of the 2nd example of the conventional marine vessel propulsion apparatus. It is a schematic block diagram of the 3rd example of the conventional marine vessel propulsion apparatus. It is a schematic block diagram of the 4th example of the conventional marine vessel propulsion apparatus.

Explanation of symbols

1 Main engine (first drive unit)
1 'Main engine (second drive)
DESCRIPTION OF SYMBOLS 9 Inner shaft 10 Outer shaft 11 Rear propeller 12 Front propeller 13 Gear transmission device for front propeller 14 Gear transmission device for rear propeller 15 Electric motor (drive device)

Claims (6)

A marine vessel propulsion device that is required to be equipped with two drive devices,
An inner shaft and an outer shaft are arranged concentrically, a rear propeller as a fixed pitch propeller is attached to the inner shaft, a front propeller as a fixed pitch propeller is attached to the outer shaft, and the inner shaft is first A marine vessel propulsion device, wherein the outer shaft is rotationally driven by a second driving device and the outer shaft is rotationally driven by a second driving device.   The marine vessel propulsion device according to claim 1, wherein the first drive device and the second drive device are arranged symmetrically about an inner shaft and an outer shaft arranged concentrically.   The rear propeller gear transmission device is interposed between the inner shaft and the first drive device, and the front propeller gear transmission device is interposed between the outer shaft and the second drive device. Ship propulsion device.   The marine vessel propulsion device according to any one of claims 1 to 3, wherein at least one of the first drive device and the second drive device is a main engine.   The ship propulsion device according to any one of claims 1 to 3, wherein at least one of the first drive device and the second drive device is an electric motor.   The ship propulsion device according to any one of claims 1 to 5, wherein the ship propulsion device is applied to a dangerous goods carrier.

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