JP2005178721A - Stern shape with stern-up type propeller shaft - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a propulsive device of a vessel capable of simplifying and reducing the weight of a rudder installing structure by arranging so that a propeller shaft is inclined up toward the back and thereby approaching the propeller rear stream to the hull as directed to the over, eliminating a skeg in the case of a hanging rudder fitted with skeg, shortening a rudder horn in the case of a mariner type rudder, and accordingly shortening the rudder shaft also. <P>SOLUTION: The propeller shaft 5 is formed in the stern-up structure with an inclination of 5° or more, and the bottom of the rudder 7 is positioned at the bottom of or above the revolving locus of the propeller 4 tip. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

The present invention relates to a propeller shaft and a rudder device in which the propeller shaft is inclined to the rear upper rear part.

FIG. 1 shows a stern side view of a conventional ship.
A stern frame 2 is provided at the rear end of the hull 1, and a boshing 3 is provided at the rear end. The inside of the bossing 3 is hollow, and the propeller shaft 5 is rotatably passed therethrough, the rear end thereof is connected to the propeller 4, and the front end is connected to a main engine installed on the ship (not shown). At that time, the propeller shaft 5 connected to the propeller 4 is installed in parallel to the base line BL. Further, a ladder horn 6 is fixed to the stern frame 2 at the rear, and a rudder 7 is installed on the ladder horn 6.
The rudder 7 is connected to a rotatable rudder shaft 8 that is vertically lowered from the hull 1, and the upper end of the rudder shaft 8 is connected to a steering machine installed in a ship (not shown). The rudder 7 connected is operated by turning the rudder shaft 8 by the steering machine. At that time, since the rudder 7 is arranged in the acceleration flow by the propeller 4, the lower surface of the rudder 7 is lowered to the vicinity of the base line BL, and the ladder horn 6 serves as a cantilever to support the rudder 7.
When the propeller 4 is rotated by the main engine installed on the ship (not shown) and the propeller 4 is traveling forward, the flow behind the propeller 4 becomes parallel to the baseline BL due to the arrangement of the propeller shaft 5. It flows in the stern direction, hits the rudder 7 and the ladder horn 6 and further flows backward.

As described above, in conventional ships, the rudder is placed in the wake of the propeller, so the lower position of the rudder is set low, causing structural problems in the rudder and increasing the thickness and weight of the rudder. I do. In order to support the rudder, skegs are provided on the hull and the ladder horn is enlarged. The propulsion resistance increases as the rudder horn becomes larger by increasing the thickness of the rudder or by providing a skeg.

In the propeller shaft of the present invention, the stern is inclined at least 5 degrees or more, and the lower end position of the rudder is set above the lowest end of the propeller tip turning trajectory.

According to the present invention, the installation structure of the rudder is simplified and reduced in weight by moving the propeller shaft rearward and inclining upward to bring the wake of the propeller close to the hull.
In addition, a suspended rudder with skeg is unnecessary, and a mariner rudder can shorten the rudder horn and, accordingly, can shorten the rudder shaft.

Embodiments of the present invention will be described below with reference to the drawings.
Since the same numbers as those of the conventional ones are the same constituent members, description thereof is omitted.
FIG. 2 shows a stern side view of the present invention, in which the center line 9 of the propeller shaft 5 rises at an inclination angle α toward the rear of the stern, and the acceleration flow due to the rotation of the propeller 4 is in the extension direction of the center line 9. Flowing. The lower end of the rudder 7 is set to be equal to or higher than the lowermost end of the blade tip turning locus of the propeller 4, and the lengths of the rudder horn 6 and the rudder shaft 8 are shortened.
The rudder horn 6 is shortened and the entire rudder 7 is closer to the hull 1 so that the lateral pressure receiving center position due to the operation of the rudder 7 is also higher and the cantilever is shortened so that the thickness of the horizontal section of the rudder 7 is reduced. can do.
There is no need to lower the rudder to the vicinity of the base line, and a mariner rudder or suspension rudder can shorten the cantilever, which is advantageous in terms of structural strength.
By tilting the propeller shaft so as to rise backward, the upper end portion of the propeller is tilted in the bow direction, so that the propeller clearance can be easily obtained.
When trying to stop the hull while the ship is moving forward by reversing the propeller or setting the negative pitch in the variable pitch propeller, the wake of the propeller flows toward the bottom of the bow and the hull tends to stop.
Since the lower end position of the rudder is higher, the risk of the rudder coming into contact with the wood is reduced when the ship is taken in and out of the dock.

FIG. 3 shows a stern side view of a conventional stern with skegs on a suspension rudder.
Since the same numbers as those of the conventional ones are the same constituent members, description thereof is omitted.
In FIG. 3, the skeg 10 is fixed to the stern frame 2, and the rudder shaft 8 that can rotate through the skeg 10 is vertically lowered. The rudder shaft 8 is connected to the rudder 7, and the rudder 7 is configured to operate by rotation of the rudder shaft 8.
4 shows a stern side view of the present invention. In FIG. 4, the center line 9 of the propeller shaft 5 rises toward the rear of the stern, and the wake accelerated by the rotation of the propeller 4 extends in the direction in which the center line 9 extends. Flowing. The lower end of the rudder 7 is arranged above the lowermost end of the wing tip turning locus of the propeller 4, the skeg 10 in FIG. 3 is removed, and the entire rudder 7 is arranged close to the hull 1.

FIG. 5 shows a stern side view of an embodiment that has a propeller shaft that rises stern and that simply constitutes a contra-rotating propeller.
Since the same numbers as those of the conventional ones are the same constituent members, description thereof is omitted.
In FIG. 5, a second propeller 11 is provided on an extension of the center line 9 of the propeller 4, and the propeller 11 is connected to a propeller shaft 12 separated from the propeller shaft 5.
The propeller 11 is rotated in the direction opposite to that of the propeller 4 by transmitting power to the propeller shaft 12 by a rotating shaft incorporated in the rudder horn 6 and a bevel gear housed in the gear box 13 from a motor installed on the ship (not shown). It is configured as follows. The propeller 4 and the propeller 11 constitute a counter-rotating propeller in which the respective rotation axes are separated.

The conventional mariner type stern part side view is shown. The example of this invention is shown and a stern part side view is shown. The stern part side view of the conventional suspension rudder with a skeg is shown. The example of this invention is shown and the side view of a stern part is shown The example of this invention is shown and a stern part side view is shown.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Hull 2 ... Stern frame 3 ... Boshing 4 ... Propeller 5 ... Propeller shaft 6 ... Rudder horn 7 ... Rudder 8 ... Rudder shaft 9 ... Propeller shaft Center line 10 ... Skeg 11 ... Rear propeller 12 ... Propeller shaft 13 of rear propeller ... Gearbox BL ... Baseline AP ... Stern perpendicular α ... Inclination angle of propeller shaft

Claims (1)

(1) In the propeller shaft of the propulsion device installed in the stern part of the ship and the rudder of the boat maneuvering device, the propeller shaft that transmits the energy of the main engine to the propeller is configured to be inclined at least 5 degrees or more, A propulsion and marine vessel maneuvering device characterized in that the lower end of the rudder is provided at a position above the lowermost end of the propeller blade tip rotation locus.
(2) In the above claim (1), there is provided a contra-rotating propeller composed of a forward propeller driven by a propeller shaft coming out of a stern portion and a rear propeller driven by a propeller shaft of an energy transmission device incorporated in a boat maneuvering device. Ship propulsion device characterized by being equipped.

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