JP2007313938A - Vessel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vessel capable of ensuring suitable sea margin capable of maintaining a predetermined speed even if marine meteorology is varied and accomplishing enhancement of fuel economy. <P>SOLUTION: The vessel is provided with: a propeller 9 generating propulsion force for propelling a hull 3; a drive engine 5 for rotating/driving the propeller 9; and an auxiliary propulsion part 11 for generating support propulsion force. The drive engine 5 and the propeller 9 generate at least propulsion force for maintaining the predetermined speed in common underwater, and the auxiliary propulsion part 11 generates the support propulsion force when the predetermined speed cannot be maintained. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a ship, and more particularly to a ship that requires a large sea margin.

In general, a ship propulsion device is known in which a propeller is driven to rotate by a drive engine. If this drive engine was regularly maintained, it would hardly break down, and there was no need to provide an auxiliary drive engine or auxiliary propulsion device that auxiliaryly drives the propeller.
However, in recent years, in response to increasing demands for lower fuel consumption and improved energy efficiency of ships, a technique has been proposed in which a propeller is rotationally driven not only with a main drive engine but also with an electric motor as an auxiliary (for example, (See Patent Document 1).
The technique disclosed in Patent Document 1 is considered to aim at improving the efficiency of the main drive engine by allowing the auxiliary motor or the like to provide a marginal output necessary only under severe conditions of weather and sea conditions.
JP 2004-359112 A

  There are the following three outputs in the definition of the output of a diesel engine often used as a driving engine for ships. That is, the maximum output (Maximum Rating, hereinafter referred to as MR), the maximum continuous output (Maximum Continuous Rating, hereinafter referred to as MCR), and the normal output (Normal Rating, hereinafter referred to as NR). is there. Here, MR is defined as the maximum output that can be used in a diesel engine (however, limited to a short time), MCR is defined as the maximum output that can be used continuously, and NR is defined as the output that is normally used. Since MCR and NR are often the same, the following description will be made using MR and NR. Since the NR output is generally set to about 85% of the MR output, the following description will be made assuming that the NR output is set to about 85% of the MR output.

In general, in a marine vessel propulsion apparatus, a main drive engine is selected in consideration of deterioration of propulsion performance during stormy weather. In other words, the propulsive horsepower that is required for navigating in plain water at a specified speed and the propulsion horsepower that is increased due to the deterioration of sea conditions such as stormy weather as a sea margin (surplus horsepower) is added to the normal output (NR) of the main drive engine. The main drive engine is selected or designed to be
In particular, in a ship that strongly demands on-time operation and a ship that sails in the open sea, such as a ferry or a container ship, a sea margin tends to be set high. For example, a container ship in service on the Pacific route may have a sea margin of 40% or more for the required propulsion horsepower in plain water. When such a container ship sails according to a schedule determined in a calm sea state, the output required for the main drive engine is about 60% of the maximum output (MR).
When the main drive engine is operated in a remarkably low output region, the fuel efficiency of the main drive engine is deteriorated as compared with the operation at a design point (Normal Output Rating: hereinafter referred to as NOR) in which the fuel efficiency of the main drive engine is the best. .
On the other hand, the main propeller is generally designed to have the highest propulsion efficiency at the design point of the ship, but the strength is designed to withstand operation at the maximum output (MR) of the main drive engine. Therefore, if the difference between the maximum output (MR) and the design point (NOR) increases, the propulsion efficiency of the main propeller will decrease.
Therefore, when the sea margin is set large as described above, a significant deterioration in efficiency is inevitable due to a reduction in fuel consumption of the main drive engine and a reduction in propulsion efficiency of the main propeller.

  On the other hand, when the sea margin is underestimated, the propulsion horsepower required for the ship to produce a predetermined speed when the sea conditions become rough may exceed the normal output (NR) of the main drive engine. Furthermore, the required propulsion horsepower may even exceed the maximum output (MR). In the main drive engine, since it is impossible to continuously use an output exceeding the normal output (NR), the ship cannot secure a predetermined speed, and there is a possibility that the operation schedule cannot be maintained.

  The present invention has been made in order to solve the above-described problems, and in particular, for a ship that requires a large sea margin due to the nature of operation, an appropriate sea level can be maintained even if the sea condition changes. It aims at providing the ship which can aim at the improvement of a fuel consumption while ensuring a margin.

In order to achieve the above object, the present invention provides the following means.
The ship of the present invention includes a propeller that generates a propulsion force that propels the hull, a drive engine that rotationally drives the propeller, and an auxiliary propulsion unit that generates a biasing propulsion force. The propeller generates a propulsive force that maintains a predetermined speed at least in plain water, and the auxiliary propulsion unit generates an energizing propulsive force when the predetermined speed cannot be maintained.

According to the present invention, by providing the auxiliary propulsion unit, the fuel efficiency of the drive engine can be improved, the propulsion efficiency by the propeller can be improved, and the fuel efficiency of the entire ship can be improved.
By providing the auxiliary propulsion unit, most of the sea margin included in the regular main power (NR) required for the drive engine can be shared with the auxiliary propulsion unit, so compared with the case where the auxiliary propulsion unit is not provided. Thus, the normal output (NR) of the drive engine can be kept low. For this reason, the output state in which the predetermined speed is maintained in the frequently used plain water in the ship can be brought close to the state in which the fuel efficiency of the drive engine is the best (normally close to NR). On the other hand, since the maximum output (MR) of the drive engine is kept low compared to the case where the propeller is not provided with the auxiliary propulsion unit as described above, the propeller is narrowed to meet the excessive strength requirement. There is no need. Therefore, a propeller with high propulsion efficiency can be obtained when maintaining a predetermined speed. That is, since the difference between the maximum output (MR) and the design point (NOR) in the propeller can be reduced, the propulsion efficiency of the propeller is not lowered and the high propulsion efficiency can be obtained when maintaining a predetermined speed. .
By providing the auxiliary propulsion unit, an appropriate sea margin can be ensured in order to maintain a predetermined speed even when the sea condition changes. Therefore, the output state in which the predetermined speed is maintained in the plain water frequently used as a ship can be brought close to the state where the fuel efficiency of the drive engine becomes the best, and the fuel efficiency can be improved.

In the present invention, the normal output of the drive engine is set to be 60% or more and 80% or less with respect to the total normal output generated by the drive engine and the auxiliary propulsion unit, and the normal output of the auxiliary propulsion unit is The total output is preferably set to be 20% or more and 40% or less.
More preferably, the normal output of the drive engine is set to be 65% or more and 75% or less with respect to the total normal output generated by the drive engine and the auxiliary propulsion unit, and the normal output of the auxiliary propulsion unit is It is desirable that the total normal output is set to be 25% or more and 35% or less. Further, when the output of the driving engine is operated at an output of 90% or more and 100% or less with respect to the normal output of the driving engine, when the navigation can be performed at the predetermined speed using only the driving engine, In the case where the auxiliary propulsion unit is practically not used and it is not possible to navigate at the predetermined speed using only the drive engine, it is desirable to use the auxiliary propulsion unit as a biasing propulsion force.

  As described above, by using a propeller that keeps the normal output of the drive engine low and obtains maximum efficiency near the normal output, both the drive engine and the propeller are more efficient than when the auxiliary propulsion unit is not used. Therefore, the fuel consumption can be improved. Further, by compensating for the insufficient propulsive force with the additional propulsive force generated by the auxiliary propulsion unit, it is possible to secure an appropriate sea margin that can maintain the predetermined speed even when the sea condition changes.

  In the above invention, the auxiliary propulsion unit includes a strut having a wing shape in cross section, a pod provided in the strut and having a drive unit therein, and a pod provided in the pod and driven to rotate by the drive unit. It is desirable to be a pod type propulsion device equipped with a propeller.

According to the present invention, since the pod type propulsion device rotationally drives the pod propeller by the drive unit provided in the pod, it is possible to generate a biasing propulsion force by the pod propeller. On the other hand, since the strut provided in the pod-type propulsion device has a function as a rudder, the pod-type propulsion device can be used as the rudder.
An azimuth type propulsion device may be used instead of the pod type propulsion device. The azimuth type propulsion unit is different from the pod type propulsion unit mainly in that a drive unit is provided in the hull, and the drive unit and the pod propeller in the hull are configured to transmit output via a drive shaft. Hereinafter, although the case where an auxiliary propulsion device is a pod type propulsion device will be described, the auxiliary propulsion device may be an azimuth type propulsion device.

  In the above invention, the pod-type propulsion device is preferably disposed on the stern side with respect to the propeller.

  According to the present invention, since the pod-type propulsion device is disposed on the stern side with respect to the propeller, when the propulsion force is generated by the pod-type propulsion device, the rotation direction of the pod propeller is the rotation direction of the propeller. By reversing, the rotational flow generated by the propeller can be minimized. Therefore, it is possible to improve the propulsion efficiency of the propeller that has been reduced due to the rotating flow and improve the fuel efficiency of the ship.

  In the above invention, it is desirable that the pod type propulsion device is provided so as to be retractable in or on the hull.

According to the present invention, since the pod-type propulsion device is provided so as to be retractable in or on the hull, the pod-type propulsion device is installed in the hull or in the case where no motive force is generated by the pod-type propulsion device. By pulling up and storing on the hull, the resistance acting on the pod type propulsion device can be reduced. By reducing the resistance, the propulsive force required for the ship to maintain a predetermined speed can be reduced.
On the other hand, when generating the propulsion force, the pod type propulsion device can be lowered from the hull or on the hull and the pod propeller can be driven to rotate to generate the force propulsion force.

  In the above invention, it is desirable that the pod-type propulsion device is disposed on the stern side with respect to the propeller, and the pod propeller is a variable pitch propeller capable of changing a pitch angle.

  According to the present invention, since the pod propeller is a variable pitch propeller, the pod propeller is changed to the feathering state by changing the pitch angle of the pod propeller when the propulsion force is not generated by the pod type propeller. Propeller resistance can be minimized. For this reason, it is possible to reduce the deterioration in fuel consumption of the ship when no supporting propulsion force is generated.

  In the above invention, it is desirable that the pod type propulsion device is disposed on the stern side of the propeller, and an electric motor is provided in the drive unit.

  According to the present invention, since the pod-type propulsion device is disposed on the stern side of the propeller and the electric motor is provided in the drive unit, the propeller can be used when the propulsion force is not generated by the pod-type propulsion device. By rotating the electric motor through the pod propeller by the generated rotating flow, the energy of the rotating flow can be recovered as electricity. That is, the fuel efficiency of the entire ship can be improved by collecting the energy of the rotating flow that has been discarded without contributing to the propulsion of the ship.

  In the above invention, the auxiliary propulsion unit is provided with a water suction port provided on the outer plate of the hull, a pump for pressurizing the sucked water, and a jet of pressurized water provided in the hull in a predetermined direction. It is desirable that the jet propulsion device be provided with an ejection port.

According to the present invention, the jet propulsion device can generate a biasing propulsion force by pressurizing water sucked from the suction port with a pump and ejecting the pressurized water from the ejection port to the rear of the hull. Compared to the case where a pod-type propulsion unit is used as the auxiliary propulsion unit, the jet propulsion unit is arranged in the hull, so that the resistance is small and the fuel consumption of the ship can be prevented from being lowered.
The suction port only needs to be provided on the outer plate that is not exposed from the water surface of the hull, and is installed at a suitable location in consideration of the suction efficiency, the piping through which the sucked water flows, and the like.
Moreover, the thing of the format which can change the jet direction of the water of a jet nozzle to a predetermined direction can be used. For example, when the jet thruster is provided on the bow side of the hull, it can also be used as a bow thruster, and when it is provided on the stern side, it can also be used as a Stance raster.
In the present invention, at least a part of the water ejected by the jet propulsion device as the auxiliary propulsion unit may be covered with water discharged from the ship. Examples of the water discharged from the ship include water discharged from the ship in normal operation, such as cooling water for a driving engine. As a result, the amount of water taken from the outside of the ship when the jet propulsion device is operated can be reduced, so that the hull resistance accompanying the suction of water can be reduced, and the facilities such as the suction port and piping can be reduced. As a result, improvement in economic efficiency can be expected for the entire ship.

According to the ship of the present invention, by providing an auxiliary propulsion unit on a ship with a large sea margin, the operation output range of the main drive engine and the propeller can be limited and used in a range where the efficiency is not noticeable. The fuel efficiency can be improved and the propulsion efficiency by the propeller can be improved. Thereby, there exists an effect that the fuel consumption improvement as the whole ship can be aimed at.
Since the auxiliary propulsion unit is provided and the auxiliary propulsion unit generates the additional propulsion force, an appropriate sea margin can be ensured, so that the predetermined speed can be maintained even when the sea condition changes.

[First Embodiment]
Hereinafter, a ship according to a first embodiment of the present invention will be described with reference to FIGS. 1 and 2.
FIG. 1 is a schematic diagram illustrating the configuration of a ship in the present embodiment.
As shown in FIG. 1, the ship 1 includes a hull 3, a main drive engine (drive engine) 5, a shaft 7, a main propeller (propeller) 9, and a pod-type propulsion unit (auxiliary propulsion unit) 11. ing.
A main drive engine 5 is disposed inside the hull 3, and a main propeller 9 and a pod-type propulsion device 11 are disposed at the stern. The main drive engine 5 rotates the main propeller 9 via the shaft 7. As the main drive engine 5, a diesel engine etc. can be used, for example. The main propeller 9 generates propulsive force and moves the ship 1 forward and backward. The main propeller 9 is connected to the main drive engine 5 through the shaft 7 so that rotational driving force is transmitted.
The pod type propulsion device 11 generates a biasing propulsion force that supplements the propulsive force generated by the main drive engine 5 and the main propeller 9. The pod type propulsion device 11 includes a pod 13 that is a casing, a pod propeller 15, and a strut 17. Inside the pod 13, an electric motor (driving unit) 19 that rotationally drives the pod propeller 15 and a pod shaft (not shown) that transmits the rotational driving force of the electric motor 19 to the pod propeller 15 are provided. The pod propeller 15 is rotationally driven by the electric motor 19 of the pod 13 to generate a biasing propulsion force. The pod propeller 15 is disposed on the bow side of the pod 13 (left side in FIG. 1). The pod propeller 15 may be disposed on the stern side (right side in FIG. 1) of the pod 13, or may be disposed on the bow side and stern side of the pod 13. The strut 17 is disposed between the pod 13 and the hull 3 and supports the pod 13. Further, the strut 17 has a cross section formed in an airfoil cross section, and is provided so as to be rotatable with respect to the hull 3. The hull 3 is provided with a drive mechanism (not shown) for rotating the pod-type propulsion device 11 as a whole. Therefore, the pod type propulsion device 11 can also serve as a rudder for the ship 1.

  The normal output (NR1) of the main drive engine 5 is about 60% relative to the total normal output (total continuous maximum output), which is the sum of the normal output (NR (continuous maximum output)) of the main drive engine 5 and the electric motor 19. The output is set to about 80%, preferably 65% to 75%, more preferably 70%. On the other hand, the normal output (NR2) of the electric motor 19 is about 20% to about 40%, preferably 25% to 35%, more preferably 30% with respect to the overall normal output (continuous maximum output). Is set. Here, the normal output is the output that is normally used, and the continuous maximum output is the maximum output that can be continuously used by the drive engine or the like. The normal output and the continuous maximum output are often the same, and the normal output of the drive engine is often set to about 80% to about 90% (about 85%) of the maximum output. In addition, a drive engine such as a diesel engine is designed to operate most efficiently when operating near a normal output (continuous maximum output), and the fuel efficiency is improved. The total continuous maximum output is, for example, about 40% of that during normal navigation (when navigating at a predetermined speed during normal seawater or calm sea conditions) to prevent speed reduction due to disturbance such as stormy weather. It is said that the propulsion horsepower is added as a sea margin. The sea margin is changed from about 40% to about 15% depending on the owner's specifications.

Next, the effect | action in the ship 1 which consists of said structure is demonstrated using FIG. 1 and FIG.
During normal sailing (when navigating at a predetermined speed during flat water or calm sea conditions), the ship 1 sails using only the main drive engine 5 and the main propeller 9 as shown in FIG. At this time, the pod-type propulsion device 11 is stopped and no additional propulsion force is generated. That is, the rotational driving force generated by the main drive engine 5 is transmitted to the main propeller 9 via the shaft 7. The main propeller 9 is driven to rotate to generate a propulsive force, and the ship 1 navigates with the propulsive force generated by the main propeller 9. Here, the predetermined speed is determined based on the operation schedule of the ship 1 and is different depending on the use of the ship 1 and the like.
In this case, the main drive engine 5 is operated at an output in the vicinity of NR that is most efficient with respect to the maximum output. At the same time, the main propeller 9 can also be used in the region with the highest propulsion efficiency.

FIG. 2 is a schematic diagram for explaining a state of stormy weather in the ship of FIG.
When marine conditions such as stormy weather deteriorate, the ship 1 navigates using the main drive engine 5, the main propeller 9, and the pod type propulsion device 11, as shown in FIG. That is, the main propeller 9 is rotated by the main drive engine 5 to generate a propulsive force, and the pod type propulsion device 11 rotates the pod propeller 15 by the drive device 19 to generate a biased propulsive force. The ship 1 can navigate at a predetermined speed even when the sea conditions deteriorate due to the propulsive force of the main propeller 9 and the additional propulsive force of the pod propeller 15.
In this case, the main drive engine 5 is operated with an output in the vicinity of NR as in normal navigation, and the main propeller 9 can also be used in the region with the highest propulsion efficiency, as in normal navigation. On the other hand, the drive engine 19 and the pod propeller 15 of the pod type propulsion device 11 are used at an output level that generates a required propulsive force.

  In the case where the output of the main drive engine 5 is operated at an output of 90% or more and 100% or less with respect to the normal output of the main drive engine 5, the navigation can be performed at the predetermined speed using only the main drive engine 5. If the pod-type propulsion device 11 is stopped (in a state where the pod-type propulsion device 11 is not practically used) and it is not possible to navigate at the predetermined speed using only the main drive engine 5, the pod-type propulsion device 11 may be used as a biasing propulsion force. desirable.

According to the above configuration, by providing the pod type propulsion device 11, the fuel efficiency of the main drive engine 5 can be improved, and the propulsion efficiency by the main propeller 9 can be improved. Fuel consumption can be improved.
By providing the pod type propulsion device 11, most of the sea margin included in the regular main power (NR) required for the main drive engine 5 can be shared by the pod type propulsion device 11. Compared with the case where 11 is not provided, the normal output (NR) of the main drive engine 5 can be kept low. Therefore, the output state in which the predetermined speed is maintained in the frequently used plain water can be brought close to the state (near the normal output (NR)) in which the fuel efficiency of the main drive engine 5 is the best. On the other hand, the main propeller 9 has a smaller operating range because the maximum output (MR) of the main drive engine 5 is kept low compared to the case where the pod type propulsion unit 11 is not provided as described above. No need to meet excessive strength requirements. Therefore, when maintaining the predetermined speed, the main propeller 9 having high propulsion efficiency can be obtained. That is, since the deviation between the maximum output (MR) and the design point (NOR) in the main propeller 9 can be reduced, the main propeller 9 having high propulsion efficiency can be used when maintaining a predetermined speed.
By providing the pod-type propulsion device 11, an appropriate sea margin can be ensured in order to maintain a predetermined speed even when the sea condition changes. Therefore, the output state in which the predetermined speed is maintained in the plain water frequently used as the ship 1 can be brought close to the state in which the fuel consumption of the main drive engine 5 becomes the best, and the fuel consumption can be improved.

Here, specifically, the effect of the ship in the present embodiment will be described by comparing the ship having only the main drive engine and the main propeller and the ship of the present embodiment.
In the case of a ship with only a main drive engine and a main propeller, the main drive engine can output an output with a sea margin of about 40% over the continuous output required during normal navigation as a continuous maximum output. Selected or designed. On the other hand, the main propeller is selected or designed so that the propulsion efficiency is highest with respect to the maximum output of the main drive engine.
In this case, the main drive engine is operated at an output of about 60% with respect to the maximum output during normal navigation, and is operated in a region where the fuel consumption is poor as compared with the present embodiment. On the other hand, the main propeller is also used in an area where the propulsion efficiency is lower than that of the present embodiment because it is used in an area away from the area where the propulsion efficiency is highest.
That is, according to the ship in this embodiment, the fuel efficiency of the ship as a whole can be improved as compared with a ship having only the main drive engine and the main propeller.

Further, the present embodiment is compared with a ship provided with an axial drive generator on a shaft connecting the main drive engine and the main propeller described in Patent Document 1 and propelled only by the main propeller, and the ship of the present embodiment. The effect of the ship in the form will be described.
In the case of a ship equipped with an axial drive generator on the shaft connecting the main drive engine and the main propeller, the main drive engine starts from about 80%, which is the most efficient with respect to the maximum output, during normal navigation as in this embodiment. It is operated at about 90% output. In other words, by setting the ratio of the continuous maximum output between the main drive engine and the shaft drive generator to 70% to 30%, the main drive engine outputs about 80% to about 90% of the maximum output during normal navigation. It is driven by. On the other hand, the main propeller needs to be designed so as to maintain sufficient strength even when driven at the maximum combined output of the main drive engine and the shaft drive generator. Therefore, only propellers with poor propulsion efficiency can be designed compared to the ship propellers in this embodiment.
That is, according to the ship in this embodiment, the fuel efficiency of the ship as a whole can be improved even when compared with the ship described in Patent Document 1.

By providing the pod type propulsion device 11, it is possible to secure an appropriate sea margin capable of maintaining a predetermined speed even when the sea condition changes.
As described above, by using the main propeller 9 that keeps the maximum output of the main driving engine 5 low and uses the main propeller 9 that matches the maximum output, the propulsive force that is reduced compared to the case where the pod-type propulsion unit 11 is not used. It can be supplemented by the biasing propulsion force generated by the pod type propulsion device 11. Therefore, when the pod type propulsion device 11 generates the biasing propulsive force, it is possible to secure an appropriate sea margin that can maintain the predetermined speed even if the sea condition changes.

By using the pod type propulsion device 11 as an auxiliary propulsion unit, it is possible to generate a biasing propulsion force.
Since the pod type propulsion device 11 rotationally drives the pod propeller 15 by the electric motor 19 provided in the pod 13, the pod propeller 15 can generate an energizing propulsion force. On the other hand, since the strut provided in the pod type propulsion device 11 has a function as a rudder, the pod type propulsion device 11 can be used as a rudder.

Since the pod type propulsion device 11 is disposed on the stern side with respect to the propeller, the propulsion efficiency of the main propeller 9 can be improved and the fuel efficiency of the ship can be improved.
That is, when generating the propulsion force by the pod type propulsion device 11, the rotational flow generated by the main propeller 9 can be minimized by reversing the rotation direction of the pod propeller 15 from the rotation direction of the main propeller 9. Therefore, the propulsion efficiency by the main propeller 9 that has been reduced by the rotating flow can be improved, and the fuel efficiency of the ship 1 can be improved.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIG.
The basic configuration of the ship of this embodiment is the same as that of the first embodiment, but the configuration of the pod-type propulsion device is different from that of the first embodiment. Therefore, in this embodiment, only the periphery of the pod type propelling device will be described using FIG.
FIG. 3 is a schematic diagram illustrating the configuration of the ship in the present embodiment.
In addition, the same code | symbol is attached | subjected to the component same as 1st Embodiment, and the description is abbreviate | omitted.

As shown in FIG. 3, the ship 101 includes a hull 3, a main drive engine 5, a shaft 7, a main propeller 9, and a pod-type propulsion device (auxiliary propulsion unit) 111.
The pod type propulsion device 111 generates a biasing propulsion force that supplements the propulsive force generated by the main drive engine 5 and the main propeller 9, and when no propulsion force is generated, in the hull 3 or on the hull 3 Is stored.
The hull 3 is provided with a drive mechanism (not shown) for rotating the entire pod type propulsion device 111 and an elevating mechanism (not shown) for raising and lowering the pod type propulsion device 111.

The operation of the ship 101 having the above configuration will be described.
During normal navigation, the ship 101 navigates using only the main drive engine 5 and the main propeller 9. At this time, the pod type propulsion device 111 is pulled up and stored in the hull 3 or on the hull 3 by the lifting mechanism.
When marine conditions such as stormy weather deteriorate, the ship 101 navigates using the main drive engine 5 and the main propeller 9 and the pod type propulsion device 111 as shown in FIG. That is, the pod-type propulsion device 111 is suspended from the hull 3 by the lifting mechanism and generates a biasing propulsion force.

According to the above configuration, since the pod type propulsion device 111 is provided so as to be retractable in or on the hull 3, the fuel efficiency of the hull 3 can be improved.
In the case where no urging propulsion force is generated by the pod-type propulsion device 111, the resistance acting on the pod-type propulsion device 111 can be reduced by lifting the pod-type propulsion device 111 into the hull 3 or storing it. . By reducing the resistance, the propulsive force required for the hull 3 to maintain a predetermined speed can be reduced, and the fuel efficiency of the hull 3 can be improved. On the other hand, in the case of generating a biasing propulsion force, the pod-type propulsion device 111 can be lowered from the hull 3 or on the hull 3 and the pod propeller 15 can be rotationally driven to generate the biasing propulsion force.

[Third Embodiment]
Next, a third embodiment of the present invention will be described with reference to FIGS.
The basic configuration of the ship of this embodiment is the same as that of the first embodiment, but the configuration of the pod-type propulsion device is different from that of the first embodiment. Therefore, in the present embodiment, only the periphery of the pod-type propulsion device will be described using FIGS. 4 to 6, and description of the main drive engine and the like will be omitted.
FIG. 4 is a schematic diagram illustrating the configuration of the ship in the present embodiment.
In addition, the same code | symbol is attached | subjected to the component same as 1st Embodiment, and the description is abbreviate | omitted.

As shown in FIG. 4, the ship 201 includes a hull 3, a main drive engine 5, a shaft 7, a main propeller 9, and a pod-type propulsion device (auxiliary propulsion unit) 211.
The pod type propulsion device 211 generates a biasing propulsive force that supplements the propulsive force generated by the main drive engine 5 and the main propeller 9. The pod type propulsion device 211 includes a pod 213 that is a casing and a pod propeller 215, and is arranged on a rudder (strut) 217. The pod 213 includes an electric motor 19 that rotationally drives the pod propeller 215 and a pod shaft (not shown) that transmits the rotational driving force of the electric motor 19 to the pod propeller 215. The pod propeller 215 is rotationally driven by the electric motor 19 of the pod 13 to generate a biasing propulsion force, and is a variable pitch propeller capable of changing the pitch angle. The pod propeller 215 is disposed on the bow side (left side in FIG. 4) of the pod 213. The pod propeller 215 may be disposed on the stern side (right side in FIG. 4) of the pod 213, or may be disposed on the bow side and stern side of the pod 213. The rudder 217 is disposed on the stern side of the main propeller 9 so as to extend downward from the bottom of the hull 3. Further, the rudder 217 has a cross section formed in an airfoil cross section, and is provided so as to be rotatable with respect to the hull 3. A generator 219 is disposed on the hull 3, and electric power is supplied to the electric motor 19 of the pod type propulsion device 211 via the rudder 217.

The effect | action in the ship 1 which consists of said structure is demonstrated using FIGS. 4-6.
FIG. 5 is a schematic diagram for explaining a state during normal navigation in the pod-type propulsion device of FIG. 4.
During normal navigation, as shown in FIG. 4, the vessel 201 navigates using only the main drive engine 5 and the main propeller 9. At this time, the pod-type propulsion device 211 is stopped and no additional propulsion force is generated. Specifically, the pod propeller 215 of the pod-type propulsion device 211 is in a feathering state with the pitch angle changed as shown in FIG. As an angle range of feathering, a range of about 85 ° to about 95 ° can be exemplified. When the pitch angle is 90 °, the generation of thrust is completely eliminated. Therefore, the resistance of the pod propeller can be reduced by setting the pitch angle to an angle range of about 85 ° to about 95 °.

FIG. 6 is a schematic diagram for explaining a state during stormy weather in the pod type propulsion device of FIG.
When marine conditions such as stormy weather deteriorate, the ship 201 navigates using the main drive engine 5 and the main propeller 9 and the pod-type propulsion device 211. At this time, as shown in FIG. 6, the pod propeller 215 of the pod type propulsion device 211 is configured to generate a biasing propulsion force by changing the pitch angle.

According to said structure, since the pod propeller 215 is a variable pitch propeller, the fuel consumption deterioration of the ship 201 when the urging | biasing propulsion force is not generated can be prevented.
When no urging propulsion force is generated by the pod type propulsion device 211, the resistance by the pod propeller 215 can be minimized by changing the pitch angle of the pod propeller 215 to the feathering state. For this reason, it is possible to prevent deterioration in fuel efficiency of the ship 201 when no supporting propulsion force is generated.

[Fourth Embodiment]
Next, a fourth embodiment of the present invention will be described with reference to FIG.
The basic configuration of the ship of this embodiment is the same as that of the third embodiment, but the configuration of the pod-type propulsion device is different from that of the third embodiment. Therefore, in the present embodiment, only the periphery of the pod-type propulsion device will be described using FIG. 7, and the description of the main drive engine and the like will be omitted.
FIG. 7 is a schematic diagram illustrating the configuration of the ship in the present embodiment.
In addition, the same code | symbol is attached | subjected to the component same as 3rd Embodiment, and the description is abbreviate | omitted.

As shown in FIG. 9, the ship 401 includes a hull 3, a main drive engine 5, a shaft 7, a main propeller 9, and a pod type propulsion device (auxiliary propulsion unit) 411.
The pod type propulsion device 411 generates a biasing propulsive force that supplements the propulsive force generated by the main drive engine 5 and the main propeller 9. The pod type propulsion device 411 includes a pod 213 that is a casing and a pod propeller 415, and is disposed on the rudder 217. The pod propeller 415 is rotationally driven by an electric motor (drive unit) 419 of the pod 13 to generate a biasing propulsion force. The pod propeller 415 is disposed on the bow side (left side in FIG. 9) of the pod 213. The pod propeller 415 may be disposed on the stern side (right side in FIG. 9) of the pod 213, or may be disposed on the bow side and the stern side of the pod 213, respectively. The electric motor 419 rotates the pod propeller 415 by supplying electric power, and generates electric power by being driven by the pod propeller 415.

The operation of the ship 401 having the above configuration will be described.
During normal navigation, the vessel 401 navigates using only the main drive engine 5 and the main propeller 9. At this time, the pod type propulsion device 411 generates electric power without generating a biasing propulsion force. Specifically, the pod propeller 415 of the pod type propulsion device 411 is rotated by the rotating flow formed by the main propeller 9. The electric motor 419 generates power by being rotated by a pod propeller 415.

  When marine conditions such as stormy weather deteriorate, the ship 401 navigates using the main drive engine 5 and the main propeller 9 and the pod type propulsion device 411. At this time, electric power is supplied to the electric motor 419 of the pod type propulsion device 411, and the pod propeller 415 is rotationally driven by the electric motor 419.

According to the above configuration, the pod type propulsion device 411 is disposed on the stern side of the main propeller 9 and the pod propeller 415 is driven to rotate by the electric motor 419. Therefore, the fuel efficiency of the vessel 401 can be improved.
When no motive propulsion force is generated by the pod type propulsion device 411, the motor 419 is rotationally driven by the rotational flow of the main propeller 9 through the pod propeller 415, whereby the energy of the rotational flow is recovered as electricity. be able to. That is, by recovering the energy of the rotary flow that has been discarded without contributing to the propulsion of the vessel 401, the fuel efficiency of the vessel 401 as a whole can be improved.

[Fifth Embodiment]
Next, a fifth embodiment of the present invention will be described with reference to FIGS.
The basic configuration of the ship of the present embodiment is the same as that of the first embodiment, but differs from the first embodiment in the configuration for generating a biasing propulsion force. Therefore, in this embodiment, only the periphery of the configuration that generates the biasing propulsive force will be described with reference to FIGS. 8 to 12, and the description of the main drive engine and the like will be omitted.
FIG. 8 is a schematic diagram illustrating the configuration of the ship in the present embodiment.
In addition, the same code | symbol is attached | subjected to the component same as 1st Embodiment, and the description is abbreviate | omitted.
As illustrated in FIG. 8, the ship 501 includes a hull 3, a main drive engine 5, a shaft 7, a main propeller 9, and a pump jet thruster (auxiliary propulsion unit, jet propulsion device) 511.

9 and 10 are cross-sectional views for explaining the arrangement positions of the pump jet thrusters of FIG.
The pump jet thruster 511 generates an energizing propulsive force that supplements the propulsive force generated by the main drive engine 5 and the main propeller 9. The pump jet thruster 511 is disposed on the bow side of the bottom surface of the hull 3. When the ship 501 is a slim type ship, the pump jet thruster 511 is arranged on the center line C of the hull 3 as shown in FIG. Further, when the ship 501 is an enlarged ship, the pump jet thrusters 511 are arranged in two symmetrical directions with respect to the center line C as shown in FIG. At this time, the interval between the pump jet thrusters 511 is preferably within two-thirds of the width of the hull 3.

FIG. 11 is a cross-sectional view illustrating the configuration of the pump jet thruster of FIG. FIG. 12 is a plan view illustrating the configuration of the pump jet thruster of FIG.
As shown in FIG. 11, the pump jet thruster 511 includes a suction port 513, a pump 515, and an ejection port 517.
The suction port 513 is an inlet that is disposed on the bottom surface of the hull 3 and into which water flows into the pump jet thruster 511. The pump 515 is disposed inside the hull 3 and pressurizes water flowing in from the suction port 513. For example, a centrifugal pump can be exemplified. The ejection port 517 is an outlet that is disposed on the bottom surface of the hull 3 and ejects pressurized water in a predetermined direction.
As shown in FIG. 12, the suction port 513 is provided as a circular opening at the approximate center of the pump jet thruster 511. The ejection port 517 is composed of a pair of ejection ports 517A and 517A extending in the direction of water ejection and an ejection port 517B extending in a direction intersecting the ejection direction.
The pump jet thruster 511 is disposed so as to be rotatable about the central portion where the suction port 513 is disposed, and can generate thrust in all directions.

As in the first embodiment, the service output (NR1) of the main drive engine 5 is the total service output (total continuous maximum) that is the sum of the service outputs (NR (continuous maximum output)) of the main drive engine 5 and the pump 515. The output is set to about 60% to about 80%, preferably 65% to 75%, and more preferably 70%. On the other hand, the normal output (NR2) of the pump 515 is about 20% to about 40%, preferably 25% to 35%, more preferably 30% with respect to the total normal output (continuous maximum output). Is set.
The main propeller 9 is about 60% to about 80% of the thrust related to the total normal output (total continuous maximum output), which is the sum of the thrust related to the normal output (NR) generated by the main propeller 9 and the pump jet thruster 511. %, Preferably 65% to 75%, and more preferably 70%. On the other hand, the pump jet thruster 511 generates a thrust of about 20% to about 40%, preferably 25% to 35%, and more preferably 30% with respect to the thrust related to the overall normal output (continuous maximum output). It is set to be.

Next, the operation of the ship 501 having the above configuration will be described.
During normal navigation, the ship 501 navigates using only the main drive engine 5 and the main propeller 9. At this time, the pump jet thruster 511 is stopped and no biasing propulsion force is generated.

When marine conditions such as stormy weather deteriorate, the ship 501 navigates using the main drive engine 5 and the main propeller 9 and the pump jet thruster 511 as shown in FIG. That is, the pump jet thruster 511 pressurizes the water sucked from the suction port 513 by the pump 515, and jets water in the stern direction from the jet port 517 to generate a biasing propulsion force. The ship 501 can navigate at a predetermined speed even when the sea conditions deteriorate due to the propulsive force by the main propeller 9 and the energized propulsive force by the pump jet thruster 511.
Here, the pump jet thruster 511 is arranged on the center line C where the bottom boundary layer is thick as shown in FIG. 9 when the ship 501 is a slim type ship, and when the ship 501 is an enlarged ship, As shown in FIG. 10, it arrange | positions in the position a little apart in the width direction from the center line C where a ship bottom boundary layer becomes thick. Therefore, the flow rate of water at the suction port 513 is slower than other regions, and the water suction efficiency is improved. Further, the pump jet thruster 511 can improve propulsion efficiency because it sucks in water with a low flow velocity, and ejects it in a pressurized and accelerated state.

Further, the pump jet thruster 511 can generate a propulsive force in a predetermined direction by rotating, so that it can be used as a bow thruster when the ship 501 enters the port.
As described above, the pump jet thruster 511 may be disposed on the bow bottom on the bow side, or may be disposed on the boat bottom on the stern side, and is not particularly limited. When the pump jet thruster 511 is disposed on the stern side bottom, the pump jet thruster 511 can be used as a Stance thruster.

According to said structure, by providing the pump jet thruster 511 as an auxiliary | assistant propulsion part, a biasing propulsion force can be generated.
The pump jet thruster 511 pressurizes the water sucked from the suction port 513 by the pump 515, and can generate a bias propulsion force by ejecting the pressurized water from the ejection port 517 in the stern direction. Compared with the case where a pod type propulsion unit is used as the auxiliary propulsion unit, the pump jet thruster 511 is disposed in the hull 3, so that the resistance is low and the fuel consumption of the ship 501 can be prevented from being lowered.

[Sixth Embodiment]
Next, a sixth embodiment of the present invention will be described with reference to FIGS.
The basic configuration of the ship of this embodiment is the same as that of the fifth embodiment, but the configuration of the pump jet thruster is different from that of the fifth embodiment. Therefore, in the present embodiment, only the periphery of the pump jet thruster will be described with reference to FIGS. 13 and 14, and description of the main drive engine and the like will be omitted.
FIG. 13 is a schematic diagram illustrating the configuration of the ship in the present embodiment. FIG. 14 is a cross-sectional view illustrating the configuration of the pump jet thruster of FIG.
In addition, the same code | symbol is attached | subjected to the component same as 6th Embodiment, and the description is abbreviate | omitted.

As shown in FIG. 13, the ship 601 includes a hull 3, a main drive engine 5, a shaft 7, a main propeller 9, and a pump jet thruster (auxiliary propulsion unit, jet propulsion device) 611.
The pump jet thruster 611 generates a biasing propulsive force that supplements the propulsive force generated by the main drive engine 5 and the main propeller 9. As shown in FIG. 14, the pump jet thruster 611 includes a suction port 613, a pump 515, and an ejection port 617.
The suction port 613 is an inlet that is disposed on the bottom surface of the hull 3 and into which water flows into the pump jet thruster 611. The ejection port 617 is an outlet that is disposed on the bottom surface of the hull 3 and ejects pressurized water in a predetermined direction. The surface on which the suction port 613 and the ejection port 617 are provided is an inclined surface inclined upward in the bow direction.

Next, the operation of the ship 601 having the above configuration will be described.
During normal navigation, the ship 601 navigates using only the main drive engine 5 and the main propeller 9. At this time, the pump jet thruster 611 is stopped and no biasing propulsion force is generated.

  When marine conditions such as stormy weather deteriorate, the ship 601 navigates using the main drive engine 5 and the main propeller 9 and the pump jet thruster 611. That is, the ship 601 can navigate at a predetermined speed even when the sea condition deteriorates due to the propulsive force of the main propeller 9 and the biased propulsive force of the pump jet thruster 611.

According to the above configuration, since the surfaces constituting the suction port 613 and the ejection port 617 are inclined upward toward the bow direction of the hull 3, the water suction efficiency of the pump jet thruster 611 is improved.
Since the surfaces constituting the suction port 613 and the ejection port 617 are inclined upward in the bow direction of the hull 3, water flows into the suction port 613 when the ship 601 navigates. Therefore, compared with the case where water is sucked only by the suction action of the pump 515, the water suction efficiency is improved and the energizing propulsive force generated by the pump jet thruster 611 is increased.

[Seventh Embodiment]
Next, a seventh embodiment of the present invention will be described with reference to FIGS.
The basic configuration of the ship of this embodiment is the same as that of the fifth embodiment, but the configuration of the pump jet thruster is different from that of the fifth embodiment. Therefore, in the present embodiment, only the periphery of the pump jet thruster will be described with reference to FIGS. 15 to 17, and the description of the main drive engine and the like will be omitted.
FIG. 15 is a schematic diagram illustrating the configuration of the ship in the present embodiment. FIG. 16 is a cross-sectional view illustrating the configuration of the pump jet thruster of FIG. FIG. 17 is a plan view illustrating the configuration of the pump jet thruster of FIG.
In addition, the same code | symbol is attached | subjected to the component same as 6th Embodiment, and the description is abbreviate | omitted.

As shown in FIG. 15, the ship 701 includes a hull 3, a main drive engine 5, a shaft 7, a main propeller 9, and a pump jet thruster (auxiliary propulsion unit, jet propulsion device) 711.
The pump jet thruster 711 generates a biased propulsive force that supplements the propulsive force generated by the main drive engine 5 and the main propeller 9. As shown in FIG. 16, the pump jet thruster 711 includes a suction port 513, a pump 515, an ejection port 517, and a shield (convex portion) 719.
As shown in FIG. 17, the shield 719 is disposed between the suction port 513 and the ejection port 517 </ b> B, and is disposed so as to extend downward from the ship bottom of the hull 3.

Next, the operation of the ship 701 having the above configuration will be described.
During normal navigation, the vessel 701 navigates using only the main drive engine 5 and the main propeller 9. At this time, the pump jet thruster 711 is stopped and no biasing propulsion force is generated.

  When sea conditions deteriorate such as stormy weather, the ship 701 navigates using the main drive engine 5 and the main propeller 9 and the pump jet thruster 711. That is, the ship 701 can navigate at a predetermined speed even when the sea conditions deteriorate due to the propulsive force of the main propeller 9 and the biased propulsive force of the pump jet thruster 711. In the case where the propulsion force is generated by the pump jet thruster 711, the shield 719 is disposed in the stern direction with respect to the suction port 513 and in the bow direction with respect to the ejection port 517B.

According to said structure, the suction | inhalation efficiency of the water in the pump jet thruster 711 can be improved by arrange | positioning the shield 719 to the stern direction with respect to the suction inlet 513. FIG.
Since the shield 719 is provided so as to extend downward from the bottom of the ship in the stern direction with respect to the suction port 513, the water flowing along the bottom of the ship 701 is blocked by the shield 719 when the ship 701 navigates, and the suction port 513. Flow into. Therefore, compared with the case where the shield 719 is not provided, the water suction efficiency of the pump jet thruster 711, particularly the suction efficiency during high-speed navigation can be improved.

Since the shield 719 is disposed in the bow direction with respect to the ejection port 517B, an increase in resistance due to the shield 719 can be suppressed.
Since the ejection port 517B is provided in the ship bottom, water is ejected from the ejection port 517B obliquely downward from the ship bottom. When the ship 701 navigates, water flows along the bottom of the ship, but in the vicinity of the outlet 517B, a flow in a direction away from the bottom of the ship is generated by the jetted water. Then, the flow of water along the ship bottom blocked by the shield 719 becomes weak, and an increase in resistance due to the shield 719 can be suppressed.

[Eighth Embodiment]
Next, an eighth embodiment of the present invention will be described with reference to FIG.
The basic configuration of the ship of this embodiment is the same as that of the fifth embodiment, but the configuration of the pump jet thruster is different from that of the fifth embodiment. Therefore, in this embodiment,
Only the periphery of the pump jet thruster will be described with reference to FIG. 18, and the description of the main drive engine and the like will be omitted.
FIG. 18 is a schematic diagram illustrating the configuration of the ship in the present embodiment.
In addition, the same code | symbol is attached | subjected to the component same as 6th Embodiment, and the description is abbreviate | omitted.

  As shown in FIG. 18, the ship 801 includes a hull 3, a main drive engine (not shown), a shaft 7, a main propeller 9, and a pump jet thruster (auxiliary propulsion unit, jet propulsion device) 811. ing.

The pump jet thruster 811 generates a biased propulsive force that supplements the propulsive force generated by the main drive engine and the main propeller 9. The pump jet thruster 811 includes a suction port 813, a pump 815, an ejection port 817, and a pipe 819.
The suction port 813 is an outer plate of the hull 3 and is provided on the bottom of the ship. The suction port 813 is an opening through which water is sucked from outside the hull 3.
The pump 815 is provided in the pipe 819 inside the hull 3. The pump 815 pressurizes water sucked from the suction port 813 and ejects it from the ejection port 817.
The ejection port 817 is an opening provided on the stern side of the hull 3 and opening rearward with respect to the traveling direction of the ship 801. The water pressurized by the pump 815 is ejected from the ejection port 817.
The pipe 819 is arranged in the hull 3 and communicates the suction port 813 and the ejection port 817. A pump 815 is disposed in the pipe 819. In the pipe 819, the water flowing in from the suction port 813 flows.

Next, the operation of the ship 801 having the above configuration will be described.
During normal navigation, the ship 801 navigates using only the main drive engine (not shown) and the main propeller 9. At this time, the pump jet thruster 811 is stopped and no biasing propulsion force is generated.

  When marine conditions such as stormy weather deteriorate, the ship 801 navigates using a main drive engine (not shown), the main propeller 9, and a pump jet thruster 811. That is, the ship 801 can navigate at a predetermined speed even when the sea conditions deteriorate due to the propulsive force of the main propeller 9 and the biased propulsive force of the pump jet thruster 811.

According to said structure, by providing the pump jet thruster 811 as an auxiliary | assistant propulsion part, a biasing propulsion force can be generated.
The pump jet thruster 811 can generate a biasing propulsive force by pressurizing water sucked from the suction port 813 with the pump 815 and ejecting the pressurized water from the ejection port 817 in the stern direction. Compared with the case where a pod type propulsion unit is used as the auxiliary propulsion unit, the pump jet thruster 811 is disposed in the hull 3, so that the resistance is low and the fuel consumption of the ship 801 can be prevented from being lowered.

[Ninth Embodiment]
Next, a ninth embodiment of the present invention will be described with reference to FIG.
The basic configuration of the ship of this embodiment is the same as that of the eighth embodiment, but the configuration of the pump jet thruster is different from that of the eighth embodiment. Therefore, in this embodiment,
Only the periphery of the pump jet thruster will be described with reference to FIG. 19, and the description of the main drive engine and the like will be omitted.
FIG. 19 is a schematic diagram illustrating the configuration of the ship in the present embodiment.
In addition, the same code | symbol is attached | subjected to the component same as 8th Embodiment, and the description is abbreviate | omitted.

  As shown in FIG. 19, the ship 901 includes a hull 3, a main drive engine (not shown), a shaft 7, a main propeller 9, and a pump jet thruster (auxiliary propulsion unit, jet propulsion device) 911. ing.

The pump jet thruster 911 generates a biased propulsive force that supplements the propulsive force generated by the main drive engine and the main propeller 9. The pump jet thruster 911 includes a suction port 813, a pump 815, an ejection port 817, a pipe 919, and a drain pipe 921.
The suction port 813 is an outer plate of the hull 3 and is provided on the bottom of the ship. The suction port 813 is an opening through which water is sucked from outside the hull 3.
The pump 815 is provided in the pipe 919 inside the hull 3. The pump 815 pressurizes the water sucked from the suction port 813 and the drainage discharged from the drain pipe 921 and ejects the water from the ejection port 817.
The ejection port 817 is an opening provided on the stern side of the hull 3 and opening rearward with respect to the traveling direction of the ship 801. The water pressurized by the pump 815 is ejected from the ejection port 817.
The pipe 919 is disposed in the hull 3 and communicates the suction port 813 and the ejection port 817. A pump 815 is disposed in the pipe 919. In the pipe 919, water flowing from the suction port 813 and waste water flowing from the drain pipe 921 flow.
The drain pipe 921 is a pipe that discharges the cooling water of the main drive engine to the pipe 919. The drain pipe 921 is connected between the suction port 813 and the pump 815 in the pipe 919. The drain pipe 921 may discharge the cooling water of the main drive engine to the pipe 919 as described above, or discharge other water discharged from the ship 901 during normal navigation to the pipe 919. There is no particular limitation.

Next, the operation of the ship 901 having the above configuration will be described.
During normal navigation, the vessel 901 navigates using only a main drive engine (not shown) and the main propeller 9. At this time, the pump jet thruster 911 is stopped and does not generate a biasing thrust.

  When marine conditions such as stormy weather deteriorate, the ship 901 navigates using a main drive engine (not shown), a main propeller 9 and a pump jet thruster 911. That is, the ship 901 can navigate at a predetermined speed even when the sea condition deteriorates due to the propulsive force by the main propeller 9 and the biased propulsive force by the pump jet thruster 911.

  According to said structure, since the water discharged | emitted from the inside of the ship 901 is contained in at least one part of the water which the pump jet thruster 911 spouts, the improvement of economical efficiency as the whole ship 901 can be aimed at. That is, when the pump jet thruster 911 is operated, the amount of water sucked from the outside of the hull 3 can be reduced, so that the resistance of the hull 3 accompanying the suction of water can be reduced. At the same time, facilities such as the suction port 813 and the pipe 919 in the pump jet thruster 911 can be reduced. As a result, improvement in economic efficiency can be expected as the entire ship 901.

It is a schematic diagram explaining the structure of the ship in the 1st Embodiment of this invention. It is a schematic diagram explaining the state at the time of stormy weather in the ship of FIG. It is a schematic diagram explaining the structure of the ship in the 2nd Embodiment of this invention. It is a schematic diagram explaining the structure of the ship in the 3rd Embodiment of this invention. It is a schematic diagram explaining the state at the time of normal navigation in the pod type propulsion device of FIG. It is a schematic diagram explaining the state at the time of stormy weather in the pod type propulsion device of FIG. It is a schematic diagram explaining the structure of the ship in the 4th Embodiment of this invention. It is a schematic diagram explaining the structure of the ship in the 5th Embodiment of this invention. It is sectional drawing explaining the arrangement position of the pump jet thruster of FIG. It is sectional drawing explaining the arrangement position of the pump jet thruster of FIG. It is sectional drawing explaining the structure of the pump jet thruster of FIG. It is a top view explaining the structure of the pump jet thruster of FIG. It is a schematic diagram explaining the structure of the ship in the 6th Embodiment of this invention. It is sectional drawing explaining the structure of the pump jet thruster of FIG. It is a schematic diagram explaining the structure of the ship in the 7th Embodiment of this invention. It is sectional drawing explaining the structure of the pump jet thruster of FIG. It is a top view explaining the structure of the pump jet thruster of FIG. It is a schematic diagram explaining the structure of the ship in the 8th Embodiment of this invention. It is a schematic diagram explaining the structure of the ship in the 9th Embodiment of this invention.

Explanation of symbols

1,101,201,301,401,501,601,701,801,901 Ship 3 Hull 5 Main drive engine (drive engine)
9 Main propeller (propeller)
11, 111, 211, 311, 411 Pod type propeller (auxiliary propulsion part)
13,213 Pod 15,215,315,415 Pod propeller 17 Strut 19,419 Electric motor (drive unit)
217 Rudder
511, 611, 711, 811, 911 Pump jet thruster (auxiliary propulsion unit, jet propulsion device)
513, 613, 813 Suction port 515, 815 Pump 517, 517A, 517B, 617, 817 Ejection port 719 Shield (convex part)

Claims (9)

In a ship provided with a propeller that generates a propulsive force that propels the hull, a drive engine that rotationally drives the propeller, and an auxiliary propulsion unit that generates a biased propulsive force.
The drive engine and the propeller generate a propulsive force that maintains a predetermined speed at least in plain water,
The auxiliary propulsion unit generates a biasing propulsive force when the predetermined speed cannot be maintained. The normal output of the drive engine is set to be 60% or more and 80% or less with respect to the overall normal output generated by the drive engine and the auxiliary propulsion unit,
The ship according to claim 1, wherein the normal output of the auxiliary propulsion unit is set to be 20% or more and 40% or less with respect to the overall normal output. In the case where the output of the driving engine is operated at an output of 90% or more and 100% or less with respect to the normal output of the driving engine,
When it is possible to navigate at the predetermined speed using only the driving engine, the auxiliary propulsion unit is stopped,
3. The ship according to claim 1, wherein the auxiliary propulsion unit is used as a biasing propulsive force when it is not possible to navigate at the predetermined speed using only the driving engine. The auxiliary propulsion unit is
A strut having a wing-shaped cross section;
A pod provided on the strut and having a drive part inside;
The ship according to any one of claims 1 to 3, wherein the ship is a pod-type propulsion device provided with the pod and provided with a pod propeller that is rotationally driven by the driving unit. The ship according to claim 4, wherein the pod-type propulsion device is disposed on the stern side with respect to the propeller.   The ship according to claim 4 or 5, wherein the pod-type propulsion device is provided so as to be retractable in or on the hull. The pod type propulsion device is disposed on the stern side with respect to the propeller,
The said pod propeller is a variable pitch propeller which can change a pitch angle, The ship of any one of Claim 4 to 6 characterized by the above-mentioned. The pod type propulsion device is disposed on the stern side with respect to the propeller,
The ship according to any one of claims 5 to 7, wherein an electric motor is provided in the drive unit. The auxiliary propulsion unit, a water inlet provided in the outer plate of the hull;
A pump for pressurizing the sucked water;
The ship according to any one of claims 1 to 3, wherein the ship is a jet propulsion device that is provided in the hull and includes a spout for ejecting pressurized water in a predetermined direction.

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