JP2008189154A - Brake device for vessel, and vessel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a brake device for a vessel capable of applying a hydraulic brake in 5-6 seconds at blank of non-operation of a main machine, i.e., momentum sailing, releasing it at 0 second, thereby, capable of applying the brake without hesitation. <P>SOLUTION: The brake device 12 for the vessel is constituted such that pockets 16 are provided at both gunwale sides of the vessel, a swash plate 13 is arranged on an opening of the pocket so as to be rotated by 360° by a strut 17 in a vertical direction, a drive device for rotating/driving the strut 17 is provided, a first stopper 18 for engaging/releasing the swash plate 13 at a position for closing the opening and a second stopper 19 for engaging/releasing it to a position opened relative to the gunwale side by 90° are provided, and stopping can be performed every when the swash plate is rotated by 90°. The pocket 16 is provided with depth not inhibiting rotation of the swash plate 13, and the strut 17 is provided at an approximately central position in a stern direction of the swash plate 13 along a center line in a thickness direction. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a marine brake device and a marine vessel using the same.

  The prime mover of large ships is large at low speed. The propeller is also large, and the engine is connected directly to the engine with a thick shaft. There is no transmission such as a clutch. Therefore, even if the navigating vessel suddenly issues a reverse order, the propeller cannot be rotated in the reverse direction immediately. First, the engine must be stopped, but it takes about 1 minute 40 seconds from the fuel cut to the engine stop (see FIG. 13). Furthermore, even if the engine is immediately reverse driven with compressed air, it takes about 2 minutes and 40 seconds to complete the reverse rotation (the basic stroke of the diesel engine). In the meantime, the ship cannot move forward by repulsion and move about 1000m. Further, even after full reverse rotation, the streamlined hull continues to repel further because of the streamlined shape, and the distance reaches about 2000 m (1877 m in the case of FIG. 13). This is the current state of large ships. FIG. 13 is a graph of a stop test based on the official test operation record of a 40,000-ton class low-speed bulk carrier (it gets worse with a fast container ship = 25 knots).

  In order to solve such problems, various techniques have been proposed in which the brake plate is protruded from the hull to brake the progress of the ship without relying only on the reverse rotation of the propeller. For example, in Patent Document 1, a brake plate having a large volume of a recess below the waterline of a ship or at the bottom of the ship, fitted to the opening surface of the recess and serving as a lid to seal the recess, is slightly behind the center of the recess opening surface. An emergency stop device for a ship coupled to an external force drive rotary shaft provided on the vehicle is disclosed. The brake plate is normally restrained at a position where the opening surface of the recess is closed by a stopper, and in an emergency, the stopper is released and the brake plate is expanded to a position approximately 90 ° from the heel side. This guides water pressure to the brake plate and can weaken the rotational force by the difference in water pressure before and after the rotating shaft. In order to stop the brake plate at a position of 90 °, the rear end of the brake plate is received by a receiving material to which a synthetic resin plate having elasticity provided on the inner wall of the recess is attached. Although there is no description about returning to the original position, it is considered that the rotating shaft is rotationally driven in the reverse direction. That is, in this device, the brake plate reciprocally rotates, and wasteful time is required for the rotation.

Patent Documents 2 to 4 disclose a deployment-type emergency stop device that reciprocally rotates a brake plate similar to Patent Document 1. In Patent Document 2, a pin is provided at a substantially central position in the stern direction (front-rear direction) of the flap (brake plate), seawater is guided to the front side of the pin, and the flap is rotated in a direction in which the front end is separated from the hull by water pressure. In the case of returning, the hydraulic pressure is applied to the rear side of the flap by a pump to rotate in the reverse direction.
Japanese Patent Publication No.49-47395 JP-A-56-879 JP-A-51-68094 JP-A-2-26296

  However, both of the conventional technologies take several tens of seconds (30 to 40 seconds) to deploy the brake plate, and when the brake is applied, the brake plate is restored to its original state when the dangerous state is resolved and the brake is to be released. It takes several tens of seconds (see FIG. 12). Therefore, the ship operator tends to hesitate when applying the brake and tends to apply the brake after determining the degree of danger. For this reason, there is a drawback that the timing of applying the brake is delayed, and to date no ship equipped with this has been found.

  In the present invention, when applying the brake, as well as when releasing it, it can be stopped and released in a so-called no-time, so that no unnecessary idle time is given to the cruising force. It is a technical problem to provide a marine brake device having an advantage that a brake can be applied without any difficulty when a slight danger is felt.

  The marine brake device according to the present invention (Claim 1) is provided with a pocket that opens outward in the central flat portion on both sides of the marine vessel, and an opening of the pocket that is rotatable 360 ° by a vertical support column. A water control plate, a stopper that locks / releases the water control plate at a predetermined angle with respect to a position that closes the opening and the heel side, and a drive unit that rotationally drives the water control plate, The pocket has a depth that does not hinder the rotation of the water control plate, and the support column is provided at a substantially central position in the stern direction of the water control plate and along the center line in the thickness direction. (See FIG. 2a).

  In such a marine brake device, it is preferable that the predetermined angle is approximately 90 ° with respect to the heel side (Claim 2). Furthermore, it is preferable that the drive means is composed of a motor and a speed reducer and a clutch connected to the output side of the motor. A ship according to the present invention (Claim 4) includes any one of the brake devices.

  In a normal state, the marine brake device of the present invention (Claim 1, hereinafter simply referred to as a brake device) operates the stopper so that the water control plate closes the opening of the pocket and is flush with the side surface of the heel. (See FIG. 2b). When a dangerous object is found in the course direction of the ship, the stopper is released, and the driving means applies a starting rotation so that the front end of the water control plate extends outward. That is, in the starboard side brake device, the water control plate is rotated by the drive device in the right direction (clockwise) when viewed from above, and the port side is rotated in the left direction. At that time, since the water control plate is pushed in the direction of spreading by the flowing water pressure accompanying the progress of the ship, it rotates quickly. The rotating water control plate is again locked by the stopper and stops at a predetermined angle (see FIG. 2c). In this state, since the resistance of water is large, the marine vessel is braked more quickly than in the prior art. As a result, collision with dangerous objects and grounding can be avoided.

  When you release the dangerous state while the brake is applied, release the stopper that is stopped with the water control plate open, and in the same direction as when applying the brake with the drive means, that is, the starboard side brake The device is rotated clockwise. In this case, the brake is released at the same time that the release is issued, and the water control plate rotates rapidly due to the resistance of water accompanying the progress of the ship. Next, the stopper is actuated again, and the water control plate is stopped at a position flush with the heel side. In this state, the water resistance by the brake device disappears simultaneously with the release command, and the brake action is released. In addition, without stopping the water control plate at the position on the heel side, it is possible to watch the state by turning it around for a while and allowing it to be braked at any time.

  As described above, in the brake device of the present invention, to return the water control plate to the original state, it can be rapidly rotated using the resistance force of water in the same direction as when the brake is applied. For this reason, the brake is released in 0 seconds. Therefore, the ship operator can operate the brakes without hesitation when he / she finds dangerous goods, and the timing for decelerating the ship is not delayed. Thereby, collisions with other ships, drifting objects, marine organisms, and grounding can be safely avoided. Furthermore, in the brake device of the present invention, even after the brake is released once, even if the danger is imminent again, the brake can be applied again in several seconds (4 to 5 seconds) simultaneously with the stop command.

  As described above, the brake device of the present invention can be freely applied and released, and when the ship operator recognizes a dangerous object, it does not take time to estimate the degree of the danger, and immediately brakes. Can be multiplied and is safe. Furthermore, since the drive means for rotationally driving the water control plate is provided, the water control plate can be freely rotated and stopped when the ship is stopped. Further, if the water control plate is rotated in reverse while the ship is stopped, the propulsive force in the backward direction of the ship works, so that it is possible to assist the direction change.

  In the above-described brake device, when the predetermined angle is approximately 90 ° with respect to the heel side (Claim 2), the resistance of water when applying the brake is the largest, so the ship can be decelerated quickly. . Further, when releasing the brake, since the resistance is large, the water control plate can be quickly rotated to a position where the opening of the pocket is closed.

  When the driving means includes a motor and a speed reducer and a clutch connected to the output side of the motor (Claim 3), after the water control plate starts rotating, the motor is stopped and the clutch is disengaged. Thus, the water control plate can be rotated by the flowing water pressure accompanying the progress of the ship. Then, by simply releasing the stopper from this state, the water control plate positioned at a predetermined angle can be returned to a position along the original heel side by flowing water pressure. Or you may rotate as it is for a while. For this reason, the power necessary for the rotation of the water control plate is unnecessary and energy saving is achieved. Moreover, when using the speed reducer which has self-restraint property as a speed reducer, the speed reducer can be used as a stopper. Further, in the case of a motor with a brake, it is not necessary to provide a separate stopper. The “stopper” in claim 1 includes such a reduction gear and a motor with a brake.

  Since the ship of the present invention (Claim 4) includes any one of the aforementioned brake devices, the operational effects of the brake devices can be exhibited.

  Next, embodiments of a brake device and a ship according to the present invention will be described with reference to the drawings. 1a and 1b are a plan view and a side view, respectively, showing an embodiment of the ship of the present invention, FIG. 2a is a bird's-eye view of the main part of the brake device of the present invention, and FIGS. 2b and 2c are schematic diagrams for explaining the operation of the brake device. 3 is a perspective view showing one embodiment of the brake device of the present invention, FIG. 4 is an exploded perspective view before the brake device is assembled, and FIGS. 5 and 6 are plan views showing other embodiments of the brake device of the present invention. FIG. 7 is an explanatory view showing the operation sequence of the brake device, FIGS. 8 and 9 are plan views showing still other embodiments of the brake device of the present invention, and FIG. FIG. 11 is a sectional view taken along the line XI-XI of FIG. 10, and FIG. 12 is a comparison of the brake braking and speed restoration states of the brake device of the present invention and the conventional example. Is a graph .

  A ship 10 shown in FIGS. 1 a and 1 b includes a brake device 12 in a central flat portion on the left and right side 11. In this embodiment, the brake device 12 is provided at three locations below the draft and at the front, center, and rear. However, one or two brake devices 12 may be provided on the left and right, or four or more. The brake device 12 is normally arranged symmetrically.

  The imaginary line of FIG. 1a has shown the brake operation state which the water control board 13 of the brake device 12 protruded. In the brake release state, the water control plate 13 is flush with the surface of the heel side 11 as shown by a solid line. Reference numeral 14 denotes a propeller (propulsion unit), and reference numeral 15 denotes a ladder (rudder). The configurations of the left and right brake devices 12 are substantially the same except that they are bilaterally symmetric. Therefore, in the following description, the starboard side brake device 12 will be described. In addition, the code | symbol 10a of FIG. 1b is a bow tower, 10b is a stern tower, 10c is an upper deck.

  As shown in FIG. 3, the brake device 12 includes a pocket 16 formed on the heel side 11, a water control plate 13 rotatably attached to the pocket 16 by a column 17, a first stopper 18 provided in the pocket 16, The second stopper 19 and a drive device 20 that rotationally drives the support column 17 are included. The drive device 20 includes a motor M, a clutch C coupled to the output shaft thereof, and a reduction gear G coupled to the output shaft of the clutch. The clutch C may be provided in the middle of the reduction gear, or may be provided on the output side of the reduction gear G. The pocket 16 is configured as a space surrounded by an upper surface plate 21, a lower surface plate 22, left and right side plates 23 and 24, and a bottom surface plate (plate that closes the collar) 25, and the outer surface plate 26 has a rectangular shape serving as an opening of the pocket 16. A shaped opening 27 is formed. The pocket 16 is a substantially rectangular parallelepiped space and has a rectangular shape when viewed from the front. The depth (depth) D is deeper than ½ of the pocket width B so as not to prevent the rotation of the water control plate 13. It should be noted that the connection between the water control plate storage unit and the ship hull structure differs in technique depending on the ship type (use) of the ship and the built shipyard, and in particular, a longitudinally strong continuous structure is required. Are not directly related to each other, and the drawings of the invention are complicated, so the entry is omitted. Car templates that are installed to reduce fluid resistance during normal voyages are also omitted.

  The water control plate 13 includes a main body 28 having a shape and a size that closes the opening of the pocket 16, and a column 17 provided at the center of the main body in the stern direction (left-right direction in the figure) and in the center in the thickness direction. Consists of. The main body 28 has a predetermined thickness to give strength. The main body 28 is normally a steel plate assembled in a box shape, and is provided with reinforcing ribs inside. The support column 17 is usually composed of a single bar that vertically penetrates the main body 28. However, you may comprise by the short pillar which protrudes from the upper and lower surfaces of the main body 28. FIG. The support column 17 is integrated with the main body 28 by welding or the like. The upper end of the column 17 penetrates the deck of the ship and is connected to a driving device 20 disposed on the deck.

  FIG. 4 shows a state before the brake device 12 is assembled. In this embodiment, the column 17 of the water control plate 13 is rotatably assembled to a box-shaped case 29 in advance, and the case 29 and the pocket 16 are configured to be detachable. This facilitates assembly work and maintenance. However, the case 29 can be omitted as in the brake device shown in FIGS.

  In the brake device 12 shown in FIGS. 3 and 4, the first stopper 18 is provided on the left side plate 23 that is rearward with respect to the traveling direction of the ship (arrow F), and the second stopper 19 is the bottom plate 25 of the pocket 16. Provided. And the 1st stopper 18 stops the water control board 13 in the position which block | closes the opening part of the pocket 16, and the 2nd stopper 19 is made to stop in the position rotated 90 degrees from there. As a result, the water control plate 13 rotates 360 ° in the same direction, and the stoppers 18 and 19 stop every time the water control plate 13 rotates 90 °. The water control plate 13 is rotated by the rotation of the motor M when the clutch C is engaged. When the clutch C is not connected, it rotates with the resistance of the surrounding water as the ship advances. In either case, the direction of rotation is clockwise (clockwise) when viewed from above with a starboard brake device, and counterclockwise (counterclockwise) with a portside brake device.

  The brake device 30 shown in FIGS. 5 and 6 does not include a case, and rotatably supports the column 17 of the water control plate 13 by bearings 31 provided on the upper surface plate 20 and the lower surface plate 21 constituting the pocket 16. ing. Except for these configurations, the brake device 12 is substantially the same as that shown in FIGS. Also in this brake device 30, the first stopper 32 is provided on the rear side plate 22, and the second stopper 33 is provided on the bottom plate 24. The first stopper 32 engages with the edge 34 of the water control plate 13 to stop the water control plate 13 at a position where the opening 26 of the pocket 16 is closed. The second stopper 33 engages with the edges 34a and 34b of the water control plate 13 and stops the water control plate 13 at a position rotated by 90 ° with respect to the heel side.

  In this brake device 30, the first stopper 32 has an engagement position (locking position, indicated by a solid line) that engages with the end edges 34 a, 34 b of the water control plate 13 and a position (shown by an imaginary line) that does not engage. A first lever 35 that reciprocates between the first lever 35 and a drive device 36 that reciprocally drives the first lever 35. Similarly, the second stopper 33 includes a second lever 37 that engages with the edges 34 a and 34 b of the water control plate 13, and a drive device 38 that reciprocally rotates the second lever 37. As the drive devices 36 and 38, for example, a motor, a hydraulic cylinder, an air cylinder, or the like is employed. The stoppers 32 and 33 or the levers 35 and 37 are provided at two positions above and below the pocket 16, but only one may be provided at an intermediate portion in the height direction, or three or more may be provided.

  Next, the relationship between the action of the respective stoppers 32 and 33 of the brake device 30 configured as described above and the water control plate 13 is shown in FIG. In a normal state, the first lever 35 and the second lever 37 are each in the engaged position, and the first lever 35 is engaged with one edge (the rear edge in FIG. 5) 34 a of the water control plate 13. Yes. Thus, the water control plate 13 closes the opening 26 of the pocket 16 (normal operation state S1).

  In this state, when the ship operator finds a dangerous object on the sea, the first lever 35 is operated to the release position, the motor M is energized, and the water control plate 13 is rotated clockwise in FIG. Once rotation starts and the front edge 34b of the water control plate 13 begins to open outward, seawater hits the water control plate 13 and tries to rotate the water control plate 13 rapidly. Thereafter, the clutch C is disengaged and the motor M can be stopped. Even in this state, the ship is starting to slow down. Then, when the water control plate 13 is rotated by 90 °, the end edge 34a located on the rear side of the water control plate 13 engages with the second lever 37 of the second stopper 33 and stops at that position (braking state S2). It is also possible to see the state while operating the second lever 37 in the release position in advance and rotating the water control plate 13 idle.

  In this state, the resistance of seawater accompanying the progress is maximized, and the maximum deceleration force works. In addition, it is preferable to use together with rotating the propeller 14 of FIG. The collision with the dangerous object can be avoided by the braking action of the brake device or by the cooperation with the braking action of the propeller 12 rotating in the reverse direction. Even if the collision cannot be avoided, the impact at the time of the collision can be reduced.

  When it is confirmed that dangerous materials can be avoided during the emergency avoidance operation, the boat operator rotates the second lever 37 of the second stopper 33 from the engagement position to the release position and moves the first stopper 32 to the first position. 1 Return the lever 35 to the engaged position. As a result, the water control plate 13 rotates clockwise and stops by the first lever 35 of the first stopper 32 (brake release state). As a result, the normal operation state S1 is resumed. In addition, operation which returns the 1st lever 35 to an engagement position can also be performed immediately after the water control board 13 begins to transfer to brake state S2.

  After returning to the normal operation state S1, if the boat operator determines that the avoidance of dangerous goods is insufficient, the brake state S2 can be set again. As described above, the brake state and the brake release state can be freely switched at the discretion of the operator. The levers 35 and 37 are rotated for about 2 seconds. After the restraint of the water control plate 13 by the levers 35 and 37 is released, the water control plate 13 is immediately rotated by water pressure, so that The time required for switching the brake release state is about several seconds, for example, about 5 seconds. In this way, the ship operator can release the brake in almost 0 seconds even after the brake is applied. Therefore, the timing of applying the brake is not delayed, the danger can be removed at an early stage, and it is safe. In any state, the water control plate 13 can be idled without returning the first lever 35 and the second lever 37 to the engaged state, and the state can be seen. When the brake is applied from the rotating state, the brake state can be more quickly achieved.

  In the above embodiment, the stoppers 32 and 33 directly lock / release the water control plate 13, but as shown in FIG. 8, a gear-like shape having four locking pieces 39 fixed to the column 17. The locking ring 40 may be combined with the locking piece 39 of the locking ring and the stopper 41 for locking. In this case, since there are four locking pieces 39, the water control plate 13 can be stopped every 90 ° with one stopper 41. That is, the first stopper and the second stopper according to claim 1 can be combined with one stopper. In addition, it may replace with the latching piece 39 and may be a protrusion, and can also be set as a recessed part.

  8 includes a hydraulic cylinder 42 and a locking plate 44 fixed to a rod 43 of the hydraulic cylinder. The locking plate 44 reciprocates between a position that engages with the locking piece 39 of the locking wheel 40 and a position that does not engage with the reciprocating operation of the hydraulic cylinder 42. Instead of the hydraulic cylinder 42, a pneumatic cylinder may be used, or it may be driven by a motor. Since the locking ring 40 protrudes from the heel side 11, it is preferable that the locking ring 40 comes to the upper side of the draft, for example.

  In the state shown in FIG. 8, the locking plate 44 of the stopper 41 is engaged with one locking piece 39 of the locking wheel 40, and the water control plate 13 closes the opening 26 of the pocket 16. When the hydraulic cylinder 42 is contracted from this state, the engagement between the locking plate 44 and the locking piece 39 is released, and the locking wheel 40 and the water control plate 13 are rotated in the clockwise direction by the flow resistance. Then, before the next locking piece 39 comes, the hydraulic cylinder 42 is extended again, and the locking plate 44 is engaged with the next locking piece 39. As a result, the water control plate 13 stops at a position perpendicular to the heel side 11 as indicated by an imaginary line. As a result, the brake is applied.

  In order to release the brake, the hydraulic cylinder 42 is contracted, the engagement with the next locking piece 39 is released and the water control plate 13 is rotated somewhat, and the hydraulic cylinder 42 is similarly extended to further increase the next locking piece. 39 and the locking plate 44 are engaged. Thereby, the water control board 13 can stop rotation every 90 degrees.

  A stopper 46 shown in FIG. 9 is a rotary stopper provided with four locking plates 44. The stopper 46 is rotationally driven by a driving device such as a locking piece 44, a rotating shaft 47 that supports the locking piece 44, and a motor that drives the rotating shaft 47. In this case, when the stopper 46 is rotated 90 ° counterclockwise from the state in which the stopper plate 44 of the stopper 46 is engaged with the single stopper piece 39, the engaging stopper plate 44 is engaged. The further locking plate 44 pushes the locking piece 39 clockwise as it moves away from the locking piece 39. Thereby, the initial rotation of the water control plate 13 is facilitated. The next locking plate 44 is stopped at a position rotated by 90 ° in order to serve as a stopper.

  In any of the above-described embodiments, the shock when the water control plate 13 hits the levers 35 and 37 of the stoppers 32 and 33, or the shock when the locking piece 39 hits the locking plate 44 is reduced. For this reason, it is preferable to cause the collision through a shock absorber such as a rubber damper or a hydraulic shock absorber.

  Further, as shown in FIG. 10, a sealing material 48 can be provided on the inner periphery of the opening of the pocket 16. When such a sealing material 48 is provided, when the water control plate 13 closes the pocket 16, seawater can be prevented from entering the pocket 16, and the running resistance can be reduced. Reference numeral 49 in FIG. 10 denotes a deck.

  Furthermore, as shown in FIG. 11, if the cross-sectional shape of the sealing material 48 is a substantially mountain shape or a low trapezoidal shape, when the water control plate 13 rotates to a state substantially flush with the heel side, It receives resistance and has an impact absorbing effect. Thereby, the water control plate 13 receives resistance from before it stops at the stopper, and can stop smoothly. In addition, the code | symbol 53 of FIG.

  The drive device 20 such as the motor M in the embodiment is for starting the rotation of the water control plate 13 with the pocket 16 closed, but for maintenance when the ship is stopped. It can also be used to rotate / stop the water control plate 13.

  Further, if the water control plate 13 is rotated in reverse while the ship is stopped, the propulsive force in the backward direction of the ship works, so that it is possible to assist the direction change. The stopper 52 in the reverse direction indicated by the imaginary line in FIG. 5 is for stopping the water control plate 13 in such a reverse rotation and bringing it into a brake state. In addition, when only assisting at the time of starting of the water control plate 13, a water intake and a water conduit that rotate the water control plate 13 by a difference in water pressure as in Patent Document 2 may be employed.

  As described above, the key point for avoiding collision of a ship is that the speed of the ship can be quickly applied simultaneously with the discovery of an emergency. All current ships have this time blank, and only braking by reversing the propeller is completely blank for about 2 minutes 30 seconds from discovery, and no propeller braking is applied to the speed. Further, even in the prior art such as Patent Document 1, it takes time to deploy a brake plate of several tens of seconds (30 to 40 seconds), and further, a restoration time of several tens of seconds (30 to 40 seconds) is required for releasing the brake. It takes (see FIG. 12, Table 1). For this reason, the boat operator hesitated to use the brakes, and there has been no practical use of the brake device of the prior art until now.

The present invention is an apparatus that applies a play to the blank time instantly (about 4 seconds), and is an epoch-making invention that can be released instantly (0 seconds). Since the principle is also made by using hydropower, the higher the speed, the greater the effect. The operator can make full use of the brake operation without delay from the ease of release of 0 seconds, and after the engine is stopped, the danger avoidance The brakes can be applied and released while watching the situation, and it is easy to shift to fuel injection and forward rotation as soon as possible after avoiding danger. However, it is an invention that can contribute to avoiding collisions of high-speed ships that have become huge in recent years.

1a and 1b are a plan view and a side view, respectively, showing an embodiment of a ship of the present invention. FIG. 2a is a bird's-eye view showing a main part of an embodiment of the brake device of the present invention, and FIGS. 2b and 2c are schematic diagrams for explaining the operation of the brake device. It is a perspective view showing the whole brake device of the present invention. FIG. 4 is an exploded perspective view of the brake device of FIG. 3 before assembly. It is a plane sectional view showing other embodiments of the brake device of the present invention. It is a partial cross section front view of the brake device of FIG. It is explanatory drawing which shows the action | operation order of the brake device of FIG. It is a top view which shows other embodiment of the brake device of this invention. It is a top view which shows other embodiment of the brake device of this invention. It is sectional drawing which shows other embodiment of the brake device of this invention. It is the XI-XI sectional view taken on the line of FIG. It is a graph which compares and shows the state of brake braking and speed restoration of the brake device of the present invention and a conventional example. It is a graph of the stop test of a 40,000-ton class ship by a propeller reverse rotation.

Explanation of symbols

10 ship 10a bow tower 10b stern tower 10c upper deck 11 side 12 brake device 13 water control plate 14 propeller 15 ladder 16 pocket 17 strut 18 first stopper 19 second stopper 20 driving device M motor C clutch G reduction gear 21 top plate 22 Bottom plate 23 Side plate (rear side)
24 Side plate (front side)
25 Bottom plate 26 Outer plate 27 Opening 28 Main body 29 Case 30 Brake device 31 Bearing 32 First stopper 33 Second stopper 34a, 34b Edge 35 First lever 36 Driving device 37 Second lever 38 Driving device 39 Locking piece 40 Locking wheel 41 Stopper 42 Hydraulic cylinder 43 Rod 44 Locking plate 46 Stopper 47 Rotating shaft 48 Sealing material 49 Deck 50 Inclined surface 51 Presser fitting 52 Reverse direction stopper

Claims (4)

A pocket opening outward in the central flat part on both sides of the ship,
A water control plate provided at the opening of the pocket so as to be able to rotate 360 ° by a vertical support,
A stopper that locks / releases the water control plate at a position that closes the opening and opens at a predetermined angle with respect to the heel side;
Drive means for rotationally driving the water control plate,
The pocket has a depth that does not hinder the rotation of the water control plate,
A marine brake device in which the column is provided at a substantially center position in the stern direction of the water control plate and along a center line in the thickness direction.   The marine brake device according to claim 1, wherein the predetermined angle is approximately 90 ° with respect to the heel side.   The marine brake device according to claim 1 or 2, wherein the driving means includes a motor and a speed reducer and a clutch connected to an output side of the motor.   The ship provided with the brake device for ships in any one of Claims 1-3.

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