JP2012116329A - Ship propulsion device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a ship propulsion device which changes a traveling direction of a ship with small power and does not spoil driving force when changing a traveling direction, or also when going straight on.SOLUTION: The ship propulsion device 2 is prepared in ship's bottom of ship, and includes: a water stream generation device 17 which has a jet hole which jets water towards a longitudinal direction of the ship; and wall bodies 11 extending in a longitudinal direction and prepared at both sides of the water stream generation device 17. By the wall bodies prepared at both sides of the water stream generation device, the water stream which flows the jet hole periphery of water stream in the water stream generation device becomes one direction, resistance generated by contact of the water stream which flows from the water flow generation device to the water stream flows in from the ship propulsion direction decreases, and propulsion performance of the propulsion device improves.

Description

  The present invention relates to a ship propulsion device provided at the stern of a ship.

  As a mechanism for propelling and changing the direction of a ship, a azimuth thruster with a rudder is widely used. FIG. 7 shows a general structure of a conventional azimuth thruster with a rudder. The azimuth propelling device 102 with a rudder is provided on the bottom 135 of the stern direction. The azimuth propelling device 102 includes a rudder 109, a propeller 105, and a pod main body 101. The rudder 109 has a plate shape whose width direction is a direction parallel to the traveling direction of the ship. The pod body 101 has an oval shape with the direction parallel to the traveling direction of the ship as the axial direction, and the axial direction of the pod body 101 and the axial direction of the rudder 109 are orthogonal to each other and are integrated with the rudder 109. The propeller 105 is provided at the end of the pod body 101 in the stern side direction with the axis direction of the rotation center being parallel to the traveling direction of the ship. An electric motor 131 is provided on the ship bottom 135. A pair of bevel gears 133 is provided at the tip of the shaft 129 of the electric motor. The bevel gear has an umbrella-shaped gear surface, and the direction of the rotation axis is changed to the vertical direction by meshing the gear surfaces. be able to. The rotation of the electric motor 131 is transmitted to the propeller via the shaft 129, the bevel gear 133, the rotating shaft 130, and the propeller shaft 134. The propulsion of the ship is performed by generating a water flow by the rotation of the propeller. Moreover, the direction change of a ship is performed by adjusting the direction of a water flow by rotating the pod 101 and the rudder 109 with the rotation mechanism which is not shown in figure.

Such a azimuth propelling apparatus 102 with a rudder is widely used because it is easier to change the direction of the hull and maintain the traveling direction than a mechanism in which a propulsion mechanism and a steering mechanism are provided separately.
However, in such a azimuth propelling apparatus 102 with a rudder, when changing the traveling direction of a ship, it is necessary to rotate not only the rudder 109 but also the entire pod including the pod body 101 integrated with the rudder 109. is there. Since the pod is a large device compared to the rudder 109, a large amount of power is required as compared with the case where only the rudder 109 is rotated. Moreover, in order to ensure the space for the whole pod to rotate, other structures are not provided around the rudder azimuth propelling device. Then, due to navigation of other ships, environmental factors, and the like, water flows flowing in various directions are generated underwater, and the water flows from the multi-directional directions are directed to the azimuth propelling device 102 with a rudder without being blocked. These water flows become the resistance of the water flow generated by the rotation of the propeller and the propeller, and reduce the propulsion power of the ship.

As an example of means for obtaining a required rudder force with a small rudder angle (an angle for rotating the rudder), there is a turning pod propeller 202 disclosed in Patent Document 1.
FIG. 8 is a side view of the swivel type pod propeller 202, and FIG. 9 is a plan view as seen from the bottom side.
In this orbiting pod propeller 202 provided on the ship bottom 235, a strut 209 is integrally provided on the upper portion of the pod 201 having a propeller 205 that rotates via a rotation shaft 239 by rotation of a motor 237 provided in the pod 201. ing. The strut 209 rotates around the axis of the turning shaft 230 when the rotation of the turning motor 231 is transmitted to the turning shaft 230 via the turning motor shaft 229 and the turning gear 233. On both sides of the rear portion of the strut 209, flaps 207 are provided, each of which has a rear portion that opens and closes laterally with the vertical direction on the bow side as an axis. By opening the flap 207 asymmetrically about the axial direction of the pod 201, a strong pressure acts on the side where the flap 207 is opened, and the rudder force toward the side where the flap 207 is not opened increases. By the force, the traveling direction of the ship can be changed without rotating the pod.

JP 2004-106563 A

  However, even though the mechanism disclosed in Patent Document 1 can reduce the energy required to change the traveling direction of the ship, the mechanism for propelling the ship during the navigation of the ship is still based on water flows from multiple directions. To continue receiving resistance, extra power is required to overcome the resistance. That is, the reduction of the power required for the entire navigation of the ship is insufficient, and a mechanism that can change the traveling direction of the ship with less power while maintaining the propulsive force of the ship is desired.

  The present invention has been made in view of such circumstances, and provides a ship propulsion device that changes the traveling direction of a ship with a small amount of power and that does not impair the propulsive force even when the traveling direction changes or goes straight. For the purpose.

In order to solve the above problems, the marine vessel propulsion apparatus of the present invention employs the following means.
A water flow generator provided on the bottom of a ship and having an injection hole for injecting a fluid in the longitudinal direction of the ship, and wall bodies provided on both sides of the water flow generator so as to extend in the longitudinal direction. Invented a marine vessel propulsion device characterized by having.

Due to the walls provided on both sides of the water flow generator, the water flow flowing between the wall bodies flows along the wall bodies, and the water flow flows in one direction. Therefore, the water flow that flows around the water injection holes in the water flow generator is in one direction. Thereby, the resistance generated when the water flow generated from the water flow generating device comes into contact with the water flow flowing in from the propulsion direction of the ship is reduced, and the propulsion performance of the propulsion device is improved.
Since there is a water flow generator between the left and right walls in plan view, a differential pressure is generated between the upstream and downstream water flows of the water flow generator. Specifically, since the flow velocity of water is different between the upstream side of the injection hole of the water flow generator and the downstream side of the injection hole, negative pressure is generated on the upstream side, and suction force is generated. By this suction force, water flows in from the opening on the wall body in the propulsion direction of the ship, and the inflowed water flows out from the opening on the wall body opposite to the propulsion direction of the ship. The propulsion device can obtain a propulsive force by this water flow. Thereby, a big driving force can be generated only by the thrust generated by the water jet of the water flow generator.

  A water flow generator provided on the bottom of a ship and having a propeller having a rotation axis in the longitudinal direction of the ship on the stern direction, and a wall provided on both sides of the water flow generator extending in the longitudinal direction of the ship Invented a marine vessel propulsion device characterized by comprising:

Due to the walls provided on both sides of the water flow generator, the water flow flowing between the wall bodies flows along the wall bodies, and the water flow flows in one direction. Therefore, the water flow flowing around the propeller of the water flow in the water flow generator is in one direction. Thereby, the resistance generated when the water flow generated from the water flow generating device comes into contact with the water flow flowing in from the propulsion direction of the ship is reduced, and the propulsion performance of the propulsion device is improved.
Since there is a water flow generator between the left and right walls in plan view, a differential pressure is generated between the upstream and downstream water flows of the water flow generator. Specifically, since the flow rate of water is different between the upstream side of the propeller and the downstream side of the propeller of the water flow generator, a negative pressure is generated on the upstream side, and a suction force is generated. By this suction force, water flows in from the opening on the wall body in the propulsion direction of the ship, and the inflowed water flows out from the opening on the wall body opposite to the propulsion direction of the ship. The propulsion device can obtain a propulsive force by this water flow. As a result, a large propulsive force can be generated only by the thrust generated by the propeller.
Since the water flow generator is a propeller type, the forward and backward movement of the ship can be easily switched by changing the rotation direction of the propeller. That is, the water flow in two directions can be generated by one water flow generator. As a result, it is not necessary to provide the water flow generation device for forward movement and reverse movement, respectively, so that space saving and cost reduction of the apparatus can be realized.

It is preferable that the surface of the wall facing the water flow generator is a curved surface protruding in the direction of the water flow generator.

  The surface of the wall body in contact with the water flow toward the water flow generator is a curved surface protruding in the direction of the water flow generator. A vortex is generated when water touches the edge of the wall, but the wall surface is a curved surface along the direction of water flow, so there is little resistance between the water and the wall surface, and vortex generation is suppressed. Can do. Thereby, the direction of a water flow can be made into one direction more reliably.

  A center trunk provided on the bottom of a ship and having a rotation axis in the vertical direction perpendicular to the longitudinal direction of the ship, and a center provided with a propeller having a rotation axis in the longitudinal direction provided on the stern direction side of the center trunk A pod, a first main rudder having a rotation axis in the vertical direction and having the vertical direction as a surface direction, and provided at an end of the main rudder on the stern direction, and having a rotation axis in the vertical direction A first auxiliary rudder having a rotation axis orthogonal to the longitudinal direction; a second main rudder having a rotation axis in the vertical direction and having the vertical direction as a surface direction; A second side rudder provided at an end of the main rudder on the stern direction side, having a rotation axis in the vertical direction and having a rotation axis perpendicular to the longitudinal direction. And in the surface direction perpendicular to the vertical direction, each of the central trunk, the first side rudder, and the second side rudder Direction is included as a horizontal one another, the central pod, invented a boat propulsion unit, characterized in that located between the second side rudder and the first side rudder.

Since the first side rudder and the second side rudder are positioned on both sides of the central pod, the first auxiliary rudder or the second auxiliary rudder can be operated without rotating either the first main rudder or the second main rudder. By rotating only the water flow can be adjusted. Thereby, when turning at a small angle, it is only necessary to rotate the first auxiliary rudder or the second auxiliary rudder. Therefore, the turning is performed by rotating either the first main rudder or the second main rudder. Compared to the case, less power is required for turning. In addition, even when turning at an angle larger than the angle at which turning is possible only by rotation of the first auxiliary rudder or the second auxiliary rudder, the main rudder required for turning when both the auxiliary rudder and the main rudder are rotated. Since it is only necessary to rotate the main rudder by an angle that cannot be obtained by the auxiliary rudder, the power required for turning is less than that required for turning only by the main rudder. Further, since the power for rotating the main rudder is small, the speed at the time of turning can be kept constant.
The water flow that has passed between the first main rudder and the second main rudder contacts the propeller. That is, since the first main rudder and the second main rudder adjust the flow of the water flow hitting the propeller in one direction, the propeller is not subjected to resistance due to the water flow from multiple directions, and the propulsion performance is improved.

  It is preferable that the rotation angle of the rotation shaft of the first side rudder and the rotation angle of the rotation shaft of the second side rudder can be set independently.

  Since the rotation angles of the first side rudder and the second side rudder with respect to the central pod are different from each other, the first side rudder and the second side rudder have different angles at which the water flow contacts the side surfaces that do not face the central pod. As a result, the first side rudder and the second side rudder receive different pressures on the side surfaces that do not face the central pod, so that a rotational moment is generated with respect to the entire vessel propulsion device, and the rotation of the vessel propulsion device is promoted. . Accordingly, a mechanism for rotating the entire ship propulsion device is not required, and the apparatus can be simplified and the energy required for navigating the ship can be reduced.

  This makes it possible to change the traveling direction of the ship with a small amount of power and to navigate the ship without impairing the propulsive force even when the traveling direction is changed or when traveling straight.

It is the top view seen from the ship bottom direction side of the vessel propulsion apparatus concerning a 1st embodiment of the present invention. It is the top view seen from the ship bottom direction side of the ship propulsion device concerning a 2nd embodiment of the present invention. It is an AA arrow line view in Drawing 4 of a vessel propulsion device concerning a 3rd embodiment of the present invention. It is the top view seen from the ship bottom direction side of the ship propulsion apparatus shown in FIG. It is a BB arrow line view in Drawing 6 of a vessel propulsion device concerning a 4th embodiment of the present invention. It is the top view seen from the ship bottom direction side of the ship propulsion apparatus shown in FIG. It is sectional drawing seen from the side surface direction of the conventional azimuth propelling apparatus with a rudder. It is a side view of the turning type pod propeller described in patent documents 1. It is the top view seen from the ship bottom direction side of the turning type pod propeller shown in FIG.

Embodiments according to the present invention will be described below with reference to the drawings.
[First Embodiment]
Hereinafter, a first embodiment of the present invention will be described with reference to FIG.
FIG. 1 shows a marine vessel propulsion device 2 according to this embodiment, and shows a state in which a water flow generation device 17 is provided between a pair of wall bodies 11 via a gap. The wall bodies 11 are provided with their axial directions parallel to the traveling direction of the ship. The water flow generator 17 has an injection hole (not shown) for injecting fluid on the rear surface on the opposite side to the traveling direction of the ship. The water flow generator 17 is connected to a fluid path 13 connected to a fluid supply device such as a pump (not shown), and the end of the fluid path 13 in the direction opposite to the fluid supply device side is connected via the water flow generator 17. It is connected with the injection hole. The water flow generator is held between the pair of wall bodies 11 by being connected to the wall body 11 by a support member 15 such as a rod or a wire.

Next, operation | movement of this ship propulsion apparatus 2 is demonstrated.
The ship propulsion device 2 provided on the bottom of the ship is submerged during navigation. Both end portions of the wall body 11 in the traveling direction of the ship form openings with the opposing wall body 11. As the ship advances, water flows in between the pair of wall bodies 11 from the opening part on the traveling direction side of the ship, and flows out from the opening part on the opposite side of the traveling direction of the ship.

  The water flow generator 17 is supplied with fluid from the fluid supply device via the fluid path 13, and the fluid is ejected from the ejection holes. Thereby, a differential pressure is generated on the upstream side and the downstream side of the injection hole of the water flow generator 17. Specifically, on the downstream side, the water flow speed is increased by jetting the water flow, while the upstream flow speed at which the fluid is not jetted is slower than the downstream side. As a result, a suction force is generated in the upstream water flow, the water is sucked from the opening on the upstream side, that is, the traveling direction side of the ship, and the water flows out from the opening on the downstream side, that is, the side opposite to the traveling direction side of the ship. A water flow is generated between the pair of wall bodies 11. Thereby, the ship can obtain a propulsive force. That is, a large driving force can be generated only by the energy required for fluid injection of the water flow generator.

As shown in FIG. 1, the surface shape of the wall 11 that faces the water flow generator 17 is preferably a curved surface that projects in the direction of the water flow generator 17, that is, a streamline shape.
In the water flowing from the opening on the propulsion direction side of the ship, a vortex is generated in the vicinity of the wall body 11. Specifically, the direction of the flow of the water flow colliding with the cross section of the wall body 11 on the traveling direction side of the ship is close to the center side of the opening, and the wall body collides with the water flow that did not collide with the wall body 11. It flows into the opening while repelling in 11 directions. The water flow further contacts the wall 11 to generate a vortex. However, since the surface of the wall body 11 has a streamline shape, the water stream collides with the cross-section of the wall body 11 so that the water stream does not collide with the wall body 11, and the wall body 11 It is hard to become resistance. Thereby, generation | occurrence | production of the vortex between the wall bodies 11 can be suppressed, and the direction of a water flow can be defined uniformly more reliably. Therefore, the water flow received by the water flow injected from the water flow generation device 17 is in a certain direction, and the water flow from the water flow generation device 17 is less susceptible to resistance. That is, the ship propulsion device 2 can maintain a propulsive force.

  In FIG. 1, two fluid paths 13 extend from one water flow generator 17 in the direction of the nearby wall body 11, and the fluid path 13 penetrates the wall body 11 and supplies a fluid (not shown). It becomes the structure connected with an apparatus. However, the fluid passage 13 may be connected to a fluid supply device (not shown) while avoiding contact with the wall body 11 such as extending from the ship bottom side direction. Moreover, the fluid path 13 connected to one water flow generator 17 may be one or plural. A plurality of water flow generators 17 may be provided between the pair of wall bodies 11 as long as the direction of the generated water flow is substantially parallel.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIG.
The ship propulsion apparatus 2 illustrated in FIG. 2 is common to the first embodiment in that it includes a water flow generation device 17 and a wall body 11. Accordingly, the same reference numerals are given to these configurations, and the description thereof is omitted.

This embodiment is different from the first embodiment in that the water flow generator 17 includes the propeller 5 and the central body 1.
The central trunk 1 has an oval shape, and its axial direction is parallel to the traveling direction of the ship. Moreover, it has a rotating shaft in the perpendicular direction orthogonal to the advancing direction of a ship, and it rotates 360 degree | times with this rotating shaft. The rotation is performed by, for example, a hydraulic control device (not shown). The propeller 5 is provided at the end of the central trunk 1 on the stern direction side so that the rotation axis of the propeller 5 is parallel to the traveling direction of the ship. The propeller 5 is rotated by, for example, a motor (not shown).

Next, operation | movement of this ship propulsion apparatus 2 is demonstrated.
The water flow generator 17 rotates the propeller 5. Thereby, a differential pressure is generated upstream and downstream of the propeller 5 of the water flow generator 17. Specifically, on the downstream side, a water flow is generated by the rotation of the propeller 5, and the flow rate of the water is increased. On the other hand, the upstream flow velocity at which no water flow is generated by the propeller 5 is slower than the downstream flow velocity. As a result, a suction force is generated in the upstream water flow, the water is sucked from the opening on the upstream side, that is, the traveling direction side of the ship, and the water flows out from the opening on the downstream side, that is, the side opposite to the traveling direction side of the ship. A water flow is generated between the pair of wall bodies 11. Thereby, the ship can obtain a propulsive force. That is, a large propulsive force can be generated only with the energy required for the rotation of the propeller 5 of the water flow generator 17.

  Further, when switching between forward and backward movement of the ship, it is only necessary to change the direction of rotation of the propeller. Therefore, the forward water flow generating device that generates the water flow in the direction opposite to the traveling direction of the ship, and the progress of the ship There is no need to separately provide a reverse water flow generator for generating a water flow in the direction, and space saving and cost reduction of the ship propulsion device 2 can be realized.

[Third Embodiment]
Next, a third embodiment of the present invention will be described with reference to FIGS.
3 and 4 is provided at the bottom of the ship and includes a central pod 21, a first side rudder 23a, and a second side rudder 23b. FIG. 3 is a view of the ship propulsion apparatus 2 according to the present embodiment taken along the line AA in FIG. 4, and FIG. 4 is a plan view of the ship propulsion apparatus 2 as viewed from the bottom side.
The central pod 21 has a central body 1 and a propeller 5. The center trunk | drum 1 is oblong shape, and the axial direction is parallel to the advancing direction of a ship. The central trunk 1 can rotate 360 degrees in a direction horizontal to the traveling direction of the ship, with the vertical direction perpendicular to the traveling direction of the ship as a rotation axis. The rotation is performed by, for example, a hydraulic control device (not shown). The propeller 5 is provided at the end of the central trunk 1 on the stern direction side so that the rotation axis of the propeller 5 is parallel to the traveling direction of the ship. The propeller 5 is rotated by, for example, a motor (not shown).

  The first side rudder 23a has a first main rudder 25a and a first auxiliary rudder 7a. The first main rudder 25a extends in the traveling direction of the ship in parallel with the central pod 21, has a blade cross-sectional shape, and has a columnar shape with the vertical direction as an axial direction. The first auxiliary rudder 7a has a columnar shape having a cross section that is formed on the trailing edge side of the wing cross section, and the width direction thereof is parallel to the traveling direction of the ship. Further, the axial direction is parallel to the vertical direction orthogonal to the traveling direction of the ship, and is provided at the end of the first main rudder 25a in the stern side direction so as to be rotatable about the end in the bow side direction. It has been. The first auxiliary rudder 7a is rotated by, for example, a motor (not shown).

  The second side rudder 23b has a second main rudder 25b and a second auxiliary rudder 7b. The second main rudder 25b extends in parallel with the central pod 21 in the traveling direction of the ship, has a wing cross-sectional shape, and has a columnar shape with the vertical direction as an axial direction. The second auxiliary rudder 7b has a columnar shape having a cross section that is formed on the trailing edge side of the wing cross section, and the width direction thereof is parallel to the traveling direction of the ship. The axial direction is parallel to the vertical direction orthogonal to the traveling direction of the ship, and is provided at the end of the second main rudder 25b in the stern side direction so as to be rotatable around the end in the bow side direction. It has been. The second auxiliary rudder 7b is rotated by, for example, a motor (not shown).

  The axial directions of the central trunk 1, the first main rudder 25a, and the second main rudder 25b are parallel. A first main rudder 25a is connected to one side surface direction of the central body portion 1 via a first connection member 3a, and a second connection member 3b is connected to the other side surface direction of the central body portion 1. The second main rudder 25b is connected.

Next, operation | movement of this ship propulsion apparatus 2 is demonstrated.
The ship propulsion device 2 provided on the bottom of the ship is submerged during navigation. In the traveling direction of the ship, there is a gap between the first side rudder 23a and the second side rudder 23b, and the end of the gap opposite to the traveling direction side and the traveling direction forms an opening. As the ship advances, water flows in between the first side rudder 23a and the second side rudder 23b from the opening on the traveling direction side of the ship, and flows out from the opening on the opposite side of the traveling direction of the ship. Go.
In the central pod 21, the propeller 5 rotates. Thereby, a differential pressure is generated between the first side rudder 23a and the second side rudder 23b on the upstream side and the downstream side of the propeller 5. Specifically, on the downstream side, a water flow is generated by the rotation of the propeller 5, and the flow rate of the water is increased. On the other hand, the upstream flow velocity at which no water flow is generated by the propeller 5 is slower than the downstream flow velocity. As a result, a suction force is generated in the upstream water flow, the water is sucked from the opening on the upstream side, that is, the traveling direction side of the ship, and the water flows out from the opening on the downstream side, that is, the side opposite to the traveling direction side of the ship. Is done. Thereby, the ship can obtain a propulsive force. That is, a large propulsive force can be generated only with the energy required for the rotation of the propeller 5 of the central pod 21. Furthermore, the direction of the water flow that flows around the propeller 5 is determined to be one direction parallel to the traveling direction of the ship by blocking the water flow from the side of the ship propulsion device 2 by the first side rudder 23a and the second side rudder 23b. Therefore, the propeller 5 and the water flow generated from the propeller 5 are not subjected to resistance by water flow from multiple directions, and the propulsive force can be maintained.

Further, when switching between forward and backward movement of the ship, it is only necessary to change the direction of rotation of the propeller. Therefore, the forward water flow generating device that generates the water flow in the direction opposite to the traveling direction of the ship, and the progress of the ship There is no need to separately provide a reverse water flow generator for generating a water flow in the direction, and space saving and cost reduction of the ship propulsion device 2 can be realized.
Furthermore, when it is desired to change the traveling direction of the ship at a small angle, the entire boat propulsion device 2 is not rotated, but only the first auxiliary rudder 7a or the second auxiliary rudder 7b is rotated. By rotating the first auxiliary rudder 7a or the second auxiliary rudder 7b, the water flow can be adjusted and the traveling direction of the ship can be changed. Since the first auxiliary rudder 7a or the second auxiliary rudder 7b is a small part compared with the ship propulsion device 2 as a whole, less energy is required for rotation. Therefore, when it is desired to turn the ship at a small angle, by turning only the first auxiliary rudder 7a or the second auxiliary rudder 7b, it is possible to turn with less energy compared to the case where the entire ship propulsion device 2 is rotated. Power reduction can be realized.

  Further, when propulsion is performed by a propeller type mechanism, even if the rudder is set parallel to the axial direction of the hull, the hull advances while slightly turning even if the rudder is set parallel to the axial direction of the hull. For this reason, it is necessary to adjust the water flow by slightly rotating the rudder even when traveling straight, but since such adjustment can be performed only by the first auxiliary rudder 7a or the second auxiliary rudder 7b, Sometimes the power required can be reduced.

[Fourth Embodiment]
Next, a fourth embodiment of the present invention will be described with reference to FIGS.
FIG. 5 is a BB arrow view in FIG. 6 of the ship propulsion apparatus 2 in the present embodiment. FIG. 6 is a plan view of the marine vessel propulsion device 2 viewed from the ship bottom direction side.
The ship propulsion apparatus 2 shown in FIGS. 5 and 6 is common to the third embodiment in that it includes a central pod 21, a first side rudder 23a, and a second side rudder 23b. Accordingly, the same reference numerals are given to these configurations, and the description thereof is omitted. Compared with the third embodiment, the present embodiment is not provided with the first connecting member 3a and the second connecting member 3b that connect the central pod 21, the first side rudder 23a, and the second side rudder 23b. The rotation angles of the first side rudder 23a and the second side rudder 23b can be set independently, and are different in that a mechanism for controlling the rotation of the central pod 21 is unnecessary.

  The first main rudder 25a can rotate 360 degrees in a direction horizontal to the traveling direction of the ship, with a vertical direction perpendicular to the traveling direction of the ship as a rotation axis. The rotation is performed by, for example, a hydraulic control device (not shown). Similarly, the second main rudder 25b can be rotated 360 degrees in a direction horizontal to the traveling direction of the ship, with the vertical direction orthogonal to the traveling direction of the ship as a rotation axis. The rotation is performed by, for example, a hydraulic control device (not shown).

  Since the central pod 21, the first side rudder 23a and the second side rudder 23b can be rotated at different angles, the first side rudder 23a or the second side rudder 23b is centered on the axis of the central pod 21. Can be rotated asymmetrically. The side surface of the first side rudder 23a that does not face the central pod 21 and the side surface of the second side rudder 23b that does not face the central pod 21 are different in the direction of the water flow in contact, and the pressure received by each side surface is also different. As a result, a rotational moment is generated in the entire vessel propulsion apparatus 2 and the rotation of the entire vessel propulsion apparatus 2 is promoted. Therefore, if there is a mechanism for rotating the first side rudder 23a and the second side rudder 23b without providing a mechanism for rotating the ship propulsion device 2 as a whole, it is possible to turn the ship, simplifying the device, Cost reduction and reduction of energy required for steering can be realized.

DESCRIPTION OF SYMBOLS 1 Central trunk | drum 2 Ship steering device 3a 1st connection member 3b 2nd connection member 5 Propeller 7a 1st auxiliary rudder 7b 2nd auxiliary rudder 11 Wall body 13 Fluid path 15 Support member 17 Water flow generator 21 Central pod 23a 1st side Rudder 23b Second side rudder 25a First main rudder 25b Second main rudder

Claims (5)

On the bottom of the ship,
A water flow generator having an injection hole for injecting fluid toward the longitudinal direction of the ship;
A marine vessel propulsion apparatus having wall bodies provided on both sides of the water flow generator so as to extend in the longitudinal direction. On the bottom of the ship,
A water flow generator having a propeller having a rotation axis in the longitudinal direction of the ship on the stern direction side;
A ship propulsion apparatus having wall bodies provided on both sides of the water flow generator so as to extend in the longitudinal direction of the ship. The ship propulsion device according to claim 1, wherein a surface of the wall body facing the water flow generation device has a curved shape protruding in the direction of the water flow generation device. On the bottom of the ship,
A central trunk having a rotation axis in the vertical direction perpendicular to the longitudinal direction of the ship, a central pod provided with a propeller having a rotation axis in the longitudinal direction provided on the stern direction side of the central trunk;
A columnar first main rudder having a rotation axis in the vertical direction and having a blade cross-sectional shape with the vertical direction being a plane direction, and provided at an end of the main rudder on the stern direction side and rotating in the vertical direction A first auxiliary rudder having a shaft and a first auxiliary rudder having a rotation axis orthogonal to the longitudinal direction;
A columnar second main rudder having a rotation axis in the vertical direction and having a blade cross-sectional shape with the vertical direction as a plane direction, and provided at an end of the main rudder on the stern direction side, and rotates in the vertical direction A second auxiliary rudder having a shaft and a second auxiliary rudder having a rotation axis orthogonal to the longitudinal direction;
Have
Each axial direction of the central trunk, the first side rudder, and the second side rudder is included in the plane direction perpendicular to the vertical direction as horizontal to each other,
The center pod is located between the first side rudder and the second side rudder.   The ship propulsion device according to claim 4, wherein a rotation angle of the rotation shaft of the first side rudder and a rotation angle of the rotation shaft of the second side rudder can be set independently. .

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