JP4842904B2 - Ship propulsion mechanism - Google Patents

Description

  The present invention relates to a marine vessel propulsion mechanism, and more particularly to a marine vessel propulsion mechanism with improved marine vessel propulsive force.

  In recent years, in order to increase the speed of small vessels with a captain less than 100 m, the propulsion mechanism in small vessels has become larger. If the propulsion mechanism is increased, the propulsion force of a small vessel is also improved. However, if the propulsion mechanism is increased in size, there is a problem that the weight of the propulsion mechanism increases, and there is a limit to the increase in size.

Conventionally, a ship with a swivel propeller described in Patent Document 1 has been disclosed in order to solve the above-described problems. That is, a main propeller 1 capable of increasing output is disposed at the center of the stern, and the support rods 3a projecting downward from the bottom of the hull at both sides of the hull behind the main propeller 1. A ship having an auxiliary propeller 3 at its lower end is disclosed.
JP-A-9-142391

  However, in the marine vessel propulsion mechanism such as Patent Document 1, although the propulsive force is improved, the support rod 3a that supports the auxiliary propeller for propulsion serves as a resistance during propulsion and hinders speeding up.

  Further, in the invention described in Patent Document 1, since the auxiliary propulsion propeller is substantially at the same height as the main propeller, the vortex generated from the main propeller and the vortex generated from the auxiliary propeller interfere with each other. And there was a drawback of destroying the driving force.

  This invention was made in order to solve the said fault, and it aims at providing the propulsion mechanism of the ship which can improve the propulsion force of a ship, without the eddy current of each propeller interfering with each other.

(1) In the present invention, a main propulsion propeller is disposed at the center of the hull tail, and auxiliary propulsion propellers smaller than the main propeller are disposed on the left and right bottoms of the main propeller. In the propulsion mechanism, auxiliary propulsion engines that output rotational power to the auxiliary propulsion propellers are respectively disposed in the bottom of the ship between the main propulsion propeller and the left and right auxiliary propulsion propellers. The bottom portion of each auxiliary propulsion engine is positioned in the raised engine arrangement space by projecting the bottom of the ship in which the bottom of the auxiliary propeller is disposed in a convex manner downward. the vessel bottom portion located above by recessed concavely formed between propeller disposing space, positions the auxiliary propeller between propeller disposing space mentioned above depressed, backwards bottom view A shaft holding plate having a gradually tapered taper shape and a tapered shape gradually tapering downward in a cross-sectional front view and having a substantially acute triangle forward in a side view is attached to the bottom of the stern bottom. The rotary shaft extending from the auxiliary propulsion engine to the auxiliary propeller is passed through the substantially central portion of the shaft holding plate. The rotary shaft extends from the auxiliary propulsion engine to the auxiliary propeller. And

(2) In the present invention, in (1), the distance L from the axis of the main propeller to the axis of the auxiliary propeller is equal to or less than the radius r1 of the main propeller and the radius r2 of the auxiliary propeller. It is characterized by having a correlation of the following formula.
L> 0.425r1 + r2

  (3) The present invention is characterized in that, in the above (1) or (2), the auxiliary propeller is disposed above the main propeller.

  According to the first aspect of the present invention, the auxiliary propulsion engines that output the rotational power to the auxiliary propulsion propellers are disposed inside the ship bottom between the main propeller and the left and right auxiliary propellers, respectively. Since the bottom of the ship where the auxiliary propulsion engine is disposed is raised in a convex shape and the bottom of each auxiliary propulsion engine is located in the raised space, the rotational power from the engine is output. The propeller shaft can be arranged in the horizontal direction on the stern side, and the propeller shaft is unlikely to become a resistance during propulsion, and a propulsion failure can be prevented.

  Further, since the bottom of the ship located above the auxiliary propeller is recessed, and the auxiliary propeller is positioned in the depressed space, the auxiliary propeller is positioned as far as possible above the main propeller. The propeller shaft does not become a hindrance to propulsion, and the shape of the bottom of the ship is convex forward and concave to the rear, so the vortex flow of each propeller does not interfere with each other and propulsion is reduced. The driving force can be demonstrated without doing.

In addition, according to the first aspect of the present invention, the taper shape is gradually tapered toward the rear in the bottom view, and the taper shape is gradually tapered toward the bottom in the cross-sectional front view, and forward in the side view. A shaft holding plate having a substantially acute triangle toward the bottom is disposed in a substantially central portion of the propeller disposition space and the engine disposition space in the stern bottom of the stern, and the auxiliary support plate is disposed substantially in the central portion of the shaft retaining plate. Since the rotating shaft from the propulsion engine to the auxiliary propeller is penetrated, the shaft retaining plate is shaped like this, so that the shaft retaining plate that receives water resistance as the ship propels is pushed back smoothly. In addition, since the water resistance is reduced as much as possible, and the rotation shaft from the auxiliary propulsion engine to the auxiliary propeller is passed through the shaft holding plate, the rotation shaft of the auxiliary propeller is rotated. Related support case It is possible to eliminate the conventional water resistance by the shaft case, it is possible to improve the advancing speed of the ship.

According to the second aspect of the present invention, the distance L from the axis of the main propeller to the axis of the auxiliary propeller is set to a radius r1 of the main propeller and a radius r2 of the auxiliary propeller, L> Since there is a correlation of an expression expressed by 0.425r1 + r2, the auxiliary propulsion propeller can be disposed at a position that does not interfere with the vortex of the main propulsion propeller due to the correlation, and the propulsive force generated from each propeller can be reduced. The propulsion force of each of the three propellers can be effectively functioned, and the traveling speed of the hull can be significantly improved.

According to the third aspect of the present invention, since the auxiliary propulsion propeller is disposed above the main propulsion propeller, the auxiliary propulsion propeller is reliably disposed at a position that does not interfere with the vortex of the main propulsion propeller. be able to. This is because by disposing the auxiliary propulsion propeller at a position that does not interfere with the vortex, the hindrance to the rotational force of the auxiliary propeller is reduced.

  Although the ship provided with the propulsion mechanism in the present embodiment targets a ship having a displacement of 1000 t class, the size is not limited. In addition, the ship propulsion mechanism in the present embodiment can be applied not only for each purpose such as fishing boats and passenger ships.

  A main propeller is disposed at the center of the rear of the hull, and auxiliary propellers smaller than the main propeller are disposed on the left and right hull bottoms of the main propeller. The size of the main propeller is not limited. Further, the size of the auxiliary propeller is not limited. Furthermore, the number of blades of the main propulsion propeller and the auxiliary propulsion propeller is not limited.

  Further, the distance in the length direction of the ship between the main propeller and the left and right auxiliary propellers is not limited. An auxiliary propulsion engine that outputs rotational power to each auxiliary propeller is disposed between the main propeller and the left and right auxiliary propellers. A diesel engine is used as the auxiliary propulsion engine. The horsepower and maximum rotational speed of the auxiliary propulsion engine are not limited.

  Furthermore, the bottom of the ship where the auxiliary propulsion engine is arranged is raised downward to form an engine installation space. The curvature of the convex engine installation space is not limited. The curvature of the engine installation space can be appropriately determined depending on the size of the auxiliary propulsion engine. Further, the propeller installation space is formed by sinking the bottom of the ship into a concave shape. The curvature of the propeller arrangement space is not limited. The curvature of the propeller installation space can also be appropriately determined according to the size of the propeller.

  Hereinafter, embodiments of the present invention will be described more specifically with reference to the drawings. FIG. 1 is a side view showing the overall configuration of the ship in the present embodiment, FIG. 2 is a bottom view showing the configuration of the main propulsion propeller and auxiliary propeller of the ship in the present embodiment, and FIG. 3 is a view from the direction A in FIG. 4 is a cross-sectional view showing the cross-sectional structure of the stern as seen from the direction B in FIG. 1, and FIG. 5 is a perspective view showing the structure of the shaft holding plate of the auxiliary propulsion propeller of the ship. .

  The ship 10 in this embodiment has a main propulsion propeller 12 disposed in the center of the hull tail as the main propulsive force of the ship 10. The main propeller 12 has, for example, four blades. An engine that drives the main propulsion propeller 12 is disposed substantially at the center of the ship 10. The engine is a diesel engine. A rudder 18 for controlling the propulsion direction of the ship 10 is disposed on the back surface of the main propeller 12.

ここで、Ｎｐはプロペラの回転数（ｒｐｍ）、ｐｓはエンジンの馬力（Ｂｈｐ）、Ｖｓは船舶１０の速度である。例えば排水量１０００ｔの船舶１０では主推進プロペラ１２は、直径Ｄｍφが略２９００ｍｍである。 In general, the diameter Dmφ of the main propulsion propeller 12 of the ship 10 can be obtained by the following equation (1).

Here, Np is the rotation speed (rpm) of the propeller, ps is the horsepower (Bhp) of the engine, and Vs is the speed of the ship 10. For example, in the ship 10 having a displacement of 1000 t, the main propeller 12 has a diameter Dmφ of approximately 2900 mm.

  Further, a vortex is generated behind the main propeller propeller 12. That is, as shown in FIG. 1, a vortex flow is generated that flows backward from the main propeller by a predetermined size and a predetermined distance (1.25 × Dmφ). The generated vortex flow disappears while diffusing in the seawater. In the case of a small boat, the magnitude Dvφ of the vortex is 85% of the diameter Dmφ of the main propeller 12. This value is based on the announcement of “Performance Estimation Method of Propeller and Rudder System with Rudder Angle and Its Rudder Design Application” at the 86th Regular Meeting of the Western Shipbuilding Association in May 1993.

  In the ship 10 in this embodiment, auxiliary propulsion propellers 11 a and 11 b are disposed outside the vortex region generated from the main propeller propeller 12. This is because if the auxiliary propulsion propellers 11a and 11b are disposed at positions where they interfere with the vortex flow of the main propulsion propeller 12, the rotational force of the auxiliary propulsion propellers 11a and 11b due to the vortex flow is hindered. Hereinafter, the structure of the auxiliary propellers 11a and 11b will be described in detail.

  As shown in FIGS. 1 and 2, the auxiliary propulsion propellers 11 a and 11 b are disposed on the left and right ship bottoms of the main propeller propeller 12. Also, auxiliary propulsion engines 13 that output rotational power to the auxiliary propulsion propellers 11a and 11b are respectively disposed in the bottom of the ship between the main propeller propeller 12 and the left and right auxiliary propellers 11a and 11b. Yes. As the auxiliary propulsion propellers 11a and 11b, diesel engines can be mounted.

  As shown in FIG. 1, an engine installation space 14 is formed by projecting the bottom of the ship where the auxiliary propulsion engine 13 is disposed in a convex manner downward. The bottom of each auxiliary propulsion engine 13 is positioned in the engine installation space 14. That is, as shown in FIGS. 1 and 4, since the bottom portion of the auxiliary propulsion engine is arranged in the engine arrangement space raised in a convex shape, the auxiliary propulsion engine can be positioned more in the seabed direction. Then, the rotary shaft 16 is protruded from the shaft portion of the auxiliary propulsion engine 13 to the stern side, and the auxiliary propulsion propellers 11 a and 11 b are attached to the tips of the rotary shaft 16. The auxiliary propellers 11a and 11b to be attached have four blades.

  As a result, the propeller shaft that outputs the rotational power from the engine can be disposed in the horizontal direction on the stern side, and the propeller shaft is unlikely to become a resistance during propulsion, and a propulsion failure can be prevented.

  Further, the bottom of the ship located above the auxiliary propulsion propellers 11 a and 11 b is depressed to form a propeller arrangement space 15, and the auxiliary propulsion propellers 11 a and 11 b are arranged in the propeller arrangement space 15. . That is, as shown in FIG. 3, the propeller installation space 15 is depressed with a size that is approximately 1/4 of the auxiliary propellers 11 a and 11 b. Thereby, the auxiliary propulsion propellers 11a and 11b can be disposed at an upper position as much as possible than the main propulsion propeller 12. In addition, the propeller shaft does not become a hindrance to propulsion, and the shape of the bottom of the ship is a convex front and a backward concave wavy shape, so the vortex flow of each propeller does not interfere with each other and the propulsive force is reduced without reducing the propulsion It can be demonstrated.

  Further, auxiliary propulsion propellers 11 a and 11 b are arranged above the main propulsion propeller 12. Thereby, the auxiliary propulsion propellers 11a and 11b can be reliably disposed at positions that do not interfere with the vortex of the main propulsion propeller 12, and a reduction in the rotational force of the auxiliary propulsion propellers 11a and 11b can be prevented.

  The auxiliary propulsion propellers 11 a and 11 b are smaller than the main propulsion propeller 12. The diameter Dsφ of the auxiliary propulsion propellers 11a and 11b is preferably approximately 1/3 of the size Dmφ of the main propeller propeller 12. This is because if it is less than about 1/3, the propulsive force that assists the propulsive force of the main propeller 12 cannot be obtained. If the diameter Dmφ of the main propulsion propeller 12 is obtained by the equation (1), the diameter Dsφ of the auxiliary propellers 11a and 11b can be obtained. The auxiliary propulsion propellers 11a and 11b in the ship 10 in the present embodiment have a diameter of 1/3 of the main propulsion propeller 12, and the diameter Dvφ is approximately 980 mm.

  Further, the distance between the auxiliary propeller 11a and the auxiliary propeller 11b is not limited. However, in the ship in this embodiment, when the diameter of the auxiliary propeller is Dsφ, the distance between the auxiliary propeller 11a and the auxiliary propeller 11b is 1 .75 × Dsφ.

  As shown in FIGS. 3 and 4, the distance L from the axial center of the main propeller propeller 12 to the axial center of the auxiliary propeller props 11a and 11b is the radius r1 of the main propeller propeller 12 and the auxiliary propeller props 11a and 11b. It has a correlation with the radius r2, and is expressed by the following equation (1).

L> 0.425r1 + r2 (1)
The size of the vortex flow is 0.85 times the diameter Dmφ of the main propeller propeller 12, and the correlation is represented by the radius r1, so that it is 1/2 of 0.85 of the diameter Dmφ. A value of 425 is included.

  Further, the auxiliary propellers 11a and 11b can be arranged with a margin from the influence area of the vortex flow. That is, as shown in FIGS. 3 and 4, since the size of the vortex flow influence area is Dvφ, the auxiliary propulsion propellers 11 a and 11 b are located outside the vortex flow influence area by a distance of 0.20 × Dvφ. It can also be done.

  Due to this correlation, the auxiliary propellers 11a and 11b can be disposed at positions where they do not interfere with the vortex flow of the main propeller propeller 12, and the propulsive force generated from the mutual propellers is prevented from being reduced by the vortex flow interference. In addition, the propulsive force of each of the three propellers can be effectively functioned to significantly improve the traveling speed of the hull.

  Next, the structure of the shaft holding plate 17 of the auxiliary propeller will be described with reference to FIG.

  As shown in FIG. 5, a shaft holding plate 17 is suspended from the stern bottom of the stern, substantially at the center between the propeller installation space 15 and the engine installation space 14. That is, as shown in FIG. 2, the shaft holding plate 17 has a tapered shape that gradually tapers toward the rear as viewed from the bottom. Moreover, it has a taper shape which tapers gradually toward the lower side in a cross-sectional front view. Furthermore, as shown in FIG. 1, it has a triangle with a substantially acute angle (the angle between the hull and the shaft holding plate is a substantially acute angle) toward the front in a side view.

  As shown in FIG. 1, a rotating shaft 16 extending from the auxiliary propulsion engine 13 to the auxiliary propulsion propeller is passed through a substantially central portion of the shaft holding plate 17. Specifically, a steel tube stun tube is disposed at a substantially central portion of the shaft holding plate 17. The rotating shaft 16 is disposed in the stun tube. The shaft holding plate 17 is firmly fixed by a fixing member 19 disposed on the stern side.

  With the shaft holding plate 17 having such a shape, the shaft holding plate 17 that receives water resistance as the ship 10 is propelled smoothly guides the water flow backward and downward, and reduces the water resistance as much as possible. Since the rotary shaft 16 extending from the auxiliary propulsion engine 13 to the auxiliary propeller is passed through the shaft holding plate 17, the support case and the shaft case related to the rotary shaft 16 of the auxiliary propulsion propellers 11a and 11b are used. The conventional water resistance can be eliminated and the propulsion speed of the ship 10 can be improved.

It is a side view which shows the whole structure of the ship in this embodiment. It is a bottom view which shows the structure of the main propulsion propeller and auxiliary propulsion propeller of the ship in this embodiment. It is sectional drawing which shows the cross-sectional structure of the stern seen from the A direction of FIG. It is sectional drawing which shows the cross-sectional structure of the stern seen from the B direction of FIG. It is sectional drawing which shows the structure of the shaft case of the auxiliary propulsion propeller of the ship in this embodiment.

Explanation of symbols

10 ships,
11a, 11b Auxiliary propeller,
12 Main propeller,
13 Auxiliary propulsion engine,
14 Engine installation space,
15 Propeller installation space,
16 axis of rotation,
17 Axis holding plate.

Claims (3)

In the ship propulsion mechanism in which the main propeller is disposed at the center of the hull tail, and auxiliary propellers smaller than the main propeller are disposed on the left and right ship bottoms of the main propeller,
Auxiliary propulsion engines that output rotational power to the auxiliary propulsion propellers are respectively disposed in the bottom of the ship between the main propeller and the left and right auxiliary propellers.
A bottom of the ship on which the auxiliary propulsion engines are arranged is raised downward to form an engine arrangement space, and the bottom of each auxiliary propulsion engine is positioned in the raised engine arrangement space,
The bottom of the ship located above the auxiliary propulsion propeller is recessed to form a propeller arrangement space, the auxiliary propeller is placed in the depressed propeller arrangement space ,
A shaft holding plate having a tapered shape that gradually tapers toward the rear in a bottom view and a tapered shape that gradually tapers downward in a cross-sectional front view and has a substantially acute triangle toward the front in a side view, Arranged in the approximate center between the propeller arrangement space and the engine arrangement space at the bottom of the stern,
A marine vessel propulsion mechanism characterized in that a rotation shaft extending from the auxiliary propulsion engine to the auxiliary propeller is passed through a substantially central portion of the shaft holding plate . The distance L from the axis of the main propeller to the axis of the auxiliary propeller has a correlation with the radius r1 of the main propeller and the radius r2 of the auxiliary propeller as follows: Item 2. A ship propulsion mechanism according to item 1.
L> 0.425r1 + r2   The marine vessel propulsion mechanism according to claim 1 or 2, wherein the auxiliary propeller is disposed above the main propeller.

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