JP6486668B2 - Ship propulsion device - Google Patents

Description

  The present invention relates to a marine vessel propulsion device, and more particularly, to a marine vessel propulsion device that continuously generates a propulsive force in a controllable manner without using a rotary drive motor, a propulsion shaft for power transmission, and a screw.

  Conventionally, power is obtained by converting linear motion into rotational motion, from a steam engine that has had a large amount of power loss to a reciprocating engine such as a current gasoline engine or diesel engine. However, with this method, in the case of a reciprocating engine, the current situation is that a power loss occurs regardless of the conversion efficiency, such as the contact resistance between the piston and the cylinder part and the rotational resistance of each part.

  In addition, reciprocating engines using fossil fuels cause not only air pollution caused by exhaust but also water pollution caused by discharged oil. Moreover, despite the fact that the fossil fuels used are few and expensive, the fact is that they must be used in large quantities.

  There exists patent document 1 as invention which uses the said reciprocating engine for a ship. In paragraph [0002] of Patent Document 1, there is a description that “a conventional ship generates a driving force by burning a combustible gas in which air is mixed with fuel in a cylinder”.

  On the other hand, as a marine vessel propulsion device that generates propulsive force while eliminating the need for screws, it eliminates contact resistance and rotational resistance, reduces power loss, and reduces the amount of carbon dioxide emitted and the remaining amount of fossil fuel used. It has been known. Specifically, a water bottle is arranged in the center, an explosion chamber is provided in the upper front part through a check valve, an injection port is arranged in the lower front part through the check valve, and a leakage detector is installed in the water bottle. Is provided with an ignition chamber having a mixed gas inlet in the explosion chamber (Patent Document 2).

  There is also known a ship propulsion engine that can navigate a ship even in shallow water, is not easily damaged, and can be further downsized. Specifically, combustion in which liquid hydrogen is injected from the liquid hydrogen injection tube into the combustion chamber, liquid oxygen is injected from the liquid oxygen injection tube into the combustion chamber, and liquid hydrogen and liquid oxygen are contacted in the combustion chamber to ignite and burn. And a propellant supply system for supplying liquid hydrogen to the liquid hydrogen injection pipe of the combustor and supplying liquid oxygen to the liquid oxygen injection pipe (Patent Document 3).

JP 2007-67991 A JP 2010-52503 A JP-A-8-150998

  However, as described in Patent Document 1, conventional internal combustion engines such as reciprocating and gas turbines have a problem that air and water pollution, noise, and the like are generated. In the case of the marine engine described in Patent Document 2, since the ignition container is on the surface of the water, not only the generation of noise is unavoidable, but two check valves are required, and the structure is simplified. There was room for improvement.

  In addition, in the case of the ship propulsion engine described in Patent Document 3, liquid oxygen and liquid hydrogen stored at ultra-low temperatures are used as fuel, so that handling such as adjustment of valve operation is difficult for stable mixing propulsion. There is also a problem that it is difficult to spread and use for ships other than special purposes.

  The present invention has been made in view of such problems, and the object of the present invention is a simple structure with few parts that rub against the main drive mechanism, less water pollution and noise generation, and An object of the present invention is to provide a ship propulsion device that is easy to handle.

The present invention has been made to achieve such an object, and the invention according to claim 1 generates the propulsive force (A) by the reaction of jetting water (31) from the nozzle (3). A ship propulsion device (10, 20) comprising a main body combustion chamber (1, 1a) comprising a cylindrical container disposed below the draft line (B) of the hull, and the main body combustion chamber (1, 1a) An injection port (2) that opens at the end, a check valve (4) that is disposed at the front end of the main body combustion chamber (1, 1a) and can only flow in, and the main body combustion chamber (1, 1a) A main body filled with a combustible gas (13) containing oxygen and a combustible fluid after being filled up to a specified amount with the filled water (W) injected through the check valve (4). A combustible gas press-in part (5) for press-fitting so as to cover at least the ignition position (9) of the combustion chamber (1, 1a); An igniter (6) capable of igniting discharge to the combustible gas (13) covering the ignition position (9), and a control unit for causing the combustible gas press-fitting unit (5) and the igniter (6) to function in a prescribed sequence ( 8), and the igniter (6) includes creeping discharge or air in an insulator (63) that insulates and supports at least one pair of electrodes (61, 62) exposed at the ignition position (9). It is connected to the high voltage application means (60) which applies the high voltage which can be discharged .

The invention according to claim 2 is the marine vessel propulsion device (10, 20) according to claim 1 , wherein the main body combustion chamber (1, 1a) is injected through the check valve (4). A full water detection means (65) for detecting that the water (W) is filled is provided.

The invention according to claim 3 is the marine vessel propulsion device (10, 20) according to claim 1 or 2 , wherein the igniter (6) is configured to discharge the discharge before the press-fitting of the combustible gas (13) is completed. It is characterized by igniting.

The invention according to claim 4 is the marine vessel propulsion device (10, 20) according to any one of claims 1 to 3 , wherein the high voltage applying means (60) includes a direct current power source and the direct current power source. And a capacitor (C) that can be recharged by means of an ignition switch, and an ignition switch (SW1) that opens and closes a discharge current supplied to the igniter (6) by the electric charge charged in the capacitor (C). To do.

The invention according to claim 5 is the marine vessel propulsion device (10, 20) according to claim 4 , further comprising a charging switch (SW2) for opening and closing a charging current to the capacitor (C), and at least the ignition switch. The control unit (8) performs timing control so that the charging switch (SW2) is opened only during a period in which (SW1) is closed.

The invention according to claim 6 is the marine vessel propulsion device (10, 20) according to any one of claims 1 to 5 , wherein the combustible fluid is hydrogen, propane gas, butane gas, natural gas, or acetylene gas. And at least one of gasoline and alcohol.

The invention according to claim 7 is the marine vessel propulsion device (10, 20) according to any one of claims 1 to 6 , wherein the combustible gas (13) is a liquid fuel (12) that is liquid at room temperature. Is vaporized by a vaporizer (59) and supplied.

The invention according to claim 8 is the marine vessel propulsion apparatus (10, 20) according to any one of claims 1 to 7 , wherein the water quality of the vessel channel is seawater, fresh water, or other turbid water. The discharge voltage applied to the igniter (6) is appropriately switched in accordance with the change in electrical resistance due to the difference to ensure stable and reliable creeping discharge.

The invention according to claim 9 is a marine vessel propulsion device (10, 20) for generating a propulsion force (A) by a reaction of jetting water (31) from a nozzle (3), wherein the water line (B ) A main body combustion chamber (1, 1a) composed of a cylindrical container disposed below, an injection port (2) opened at the rear end of the main body combustion chamber (1, 1a), and the main body combustion chamber (1 , 1a), a check valve (4) that is disposed only at the front end of the main body combustion chamber (1, 1a) and that has only an inflow, and is attached to a high position that is pulled out from the other. The combustion chamber (21), the main body combustion chamber (1, 1a), and the sub-combustion chamber (21) were filled up to a specified amount by the filling water (W) injected through the check valve (4). After that, the auxiliary gas filled with the filling water (W) with a combustible gas (13) containing oxygen and a combustible fluid is added. A combustible gas press-fitting portion (5) for press-fitting so as to cover at least the ignition position (9) of the firing chamber (21), and the combustible gas disposed in the auxiliary combustion chamber (21) and covering the ignition position (9). (13) comprising: an igniter (6) capable of discharge ignition; and a control unit (8) for causing the combustible gas press-fitting unit (5) and the igniter (6) to function in a prescribed sequence. (6) applies a high voltage capable of creeping discharge or air discharge to an insulator (63) that insulates and supports at least one pair of electrodes (61, 62) exposed at the ignition position (9). It is connected to the high voltage application means (60) which carries out .

The invention according to claim 10 is the marine vessel propulsion device (10, 20) according to claim 9 , wherein the fuel is hydrogen.

  According to the present invention, it is possible to provide a marine vessel propulsion device that has a simple structure with few parts that rub against a main drive mechanism, little water pollution and noise, and easy handling.

1 is a partial cross-sectional view illustrating an outline of a marine vessel propulsion apparatus (hereinafter also referred to as “this apparatus”) according to Embodiment 1 of the present invention. It is explanatory drawing of the igniter and support apparatus which are used with this apparatus, (a) is an enlarged perspective view which saw through the igniter, and explanatory drawing of a high voltage application means, (b) demonstrates the state of discharge ignition in this apparatus. (C) is a circuit diagram of a high voltage applying means using a capacitor and a cross-sectional view of an igniter, and (d) is a time chart for opening and closing operations of the ignition switch SW1 and the charging switch SW2. It is sectional drawing for demonstrating each process in driving | operation of this apparatus, (a) Full water standby process, (b) Combustible gas injection | pouring process, (c) Ignition process, (d) Expansion injection process, (e) Combustion A completion process and (f) water injection process are shown. 3 is a time chart (including a graph) for explaining the operation timing of the present apparatus according to Examples 1 and 2, (a) a pneumatic pressure valve opening signal, (b) a combustible gas pressure valve opening signal, and (c) an ignition switch. ON signal, (d) combustible gas injection speed, (e) applied voltage to igniter, (f) nozzle outlet injection speed. It is a partial cross section figure which shows the outline of this apparatus which concerns on Example 2 of this invention. It is sectional drawing for demonstrating each process in driving | operation of this apparatus shown in FIG. 5, (a) Full water standby process, (b) Combustible gas injection | pouring process, (c) Ignition process, (d) Expansion injection process , (E) Combustion completion step, (f) Water injection step. It is a time chart of the control signal which controls the operation timing of this apparatus concerning Example 2, (a) Pneumatic pressure valve opening signal, (b) Combustible gas pressure valve opening signal, (c) Timing signal which closes an ignition switch, (D) A timing signal for opening the charge switch. It is a principal part circuit diagram which shows only the primary side circuit of the modification of the high voltage application means of FIG.2 (c).

Hereinafter, with reference to FIGS. 1-4, the ship propulsion apparatus (this apparatus) which concerns on Example 1 is demonstrated.
FIG. 1 is a partial sectional view showing an outline of the present apparatus. This apparatus 10 includes a main body combustion chamber 1 disposed below the draft line B of a hull (not shown), an injection port 2, a nozzle 3, a check valve 4, and a combustible gas at various locations in the main body combustion chamber 1. The press-fitting part 5, an igniter 6, a fuel supply part 7, and a control part 8 are provided.

  The main body combustion chamber 1 is a steel cylindrical container, and the combustion gas 15 (FIGS. 3 (d) and 3 (e)) combusted (exploded) inside can only withstand the impact of expanding at high speed and high heat. It has rigidity and heat resistance. An injection port 2 is opened at the rear of the main body combustion chamber 1. A funnel-type injection nozzle 3 that communicates the inside and outside of the main body combustion chamber 1 from the injection port 2 extends backward. The injection nozzle 3 has a function to reinforce the forward thrust A by adjusting the flow of the filling water W filled in the main combustion chamber 1 to be injected backward through the injection port 2. In addition, by providing a function of a check valve (not shown) or the like in the path of the injection port 2 and the injection nozzle 3, only the injection water 31 to the rear is allowed to pass, and the external water Wa is brought into the inside of the main combustion chamber 1. The valve may be closed in the sucked direction.

In the main body combustion chamber 1, a check valve 4 is disposed in front, a combustible gas press-fitting portion 5 is disposed in front and above, and an igniter 6 is disposed in the middle in the front-rear direction. The check valve 4 has a flow rate that can be filled with water in a short time (for example, within 5 seconds) with respect to the volume of the main body combustion chamber 1.
The check valve 4 not only passively opens and closes the valve by the pressure difference between the main combustion chamber 1 and the external water Wa, but also actively opens and closes at an appropriate timing based on the control signal of the control unit 8. An operating shutter (not shown) may be employed.

  The combustible gas press-in portion 5 includes a pneumatic input valve 51, a compressed air supply pipe 52, a combustible gas press-in valve 53, and a combustible gas supply pipe 54. The pneumatic inlet valve 51 press-fits the compressed air supplied from the compressed air supply pipe 52 into the main combustion chamber 1 at an appropriate timing (FIG. 4A). The combustible gas injection valve 53 press-fits the combustible gas 13 supplied from the combustible gas supply pipe 54 into the main body combustion chamber 1 at an appropriate timing (FIG. 4B). The combustible gas press-fitting unit 5 adjusts the compressed air and the combustible gas 13 to an easily ignited mixing ratio according to a command from the control unit 8 and press-fits into the main body combustion chamber 1 at an appropriate timing.

  The compressed air supply pipe 52 is connected to the compressor 55 and the compressed air tank 56. Note that if an oxygen cylinder (not shown), a pressure regulator, and the like are connected instead of the compressed air tank 56, the output of the present apparatus 10 can be increased.

  The combustible gas supply pipe 54 is connected to a gas cylinder 57 and a pressure regulator 58. The type of gas can be selected from hydrogen, propane gas, butane gas, natural gas, acetylene gas, etc., which have a low ignition temperature, are inexpensive, safe and easy to procure. Alternatively, a volatile liquid fuel 12 is vaporized using a vaporizer 59 equivalent to a vaporizer of a known gasoline engine, and a compressor 55 that compresses the obtained combustible gas 13 is connected to the combustible gas supply pipe 54. If so, gasoline or alcohol can be used as fuel. The combustible gas supply pipe 54 may be connected to all of the gas cylinder 57, the vaporizer 59, and the liquid fuel 12, and may be appropriately selected by a selection valve (not shown). If there is, it is enough.

  The combustible gas press-fitting unit 5 shortens the filling water W in a state where the main body combustion chamber 1 is full (full water standby process shown in FIG. 3A) by a predetermined ratio (for example, 15%) with respect to the volume of the main body combustion chamber 1. The opening / closing timing of each valve is set so that the compressed air (or oxygen) and the combustible gas 13 can be press-fitted while the displacement is eliminated in time (for example, within 1 second).

  FIG. 2 is an explanatory view of an igniter and a support device used in the present apparatus, FIG. 2 (a) is an enlarged perspective view of the igniter seen through and an explanatory view of a high voltage applying means, and FIG. 2 (b) is the present apparatus. FIG. 2 (c) is a circuit diagram of high voltage applying means using a capacitor and a sectional view of an igniter, and FIG. 2 (d) is an ignition switch SW1 and a charge switch SW2. It is a time chart about opening / closing operation | movement. As shown in FIG. 2A, the igniter 6 includes a rod-shaped metal first electrode 61 and a cylindrical second electrode 62 disposed coaxially so as to surround the outer peripheral side with respect to the central axis of the first electrode 61. And between the first electrode 61 and the second electrode 62 (hereinafter also referred to as “both electrodes 61, 62” or simply “electrodes 61, 62”) while keeping both the electrodes 61, 62 insulated. And an insulator 63 that supports and couples.

  The igniter 6 is connected to a high voltage applying means 60 that applies a high voltage capable of creeping discharge to an insulator 63 that insulates and supports at least one pair of electrodes 61 and 62 exposed at the ignition position 9. . The high voltage applying means 60 includes a high voltage power supply 64 and an ignition switch SW1, and applies a high voltage between the electrodes 61 and 62 at an appropriate timing. The ignition timing will be described later with reference to FIG. 3 (c) ignition process, FIG. 4 (c) ignition switch ON signal 83, FIG. 4 (e) waveform of voltage applied to the igniter, and others.

  As shown in FIG. 2B, the igniter 6 is in a plasma state when energy of about 100 J is applied to the ignition position 9 of both the electrodes 61 and 62 even when the igniter 6 is submerged or immersed in the filling water W. A creeping discharge with a conductive gas is generated. At this time, if there is a combustible gas 13 covering the ignition position 9 (see FIG. 3C), the combustible gas 13 is discharged and ignited to generate an ignition flame 14. After the main body combustion chamber 1 is filled up to a specified amount with the filling water W, the combustible gas 13 is mixed with air (oxygen) and a combustible fluid in an appropriate ratio, and at least the main combustion chamber 1 It press-fits so that the ignition position 9 may be covered (refer FIG. 1).

  As shown in FIG. 2C, the high voltage applying means 60 includes a DC power source E, a resistor R for limiting the charging current, a capacitor C, a step-up transformer T for generating a high voltage, and an ignition switch SW1. (Hereinafter simply referred to as SW1) and a charge switch SW2 (hereinafter simply referred to as SW2). The symbols E, R, and C are symbols that identify each member, and also have the meanings of the DC voltage value E, the resistance value R, and the capacitance value C as physical constants.

  Here, the DC power supply E is connected so that the capacitor R for charging can be charged to the DC voltage E by inserting the resistors R and SW2 in series. When SW2 is closed at the timing when the charging switch OFF signal 84 output from the control unit 8 is Hi, the charge Q = CV proportional to the capacity of the capacitor C and the voltage E is charged in the capacitor C. That is, a charge amount Q proportional to the capacitance value C and the DC voltage value E is charged in the capacitor C in a time based on a time constant τ (not shown) determined by the resistance value R and the capacitance value C. After the capacitor C is charged in this way, SW1 is closed by the ignition switch ON signal 83 (FIG. 4C) output from the control unit 8, and the energy of the charge amount Q is input to the primary coil of the step-up transformer T. By doing so, a voltage of 10,000 V to 50,000 V is output from the secondary side. As a result, a voltage of 10,000 V to 50,000 V output from the step-up transformer T is applied between the electrodes 61 and 62 (FIG. 4E), and creeping discharge occurs at the ignition position 9.

  In addition, although illustration is abbreviate | omitted about the supply means of DC power supply E which makes DC voltage value E = 300V, DC 12V or 24V battery voltage is stepped up and supplied with a DC-DC converter. In addition, the discharge voltage applied to the igniter 6 is appropriately switched in accordance with changes in the discharge phenomenon due to differences in weather, temperature, atmospheric pressure, humidity, water quality, and other environmental factors on the ship passage to ensure stable and reliable discharge. The discharge voltage is switched by adjusting the boost level of the DC-DC converter.

  The charge Q charged in the capacitor C is input as an ignition pulse to the primary coil of the step-up transformer T by opening and closing the SW1 in a short time. The ignition pulse is boosted according to the winding ratio between the primary side and the secondary side, and is output as a high voltage pulse from the secondary side coil. In the circuit on the primary side from the capacitor C to the switch SW2 and the step-up transformer T, the current is appropriately limited by a DC resistance component (not shown) included in another element added to the resistor R. In addition, since the spike-like ignition pulse has a large current change, an inductance component of the transformer T acts to generate an induced electromotive force so as to prevent the current change.

  As shown in FIG. 2 (d), when the SW1 is turned on, the ignition switch ON signal 83, the charging switch OFF signal 84, and the control switch 8 are set so that the SW2 is always open. Is output. If the timing setting is wrong and SW1 and SW2 are closed simultaneously, unnecessary DC current flows from the DC power source E of 300V to the step-up transformer T, resulting in wasted power and the risk of burning the step-up transformer T. There is also sex. Therefore, SW1 and SW2 are set so as not to close simultaneously. Further, even if a direct current is continuously input to the step-up transformer T, no output can be obtained from the step-up transformer T except when the direct current rises and falls.

  Note that the circuit shown in FIG. 2C is merely an example, and other circuits may be used as long as the purpose is to obtain a high-energy voltage pulse that can be ignited even in water. For example, a circuit configuration may be employed as in a modification of the high voltage applying means shown in FIG.

  The control unit 8 includes a sequencer using a microcomputer (not shown), a computer program or the like, a time-series pulse generator, and the like, and has a prescribed sequence control function. The control unit 8 generates a control signal in which a predetermined delay time is set between the signals. The control signal output from the control unit 8 controls each unit at a specified timing.

  Note that the sequence control function by the control unit 8 will be described later with reference to FIG. 7, but the outline of the sequence control function is as follows. That is, after the filling water W injected into the main body combustion chamber 1 through the check valve 4 is filled to a specified amount, the combustible gas press-fitting portion 5 presses the combustible gas 13 into the main body combustion chamber 1 by a predetermined amount, The igniter 6 ignites the injected combustible gas 13. The ignition timing is determined by an ignition switch ON signal 83 (FIG. 4 (c), FIG. 7 (c)) output from the control unit 8.

  The full water detecting means 65 also uses the igniter 6 as a full water sensor, and detects whether or not both electrodes 61 and 62 are submerged based on a change in electrical resistance or capacitance between both electrodes 61 and 62. Then, the detection result may be input to the control unit 8. Alternatively, a dedicated full water sensor may be disposed at the optimum position. In addition, it is conceivable that the full water detection function has not only a function for efficient promotion but also a safety function. That is, even if the propulsion device is operated on the land or the like due to an erroneous operation or the like, since ignition is blocked unless full water is detected, it is possible to prevent the generation of annoying noise in the surroundings.

  The creeping discharge in the igniter 6 will be described in more detail. Conventionally known gasoline engine spark plugs prevent the occurrence of electric sparks when the gap between the electrodes gets wet due to excessive supply of liquid fuel or the splash of water mixed into the engine intake, and misfires, lower engine output, and Harm such as engine stop was known. In addition, it was considered impossible to ignite the flammable gas in water or in mid-water where the gap between the electrodes could not be kept dry.

  Therefore, the igniter 6 of the present apparatus 10 employs creeping discharge instead of the conventional space (gap) discharge. First, a case where a certain high voltage is applied from the high voltage applying means 60 between the first electrode 61 and the second electrode 62 sandwiching the insulator 63 made of Teflon (R) is illustrated. At this time, an insulator 63 composed of Teflon (R) in the vicinity of the ignition position 9 due to Joule heat caused by a slight leakage current between the electrodes 61 and 62 due to a fouling substance adhesion layer such as fine powder on the surface of Teflon (R). Evaporates into a plasma gas and creeping discharge occurs. High temperature energy sufficient to ignite the injected combustible gas 13 by a further applied high voltage and large current forms a cavity between the electrodes 61 and 62, so that the combustible gas 13 is air / oxygen. Reacts with and expands rapidly. In Example 1, by applying energy of about 100 J (joules) to the igniter 6, a desired effect of not misfiring even when the insulator 63 near the ignition position 9 was wet was obtained.

  Further, in the igniter 6 of the present apparatus 10, as another operation principle that creeping discharge occurs in the insulator 63 near the ignition position 9, the vicinity of the ignition position 9 of the insulator 63 made of the above-described Teflon (R) or the like. However, the case where it gets wet with the filling water (impurity turbidity liquid) W which is not pure water, and the film | membrane of a contaminant is illustrated. At this time, the filling water W made of the impurity turbid liquid having a higher conductivity than that of air or pure water is converted into plasma relatively easily. As a result, even if the insulator 63 in the vicinity of the ignition position 9 is wet, creeping discharge (FIG. 1, FIG. 3C) ignition process) and combustible gas 13 is burned at an explosive high speed (FIG. 3D). Expansion injection process). That is, the desired effect that the ignition position 9 can be discharged and ignited even in water and misfire is difficult to obtain.

  It should be noted that the discharge voltage between the electrodes 61 and 62 of the igniter 6 is appropriately switched in accordance with a change in electrical resistance depending on whether the ship's route is seawater, fresh water, or other turbid water, and stable and reliable discharge is performed. It is preferable to ensure. For example, misfire can be avoided by switching seawater to a standard voltage and switching to a double high voltage for fresh water.

  FIG. 3 is a cross-sectional view for explaining each process during operation of the present apparatus shown in FIG. 1, and (a) a full water standby process, (b) a combustible gas injection process, (c) an ignition process, (d ) An expansion injection process, (e) a combustion completion process, and (f) a water injection process. Here, it demonstrates from FIG.3 (f). First, as shown in FIG. 3 (f) water injection step, the main body combustion chamber 1 is filled to the specified amount with the filling water W injected through the check valve 4 in the forward direction. It becomes a full water waiting process. Next, in the combustible gas injecting step of FIG. 3B, the combustible gas injecting unit 5 adjusts the compressed air and the combustible fluid to an easily ignitable and easily combustible mixing ratio according to a command from the control unit 8, Press-fit into the main body combustion chamber 1 at an appropriate timing. The combustible gas press-fitting unit 5 press-fits the combustible gas 13 until at least the ignition position 9 of the main body combustion chamber 1 is covered.

  The combustible gas (combustible fluid) supplied from the combustible gas supply pipe 54 and the combustible gas press-in valve 53 is not only vaporized gasoline but also raw gas before being mixed with air (oxygen), such as hydrogen or propane gas. Some cases are also included. On the other hand, the combustible gas 13 covering the ignition position 9 is mixed with air (oxygen) at an optimum ratio. In either case, it is referred to herein as a combustible gas.

  In the ignition process of FIG. 3C, the igniter 6 generates creeping discharge at the ignition position 9 between the electrodes 61 and 62 at the ignition timing by the sequence control of the control unit 8. As a result, the ignition flame 14 rapidly expands and expands, passes through the expansion injection process of FIG. 3D, and reaches the combustion completion process of FIG. In the ignition process of FIG. 3C, the combustible gas that has occupied a predetermined ratio (for example, 15%) with respect to the volume of the main body combustion chamber 1 instantaneously in the main combustion chamber 1 in the combustion completion process of FIG. The replacement of the filling water W until the entire volume is occupied.

  As shown in the expansion injection process of FIG. 3 (d) and the combustion completion process of FIG. 3 (e), the filling water W left in the main body combustion chamber 1 has a volume of 100% or more with respect to the volume of the main body combustion chamber 1. The displacement is eliminated by the combustion gas 15 that expands. The filling water W that has been replaced and eliminated is strongly jetted backward as jet water 31 that has been rearwardly arranged by the jet nozzle 3 through the jet port 2. Due to the reaction of the injection, the main body combustion chamber 1 generates a strong thrust A in a forward direction. The propulsive force due to the reaction of such fluid injection is as known in rockets. That is, the device 10 can generate a strong propulsive force A despite a simple configuration that does not require a rotating part such as a screw, a turbine, or a rotary drive shaft.

  In the combustion completion step of FIG. 3 (e), 100% of the filling water W is replaced and eliminated by the high-temperature and high-pressure combustion gas 15. Thereafter, as shown in FIG. 3 (f) water injection step, the combustion gas 15 remaining in the main body combustion chamber 1 is cooled and contracted to room temperature, thereby generating a low-pressure portion V close to a vacuum. As a result, in the water injection process of FIG. 3 (f), the filling water 16 that flows inward from the outside due to the valve action of the relatively large-diameter check valve 4 and the external water that flows in slightly from the injection port 2 are obtained. With Wa, most of the internal volume of the main body combustion chamber 1 is filled with water in a short time of several seconds or less, for example. In FIG. 3 (a), the full water standby process is different from the figure, but the process may proceed to the next combustible gas press-fitting process with some residual gas or the like remaining in the main body combustion chamber 1. .

  FIG. 4 is a time chart (including graphs) for explaining the operation timing of the apparatus according to the first and second embodiments, and the horizontal axis represents time (s) in each of the drawings (a) to (f). The vertical axis in FIGS. 4A to 4C indicates the High / Low level of the control signal, which is generated by the control unit 8 to control a series of operations in the first and second embodiments. The control signal to be performed is illustrated. That is, FIG. 4A shows a pneumatic valve open signal 81, FIG. 4B shows a combustible gas press valve open signal 82, and FIG. 4C shows an ignition switch ON signal 83.

4 (d) to (f), the vertical axis differs for each figure, FIG. 4 (d) is the injecting rate (m ³ / s) of the combustible gas, and FIG. 4 (e) is the applied voltage to the igniter 6. (KV) and FIG. 4 (f) illustrate the injection speed (m ³ / s) at the nozzle outlet. 4D to 4F quantitatively display the phenomenon in each process shown in FIGS. 3A to 3E in a graph.

FIG. 4 (d) The combustible gas injection speed (m ³ / s) is shown in FIG. 3 (a) from the full water standby process to the ignition process of FIG. 3 (b) through the combustible gas injection process. During this period, the injection is started at a slow injection rate. The combustible gas 13 increases the injection rate with time, and suddenly decreases and stops the injection when the injection rate passes the peak. As shown in FIGS. 4D and 4E, ignition is performed when the injection speed of the combustible gas 13 passes the peak and the container 1 is sufficiently and sufficiently filled.

  As shown in FIG. 4 (e), the applied voltage (kV) to the igniter 6 is a single sawtooth wave that rises instantaneously and falls sharply, or a plurality of pulses that are not shown but rise and fall. In the present apparatus 10, the fact that only one sawtooth wave causes creeping discharge to the igniter 6 to ignite the combustible gas 13 is merely an example in which the explanation is simplified. For the purpose of reliable ignition without misfire, creeping discharge by continuous pulses (not shown) may be employed.

The nozzle outlet injection speed (m ³ / s) shown in FIG. 4 (f) is a period from the ignition process shown in FIG. 3 (c) to the expansion stroke shown in FIG. 3 (d) through the expansion injection process. The flow of the jet water 31 is quantitatively displayed in a graph. In the graphs of FIGS. 4 (e) and 4 (f), immediately after the combustible gas 13 is ignited slightly after ignition, the filling water W is replaced and drained by the combustion gas 15 rapidly expanded in the main body combustion chamber 1. The The replacement drained filling water W is jetted as jet water 31 from the nozzle 3. After the injection speed rises instantaneously, the jet water 31 changes so as to be stationary while gradually decreasing.

  Note that FIG. 4 (a) air pressure valve opening signal 81, that is, air introduction timing, and FIG. 4 (b) combustible gas pressure valve opening signal 82, that is, fuel introduction timing, may not be the same. Further, in FIG. 4C, including the timing of the ignition switch ON signal 83 in FIG. 4C, the optimum setting is disclosed in consideration of the size of the main body combustion chamber 1a (FIG. 5) and the type of fuel.

  The jet water 31 is jetted backward from the nozzle 3 located at the rear part of the apparatus 10. Due to the reaction of injecting backward, the device 10 can obtain a forward driving force A. In addition, it is preferable that this apparatus 10 comprises a multi-cylinder structure with a plurality for one ship. By constructing the apparatus 10 in a multi-cylinder configuration and shifting the operation timing including the expansion process, it is possible to obtain a smoothly continuous thrust with less pulsation.

  The device 10 according to the first embodiment of the present invention does not require a piston, a crankshaft, a rotating shaft, a screw, and the like, and the main body combustion chamber 1 with explosion sound is positioned below the waterline B of the ship (below the water surface). . Therefore, there are few parts that rub against the main drive mechanism, the structure is simple, there is little occurrence of water pollution and noise that leaks lubricating oil, and there are few engine stoppages due to misfire, and ship propulsion is easy to handle. An apparatus can be provided.

  The second embodiment of the present invention will be described below with reference to FIGS. Note that throughout the drawings including the first embodiment, members and signals having the same effect are denoted by the same reference numerals, description thereof is omitted, and differences between the first embodiment and the second embodiment are mainly described. Moreover, this apparatus 20 of Example 2 improved the shape of the main body combustion chamber 1 about this apparatus 10 of Example 1, and optimized the operation timing demonstrated using FIG. 4 as shown in FIG. Is.

  FIG. 5 is a cross-sectional view schematically illustrating a marine vessel propulsion apparatus (present apparatus) 20 according to the second embodiment of the present invention. As shown in FIG. 5, the apparatus 20 is a cylindrical container having a main body combustion chamber 1a with a diameter D = 50 mm and a length L = 500 mm. The basic shape of the apparatus 20 is the main body of the apparatus 10 shown in the first embodiment. The operating principle is almost the same as that of the combustion chamber 1. However, the biggest difference is that the apparatus 20 is provided with a sub-combustion chamber 21. The sub-combustion chamber 21 has an internal space communicating with the main body combustion chamber 1a and is attached at a high position pulled out from the other. An igniter 6 is disposed in the auxiliary combustion chamber 21. Since the ignition position 9 of the igniter 6 is also a high position, it is easy to avoid being submerged in the filling water W. As shown in FIGS. 1 and 5, since ignition energy is transmitted to the igniter 6 by a waterproof power supply line, whether or not the ignition position 9 is below the water surface depends on a series of ignition / propulsion functions. It does not affect.

  FIG. 6 is a cross-sectional view for explaining each process during operation of the present apparatus 20 shown in FIG. 5, (a) a full water standby process, (b) a combustible gas injection process, (c) an ignition process, d) An expansion injection process, (e) a combustion completion process, and (f) a water injection process. These steps and operating principles are not much different from the present apparatus 10 shown in the first embodiment, and the sequence control of the control unit 8 is basically almost the same. However, the difference between the present apparatus 20 is that, in addition to specifying the shape and dimensions of the main body combustion chamber 1a to which the auxiliary combustion chamber 21 is attached, the fuel is specialized in hydrogen, so that air and combustible gas are injected. It is the point which optimized the timing of opening and closing of the valve to perform and the timing of ignition.

  The present apparatus 20 employing hydrogen as a fuel has found the following preferable conditions aiming at optimum operation. First, in the combustible gas press-fitting step of FIG. 6B, an air pressure of 5 atm and hydrogen gas of 5 atm are injected into the auxiliary combustion chamber 21. At that time, the opening time of each of the pneumatic inlet valve 51 and the combustible gas inlet valve 53 was set to about 0.1 seconds. Next, in the ignition process in FIG. 6 (c), a high voltage / high energy pulse voltage that can be discharged is applied between the electrodes 61 and 62 at the timing when the sub-combustion chamber 21 is filled with air and fuel. The combustible gas 13 in which air and hydrogen are mixed is ignited. At this time, the igniter 6 is ignited by discharge before the press-fitting of the combustible gas 13 is completed.

  FIG. 7 is a time chart of control signals for controlling the operation timing of the apparatus 20 according to the second embodiment. (A) Pneumatic pressure valve opening signal 81, (b) Combustible gas pressure valve opening signal 82, (c). An ignition switch ON signal 83 and (d) a charge switch OFF signal 84 are shown.

  Each pulse constituting the control signal shown in FIG. 7 is set between each pulse by a time-series pulse generator (not shown) for timing generation provided for realizing the sequence control of the control unit 8. It is generated while controlling the delay time. At the time of ignition, the high voltage applying means 60 charges the capacitor C having a capacity of 8 μF to 10,000 μF to about 300 V, and inputs the energy to the primary coil of the step-up transformer T, so that 10,000 V from the secondary side. Outputs a voltage of ~ 50,000V. As a result, a voltage of 10,000 V to 50,000 V output from the step-up transformer T is applied between the electrodes 61 and 62, thereby causing creeping discharge at the ignition position 9.

  FIG. 8 is a main part circuit diagram showing only a primary side circuit of a modified example of the high voltage applying means of FIG. The primary circuit is a circuit that inputs the energy charged in the capacitor C to the primary coil of the step-up transformer T. When the ignition SW1 is closed, the energy is transferred from the capacitor C to the step-up transformer T. Is done. The circuit of FIG. 8 differs from the circuit of FIG. 2C in that the arrangement of the ignition SW1 and the capacitor C is switched. However, the opening / closing operation is also performed at the timing shown in FIG. Note that by setting the resistance R to a higher resistance value, the charging SW2 in the circuit of FIG.

  In the present apparatus 20 of the second embodiment, the two electrodes 61 and 62 of the igniter 6 inside the container 1a are often wet with water before starting the propulsion ignition, that is, before starting the engine. Therefore, it is necessary to ignite the combustible gas 13 by creeping discharge with a large ignition energy as in the present apparatus 10 of the first embodiment. However, once ignited, ignited and burned, the space of the auxiliary combustion chamber 21 in front of both electrodes 61 and 62 is filled with unburned residue mainly composed of dry nitrogen, which is a component in the injected air. Therefore, the space between the electrodes 61 and 62 is dry. Therefore, the required ignition energy can be made smaller than that in the first embodiment. That is, between the dry electrodes 61 and 62, a direct gas discharge mode between the electrodes 61 and 62 is set regardless of the creeping discharge mode, and direct ignition with a small energy is repeated.

  The function and the like of the auxiliary combustion chamber 21 are as follows. First, as shown in FIG. 6 (b), the contents of the auxiliary combustion chamber 21 at the start-up of the apparatus 20 are the air introduced through the pneumatic inlet valve 51 and the hydrogen of the fuel introduced through the combustible gas supply valve 54. It is. Further, as shown in FIG. 6A, the contents of the auxiliary combustion chamber 21 in the second and subsequent ignition combustions are occupied by a gas layer formed by the residual gas 16 generated by the combustion reaction between air and fuel. On the ceiling of the sub-combustion chamber 21, both electrodes 61 and 62 of the igniter 6 are exposed at a close distance through the insulator 63 to form an ignition position 9. Thus, the ignition position 9 disposed so as to be exposed on the ceiling of the auxiliary combustion chamber 21 is covered with the residual gas 16 that balances with the water pressure just below the waterline B. Therefore, the ignition position 9 is not submerged and less likely to get wet because the gas layer is stably held even when external water Wa such as seawater rushes.

  As a result, even when the main body combustion chamber 1a is filled with external water Wa such as fresh water or seawater, the ignition position 9 on the front surface of the igniter 6 has an additional mechanism for preventing water wetting. There is no need to provide it, and it is always easy to maintain a gas layer and maintain a dry state. It was clarified that creeping discharge can be performed with lower power by holding the gas layer at the ignition position 9 between the electrodes 61 and 62. Note that whether the sub-combustion chamber 21 is in water or in the air is independent of the sub-combustion chamber 21 and the ease of creeping discharge. However, by arranging the auxiliary combustion chamber 21 in water, there is an advantage that the noise of arc discharge and explosion generated at the time of discharge can be reduced.

  As described above, according to the present invention, the ship propulsion has a simple structure with few parts that rub against the main drive mechanism, less water pollution and noise due to leakage of lubricating oil, and easy handling. Devices 10 and 20 can be provided. Furthermore, according to the present apparatus 20 of Example 2 using hydrogen as the fuel, the exhaust component generated as a result of combustion is only water vapor, so there is no air / water pollution. Further, in the present apparatus 20 of the second embodiment, since the auxiliary combustion chamber 21 that is not present in the present apparatus 10 of the first embodiment is located at a high position, by setting the auxiliary combustion chamber 21 to be always submerged below the waterline B, In addition, the generation of noise due to arc discharge sound and explosion sound can be suppressed to a low level.

  The hull propulsion apparatus according to the present invention may be used for various ships regardless of whether the water quality of the channel is seawater or freshwater, whether the water depth is deep or shallow, or the size and use of the ship. In particular, there is a possibility that it is suitable for a shallow water route in that no screw is required.

1, 1a Main body combustion chamber, 2 injection ports, 3 nozzles, 4 check valve, 5 combustible gas press-fitting part, 6 igniter, 7 fuel supply part, 8 control part, 9 ignition position, 10, 20 Equipment), 12 liquid fuel, 13 combustible gas, 14 ignition flame, 15 combustion gas, 16 residue gas, 21 auxiliary combustion chamber, 22 full water sensor, 31 jet water, 51 pneumatic inlet valve, 52 compressed air supply pipe, 53 combustible gas Press-in valve, 54 combustible gas supply pipe, 55 compressor, 56 compressed air tank, 57 gas cylinder, 57h hydrogen cylinder, 58 pressure regulator, 59 vaporizer, 60 high voltage application means, 61 first electrode, 62 second electrode, 63 Insulator, 64 High voltage power supply, 65 Full water detection means, 81 Ignition switch ON signal, 82 Charging switch OFF signal, A Propulsion, B (Hull) water line, C Sa, L step-up transformer, E DC power source, R resistor, SW1 ignition switch, SW2 charge switch, V low portion, W filling water, Wa external water

Claims (10)

A ship propulsion device that generates a propulsive force by a reaction of jetting water from a nozzle,
A main body combustion chamber composed of a cylindrical container disposed below the waterline of the hull;
An injection port opening at the rear end of the main body combustion chamber;
A check valve disposed at the front end of the main body combustion chamber and capable of inflow only;
After the main body combustion chamber is filled to a specified amount with the filling water injected through the check valve, at least an ignition position of the main body combustion chamber filled with the filling water with a combustible gas containing oxygen and a combustible fluid. A combustible gas press-fitting part that press-fits to cover,
An igniter capable of discharging and igniting the combustible gas covering the ignition position;
A control unit that causes the combustible gas injection unit and the igniter to function in a prescribed sequence;
With
The igniter is connected to high voltage applying means for applying a high voltage capable of creeping discharge to an insulator that insulates and supports at least one pair of electrodes exposed at the ignition position. Ship propulsion device. The marine vessel propulsion device according to claim 1 , further comprising a full water detecting means for detecting that the main body combustion chamber is filled with the filling water injected through the check valve. The marine vessel propulsion device according to claim 1 or 2 , wherein the igniter ignites the discharge before the combustible gas injection is finished. The high voltage applying means includes a direct current power source, a capacitor that can be charged by the direct current power source, and an ignition switch that opens and closes a discharge current supplied to the igniter with a charge charged in the capacitor. The marine vessel propulsion device according to any one of claims 1 to 3 , wherein the vessel propulsion device is provided. 5. The control unit according to claim 4 , further comprising a charging switch that opens and closes a charging current to the capacitor, wherein the control unit performs timing control so that the charging switch is opened at least during a period in which the ignition switch is closed. Ship propulsion device. The combustible fluid, hydrogen, propane gas, butane gas, natural gas, acetylene gas, marine propulsion device according to any one of claims 1 to 5, characterized in that it comprises at least one of gasoline and alcohol. The combustible gas, marine propulsion device according to any one of claims 1 to 6, characterized in that to supply gasified by the liquid fuel is liquid at room temperature vaporizer. According to the change in electrical resistance depending on whether the water quality of the ship channel is seawater, fresh water or other turbid water, the discharge voltage applied to the igniter is appropriately switched to ensure stable creeping discharge. The marine vessel propulsion device according to any one of claims 1 to 7 . A ship propulsion device that generates a propulsive force by a reaction of jetting water from a nozzle,
A main body combustion chamber composed of a cylindrical container disposed below the waterline of the hull;
An injection port opening at the rear end of the main body combustion chamber;
A check valve disposed at the front end of the main body combustion chamber and capable of inflow only;
A sub-combustion chamber having an internal space communicating with the main body combustion chamber and attached to a high position extracted from the other;
After the main body combustion chamber and the sub-combustion chamber are filled to a specified amount with the filling water injected through the check valve, the combustible gas containing oxygen and a flammable fluid is filled with the sub-water filled with the filling water. A combustible gas press-fitting portion for press-fitting so as to cover at least the ignition position of the combustion chamber;
An igniter disposed in the sub-combustion chamber and capable of performing discharge ignition on the combustible gas covering the ignition position;
A control unit that causes the combustible gas injection unit and the igniter to function in a prescribed sequence;
With
The igniter is connected to high voltage applying means for applying a high voltage capable of creeping discharge to an insulator that insulates and supports at least one pair of electrodes exposed at the ignition position. Ship propulsion device. The ship propulsion apparatus according to claim 9 , wherein the fuel is hydrogen.

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