JPH0524639Y2 - - Google Patents

Description

[Detailed explanation of the idea] Industrial applications The present invention relates to an auxiliary propulsion device for ships.

BACKGROUND ART As shown in Fig. 9, when a two-dimensional wing (hereinafter referred to as a fin) 1 is placed in water, a water flow is generated in a direction perpendicular to the fin 1 due to the waves themselves or the movement of the ship due to the waves. , a forward thrust is generated.

Therefore, as shown in FIGS. 10 and 11, various auxiliary propulsion devices using fins 1 have been proposed. The one in Fig. 10 uses a spring 3 to hold the fin 1 rotatably around the central axis 2 at an appropriate angle, and the one in Fig. 11 uses hydraulic pressure instead of the spring 3. This uses cylinder 4. 5 indicates an accumulator of the hydraulic cylinder 4.

Problems to be Solved by the Invention However, with such conventional auxiliary propulsion devices, there was a problem in that when wave energy was small, the drag force generated in the fins led to an increase in hull resistance. Further, since the spring, hydraulic cylinder device, etc. are arranged in a place where they come into direct contact with seawater, there is a problem in that it is difficult to maintain and inspect the springs and adjust the spring constant.

It is an object of the present invention to provide an auxiliary propulsion device that solves these problems, prevents an increase in hull resistance, and facilitates maintenance and inspection.

Means for Solving the Problems In order to solve the above problems, the auxiliary propulsion device of the present invention is capable of freely rotating one end of the crank arm along the bow and stern direction toward the ship side via the crank rotation shaft along the width direction of the ship. A rotary hydraulic cylinder is installed at the other end of the crank arm to support the central axis of the fin so that it can rotate within a predetermined angle vertically from the horizontal position of the fin, and the crank arm is attached to the crank arm. A passage for supplying pressure oil to the hydraulic cylinder is provided in the crank arm, and a fin is connected to the passage in the ship, and the rotation of the hydraulic cylinder due to the rotation of the fin is controlled by adjusting the spring constant. The structure includes a hydraulic pressure-spring conversion cylinder device that controls the hydraulic cylinder to return to its neutral position, which is the central position of rotation.

Function: With this configuration, during calm times when wave energy is low, the crank arm is rotated to store the fins above the waterline. Maintenance and inspection are performed when the fins are retracted, and adjustments to maintain the fins at an appropriate angle are made using the hydraulic pressure inside the ship.
This is done by adjusting the spring constant of the spring conversion cylinder device.

Embodiment An embodiment of the present invention will be described below based on the drawings.

First, the schematic configuration of this auxiliary propulsion device will be described based on FIGS. 1 and 2. In the figures,
Reference numeral 8 denotes a crank rotating shaft along the ship's width direction, which is provided at a suitable location on the bow deck (or under the deck) via a bearing 9, and 10 refers to a crank rotating shaft in the bow and stern direction, one end of which is attached to the crank rotating shaft 8 on the ship side. A crank arm 11 is attached to the other end of the crank arm 10 via a crosshead 12, and 11 is a fin center axis extending along the width direction of the ship, and a fin 13 for recovering wave energy is attached to the outer periphery. ing. As will be explained in detail later, there is an arm rotating device 14 for rotating the crank rotation shaft 8 to raise and lower the fin 13 from above the waterline to below the waterline, and a fin for folding the fin 13 inward about the crosshead 12. A folding device 15 and a fin rotation angle control device 16 that controls the rotation angle of the fins 13 are provided.
That is, unlike conventional auxiliary propulsion devices, this auxiliary propulsion device allows the fins 13 to be stored and folded above the waterline, and the rotation angle of the fins 13 can be adjusted inside the ship.

Next, the configuration of each main part will be explained. The construction of the arm rotation device 14 is clearly seen in FIGS. 1 and 3. As shown in the figure, arm rotation device 14
, a worm gear 20 directly connected to an electric motor or a hydraulic motor, a large gear 21 rotatably fitted onto the crank rotation shaft 8 and meshed with the worm gear 20, and a large gear 21 on one side of the large gear 21. A spring interposed plate 24 is attached to the crank rotation shaft 8 via a key in the formed recess 22 and connected to the large gear 21 via a plurality of springs 23, and this spring interposed plate 24 is attached to the large gear. 21 side to integrally fix the large gear 21 and the crank rotation shaft 8.
It is composed of. Therefore, if the large gear 21 and the crank rotating shaft 8 are fixed by the disk tightening type securing device 25, the crank rotating shaft 8 will not rotate unless the worm gear 20 is rotated, so that the fins 13 can prevent the heaving of the hull. Once the motion is available and the lashing device 25 is released, the crank rotation shaft 8 repeats free rotation within a predetermined range and return to the neutral position by the spring 23, and the fin 13 is in a state where it can directly utilize the motion of the waves themselves. becomes. In this case, by appropriately replacing the spring 23, the spring constant can be set to be optimal for any wave. On the other hand, when the worm gear 20 is rotated, the crank rotation shaft 8 is rotated via the large gear 21 and the spring 23 (or the lashing device 25), and the fin 13 is moved from above the waterline (storage position) to below (the use position). Go up and down over a period of time.

The fin folding device 15 is shown in FIG.
This is clearly seen in FIG. As shown in the figure, the main body of the crosshead 12 has a C-shape when viewed from the side, and a fin center axis 1 is located in the central space of the crosshead 12.
A vertical shaft 29 that supports one end of the shaft 1 is rotatably provided. A first rotary hydraulic cylinder 30 is built into the upper and lower support portions of the vertical shaft 29 of the crosshead 12 body. This first hydraulic cylinder 30 forms a C-shaped space on the outer periphery of both upper and lower ends of the vertical shaft 29, and this space is divided into two chambers 32, 3
The fins 13 are partitioned into two chambers 32 and 33, and by alternately applying hydraulic pressure to both chambers 32 and 33, the vertical shaft 29 is rotated, that is, the fins 13 are rotated (folded and unfolded) in and out of the ship's side. be. 34 is a vertical shaft 29 inside the main body of the crosshead 12.
35 is a seal ring, and 36 shown in FIG. 1 is a stopper provided on the crosshead 12 to restrict rotation of the fin 13 in the deployment direction at a position perpendicular to the ship side. 37
is a pressure supply device for folding the fins installed inside the ship, which includes an oil tank 38, a hydraulic pump 39 that draws oil from the oil tank 38 and applies pressure, and uses pressure oil from the hydraulic pump 39 to fold the fins 13. An electromagnetic switching valve 40 is connected to the inboard side end of the crank rotating shaft 8, and the pressure oil guided from the electromagnetic switching valve 40 is connected to the crank rotating shaft 8 and the crank arm. 10,
The oil supply box 42 supplies oil to the first hydraulic cylinder 30 through oil passages 41 provided inside each of the crossheads 12. In addition,
When the fins 13 are in use, the hydraulic pressure in the first hydraulic cylinder 30 is maintained to prevent the fins 13 from wobbling. The fin folding device 15 is
It is composed of these first hydraulic cylinders 30 and a pressure supply device 37 for folding the fins.

The fin rotation angle control device 16 is shown in FIG.
This is clearly seen in FIG. As shown in the figure, a rotary type second hydraulic cylinder 46 is built into the support portion of the fin center shaft 11 of the crosshead vertical shaft 29. This second hydraulic cylinder 4
6 has the same configuration as the first hydraulic cylinder 30, and has a C-shaped space formed on the outer periphery of one end of the fin center shaft 11, and this space is connected to the fin center shaft 1.
The fin center shaft 11 is partitioned into two chambers 48 and 49 by a convex portion 47 provided on the outer circumferential surface of one end of the fin.
This function is to rotate the fins 13, that is, to rotate the fins 13 to a desired angle. 50 is a bearing provided in the vertical shaft 29 to support the fin center shaft 11, and 51 is a seal ring. Reference numeral 52 denotes a pressure supply device for controlling the rotational angle of the fin, which is installed inside the ship and controls the rotation of the second hydraulic cylinder 46 from the neutral position of the second hydraulic cylinder 46, which is the center position of the rotation of the fin 13. The hydraulic pressure-spring conversion cylinder 53 that returns the hydraulic pressure to
Oil supply box 42 that supplies pressure oil led from spring conversion cylinder 53 to second hydraulic cylinder 46 through oil passages 54 provided inside each of crank rotation shaft 8, crank arm 10, crosshead 12, and vertical shaft 29. (The fin folding device 15
(also used). The hydraulic pressure-spring conversion cylinder 53 has two left and right chambers 55, 5.
6, a rod 59 that slidably passes through the intermediate partition wall 58 is provided, and sliding plates 60, 61 are provided at both ends of the rod 59, one sliding plate 60 is It is sandwiched between a pair of replaceable left and right springs 62 and 63, and the front and rear sides of the other sliding plate 61 are filled with oil. That is, the fin 13 is connected to the spring 6 provided on the inside of the ship via hydraulic pressure.
2 and 63, it is possible to follow rotational movement with a relatively slow period. The fin rotation angle control device 16 is composed of the second hydraulic cylinder 46 and a pressure supply device 52 for controlling the fin rotation angle.

With this configuration, during calm times when wave energy is small, the crank arm 10 is rotated by the arm rotation device 14 to store the fin 13 above the waterline. Then, the fin folding device 15 rotates the fin 13 toward the inside of the ship so that it does not become an obstacle on the side of the ship. On the other hand, when changing the rotation angle of the fin 13 when using the fin 13, replace the springs 62 and 63 of the hydraulic-spring conversion cylinder 53 (adjust the spring constant) and change the neutral position of the second hydraulic cylinder 46. To do something.

FIGS. 7 and 8 show other embodiments. In other words, if it is sufficient to stop folding the fins 13 and simply raise them above the waterline when storing them,
Vertical axis 29 of crosshead 12 as shown
It is sufficient to have a configuration in which . Also, Finn 13
When adopting a method that uses only the motion of the ship,
The large gear 21 of the arm rotation device 14 may be directly connected and fixed to the crank rotation shaft 8, and the spring 23 and the securing device 25 may be omitted. In the above embodiment, the fin 13 is provided at the bow, but it may also be provided at the stern.
The placement location may be selected as appropriate.

Effects of the invention As described above, according to the invention, when wave energy is small, the fins can be stored above the waterline to prevent an increase in hull resistance. Furthermore, maintenance and inspection of the fins etc. can be easily performed at the fin storage position. Furthermore, by installing a hydraulic pressure-spring conversion cylinder device inside the ship, there is no direct contact with seawater as in the past, so corrosion problems are eliminated. The angle of the fins can be easily adjusted by adjusting the spring constant of the spring conversion cylinder device.

[Brief explanation of drawings]

Figures 1 to 6 show an embodiment of the present invention, with Figure 1 being a schematic plan view of the bow of a ship equipped with this auxiliary propulsion device, Figure 2 being a side view of the same, and Figure 3 being a schematic plan view of the bow section of a ship equipped with this auxiliary propulsion device. 1 is a cross-sectional view taken along line A-A, FIG. 4 is a partially cutaway enlarged side view of the crosshead, and FIG. 5 is a cross-sectional view taken along line B-B in FIG.
6 is a sectional view taken along the line CC in FIG. 4, FIGS. 7 and 8 show other embodiments, FIG. 7 is a partially cutaway side view of the crosshead, and FIG. 8 is a cross-sectional view of FIG. The DD sectional view and FIGS. 9 to 11 are for explaining the conventional example. FIG. 9 is an explanatory diagram showing the principle of thrust generation, and FIGS. 10 and 11 are each a conventional auxiliary propulsion device. FIG. 8...Crank rotation axis, 10...Crank arm, 11...Fin center axis, 13...Fin, 4
6...Second hydraulic cylinder, 52...Pressure supply device for controlling fin rotation angle.

Claims (1)

[Scope of utility model registration request] One end of the crank arm that runs along the bow and stern direction is rotatably attached to the ship's side via a crank rotation shaft that runs along the ship's width direction, and the other end of this crank arm has a central axis that runs along the ship's width direction with a fin attached to the outer periphery. One end is rotatably mounted, and the other end of the crank arm is provided with a built-in rotary hydraulic cylinder that supports the central axis of the fin so as to be rotatable within a predetermined angle in the vertical direction from the horizontal position of the fin. , a passage for supplying pressure oil to the hydraulic cylinder is provided in the crank rotation shaft and the crank arm, and is connected to the passage in the ship, and the rotation of the hydraulic cylinder due to rotation of the fin is controlled by a spring constant. An auxiliary propulsion device comprising a hydraulic pressure-spring conversion cylinder device that controls the hydraulic cylinder to return to a neutral position, which is the center position of rotation of the fin set by adjustment.