JPH08310489A - Propulsion unit of bidirectional sailing ship - Google Patents

Abstract

PURPOSE: To enable it to a high-speed sailing even in either direction of the stem and the stern by setting up a propeller and a rubber in both sides symmetrically on the hull center, decelerating propeller at the fore head side to a little speedier value than a racing speed at a sailing water flow velocity, and driving it in reverse. CONSTITUTION: Each side floating body 2 formed into a stream line shape being symmetrical on a hull center together with both of the stem and the stern is set up at the right and left of a center floating body 1, while two jet ports 6a and 6b are installed in the stem-stern part of a ship bottom 5 of the center floating body 1. Each of two-compression blowers 8a and 8b is set up in the stem-stern part of the side floating body 2, whereby compressed air produced in guided to the jet ports 6a and 6b via two feed pipes 9a and 9b, then an air layer or an air bubble layer 10 is formed extending over the full length of the ship bottom 5 with this compressed air blown out herefrom. Subsequently two propellers 11a, 11b and two rubbers 13a, 13b are set up in both submerged parts of the stem-stern of each side floating body 2 symmetrically on the hull center, and at the time of navigation, the propeller at the fore head side is decelerated to a little speedier value than a racing speed at sailing water flow velocity, through which reverse driving is carried out.

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention
Propulsion equipment for two-way cruise ships that can sail at high speed without turning over
The above-mentioned application (Japanese Patent Application No. 7-4
1226 "Hull of a catamaran flat bottom ship")
It is related to the propulsion device for bidirectional vessels, and
Can also be provided by the conventional hull method of catamaran and monohull
Noh. 2. Description of the Related Art Generally, ships (ships / ships) are propelled to the stern.
Arrange a vessel and rudder to push forward and run forward, i.e., in the bow direction
The wing front of the propulsion unit and the rudder of the rudder are always in the stern direction.
(The rudder is in the bow direction)
The rate and rudder effectiveness and stability are good, but the reverse drive
Rotation (fixed pitch propeller) or reverse pitch (variable pitch)
Type thruster) to obtain the forward thrust on the back of the wing of the thruster.
In addition to low thruster efficiency,
Propulsion efficiency is low because high-speed water flow contacts the hull and increases resistance
And the rudder receives the water flow from the thruster from the rudder
The rudder's effectiveness and stability are not good, so braking in and out of an emergency
Deceleration, stop and slight reverse when harbor, takeoff and landing, and reversal
It is not used for sailing in the stern direction. Such a unidirectional ship has a bow berth or
At the time of either departure or entry due to the arrival of the stern
Turnover is required, especially continuous return operation on short-distance routes
Then, the time spent for reversing it can be ignored for operational efficiency.
And in a narrow port with a large reversal radius and high traffic density
There are problems with the safe handling of ships. A lamp gate is arranged on either the bow or the bow.
In the car ferry, as shown in FIG.
Reversing at the departure rock wall and boarding in reverse, getting off at the arrival dock
Therefore, it is necessary to turn over at each of the departure and arrival ports for each voyage.
Of course, the extra quay walls caused by the turning and reverse of the loaded vehicle
YA, boarding time and a guide are required, and it is preferable in terms of vehicle safety.
There is no ramp gate on all sides of the vehicle
A car ferri with a
It became possible to disembark, but the so-called traveling only so-called
For unidirectional vessels, as shown in Figure 8 (b),
It is inevitable that the ship will be turned in and out depending on the voyage. On a short-distance route with continuous return flight,
Both lamp gate, propulsion device and rudder are symmetrical about the center of the ship
The wing front and rudder face toward the center of the hull.
Small, low-speed, double-headed type (bidirectional navigation)
(Running type) car ferri goes into service and exits as shown in Fig. 8 (c).
It is operated without reversing when entering the port, but frontal front pulling
The ones described above have a poor steering efficiency and good steering stability.
It is not suitable for high-speed and large-sized ones because it does not exist.
If you call or extend a port other than a pair of main loading ports, start at that port.
Tail inversion required. Recently, due to the need for speeding up marine traffic,
Was built with high-speed car ferri such as light metal and catamaran type
Or a special type such as a pneumatic levitation type or hydrofoil
Are in the trend of appearing, but their shape and propulsion
The mechanism is a unidirectional navigation type as described above, and the upper hull structure
Some of the built-in ramp gates are only on the stern side,
Due to the drastic reduction of operating time,
Time spent on turning over and problems related to ship handling safety in the port
And the time spent on loading the vehicle
There should be a considerable number of medium and short-distance routes.
It SUMMARY OF THE INVENTION The present invention has the above-mentioned problems.
In view of this, we will reduce the running resistance of the hull and increase the ship speed.
Avoid the resistance of the hull due to the high-speed water flow of the thruster
Improving propulsion efficiency, rudder failure due to reverse water flow during high-speed cruising
It is not stable, and if necessary, swiftly
A two-way cruise ship such as a high-speed car ferri that can turn over
Provided, even in medium- and short-distance routes for continuous return flight
We will improve the operational efficiency comprehensively, and
It is also intended to be feasible. In order to achieve the above-mentioned object
In addition, in the bidirectional traveling ship of the present invention, the method of the hull of the catamaran flat bottom ship of the above ([0001]) is applied to the ship.
The ship is symmetrical and the propellers are attached to both the left and right floating bodies.
And the rudder, with the bottom bottom fumaroles on both the bow and tail of the center floating body,
Insert a clutch and reduction gear or electric motor into each propeller shaft
However, each rudder has a mechanism that allows the rudder tail to be reversed,
The combined clutch operation concentrates the power on the rear thruster and
Do not turn both heads in the sailing direction by head-to-tail turning operation.
The air layer or bubble layer is formed on the bottom of the ship by injecting air from the frontal fumarole.
It is configured to create
Drive both thrusters in the direction of thrust
In addition to steering both rudders, it is also possible to steer laterally and turning.
It The hull of the above-mentioned catamaran flat-bottomed ship has a flat-bottomed center float.
The body and the side floats protruding to the left and right of the body have an inverted concave cross section.
Forming the hull, the fumarole and the bottom of the center floating body at the bow of the bottom
A straightening fin is arranged over the entire length, and air is inserted at the bottom of the ship.
In the present invention, the running resistance is reduced.
In order to reduce the running resistance in either direction of the tail, the fumarole
The mouth is placed on both the bow and the tail, and the one from the frontal side blows out and the bottom of the ship
Create an air layer or bubble layer over the entire length of the recess
It has a mechanism that selectively opens and closes according to the sailing direction, and it also projects at the bottom of the ship.
The one on the rear side is for high-speed cruising, such as being installed so that there are no artifacts
It is configured so that it does not become a resistance at
Adapting to the hull system of conventional bodyless and catamaran
In use, the structure is the same as that of the present invention except that the bottom fumarole is excluded.
It is a success. As described above, the hull and propulsion mechanism are symmetrical with each other.
Since there is no distinction between ship and stem, the term in this specification
For convenience of explanation, regarding the parts and direction of the ship itself,
"Fore" and "stern" are changed to "front" depending on the direction of travel.
For the thrust direction of the thruster, use the "head" and "rear"
・ "Back push"("Frontpush" for braking) is used. The propeller is a propeller type
In (), the fixed pitch type is used.
With the front of the wing facing the center of the hull,
Force is generated in the same direction on the bow and tail, and the left and right floats are
The opposite direction. A jet pump type propeller is adopted.
In the case of
Turn toward the center of the body (suction port toward the center of the hull). The reduction gear is a full speed at which the rear thruster is in the forward rotation.
Steady full speed with bottom-bottom fumes by full-power boosting of the rotation speed nf
When navigating, the propulsion device on the frontal side is the running water velocity Vs at the ship speed.
Slightly faster than idling rotation speed ns (theoretical value) for reverse rotation at
Reduction ratio i = nr /
have nf. The clutch disconnects "forward" and "reverse".
Replaceable and "neutral" friction operated by electromagnetic force, hydraulic pressure, etc.
With the connection mechanism, the propeller shaft is directly connected to the main shaft by "forward rotation".
Then, at full speed nf for forward rotation, the reverse gear is used for the reduction gear.
Connected and driven at reverse deceleration speed nr, in "neutral"
Rotated by a propeller that can rotate freely and receives the running water velocity Vs
Spins to ns. Driven by the main engine directly or via the main reducer
To the driven main shaft through the above clutch and reduction gear
Connect each propulsion unit shaft and directly or with a generator by an auxiliary engine
Vessels arranged both on the fore and aft from a compression blower driven via
Supply the bottom fumarole. The rudder is a machine capable of turning head to tail (turning 180 degrees).
A balance with a structure, for example, a steering gear that can steer 360 degrees
It will be a suspension rudder. Ship maneuvering is carried out on both the fore and aft side or in the center of the bridge.
On the side of the boats on the side of the sailing direction
Key lever (on / off), cruise control lever (forward 2 steps / middle)
Standing / reverse 1 step) and berthing / turning operation lever (forward / backward movement,
Lateral movement and turning). It should be noted that instead of the clutch and the reduction gear described above ([0014], [0013]), the main
A clutch between the shaft and each propeller shaft and each propeller shaft are electrically driven
With the aircraft in place, when sailing, use the clutch "contact" on the rear side.
The propulsion device is driven by the main engine at the forward full speed nf, and the frontal side
The electric motor in which the propulsion device is controlled to the reverse rotation deceleration rotation speed nr as described above ((1)) by the clutch "disengaged"
It may be configured to be driven or idle freely. OPERATION The propulsion device of the bidirectional cruise ship constructed as described above.
The device has the following effects. On the front console, turn the key lever to "ON"
And turn the rudder of each rudder in the direction of travel (front side when viewed from the console)
Moreover, various signal lights and flags are lit and displayed according to the traveling direction.
Forward and forward with the navigation lever, low speed (no bottom bottom fumes), forward
High speed (combined with bottom fumes), coasting deceleration and reverse braking or reverse
Operate at low speed (no bottom bottom fumes) and steering. During normal high-speed cruising (when operating lever "Forward 2")
Propulsion on the frontal side (front side when viewed from the operator's console) for ship bottom fumes
Reversing device is slightly faster than its idling speed ns (theoretical value)
It is driven by a slight force forward at the deceleration speed nr.
The water velocity Vr of the thruster is almost higher than the running water velocity Vs of the ship speed.
Since there is no hull resistance increase, there is almost no increase in forward rotation speed n
driven by high-speed water flow Vf
Force) on the rear side (rear side when viewed from the console) of the thruster efficiency
Does not lower. When the thruster is a water jet type, steady state
During high-speed running, the frontal thruster is driven by a slight force front pulling drive.
A reverse flow of water is jetted from the bottom to the bottom of the ship, but the water velocity is
Cross section between nozzle and suction port at a value Vr that is slightly faster than the degree Vs
It is a fairly small value multiplied by the product ratio An / As, and is it frontal
As they mix with the running water flow along the side floating body
Since it also diffuses to the outer surface, the flow velocity of water in contact with the hull increases and
Increased resistance of hull due to turbulence of flow regime and thruster effect on rear side
The decrease in the rate is extremely slight. The wing of the propulsion device has a wing surface that meets the root and the tip.
The pitch angle is changed so that the pitch length is the same for each radius.
Therefore, the flow condition is disturbed by the running water flow (velocity Vs) from the front of the wing.
Instead, it spins efficiently and is driven by the slight force forward pulling at the above-mentioned rotation speed nr.
Avoiding the propulsion device itself from becoming a resistance to sailing,
Without disturbing the streamline, its driving power is the forward pulling power
Extremely small value including mechanical loss of bearings and gears of the shaft
Is. In both directions, both bow and stern
Since the rudder of the rudder of the
Since the flow condition along the rudder is good, the rudder stability is good and the resistance is small.
In addition, the rudder on the rear side is the high-speed water flow (velocity Vf) of the thruster.
The rudder on the frontal side has a good running effect because
(Velocity Vs), so it is quite effective in high-speed cruising.
And, it assists in turning and improves the turning performance of the ship. When accelerating when leaving a port, the frontal propulsion device is also wing-back.
Surface to generate thrust to help accelerate the ship,
Propulsion on the rear side because the resistance of the central floating body is added without bottom fumes
The ratio nf / Vs of the vessel rotation speed to the ship speed is high with the bottom fumes.
Since it is larger than when traveling, the frontal thruster also has its idling speed.
Rotate somewhat faster than ns to generate thrust Pr,
The driving horsepower of the
Since Vr is not much higher than the running water velocity Vs,
The resistance increase is small, and it generates full-thrust thrust Pf by rotating at full speed.
The decrease in the efficiency of the thruster on the rear side is also slight.
In addition, the low-speed running is a short time (number of times) of entering and leaving the port and passing through narrow waterways.
Therefore, the impact on fuel consumption is extremely small. In normal reverse braking before berthing, etc., the operating lever is
Back to "forward 1" and slow braking by closing the bottom bottom fumes.
"Stand", decelerate the coaster by idling the propulsion device, decelerate, and then operate the operating lever.
When switching to "reverse", the clutch on the frontal side moves to the forward rotation side.
The thruster is driven at full speed nf in forward rotation and the total thrust P is efficient.
Push forward with f, the clutch on the rear side remains neutral, and the thruster
Forced the ship by receiving the running water flow Vs from the back of the wing and spinning it
Brake. The operating lever is set to "forward 1" or "neutral".
Back to the left, the rudder on both sides of the bow and
Use the rudder (button operation at the end of the operating lever, etc.)
Kill and help the above-mentioned slow braking and coasting deceleration with the force component in the vessel core direction
Good. Emergency reverse braking such as danger avoidance during running
Suddenly operate the operation lever from "forward" to "reverse",
With the reverse operation similar to that described in [0026], the frontal thruster
Sudden braking of the ship by concentrating the main engine output on the
And the running water flow (velocity V
In s), the rear side (the idle thruster does not disturb the flow regime)
The rudder on the frontal side raises the thrust of the propulsion device during the middle and latter half of braking.
It works well in response to the fast water flow Vf (however, steering is the opposite of that during sailing)
Direction) and adjustment of the main engine speed of the left and right floating bodies
It is possible to maintain the course and turn even during sudden braking.
It Even in reverse braking, the rudder remains in the traveling state described in the above item [0020], and the rudder and tail turns are operated.
Since there is no such thing, the one on the frontal side steers the high-speed water flow Vf of the thruster.
Received for a short time (usually a few seconds, a few minutes with emergency braking)
Moreover, in normal braking, the propulsion device rotates at low speed, resulting in poor flow conditions.
The problems such as vibration and instability due to
Excessive sailing due to continued low speed forward or high speed sailing
If the rudder head-to-tail reversal that takes time (more than ten seconds or more) in the state is
It is better not to. At the operation lever "neutral", take off and landing and turn
Use the control lever to put both clutches in the "forward" side,
・ For both tails, the thruster is rotated in the forward direction to offset the thrust.
However, if the main engine speed is adjusted and the rudder is in the different direction or in the same direction,
Or, it is possible to move smoothly and swiftly by turning the steering wheel in combination with both.
(Left / Right) or Turn (Left / Right) or Both
A combination of vessels can be operated, and one of the clutches
Forward / backward movement is possible by adding and removing operations on the forward rotation side.
It is possible to make a quick turn at the time of fine movement maneuvering and port entry / exit. Propulsion of both sides during takeoff and landing and turning operations
Propulsion device for generating high-speed water flow in front of the wing of the vessel and applying it to the rudder
Powerful and adjustable (zero) due to good efficiency and steering
Acts as a side thruster with lateral thrust PL of
However, since it is located at both ends of the hull, the parallelism of lateral motion and turning mode
Because the size of the ship is large, it is possible to operate the ship smoothly and quickly.
It Fine movements in combination with lateral movement and turning
The ship can also be operated with a floating propeller and rudder on one side.
Is a diagonal thruster (front of the floating body in the turning direction and the other
The main engine output is concentrated on each of the rear side of the body)
Propulsion thrust P is obtained by steering at full speed (backward thrust).
The turning moment M = Pf × S due to f and the side float core width S is
You can join and do it more quickly. Reverse rotation control in any cruising direction
The direction of rotation of the main engine is always the same, including dynamic, lateral, and steering.
There is no need to stop the main engine or start reverse rotation during operation.
Is. EXAMPLE A bi-directional (two-headed boat) calf as an example
Jerry will be described with reference to the drawings. 1 and 2, the left and right sides of the central floating body 1
The side floating body 2 is arranged on each side, and the bow and tail of each floating body are located in the center of the hull.
And the same streamlined shape that is symmetrical, and the entire upper surface of the central floating body 1
The cargo deck (vehicle deck) 3 of the
The ramp gates 4a and 4b are arranged so that the vehicle can be loaded on its own.
・ Get off. At the tail of the bottom 5 of the central floating body 1,
The rectifying fins 7 are arranged over the entire length of the fumaroles 6a and 6b,
Compressed air blowers 8a and 8b are installed on the bow and tail of the floating body 2, respectively.
And the air supply pipes 9a and 9b, respectively, for the fumaroles 6a and 6b.
Lead to. The fumes of the fumaroles 6a and 6b are in the center of the hull.
Facing toward the frontal side (for example, when sailing to the bow side
An air layer is formed over the entire length of the ship bottom 5 by injecting fumes from the fumaroles 6a).
Or, the bubble layer 10 is created and the tail side (for example, the bow side)
In case of sailing, the fumarole 6b) is closed,
For example, the shape should be such that it does not project on the bottom of the ship so that it does not protrude. Propellers are attached to the submerged parts of the bow and tail of the floating body 2 on each side.
11a, 11b and rudder 13a, 13b in the center of the hull
5 and 6 for the propeller type.
So that the wing front faces 12f of the propulsion devices 11a and 11b, respectively.
To the center side of the hull (the wing rear surface 12r faces the center side of the hull)
In case of jet pump type, as shown in Fig. 1 (b)
Nozzle 12n of each thruster 11a, 11b
Toward the center of the body (the inlet 12s faces the center of the hull),
The rudder head 14f of each rudder 13a, 13b (round section is rounded)
Direction) and rudder 14r (cross section is blade type) 180
A steering gear 15 that can be inverted once is arranged. Inside each side floating body 2, the propeller shaft 1
6a and 16b are reduction gears with clutch 17a,
17b, the main engine 20 through the main speed reducer 19 and the rotation speed n
Speed reducer 1 with a clutch connected to the main shaft 18 driven by f
As shown in FIG. 3, 7a and 17b are clutches, respectively.
21 and reduction gear 22 (driving gear 22a, intermediate gear 22
b, 22c, 22d, driven side gear 22e)
The clutch 21 operates in the forward rotation F side and the gear 22a
It is pressed against the integrated counter plate 21f and directly connected to the main shaft 18 to rotate at full speed.
nf operates in the forward rotation and the reverse rotation R side to form a pair with the gear 22e.
The plate is pressed against the plate 21r and the deceleration speed nr is passed through the reduction gear 22.
Switch to reverse, and both facing plates 21f, 2
While idling the propeller shafts 16a, 16b away from 1r
The reduction gear 22 has a mechanism having a vertical N, and the reduction gear 22 has a reduction ratio i = n.
r / nf (see [0013] above) and driven gear 22e are drive gears 22.
It has a gear train that rotates in the opposite direction to a. Onboard electricity including the power of the compression blowers 8a, 8b
A generator 23 and an auxiliary engine 24 are used as a source for starting the main engine.
As an air compressor 25, the pressure of the air tank (not shown)
With the clutch 26 that automatically engages / disengages with the
Tie. The generator 23 keeps the main engine 2 running during steady high speed running.
0 to drive or auxiliary engine 24 to the main engine 20
Energize and disconnect from the main reducer 18 while in and out of port and when the ship is stopped.
Each clutch 2 is driven by the auxiliary engine 24.
It is better to connect with 7 and 28.
It is possible to operate in parallel by connecting an electric circuit (not shown) between the side floats.
However, the main engine is also equipped with a clutch 29, and should either side
When the main engine of the floating body fails, disconnect the main engine of the failure
The electric power from the generator of the other side floating body,
As a preliminary cruising power that assists the auxiliary engine 24
It operates at the number of rotations that suits the load, and the turning motion is
It is better to avoid Start / stop of the main engine 20 and the auxiliary engine 24
Drive a generator 23 by using another operation panel (not shown)
To obtain the onboard power supply and drive the air compressor 24 to
Accumulation of pressure (not shown), operation of various accessories, main engine 2
Start 0 and wait for flight. The above-described clutched reduction gears 17a, 17b
At the switching clutch 21, as shown in FIG.
Instead, the single clutch (contact / disengagement) 30 is attached to the reduction gear 22.
Instead, place the electric motor 31 on each thruster shaft, and
Latch 30 "contact" to move the propeller (eg 11b) to full speed n
Driven by f to idle the electric motor 31, the frontal clutch 30
When "detached", the electric motor 31 is idled by the propulsion device (for example, 11a).
It is controlled to a fine force drive with a rotational speed nr which is slightly faster than the speed ns.
It may be a mechanism that will
Required between the front and rear thrusters depending on the ship maneuvering condition
Even if the speed ratio (i = nr / nf) changes, electricity will be optimal.
The main engine for the rear thruster
This is convenient because the output can be more concentrated. In FIG. 1 (a), both the bow and the tail of the bridge
32a and 32b are facing the bow and tail respectively.
The operation consoles 33a and 33b, and as shown in FIG.
When sailing to the bow side, use the console 33a, as shown in Fig. 6 (c).
As described above, when sailing to the stern side, operate the ship on the console 33b.
U. In FIG. 5, the surfaces of the consoles 33a and 33b
Key lever shaft 34 (on / off), cruise control lever 36
(Forward 2, Forward 1, Neutral, Reverse), Lever Operation Lever 3
7 and the turning operation lever 38 are arranged, and the key lever 35 is
Carry the key lever with the captain when he / she gets on / off the boat and changes the traveling direction.
-Attach to the shaft 34 to open the boat maneuvering as shown in Figs.
Start. The cruise control lever 36 is pushed to "forward 1".
All notches including "forward 2", pull "reverse" and "neutral"
Can be steered (steering / face rudder) by tilting sideways with
Forward / backward traveling as shown in (c) and reverse rotation as shown in Fig. 6 (b).
And the cruise control lever 36 is in the neutral position,
As shown in Fig. 7 (a), operate the berthing and landing operation lever 37 back and forth.
Operate the lever 37 left and right by operating the clutch at a slow speed.
Operation or turning lever 38 to the left and right
Propellers 11a, 1 by the clutch operation such as 7 (b) (c)
Both 1b are normally rotated, and rudder heads 14f of rudders 13a and 13b
Fig. 7 (b) shows that the ship is steered in different directions to move the ship at a slow speed.
As shown in 7 (c), steer in the same direction and turn the ship.
The main engine speed and the operating angle of the levers 37 and 38 respectively
Adjust the lateral thrust by increasing / decreasing the rudder angle as well.
Operate the bar simultaneously to combine the steering directions of both rudders and
Can be operated in combination with Muko. Depending on the size of the ship, such as a small ship, the main shaft 18
Deceleration with clutch or double shaft main engine 20
The machines 17a and 17b are installed in the main speed reducer 19, and compressed air is blown.
Machines 8a and 8b are integrated into one unit, together with the generator 23, an auxiliary machine.
It is directly driven by the seki 24, and the air supply pipes 9a and 9b are used to
A simple structure may be adopted such that it is guided to the fumaroles 6a and 6b.
(Not shown). Depending on the size of the ship, such as small ships, the ship may be placed in the center of the ship.
When arranging the bridge 32, the operator console 33 is a turntable.
A machine that is installed and turns the rudder head-to-tail according to the sailing direction
Or the operator console 33 is divided into left and right
With the swivel chairs arranged, the captain turned 180 degrees and turned to the running direction.
3 way key lever (forward / off / reverse) 35
Put it in the opposite direction, and use the forward and reverse symmetry
It can be configured to perform the same operation as described above (Fig.
(Not shown). The present invention is constructed as described above.
Since it is formed, it has the following effects. The submersible shape of the hull and the propulsion unit and rudder
・ Since it is arranged symmetrically on the tail, it is exactly the same on either side.
It is able to sail, and the thrust of the propulsion unit is the full thrust, depending on the direction of travel.
Boost frontal force by pushing forward to reduce main thrust and drive main engine output
Concentrate on the rear side with good efficiency, and the rudder is on the rear side or frontal side
In both cases, the rudder turns in the direction of flight, so the resistance of the hull and rudder
Propulsion efficiency is kept good without any increase in resistance
The rate and energy efficiency are good, and the flow conditions related to rudder are both
Good, good stability of the rudder, good steering effect on the rear tail
On the side, the rudder is quite effective during high speed sailing. Vessel bottom fumaroles arranged on both sides of the center floating body
Open the frontal one according to the direction of flight
So, when sailing to either side, the air layer
Or because it creates bubbles to significantly reduce the running resistance,
In both directions, the main engine capacity is high without significant increase.
Speeding is possible. The operation of the two-way boat
As the captain moves between bridges on the ship
Operate the lever to change the direction of travel and immediately move to reverse.
In particular, it is possible to carry all the cargo decks on the bow and tail.
It has a ramp gate and the vehicle gets on and off promptly just by moving forward.
With a car ferry that can be operated, it is extremely convenient for operation
It Generally, it is possible to reduce the running resistance significantly
For high-speed ships that have reduced engine capacity, the inertia / running resistance ratio
That is, the inertia / thrust ratio is large, and the distance / time of emergency reverse braking is large.
Although it becomes longer, in the propulsion device of the present invention, the propulsion device on the frontal side is effective by reverse braking as described above ([], [0028]).
Efficiently braking with a strong front thrust, rudder both front and rear tail
It is effective for maintaining the course and turning even during sudden braking.
Therefore, it is advantageous in terms of traffic safety such as collision prevention. When operating between two ports with main loading, the ship is
Since no turning is required, the deceleration distance before berthing is shortened and
Average cruising speed / steady high-speed cruising as it can be accelerated immediately after leaving the shore
The running speed ratio is large, and it is especially effective in continuous return operation.
The rate is high, and it is extremely advantageous for safe ship operation in a narrow port.
It In addition to the basic characteristics of bidirectional sailing described above,
Both the front and rear propulsion units are both forward and rudder steered.
Lateral movement of the hull with powerful and adjustable lateral thrust
And a large turning moment allows rotational movement.
It is easy to take off and landing on a bridge, and it quickly turns even when it is stopped.
It is possible, and is an unavoidable success on the way or on an extended route.
Even if there is a change in the operating efficiency, the decrease in operational efficiency is extremely small, and the safety inside the port
Very convenient for maneuvering. The speed reducer with a clutch generates a back thrust.
The forward / full speed side clutch pair plate 21f related to the propulsion device is fully negative.
In addition to the torque capacity for load power transmission,
The latch pair plate 21r and the reduction gear 22 are associated with the front pulling of the frontal thruster during acceleration as described above ([2]).
Except that the load is excessively applied, it is driven by a slight force that is close to the idling load.
Therefore, a small capacity is sufficient for both strength and life, and
The electric motor 31 arranged on the propeller shaft instead of the speed gear 22 is
Since the load of the front pull can be avoided by electric control, the volume is still small.
Since only a small amount is required, the mechanism is simple and compact and inexpensive.
It is convenient for the space of the engine room and the ship price.
It

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a vertical cross-sectional view of a ship in an embodiment, in which the right side of the drawing is the bow direction, and (a) shows the entire structure even when a propeller is a propeller type. , (B) mainly shows the place where the propeller is replaced with a jet pump type. FIG. 2 is a cross sectional view of a ship according to an embodiment. FIG. 3 is a diagram showing a mechanism of a reduction gear with a clutch including a clutch and a reduction gear according to an embodiment. FIG. 4 is a diagram showing a mechanism of a reduction gear unit with a clutch including a clutch and an electric motor in the embodiment. FIG. 5 is a diagram showing an operator console for marine vessel manipulating in the embodiment. FIG. 6 shows the operating states of the clutch, the propulsion device and the rudder in the embodiment, (a) is forward traveling, (b) is reverse braking, (c).
Shows the case of reverse traveling. FIG. 7 shows operating states of a clutch, a propulsion device and a rudder in the embodiment, (a) is a front-back movement, (b) is a lateral movement, and (c) is a turning case. FIG. 8 is a diagram showing an operation comparison between a bidirectional traveling ship and a conventional unidirectional traveling ship in a car ferry. [Explanation of Codes] 1 central floating body, 2 side floating body, 3 loading decks 4a, 4b ramp gate 5 bottom surface of central floating body, 7 rectifying fins 6a, 6b fumaroles 8a, 8b compression blower, 9a, 9b air supply pipe 10 air layer or Bubble layer 11a, 11b Propulsion device 12f Blade front surface, 12r Blade rear surface 12n Nozzle, 12s Suction port 13a, 13b Rudder 14f Rudder head, 14r Steering wheel, 15 Steering gear 16a, 16b Propulsor shaft 17a, 17b Reduction gear with clutch 18 Main shaft, 19 main reducer, 20 main engine, 21 clutch (F "normal rotation", N "neutral", R
"Reverse rotation" 21f, 21r Clutch pair plate 22 Reduction gear (22a Drive side gear, 22b, 22
c, 22d Intermediate shaft gear, 22e Driven side gear 23 Generator, 24 Auxiliary engine, 25 Air compressor 26, 27, 28, 29 Clutch 30 Clutch ("contact", "disengagement") 31 Electric motor 32a, 32b Bridge 33a , 33b Operation console 34 Key lever shaft, 35 Key lever 36 Traveling operation lever 37 Landing and berthing operation lever, 38 Turning operation lever WL Waterway line An Nozzle cross-sectional area, As Suction port cross-sectional area F Forward rotation, R Reverse rotation, N Neutral ns Propulsion device Rotation speed (idling) nf Propulsion machine rotation speed (normal rotation), nr Propulsion machine rotation speed (reverse rotation) Vs Running water flow velocity Vf Propulsion water flow velocity (normal rotation), Vr Propulsion water flow velocity (reverse rotation) Pf Propulsion thrust (Forward rotation), Pr Propulsion thrust (reverse rotation) PL Rudder lateral component S side floating body core width

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Internal reference number FI Technical display location B63H 11/04 B63H 11/04 21/17 21/17 25/00 25/00 Z

Claims (1)

Claims: 1. Propellers and rudders are arranged symmetrically with respect to the center of the hull on both sides of the bow, and the wing fronts of both propellers are oriented toward the anti-center side of the hull. It was configured to drive in forward rotation at full speed to generate thrust in the backward direction, and to reduce the frontal thruster to a value slightly faster than the idling rotation speed at the running water flow velocity to drive in reverse. , Propulsion device for two-way cruise ship. 2. The rudder arranged as described in claim 1 is a mechanism capable of reversing the rudder head, and the rudder heads of both rudders are directed toward the frontal side in any traveling direction, Propulsion device for bidirectional vessels. 3. A propulsion device and a rudder arranged as described in claim 1, both of which are forward rotation to generate a lateral thrust force by driving in a thrust thrust canceling direction and both steering, and a lateral side of the hull. A propulsion device for a two-way cruise ship that is also capable of moving and turning. 4. In order to drive the propulsion device as set forth in claims 1 and 3, a clutch and a reduction gear are provided between the propulsion device shafts at both the fore and aft and the main shaft driven by the main engine. Each of them is arranged between them, and is configured to drive by switching between forward rotation / full speed and reverse rotation / deceleration and to make the thruster idle freely at neutral, or a clutch is provided between both thruster shafts and the main shaft. The electric motors are arranged on both propulsion shafts, and the clutch is engaged to drive the main engine in forward rotation at full speed.
A propulsion device for a two-way cruise ship that is configured so that it can be driven to reverse / decelerate or idle by an electric motor when the clutch is disengaged. 5. The fumaroles are arranged on both the fore and aft of a hull having an inverted concave cross section and a symmetry of the fore and aft, and in any of the traveling directions, fumes are ejected from the frontal fumaroles to cover the bottom of the ship over the entire length of the ship. A propulsion device for a two-way cruise ship, configured to create an air layer or a bubble layer in a recess.