JPWO2017183150A1 - Ship propulsion device - Google Patents

Ship propulsion device Download PDF

Info

Publication number
JPWO2017183150A1
JPWO2017183150A1 JP2018512716A JP2018512716A JPWO2017183150A1 JP WO2017183150 A1 JPWO2017183150 A1 JP WO2017183150A1 JP 2018512716 A JP2018512716 A JP 2018512716A JP 2018512716 A JP2018512716 A JP 2018512716A JP WO2017183150 A1 JPWO2017183150 A1 JP WO2017183150A1
Authority
JP
Japan
Prior art keywords
propeller
rudder
ship
appendage
diameter
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP2018512716A
Other languages
Japanese (ja)
Other versions
JP6793186B2 (en
Inventor
聖始 増田
聖始 増田
竹春 藤澤
竹春 藤澤
豊 山内
豊 山内
水野　滋也
滋也 水野
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Japan Marine United Corp
Original Assignee
Japan Marine United Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Japan Marine United Corp filed Critical Japan Marine United Corp
Publication of JPWO2017183150A1 publication Critical patent/JPWO2017183150A1/en
Application granted granted Critical
Publication of JP6793186B2 publication Critical patent/JP6793186B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/28—Other means for improving propeller efficiency

Abstract

プロペラ２の後方に配した舵３の前縁におけるプロペラ２の高さ位置に、プロペラ２のハブ渦を低減するための付加物４を設置する。舵３の前縁とプロペラ２の翼中心との距離Ｌ１はプロペラ２の径Ｄの３０％以上６０％以下とし、付加物４の前端とプロペラ２の後端との距離Ｌ２は５０ｍｍ以上３００ｍｍ以下とする。An appendage 4 for reducing the hub vortex of the propeller 2 is installed at the height position of the propeller 2 at the front edge of the rudder 3 disposed behind the propeller 2. The distance L1 between the front edge of the rudder 3 and the blade center of the propeller 2 is 30% to 60% of the diameter D of the propeller 2, and the distance L2 between the front end of the appendage 4 and the rear end of the propeller 2 is 50 mm to 300 mm. And

Description

本発明は、船舶の推進装置に関する。   The present invention relates to a ship propulsion device.

プロペラを用いた船舶の推進装置として、プロペラの回転に伴い発生するハブ渦を低減し、推進効率の向上を図る目的で、プロペラ後方の舵に付加物を備えたものが従来知られている。例えば、下記の特許文献１には、プロペラの後方に配した舵の前縁のプロペラ軸線上の位置にバルブと左右一対のフィンを備えた船舶の推進性能向上装置が記載されている。また、下記の特許文献２には、左右舷の各プロペラ後方の舵にそれぞれバルブとフィンを備えた２軸２舵のツインスケグ船が記載されている。   As a marine vessel propulsion apparatus using a propeller, there has been conventionally known a propulsion device provided with an appendage to a rudder behind the propeller for the purpose of reducing the hub vortex generated with the rotation of the propeller and improving the propulsion efficiency. For example, Patent Document 1 described below describes a ship propulsion performance improving device including a valve and a pair of left and right fins at a position on the propeller axis of the front edge of a rudder disposed behind the propeller. Patent Document 2 below describes a twin-skeg ship with two shafts and two rudder provided with a valve and a fin on the rudder behind the left and right propellers.

特開平１１−１３９３９５号公報JP 11-139395 A 特開２０１５−１６６２１８号公報JP-A-2015-166218

こうしたバルブやフィンといった付加物は、プロペラの後方に舵の設置された船舶であれば用途や種類を問わず、舵を支持体としてプロペラの後方に配置できる。例えば、砕氷船や耐氷船といった船舶の舵にも、同様の付加物を設置することができる。   Such an adjunct such as a valve and a fin can be arranged behind the propeller with the rudder as a support, regardless of use or type, as long as the ship has a rudder installed behind the propeller. For example, a similar addition can be installed on the rudder of a ship such as an icebreaker or an ice-resistant ship.

しかしながら、砕氷船や耐氷船の場合、通常の船舶と比較して、舵をプロペラから離間させて配置する必要がある。船体後方に流れてきた氷が、プロペラと舵の間に挟まってプロペラの回転の妨げとなることを防止するためである。   However, in the case of an icebreaker or an ice-resistant ship, it is necessary to dispose the rudder away from the propeller as compared with a normal ship. This is to prevent the ice flowing behind the hull from interfering with the propeller and the rudder and hindering the rotation of the propeller.

このため、砕氷船や耐氷船では、舵に通常の船舶と同様の付加物を備えたとしても、該付加物とプロペラとの距離が開いてしまい、ハブ渦の低減効果を多種の船舶と同様の水準では得ることができない。一方で、砕氷船や耐氷船では、氷海を航行する際、氷の抵抗によりボラード状態となったプロペラに強いハブ渦が発生する。プロペラの馬力を抑えるには、このハブ渦を低減することが望ましいが、従来の砕氷船や耐氷船では、上述の如くプロペラから離間した位置に付加物が配置されており、この強いハブ渦を効果的に抑制することができないのである。氷海航行時に限らず平水中を航行時においても、やはり舵とプロペラの離間配置のため、ハブ渦の抑制には限定的な効果しか発揮できない。このように、砕氷船や耐氷船のような船舶においては、舵とプロペラの離間配置が推進効率の向上を妨げる要因となっていた。   For this reason, even in icebreakers and ice-resistant vessels, even if the rudder is equipped with an appendage similar to a normal ship, the distance between the appendage and the propeller increases, and the effect of reducing the hub vortex is the same as that of various ships. This level cannot be obtained. On the other hand, in icebreakers and ice-resistant vessels, when navigating the ice sea, a strong hub vortex is generated in the propeller that is in a bollard state due to ice resistance. To suppress the propeller horsepower, it is desirable to reduce this hub vortex. However, in conventional icebreakers and ice-resistant vessels, as described above, additional items are arranged at positions away from the propeller, and this strong hub vortex is It cannot be effectively suppressed. Not only when navigating in the ice, but also when navigating in flat water, the rudder and propeller are separated from each other. As described above, in a ship such as an icebreaker or an ice-resistant ship, the disposition of the rudder and the propeller is a factor that hinders the improvement of propulsion efficiency.

本発明は、斯かる実情に鑑み、プロペラと舵が離間配置された船舶におけるプロペラの推進効率を向上し得る船舶の推進装置を提供しようとするものである。   In view of such circumstances, the present invention intends to provide a marine vessel propulsion device that can improve propeller propulsion efficiency in a marine vessel in which a propeller and a rudder are spaced apart.

本発明は、プロペラの後方に配した舵の前縁における前記プロペラの高さ位置に、前記プロペラのハブ渦を低減するための付加物が設置され、前記舵の前縁と前記プロペラの翼中心との距離は前記プロペラの径の３０％以上６０％以下であり、前記付加物の前端と前記プロペラの後端との距離は５０ｍｍ以上３００ｍｍ以下である船舶の推進装置にかかるものである。   In the present invention, an appendage for reducing a hub vortex of the propeller is installed at a height position of the propeller at a front edge of the rudder disposed behind the propeller, and the front edge of the rudder and the blade center of the propeller are installed. The distance between the propeller and the propeller is 30% or more and 60% or less, and the distance between the front end of the appendage and the rear end of the propeller is 50 mm or more and 300 mm or less.

本発明の船舶の推進装置において、前記付加物は、船体方向に延びる中心軸と直交する方向に円形の断面を有し、その後部には後端側に向かって径が小さくなる紡錘形の形状を有してなることが好ましい。   In the marine vessel propulsion apparatus according to the present invention, the appendage has a circular cross section in a direction orthogonal to the central axis extending in the hull direction, and a spindle-shaped shape whose diameter decreases toward the rear end side at the rear part. It is preferable to have.

本発明の船舶の推進装置において、前記付加物は、最大径が前記プロペラの径に対して１０％以上４０％以下であり、船体方向の長さが前記プロペラの径に対して４０％以上７０％以下であることが好ましい。   In the marine vessel propulsion apparatus according to the present invention, the additional material has a maximum diameter of 10% to 40% with respect to the propeller diameter, and a length in a hull direction of 40% to 70% with respect to the propeller diameter. % Or less is preferable.

本発明の船舶の推進装置は、砕氷船又は耐氷船に適用することができる。   The ship propulsion apparatus of the present invention can be applied to an icebreaker or an ice-resistant ship.

本発明の船舶の推進装置によれば、プロペラと舵が離間配置された船舶におけるプロペラの推進効率を向上し得るという優れた効果を奏し得る。   According to the marine vessel propulsion device of the present invention, it is possible to achieve an excellent effect that the propeller propulsion efficiency in the marine vessel in which the propeller and the rudder are spaced apart can be improved.

本発明の実施による船舶の推進装置の形態の一例を示す図である。It is a figure which shows an example of the form of the propulsion apparatus of the ship by implementation of this invention. 本発明の実施による船舶の推進装置の形態の別の一例を示す図である。It is a figure which shows another example of the form of the propulsion apparatus of the ship by implementation of this invention. 本発明の実施による船舶の推進装置の形態のさらに別の一例を示す図である。It is a figure which shows another example of the form of the propulsion apparatus of the ship by implementation of this invention.

以下、本発明の実施の形態を添付図面を参照して説明する。   Embodiments of the present invention will be described below with reference to the accompanying drawings.

図１は本発明の実施による船舶の推進装置の形態の一例を示すものである。砕氷船又は耐氷船である船舶１の船尾にプロペラ２が設置され、該プロペラ２の後方には舵３が配置されている。舵３の前縁には、プロペラ２の高さ位置にプロペラ２によるハブ渦を低減するための付加物４が設置されている。   FIG. 1 shows an example of the form of a ship propulsion device according to the present invention. A propeller 2 is installed at the stern of a ship 1 that is an icebreaker or an ice-resistant ship, and a rudder 3 is disposed behind the propeller 2. At the front edge of the rudder 3, an appendage 4 for reducing a hub vortex caused by the propeller 2 is installed at a height position of the propeller 2.

砕氷船又は耐氷船である船舶１では、図１中に示す如く、一般的な船舶と比較してプロペラ２と舵３が離間して配置されている。そして、本実施例の場合、プロペラ２に発生するハブ渦を低減するための付加物４が、舵３の前縁からプロペラ２に向かって大きく突出するように配置されている。   In the ship 1 that is an icebreaker or an ice-resistant ship, as shown in FIG. 1, the propeller 2 and the rudder 3 are arranged apart from each other as compared with a general ship. In the case of the present embodiment, the appendage 4 for reducing the hub vortex generated in the propeller 2 is arranged so as to largely protrude from the front edge of the rudder 3 toward the propeller 2.

ここに示した例では、付加物４は、船体方向に延びる中心軸と直交する方向に円形の断面を有する物体であり、その後部は、後端側へ向かうほど径が小さくなる紡錘形に構成されている。中心軸の位置は、プロペラ２の軸線と一致するように設定されている。   In the example shown here, the appendage 4 is an object having a circular cross section in a direction orthogonal to the central axis extending in the hull direction, and the rear portion is configured in a spindle shape whose diameter decreases toward the rear end side. ing. The position of the central axis is set to coincide with the axis of the propeller 2.

プロペラ２に対する舵３、及び付加物４の配置について説明する。舵３は、上述の如くプロペラ２の後方に配置されており、舵３の前縁とプロペラ２の翼中心との間の距離Ｌ１は、プロペラ２の径Ｄのおよそ４４％と大きく設定されている。このように舵３をプロペラ２から離間させて配置することで、船尾に流れてきた氷がプロペラ２と舵３の間に挟まってプロペラ２の回転を妨げることを防止している。   The arrangement of the rudder 3 and the appendage 4 with respect to the propeller 2 will be described. The rudder 3 is disposed behind the propeller 2 as described above, and the distance L1 between the front edge of the rudder 3 and the blade center of the propeller 2 is set to be as large as about 44% of the diameter D of the propeller 2. Yes. By arranging the rudder 3 away from the propeller 2 in this way, it is possible to prevent the ice flowing to the stern from being sandwiched between the propeller 2 and the rudder 3 and preventing the propeller 2 from rotating.

付加物４は、船体方向の長さがプロペラ２の径Ｄの約５６％であり、径はプロペラ２の径Ｄの約２５％に設定されている。このような寸法の付加物４が、舵３の前縁からプロペラ２の後端近傍に向かって突出しており、プロペラ２の後端と付加物４の前端の間の距離Ｌ２は約１００ｍｍと小さくなっている。こうして、本実施例では、プロペラ２と舵３の間を離間させつつ、プロペラ２後方の該プロペラ２に近い位置に付加物４を配置し、プロペラ２のハブ渦を効果的に低減するようにしている。   The length of the appendage 4 in the hull direction is about 56% of the diameter D of the propeller 2, and the diameter is set to about 25% of the diameter D of the propeller 2. The appendage 4 having such dimensions protrudes from the front edge of the rudder 3 toward the vicinity of the rear end of the propeller 2, and the distance L2 between the rear end of the propeller 2 and the front end of the appendage 4 is as small as about 100 mm. It has become. Thus, in this embodiment, while the propeller 2 and the rudder 3 are separated from each other, the appendage 4 is disposed at a position near the propeller 2 behind the propeller 2 to effectively reduce the hub vortex of the propeller 2. ing.

ここで、舵３の前縁とプロペラ２の翼中心との距離Ｌ１は、近すぎると氷がプロペラ２と舵３の間に挟まるリスクが大きくなる一方、遠すぎても舵３の機能が十分に発揮できない。こうしたことから、距離Ｌ１はプロペラ２の径Ｄの３０％以上６０％以下に設定することが好ましく、より好ましくは４０％以上５０％以下である。一方、付加物４の前端とプロペラ２の後端との距離Ｌ２については、広すぎると十分にハブ渦を抑制することができず、また、プロペラ２と付加物４の間に氷が挟まる虞も生じるので、この距離Ｌ２は付加物４とプロペラ２とが互いに干渉しない程度に小さいことが望ましい。よって、距離Ｌ２は、５０ｍｍ以上３００ｍｍ以下程度に設定することが好ましい。   Here, if the distance L1 between the front edge of the rudder 3 and the wing center of the propeller 2 is too close, the risk of ice being caught between the propeller 2 and the rudder 3 increases, but if the distance is too far, the function of the rudder 3 is sufficient. It cannot be demonstrated. Therefore, the distance L1 is preferably set to 30% to 60% of the diameter D of the propeller 2, and more preferably 40% to 50%. On the other hand, if the distance L2 between the front end of the appendage 4 and the rear end of the propeller 2 is too wide, the hub vortex cannot be sufficiently suppressed, and ice may be caught between the propeller 2 and the appendage 4. Therefore, it is desirable that the distance L2 is small enough that the additive 4 and the propeller 2 do not interfere with each other. Therefore, the distance L2 is preferably set to about 50 mm or more and 300 mm or less.

また、プロペラ２のハブ渦を効果的に低減するためには、付加物４の径は、前端付近の最大箇所でプロペラ２の径Ｄに対し１０％以上４０％以下とすることが好ましく、より好ましくは２０％以上３０％以下である。また、付加物４の船体方向の長さは、プロペラ２の径Ｄに対し４０％以上７０％以下とすることが好ましく、より好ましくは５０％以上６０％以下である。   Further, in order to effectively reduce the hub vortex of the propeller 2, the diameter of the appendage 4 is preferably 10% or more and 40% or less with respect to the diameter D of the propeller 2 at the maximum position near the front end. Preferably they are 20% or more and 30% or less. Further, the length of the appendage 4 in the hull direction is preferably 40% or more and 70% or less, more preferably 50% or more and 60% or less with respect to the diameter D of the propeller 2.

上述の如く、径をプロペラ２の径Ｄの約２５％、長さをプロペラ２の径Ｄの約５６％に設定した付加物４を、プロペラ２後方に上記配置（プロペラ２の翼中心から、該プロペラ２の径Ｄの４４％離間した位置に舵３の前縁を配置し、プロペラ２の後端から１００ｍｍ後方に付加物４の前端が位置する配置）により設置した場合、プロペラ２の馬力が平水中で２〜３％程度、氷水中では１％程度低減されることが、本願出願人による模型試験により明らかになっている。   As described above, the additional 4 having the diameter set to about 25% of the diameter D of the propeller 2 and the length set to about 56% of the diameter D of the propeller 2 is disposed behind the propeller 2 (from the blade center of the propeller 2, When the front edge of the rudder 3 is disposed at a position separated by 44% of the diameter D of the propeller 2 and the front end of the appendage 4 is positioned 100 mm behind the rear end of the propeller 2), the horsepower of the propeller 2 It has been clarified by a model test by the applicant of the present application that is reduced by about 2 to 3% in plain water and about 1% in ice water.

尚、舵３前縁に設置する付加物としては、上述の如き形状の付加物４の他、例えば図２に示す如く、左右に張り出したフィン状の付加物５を備えても良いし、また、図１に示す如き付加物４に加えて図２に示す如き付加物５を備えることもできる。その他、プロペラ２の後方でハブ渦を低減し得るよう、舵３にはどのような形状の付加物を配しても良い。
また、図１には付加物４が前方のプロペラ２に向かって大きく突出する場合を例示しているが、これとは逆に、図３に示す如く、プロペラ６のボスキャップが後方の付加物７に向かって大きく突出するようにしても良い。図３に示した例では、プロペラ６の翼中心と舵３の前縁との距離Ｌ１は図１に示した場合と同様に大きく設定されているが、図１とは逆にプロペラ６の方を付加物７に向かって伸ばすことで、プロペラ６後端と付加物７の前端との距離Ｌ２を小さくしている。In addition, as an additive to be installed on the front edge of the rudder 3, in addition to the additive 4 having the shape as described above, for example, as shown in FIG. In addition to the adduct 4 as shown in FIG. 1, an adduct 5 as shown in FIG. 2 can be provided. In addition, any shape of appendage may be arranged on the rudder 3 so that the hub vortex can be reduced behind the propeller 2.
Further, FIG. 1 illustrates the case where the appendage 4 protrudes greatly toward the front propeller 2, but on the contrary, as shown in FIG. 3, the boss cap of the propeller 6 has the rear appendage. You may make it protrude largely toward 7. FIG. In the example shown in FIG. 3, the distance L1 between the blade center of the propeller 6 and the front edge of the rudder 3 is set to be large as in the case shown in FIG. 1, but the direction of the propeller 6 is opposite to that shown in FIG. Is extended toward the appendage 7 so that the distance L2 between the rear end of the propeller 6 and the front end of the appendage 7 is reduced.

以上のように、上記本実施例においては、プロペラ２の後方に配した舵３の前縁におけるプロペラ２の高さ位置に、プロペラ２のハブ渦を低減するための付加物４が設置され、舵３の前縁とプロペラ２の翼中心との距離Ｌ１はプロペラ２の径Ｄの３０％以上６０％以下であり、付加物４の前端とプロペラ２の後端との距離Ｌ２はプロペラ２の径Ｄの５０ｍｍ以上３００ｍｍ以下であるので、プロペラ２と舵３が離間配置された船舶１においてもプロペラ２に発生するハブ渦を効果的に低減し得る。   As described above, in the present embodiment, the appendage 4 for reducing the hub vortex of the propeller 2 is installed at the height position of the propeller 2 at the front edge of the rudder 3 disposed behind the propeller 2. The distance L1 between the front edge of the rudder 3 and the blade center of the propeller 2 is not less than 30% and not more than 60% of the diameter D of the propeller 2, and the distance L2 between the front end of the appendage 4 and the rear end of the propeller 2 is Since the diameter D is not less than 50 mm and not more than 300 mm, the hub vortex generated in the propeller 2 can be effectively reduced even in the ship 1 in which the propeller 2 and the rudder 3 are spaced apart.

また、本実施例において、付加物４は、船体方向に延びる中心軸と直交する方向に円形の断面を有し、その後部には後端側に向かって径が小さくなる紡錘形の形状を有してなることが好ましく、このようにすれば、プロペラ２に発生するハブ渦をより効果的に低減し得る。   Further, in this embodiment, the appendage 4 has a circular cross section in a direction perpendicular to the central axis extending in the hull direction, and has a spindle shape whose diameter decreases toward the rear end side at the rear part. It is preferable that the hub vortex generated in the propeller 2 can be reduced more effectively.

また、本実施例において、付加物４は、最大径がプロペラ２の径Ｄに対して１０％以上４０％以下であり、船体方向の長さがプロペラ２の径Ｄに対して４０％以上７０％以下であることが好ましく、このようにすれば、プロペラ２に発生するハブ渦を特に効果的に低減し得る。   Further, in this embodiment, the appendage 4 has a maximum diameter of 10% to 40% with respect to the diameter D of the propeller 2 and a length in the hull direction of 40% to 70% with respect to the diameter D of the propeller 2. % Or less, and in this way, the hub vortex generated in the propeller 2 can be particularly effectively reduced.

したがって、上記本実施例によれば、プロペラと舵が離間配置された船舶におけるプロペラの推進効率を向上し得る。   Therefore, according to the present embodiment, propeller propulsion efficiency in a ship in which the propeller and the rudder are spaced apart can be improved.

尚、本発明の船舶の推進装置は、上述の実施例にのみ限定されるものではなく、本発明の要旨を逸脱しない範囲内において種々変更を加え得ることは勿論である。   The marine vessel propulsion device of the present invention is not limited to the above-described embodiments, and various changes can be made without departing from the scope of the present invention.

１ 船舶（砕氷船又は耐氷船）
２ プロペラ
３ 舵
４ 付加物
５ 付加物
６ プロペラ
７ 付加物
Ｄ 径
Ｌ１ 距離
Ｌ２ 距離1 Ship (Icebreaker or Ice-resistant Ship)
2 Propeller 3 Rudder 4 Addition 5 Addition 6 Propeller 7 Addition D Diameter L1 Distance L2 Distance

Claims (4)

プロペラの後方に配した舵の前縁における前記プロペラの高さ位置に、前記プロペラのハブ渦を低減するための付加物が設置され、前記舵の前縁と前記プロペラの翼中心との距離は前記プロペラの径の３０％以上６０％以下であり、前記付加物の前端と前記プロペラの後端との距離は５０ｍｍ以上３００ｍｍ以下である船舶の推進装置。   At the height position of the propeller at the front edge of the rudder arranged behind the propeller, an appendage for reducing the hub vortex of the propeller is installed, and the distance between the front edge of the rudder and the blade center of the propeller is A propulsion device for a ship that is 30% to 60% of the diameter of the propeller, and a distance between a front end of the appendage and a rear end of the propeller is 50 mm to 300 mm. 前記付加物は、船体方向に延びる中心軸と直交する方向に円形の断面を有し、その後部には後端側に向かって径が小さくなる紡錘形の形状を有してなる、請求項１に記載の船舶の推進装置。   The appendix has a circular cross section in a direction orthogonal to a central axis extending in a hull direction, and has a spindle-shaped shape with a diameter decreasing toward a rear end side at a rear part thereof. The ship propulsion device described. 前記付加物は、最大径が前記プロペラの径に対して１０％以上４０％以下であり、船体方向の長さが前記プロペラの径に対して４０％以上７０％以下である、請求項２に記載の船舶の推進装置。   The maximum size of the adduct is 10% or more and 40% or less with respect to the diameter of the propeller, and the length in the hull direction is 40% or more and 70% or less with respect to the diameter of the propeller. The ship propulsion device described. 砕氷船又は耐氷船に適用した、請求項１〜３のいずれか一項に記載の船舶の推進装置。   The ship propulsion device according to any one of claims 1 to 3, which is applied to an icebreaker or an ice-resistant ship.
JP2018512716A 2016-04-21 2016-04-21 Ship propulsion device Active JP6793186B2 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2016/062615 WO2017183150A1 (en) 2016-04-21 2016-04-21 Ship propulsion device

Publications (2)

Publication Number Publication Date
JPWO2017183150A1 true JPWO2017183150A1 (en) 2019-03-28
JP6793186B2 JP6793186B2 (en) 2020-12-02

Family

ID=60116655

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2018512716A Active JP6793186B2 (en) 2016-04-21 2016-04-21 Ship propulsion device

Country Status (5)

Country Link
EP (1) EP3446960A4 (en)
JP (1) JP6793186B2 (en)
KR (1) KR102229272B1 (en)
CN (1) CN109070985B (en)
WO (1) WO2017183150A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7131445B2 (en) 2019-03-18 2022-09-06 株式会社デンソー valve timing adjuster

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61275096A (en) * 1985-05-29 1986-12-05 Ishikawajima Harima Heavy Ind Co Ltd Stern structure
NO302515B1 (en) * 1995-09-29 1998-03-16 Waertsilae Nsd Norway As Progress and control unit for a vessel
JP3004238B2 (en) 1997-11-06 2000-01-31 川崎重工業株式会社 Ship propulsion performance improvement device
JP4301748B2 (en) * 2001-06-29 2009-07-22 三菱重工業株式会社 Ship propulsion device
SE531482C2 (en) * 2005-04-20 2009-04-21 Rolls Royce Ab Arrangements for propulsion and steering of a ship
JP5162449B2 (en) * 2005-04-20 2013-03-13 ロールスロイス アクティエボラグ Propulsion and steering arrangements for ships
NL2001693C2 (en) * 2008-06-17 2009-12-18 Marifin Beheer B V Assembly from a rudder and a screw.
EP2163472B1 (en) * 2008-09-12 2015-08-26 Wärtsilä Netherlands B.V. Propulsion and steering arrangement
KR101291119B1 (en) * 2011-05-26 2013-08-01 삼성중공업 주식회사 Propulsion device of ship, and ship having the same
JP5734918B2 (en) * 2012-06-13 2015-06-17 住友重機械マリンエンジニアリング株式会社 Manufacturing method of rudder with rudder valve
JP2015074434A (en) * 2013-10-11 2015-04-20 ナカシマプロペラ株式会社 Propulsion unit
JP2015120487A (en) * 2013-12-25 2015-07-02 三菱重工業株式会社 Hub eddy suppressing device and ship
JP6046652B2 (en) 2014-03-04 2016-12-21 三井造船株式会社 Ship
CN104443333A (en) * 2014-11-28 2015-03-25 中国船舶重工集团公司第七○二研究所 Rudder ball type contra-rotating propeller

Also Published As

Publication number Publication date
JP6793186B2 (en) 2020-12-02
EP3446960A1 (en) 2019-02-27
KR102229272B1 (en) 2021-03-19
WO2017183150A1 (en) 2017-10-26
KR20180135469A (en) 2018-12-20
EP3446960A4 (en) 2019-11-06
CN109070985A (en) 2018-12-21
CN109070985B (en) 2021-01-19

Similar Documents

Publication Publication Date Title
JP5276670B2 (en) Twin Skeg ship
KR102463848B1 (en) Vessel
JP2007223557A (en) Twin skeg vessel
JP2006321306A (en) Ship with bow fin
JP3213165U (en) Ship flow control device by coupling asymmetric duct and fin structure
KR20160031790A (en) Propelling and steering system of vessel, and full spade rudder with twisted leading edge
WO2017183150A1 (en) Ship propulsion device
KR100946968B1 (en) Pre-swirl Stator improving ability to maneuver in vessel
KR20160075493A (en) Twin skeg ship
JP6494235B2 (en) Ship rudder
JP7178188B2 (en) rudder system
WO2021014919A1 (en) Stern fin
KR20120094763A (en) Ducted-propeller with pre-swirl stator for vessels
JP2015221652A (en) Stern duct, stern additive, stern duct design method, and ship equipped with the stern duct
JP5756204B1 (en) Rudder arrangement structure of ship
CN108025799B (en) Ship with a detachable cover
JP2017165376A (en) Rudder structure and manufacturing method of ship
WO2014125881A1 (en) Propeller wake flow straightener device
KR101886920B1 (en) Rudder for ship
JP2004074886A (en) Ship
JP2018016091A5 (en)
KR101259021B1 (en) Headbox structure for attaching azimuth thruster
JPH10167190A (en) Steering device of vessel
KR20130034085A (en) Ship
JPWO2017187597A1 (en) Multi-axis propulsion device

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20181228

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20191203

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20200121

A02 Decision of refusal

Free format text: JAPANESE INTERMEDIATE CODE: A02

Effective date: 20200527

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20200807

C60 Trial request (containing other claim documents, opposition documents)

Free format text: JAPANESE INTERMEDIATE CODE: C60

Effective date: 20200807

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A821

Effective date: 20200807

A911 Transfer of reconsideration by examiner before appeal (zenchi)

Free format text: JAPANESE INTERMEDIATE CODE: A911

Effective date: 20200907

C21 Notice of transfer of a case for reconsideration by examiners before appeal proceedings

Free format text: JAPANESE INTERMEDIATE CODE: C21

Effective date: 20200908

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20201027

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20201109

R150 Certificate of patent or registration of utility model

Ref document number: 6793186

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150