KR100408146B1 - Azimuth propeller apparatus and ship equipped with the apparatus - Google Patents

Abstract

The vertical shaft has its upper end connected to the stern of the ship. The keypad is fixed to the shaft to steer the ship's course. The pod is mounted in the middle of the shaft. The pod houses a drive that drives the propeller shaft. As a result, a propeller connected to the propeller shaft is rotated to generate propulsion force of the ship. In order to change the course of the ship, the pod and the keypad are rotated by rotating the shaft. Thus, when the keypad is rotated, lifting force is obtained in the keypad. The transverse components of lift and propulsion are combined to apply lateral forces to the hull.

Description

AZIMUTH PROPELLER APPARATUS AND SHIP EQUIPPED WITH THE APPARATUS}

FIELD OF THE INVENTION The present invention relates to azimuth propeller devices and to vessels having such azimuth propeller devices.

In general, ships have propellers. When the propeller rotates, it propels the ship in the direction controlled by the rudder.

1 illustrates a typical conventional vessel 80. 2 is an enlarged view of the stern of the vessel 80 showing the key 82 of the vessel 80.

As shown in Figs. 1 and 2, a propeller 81 is installed at the stern along the key 82. The propeller 81 is driven by the main engine 84 installed at the same height on the hull of the vessel 80. The shaft of the main engine 84 is axially aligned with the propeller 81. The key 82 is attached to the stern by a rudder horn 83.

As the main engine 84 drives the propeller 81, the ship 80 is propelled. The direction in which the ship 80 is propelled is controlled by turning the key 82 on the rudder horn 83.

Recently, ships with azimuth propellers at the stern have been manufactured. The azimuth propeller may be rotated about a vertical axis. The azimuth propeller propels the ship when it is driven about a horizontal axis and steers the ship when it is rotated about a vertical axis.

3 shows a vessel 90 having a conventional azimuth propeller device 91. 4 is an enlarged view of the stern of the vessel 90 to show a conventional azimuth propeller device 91.

As shown in FIGS. 3 and 4, the azimuth propeller device 91 includes a strut 92, a pod 93, and a propeller 94. The strut 92 is connected to the stern of the vessel 90 and can be rotated about a vertical axis. Pod 93 is fixed to strut 92. Propeller 94 is attached to pod 93.

The stern is provided with a generator / engine (G / E) located on the strut 92. The generator / engine drives a generator (not shown) that generates power. Power is supplied to the motor installed in the pod 93. When powered, the motor drives the propeller 94.

7 is a graph showing various relations between the key angle and the lateral force seen in various vessels. In FIG. 7, curve D uses propeller 81 (shown in FIG. 2) and key 82 (shown in FIG. 2) at a low speed of 18 knots for the vessel 80 shown in FIG. 1. Shows the angle-force relationship observed when pushing and manipulating. Curve E shows the angle-force relationship observed when the vessel 90 shown in FIG. 3 is propulsion and maneuvered at a low speed of 18 knots using an azimuth propeller device 91 (shown in FIG. 4). . Curve C shows the angle-force relationship observed when vessel 80 is being propelled and steered at a high speed of 25 knots.

As can be appreciated from the curve C, the vessel 80 can accommodate sufficient lateral force while being propelled at a relatively high speed, such as offshore navigation. Thus, the vessel 80 can be well steered during offshore navigation. However, when the vessel 80 is propelled at a low speed, such as sailing in a port, anchored at a pier or departing from a pier, it can be seen that the maneuverability is greatly reduced as shown in the curve D of FIG. .

As mentioned above, the ship 90 shown in FIG. 3 has the azimuth propeller apparatus 91 shown in FIG. When the strut 92 of the device 91 is rotated, a lateral force is applied to the vessel 90. The lateral force is less than the lateral force applied to the vessel 80 (FIG. 1) when the key 82 is rotated. Therefore, most of the lateral force exerted on the ship 90 when the ship 90 is being propelled at low speed is a transverse component of the propulsion force exerted by the propeller 94 on the ship 90.

The transverse component of the thrust force exerted on the vessel 90 at a low speed of 18 knots is small, as indicated by curve E in FIG. 7. In other words, the maneuverability of the vessel 90 with the azimuth propeller device 91 is not sufficient at low speeds of navigation.

In order to give the ship 90 sufficient maneuverability, a sufficiently large lateral force must be exerted on the ship 90 not only when the ship 90 is propagated at low speed but also when the wind is strong or the waves are high.

If taxes are imposed on carbon emissions to prevent global warming, ships need to sail at low speeds to save energy. However, when the ship is sailing at low speed, the force of the key is reduced. Thus, the maneuverability of the low speed vessel is particularly low.

Therefore, there is a demand for a ship equipped with an azimuth propeller device not only to maintain sufficient maneuverability even when sailing at low speed, but also to improve the propulsion efficiency of the azimuth propeller device.

The present invention solves the above problem. It is an object of the present invention to provide an azimuth propeller device which can increase the maneuverability of a ship during low speed navigation and can propel the ship with high efficiency. Another object of the present invention is to provide a vessel having such an azimuth propeller device.

According to the first invention of the present invention, there is provided a 180 degree rotatable shaft connected to the stern of the ship; A rudder plate fixed to the 180 degree rotatable shaft to steer the ship's course; A pod mounted on the middle portion of the keypad; A propeller having a propeller shaft connected to one end of the pod; An azimuth propeller device is provided that includes drive means installed in the pod to drive the propeller shaft.

According to a second aspect of the present invention, there is provided a shaft rotatable 180 degrees connected to a stern of a ship; A pod mounted on the 180 degree rotatable shaft; An upper keypad fixed to a portion located above the pod of the 180 degree rotatable shaft for maneuvering the ship's course; A lower key board fixed to a portion located below the pod of the 180 degree rotatable shaft to steer the ship's course; A propeller having a propeller shaft connected to one end of the pod; An azimuth propeller device is provided that includes drive means installed in the pod to drive the propeller shaft.

According to a third aspect of the invention, there is provided a ship comprising an azimuth propeller device. The azimuth propeller device, and a 180 degrees rotatable shaft connected to the stern of the ship; A key board fixed to the 180 degree rotatable shaft to steer the ship's course; A pod mounted on the middle portion of the keypad; A propeller having a propeller shaft connected to one end of the pod; Drive means installed in the pod to drive the propeller shaft.

According to a fourth aspect of the invention, there is provided a ship comprising an azimuth propeller device. The azimuth propeller device, and a 180 degrees rotatable shaft connected to the stern of the ship; A pod mounted on the 180 degree rotatable shaft; An upper keypad fixed to a portion located above the pod of the 180 degree rotatable shaft for maneuvering the ship's course; A lower key board fixed to a portion located below the pod of the 180 degree rotatable shaft to steer the ship's course; A propeller having a propeller shaft connected to one end of the pod; And drive means installed in the pod to drive the propeller shaft.

According to a fifth aspect of the invention, there is provided a vessel according to the third or fourth invention, which projects from the stern of the vessel toward the keypad and is positioned opposite the azimuth propeller apparatus in front of the azimuth propeller apparatus. There is provided a vessel further comprising a skeg.

According to a sixth invention of the present invention, there is provided a vessel according to the fifth invention, wherein the vessel has support means for supporting the shaft rotatable by the 180 degrees.

According to a seventh aspect of the present invention, there is provided a vessel according to the fifth invention, wherein the skeg has a notch that allows passage of the propeller rotating about the 180 degree rotatable shaft at an intermediate edge portion thereof. .

According to an eighth aspect of the present invention, there is provided a rotatable shaft connected to a stern of a ship; A pod mounted on the rotatable shaft; A propeller having a propeller shaft connected to one end of the pod; Drive means installed in the pod to drive the propeller shaft; A reaction fin connected to the pod and located on the current side of the propeller, the reaction fin generating the rotational flow for recovering its energy to the propeller as a rotational flow in a direction opposite to the direction of rotation of the propeller; There is provided an azimuth propeller device comprising.

According to a ninth aspect of the present invention, there is provided an azimuth propeller device according to the eighth invention, further comprising a key plate fixed to the rotatable shaft to steer the ship's course.

According to a tenth invention of the present invention, there is provided a vessel comprising an azimuth propeller device. The azimuth propeller device includes a rotatable shaft connected to the stern of the ship; A pod mounted on the rotatable shaft; A propeller having a propeller shaft connected to one end of the pod; Drive means installed in the pod to drive the propeller shaft; And a reaction pin connected to the pod and located on the current side of the propeller, the reaction pin generating the rotational flow for recovering its energy to the propeller as a rotational flow in a direction opposite to the direction of rotation of the propeller.

According to an eleventh invention of the present invention, there is provided a ship according to the tenth invention, wherein the azimuth propeller device further comprises a keypad fixed to the rotatable shaft for maneuvering the course of the ship.

According to a twelfth invention of the present invention, there is provided a ship according to the tenth or eleventh invention, wherein a skeg protrudes from the stern to the keypad and is positioned opposite to the azimuth propeller device in front of the azimuth propeller device. A ship is further provided.

According to a thirteenth invention of the present invention, there is provided a ship according to the twelfth invention, wherein the ship has support means for supporting the rotatable shaft.

According to a fourteenth invention of the present invention, there is provided a ship according to the twelfth invention, wherein the skeg has a notch in the edge portion allowing passage of the propeller rotating about the rotatable shaft.

According to a fifteenth aspect of the present invention, there is provided a rotatable shaft connected to a stern of a ship; A pod mounted on the rotatable shaft; A propeller having a propeller shaft connected to one end of the pod; Drive means installed in the pod to drive the propeller shaft; A stator fin connected to the pod and positioned on the downstream side of the propeller and generating energy of rotation flow generated by the propeller by generating rotation flow in a direction opposite to the direction of rotation of the propeller. Azimuth propeller devices are provided.

According to a sixteenth invention of the present invention, there is provided an azimuth propeller device according to the fifteenth invention, further comprising a key plate fixed to the rotatable shaft to steer the ship's course.

According to a seventeenth aspect of the present invention, there is provided a vessel comprising an azimuth propeller device. The azimuth propeller device includes a rotatable shaft connected to the stern of the ship; A pod mounted on the rotatable shaft; A propeller having a propeller shaft connected to one end of the pod; Drive means installed in the pod to drive the propeller shaft; And a stator pin connected to the pod and positioned on the downstream side of the propeller, to recover energy of the rotational flow generated by the propeller by generating a rotational flow in a direction opposite to the rotational direction of the propeller.

According to an eighteenth aspect of the present invention, there is provided a vessel according to the seventeenth invention, wherein the azimuth propeller device further comprises a keypad fixed to the rotatable shaft for maneuvering the course of the vessel.

According to a nineteenth aspect of the present invention, there is provided a ship according to the seventeenth or eighteenth aspect, wherein a skeg protrudes from the stern to the keypad and is positioned opposite to the azimuth propeller apparatus in front of the azimuth propeller apparatus. A ship is further provided.

According to a twentieth invention of the invention, there is provided a vessel according to the nineteenth invention, wherein the skeg extends to a point near the keypad and the skeg passes through the propeller that rotates about the rotatable shaft at an edge portion Ships are provided with permissible notches.

Additional objects and advantages of the invention will be set forth in the description which follows, will be apparent from the description, and will be presented by practice of the invention. The objects and advantages of the invention may be realized and attained, in particular, by the means and combinations disclosed below.

1 is a side view showing a vessel having a conventional propeller and a conventional key;

2 is an enlarged view of the stern of the ship shown in FIG.

3 is a side view of a ship provided with a conventional azimuth propeller device,

4 is an enlarged view of the stern of the ship shown in FIG.

5 is a side view of the stern of the ship according to the first embodiment of the present invention having an azimuth propeller,

6 is a side view showing a modification of the first embodiment;

7 is a graph showing the various relationships between the key angle and the lateral force seen in various vessels,

8 is a graph showing the relationship between the gap between the hull and the key of a ship and the lateral force applied to the key when the key angle is 35 °;

9 is a side view of a stern of a ship according to a second embodiment of the present invention having another type of azimuth propeller;

10 is a view taken along the line VII-VII of FIG. 9,

11 is a side view of a stern of a ship according to a third embodiment of the present invention with an azimuth propeller device,

12 is a side view of another ship with a variant of the azimuth propeller device shown in FIG. 11, FIG.

FIG. 13 is a view taken along the line III-XIII of FIGS. 11 and 12;

14 is a side view of a stern of a ship according to a fourth embodiment of the present invention with another type of azimuth propeller;

15 is a side view for explaining the operation of the fourth embodiment;

16A is a side view of a stern of a ship according to a fifth embodiment of the present invention having another type of azimuth propeller;

16b is a view taken along the line VI B-VI B of FIG. 16A,

17A is a side view for explaining the operation of the fifth embodiment;

17B is a view taken along the line VII B-VII B in FIG. 17A,

18A is a side view of a stern of a ship with a modification of the azimuth propeller device according to the fifth embodiment having a reaction pin on the current side of the propeller;

FIG. 18B is a view taken along the line B-X B of FIG. 18A, FIG.

19A is a side view of the azimuth propeller device of FIG. 18A rotated 180 degrees from the position shown in FIG. 18A;

19b is a view taken along the line VII B-VII B of FIG. 19A,

20 is a side view of a stern of a ship provided with a modification of the azimuth propeller apparatus which concerns on the 2nd embodiment with a reaction pin in the current side of a propeller;

FIG. 21 is a side view of a stern of a ship with a modification of the azimuth propeller device according to the third embodiment with a reaction pin on the current side of the propeller; FIG.

FIG. 22 is a side view of a stern of a ship provided with a modification of the third embodiment with a reaction pin on the current side of the propeller; FIG.

23 is a side view of a stern of a ship provided with a modification of the azimuth propeller apparatus which concerns on the 4th Embodiment with the reaction pin in the current side of the propeller;

24A is a side view of an azimuth propeller device according to a sixth embodiment of the present invention;

24B is a view taken along the line XIV B-XIV B of FIG. 24A,

FIG. 25A is a side view of the azimuth propeller device of FIG. 24A rotated 180 degrees from the position shown in FIG. 24A;

FIG. 25B is a view taken along the line VB-VB of FIG. 25A; FIG.

FIG. 26A is a side view of a stern of a ship provided with an azimuth propeller device according to a first embodiment having a stator pin at a wake side of the propeller; FIG.

FIG. 26B is a view taken along the line VI B-VI B of FIG. 26A,

FIG. 27A is a side view of the azimuth propeller device of FIG. 26A rotated 180 degrees from the position shown in FIG. 26A; FIG.

FIG. 27B is taken along the line VII B-VII B in FIG. 27A; FIG.

<Explanation of symbols for main parts of drawing>

1, 2, 3, 4, 5, 6: azimuth propeller device

10: Stern 13, 20, 41: Shaft

14, 43, 45, 51: Skag 15: Ford

16, 50: reaction pin or stator pin

19, 39: propeller shaft 21: propeller

23, 24, 53: keyboard 25: diesel engine

27: generator 30: electric shaft

37: Bevel Gear

BRIEF DESCRIPTION OF THE DRAWINGS The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate preferred embodiments of the invention, and together with the foregoing general description, together with the description of the preferred embodiments set forth below, illustrate the principles of the invention. To help.

The first to sixth embodiments of the present invention will be described with reference to the accompanying drawings.

First embodiment

5 is a side view of the stern of the ship according to the first embodiment of the present invention with an azimuth propeller device 1.

As shown in FIG. 5, the azimuth propeller device 1 includes a shaft 13, a pod 15, a motor 17, a propeller shaft 19, a propeller 21 and a keypad 23. The structure of the apparatus 1 is described in detail below.

The shaft 13 extends vertically and the upper part of the shaft 13 is connected to the stern 10 of the ship. The shaft 13 can rotate 360 degrees about its axis. The pod 15 is connected to the lower end of the shaft 13. The pod 15 houses the motor 17. One end of the propeller shaft 19 is connected to the motor 17. The propeller 21 is connected to the other end of the propeller shaft 19.

The key board 23 is mounted on the shaft 13. The key board 23 has an airfoil cross section, size and aspect ratio similar to all ordinary keys (the aspect ratio is 1.5 to 3 as a ratio of the height H to the width B). If the key board 23 has different widths at the top and bottom, the aspect ratio is H / Bave, where Bave represents the average of the different widths.]. The key board 23 is rotated when the shaft 13 rotates about its axis. When rotating, the keypad 23 controls the direction in which the ship is propelled. The key board 23 has a cross section indicated by a double-dotted line.

The ship has drive means for driving the azimuth propeller device 1. The drive means will be described later.

The drive means comprises a diesel engine 25, a generator 27, a motor 31, a gear 33 and a gear 35, all of which are installed in the vessel 10. The gear 33 is mounted on the shaft of the motor 31, and the gear 35 is mounted on the shaft 13. The gears 33 and 35 mesh with each other. The diesel engine 25 drives the generator 27 which generates electric power. Electric power is supplied to the motor 31 causing the rotation of the shaft 13. The gears 33 and 35 transmit the rotation of the motor shaft to the shaft 13. Accordingly, the azimuth propeller device 1 is rotated by rotating the shaft 13. On the other hand, electric power is supplied from the generator 27 to the motor 17 installed in the pod 15 via an electric cable 29 extending through the shaft 13. A motor 17 driven by electric power rotates the propeller 21.

The skeg 14 protrudes from the stern toward the key board 23 to help the ship maintain its course.

The azimuth propeller device 1 is operated to propel the ship back and forth and explain how to operate the ship.

In order to propel the ship forward, the diesel engine 25 installed at the stern drives the generator 27 installed at the stern. The power output from the generator 27 drives the motor 17 housed in the pod 15. The motor 17 rotates the propeller shaft 19 which rotates the propeller 21. A rotating propeller 21 pushes water backwards in the direction of the arrow in FIG. 5. As a result, the ship is pushed forward.

Only by rotating the propeller 21 in the opposite direction, that is, by causing the propeller 21 to push the water forward, the vessel can be pushed backwards.

In order to change the ship route to port or starboard, the motor 31 rotates the gears 33 and 35, whereby the shaft 13 is rotated and thus the azimuth propeller device 1 is rotated. As a result, the direction in which the propeller 21 exerts a propulsion force on the hull is changed, and the lift force is generated in the key board 23. Due to thrust and lift, lateral forces are applied to the hull and change the ship's course. As described above, the key board 23 has airfoil cross section, size and aspect ratio similar to those of ordinary keys. The azimuth propeller device 1 can reliably steer the ship's course than the conventional azimuth propeller device shown in FIG. 3.

7 is a graph showing various relations between the key angle and the lateral force seen in various vessels. Curve D shows the propulsion 81 (shown in FIG. 2) and the key 80 (shown in FIG. 2) used to propel and steer the vessel 80 shown in FIG. 1 at a low speed of 18 knots. The angle-force relationship observed is shown. Curve E shows the angle-force relationship observed when propulsion and adjustment of the vessel 90 shown in FIG. 3 using the azimuth propeller device 91 (shown in FIG. 4) at a low speed of 18 knots. . Curve A shows the angle-force relationship observed when propelling and manipulating a vessel using azimuth propeller device 1 (shown in FIG. 4) at a low speed of 18 knots.

As can be seen from the curve A, the lateral force is the lateral force applied to the hull and the azimuth propeller device 91 (Fig. 2) when the propeller 81 (Fig. 2) and the key 82 (Fig. 2) are used. If 4) is used, it is approximately equal to the sum of the lateral forces applied to the hull. Obviously, a vessel with an azimuth propeller device 1 is a vessel 80 with a propeller 81 and a key 82 and a vessel 90 with a conventional azimuth propeller device 91. A large lateral force can be obtained.

The azimuth propeller device 1 having the above-described structure can have a lift force similar to the lift force that a normal keypad takes, and can provide a transverse component of the propulsion force by the propeller 21. The transverse components of lift and propulsion are lateral forces. This lateral force is greater than the lateral force applied to the vessel 90 provided with the conventional azimuth propeller apparatus 91. Thus, the azimuth propeller device 1 can steer the ship's course. In other words, the device 1 can improve the maneuverability of the ship during low speed navigation.

As shown in FIG. 5, the propeller 21 is located behind the pod 15, while the azimuth propeller device 1 is positioned to propel the ship forward. Instead, the propeller 21 may be located in front of the pod 15 as in the variant of the device 1 shown in FIG. 6. This modified azimuth propeller device can achieve the same advantages as the azimuth propeller device 1 shown in FIG. 5.

Moreover, the keypad 23 can be divided into two keypads, one of which is the upper keypad located above the pod 15 and the other is the lower keypad located below the pod 15.

Second embodiment

8 is a graph showing the relationship between the gap between the hull and the key of a ship and the lateral force applied to the key when the key angle is 35 degrees. As can be seen from FIG. 8, the lateral force increases when the gap between the hull and the key decreases. Since the lateral force applied to the key changes the course of the ship as described above, the maneuverability of the ship depends on the lateral force. In this respect, the ship's maneuverability can be improved by reducing the gap between the hull and the keys.

Accordingly, the second embodiment of the present invention is a ship having an azimuth propeller device capable of manipulating the ship more reliably than the azimuth propeller device 1 shown in FIG.

In the following description of the second to sixth embodiments of the present invention, the components corresponding to the components of the first embodiment have the same reference numerals, and thus will not be described in detail, and only the new parts will be described. something to do.

9 is a side view of a stern of a ship according to a second embodiment of the present invention. As shown in FIG. 9, the ship has an azimuth propeller device 2, drive means and a skeg 43.

The azimuth propeller apparatus 2 has the bevel gear 37, the propeller shaft 39, and the shaft 41. The azimuth propeller device 2 is driven by drive means. The drive means has a diesel engine 25, a reduction gear 28, a transmission shaft 30, and a bevel gear 37. In the embodiment shown in FIG. 9, the diesel engine drives the electric shaft 30 by the speed reduction device 28. The bevel gear 37 transmits the rotation of the shaft 30 to the shaft 41 of the azimuth propeller device 2. Thus, the azimuth propeller device 2 driven by the drive means propels the ship.

The skeg 43 protrudes from the stern to the key plate 23 of the apparatus 2 in a length longer than the skeg 14 shown in FIG. Thus, the rear edge of the skeg 43 is located closer to the front edge of the keypad 23.

FIG. 10 is a view taken along the line VII-VII of FIG. 9. As shown in FIG. 10, the gap between the keypad 23 and the hull is narrower than in the case of the ship shown in FIG. 5. Therefore, a larger lateral force than that of the ship according to the first embodiment can be applied to the ship according to the second embodiment to change the course of the ship.

Curve B in FIG. 7 shows the key angle and the lateral force, that is, the angle-force relationship, observed when the ship according to the second embodiment is being propelled and steered at a low speed of 18 knots. As will be apparent from the comparison of curve A and curve B, the lateral force is greater than the lateral force applied to the ship according to the first embodiment.

Moreover, curve C of FIG. 7 shows the angle-force relationship observed when the vessel 80 is being propelled and steered at a high speed of 25 knots. As can be seen from the comparison of the curve (C) and the curve (B), even if the vessel sails at a low speed of 18 knots, the lateral force comparable to the lateral force applied to the vessel 80 sailing at 25 knots is implemented. Can be applied to the vessel according to the example.

The driving means used in the second embodiment can be used to drive the azimuth propeller device 1 according to the first embodiment and the azimuth propeller device according to the third to sixth embodiments described later. Moreover, the azimuth propeller device according to the second embodiment can be driven by the driving means in the first embodiment. In this case, the motor 31 and the gears 33 and 35 cooperate to rotate the azimuth propeller device 2.

In the second embodiment, the gap between the hull and the key is narrow. Thus, the lateral force exerted on the ship can be increased when the azimuth propeller device 2 is operated to change the course of the ship. This improves the maneuverability of the ship.

Third embodiment

In general, the key boards must be firmly and securely supported because they must accommodate lateral forces large enough to change the course of the ship. Accordingly, the third embodiment of the present invention is a vessel in which the support strength of the keypad of the azimuth propeller device is improved.

11 is a side view of the stern of the ship. As shown in FIG. 11, the ship has an azimuth propeller device 3 and a skeg 45. The device 3 and the skeg 45 are designed so that the skeg 45 can firmly and reliably support the azimuth propeller device 3. The apparatus 3 and the skeg 45 are demonstrated with reference to FIG.

The key plate 24 of the azimuth propeller device 3 is fixed to the shaft 20 at its front edge. The key board 24 fixed to the shaft 20 is rotated when the shaft 20 is rotated. The key board 24 has the same cross-sectional shape as the key board 23 of the azimuth propeller devices 1 and 2, as indicated by the double-dot chain line 241.

Skag 45 has two support sections 451 on the top and bottom of its rear edge, respectively. The support section 451 supports the shaft 20. The key board 24 is a flap-shaped component joined to the rear edge of the skeg 45.

FIG. 12 is a side view of another ship with a variant of the azimuth propeller device 3 shown in FIG. 11.

The skeg 45 shown in FIG. 12 has two support sections 451 similar to the skeg 45 shown in FIG. 11, with two intermediate support sections (on two middle portions of its rear edge). 453). Thus, four support sections support the shaft 20. The support section 451 and the support section 453 are axially aligned with the shaft 20. Therefore, the key board 23 fixed to the shaft 20 can be smoothly rotated about the shaft 20.

FIG. 13 is a view taken along the line III-XIII of FIGS. 11 and 12.

The key board 24 shown in FIG. 11 is not by one shaft (eg shaft 13) as in the key board 23 shown in FIG. 9, but by the upper and lower support sections 451. 20) is supported at both ends. Clearly, the key board 24 is supported more securely than the key board 23 shown in FIG.

The keypad of the azimuth propeller apparatus 3 shown in FIGS. 11 and 12 is supported at both ends of the shaft 20 and, if necessary, at two intermediate portions of the shaft 20. Therefore, the keypad is supported more securely than the keypad of the second embodiment. Moreover, the azimuth propeller device 3 has the same advantages as the azimuth propeller device 2 shown in FIG. 9.

Fourth embodiment

A fourth embodiment of the invention is a ship characterized by two points. First, the gap between the keypad and the hull is narrow, improving the maneuverability of the ship. Second, the azimuth propeller device is rotated 180 degrees from its normal position to propel the vessel backwards.

14 is a side view of the stern of the ship according to the fourth embodiment. With reference to FIG. 14, the azimuth propeller apparatus 4 and the skeg 51 of 4th Embodiment are demonstrated.

The azimuth propeller apparatus 4 has a key board 53. The key board 53 is a modification of the key board 23 shown in Figs. The keypad 53 has a protrusion 531 on the front edge and can rotate 360 degrees. The key board 53 has the same cross-sectional shape as the key board 23 of the azimuth propeller apparatus 1, 2, as shown by the dashed-dotted line 532 in FIG.

The skeg 51 has a U-shaped notch 511 at the rear edge. The projection 531 of the keypad 53 is located in the notch 511 while the keypad 53 is in the normal position. Therefore, the gap between the key board 53 and the hull becomes much narrower than in the case of the conventional ship.

In order to propel the ship backward, the shaft 20 may be rotated 180 degrees, whereby the key board 53 may be set at the position shown in FIG. The propeller 21 is then located in the notch 511 of the skeg 51. As the propeller 21 rotates in the notch 511, the propeller exerts a rear thrust on the hull.

The fourth embodiment has the same advantages as the second embodiment.

Fifth Embodiment

The fifth embodiment of the present invention describes an azimuth propeller device capable of applying a propulsion force greater than that of the first to fourth embodiments described above to a ship, and a ship provided with the azimuth propeller device.

FIG. 16A is a side view of a stern of a ship according to a fifth embodiment of the present invention with an azimuth propeller device designed to apply greater propulsion to the hull. FIG. FIG. 16B is a view taken along the line VI B-VI B of FIG. 16A.

The azimuth propeller device 5 shown in FIG. 16A is characterized by a reaction fin 16 installed in front of the pod 15, ie, on the current side of the propeller 21. [In general, the pin located on the current side of the propeller is called the “reaction pin” and the pin located on the wake side of the propeller is called the “stator fin”. As shown, the reaction pin 16 comprises, for example, eight pin blades. The pin blade extends radially from the rear end of the pod 15. The pin blade is provided to rotate the water flow toward the propeller 21 in a direction opposite to the rotation direction of the propeller 21. More specifically, each pin blade is twisted in the same direction as the blade of the propeller 21 provided behind the reaction pin 16.

The method in which the azimuth propeller device 5 applies the propulsion force to the hull to propel the ship forward is described.

The diesel engine 25 and the generator 27 are installed in the hull, and the motor 17 is provided in the pod 15 of the azimuth propeller device 5. The diesel engine 25 drives the generator 27 which generates electric power. Power is supplied to the motor 17. The propeller 21 is rotated by the motor 17 and pushes water back. The reaction pin 16 rotates the water flow toward the propeller 21 in a direction opposite to the direction of rotation of the propeller 21. The propeller 21 located behind the reaction pin 16 further increases the speed of the water flow by rotation. Therefore, the momentum of the water flow varies greatly. A reaction G resulting from the change in momentum (in the direction of the arrow in FIG. 6) propels the vessel forward.

As shown in FIG. 17A, the vessel can be pushed back by rotating the shaft 13 180 degrees. The azimuth propeller apparatus 5 is also rotated 180 degrees. As a result, the propeller 21 pushes water forward or in the direction of the arrow b (FIG. 17A) to apply a rear thrust to the hull. FIG. 17B is a view taken along the line VII B-VII B in FIG. 17A. FIG.

Regardless of whether the ship is moving forward or backward, the reaction pin 16 rotates water in a direction opposite to the direction of rotation of the propeller 21. Therefore, the energy of the rotating water is not discarded at the rear of the propeller 21. This serves to increase the propulsion efficiency of the ship.

As described above in connection with the first embodiment, the lateral force for maneuvering the ship's course is generated in part from the lateral component of the propulsion force exerted by the azimuth propeller device 5 on the hull. Thus, increasing the ship propulsion efficiency can improve the maneuverability of the ship.

The reaction pin 16 of the azimuth propeller apparatus 5 can also be used in the azimuth propeller apparatus according to the first to fourth embodiments described above. How pin 16 may be used is briefly described below.

<Use of Pin in First Embodiment>

FIG. 18A shows a modification of the azimuth propeller device 1 according to the first embodiment having the reaction pin 50 on the current side of the propeller 21. FIG. 18B is a view taken along the line B-B B of FIG. 18A. For example, as shown in FIG. 18B, the reaction pin 50 has six pin blades, three on each side of the key board 23.

FIG. 19A is a side view illustrating the azimuth propeller device of FIG. 18A rotated 180 degrees from the position shown in 18A to propel the vessel rearward. FIG. FIG. 19B is a view taken along the line BB-BB of FIG. 19A.

<Use of Pin in Second Embodiment>

20 shows a modification of the azimuth propeller device 2 according to the second embodiment with the reaction pin 50 on the current side of the propeller 21.

<Use of Pin in Third Embodiment>

FIG. 21 shows a variant of the azimuth propeller device 3 according to the third embodiment having the reaction pin 50 on the current side of the propeller 21.

FIG. 22 shows another modification of the azimuth propeller device 3 having a reaction pin on the current side of the propeller 21.

<Use of pin in the fourth embodiment>

FIG. 23 shows a variant of the azimuth propeller device 4 according to the fourth embodiment having the reaction pin 50 on the current side of the propeller 21.

In the first to fourth embodiments, the use of the reaction pin 50 can help to increase the ship propulsion efficiency.

Sixth embodiment

A sixth embodiment of the present invention will be described. The sixth embodiment is a ship having an azimuth propeller device 6 with a propeller 21 located in front of the pod 15, thereby further increasing the ship propulsion efficiency.

FIG. 24A is a side view of the azimuth propeller device 6, and FIG. 24B is a view taken along the line IVB-XIVB of FIG. 24A.

The azimuth propeller device 6 has a stator pin 16 rather than a reaction pin 16. The azimuth propeller device 6 further includes a shaft 13, a pod 15 and a propeller 21. The pod 15 of the device 6 is connected to the shaft 13. The stator pin 16 is installed on the pod 15 and is located on the wake side of the propeller 21. The propeller 21 is located in front of the pod 15 as shown in FIG. 24A.

The stator pin 16 is similar in structure to the reaction pin 16. The stator pin 16 is designed to rotate water in a direction opposite to the direction of rotation of the propeller 21. In order to rotate the water in this direction, the blade of the stator pin 16 is twisted in the same direction as the blade of the propeller 21 provided in front of the stator pin 16.

The stator pin 16 rotates the water flow which gains momentum when the propeller 21 rotates in a direction opposite to the direction of rotation of the propeller 21. Thus, the momentum of the water flow changes greatly and propels the ship forward.

The azimuth propeller device 6 may be rotated 180 degrees about the axis of the shaft 13 as shown in FIG. 25A. In this case, the ship is pushed backwards.

In the sixth embodiment, the stator pins 16 are located on the downstream side of the propeller 21 whether the ship is moving forward or backward. Therefore, the stator pin 16 rotates water in the direction opposite to the rotation direction of the propeller 21. The stator pin 16 thus reduces the rotation of the water caused by the rotating propeller 21 and converts the energy of the rotating water into thrust. As a result, the driving force applied to the hull can be increased.

Moreover, the maneuverability of the ship can be improved by increasing the ship propulsion efficiency in the fifth embodiment.

The stator pin 16 of the azimuth propeller device 6 may also be used in the azimuth propeller device according to the first to fourth embodiments described above. How the stator pin 16 can be used is briefly described below.

<Use of Pin in First Embodiment>

FIG. 26A shows a variant 7 of the azimuth propeller device 1 according to the first embodiment having the stator pin 50 on the downstream side of the propeller 21. FIG. 26B is a view taken along the line VI B-VI B of FIG. 26A. As shown in FIG. 26B, the stator pin 50 is similar to the structure of the reaction pin 50 described above. For example, the stator pins 50 have six pin blades, three on each side of the key board 23.

In order to propel the ship backward, the azimuth propeller device 7 may be rotated 180 degrees as shown in FIG. 27A. FIG. 27B is a view taken along the line BB-BB of FIG. 27A.

The stator pin 50 may help to increase the ship propulsion efficiency of the first embodiment.

Additional advantages and modifications can be made by those skilled in the art. Accordingly, the invention is not limited to the specific details and representative embodiments shown and described herein. Accordingly, various modifications may be made without departing from the spirit and scope of the general outline of the invention as defined by the appended claims and their equivalents.

According to the azimuth propeller device of the present invention, the following effects are obtained. When turning the ship from side to side, by rotating the shaft to change the direction of the keypad, the lifting force generated by the keypad is added to the transverse component of the propeller's thrust. It can be swiveled by force, and the maneuverability can be improved. Furthermore, since the skeg extends to the vicinity of the front end of the keypad, the spacing between the two can be made very small, so that a large lateral force can be obtained, thus improving the maneuverability. In addition, the key board can be supported at the upper end, the lower end and, if necessary, at the middle part, so that a strength advantageous key board can be obtained. Therefore, the driving means of the propeller can be simplified. Furthermore, a reaction pin is provided on the current side of the propeller, and the action of the reaction pin Since the flow of water flowing into the propeller is rotated in a direction opposite to the direction of rotation of the propeller to reduce the rotational energy of the propeller wake, the propulsion efficiency of the ship can be improved by recovering the rotational energy of the wake of the propeller. The stator pin is provided on the downstream side of the propeller, and the flow of water flowing out of the propeller by the action of the stator pin gives the rotational flow in a direction opposite to the direction of the propeller, thereby reducing the rotational flow in the wake generated by the propeller. Since the energy of rotational flow is converted into thrust force, the thrust force of a hull can be increased.

Claims (20)

In the azimuth propeller apparatus, A 180 degree rotatable shaft connected to the stern of the ship; A rudder plate fixed to the 180 degree rotatable shaft to steer the ship's course; A pod mounted on the middle portion of the keypad; A propeller having a propeller shaft connected to one end of the pod; Drive means installed in the pod for driving the propeller shaft; Azimuth propeller device. In the azimuth propeller device, A 180 degree rotatable shaft connected to the stern of the ship; A pod mounted on the 180 degree rotatable shaft; An upper keypad fixed to a portion located above the pod of the 180 degree rotatable shaft for maneuvering the ship's course; A lower key board fixed to a portion located below the pod of the 180 degree rotatable shaft to steer the ship's course; A propeller having a propeller shaft connected to one end of the pod; Drive means installed in the pod for driving the propeller shaft; Azimuth propeller device. In a ship comprising an azimuth propeller device, The azimuth propeller device, and a 180 degrees rotatable shaft connected to the stern of the ship; A key board fixed to the 180 degree rotatable shaft to steer the ship's course; A pod mounted on the middle portion of the keypad; A propeller having a propeller shaft connected to one end of the pod; Drive means installed in the pod for driving the propeller shaft; Ship. In a ship comprising an azimuth propeller device, The azimuth propeller device, and a 180 degrees rotatable shaft connected to the stern of the ship; A pod mounted on the 180 degree rotatable shaft; An upper keypad fixed to a portion located above the pod of the 180 degree rotatable shaft for maneuvering the ship's course; A lower key board fixed to a portion located below the pod of the 180 degree rotatable shaft to steer the ship's course; A propeller having a propeller shaft connected to one end of the pod; Drive means installed in the pod for driving the propeller shaft; Ship. The method according to claim 3 or 4, And a skeg protruding from the stern of the vessel toward the keypad and positioned opposite the azimuth propeller device in front of the azimuth propeller device. Ship. The method of claim 5, The skeg has support means for supporting the 180 degree rotatable shaft Ship. The method of claim 5, The skeg has a notch in the middle edge portion that allows passage of the propeller rotating about the 180 degree rotatable shaft. Ship. In the azimuth propeller device, A rotatable shaft connected to the stern of the ship; A pod mounted on the rotatable shaft; A propeller having a propeller shaft connected to one end of the pod; Drive means installed in the pod to drive the propeller shaft; A reaction fin connected to the pod and located on the current side of the propeller, the reaction fin generating the rotational flow for recovering its energy to the propeller as a rotational flow in a direction opposite to the direction of rotation of the propeller; doing Azimuth propeller device. The method of claim 8, And further comprising a keypad fixed to the rotatable shaft for maneuvering the ship's route. Azimuth propeller device. In a ship comprising an azimuth propeller device, The azimuth propeller device, the rotatable shaft connected to the stern of the ship; A pod mounted on the rotatable shaft; A propeller having a propeller shaft connected to one end of the pod; Drive means installed in the pod to drive the propeller shaft; A reaction pin connected to the pod and located on the current side of the propeller, the reaction pin generating the rotational flow for recovering its energy to the propeller as a rotational flow in a direction opposite to the rotational direction of the propeller; Ship. The method of claim 10, The azimuth propeller device further comprises a key board fixed to the rotatable shaft for maneuvering the ship's route Ship. The method of claim 10 or 11, And a skeg protruding from the stern to the keypad and positioned opposite the azimuth propeller device in front of the azimuth propeller device. Ship. The method of claim 12, The skeg has support means for supporting the rotatable shaft. Ship. The method of claim 12, The skeg has a notch at an edge portion that allows passage of the propeller rotating about the rotatable shaft. Ship. In the azimuth propeller device, A rotatable shaft connected to the stern of the ship; A pod mounted on the rotatable shaft; A propeller having a propeller shaft connected to one end of the pod; Drive means installed in the pod to drive the propeller shaft; A stator fin connected to the pod and positioned on the downstream side of the propeller and generating energy of rotation flow generated by the propeller by generating rotation flow in a direction opposite to the direction of rotation of the propeller. Azimuth propeller device. The method of claim 15, And further comprising a keypad fixed to the rotatable shaft for maneuvering the ship's route. Azimuth propeller device. In a ship comprising an azimuth propeller device, The azimuth propeller device, the rotatable shaft connected to the stern of the ship; A pod mounted on the rotatable shaft; A propeller having a propeller shaft connected to one end of the pod; Drive means installed in the pod to drive the propeller shaft; A stator pin connected to the pod and positioned on a downstream side of the propeller, and configured to recover energy of the rotation flow generated by the propeller by generating a rotation flow in a direction opposite to the rotation direction of the propeller. Ship. The method of claim 17, The azimuth propeller device further comprises a key board fixed to the rotatable shaft for maneuvering the ship's route Ship. The method of claim 17 or 18, And a skeg protruding from the stern to the keypad and positioned opposite the azimuth propeller device in front of the azimuth propeller device. Ship. The method of claim 19, The skeg extends to a point near the keypad, the skeg having a notch at an edge portion to allow passage of the propeller rotating about the rotatable shaft. Ship.