KR101879253B1 - Propeller ship with front positioned twin rudders - Google Patents

Abstract

[PROBLEMS] To provide a propeller wire structure capable of improving fuel efficiency and capable of increasing the amount of loading per full length of a ship. [MEANS FOR SOLVING PROBLEMS] A rudder (12) is provided in front of a propeller (11), behind a bucket line, and at symmetrical positions of a center line of a ship.

Description

Pre-twin rudder propeller line {PROPELLER SHIP WITH FRONT POSITIONED TWIN RUDDERS}

The present invention relates to a pre-twin rudder propeller line having one propeller shaft and two rudders in the propeller direction of the propeller.

The ship is being used as a means to efficiently transport goods and people in large quantities.

Therefore, it is important to safely call and navigate the intended route on the ship, so the ship's propulsion mechanism and other mechanisms have evolved.

The basic elements required for rudder are pivotability (performance to show how fast you can turn your rider when you continue riding) and payload stability (performance to indicate how steep you can run) It is a conflicting function, but various studies have been made to make these functions compatible.

It is generalized that the stern is mounted side by side with respect to the propeller from the stern due to the rotation performance of the ship, the harmony with the ship body, and the water flow effect to the rust.

The effect of the other is the same wing theory as the wing of an airplane, etc., and is appropriately installed in the limited space of the stern.

The rotational performance of the rudder depends on the lateral thrust acting on the other surface. This is the lifting force acting on the other side. The lift is the other single performance in a theoretically uniform laminar flow and is expressed by the following equation.

Lift (F) = 1/2? V ^2? Sin? A? Fp

Where V is the inflow rate of water to the rudder

      α is the inflow angle of the inflow water to the rudder

      A is the effective area for the other lift

      Fp is the gradient of the direct pressure coefficient of the other alone

     ρ is the density of sea water

On the other hand, in order to increase the lift of the rudder, in Patent Document 1, it is known to install two rudders parallel to one propeller on the stern of a special boat.

Patent Document 1: Japanese Patent Application Laid-Open No. 2003-26096

The structure of Patent Document 1 has the advantage that the lifting force can be increased, but the design of improving the fuel efficiency, reducing the building ship price, or increasing the amount of loading per ship length is not shown.

Accordingly, a main object of the present invention is to provide a structure of a propeller wire capable of improving fuel efficiency and capable of increasing a dropping amount per length of a ship and decreasing a dry cost.

The present invention which solves the above problems is as follows.

<Invention according to Claim 1>

Characterized in that a rudder is provided at the front of the propeller and at the rear of the buckle line and at symmetrical positions of the centerline of the ship respectively.

(Action effect)

A rudder was installed at each symmetrical position of the center line of the ship. The other area required for securing the required turning and storability (stabbing stability) in a ship of any size is that the area of each rudder in the case of two rudders is 25% to 50 % &Lt; / RTI &gt; In the total area of two rudders, the area is the same as that of the conventional rudder, or becomes a little larger. It is desirable to set the gap between the ship bottom line and the burning bottom line as small as possible.

Generally, a sailing fighter needs to be more submerged than sea level. The fact that the height of the rudder can be reduced according to the present invention means that the draft depth at the time of sailing can be made shallow, and as a result, the output of the main engine can be reduced with respect to the same linear velocity, and the fuel consumption is improved.

On the other hand, by providing a stern thruster in front of the propeller, the effect of the stern thruster can be expected.

In addition, the "buttock line" means a shape line of a stern section cut from a vertical plane parallel to the vertical longitudinal plane of the ship. In particular, the line formed by the intersection line with the parallel part of the hull.

<Invention according to Claim 2>

The transposition twin-rudder propeller wire according to claim 1, wherein a stern thruster is provided in front of the propeller and behind the bucket line, and a propeller axis of the stern thruster passes through the plate surface of each of the rudder thrusters.

(Action effect)

By providing a stern thruster on the stern side, it is possible to correct the orbit in a narrow port and improve the stability of the busting and opening.

On the other hand, when the ship is navigating at low speed in the harbor, the effect of the other is very bad. By starting the stun thruster and flowing the water stream to the other plate surface, the stability is improved.

<Invention according to Claim 3>

The transposition twin-rudder propeller wire according to claim 2, wherein the stern thruster is positioned 3 to 25 m ahead of the propeller.

(Action effect)

The stern thruster is preferably located 3 to 25 meters ahead of the propeller. It has been proved that the orbital correction in a narrow harbor and the stability by the stern thruster of the bay and the bay are suitable positions when it is located 3 ~ 25 m ahead of the propeller.

<Invention according to Claim 4>

The transposition twin-rudder propeller wire according to claim 1, having a symmetrical opposite surface of the rider.

(Action effect)

The present invention is not specific to other surface shapes and is intended to use a general rudder. If the other side has a symmetrical surface, the stability can be increased through the simultaneous use of two rudders, single use, and combination use.

<Invention according to Claim 5>

The transposition twin-rudder propeller wire as set forth in claim 1, wherein the steering gear is disposed in front of the propeller and in the rear hull of the bucket line.

(Action effect)

If the rudder and the steering gear are installed in front of the propeller, for example, there is no need to project the rear peak of the boat (stern tanks), the steering room (steering chamber), and the like, For example, about 5 m to 20 m shorter than that of the propeller wire having a rudder.

As a result, in the case of cargo ships, the volume of cargo tanks per full length can be increased by about 5% to 15%, thus increasing the value of the ship. In addition, the entire length of the ship can be shortened, thereby reducing the drying cost.

<Invention according to Claim 6>

An additional propeller and driving means are provided in addition to the propeller, and the additional propeller is located at a position different from the propeller positioning position, and one or a plurality of the propeller is disposed at the bottom or bottom propeller so that the propeller is driven for commercial operation And the operating state in which an additional propeller is driven to obtain propulsive force can be selected.

(Action effect)

In addition to the propeller, i.e. the commercial propeller, a small additional propeller and its drive means are provided. The output of the driving means of the additional propeller may be 35% or less, more preferably 25% or less of the output of the driving means of the main engine.

When loading (loading), the commercial propeller is driven at the draft near the planned load draft. Operate with additional propellers as required.

When returning to the port after a cargo has been loaded, it is operated mainly by a small additional propeller. Especially on a mild climate, there is little need to be overly strict about the stability of the vessel at sea. Therefore, the waterline is lowered and the propeller runs on a small additional propeller.

As a result, when the waterline is lowered, the amount of apparent discharge drops, the contact area of the outside sheathing with water becomes smaller, the waterline area coefficient can be improved, and the fuel consumption can be effectively reduced.

Further, it is sufficient that the output of the drive device (35% or less, more preferably 25% or less of the output of the drive means of the main engine) is small enough to drive a small additional propeller. .

In the case that the ship departs from the ship after loading the cargo and shifts to the ordinary voyage, the commercial propeller is driven to navigate at a deep draft. In addition, in the case of ballast voyage after unloading, additional propeller operation shall be carried out after normal transit. However, if the weather is bad, ballast water can be used to run on small additional propellers or commercial propellers while ballast water is filled and stabilized. It is also possible to use additional propellers and commercial propellers if necessary.

The use of additional small propellers for ballast voyages reduces the propeller immersion rate limit of commercial propellers and allows the propeller diameter of the designed propeller to be larger than the propeller diameter according to conventional design standards. This makes it possible to improve the efficiency of the propeller, thereby improving the efficiency by about 5 to 7%. Thus, the use of larger diameter designed propellers improves propeller efficiency and reduces the required output of the main engine compared to the same speed. This greatly improves fuel efficiency.

<Invention according to Claim 7>

The additional twin-rudder propeller wire according to claim 6, wherein the additional propeller is selectable in a projecting state to the outboard and in a state in which the boat enters the ship.

(Action effect)

If the additional propeller is in a state of protruding outboard and is placed in an unused state during voyage, the additional propeller should be pulled into the ship because of resistance at deep draft.

INDUSTRIAL APPLICABILITY As described above, according to the present invention, it is possible to improve the fuel consumption and increase the amount of loading per length of the ship.

1 is a side view showing a stern portion of a front side of a transposition twin-rudder propeller line.
2 is a plan view of a front twin-rudder propeller line.
3 is a cross-sectional view of the front twin-rudder propeller line viewed from the rear side.
Fig. 4 is a schematic side view of a propeller ship in a dropping state when an additional propeller is installed. Fig.
Fig. 5 is a schematic side view of a propeller line in a state of running with a collinear line in the case where an additional propeller is installed.
Figure 6 is an assembly diagram of an example of an additional propeller (duct propeller).
FIG. 7 is a side view showing a stern portion of a front face of a single propeller of a conventional propeller. FIG.
FIG. 8 is a plan view showing a stern portion of the front surface of a single propeller of a conventional propeller. FIG.

First, as shown in FIG. 7 and FIG. 8, as an example of a tanker or a large cargo ship, the engine room 50 is disposed in the ship body of the stern section, which is a single propeller propeller, Propelling the propeller 51 by rotating it.

A rudder 52 is provided at the rear of the propeller 51 and a steering chamber 53 is disposed above the propeller 51. A steering wheel 54 is provided inside the steering shaft 53, Is integrally formed with the rudder (rudder plate) 52, and is capable of pivoting by the steering wheel 54. [ Reference numeral 56 denotes an after-peak tank (stern tank).

On the front side of the engine room (50), a storage portion (57) is arranged side by side on the bow side.

Next, an embodiment of the present invention will be described with reference to the accompanying drawings.

1 to 6 show an example of a transitional twin-rudder propeller wire of the present invention.

In the present invention, rudders (12, 12) are provided in front of the propeller (11), behind the bucket line, and at symmetrical positions of the center line of the ship.

The rudder 12 may be either balanced or unbalanced in relation to the other shaft 12a. Further, as shown in Fig. 2, it is preferable to have a left-right symmetrical surface. The two ridges (12, 12) can be appropriately selected for simultaneous use, single use, combination use, and the like.

A steering wheel 53 is also disposed in front of the propeller 11 by providing rudders 12 and 12 in front of the propeller 11 and a steering wheel 54 is installed inside the steering wheel.

The stern thruster 40 can be provided in front of the propeller 11 and behind the bucket line. The propeller shaft 40a of the stern thruster 40 is disposed so as to pass through the other plate surfaces of the ridges 12,

By providing the stern thruster (40) at the stern side, it is possible to correct the orbit in a narrow port and improve the stability of the busting and opening.

On the other hand, when the boat, such as the harbor, is navigating at low speed, the other effect is very bad. By starting the stun thruster (40) and flowing the water stream to the other plate surface, the effect of the other becomes faster and the stability is improved.

It is preferable that the stern thruster 40 is positioned 3 to 25 m ahead of the propeller.

According to the present invention, since the rudder and its steering gear are disposed in front of the propeller, as in the conventional example shown in Figs. 7 and 8, for example, the stern tanks 56, the steering gears 7) and the like, and it is possible to make the propeller of the conventional example shorter by, for example, about 5 m to 20 m than that of the propeller having one ridge behind it.

As a result, in the case of cargo ships, the volume of cargo tanks per full length can be increased by about 5% to 15%, thus increasing the value of the ship. In addition, the drying cost can be reduced.

The propeller 11 is a commercial propeller. 4 to 6, an additional propeller and its drive means are provided in addition to the commercial propeller 11, and the additional propeller is located at a different position from the propeller placement position, , One or more of which are provided with a pre-twin rudder propeller line that allows the user to select between a commercial operation state in which the propeller is driven to obtain propulsive force and an operation state in which an additional propeller is driven to obtain the propulsive force.

Fig. 4 is a schematic side view of a propeller line, for example a merchant line 10 in a docked condition, for example a cargo ship. The main propeller (main propeller) 11 is driven by a cycle (main engine) 50 of a diesel engine or the like to obtain propulsion force. 14A is a water line in a collinear state, with a high bow direction, and a stern direction is a bow trim intersection with the bottom line. The stern trim condition is reversed, and is indicated by the repair line 14B in Fig.

6, an additional propeller 20 and a duct propeller 21 are installed on the propeller line, and further includes driving means 22 for propeller.

The additional propeller 20 is located at a position different from that of the commercial propeller 11, that is, at a stern or intermediate position outside the illustrated forefoot region, and is disposed at the bottom or bottom bottom portion. The case of the stern position is indicated by 20A, and the case of the intermediate position is indicated by 20B.

The output of the drive means 22 of the additional propeller 20 is as small as 25% or less of the output of the drive means of the main engine 50. [

In addition, it is possible to select a commercial operation state in which propulsion power is obtained by driving the propeller 11 and an operation state in which propulsion power is obtained by driving the additional propeller 20.

An example of the additional propeller 20 will be described. The driving means 22 may be connected to a cycle (main engine) 50 to obtain a driving force, if necessary, in addition to an electric motor and a hydraulic motor.

The rotational driving force of the output shaft 23 by the driving means 22 is transmitted to the longitudinal axis 25 through the pair of bevel gears 24 and the pair of bevel gears 26 provided on the longitudinal axis 25 And is configured to rotate the duct propeller 21 having the duct 21A around the propeller.

On the other hand, the rotational driving force of the transmission shaft 28 by the driving means 22 is transmitted to the small-sized toothed wheel 29 and the large toothed wheel 30 engaged therewith so that the duct propeller 21, Is rotatable about the longitudinal axis (25).

The apparatus including the duct propeller 21 below the bottom 10A is in a state of protruding out of the bottom 10A as shown in Fig. 6, but is interrupted by normal voyage, A possible structure is appropriate. 10B is a shielding member that closes after entering the ship.

With this propeller line structure, when the cargo R is loaded (loaded), the commercial propeller 11 is driven by the main engine 50 and operated in a draft state close to the planned load draft.

After the cargo has been laid down, there is little need to overly strictly with respect to the stability of the ship at sea, especially in a climate where the climate is mild and the waves are silent. Therefore, as shown in Fig. 5, And is driven by an additional propeller (20). In this case, as shown by the white arrows in Fig. 5, the direction of travel of the ship can be appropriately selected, and the bow and stern are monitored by the bridge 13 in accordance with the direction of travel of the ship.

As a result, by lowering the waterline, the amount of apparent drainage is reduced, the contact area of the outside sheathing with water is reduced, the water area coefficient can be improved, and the effect of saving fuel consumption is increased.

Further, since the small additional propeller 20 is driven, a small output of the drive device 22 is sufficient, so that the output of the drive means of the main engine 50 is 35% or less, particularly 25% or less, Fuel consumption can be reduced even from the viewpoint that the engine can be operated with an output of about 50%. Driving speeds of 5 to 10 knots are sufficient on days when the climate is mild (from 0 to 3 on a Beaufort scale).

When the vessel departs after leaving the cargo (R) loaded and moves to the normal voyage, the commercial propeller (11) is driven, or an additional propeller is used to navigate at a deep draft.

When the weather is bad, the ballast water BW (the storage space of the ballast water is not shown) is filled even if the ball is corrugated, and the ballast water is supplied to the small additional propeller 20 or the commercial propeller 11 Can be driven.

When the duct propeller 21 is rotatable about the vertical axis, the duct propeller 21 can be driven and driven in the stern direction as shown in Fig. 6 in a necessary operation state.

When the duct propeller 21 is rotatable about the longitudinal axis 25 (vertical axis), it is possible to add a steering function by appropriately rotating the additional propeller around the vertical axis in the combined operation of the additional propeller and commercial propeller, (Direction) can be improved. Further, when the ship is docked, it can be used as a slide thruster with its side facing.

The propeller idling prevention device for preventing the rotation of the propeller 11 can be provided.

The duct propeller 21 may be provided on the left and right sides with the center line of the ship as a boundary. The rotation of the left and right duct propellers 21, 21 around the vertical axis can improve the steering performance. In addition, when used as a slide thruster, the borders can be further simplified.

The present invention is applicable to a container ship, a tanker, an LNG carrier, a car carrier, a bulk cargo ship, a ferry boat, etc. in addition to a general cargo ship.

10 propeller line
11 Commercial propeller (main propeller)
Twelve (rudder)
12a Other axis
20 Additional propellers
21 duct propeller
22 driving means
40 Stern Thrusters
50 cycles (main engine: driving means)
54 Steering wheel

Claims (7)

A pair of ridges 12 and 12 are provided in front of the propeller 11 and at the rear of the bucket line and at symmetrical positions of the centerline of the ship respectively at the left and right symmetrical positions and in front of the propeller 11, And a propeller shaft 40a of the stern thruster 40 is mounted on the surface of each of the ridges 12 and 12 across the center line of the stern thruster 40. The stern thruster 40, Wherein the second twin rudder propeller wire has a relationship that passes through the first twin rudder propeller. The method according to claim 1,
Wherein the stern thruster (40) is located 3 to 25 meters ahead of the propeller (11). The method according to claim 1,
Wherein the rudder (12, 12) has a left-right symmetrical opposite surface. The method according to claim 1,
Wherein the steering wheel (54) is provided in front of the propeller (11) and in the hull behind the bucket line. The method according to claim 1,
An additional propeller 20 and a drive means 22 are provided in addition to the propeller 11. The additional propeller 20 is located at a position different from the position where the propeller 11 is disposed, A twin rudder propeller which is arranged in a single or plural arrangement so as to be able to select a commercial operation state in which propeller 11 is driven to obtain propulsion force and an operation state in which propulsion force is obtained by driving additional propeller 20. 6. The method of claim 5,
Wherein the additional propeller (20) is capable of selecting a protruding state to the outboard and an inboard state. delete

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