KR101975598B1 - Propeller device for a vessel - Google Patents

Abstract

The present invention relates to a propeller apparatus for a ship having a function for preventing abrasion and the ship having the same. According to the present invention, the propeller apparatus for the ship comprises: a propeller rotatably placed on a tail of the hull to propel the hull; a propeller rotation support means which includes: a propeller shaft connected to an engine and the propeller, and a stern tube placed on an external side in a direction of a radius of the propeller shaft to form a gap from the propeller shaft, and which rotatably supports the propeller; and a shaft short circuit generation suppress unit engaged with the stern tube to suppress the generation of a shaft short circuit on the propeller shaft when the propeller shaft operates.

Description

Propeller device for a vessel having a wear prevention function [

The present invention relates to a ship propeller device having a wear prevention function, and more particularly, to a propeller device having a wear prevention function, more specifically, to reduce the fatigue accumulation of a propeller shaft by effectively suppressing a shaft short phenomenon, And more particularly, to a marine propeller device having a wear prevention function capable of reducing the occurrence of wear.

A vessel is a structure that can float in water and carry people, livestock, and materials, and move over water. Broadly speaking, the transportation facilities on the water are collectively referred to as rafts, which are simply woven of wood or bamboo.

A small ship of several meters (m) in length is called a boat, a boat, an end boat, and the bigger one is called a ship or ship. The word 'boats' means big boats.

For reference, 'ship' in English means a large line, while 'vessel' is used as a generic term for all ships regardless of their size.

The ship has a drawback that it is slower than a train, a train, a car, and an airplane on land, but it can transport large quantities of cargo at a time and is cheap. It is because of this advantage that half of world goods transports depend on maritime transport.

On the other hand, a propeller as propulsion means is rotatably mounted on such a ship by a propeller shaft. A stern tube is provided outside the propeller shaft.

However, since there is no discharge port in the stern tube in a conventional ship structure, electricity (current) is generated due to eddy phenomenon caused by high-speed rotation of the propeller shaft in seawater accumulated inside the stern tube, which is also called a stern tube, The shaft shorting phenomenon can be caused.

For example, in the case of a neckline, seawater is always wrapped around the stern tube so that electricity flows freely to the outside of the hull (sea).

In the case of the wire, the current generated in the stern tube flows naturally to the outside of the wire, so that a short shot phenomenon occurs. On the other hand, in the case of the FRP line, since the reinforced plastic material hinders the electric current (current) from flowing to the outside, the shaft short phenomenon occurs more than the wire.

As a result, as described above, electric current (current) is generated due to swirling phenomenon caused by high speed rotation of the propeller shaft in seawater accumulated inside the stern tube, which is also called a stern tube, .

If the shaft shorting phenomenon is continued, the life of the propeller shaft due to fatigue accumulation of the propeller shaft is shortened, and the replacement of the propeller shaft frequently causes a lot of damage to the owner.

For reference, radio waves are generated in all ships. Most of them are caused by short-circuited shaft shots due to communication waves. However, this is only a vague guess about the ship. In reality, as described above, Considering that the generation of electricity is the main cause, there is a need for a ship propeller device having a new concept of abrasion preventing function which is not known yet.

Korea Patent Office Application No. 10-1973-0001748 Korea Patent Office Application No. 10-1981-0001303 Korea Patent Office Application No. 10-1990-0003729 Korea Patent Office Application No. 20-1990-0020959

SUMMARY OF THE INVENTION It is an object of the present invention to provide a propeller device for a ship having a wear prevention function capable of effectively suppressing shaft shorting phenomenon to reduce fatigue accumulation of a propeller shaft and thereby reducing loss caused by frequent replacement of a propeller shaft .

The object is achieved by a propeller which is rotatably disposed at the rear of a hull to propel the hull; A propeller shaft connected to the engine and the propeller and a stern tube disposed radially outward of the propeller shaft so as to form a gap between the propeller shaft and the propeller shaft, Way; And a shaft short occurrence suppression unit coupled to the stern tube and restraining a shaft short phenomenon from occurring in the propeller shaft during operation of the propeller shaft.

The shaft short occurrence restraining portion can be applied to a structure allowing the inflow and outflow of seawater into a gap formed between the propeller shaft and the stern tube.

The shaft short occurrence restraining part includes a seawater inflow part having one end connected to the gap and introducing the seawater into the gap; And a seawater discharge unit having one end connected to the gap and discharging seawater in the gap.

On the other hand, the above object is achieved by a hull comprising: And a propeller device mounted at the rear of the hull, the propeller device comprising: a propeller rotatably disposed at the rear of the hull to propel the hull; A propeller shaft connected to the engine and the propeller and a stern tube disposed radially outward of the propeller shaft so as to form a gap between the propeller shaft and the propeller shaft, Way; And a shaft short occurrence suppression unit coupled to the stern tube for restraining occurrence of a shaft short phenomenon in the propeller shaft during operation of the propeller shaft, wherein the shaft short occurrence suppression unit is formed between the propeller shaft and the stern tube Wherein the shaft short generation restraining part includes a seawater inflow part connected to the gap and introducing the seawater into the gap; And a seawater discharging part having one end connected to the gap and discharging the seawater in the gap. The present invention is also directed to a marine propeller device having a wear prevention function.

According to the present invention, it is possible to effectively suppress shaft shorting phenomenon to reduce the fatigue accumulation of the propeller shaft, and thereby to reduce loss caused by frequent replacement of the propeller shaft.

1 is a structural view of a propeller area of a ship according to a first embodiment of the present invention.
2 is a cross-sectional structural view of a marine propeller device area as a stern tube area applied to Fig.
3 is an enlarged view of the forward side region of Fig.
Fig. 4 is an enlarged view of the stern side area of Fig. 2;
5 is a sectional structural view of a marine propeller device area according to a second embodiment of the present invention.
6 is a cross-sectional structural view of a marine propeller device area according to a third embodiment of the present invention.
FIG. 7 is a control block diagram of FIG. 6. FIG.
8 is a control block diagram of a marine propeller device according to a fourth embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention.

However, the description of the present invention is merely an example for structural or functional explanation, and thus the scope of the present invention should not be construed as being limited by the embodiments described in the text.

For example, since the embodiments are susceptible to various modifications and various forms, the scope of the present invention should be construed as including equivalents capable of realizing technical ideas.

It is to be understood that the scope of the present invention should not be construed as being limited thereto since the object or effect of the present invention is not limited to the specific embodiment.

In the present specification, the present embodiment is provided to complete the disclosure of the present invention and to fully disclose the scope of the invention to a person having ordinary skill in the art to which the present invention belongs. And the present invention is only defined by the scope of the claims.

Thus, in some embodiments, well known components, well known operations, and well-known techniques are not specifically described to avoid an undesirable interpretation of the present invention.

It is to be understood that the meaning of the terms used in the present invention is not limited to a dictionary meaning, but should be understood as follows.

It is to be understood that when an element is referred to as being "connected" to another element, it may be directly connected to the other element, but there may be other elements in between. On the other hand, when an element is referred to as being "directly connected" to another element, it should be understood that there are no other elements in between. On the other hand, other expressions that describe the relationship between components, such as "between" and "between" or "neighboring to" and "directly adjacent to" should be interpreted as well.

It should be understood that the singular " include " or " have " are to be construed as including a stated feature, number, step, operation, component, It is to be understood that the combination is intended to specify that it does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, or combinations thereof.

All terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs, unless otherwise defined.

Commonly used predefined terms should be interpreted to be consistent with the meanings in the context of the related art and can not be interpreted as having ideal or overly formal meaning unless explicitly defined in the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the description of the embodiments, the same components are denoted by the same reference numerals, and explanations of the same reference numerals will be omitted in some cases.

(Embodiment 1)

Fig. 1 is a structural view of a propeller area of a ship according to a first embodiment of the present invention, Fig. 2 is a sectional view of a ship propeller device area, which is a stern tube area applied to Fig. Fig. 4 is an enlarged view of the stern side area of Fig. 2. Fig.

Referring to these drawings, the ship according to the present embodiment effectively suppresses shaft shorting phenomenon, thereby reducing the fatigue accumulation of the propeller shaft 150, and causing loss due to frequent replacement of the propeller shaft 150 .

The ship according to the present embodiment which can provide such an effect may include a hull 110 and a propeller device 120 mounted at the rear of the hull 110.

For reference, the vessel shown in FIG. 1 may be any of commercial vessels, warships, fishing vessels, carriers, drill ships, and special operation ships, and may include floating marine structures.

A structure such as an engine for generating thrust in the hull 110 may be mounted. The main body 111 may be provided outside the hull 110. A rudder 115 is provided at the rear of the hull 110 to adjust the traveling direction of the ship.

The propeller device 120 includes a propeller 130 rotatably disposed at the rear of the hull 110 for propelling the hull 110 and a propeller rotation support means 140 for rotatably supporting the propeller 130 .

The propeller rotation support means 140 includes a propeller shaft 150 connected to an engine and a propeller 130 not shown and a radial outer side of the propeller shaft 150 such that a gap G between the propeller shaft 150 and the propeller shaft 150 is formed And a stern tube 160 disposed in the stern tube 160.

The propeller shaft 150 penetrates through the stern area of the hull 110 and is fixedly coupled to an external propeller 130. When the propeller shaft 150 is rotated when the engine is running,

The stern tube 160 is disposed radially outward of the propeller shaft 150 to protect the propeller shaft 150.

Since the propeller shaft 150 is required to perform the rotational motion, the stern portion of the hull 110 through which the propeller shaft 150 penetrates, i.e., the rotation of the propeller shaft 150 between the stern tube 160 and the propeller shaft 150 A gap (G, Gap) must be formed.

The propeller rotation support means 140 further includes a bearing 141, a sealing module 142, a pipe ring 145, and a sealing unit 146.

A plurality of bearings 141 are disposed in the gap G between the propeller shaft 150 and the stern tube 160 along the longitudinal direction of the propeller shaft 150. The bearing 141 assists the smooth rotation of the propeller shaft 150.

And the sealing module 142 is coupled to the hull fixing portion 143. [ At this time, the hardening agent 144 is filled between the sealing module 142 and the hull fixing portion 143 to seal the corresponding portion. The piping ring 145 for connection to various pipes is mounted after the sealing module 142 is installed and then the sealing unit 146 is installed around the piping ring 145 so that the structure of the propeller rotation supporting means 140 .

The propeller device 120 according to the present embodiment includes a shaft shot generation suppressing unit 150 that is coupled to the stern tube 160 and suppresses the occurrence of a shaft short phenomenon in the propeller shaft 150 when the propeller shaft 150 is operated 170 may be further equipped.

The shaft short occurrence restraining portion 170 may be applied to a structure allowing the inflow and outflow of seawater into gaps (G, Gap) formed between the propeller shaft 150 and the stern tube 160 in this embodiment.

In other words, the shaft short occurrence restraining portion 170 includes a seawater inflow portion 171 having one end connected to the gap G and introducing the seawater into the gap G and a second end connected to the gap G, And a seawater discharge unit 173 for discharging seawater in the seawater.

When the shaft short occurrence suppressing portion 170 including the seawater inlet portion 171 and the seawater outlet portion 173 is applied to the stern tube 160 as described above, the seawater can be forcibly circulated without any seawater, The occurrence of shaft short phenomenon can be reduced or prevented at the source.

In other words, taking advantage of the characteristics of the stern tube 160, which allows easy inflow and outflow of seawater, the generation of electricity by the vortex of the seawater in the stern tube 160 is remarkably reduced and continues to circulate, .

If the shaft shorting phenomenon does not occur or decreases, the fatigue accumulation and wear of the propeller shaft 150 are reduced, so that the lifetime of the propeller shaft 150 can be prolonged, thereby avoiding frequent replacement of the propeller shaft 150 do.

According to the present embodiment having the structure and operation as described above, it is possible to effectively suppress the short-circuiting of the shaft to reduce the fatigue accumulation of the propeller shaft 150, and thereby reduce the loss due to frequent replacement of the propeller shaft 150. [ It is possible to reduce the occurrence.

(Second Embodiment)

5 is a sectional structural view of a marine propeller device area according to a second embodiment of the present invention.

Referring to this figure, a propeller device 220 according to the present embodiment includes a propeller 130 (see FIG. 1) that is rotatably disposed at the rear of a hull 110 (see FIG. 1) to propel the hull 110, A propeller rotation supporting means 240 for rotatably supporting the propeller 130 and a propeller rotation supporting means 240 coupled to the stern tube 160 for preventing a shaft short phenomenon from occurring on the propeller shaft 150 during operation of the propeller shaft 150, And a shaft short occurrence suppression unit 270.

The shaft shortage suppression unit 270 may be applied to a structure that allows the inflow and outflow of seawater into gaps G and G formed between the propeller shaft 150 and the stern tube 160. [ That is, the shaft short occurrence restraining part 270 includes a seawater inflow part 271 having one end connected to the gap G and introducing the seawater into the gap G, and a seawater inflow part 272 having one end connected to the gap G, And a seawater discharge portion 273 for discharging seawater.

At this time, both the sea water inflow portion 271 and the sea water discharge portion 273 include the inclined portions 271a and 273a and the straight portions 271b and 273b. When the sea water inflow portion 271 and the sea water discharge portion 273 include the inclined portions 271a and 273a in particular, there is an advantage that the inflow and outflow of seawater can be made more smooth.

Even if the present embodiment is applied, it is possible to effectively suppress the shaft short-circuit phenomenon, thereby reducing the fatigue accumulation of the propeller shaft 150, and thereby reducing the loss caused by frequent replacement of the propeller shaft 150.

(Third Embodiment)

FIG. 6 is a cross-sectional structural view of a marine propeller device area according to a third embodiment of the present invention, and FIG. 7 is a control block diagram of FIG.

Referring to these drawings, the propeller device 320 according to the present embodiment is also provided with a propeller 130 (see FIG. 1) that is rotatably disposed at the rear of the hull 110 (see FIG. 1) and propels the hull 110 A propeller rotation supporting means 240 for rotatably supporting the propeller 130 and a prop shaft rotation preventing means 240 coupled to the stern tube 160 for preventing shaft shorting from occurring on the propeller shaft 150 during operation of the propeller shaft 150. [ And a shaft short occurrence restraining unit 270 for restricting the shaft short.

The shaft shot generation suppressing unit 270 may be configured to allow the seawater to flow into and out of the gap (G, Gap) formed between the propeller shaft 150 and the stern tube 160 as in the second embodiment A seawater inflow section 271 having one end connected to the gap G and introducing the seawater into the gap G and a seawater discharge section 273 connected to the gap G at one end and discharging seawater in the gap G ). At this time, both the sea water inflow portion 271 and the sea water discharge portion 273 include the inclined portions 271a and 273a and the straight portions 271b and 273b.

In this structure, the seawater discharge unit 273 is provided with a seawater pump 390, and the seawater pump 390 is operated by the controller 380.

The controller 380 controls the operation of the seawater pump 390 based on a predetermined input signal. The controller 380 performing such a role may include a central processing unit 381 (CPU), a memory 382 (MEMORY), and a support circuit 383 (SUPPORT CIRCUIT).

The central processing unit 381 may be one of a variety of computer processors that are industrially applicable to control the seawater pump 390 to operate based on a predetermined input signal in the present embodiment.

The memory 382 (MEMORY) is connected to the central processing unit 381. The memory 382 may be a computer readable recording medium and may be located locally or remotely and may be any of various types of storage devices, including, for example, random access memory (RAM), ROM, floppy disk, hard disk, May be at least one or more memories.

A support circuit 383 (SUPPORT CIRCUIT) is coupled with the central processing unit 381 to support the typical operation of the processor. Such a support circuit 383 may include a cache, a power supply, a clock circuit, an input / output circuit, a subsystem, and the like.

In this embodiment, the controller 380 controls the operation of the seawater pump 390 based on a predetermined input signal, and such a series of control processes and the like can be stored in the memory 382. Typically, a software routine may be stored in memory 382. The software routines may also be stored or executed by other central processing units (not shown).

Although processes according to the present invention are described as being performed by software routines, it is also possible that at least some of the processes of the present invention may be performed by hardware. As such, the processes of the present invention may be implemented in software executed on a computer system, or in hardware such as an integrated circuit, or in combination of software and hardware.

Even if the present embodiment is applied, it is possible to effectively suppress the shaft short-circuit phenomenon, thereby reducing the fatigue accumulation of the propeller shaft 150, and thereby reducing the loss caused by frequent replacement of the propeller shaft 150.

(Fourth Embodiment)

8 is a control block diagram of a marine propeller device according to a fourth embodiment of the present invention.

In the case of this embodiment, it has the same structure as that of the above-described third embodiment. However, in the present embodiment, the seawater amount sensing unit 495 is applied to the gap G, and the controller 480 operates the seawater pump 390 based on the sensing signal of the seawater amount sensing unit 495 There is a difference. In other words, in the present embodiment, the seawater amount sensing unit 495 senses the remaining amount of seawater in the gap G and transmits the information to the controller 480, and the controller 480, Lt; RTI ID = 0.0 > 390 < / RTI >

Even if the present embodiment is applied, it is possible to effectively suppress the shaft short-circuit phenomenon, thereby reducing the fatigue accumulation of the propeller shaft 150, and thereby reducing the loss caused by frequent replacement of the propeller shaft 150.

It will be apparent to those skilled in the art that various modifications and variations can be made in the present invention without departing from the spirit or scope of the invention. It is therefore intended that such modifications or alterations be within the scope of the claims appended hereto.

110: Hull 111:
115: rudder 120: propeller device
130: propeller 140: propeller rotation support means
141: Bearing 142: Sealing module
143: Hull fixing section 145: Piping ring
146: sealing unit 150: propeller shaft
160: stern tube 170: shaft short-
171: Seawater inflow section 173: Seawater discharge section

Claims (4)

A propeller 130 rotatably disposed at the rear of the hull 110 to propel the hull 110;
A propeller shaft 150 connected to the engine and the propeller 130;
A stern tube (160) disposed radially outward of the propeller shaft (150) so as to form a gap with the propeller shaft (150);
A propeller rotation support means 140 for rotatably supporting the propeller 130; And
And a shaft short occurrence suppression unit 170 coupled to the stern tube 160 for preventing a short shot phenomenon from occurring on the propeller shaft 150 when the propeller shaft 150 is operated,
The shaft short occurrence suppression unit 170,
And is adapted to allow the inflow and outflow of seawater into a gap formed between the propeller shaft 150 and the stern tube 160,
A seawater inflow section 171 having one end connected to the gap and introducing the seawater into the gap; And
And a seawater discharge unit (173) having one end connected to the gap and discharging seawater in the gap (Gap).
delete A hull 110; And
And a propeller device (120) mounted at the rear of the hull (110)
The propeller device (120)
A propeller 130 rotatably disposed at the rear of the hull 110 to propel the hull 110;
A propeller shaft 150 connected to the engine and the propeller 130;
A stern tube 160 disposed radially outward of the propeller shaft 150 to form a gap with the propeller shaft 150;
A propeller rotation support means 140 for rotatably supporting the propeller 130; And
And a shaft short occurrence suppression unit 170 coupled to the stern tube 160 for preventing a shaft short phenomenon from occurring in the propeller shaft 150 when the propeller shaft 150 is operated,
The shaft short occurrence suppression unit 170
And a structure that allows the inflow and outflow of seawater into a gap formed between the propeller shaft 150 and the stern tube 160,
A seawater inflow section 271 having an inclined section 271a and a straight line section 271b so that one end thereof is connected to the gap and the seawater flows into the gap; And
And a seawater discharge part (273) having an inclined part (273a) and a straight part (273b), one end of which is connected to the gap to discharge the seawater in the gap. Propeller device having a propeller shaft.
4. The apparatus according to claim 3, wherein the shaft short occurrence suppression unit (170)
A seawater pump 390 provided in the seawater discharge unit 273;
And a controller (380) for controlling the operation of the seawater pump (390).

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