KR200173266Y1 - Equipment propulsion stern of driving oil pressure - Google Patents

Abstract

The present invention relates to a hydraulically driven stern propulsion apparatus attached to the stern wall of the ship to drive the propulsion hydraulically and to remotely control the traveling speed, forward and backward and lifting angle.

In the conventional stern propulsion system, the propeller connected to the propulsion shaft through the reduction gear, clutch, and reversing device is driven by the power of the main engine, and the steering device installed for turning left and right protrudes to the bottom, thereby increasing the hydrodynamic resistance and maintaining maintenance. It is complicated and a problem arises in that a propeller or a steering gear collides with a seabed or an underwater protrusion in a shallow sea area.

The present invention has been made in order to solve the problems of the prior art as described above, the main pipe is provided with a hydraulic pump mounting table on one side; A hydraulic pump for supplying hydraulic oil; An exhaust manifold that cools the exhaust gas of the main engine with seawater and then mixes it with the seawater through the exhaust gas pipe and discharges it outboard; A tilting pin and a tiltil arm provided at an inner position of the transom box; Lifting cylinder and lifting arm for adjusting lifting angle by hydraulic oil supplied from hydraulic system; An upper body provided at one side of the transom box; A steering lever configured to steer left and right; A lower body provided with a swash plate support and a hydraulic motor therein; One propeller shaft of the hydraulic motor is provided with a propeller.

Description

Hydraulic Driven Stern Propulsion Equipment {EQUIPMENT PROPULSION STERN OF DRIVING OIL PRESSURE}

The present invention relates to a hydraulically driven stern propulsion unit that is attached to the stern wall of the ship to drive the propulsion hydraulically and remotely control the traveling speed, forward and backward, and lifting angle, more specifically, a separate lifting angle control device or Replace the hydraulic system of the deck machine with the hydraulic system of the propulsion system driven by the main engine, and select the installation position of the main engine arbitrarily for effective cabin compartment, reduce the propulsion system weight, simplify the structure and reduce / reverse the device. Due to the hydraulic control to improve the durability, the control panel of the steering room to enable remote control of the deck machinery as well as the propulsion engine.

In the conventional stern propulsion system, the propeller connected to the propulsion shaft through the reduction gear, clutch, and reversing device is driven by the power of the main engine, and the steering device installed for turning left and right protrudes to the bottom, thereby increasing the hydrodynamic resistance and maintaining maintenance. It is complicated and a problem arises in that a propeller or a steering gear collides with a seabed or an underwater protrusion in a shallow sea area.

In addition, ships less than 3 tons are conventionally equipped with outboard motors, but the driving engine is mounted on the main body of the propulsion system, and gasoline is used for fuel oil, so the output is limited during high-speed operation, and the fuel cost is driven by diesel engine. It is 2 to 3 times higher than the type propulsion system, and the structure is complicated, and the maintenance cost is also high, and it is gradually replaced by the stern propulsion device because of the problem that the reversing device or the reduction gear is frequently damaged. Therefore, in the stern propulsion system that directly drives the propulsion system to the main engine, the lifting angle is limited to within 60 degrees, the steering angle range is limited to within 30 degrees, and a separate reverse electric gear or a deceleration gear is necessary, which causes frequent failures. .

The present invention devised to solve all the problems of the prior art as described above, by effectively installing the main engine at an arbitrary position, and effectively utilizing the compartments of the cargo warehouse or residential facilities, as well as improving the stability due to the weight of the propulsion device. The second purpose is to remove the drive shaft, reverse electric gear, reduction gear, and steering gear between the main engine and the propulsion system to improve the durability of the propulsion system and to simplify the structure to facilitate maintenance. The third purpose is to increase the steering performance by increasing the left and right steering angle and the up and down lifting angle adjustment range, and to allow the centralized control of the speed control, forward and backward operation, steering angle and lifting angle remotely in the steering room. The purpose is to utilize the hydraulic pressure supplied from the hydraulic system of the propulsion system in the case of fishing boats or working vessels. The power unit or hydraulic system other than the main engine can be omitted to reduce the manufacturing cost of the ship, reduce maintenance costs, and to facilitate remote control of the deck machinery and propulsion engines. The fifth purpose is a hydraulic motor built specifically for driving propellers. To select the swash plate type and replace the hydraulic motor casing with the main body of the propulsion system to reduce the weight, reduce the hydraulic motor installation area, and provide a hydraulically driven stern propulsion system that facilitates assembly or disassembly of components of the hydraulic motor. There is this.

In order to achieve these objects, the present invention is installed in an enclosed engine room of the ship, the main pipe is provided with a hydraulic pump mounting unit on one side; A hydraulic pump provided at one side of the hydraulic pump mounting unit and supplying hydraulic oil; An exhaust manifold provided in the main pipe, the exhaust gas of the main pipe being cooled with cooling sea water and then mixed with sea water through the exhaust gas pipe to be discharged to the shipboard; The transom box is assembled to the stern wall of the ship, and the tilting pin and the tilt arm are provided in the inner place of the transom box; A lifting cylinder and a lifting arm which are provided at both sides of the transom box and adjust the lifting angle by the hydraulic oil supplied from the hydraulic system; A steering hinge coupled to the tilt arm with a steering pin and provided at one side of the transom box; A steering lever provided at an upper end of the upper body and configured to steer left and right; A lower body formed at a lower end of the upper body and having a swash plate support and a hydraulic motor therein; One side propulsion shaft of the hydraulic motor provides a hydraulically driven stern propulsion device characterized in that the propeller is provided.

Hereinafter, described in detail with reference to the accompanying drawings a preferred embodiment of the present invention for achieving this purpose are as follows.

1 is a hydraulic pump and a hydraulic motor driven by a main engine applied to the present invention

Schematic diagram of the propulsion system built into the propulsion body.

Figure 2 is a main configuration of the hydraulic motor built-in stern propulsion apparatus applied to the present invention.

Figure 3 is the exhaust and cooling fresh water and operating oil cooling system of the main engine applied to the present invention

Block diagram.

4 is a hydraulic system for controlling the hydraulic drive type stern propulsion applied to the present invention

Diagram.

5 is a configuration diagram of a hydraulic system for steering angle remote control applied to the present invention.

6 is a configuration diagram of the operation control panel of the hydraulic driven stern propulsion apparatus applied to the present invention.

<Explanation of symbols for the main parts of the drawings>

1: main engine 4: hydraulic pump

10: steering lever 12: upper body

14: lower body 20: hydraulic motor

22: sealing housing 29: working oil cooler

33: constant output control valve 35: pressure reducing valve

36: pilot valve 37: reversing valve

The hydraulically driven stern propulsion apparatus applied to the present invention is configured as shown in Figs. 1 to 6, wherein reference numeral 1 is a main engine.

1 is a configuration diagram of a hydraulic motor direct drive type propulsion device, the main functions are exhaust gas discharge and cooling of the main engine (1), hydraulic generation, forward and backward and traveling speed conversion, steering angle and lifting angle control, thrust generation, etc. Can be mentioned.

That is, the hydraulic pump 4 is assembled to the hydraulic pump mounting stand 3 of the main engine 1 installed in the closed engine room of the ship, and the hydraulic oil discharged from this is supplied to the propulsion apparatus as a hydraulic hose, and the main engine 1 The exhaust gas is cooled to cool seawater in the exhaust manifold (2) and then mixed with seawater through the exhaust gas pipe (5) to be discharged outboard.

In addition, the forward and backward operation of the propulsion device and the lifting angle adjustment are remotely controlled via the hydraulic system of FIG. 4, and the traveling speed adjustment is possible by remotely controlling the rotation speed of the main engine 1 in the control panel of FIG. 6.

The lifting angle is configured to adjust the hydraulic oil supplied from the hydraulic system through the lifting arm 8 connected to the two lifting cylinders 9.

Steering angle is to operate the steering wheel 42 of Figure 5 clockwise and counterclockwise to rotate the steering lever 10 connected to the steering cylinder from side to side to allow the propulsion device to be adjusted in the range ± 45 degrees.

FIG. 2 is a schematic view of the main parts inside the propeller body, and the tilting pin 27 supported by two bearings (not shown in the drawing) installed in the sidewall through hole of the transom box 7 is shown in FIG. The tilting arm 25 is assembled inside the two lifting arms 8 and the transom box 7.

The tilting arm 25 has a steering hinge 26 integrally fixed to the upper body 12 connected to the steering pin 24 so that the propulsion device is moved upward by a lifting cylinder 9 connected to the lifting arm 8. It is configured to be lifted or to be steered left and right by the steering lever 10.

In order to prevent the propulsion body from being contacted with the steering lever 10 when the main body is lifted, a groove is made in the center to the middle of the upper body 12 so that the main unit can be smoothly lifted to the upper side, and the upper body 12 is moved. Accordingly, the lower steering plate of the steering lever 10 is configured to be supported by a spring 23 to rise upward.

In addition, the inclined stabilization (13), which prevents the ship from being shaken while driving, is a thin flat plate having a wider width than the upper and lower bodies (12, 14) and having a thickness of 5 mm or less, and is integrally cast with the lower body (14). (16) is attached to the stern part of the inclination stabilizer (13).

And the lower body 14 of the propulsion device has a through hole in the front and rear to assemble the hydraulic motor 20, the swash plate support 19 and the sealing chamber, the front through hole is streamlined to reduce the fluid resistance of the propulsion device during the forward operation. Conical cap 17 is assembled with bolts and the rear through-hole is sealed housing 22 is assembled with bolts.

The propeller 15 is assembled to the propulsion shaft 21 coupled to the drive shaft of the hydraulic motor 20, the propulsion unit body 12, 14, the transom box 7 and the propeller 15 to reduce the weight It is preferable to be made of aluminum alloy, the hydraulic supply pipe 18, the swash plate support 19, the hydraulic motor 20 and the propulsion shaft 21 is a high-strength steel having a sufficient strength in contact with the high-pressure hydraulic fluid and considering the propulsion torque. It is preferred to be manufactured.

3 is a configuration of the exhaust and cooling system for cooling the cooling fresh water and the exhaust gas of the main engine 1 and the hydraulic oil of the hydraulic system, and the cooling sea water sucked through the sea intake port of the ship bottom is provided by the main engine 1. It is pressurized by the driven seawater pump 28 to cool the exhaust manifold 2 of the main pipe 1 through the working oil cooler 29 and the fresh water cooler 30, and then mixed with the exhaust gas through the exhaust gas pipe 5. It is configured to be discharged into the water offboard.

In addition, the cooling fresh water to remove the heat generated in the main pipe (1) is circulated to the fresh water pump 32, to maintain the appropriate temperature in the temperature control valve 31, if cooling is required in the fresh water cooler (30) Indirectly cooled by sea water, and when cooling is not necessary, the temperature control valve 31 is configured to be recycled to the main engine 1.

The reason for cooling the exhaust manifold 2 to sea water is to remove the exhaust heat and lower the exhaust noise since the main engine 1 is installed inside the sealed engine room.

4 is a configuration diagram of a hydraulic system for remotely controlling forward, backward, traveling speed, and lifting angle of a propulsion device.

The pilot valve 36 installed in the control panel via a constant output control valve 33 for generating a constant output of the hydraulic oil supplied to the hydraulic motor 20 in the hydraulic pump 4 driven by the main pipe (1). And a reversing valve 37 installed near the hydraulic pump 4 for remote control. If the hydraulic oil pressure rises above the set pressure of 300 atm, which may damage the hydraulic system, the hydraulic fluid above the set pressure is recirculated to the suction side of the hydraulic pump 4, and two The pressure of the hydraulic oil supplied to the lifting cylinder 9 is reduced to about 20 atm by the pressure reducing valve 35 and is configured to remotely control the solenoid valve 38.

In addition, it is possible to remotely control the pilot valve 36 of the control panel in order to forward and reverse the rotation direction of the propeller 15 directly connected to the hydraulic motor 20, and the traveling speed of the tower vessel is the operating speed of the main engine 1 Should be adjusted.

In order to maintain the temperature of the working oil properly, the working oil cooler 29 is cooled with sea water and then introduced into the storage tank 39. During operation of the propulsion system, the hydraulic oil passes through the suction filter 40 before the hydraulic oil is sucked into the hydraulic pump 4 from the storage tank 39 to remove foreign substances mixed in the hydraulic oil. When the hydraulic oil is insufficient in the hydraulic system, the hydraulic oil inlet 41 Replenish the hydraulic oil to the storage tank (39) through.

FIG. 5 is an independent hydraulic system for remotely controlling the steering angle of the propulsion device, and provides a small size for supplying hydraulic pressure generated by the steering pump 43 connected to the steering wheel 42 to the steering cylinder 46 connected to the steering wheel 42. It is widely used in steering system of outboard machinery and waterjet propulsion system, which are stern propulsion system of ship.

Since the steering pump 43 is a bidirectional discharge type, the discharge direction is changed according to the rotation direction of the steering wheel 42 to steer the propulsion device by manipulating the steering lever 10 connected to one steering cylinder 46 from side to side. In order to prevent the steering pump 43, the steering wheel 42 and the steering cylinder 46 from moving in the opposite direction according to the load condition, the steering check valve 44 is installed and the hydraulic system is prevented by preventing excessive impact load. An impact load relief valve 45 is configured between the pump and the hydraulic cylinder for protection.

6 is a configuration diagram of a control panel for remotely controlling the propulsion system, and the main engine starts / stops, the charge monitoring of the main battery operating battery, and the bilge pump operation for discharging the bilge in the engine room to enable comprehensive operation control of the ship. Includes configuration of stop, main engine speed control, forward and backward propulsion, lift angle and steering angle control functions.

In addition, the steering wheel 42 controls the steering angle of the propulsion device during the turning operation of the onboard ship, and since the main engine is an electric starting method, the main engine is opened or stopped by opening and closing the power of the battery with the ignition key 51 as in a car. And, it is configured to monitor the state of charge of the battery by the charging indicator 50 to facilitate operation.

And using the shift lever 47 and the pilot valve 36 to remotely control the running speed and forward and backward operation by the speed control of the main engine (1), and the storage battery to operate / stop the bilge pump installed in the engine room It is configured to use the bilge pump switch 49 to open and close the power supply and to use the lifting switch 48 to open and close the power supply of the solenoid valve 38 when driving the propulsion device.

The present invention hydraulic drive type stern propulsion device configured as described above is a pilot valve installed in the control panel for the hydraulic fluid supplied from the hydraulic pump (4) driven directly to the main engine in the engine room, forward and backward operation, lifting control 36) and solenoid valve 38 enable remote and forward operation of the propulsion system and lifting operation. Remote speed control and steering operation are also performed by operating the shift lever 47 and steering wheel installed in the same control panel. Is possible.

In addition, when the propulsion device is fixed to the stern wall of the loading ship to remotely control the steering angle and the lifting angle, the steering lever 10 attached to the upper part of the propulsion device is one steering cylinder, and the left and right lifting arms of the outer wall of the transom box 7 are (2) the steering hinge 26, steering pin 24, tilting arm 25, and tilting pin 27 are installed between the propulsion device and the fixed plate because they are operated by two lifting cylinders 9 attached to the propeller. Should work freely.

In addition, in order to change the traveling speed and to enable forward and backward driving, the rotation speed and the rotation direction of the propeller must be changed. This is the shift lever 47 and the reversing valve that control the fuel injection amount of the main engine in the control panel of FIG. 6. This is possible by remotely controlling the pilot valve 36 which operates 37.

That is, when the technical content as described above is described in more detail, the hydraulic motor 20 for driving the propeller 15 is embedded in the propulsion body, and the propulsion body is used as the hydraulic motor casing to reduce the installation area and weight. The built-in hydraulic motor parts are cylinders, pistons, drive shafts, swash plate supports 19, hydraulic supply pipes, and since the drive shafts are connected to external propellers, the sealed chamber housing 22 to prevent external seawater from entering the propulsion apparatus. Installed in the sealed chamber, and the stern propulsion system is mounted on the ship, and when the propeller 15 having the proper diameter and pitch is selected and replaced during the driving test, the screw is connected to the hydraulic motor even if the shaft diameter of the propeller is different. By replacing the propulsion shaft 21, the hydraulic motor drive shaft and the propulsion shaft is to be manufactured separately so as not to replace the entire hydraulic motor. The combination of the hydraulic motor drive shaft and propeller shaft is connected to the spline to have sufficient strength for the drive torque, and the fixing bolt is penetrated inside the propeller shaft and is fixed to the screw machined inside the hydraulic motor drive shaft, and is driven by the thrust generated during reverse operation. Make sure that the propeller shaft is secured by a tension bolt with sufficient strength so that it does not deviate from the hydraulic motor drive shaft.

The hydraulic oil supplied to the hydraulic motor 20 for driving the propeller 15 is supplied from the hydraulic pump 4 installed in the engine room, and the propulsion device exhibiting the steering function and the propulsion function is installed on the stern wall, Forward and reverse operations, steering and lifting are controlled remotely from the control panel in the steering room.

The lifting angle control system that lifts the propulsion system about 90 degrees in the life of the propulsion driving hydraulic system when changing the water depth may damage the protrusions of the seabed or when the maintenance of the propulsion system or the propeller 15 is replaced. It is used by reducing the pressure from 300 atm to about 20 atm, and adjusting the steering angle for turning the ship left and right using a hydraulic system configured separately.

To attach the propulsion device to the stern wall inclined about 5 degrees, the frangipani around the transom box 7 is manufactured to be inclined about 5 degrees to match the stern wall slope, and the transom box 7 is inserted into the ship from outside the stern wall. A sufficient through hole is made at a position where the height of the inclined stabilization plate 13 corresponds to the bottom of the ship and bolts the propulsion device to the outside of the stern wall.

The stern propulsion system is installed on the small ship stern wall through a fixed plate, so that the weight is light, so that the mounted ship is not inclined excessively to the stern side. The hydraulic pump (4) made of aluminum alloy and the high pressure hydraulic oil contacts the hydraulic motor. (20) Components and hydraulic system components are preferably made of high strength steel.

In this way, since the main body of the propulsion apparatus is mostly made of aluminum alloy, anticorrosive zinc plates of sufficient capacity should be attached to prevent corrosion due to contact with seawater. In order to prevent the viscosity change and the overheating of the hydraulic system due to the temperature increase of the hydraulic oil, the cooling sea water passing through the hydraulic motor 20 cools the cooling fresh water and the exhaust manifold (2) of the main engine installed in an enclosed engine room and exhaust gas and By mixing it to be discharged overboard, it is possible to obtain the effect of preventing overheating of the main engine and reducing exhaust noise due to exhaust gas.

In order to facilitate the disassembly and assembly of the components of the hydraulic motor 20, the stern opening part and the bow opening part of the main body are assembled, and the cylinder, the piston, and the drive shaft are assembled, and the stern opening part is a bearing housing in which the sealing chamber housing 22 is assembled. After fixing the bow openings and the swash plate support 19 for supporting the swash plate and the bearing, fix the cone 원 17 with bolts.

The hydraulic fluid of about 300 atm which drives the hydraulic motor 20 is supplied from the hydraulic motor 4 which is directly driven by the main engine installed at an arbitrary position in the engine room, and the flow rate control is a shift lever installed in the control panel. The operation is carried out by operating 47, and the hydraulic oil flow direction for the forward and backward operation is adjusted by operating the pilot valve 36 provided in the control panel.

Steering angle control for the left and right turning of the tower vessel is controlled remotely by operating the steering wheel of the hydraulic system from the control panel, and lifting angle adjustment of the propulsion device is a lifting control switch installed in the control panel to control the solenoid valve 38 constituting the hydraulic system ( 48) to remote control.

As described above, the present invention attaches only a hydraulic pump as a diesel main engine, so it is easy to arrange an engine room, and reduces fuel cost by 2/3 compared to gasoline engines, and improves durability by more than two times since reverse electric gear, clutch, and reduction gear are removed. The steering angle and lifting angle are increased by more than 50%, and the hydraulic system of lifting operation and deck hydraulic machine is replaced by the driving system of propulsion system, so it is easy to maintain maintenance and remote control by reducing the cost of reporting and simple configuration. I would have to.

Claims (4)

A main engine installed in an enclosed engine room on the ship and provided with a hydraulic pump mounting unit at one side; A hydraulic pump provided at one side of the hydraulic pump mounting unit and supplying hydraulic oil; An exhaust manifold provided in the main pipe, the exhaust gas of the main pipe being cooled with cooling sea water and then mixed with sea water through the exhaust gas pipe to be discharged to the shipboard; The transom box is assembled to the stern wall of the ship, and the tilting pin and the tilt arm are provided in the inner place of the transom box; A lifting cylinder and a lifting arm which are provided at both sides of the transom box and adjust the lifting angle by the hydraulic oil supplied from the hydraulic system; A steering hinge coupled to the tilt arm with a steering pin and provided at one side of the transom box; A steering lever provided at an upper end of the upper body and configured to steer left and right; A lower body formed at a lower end of the upper body and having a swash plate support and a hydraulic motor therein; Hydraulic propeller type stern propulsion unit characterized in that the propeller is provided on the propeller shaft coupled to the drive shaft of the hydraulic motor. The method of claim 1, The hydraulic drive type stern propulsion device is fitted to the steering lever, characterized in that the spring is provided so that the steering plate of the lower portion of the steering lever is raised to the upper side as the upper body moves. The method of claim 1, The rear end of the lower body and the propulsion shaft is a hydraulically driven stern propulsion device, characterized in that the sealing housing for preventing the introduction of external seawater into the propulsion device. The method of claim 1, A constant output control valve configured to generate a constant output of the propeller to the hydraulic oil supplied to the hydraulic motor from the hydraulic pump driven by the main engine; A hydraulic oil cooler that cools most of the hydraulic oil that has passed through the hydraulic motor to prevent viscosity changes due to temperature increase of the hydraulic oil and overheating of the hydraulic system; A pressure reducing valve for recirculating hydraulic oil above a set pressure to the suction side of the hydraulic pump, and for reducing the pressure of the hydraulic oil supplied to the two lifting cylinders for lifting angle control, and a solenoid valve for remotely controlling the hydraulic oil; A storage tank through which the propulsion device passes the suction filter before the hydraulic oil is sucked into the hydraulic pump from the storage tank to remove foreign substances mixed with the hydraulic oil and replenishes the hydraulic oil through the hydraulic oil inlet when the hydraulic oil is insufficient in the hydraulic system; A shift lever for adjusting a driving speed by adjusting a fuel injection amount of the main engine; A steering wheel for adjusting the steering operation; A pilot valve for operating the reversing valve and adjusting the flow direction of the hydraulic oil for the forward and reverse operations of the ship; A hydraulically driven stern propulsion device, characterized in that for controlling the lifting angle of the propulsion device by remotely controlling the solenoid valve of the hydraulic system with a lifting control switch installed in a control panel.