KR20130000055A - Apparatus for controlling flow direction of side thruster - Google Patents

Abstract

PURPOSE: An apparatus for controlling the flow direction of a side thruster is provided to improve the steering performance of a ship having a side thruster in docking and undocking by controlling the steering angle of a steering plate for controlling flow direction with the rotating force of a driving motor and a power transmission mechanism. CONSTITUTION: An apparatus for controlling the flow direction of a side thruster comprises a tunnel, a steering plate(110), and a driving part(120). A side thruster is installed in the tunnel formed in a longitudinal direction of a ship. The steering plate is rotatably coupled in a state of being stood in an entrance of the tunnel to control the direction of flow generated from the side thruster. The driving part is loaded on the ship to provide rotating force by which the steering angle of the steering plate can be controlled to the steering plate.

Description

Side thruster flow control device {APPARATUS FOR CONTROLLING FLOW DIRECTION OF SIDE THRUSTER}

The present invention relates to a flow direction control apparatus of the side thruster to improve the shipbuilding performance when the ship is released.

In general, thrusters mounted inside a ship may be referred to as bow thrusters, tunnel thrusters, and side thrusters.

For example, the side thruster is installed in a tunnel inside the ship, and is capable of generating a thrust in the transverse direction, that is, the line width direction of the ship by rotating the screw propeller in the duct locked under the surface of the bow or stern of the ship. .

That is, the side thruster is a propeller for turning, and can thrust in the line width direction while reducing the risk of contact with other ships or quay walls without a separate tugboat to be docked or docked on the quay wall.

In particular, since the conduit for the side thruster is installed in the form of a hole in the hull shell plate, it can generate a vortex causing resistance during the operation of the ship, which can eventually reduce the speed of the ship.

In addition, since the side thruster is installed in a special ship such as a cruise liner, and is frequently used for docking or berthing in a pier, the foldable ability using the side thruster is an important performance factor in combination with the economical operation of the ship. It is becoming.

However, as mentioned above, since the entrance and exit of the conduit equipped with the side thruster is generally configured in an open form, there is a problem of increasing the fluid resistance by the entrance and exit of the conduit at the time of the ship's Hangzhou. Foreign matter may enter the conduit.

To compensate for this, in the ship 1 of the prior art shown in FIGS. 1 and 2, a side thruster 3 is provided in the conduit 2 inside the ship 1.

At this time, the door apparatus 4 which has the fully closed door 4a operated by the actuator 4b is installed in the entrance of both sides of the conduit 2.

The door device 4 according to the prior art is configured to open the door 4a at the time of operation of the side thruster 3 and to close the door 4a at the time of non-operation of the side thruster 3, It is used for the purpose of suppressing the decrease of.

However, the prior art door device is only configured to prevent the reduction of ship speed caused by the entrance and exit of the side thruster, or to reduce the fluid resistance, there is a disadvantage that can not improve the ship's folding eye performance.

For example, as shown in FIG. 3, when the ship according to the prior art transfers from the quay wall 5 of the wharf using the side thruster 3, the ship 1 is driven by the side thruster 3 driven. Thrust (M) can be obtained.

However, in the side thruster 3 according to the prior art, the flow T by the side thruster 3 can be generated through the conduit 2 with the door open.

The flow T by the side thruster 3 is discharged from the conduit 2 toward the inner wall 5 and then hits the inner wall 5, after which a part of the flow T is the port side of the ship 1. This causes the stern flow (B) to move toward the stern.

This stern flow B causes a low pressure field P between the ship 1 port and the quay wall 5. In addition, there is a high pressure field of stagnant flow on the starboard side of the vessel 1.

In particular, the low pressure field P caused between the port 1 and the quay 5 causes the phenomenon G to pull the vessel 1 to be re-integrated back to the quay 5. The problem of poor performance of the folding eye of (1) appears.

In particular, since the side thruster of the prior art has only a door or a door device for simply opening and closing the entrance and exit of the conduit, it is obvious that the side thruster does not include the technical idea or configuration for improving the ship's folding eye performance.

In particular, the door mechanism for the side thruster of the prior art, according to the opening and closing method, the sliding structure for sliding the door to open and close, the swinging structure or the revolving door structure of the way to rotate the door to open and close at the same time to open and close the plurality of wings (louver). Various door structures, such as blind structures, consist of only a supporting structure capable of simply supporting, rotating or actuating the door, and thus not only can not withstand the force due to the flow discharged through the conduit, but also the fixing or failure of the door. This may cause a ship accident.

In particular, the rotatable doors of the prior art side thruster door device do not have any configuration that can adjust or maintain at an angle to cause a flow change, or can support the action force for the flow change.

Therefore, the door apparatus for the side thruster of the prior art cannot be applied or borrowed by means of adjusting the flow direction of the side thruster only by its simple opening and closing operation, but also flows while safely supporting the action force corresponding to the thrust of the thruster. You cannot change the direction or angle.

Embodiment of the present invention is configured to adjust the direction of the flow by the side thruster thrust when the ship is folded and stable support, it is possible to adjust the flow direction so that a part of the flow does not flow between the quay of the dock and the ship port Also, by preventing the pressure drop of the flow field around the vessel to prevent the force to pull the vessel to the quay of the quay, the flow direction control device of the side thruster to improve the ship's folding performance To provide.

According to an aspect of the present invention, a conduit (tunnel) is installed in the ship's side thruster and penetrates along the transverse direction of the ship, and to control the direction of flow generated from the side thruster, Provided there is a steering plate mounted on the doorway rotatably coupled to the flow direction control apparatus of the side thruster including a drive unit mounted on the ship to provide the steering plate with the rotational force required to adjust the steering angle of the steering plate Can be.

In addition, the steering plate is a pair of watertight type bearing block which is installed in the interior of the vessel to the upper side and the lower side of the conduit, rotatably installed in the bearing block, is connected from the bearing block to the steering plate, The driving unit may include one or more steering shafts for receiving rotational force from the driving unit and transmitting the rotational force to the steering plate or supporting rotation of the steering plate.

In addition, the drive unit is coupled to one side of the steering shaft, a drive transmission having a power transmission mechanism coupled with a plurality of gears to transmit the rotational force, a motor shaft coupled to provide a rotational force to the power transmission mechanism, and the steering shaft It is coupled to one end of the, may include an encoder for detecting the rotation angle of the steering shaft and inputs the steering angle of the steering plate to the steering control unit.

In addition, the power transmission mechanism is provided with a stop on one side to be engaged in correspondence with the gear to implement a locking or releasing operation to the steering plate to fix the steering angle of the steering plate. It may further include a steering fixing unit having a block and an actuator connected to the other side of the stop block to move the stop block forward or backward toward the gear.

Further, the steering plate is installed at one side or both entrances of the conduit and is determined in consideration of the thickness of the steering plate, or predetermined in the range that does not cause interference with the inner surface of the conduit when the steering plate is rotated. May have a play.

In addition, the steering plate may have a shape corresponding to the entrance through cross-sectional shape of the conduit.

Embodiment of the present invention by adjusting the flow direction to prevent a part of the flow ejected from the side thruster when the ship is folded between the quay and the port port, to prevent the pressure drop of the flow field around the ship to pull the vessel to the quay of the quay The force can be prevented from occurring, and accordingly, there is an advantage of improving the ship's folding eye performance.

In addition, the embodiment of the present invention is configured to control the steering angle of the steering plate for adjusting the flow direction through the rotational force and the power transmission mechanism of the drive motor, significantly improving the folding capacity of the ship equipped with the side thruster It is possible to increase the economical operation of the ship.

In addition, an embodiment of the present invention provides a steering fixing that can implement a locking operation (releasing) or a loosening operation (releasing) to the steering plate, it is possible to stably support the action force according to the flow discharged through the conduit, There is an advantage that can increase the structural strength of the steering plate.

In addition, the embodiment of the present invention is provided with an encoder for detecting the steering angle of the steering shaft of the steering plate, there is an advantage that can accurately control the steering angle of the steering plate.

1 is a side view for explaining the door apparatus of the side thruster according to the prior art.
FIG. 2 is a cross-sectional view taken along the line AA shown in FIG. 1.
3 is a plan view showing the inner wall of the ship and the pier shown in FIG.
Figure 4 is an enlarged partial view of a portion of the outer shell of the hull to explain the configuration of the apparatus for adjusting the flow direction of the side thruster according to an embodiment of the present invention.
5 to 7 are views for explaining the operating relationship between the steering plate and the steering fixing shown in FIG.
FIG. 8 is a view for explaining the design of a ship equipped with a flow direction adjusting device of the side thruster shown in FIG. 4.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description of the present invention, detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

Figure 4 is an enlarged partial view of a portion of the outer shell of the hull to explain the configuration of the apparatus for adjusting the flow direction of the side thruster according to an embodiment of the present invention.

Referring to FIG. 4, the apparatus 100 for controlling flow direction of the side thruster 30 according to the present embodiment includes a conduit 20, a steering plate 110, a driver 120, and a steering height. The government 130 and the steering control unit 140 may be included.

The conduit 20 is a place where the side thruster 30 of the vessel 10 is installed, and may mean a tunnel member penetrating along the transverse direction of the vessel 10.

The conduit 20 may be provided on the vessel 10 corresponding to the bow or stern of the vessel 10 or a conventional side thruster mounting position, taking into account the scale, size, or folding eye performance of the vessel 10. One or more may be provided in the ship (10).

Each conduit 20 may be provided with a side thruster 30.

The side thruster 30 is installed at an intermediate position of the conduit 20. The side thruster 30 rotates the propeller of the side thruster 30 forward or reversely to generate a flow, and the flow is the entrance and exit of the conduit 20. Can be discharged out of the ship.

Steering plate 110 to adjust the direction of the flow discharged through the conduit 20 as it rotates left and right in an upright state, to enable a relatively efficient folding eye by preventing the pressure drop of the flow field around the vessel (10) It can mean a means for.

That is, the steering plate 110 may be rotatably coupled to stand on both side entrances of the conduit 20 to adjust the direction of the flow generated from the side thruster (30).

In this case, the steering plate 110 is installed upright position, installation angle, etc. may be determined corresponding to the linear, or may be determined corresponding to the shape of the entrance and exit of the conduit 20.

In addition, the steering plate 110 is determined in consideration of the thickness of the steering plate 110, or predetermined play in the range that does not cause interference with the inner surface of the conduit 20 during the rotation of the steering plate 110. It may be installed at one or both entrances and exits of the conduit 20 to have (c). In this case, the steering plate 110 may have a shape (eg, a circular plate shape) corresponding to the entrance through cross-sectional shape of the conduit 20.

For example, the steering plate 110 may be formed in the shape of a circular plate, and may be manufactured in consideration of the clearance c that does not cause interference to the inner surface of the conduit 20 when the steering plate 110 is rotated. have.

The steering plate 110 is rotatable in a pair of watertight type bearing blocks 111 and 112 and bearing blocks 111 and 112 formed inside the vessel 10 to the upper side and the lower side of the conduit 20. One or more coupled, connected to the steering plate 110 from the bearing block (111, 112), receives the rotational force from the drive unit 120 to transmit to the steering plate 110, or one or more to support the rotation of the steering plate (110) It may include steering shafts (113, 114).

The bearing blocks 111 and 112 may include a plurality of bearings, a mechanical seal or a gland seal, and a block body in which the bearing blocks 111 and 112 are installed.

The steering shafts 113 and 114 refer to the upper steering shaft 113 protruding upward from the top of the steering plate 110, or the lower steering shaft 114 protruding downward from the lower side of the steering plate 110. Can mean.

The steering shafts 113 and 114 protrude upward from the upper part of the steering plate 110, and receive the rotational force from the driving unit 120 and transmit the steering shafts 113 to the steering plate 110, and the steering plate. Protruding downward from the bottom of the 110, it may mean the lower steering shaft 114 of the role of supporting the rotation of the steering plate (110).

The steering shafts 113 and 114 may be provided in a structure that is connected from the bearing blocks 111 and 112 to the upper and lower portions of the steering plate 110 when the steering shafts 113 and 114 are separated.

In addition, when the steering shafts 113 and 114 are integrally formed, the steering shafts 113 penetrate the upper and lower portions of the steering plate 110 and weld the through points to each other, and then, the steering shafts 113 and 114 may be coupled to the bearing blocks 111 and 112. Can be.

In this embodiment, the driving unit 120 is connected to the upper steering shaft 113 of the steering plate 110, it may be configured to transmit a rotational force necessary for adjusting the steering angle of the steering plate (110).

That is, the driving unit 120 may be mounted on the ship 10 to provide the steering plate 110 with the rotational force necessary for adjusting the steering angle of the steering plate 110.

Here, the driving unit 120 may include a power transmission mechanism 121 coupled to the upper steering shaft 113 and coupled to a plurality of gears 121a, 121b, and 121c to transmit rotational force.

For example, the power transmission mechanism 121 is coupled to the driven gear 121a coupled to the upper steering shaft 113 and the driven gear 121a, and is connected to the driven shaft 121, and the bearing shaft member of the base of the power transmission mechanism 121 is connected. And a drive gear 121c rotatably coupled to the drive gear 121b coupled to the drive gear 121b and axially coupled to the motor shaft.

In addition, the power transmission mechanism 121, as described above, as well as the plurality of gears (121a, 121b, 121c), the rotational force of the drive motor 122, such as rack pinion structure, ball shaft structure, chain belt and pulley structure, steering plate It can be configured as any appliance that can be the steering force of 110. For this reason, the power transmission mechanism 121 may not be limited to only a plurality of gears 121a, 121b, 121c or a gear assembly in this embodiment.

In addition, the driving unit 120 may include a driving motor 122 having a motor shaft coupled to provide a rotational force to the power transmission mechanism 121.

The drive motor 122 may be a hydraulic or pneumatic motor, an electric motor, or the like. The drive motor 122 may be fixed and installed on the internal structure of the vessel 10 by using a frame or bracket for fixing the motor.

In addition, the driving unit 120 is coupled to the end of the upper steering shaft 113, by detecting the rotation angle of the upper steering shaft 113, to input the steering angle of the steering plate 110 to the steering control unit 140. 123 may be included.

The encoder 123 may be a kind of angle sensor capable of accurately detecting a steering angle of the steering plate 110 or the upper steering shaft 113 of the steering plate 110.

The steering control unit 140 is an integrated automatic system (for example, IAS) configured to operate and operate the entire controllable device in the central control room (for example, CACC, Centralized Administration Control Center) or the ship which is pre-installed in the ship (10). It may be configured to interoperate with a steering control system (not shown) of the Integrated Automation System.

For example, the steering controller 140 feeds back the steering angle of the steering plate 110 detected through the encoder 123 to the steering control system of the ship 10, and the drive motor transmitted from the steering control system of the ship 10. According to the steering control signal for 122 and the lock control signal for the actuator 132, the driving motor 122 or the actuator 132 of the steering fixing unit 130 may be configured to be controlled.

The steering fixing part 130 may be included in the power transmission mechanism 121. The steering fixing unit 130 may be configured as one or more, and when the steering plate 110 is in a stopped state after the rotation of the steering plate 110, a locking or releasing operation of the steering plate 110 may be performed. In order to implement and fix the steering state and the steering angle of the steering plate 110, one side of the teeth for mating corresponding to the gears 121a, 121b, 121c of the power transmission mechanism 121, for example, the driven gear 121a. It may be provided with a stop block 131 provided in.

In addition, the steering fixing unit 130 is provided with an actuator 132 connected to the other side of the stop block 131 for moving the stop block 131 forward or backward toward the driven gear 121a of the power transmission mechanism 121. Can be.

In the present exemplary embodiment, the steering fixing unit 130 includes the stop block 131 and the actuator 132 as an example. However, in general, the rotational state of the steering plate 110 or the steering shaft 113 is temporarily stopped. Or means such as a stopper device or a brake device that can be fixed.

For this reason, the steering fixing unit 130 may not be limited to the stop block 131 and the actuator 132 in this embodiment.

Hereinafter, the operation relationship between the steering plate and the steering fixing unit shown in FIG. 4 may be described with reference to FIGS. 5 to 7.

5 to 7 are views for explaining the operating relationship between the steering plate and the steering fixing shown in FIG.

As shown in FIG. 5, the steering plate 110 may be positioned at an angle that closes the entrance 21 of the conduit 20 in the anchoring or Hangzhou state of the vessel 10.

The stop block 131 of the steering fixing unit 130 may be disposed at a position spaced apart from the driven gear 121a according to the reverse operation of the actuator 132.

In this case, the steering plate 110 may be in a state capable of rotating by receiving the rotational force of the driving motor 122 through the power transmission mechanism 121.

As illustrated in FIG. 6, the steering control system and the steering control unit of the ship 10 may operate the driving motor 122 in response to a steering control signal.

The rotational force according to the operation of the driving motor 122 may be transmitted to the steering plate 110 through the power transmission mechanism 121 and the upper steering shaft 113.

Accordingly, the steering plate 110 may be rotated to adjust the steering angle of the steering plate 110.

In this process, the encoder detects the steering angle of the upper steering shaft 113 and transmits it to the steering control system of the ship 10 through the steering control unit.

The steering control system of the ship 10 checks the transmitted detection signal and stops the operation of the driving motor 122 when the steering plate 110 reaches the target steering angle.

In addition, the steering control system of the vessel 10 may control the operation of the steering fixing unit 130 to temporarily fix the steering angle.

As shown in FIG. 7, the steering control system of the ship proceeds with the forward operation of the actuator 132, so that the stop block 131 is in contact with or engaged with the driven gear 121a of the power transmission mechanism 121. As a result, the driven gear 121a can be kept in a temporarily fixed state so that the driven gear 121a is not rotated.

In this case, the upper steering shaft 113 and the steering plate 110 coupled to the driven gear 121a may be fixed.

Accordingly, the action force by the direction control flow (F) generated by the side thruster and flows along the conduit 20 and then counteracts the steering plate 110 to adjust the flow direction corresponding to the steering angle of the steering plate 110. Although transmitted to the upper steering shaft 113 and the driven gear 121a through the steering plate 110, the temporary fixation state between the steering fixing part 130 and the driven gear 121a may result in the steering plate 110. There may be no change in steering angle.

In addition, even if excessive loads, shocks, and vibrations are applied to the steering plate 110 in accordance with the change of thrust or the action force in the direction control flow F, the steering plate 110 is supported by the steering fixing unit 130 and stabilized. Can be maintained.

FIG. 8 is a view for explaining the design of a ship equipped with a flow direction adjusting device of the side thruster shown in FIG. 4.

As shown in FIG. 8, when the vessel 10 docked on the quay wall 50 of the pier intends to bernate, the steering control system of the vessel 10 adjusts the steering angle of the steering plate 110 as described above. Thus, the flow generated through the conduit 20 by the side thruster 30 can be changed or adjusted to the direction control flow (F).

In this case, the thrust force N which pushes the ship 10 from the quay wall 50 can be obtained.

At the same time, in the present embodiment, due to the direction control flow (F) discharged inclinedly through the conduit 20 through the conduit 20, the port side of the ship 10 between the vessel 10 and the quay wall 50 as before. There is almost no stern flow moving along the stern.

Therefore, a low pressure field is not generated between the port 10 and the quay wall 50, that is, prevents the pressure drop in the flow field around the ship 10, and finally, the vessel 10 is again restored to the quay wall 50 as before. By preventing the phenomenon of pulling toward the side or preventing the force to pull the vessel 10 toward the inner wall 50 inherently, the drift performance of the vessel 10 can be increased.

In addition, the steering angle adjustment of the steering plate 110 is also used when the vessel 10 is docked or docked, by controlling or adjusting the flow direction of the side thruster 30 in the desired direction, as a result the vessel 10 Eyepiece performance can be increased.

While the present invention has been described in connection with what is presently considered to be practical exemplary embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but, on the contrary, You will understand. For example, a person skilled in the art can change the material, size and the like of each constituent element depending on the application field or can combine or substitute the embodiments in a form not clearly disclosed in the embodiment of the present invention, Of the range. Therefore, it should be understood that the above-described embodiments are to be considered in all respects as illustrative and not restrictive, and that such modified embodiments are included in the technical idea described in the claims of the present invention.

110: steering plate 113, 114: steering shaft
120: drive unit, 121: power transmission mechanism
122: drive motor 123: encoder
130: steering coordination 131: stop block
132: actuator 140: steering control unit

Claims (6)

A tunnel having a side thruster of the ship and penetrated along the transverse direction of the ship;
A steering plate rotatably coupled to the entrance and exit of the conduit to regulate the direction of flow generated from the side thruster;
And a driving unit mounted on the ship to provide the steering plate with the rotational force necessary for adjusting the steering angle of the steering plate.
Flow control device of side thruster.
The method of claim 1,
The steering plate,
A pair of watertight type bearing blocks installed in the vessel above and below the conduit;
It is rotatably installed in the bearing block, is connected to the steering plate from the bearing block, and receives a rotational force from the drive unit to include a one or more steering shaft for transmitting to the steering plate or to support the rotation of the steering plate
Flow control device of side thruster.
The method of claim 2,
The driving unit includes:
A power transmission mechanism coupled to one side of the steering shaft and coupled to a plurality of gears to transmit rotational force;
A drive motor having a motor shaft coupled to provide rotational force to the power transmission mechanism;
And an encoder coupled to one end of the steering shaft to detect a rotation angle of the steering shaft and input a steering angle of the steering plate to a steering control unit.
Flow control device of side thruster.
The method of claim 3, wherein
The power transmission mechanism,
A stop block having a tooth on one side to be engaged with the gear to implement a locking or releasing operation of the steering plate to fix the steering angle of the steering plate; and the stop block A steering fixing part having an actuator connected to the other side of the actuator to move the stop block forward or backward toward the gear;
Flow control device of side thruster. The method according to claim 1 or 2,
The steering plate,
It is installed at one side or both entrances of the conduit, it is determined in consideration of the thickness of the steering plate, or has a predetermined play within a range that does not cause interference with the inner surface of the conduit when the steering plate rotates. By
Flow control device of side thruster.
The method according to claim 1 or 2,
The steering plate,
Characterized in that it has a shape corresponding to the shape of the inlet through-section of the conduit.
Flow control device of side thruster.

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