KR20160011799A - A thruster and an offshore structure comprising the same - Google Patents

Abstract

The present invention relates to a thruster and a marine structure having the same, the thruster being installed in a marine structure, the thruster comprising: a power transmission part extending downward from a lower surface of the marine structure; A driving unit connected to a lower end of the power transmission unit; A propeller rotated by the driving unit; A duct enclosing an outer circumferential surface of the propeller; And at least one rudder provided at a front end or a rear end of the duct to adjust the direction of the inflow of the propeller or the direction of the downstream of the propeller.
The thruster and the marine structure having the thruster according to the present invention are provided with at least one rudder at the front end or the rear end of the duct and control the direction of the propeller inflow or propeller wake according to the rotation of the rudder, Energy can be saved by not influencing the influx of the thruster.

Description

BACKGROUND OF THE INVENTION Field of the Invention [0001] The present invention relates to a thruster and an offshore structure having the thruster,

The present invention relates to a thruster and a marine structure having the same.

Due to the recent rapid industrialization, the use of resources such as oil has skyrocketed, and the stable production and supply of oil is becoming a very important issue. However, the oil field in the continental or coastal waters has already been drilled. In recent years, interest has been focused on the development of a deep-sea deep-sea oil field. Drilling is generally used to drill deep-sea oilfields.

Drill ship is an offshore structure that is equipped with advanced drilling equipment and is built in a shape similar to that of a ship so that it can be sailed by its own power. It is capable of collecting raw oil or gas in deep sea area where an offshore platform can not be installed, It is advantageous that the drilling can be terminated and the drilling can be carried out by moving to another point.

Such drillings include Derrick, which has a Moonpool structure in a vertically penetrating form and is located above the drum and has drilling rigs. Hereinafter, the process of drilling the bottom of the drill ship will be described.

First, the drill ship uses its own power to move to the drilling area and drives a Dynamic Positioning System (DPS) using a plurality of thrusters to maintain the position.

Thereafter, the drill bit is connected to a drill pipe by a drill bit, and a plurality of drill pipes are connected by a sufficient length by using a Hoisting System and a Handling System provided in Derrick, And the drilling pipe is rotated through a rotating system to form a borehole.

Once drilling is completed, Derek picks up the drill pipe, installs the casing pipe on the borehole, and performs the cementing process to fill the concrete between the casing pipe and the borehole. The drilling operation used and the casing and cementing work for installing the casing pipe are repeatedly performed to maintain the shape of the borehole having a certain depth.

When the casing pipe is installed enough to prevent the borehole from falling down, BOP (Blow Out Preventer) is connected to the riser to be connected to the borehole. In this case, the inside of the riser becomes the path of movement of the drill pipe and casing pipe.

However, lubrication and cooling of the drill bit in the drilling process, and processing of the crushed material such as rock mass produced in the borehole are required. Therefore, the drill feeds the mud to the inside of the drill pipe so that the mud is discharged at the end of the drill bit, and after the mud performs lubrication and cooling of the drill bit, (Mud Circulation System) is used. The recovered mud is re-used after the pulverized material is filtered.

The drillship repeatedly performs drilling, casing and cementing operations until the drill bit reaches the well, while driving this mud circulation system. In this case, as the diameter of the casing pipe used in the casing work becomes smaller, Drilling can be implemented continuously by replacing small drill bits.

As such, the drill rig has a system for installing and using pipes and risers, a system using a mud, and the like. In order to smoothly perform drilling work using such a system, a drill hole structure, a derrick structure, and a load structure Is required to be disposed within a certain space, so that research and development are being continuously carried out as a result of a high technological power being required.

At this time, the thruster used for the propulsion or the position control of the drill is provided on the bottom surface of the drill, and is provided at the front and the rear in plural. However, the thruster generates an inflow through the rotation of the propeller and generates a wake in a certain direction. In this process, the wake generated by one thruster causes interference with the influx of the other thruster, There is a problem that the propulsion may not be performed properly, which causes an increase in unnecessary energy consumption.

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems of the prior art, and it is an object of the present invention to provide a thruster capable of rotating the upper and lower central axes of the thrusters at a predetermined angle, To provide a thruster capable of minimizing inter-flow interference and a marine structure having the thruster.

It is also an object of the present invention to provide a thruster capable of effectively controlling the flow by asymmetrically forming the longitudinal length of the duct surrounding the propeller of the thruster, and a marine structure having the thruster.

Another object of the present invention is to provide a thruster having a rudder at a rear end or a front end of a duct and capable of easily controlling a wake direction by a thruster through adjustment of a rudder and a marine structure having the thruster.

It is also an object of the present invention to provide a thruster capable of variously controlling thrust by changing the sectional area of the portion through which the wake of the propeller passes by moving the auxiliary vane forward or backward, And to provide a marine structure.

It is another object of the present invention to provide a marine structure capable of utilizing a lift generated through a headbox for position control by providing a head box provided on a lower surface of a marine structure asymmetrically for installing a power transmitting portion.

According to an aspect of the present invention, there is provided a thruster installed in a marine structure, the thruster comprising: a power transmission part extending downward from a lower surface of the marine structure; A driving unit connected to a lower end of the power transmission unit; A propeller rotated by the driving unit; A duct enclosing an outer circumferential surface of the propeller; And at least one rudder provided at a front end or a rear end of the duct to adjust the direction of the inflow of the propeller or the direction of the downstream of the propeller.

Specifically, the rudder may be provided at a rear end of the duct.

Specifically, the rudder may include a vertical rudder extending vertically from a rear end of the duct; And a horizontal ridge extending from the rear end of the duct to the left and right.

Specifically, one of the vertical rudder and the horizontal rudder may be rotatably coupled to the other.

Specifically, the horizontal rudder is rotatably coupled to the vertical rudder, and the one end adjacent to the vertical rudder may have a shape away from the vertical rudder as the rotary rudder is moved away from the rotary shaft of the vertical rudder.

Specifically, the lengths of the vertical ridges and the horizontal ridges may be different from each other in the longitudinal direction.

Specifically, the vertical rudder and the horizontal rudder may be arranged to be vertically or horizontally symmetrical with respect to the rotation axis of the propeller.

Specifically, the rudder may have a cross-section in the form of an airfoil.

Specifically, the rudder may include an engaging projection having one end attached to the inner surface of the duct and the other end rotatably fixing one end of the rudder and having a plane at the other end.

The sea structure according to an embodiment of the present invention includes the above-described thruster.

The thruster and the marine structure having the thruster according to the present invention can tilt the central axis of the power transmission unit so that the propelling direction of the propeller connected to the power transmission unit can be freely adjusted to suppress the interflow interference between the thruster.

Further, the thruster and the sea structure having the thruster according to the present invention are provided with a duct whose longitudinal length is asymmetrical, and the direction of the flow can be effectively controlled by rotating the duct about the central axis of the propeller.

Also, the thruster and the marine structure having the thruster according to the present invention include at least one rudder at the front end or the rear end of the duct, and the direction of the propeller inflow or the propeller downstream is controlled according to the rotation of the rudder, Energy can be saved by not influencing the influx of other thruster.

Further, the thruster and the marine structure having the thruster according to the present invention change the size of a cross section through which an inflow of a propeller or a wake of a propeller is passed through a backward movement of an auxiliary vane provided inside the duct, Can be varied more variously.

Also, the marine structure according to the present invention can be used for position control by generating a lift by a head box by making a head box used for installing a thruster in a marine structure asymmetrically.

1 is a side view of a marine structure according to the present invention.
2 and 3 are side views of a thruster according to a first embodiment of the present invention.
4 is a side view of a thruster according to a second embodiment of the present invention.
5 is a plan view of a thruster according to a second embodiment of the present invention.
6 is a side view of a thruster according to a third embodiment of the present invention.
7 is a rear view of a thruster according to a third embodiment of the present invention.
8 is a plan view of a rudder of a thruster according to a third embodiment of the present invention.
9 is a side view of a thruster according to a fourth embodiment of the present invention.
10 is a cross-sectional view of a thruster according to a fourth embodiment of the present invention.
11 is a side view of a thruster according to a fourth embodiment of the present invention.
12 is a cross-sectional view of a thruster according to a fourth embodiment of the present invention.
13 is a side view of a marine structure according to a fifth embodiment of the present invention.
14 and 15 are plan views of a head box of a marine structure according to a fifth embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The objects, particular advantages and novel features of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which: FIG. It should be noted that, in the present specification, the reference numerals are added to the constituent elements of the drawings, and the same constituent elements are assigned the same number as much as possible even if they are displayed on different drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a side view of a marine structure according to the present invention.

Referring to FIG. 1, the marine structure 1 according to the present invention may be a structure floating on the sea such as a drillship or a semi-submersible, a ship, or the like, and performing various operations. In this case, when the marine structure 1 is a structure for performing a drilling operation, the marine structure 1 includes a structure (Moonpool) 10 and a derrick 20 (Derrick) for supplying a drill pipe and a riser to the sea bed can do. The description of the frame and the derrick is generally known, and thus the description thereof is omitted.

The offshore structure 1 includes a thruster 30 to be described later, for using a dynamic positioning system (DPS) to propel or maintain the position at a fixed point.

The thruster 30 is formed so as to protrude from the lower surface (bottom surface) of the marine structure 1, and may be provided in plural in front and in the rear. For example, three thruster (30) are provided in front of the marine structure (1) and three in the rear.

However, in order to prevent the interference of the flow between the thruster (s) 30, the thruster (s) 30 may be arranged to be shifted from each other in the front and rear positions or the right and left positions. That is, the front thruster 30 is arranged in a triangular configuration, and the rear thruster 30 can be arranged in a triangular configuration.

2 and 3 are side views of a thruster according to a first embodiment of the present invention.

2 and 3, a thruster 30 according to an embodiment of the present invention is installed in a marine structure 1 and includes a power transmission portion 31, a driving portion 32, a propeller 33, A duct 34, and a rotation part 35.

The power transmission portion (31) extends downward from the lower surface of the marine structure (1). The power transmission unit 31 receives energy required for driving the propeller 33 to be described later through a power generation engine (not shown) or a power supply unit (not shown) provided inside the sea structure 1. At this time, the energy received may be electricity, rotational power, or the like.

The power transmitting portion 31 receives a signal or a rotational force about the steering direction by a steering portion (not shown) provided inside the marine structure 1 and transmits the signal or the rotational force to a driving portion 32, 33 can adjust the flow direction of the seawater.

The power transmission portion 31 may extend downward from the lower surface of the marine structure 1 so that the propeller 33 is positioned below the marine structure 1 or when the maintenance / repair is required, the marine structure 1 ). ≪ / RTI >

A canister (not shown) can be formed in the interior of the sea resisting structure 1 (upper portion of the thruster 30) so that the power transmitting portion 31 and the propeller 33 can be accommodated. The canister is configured to implement the maintenance / repair of the thruster 30 mounted on the canister by allowing the thruster 30 to ascend into the interior of the offshore structure 1.

The reason why the canister is provided on the upper portion of the power transmitting portion 31 is that the thruster 30 is generally kept in a state of being submerged in seawater, which makes maintenance / repair difficult. Therefore, the power transmitting portion 31 and the like can be retracted into the canister and maintained / refurbished without being submerged in the seabed.

The canister provided on the upper portion of the power transmission portion 31 is provided with a rail (not shown) or the like, and the power transmission portion 31 can be raised and lowered along the rail. Of course, the present invention is not limited to the above-described configuration of the power transmission portion 31, and various structures can be employed.

The power transmission portion 31 is rotatably provided with respect to the vertical center axis. This is to adjust the position of the propeller 33 by changing the direction of the propeller 33, which can be adjusted by the steering unit.

Further, the power transmission portion 31 can be rotated so that the vertical center axis is inclined, and this is realized by the rotation portion 35 to be described later. Therefore, the direction of the propeller 33 can also be rotated, and the present embodiment can suppress the flow interference between the thruster (30).

The driving unit 32 is connected to the lower end of the power transmission unit 31 and rotates the propeller 33. The driving unit 32 receives energy such as an electric force or a rotational force from the power transmission unit 31 and transmits the energy to the propeller 33.

Since the rotational axis of the propeller 33 lies in the forward and backward directions, the driving unit 32 converts the direction of the rotational force transmitted by the power transmitting unit 31 Can be transmitted to the rotating shaft of the propeller (33). However, when the driving unit 32 receives the electric force from the power transmitting unit 31, the driving unit 32 drives the electric motor (not shown) connected to the rotating shaft of the propeller 33, can do.

The driving unit 32 may be provided in the form of a streamline bulb, and the propeller 33 may be provided at the rear end. Since the front end is formed in a smooth curved shape, it is possible to suppress the occurrence of resistance in the influent flowing into the propeller 33.

The driving part 32 is fixed to the lower end of the power transmitting part 31 and can rotate together when the power transmitting part 31 rotates. The power transmitting portion 31 is not rotated but only the driving portion 32 is rotatably mounted on the power transmitting portion 31. When the rotating force is transmitted from the power transmitting portion 31, The center of gravity of the rotation axis can be rotated.

The propeller 33 is rotated by the driving unit 32 to generate propulsion force. When the propeller 33 rotates, the seawater flows into the propeller 33 from the front of the drive unit 32, accelerated by the propeller 33, and discharged to the rear of the propeller 33. At this time, it is possible to move the sea structure 1 due to the reaction.

The propeller 33 may include a hub 331 connected to the rear end of the driving unit 32 and a plurality of blades 332 radially provided on the outer circumferential surface of the hub 331. The propeller 33 ). ≪ / RTI >

The number of the blades 332 of the propeller 33 may be variously determined according to the size and shape of the marine structure 1, the number and arrangement of the thruster 30, have. Of course, this embodiment does not limit the number of blades 332 of the propeller 33 as described above.

The duct (34) is provided to enclose the propeller (33). The duct 34 may be coupled to and supported by the power transmitting portion 31, may be hollow and may have a propeller 33 therein.

The duct 34 accelerates the flow of seawater flowing into the propeller 33 and accelerates the wake discharged by the propeller 33 to improve propulsion. At this time, the duct 34 may have a shape in which the inner diameter becomes narrower from the front end (the side into which the sea water flows into the propeller 33) to the rear end (the side where the sea water is discharged from the propeller 33).

The cross section of the duct 34 may be in the form of an airfoil. That is, the outer surface of the duct 34 may be flat, the inner surface may be convex inward, and the point having the greatest thickness in the front-rear direction in the cross-section may be offset forward from the midpoint in the front-rear direction.

The duct 34 is not limited to a cylindrical shape but may be a polygonal tubular shape such as a rectangular barrel, or may be a circular arc or at least one or more lines (when connected by a plurality of lines, Bend connection or curved connection). That is, it is sufficient that the duct 34 is provided so as to surround at least a part of the outer circumferential surface of the propeller 33, and its shape is not specified.

The rotation part (35) rotates the power transmission part (31). As described above, the power transmitting portion 31 can be rotated about the vertical center axis, which is caused by the steering portion. On the other hand, the rotation part 35 can tilt the upper and lower central axes of the power transmission part 31 with respect to the lower surface of the marine structure 1.

2, the power transmission portion 31 may be arranged such that the vertical center axis thereof is perpendicular to the lower surface of the marine structure 1. The rotation portion 35 includes the power transmission portion 31 The upper and lower central axes of the power transmitting portion 31 can be formed at an angle other than 90 degrees with respect to the lower surface of the marine structure 1.

At this time, the rotation part 35 is connected to the upper end of the power transmission part 31 to rotate the power transmission part 31, and the rotation part 351, which is perpendicular to the upper and lower central axes of the power transmission part 31, The transfer portion 31 can be rotated. In this case, the lower end of the power transmission portion 31 moves in the front-rear direction.

On the other hand, the rotating portion 35 can move the lower end of the power transmitting portion 31 in the left-right direction. In other words, substantially the rotating portion 35 can rotate the power transmitting portion 31 so that the lower end of the power transmitting portion 31 freely moves in a circular region having a predetermined diameter.

The driving unit 32 and the propeller 33 may be integrally rotated while being connected to the power transmitting unit 31. In the case where the power transmitting unit 31 is rotated as described above, 3, the direction of the propeller 33 can be varied.

That is, the rotation unit 35 can turn the power transmission unit 31 to change the direction of the propeller 33 to be inclined downward, for example, so that the wake of one of the thruster 30 can be changed to another thruster 30 from being influenced.

The rotation unit 35 may be provided inside the sea structure 1 and may be installed inside the canister. The power transmission unit 31 may be provided inside the canister for maintenance and repair of the power transmission unit 31, The rotating portion 35 can also be raised and lowered in the state of being connected to the power transmitting portion 31.

As described above, according to the present embodiment, the direction of the propeller 33 can be changed by rotating the power transmitting portion 31 by providing the rotating portion 35, and the direction of the inflow and the wake can be variously controlled Can be implemented.

FIG. 4 is a side view of a thruster according to a second embodiment of the present invention, and FIG. 5 is a plan view of a thruster according to a second embodiment of the present invention.

4 and 5, the thruster 30 according to the second embodiment of the present invention differs from the first embodiment in that the rotating part 35 is omitted and the duct 34 is changed have. Hereinafter, the second embodiment will be described focusing on a part different from the first embodiment. However, the configuration of the second embodiment is not necessarily the same as the configuration of the first embodiment.

The duct (34) is provided so as to surround the outer peripheral surface of the propeller (33), and the longitudinal length thereof is asymmetrical. That is, when the duct 34 is viewed from the plane, the duct 34 may be shaped such that the plane formed by the rear end intersects the plane formed by the front end.

As the duct 34 is provided asymmetrically in this way, the wake generated by the propeller 33 is caused to flow in a direction in which the propeller 33 is widened with respect to the rotation axis of the propeller 33 by a portion having a relatively long length in the front- And the flow in the above-described direction is permitted by the portion having a relatively short length in the forward and backward directions.

In this case, the wake flow can be induced in the direction in which the portion having a relatively short length in the front-rear direction is located in the duct 34 as a whole. That is, even if there is no rotation of the driving unit 32, the direction of the wake can be adjusted by the duct 34, and the direction of the wake controlled by the duct 34 can be finely changed. This is because the propeller 33 itself is not rotated.

However, if the duct 34 is fixed asymmetrically, the duct 34 may be rotatably mounted with respect to the rotation axis of the propeller 33, since the wake flow control may not be variously performed.

That is, the position of the portion where the length in the back-and-forth direction is relatively long and the portion where the length in the back-and-forth direction is relatively short can be varied in the duct 34. The duct 34 may be rotated by the power transmitting portion 31 as described above.

That is, the duct 34 may be connected to the power transmitting portion 31 at a portion of its upper end or front end, and the power transmitting portion 31 may pressurize the outer or inner surface of the duct 34, (Not shown), and the roller can rotate while pressurizing the outer surface and / or the inner surface of the duct 34 to realize the rotation of the duct 34.

Or the power transmission portion 31 is provided with a rack gear (not shown), and a rack (a rack provided in the cylindrical duct 34) is provided at a front edge of the duct 34 and at a rim of the outer surface and / (When formed on the outer surface of the duct 34) or a ring gear (when formed on the inner surface of the duct 34)) is formed so that the rack gear of the power transmitting portion 31 rotates So that the racks engaged with the rack gear are moved so that the duct 34 is rotated.

When the duct 34 is rotated as described above, the duct 34 may be asymmetrically arranged in the left-right direction, and may be vertically asymmetric in use. Of course, even if the duct 34 is vertically asymmetric, the duct 34 can be positioned asymmetrically and the direction of the wake can be controlled during use.

Of course, the present invention is not limited to the above-described structure for rotating the duct 34, and any structure may be employed as long as the duct 34 can rotate. For example, the duct 34 is connected to the driving unit 32 and the duct 34 is connected between the duct 34 and the driving unit 32. The duct 34 is connected to the driving unit 32, (Not shown) for transmitting the power while connecting the main body 100. [

As described above, the present embodiment has a duct 34 whose length in the front-rear direction is asymmetrical or vertically asymmetric. By rotating the duct 34 about the rotation axis of the propeller 33, The flow direction of the wake of the thrusters 33 can be finely adjusted so that the interference of the flow generated between the thrusters 30 can be suppressed and accurate position control and propulsion can be realized.

FIG. 6 is a side view of a thruster according to a third embodiment of the present invention, FIG. 7 is a rear view of a thruster according to a third embodiment of the present invention, and FIG. Is a plan view of the rudder of the stirrer.

6 to 8, the thruster 30 according to the third embodiment of the present invention is characterized in that it includes a rudder 36 in comparison with the first and second embodiments. Hereinafter, the third embodiment will be described focusing on a part different from the first to second embodiments. However, the configuration of the third embodiment is not necessarily the same as the configuration of the first and second embodiments.

At least one rudder 36 is provided at the front end or the rear end of the duct 34 to adjust the direction of the inflow of the propeller 33 or the direction of the downstream of the propeller 33. The rudder 36 may be provided at the rear end of the duct 34 to control the flow of the fluid on a principle similar to a rudder.

The rudder 36 is rotatably installed inside the duct 34 and located behind the propeller 33 so that the flow of the wake generated by the propeller 33 can be effectively changed to improve the propulsion efficiency. The flow switching of the wake by the rudder 36 can be relatively large and quicker than the flow switching by the duct 34 in the second embodiment.

However, if the rudder 36 is installed, the wake of the propeller 33 may be resisted by the repelling force, and the rudder 36 may have an airfoil shape in cross section. That is, the rudder 36 has a streamlined cross-section so that it is possible to suppress the occurrence of resistance as much as possible.

The rudder 36 may include a vertical ridge 361 and a horizontal ridge 362. The vertical ridges 361 may extend vertically from the rear end of the duct 34 and the horizontal ridges 362 may extend laterally from the rear end of the duct 34.

Of course, the rudder 36 may include both the vertical rudder 361 and the horizontal rudder 362, or may include only the vertical rudder 361 and omit the horizontal rudder 362, And only the horizontal ridges 362 may be provided.

In addition, the rudder 36 may be provided with an inclined ridge (not shown) provided to be rotatable and inclined at an angle, rather than vertically or horizontally, and may include a vertical ridge 361, a horizontal ridge 362, , Or inclined surfaces may be provided, or at least one or more of them may be selected and installed. However, when at least two of the vertical ridges 361, the horizontal ridges 362 and the inclined ridges are installed together, they can be installed so as not to interfere with each other's rotation. In the present embodiment, the prevention of interference when the horizontal rudder 362 and the vertical rudder 361 are rotated will be described later with reference to Fig.

Either the vertical ridge 361 or the horizontal ridge 362 may be rotatably coupled to the other. 6 to 8, the horizontal ridge 362 is rotatably coupled to the vertical ridge 361 and the vertical ridge 361 is rotatably coupled to the inner surface of the duct 34. However, Can also be implemented. The horizontal rudder 362 may be rotatably coupled to the inner surface of the duct 34 and the vertical rudder 361 may be rotatably coupled to the horizontal rudder 362. [ In the following description, however, the horizontal ridge 362 is rotatably coupled to the vertical ridge 361 for the sake of convenience.

The horizontal ridge 362 is rotatably coupled to the vertical ridge 361 and one end adjacent to the vertical ridge 361 may be spaced apart from the vertical ridge 361. 8, when the vertical ridge 361 rotates with respect to the rotary shaft 3611, the front end or the rear end of the rotary shaft 3611 moves left and right in the vertical ridge 361 Accordingly, interference between the vertical ridge 361 and the horizontal ridge 362 is prevented.

The horizontal ridge 362 may be disposed such that one end of the horizontal ridge 362 adjacent to the inner surface of the duct 34 is spaced apart from the inner surface of the duct 34, So as not to cause interference. That is, one end adjacent to the inner surface of the duct 34 at the horizontal ridge 362 may be placed as a free end.

The horizontal ridge 362 can have a shape such that one end adjacent to the vertical ridge 361 is away from the vertical ridge 361 as it is away from the rotation axis 3611 of the vertical ridge 361 . That is, one end of the horizontal ridge 362 adjacent to the vertical ridge 361 may be convex in a direction adjacent to the vertical ridge 361. Accordingly, the present embodiment can minimize the rotation angle of the vertical ridge 361 by the horizontal ridge 362 when the vertical ridge 361 rotates.

Or the horizontal ridges 362 can smoothly realize the rotation of the vertical ridges 361 since one end adjacent to the vertical ridges 361 has a concave shape in the direction adjacent to the vertical ridges 361. At this time, the vertical ridge 361 may have a different cross-section in the vertical direction, and the point where the horizontal ridge 362 is located in the vertical ridge 361 has a circular cross-section and the horizontal ridge 362 is not located The remaining points may have an airfoil or plate-like cross-section. Therefore, the vertical ridge 361 can control the flow direction of the wake while avoiding the interference with the horizontal ridge 362. [

At this time, the point where the horizontal ridge 362 is located in the vertical ridge 361 may have a shape close to the circular shape but close to the sphere, so that the rotation of the horizontal ridge 362 can be performed without interference.

The lengths of the horizontal ridges 362 and the vertical ridges 361 may be different from each other in the longitudinal direction. 6, the longitudinal length of the horizontal ridge 362 is longer than the longitudinal length of the vertical ridge 361. However, the present embodiment is not limited to this, and the vertical ridge 361 and the horizontal ridge 362 The directional length is a value that can be variously determined by the size of the propeller 33, the number of the blades 332, the diameter of the duct 34, and the like.

The vertical rudder 361 and the horizontal rudder 362 may be arranged to be vertically or horizontally symmetrical with respect to the rotational axis of the propeller 33. That is, as shown in FIG. 6, the vertical ridges 361 may be three in total, one of which may be placed on the rotational axis of the propeller 33 and the other may be arranged to be symmetrical to the left and right, And one of them may be disposed on the rotation axis of the propeller 33, and the other may be arranged so as to be symmetrical up and down.

Of course, this embodiment does not limit the number of the vertical ridges 361 and the horizontal ridges 362 to the above. However, as shown in FIG. 7, the rudder 36 including the horizontal rudder 362 and the vertical rudder 361 may form a lattice shape as a whole.

Of the horizontal ridges 362 that are rotatably installed on the inner surface of the duct 34, in the case of the horizontal ridges 362 disposed at positions deviated from the rotation axis of the propeller 33, the inner surface of the duct 34 is inclined or curved There is a problem in rotation. Therefore, the rudder 36 of this embodiment further includes the engaging projection 363 to realize smooth rotation of the vertical ridgeline 361.

One end of the engaging projection 363 is attached to the inner surface of the duct 34, and the other end rotatably fixes one end of the rudder 36. One end of the coupling protrusion 363 may be a curved surface or an inclined surface corresponding to the inner surface of the duct 34. [

The coupling protrusions 363 are formed such that both ends of the vertical rudder 361 are spaced apart from the inner surface of the duct 34 by a predetermined distance so that when the vertical rudder 361 rotates about the rotary shaft 3611, It is possible to prevent collision with the inner surface.

Of course, in the present embodiment, the coupling projections 363 are omitted, and the rotary shaft 3611 of the vertical rudder 361 is fixed to the inner surface of the duct 34. Both ends of the vertical rudder 361 are fixed on the inner surface of the duct 34 It may be spaced apart. However, in this case, the rotary shaft 3611 may be exposed to the outside.

As shown in FIG. 8, the rotation axis 3611 of the vertical ridge 361 and the rotation axis 3621 of the horizontal ridge 362 may intersect with each other. Of course, the rotation shaft 3611 of the vertical rudder 361 is positioned forward or rearward with respect to the rotary shaft 3621 of the horizontal rudder 362, and the rotary shaft 3611 of the vertical rudder 361 and the rotary shaft 3611 of the horizontal rudder 362, (3621) are arranged to be shifted from each other, interference during rotation can be prevented.

As described above, in the present embodiment, the rudder 36 is provided inside the duct 34 at the rear end of the duct 34 to easily control the flow of the wake generated by the propeller 33, , And various controls for the propulsion can be made possible.

FIG. 9 is a side view of a thruster according to a fourth embodiment of the present invention, and FIG. 10 is a sectional view of a thruster according to the fourth embodiment of the present invention. 9 and 10 show the state in which the auxiliary vanes 37 are in close contact with each other, and Fig. 10 shows a sectional view taken along the line A-A 'in Fig.

FIG. 11 is a side view of a thruster according to a fourth embodiment of the present invention, and FIG. 12 is a sectional view of a thruster according to the fourth embodiment of the present invention. FIGS. 11 and 12 show a state where the auxiliary vanes 37 are spaced apart from each other, and FIG. 12 shows a sectional view taken along the line B-B 'in FIG.

9 to 12, the thruster 30 according to the fourth embodiment of the present invention is different from the first to third embodiments in that it includes the auxiliary blade 37. [ Hereinafter, the auxiliary blade 37 will be mainly described, and description of the other components will be omitted. However, the configuration of the fourth embodiment is not necessarily the same as the configuration of the first to third embodiments.

A plurality of auxiliary vanes 37 are provided and at least a part of the auxiliary vanes 37 is provided in the inside of the duct 34 and the cross sectional area through which the wake of the propeller 33 passes can be varied as it moves back and forth. The auxiliary blade 37 may be in the shape of a curved plate corresponding to the inner surface shape of the duct 34 and the auxiliary blade 37 may have a shape in which the cross section is reduced as the duct 34 moves from the front end to the rear end, It can have a fan shape.

The auxiliary vanes 37 may be provided on the inner surface of the duct 34. In this case, it is possible to suppress the occurrence of resistance in the flow of seawater flowing along the outer surface of the duct 34. However, since the auxiliary vanes 37 can be disposed apart from each other as will be described later, the vortex or the like can be generated as the seawater passes through the space between the auxiliary vanes 37. In the present embodiment, And a streamlined guide portion (not shown) formed to protrude from the inner side of the duct 34 with respect to the front end point of the auxiliary vane 37 when positioned forward.

The guide portion may be provided in a funnel shape and the inner hole of the guide portion may have a size corresponding to the diameter of the hollow formed by the auxiliary blade 37 to be maximum.

The guide portion is provided on the inner surface of the duct 34 to prevent the seawater from passing through the auxiliary vanes 37 when the auxiliary vanes 37 are spaced apart from each other. Accordingly, the present embodiment can minimize the increase in resistance even if the auxiliary wing 37 is provided to be separated from and close to each other.

Of course, the auxiliary wing 37 may be provided on the outer surface of the duct 34, not on the inner surface thereof. In this case, the guide portion is disposed along the outer circumferential surface of the duct 34 to prevent the resistance of the auxiliary wing 37 from increasing have.

The auxiliary vane 37 can be radially disposed on the inner surface of the duct 34 with respect to the axis of rotation of the propeller 33 as shown in Figs. The distance between the auxiliary wings 37 shown in Fig. 12 corresponds to the distance that the auxiliary wings 37 can move back and forth.

The spacing between the auxiliary vanes 37 can be varied when the auxiliary vanes 37 are moved back and forth along the inner surface of the duct 34 since the duct 34 can have a frustum shape as described above. 9 and 10, the auxiliary wings 37 can be brought into close contact with each other, and a hollow section is formed by the rear end of the auxiliary wings 37 .

In this case, the hollow section formed by the auxiliary wing 37 is a cross sectional area through which the wake of the propeller 33 can pass. In this case, the hollow section may be smaller than the cross section of the duct 34. Therefore, when the auxiliary blade 37 moves backward, the cross section through which the wake of the propeller 33 can pass is reduced.

11 and 12, the auxiliary wings 37 can be spaced apart from each other and the auxiliary wings 37 can be spaced apart from each other at the rear end of the auxiliary wings 37 Thereby forming a hollow section. However, when the auxiliary vanes 37 are spaced apart from each other, the hollow section formed by the auxiliary vanes 37 is not exactly circular, but a circular shape in which the number of the arcs corresponding to the number of the auxiliary vanes 37 is cut off And may be a partially disconnected circular shape.

At this time, the hollow section formed by the auxiliary vane 37 is a cross sectional area through which the wake of the propeller 33 can pass, but may be larger than the sectional area formed by the rear end of the duct 34. That is, when the auxiliary vane 37 is moved forward, the passage area of the downstream of the propeller 33 can be determined by the duct 34, not the auxiliary vane 37. [

That is, when the auxiliary vanes 37 are moved in the forward direction (front direction) of the duct 34 along the inner surface of the duct 34, the space between the auxiliary vanes 37 is extended, and the duct 34 is moved along the inner surface of the duct 34, (Backward) of the rear end portion of the front end portion of the rear end portion of the front end portion.

When a plurality of auxiliary blades 37 are moved forward along the inner surface of the duct 34, the hollow cross section formed by the plurality of auxiliary blades 37 is expanded and a plurality of auxiliary blades 37 are inserted into the duct 34, The hollow section formed by the plurality of auxiliary vanes 37 can be reduced.

The hollow section formed by the plurality of auxiliary vanes 37 may be smaller than or equal to the hollow section of the rear end of the duct 34 and the hollow section formed by the auxiliary vane 332 may be formed in the duct 34, the downstream flow of the propeller 33 can be concentrated on the basis of the rotational axis of the propeller 33. However, even if the hollow section formed by the auxiliary vane 37 is larger than the hollow section at the rear end of the duct 34, the hollow section of the rear end of the duct 34 becomes the maximum at the passage area downstream of the propeller 33 .

A plurality of auxiliary wings (37) can be synchronized with each other and move together in the forward and backward directions. In addition, the auxiliary vane 37 is provided to be movable up to a position protruding a certain distance from the rear end of the duct 34, thereby reducing the area through which the wake of the propeller 33 passes.

When the auxiliary blade (37) moves backward, the auxiliary blade (37) comes into close contact with each other, and both ends of the auxiliary blade (37) collide with each other in the width direction. In this case, in order to mitigate the impact in the event of a collision with each other, a cushioning member may be provided at both ends in the width direction in the auxiliary vane 37.

The cushioning member may be an elastic member fixed to both ends of the auxiliary vane 37, or may be an impact absorbing member, and various materials such as rubber and a spring may be used. However, when the elastic member is used as a cushioning member, the cushioning member can be manufactured to have a resilience force to such an extent that a repulsive force due to the collision between the auxiliary vanes 37 is generated to prevent the movement of the auxiliary vane 37.

As described above, the present embodiment can maximize the propulsion efficiency by varying the area of the cross section through which the wake of the propeller 33 passes as the auxiliary vane 37 moves back and forth from the inside of the duct 34.

FIG. 13 is a side view of a marine structure according to a fifth embodiment of the present invention, and FIGS. 14 and 15 are plan views of a marine structure headbox according to a fifth embodiment of the present invention.

13 to 15, a marine structure 1 according to a fifth embodiment of the present invention may include the thruster 30 of the first to fourth embodiments described above. However, unlike the marine structure 1 shown in FIG. 1, the marine structure 1 according to the fifth embodiment of the present invention may further include a head box 40. The description of the thruster 30 included in the present embodiment will be omitted from the description of the thruster 30 of the first to fourth embodiments described with reference to Figs. 1 to 12. Hereinafter, As shown in FIG.

In the marine structure 1 according to the fifth embodiment of the present invention, one surface on which the thruster 30 is installed may be curved. The thruster 30 should be installed in a flat place for installation of a canister or the like. Since the marine structure 1 of the present embodiment has a curved surface rather than a flat surface, a problem arises in the installation of the thruster 30. Therefore, the present embodiment may include a head box 40 that forms a plane to solve this problem.

The head box (40) forms a plane for installation of the thruster (30) on one surface which is a curved surface in the marine structure (1). That is, the head box 40 has a top surface corresponding to the curved surface of the sea structure 1, and a bottom surface can be a flat surface for installing the thruster 30. [

The head box 40 may be formed asymmetrically. 14, the left side (41, the port side of the marine structure 1) and the right side (42, the starboard side of the marine structure 1) form curved outwardly convex surfaces, respectively, as shown in Fig. 14 And the convex degree of the left side 41 and the right side 42 may be different from each other.

14, the upper part is the left side 41 of the head box 40 and the lower part is the right side 42 of the head box 40. The convex degree of the right side 42 is the convexity of the left side 41 . This can be confirmed by a dotted line in which the shape of the right side 42 is symmetrical with respect to the intermediate point between the left side 41 and the right side 42 in the head box 40. [

In this case, due to the flow of seawater flowing into the head box 40, a lift force perpendicular to the flow direction of the seawater may occur, and a drag force may be generated which coincides with the flow direction of the seawater.

In other words, the head box 40 is formed asymmetrically when it is compared with the symmetric case, so that the head box 40 can generate lifting force and can be utilized for position control or propulsion using lifting force. At this time, the left-right asymmetric shape of the head box 40 may vary depending on the position on the bottom surface of the marine structure 1. [ That is, the head box 40 provided on the port side and the head box 40 provided on the starboard side on the bottom surface of the marine structure 1 may be symmetrical to each other. That is, the two headboxes 40 may be asymmetrically opposed to each other.

15, one of the left side 41 and the right side 42 forms an outwardly convex curved surface, and the other can form a vertical plane. In this case, the inner side of one side forming the convex curved surface is the intermediate point between the left side 41 and the right side 42.

As described above, in this embodiment, one side of the head box 40 is formed as a vertical plane, thereby maximizing the lift generated by the flow of seawater. Here, the vertical plane means a plane perpendicular to the bottom surface of the marine structure 1.

The upper and lower central axes of the thruster 30 are disposed at one side from the midpoint between the left side 41 and the right side 42 of the head box 40 . This is because the head box 40 is formed asymmetrically so that the upper and lower central axes of the thruster 30 must be deflected in order to secure the installation surface of the thruster 30. [

Concretely, the upper and lower central axes of the thruster 30 can be biased to a relatively convex side outward at the midpoint between the left side 41 and the right side 42 of the head box 40 as shown in Fig.

15, the upper and lower central axes of the thruster 30 are biased to the other side opposite to one side forming the vertical plane at the midpoint between the left side 41 and the right side 42 of the head box 40 .

As described above, in the present embodiment, the head box 40 is provided for installing the thruster 30, so that the head box 40 has a left-right asymmetric shape to generate lifting force through the head box 40, Control and so on.

The present invention may further include other embodiments in which at least any one of the first to fifth embodiments is selected and combined in addition to the first to fifth embodiments described above. That is, another embodiment of the present invention can include the rotating part 35 of the first embodiment and the head box 40 of the fifth embodiment, or the duct 34 of the second embodiment and the auxiliary blade of the fourth embodiment 37). That is, the present invention is not limited to the first to fifth embodiments described above, and encompasses all embodiments that can be derived by combinations of the first to fifth embodiments.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the same is by way of illustration and example only and is not to be construed as limiting the present invention. It is obvious that the modification and the modification are possible.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

1: marine structure 10:
20: Derrick 30: Thruster
31: Power transmission unit 32:
33: Propeller 331: Hub
332: wings 34: duct
35: rotating part 351: rotating shaft of the rotating part
36: rudder 361: vertical rudder
3611: Rotary shaft of vertical rudder 362: Horizontal rudder
3621: rotating shaft of the horizontal rudder 363: engaging projection
37: Auxiliary wing 40: Head box
41: left side of head box 42: right side of head box

Claims (10)

In a thruster installed in a marine structure,
A power transmission part extending downward from a bottom surface of the sea structure;
A driving unit connected to a lower end of the power transmission unit;
A propeller rotated by the driving unit;
A duct enclosing an outer circumferential surface of the propeller; And
And at least one rudder provided at a front end or a rear end of the duct to adjust an inflow of the propeller or a direction of a downstream of the propeller. 2. The rudder according to claim 1,
Wherein the duct is provided at a rear end of the duct. 2. The rudder according to claim 1,
A vertical ridge extending vertically from a rear end of the duct; And
And a horizontal ridge extending from the rear end of the duct to the left and right. 4. The apparatus according to claim 3, wherein one of the vertical rudder and the horizontal rudder comprises:
And is rotatably coupled to the other one. The apparatus according to claim 3,
And the other end of the one end adjacent to the vertical ridge has a shape away from the vertical ridge as the one end of the vertical ridge moves away from the rotation axis of the vertical rudder. The apparatus according to claim 3, wherein the vertical rudder and the horizontal rudder comprise:
And the lengths in the forward and backward directions are different from each other. The apparatus according to claim 3, wherein the vertical rudder and the horizontal rudder comprise:
Wherein the thruster is arranged to be vertically or horizontally symmetrical with respect to a rotation axis of the propeller. 2. The rudder according to claim 1,
Wherein the cross section is in the form of an airfoil. 2. The rudder according to claim 1,
And a coupling protrusion having one end attached to the inner surface of the duct and the other end rotatably fixing one end of the rudder and having a plane at the other end. 10. A marine structure comprising the thruster of any one of claims 1 to 9.

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