KR20170014380A - Vessel - Google Patents

Abstract

The present invention relates to a vessel in which one drive unit is selectively connected to any one of a plurality of gears to enhance the utility of the drive unit. According to the present invention, the vessel comprises: a hull; an air compressor injecting air to the bottom of the hull; a first gear connected to a drive shaft of the air compressor; a propeller mounted on the hull; a second gear connected to a driving shaft of the propeller; a drive unit driving a clutch gear; and a clutch drive unit engaging the clutch gear selectively with the first gear or the second gear.

Description

Ship {Vessel}

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a ship, and more particularly, to a ship capable of selectively driving a propeller and an air generator with one drive unit.

As shipbuilding technology developed, it became possible to dry large ships. Large vessels are useful for transporting large quantities of cargo at one time to a remote destination. However, there is a problem that the large-sized vessel has a large contact area with seawater, the direction change is not precise, and the fuel consumption is large.

In order to solve this problem, the Vaux-Luster system and the air lubrication system are mainly used. Here, the Vaux-Luster system has a propeller installed on the hull, so that the direction of the ship can be smoothly changed. In the air lubrication system, an air layer is formed on the bottom of the ship to reduce frictional resistance between the ship and the sea water To reduce the amount of fuel consumed in ship operation.

However, the Vaux-Luster system requires an expensive generator capable of outputting a high power even though it is relatively short in use time compared to an air lubrication system. In addition, these expensive generators are the main reason for increasing the cost of the Vaux-Luster system.

The increase in the cost of such a Vaux-Luster system leads to another problem of cost increase of the ship operation which can not be solved by reducing the fuel consumption by using the air lubrication system.

United States Patent 6,009,822 (January 1, 2000)

SUMMARY OF THE INVENTION A problem to be solved by the present invention is to provide a ship in which the efficiency of a drive unit is increased by allowing one drive unit to selectively drive one gear among a plurality of gears selectively, .

The problems to be solved by the present invention are not limited to the above-mentioned problems, and other problems not mentioned can be clearly understood by those skilled in the art from the following description.

According to an aspect of the present invention, there is provided a ship including a hull, an air compressor for injecting air to the bottom of the hull, a first gear connected to a drive shaft of the air compressor, a propeller installed on the hull, 2 gear, a driving part for driving the clutch gear, and a clutch driving part for selectively engaging the clutch gear with the first gear or the second gear.

The clutch gear may form the first gear or the second gear and the worm gear.

The clutch driving portion may include a horizontal moving portion for moving the clutch gear in a horizontal direction and a vertical moving portion for moving the clutch gear in a vertical direction.

The horizontal moving part may include a rail extended in the horizontal direction, and a wheeled part fixed with the clutch gear and moving along the rail.

And the vertical moving part can be fixed to the wheelbarrow with the clutch gear fixed.

The vertical moving part may include a cylinder part for moving the clutch gear in parallel.

The clutch gear may have a first worm coupled to the first gear at one side thereof and a second worm coupled to the second gear at the other side thereof.

The first worm and the second worm may have gear pitches or diameters different from each other.

The present invention can selectively drive the propeller and the air generating device with one driving unit, thereby reducing the facility cost associated with the propeller and the equipment cost associated with the air generating device, thereby reducing the overall operating cost of the ship.

1 is a perspective view of a ship according to an embodiment of the present invention.
Fig. 2 is an enlarged view of the first gear, the second gear and the clutch driving portion of the ship of Fig. 1;
FIGS. 3 and 4 are operation diagrams illustrating a process of moving the clutch drive unit of FIG. 2 from the first gear to the second gear.
5 is an operation diagram in which the clutch drive unit of FIG. 2 is engaged with the first gear to operate the air compressor.
FIG. 6 is an operation diagram in which the clutch drive unit of FIG. 2 is engaged with the second gear to operate the propeller.
7 is a view showing another embodiment of the clutch driving portion engaged with the first gear and the second gear.

Brief Description of the Drawings The advantages and features of the present invention and methods of achieving them can be made clear with reference to the embodiments described in detail below with reference to the accompanying drawings. The present invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the invention to those skilled in the art. To fully disclose the scope of invention to a person skilled in the art, and the invention is only defined by the claims. Like reference numerals refer to like elements throughout the specification.

Referring to FIGS. 1 and 2, the components for operating the propeller and the air compressor included in the ship and the ship according to the embodiment of the present invention will be described in detail.

FIG. 1 is a perspective view of a ship according to an embodiment of the present invention, and FIG. 2 is an enlarged view of a first gear, a second gear, and a clutch drive unit of the ship of FIG.

The ship 1 uses the clutch driving part 50 to connect the clutch gear 410 connected to one driving part 40 to the first gear 211 or the second gear 322, It is possible to selectively operate the propeller 30 connected to the connected air compressor 20 or the second gear 322.

In other words, when the ship 1 moves one drive unit 40 to couple the clutch gear 410 to any one of the plurality of gears, one drive unit 40 can be utilized in a plurality of gears .

Therefore, the cost of the power supply of the propeller 30 installed in the ship 1 and the cost of the power supply of the air compressor 20, and the related costs, can be reduced.

The ship 1 is provided with a hull 10 having an air injection port 250 formed at the bottom of the ship and an air compressor 20 for supplying air to the air injection port 250 and an air compressor 20 connected to the drive shaft 210 of the air compressor 20 1 < / RTI > The ship 1 is provided with a propeller 30 installed in the hull 10, a second gear 322 connected to the drive shaft 320 of the propeller 30, a first gear 211 and a second gear 322 The air compressor 20 connected to each gear and the clutch drive unit 50 for moving the clutch gear 410 between the first gear 211 and the second gear 322 and the like, So that the propeller 30 can be selectively connected to one driving unit 40 and driven.

1, the first gear 211 may be installed in the air compressor 20, and the second gear 322 may be installed in the propeller 30, as shown in FIG. However, the first gear 211 is not necessarily provided in the air compressor 20 and the second gear 322 is not necessarily provided with the propeller 30, and if necessary, the first gear 211, And the air compressor 20 may be installed in the second gear 322. In this case,

Hereinafter, each component constituting such a ship 1 will be described in more detail.

The hull 10 is a structure including an installation of the air compressor 20 and a facility of the propeller 30 in the inside thereof and can be operated at sea by driving any one of the facilities as necessary. The hull 10 includes a drive unit 40 that can drive the equipment of the air compressor 20 and the propeller 30 and a power source that can supply power to the drive unit 40.

The hull 10 supplies power to the drive unit 40 installed therein so that the clutch gear 410 connected to the drive unit 40 can operate the equipment of the air compressor and the equipment of the propeller. And, the hull 10 includes various control systems (not shown), and individually controls these facilities.

Therefore, the hull 10 can not only operate the equipment of the air compressor to reduce the frictional resistance with the seawater, but also can drive the facilities of the propulsion unit to facilitate the direction change of the athlete.

The air compressor (20) injects compressed air of a predetermined size or larger to the air injection port (250) formed on the bottom surface of the line. The air compressor 20 is connected to the first gear 211 of the worm wheel shape by the drive shaft 210 and is driven by the rotational force of the clutch gear 410 engaged with the first gear 211 .

The air compressor 20 may be formed of a screw air compressor to discharge compressed air having a predetermined pressure or more to the air storage unit 230 connected to the first air supply pipe 220 . The air storage unit 230 is sized to store a predetermined amount of air therein, and stores the supplied compressed air.

The air storage unit 230 can discharge the stored compressed air to the plurality of air injection openings 250 through the second air supply pipe 240 in the direction of the width of the hull 10. The first air supply pipe 230 and the second air supply pipe 240 may be provided with valves or the like so that the amount of air discharged to the air injection port 250 can be precisely controlled.

On the other hand, the propeller 30 generates propulsive force to facilitate the change of direction of the hull 10. The propeller 30 is connected to the second gear 322 in the form of a worm wheel by a driving shaft 320 and the second gear 322 is connected to the driving unit 40 so as to be driven. At this time, the propeller 30 is formed of a propeller having a narrow and slightly twisted blade shape, so that the propulsion force can be generated smoothly. Such a propeller 30 can be usefully used when the hull 10 is anchored to the quay so that the hull 10 can be anchored without the aid of a tug.

The driving unit 40 may be a driving motor or the like driven by the power source S supplied from the hull 10. The driving unit 40 can drive the clutch gear 410 connected to the driving unit 40 and the adjusting unit for adjusting the position of the clutch gear 410 using a power source. At this time, the driving unit 40 is connected to the clutch driving unit 50, and can easily move between the first gear 211 and the second gear 322.

The driving unit 40 moves between the first gear 211 and the second gear 322 so that the clutch gear 410 is properly engaged with the first gear 211 and the second gear 322, So that torque can be generated in the first gear 211 or the second gear 322.

The clutch gear 410 may be a cylindrical gear having a worm having a plurality of twisted threads on its outer circumferential surface. The worm formed on the clutch gear 410 is engaged with any one of the first gear 211 and the second gear 322 to form a single worm gear. At this time, the rotational force of the clutch gear 410 allows torque to be generated in the first gear 211 and the second gear 322.

The shape of the clutch gear 410 is not limited to a cylindrical gear having a worm, and may be deformed into various gears as necessary to be engaged with the first gear 211 and the second gear 322. The clutch gear 410 may be installed in the ship 10 in the vertical or horizontal direction with respect to the first gear 211 and the second gear 322 so as to be vertically or horizontally Directional gears.

The clutch gear 410 is disposed between the first gear 211 and the second gear 322 so that the engagement relationship between the clutch gear 410 and the first gear 211 and the second gear 322 can be clearly described. 322, which are meshed with the respective gears.

The clutch driving part 50 moves the fixed driving part 40 in the vertical and horizontal directions so that the clutch gear 410 connected to the driving part 40 can move in the vertical and horizontal directions. The clutch driving unit 50 includes a remote control module (not shown) and the like, and can be controlled in position by various control systems installed in the hull 10.

 The clutch driving part 50 includes a vertical moving part 520 for moving the clutch gear 410 in the horizontal direction and a vertical moving part 520 for moving the clutch gear 410 in the vertical direction. Or a support 60 installed on the deck.

The horizontal moving part 510 may be formed as a carton including a rail 511 formed at the upper end of the deck D and the supporting part 60 and a plurality of cartwheels 513 moving along the rail 511. [ The cart portion can move toward the horizontal direction while firmly fixing the clutch gear 410. [ When the fixing pin 512 is inserted into the fixing hole 513a, the wagon wheel 513 is fixed to the rail 511 by the fixing hole 513a, As shown in FIG.

 That is, the wagon portion can be fixed at a specific position by the engagement of the fixing pin 512 and the fixing hole 513a.

The vertical moving part 520 is installed on the horizontal moving part 510 to vertically move the driving part 40 and the clutch gear 410 fixed to the horizontal moving part 510. [ The vertical movement portion 520 includes, for example, a cylinder portion such as a pneumatic cylinder that actuates the cylinder with air or a hydraulic cylinder that actuates the cylinder with the fluid, so that the clutch gear 410 can be vertically moved.

The support portion 60 on which the clutch driving portion 50 can be installed may be formed of a support base 610 fixed in a direction perpendicular to the deck D and a support plate 620 installed on an upper end of the support base 610. In particular, a plurality of rails 511 may be formed on the support plate 620, and a guide hole 621 may be opened between the rails 511 in a direction parallel to the rails 511. The clutch gear 410 can smoothly move between the first gear 211 and the second gear 322 through the rail 511 and the guide hole 621. [

Hereinafter, referring to FIGS. 3 and 4, an operation diagram illustrating a process of moving the clutch drive unit from the first gear to the second gear will be described.

FIG. 3 is a view showing a process in which the horizontal shift of the horizontal shift part causes the clutch gear to move horizontally, and FIG. 4 shows a process of horizontally shifting the horizontally shifted clutch gear after the vertical shift.

3 (a), the driving unit 40 and the clutch gear 410 are in a state of being lifted by the vertical movement unit 520 of the clutch driving unit 50. At this time, a part of the clutch gear 410 may be engaged with the first gear 211. When the clutch gear 410 rotates in the direction of the central axis of the driving part 40 in the engaged state, So that a torque can be generated in the motor. The operation of the air compressor 20 by the torque generated by the first gear 211 will be described later in detail.

3 (b), when the horizontal shifting portion 510 moves along the rail 511 in the horizontal direction, the clutch driving portion 50 is shifted to the left in FIG. (20).

At this time, the horizontal shifting portion 510 is configured such that when the vertical shifting portion 520 descends the driving portion 40 and the clutch gear 410 by vertical movement, the clutch gear 410 is rotated by the first gear 211 and the second gear (322) are not in contact with each other at the same time.

 After the horizontal shifting portion 510 sufficiently moves in the horizontal direction, the vertical shifting portion 520 descends the driving portion 40 and the clutch gear 410 as shown in FIG. 4 (a). 4 (b), the horizontal shifter 510 horizontally moves again along the rails 511 so that the lowered clutch gear 410 can be engaged with the second gear 322. As shown in Fig.

When the horizontal shifting portion 510 horizontally moves and the clutch gear 410 and the second gear 322 come into contact with each other, the adjustment portion included in the driving portion 40 slowly rotates the clutch gear 410, Can be smoothly engaged with the second gear 322.

The propeller 30 driven through the engagement of the clutch gear 410 and the second gear 322 will be described later in detail.

Hereinafter, with reference to Figs. 5 and 6, the operation of the air compressor and the propeller driven according to the situations of the first gear and the second gear engaged with the clutch gear will be described.

5 is an operation diagram in which the clutch drive unit of FIG. 2 is engaged with the first gear to operate the air compressor.

When the clutch gear 410 is engaged with the first gear 211 and is rotated about the central axis of the driving unit 40, the first gear 211 generates torque in accordance with the rotational speed of the clutch gear 410 can do. At this time, the magnitude of the torque generated in the first gear 211 can be variously changed through the gear ratio between the gear teeth formed in the clutch gear 410 and the gear teeth formed in the first gear 211.

The first gear 211 may be connected to the screw rotor of the air compressor 20 and rotated. The rotating screw rotor can change the volume of the air sucked into the suction port of the air compressor (20), compress it, and transfer it to the delivery port. The compressed air can be moved to the air storage part 230 along the first air supply pipe 230 and stored.

The air storage unit 230 stores a predetermined amount of compressed air and supplies air having a constant pressure to the air ejection port 250 so that air can be ejected from the air ejection port 250.

FIG. 6 is an operation diagram in which the clutch drive unit of FIG. 2 is engaged with the second gear to operate the propeller.

The second gear 322 generates a torque corresponding to the rotational speed of the clutch gear 410 when the clutch gear 410 is engaged with the second gear 322 and is rotated about the central axis of the driving portion 40 can do. At this time, the magnitude of the torque can be variously changed through the gear ratio between the gear teeth formed on the clutch gear 410 and the gear teeth formed on the second gear 322 as described above. The second gear 322 is connected to the drive shaft 320 so that the propeller 30 can rotate smoothly.

Hereinafter, with reference to Fig. 7, description will be given of how the clutch drive portion of the other embodiment of the present invention is engaged with the first gear and the second gear.

7 is a view showing another embodiment of the clutch driving portion engaged with the first gear and the second gear.

The ship according to another embodiment of the present invention can be constructed in the same manner as the first embodiment except for the clutch gear 410-1, the first gear 211-1 and the second gear 322-1 connected to the driving part 40, Is substantially the same as that of the ship 1 according to FIG.

Therefore, only the difference from the embodiment will be described with emphasis so that the description is not repeated and is concise.

The clutch gear 410-1 includes a first worm 411 and a second worm 422 having different pitches and diameters. The first worm 411 has a first pitch P1 and a first diameter D1 that can be engaged with the first gear 211-1 and the second worm 422 has a second gear 322 -1), and a second diameter P2.

At this time, the second pitch P2 and the second diameter D2 of the second worm 422 are larger than the first pitch P1 and the first diameter D1 of the first worm 411 . However, the pitches and diameters of the second worm 422 and the first worm 411 are not limited thereto, and the pitch and the diameter of the first worm 411 may be smaller than the pitch and diameter of the second worm 422, It may be big. The first gear 211-1 and the second gear 322-1 may be formed corresponding to the pitch and diameter of the first worm 411 and the second worm 422. [ Each gear thus formed actuates the air compressor 20 and the propeller 30 as described above.

The clutch gear 410-1 is connected to the second gear 322-1 from the first gear 211-1 to the second gear 322-1 by the clutch driving part 50 in accordance with the operational status of the hull 10, 322-1 to the first gear 211-1 so as to operate the equipments connected to the respective gears.

For example, when the clutch gear 410-1 moves and is engaged with the first gear 211-1, the clutch gear 410-1 is rotated by the air compressor 20 connected to the first gear 211-1 So that it can be driven. When the clutch gear 410-1 moves and is engaged with the second gear 322-1, the clutch gear 410-1 is driven by the driving force of the propeller 30 connected to the second gear 322-1 .

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 can understand that you can. It is therefore to be understood that the above-described embodiments are illustrative in all aspects and not restrictive.

1: Ships 10: Hull
20: air compressor 30: propeller
40: driving part 50: clutch driving part
60: Support part 70: Worm gear
210: drive shaft of the air compressor 211: first gear
220: first air supply pipe 230: air storage part
240: second air supply pipe 250: air nozzle
320: drive shaft of the propeller 322: second gear
410: clutch gear 411: first worm
422: second worm 510: horizontal moving part
511: rail 512: stationary pin
513: Wagon wheel 513: Fixing hole
520: vertical moving part 610: support
620: Support plate 621: Guide hole

Claims (8)

hull;
An air compressor for spraying air to the bottom surface of the hull;
A first gear connected to a driving shaft of the air compressor;
A propeller installed on the hull;
A second gear connected to a drive shaft of the propeller;
A driving unit for driving the clutch gear; And
And a clutch drive portion for selectively engaging the clutch gear with the first gear or the second gear. The ship according to claim 1, wherein the clutch gear comprises the first gear or the second gear and the worm gear. The electric power steering apparatus according to claim 1,
A horizontal shifting portion for shifting the clutch gear in a horizontal direction and a vertical shifting portion for shifting the clutch gear in a vertical direction. 4. A watercraft as set forth in claim 3, wherein the horizontal moving part includes a horizontally extended rail and a wheeled part fixed with the clutch gear and moving along the rail. 5. A watercraft as set forth in claim 4, wherein said vertical moving part is fixed to said wheelbarrow with said clutch gear fixed. 4. A watercraft as set forth in claim 3, wherein the vertical moving part includes a cylinder part for moving the clutch gear in parallel. The clutch gear according to claim 1, wherein the clutch gear is a gear having a first worm formed on one side thereof with a first gear engaged therewith and a second worm formed on the other side with a second gear engaged therewith, . The ship according to claim 7, wherein the first worm and the second worm have different gear pitches or diameters.

Images