KR890001619B1 - A propeller driven waterborne vessel - Google Patents

Abstract

The stern-mounted propeller has a dia. exceeding draught at stern in ballast and being lockable in inactive position above keel line. The propeller has two vanes. In the stopping position, the two vanes are located in horizontal position.

Description

Propeller Driven Drainage Ship

1 is a side view of a rear hull of a ship according to a first embodiment of the present invention.

2 is a rear view of the vessel shown in FIG.

3 is a side view of a rear hull of a ship according to a second embodiment of the present invention.

4 is a rear view of the vessel shown in FIG.

* Explanation of symbols on the main parts of the drawings

1: ship 2: water surface

3: ship's steamer 5: propeller

6: propeller shaft 7: propulsion engine

8: thruster 9: gear device

10: Kesson 11: pivot mounts

The present invention relates to a propeller driven drainage vessel having at least one drive propeller at the stern, the drive propeller being connected to a propulsion engine in the ship. The present invention mainly relates to large cargo ships or passenger ships whose engine output exceeds at least 500 hp, and gradually increases all the expenses for propulsion of the ship, so that the necessity of building a ship capable of obtaining high propulsion efficiency even with a small amount of fuel is increased. It is increasing. The most decisive factor in propulsion efficiency is the propeller efficiency. That is, the propeller's ability to convert the power transmitted from the ship's engine into effective propulsion power. On the other hand, the efficiency of the propeller is affected by various factors, among which the propeller diameter is the most important. Generally speaking, if the rotational speed of the propeller can be best matched to the diameter of the propeller, as the diameter of the propeller is increased, a higher propeller efficiency is obtained and thus a high propulsion efficiency is obtained. This is because the motion loss due to the propeller's idle is much smaller. As a result, in order to reduce the fuel cost of a ship, it is generally intended to use a propeller that rotates more slowly than the propeller of a larger diameter and the rotation speed of the propeller which has been used previously.

水)의 50-65%에 상당하는 직경의 프로펠러를 부착하고 있어 추진효율은 통상 55-65%이다. 한편 신형선박에 적합한 프로펠러의 직경은 때때로 선박홀수의 80 내지 90%이며, 그리고 이것에 의하여 선박에는 때때로 특별히 설계된 소위 반터널식의 선미가 설치되고, 그것에 의하여 프로펠러가 공기를 흡입하는 것을 방지한다. 이렇게 하여 70 내지 75%까지의 추진효율을 얻는 좋은 효과를 달성시키고 있다.For example, conventional powerboats typically have an odd number of times (

Propellers with diameters equivalent to 50-65% of water are attached, so the propulsion efficiency is usually 55-65%. On the other hand, the diameter of propellers suitable for new ships is sometimes 80 to 90% of the odd number of ships, whereby ships are sometimes provided with specially designed so-called semi-tunnel sterns, thereby preventing the propellers from inhaling air. This achieves a good effect of obtaining propulsion efficiency of up to 70 to 75%.

Factors considered to be limited in making the diameter of propellers larger up to now include: a) the requirement of a constant minimum gap between the propeller and the hull; b) the suction of air downwards by the propeller; c) the total odd number of the ship. to be.

Thus, a certain minimum distance is required between the propeller and the hull to avoid excessive vibration of the hull. This means that the effective space in the propeller hole (the space in which the propeller rotates between the key and the hull) sets a limit on the height the propeller can extend upwards. Another requirement is that the propellers should not inhale some amount of air, which means that the propeller's wings should not run through the water. As a result, there is an IMCO (United Nations Intergovernmental Maritime Consultation) protocol that recommends that the entire propeller be sufficiently submerged even when the vessel is at its lightest ballast odd. . The third factor prevents any part of the propeller from extending below the ship's baseline, as it increases the ship's effective odds. Stretching below the baseline cannot be adopted due to the limited depth of ports, ports, port entrances, canals and waterways. This element limits the extent to which the propeller extends downward.

An object of the present invention is to make it possible to use a propeller with a diameter two or three times larger than a conventional propeller diameter by making it possible to increase the diameter of the propeller to a much larger range than previously conceived. To increase the efficiency by 85-90%. This is because the driving propeller of the ship according to the present invention has a diameter far exceeding the ballast hole of the stern, while the propeller is moved to the stop position without any part of the propeller extending below the ship's baseline, and This is because it can be fixed at that position.

According to one embodiment of the invention the diameter of the propeller is at least 1.2 times greater than the stern ballast odd of the ship, in particular the best is at least 1.5 times.

The present invention is based on the idea that when the ship is in depth-limited waterways, port entrances, canals and waterways, only the entire odd number of the ship constitutes a limiting factor relative to the diameter of the propeller. On the other hand, when the ship is floating in the sea during its service life, its depth is sufficient so that it is practically no obstacle to the propeller protruding below the ship's base line. In this way, when the ship is at sea, propellers having a diameter substantially exceeding the odd number of the ship do not have any disadvantages. The propellers are adjusted so that they do not protrude on the surface of the water. Otherwise, the propellers suck air downwards. Instead, the propellers extend substantially below the ship's baseline. In this way, a desirable increase in propeller efficiency and propulsion efficiency can be achieved as a result of reduced fuel consumption. When a ship is on a port, port entrance, canal or waterway, this large propeller is moved to a stationary position and fixed. In the rest position no part of the propeller protrudes below the ship's base line. The center of the propeller is located on the ship's baseline or slightly above it and in a horizontal position where the propeller shaft is fixed to the hull. The propeller blades form a horizontal plane. When the large propeller is in the stationary position, the ship can be moved by a tugboat, in particular a propulsion device, for example a propulsion device such as a rotary propeller or an automatic key mounted on the ship as described in detail below.

DETAILED DESCRIPTION OF THE INVENTION The present invention will be described in detail below with reference to the accompanying drawings in order to more easily understand and clarify the advantages.

1 and 2 show the rear part of the ship 1, the water surface is indicated by the symbol (2), the base line of the ship is represented by a dashed line (3) and the odd number of the ship is represented by T. Ships are sometimes in constant balance (before and after ships), especially when ballasted. That is, it can be seen that the base line 3 is not horizontal in the forward and backward directions of the ship, and the rear side is inclined downward. For this reason, the exact odds of the present invention refer to the odds of the stern or the rear at the position where the drive propeller is arranged.

The vessel shown in FIGS. 1 and 2 has a propeller 5 having two wings arranged at the stern, the propeller shaft 6 of which propeller 5 is at or slightly above the baseline 3 horizontally. It is fixedly installed on the ship in a horizontal position, and the propeller shaft 6 is connected to the propulsion engine 7 disposed inside the hull. According to the invention the diameter of the propeller 5 is much larger than the stern odd of the ship in the ballast state. Nevertheless, the propeller shaft 6 at a low position close to the ship's base line 3 does not allow the propeller 5 to rise above the water surface 2 and also from the water surface when the ship is in ballast state. It means not to inhale air downwards. Of course the propeller 5 descends far below the ship's baseline 3, but this is no drawback when the ship is sailing the sea. Because there is no limit on the odd number of ships.

For propulsion or driving of ships at limited water depths, ports, port entrances, canals and waterways, the two-wing propeller (5) can be moved to a stationary position and fixed there, as shown in FIG. . In its stop position, the two propeller blades are horizontally positioned at or slightly above the same height as the base line 3. In this way, the propeller does not increase the effective odd number of the ship when it is located at the stop position. As can be seen from the figure, when the large propeller 5 is fixed in the stop position, the vessel 1 can be moved and driven by the help of a tugboat. It is preferred here that the vessel 1 is equipped with its own propulsion for this purpose. In the first and second embodiments, the auxiliary propulsion device is provided with a rotary thruster 8. If desired, this rotary thruster 8 may be adjusted to be placed in the hull when the ship is propelled by the main propeller 5. This reduces the resistance by the thruster 8 in the stationary state. Alternatively, in propulsion of the ship, the thruster 8 may be cooperatively coordinated with the main propeller 5. In this case, the thruster may be used to steer the ship instead of the conventional key, or the thruster may be used just as the key when the ship is propelled by the main propeller 5. At this time, the thruster is provided with a propeller consisting of two wings having a propeller blade that can be flipped horizontally, and the thruster can be fixed to be moved to a position to point the propeller blade vertically. In this case, the ship does not have to have a conventional key. Instead of the thruster 8 it is also conceivable to install an action key on the ship, i.e. a key that is installed in the cooperative propeller and which can be used to propel and drive the ship when the large main propeller 5 is in its stop position. The auxiliary propulsion system for the ship 1 may also be considered in other forms.

The large main propeller 5 may have either a fixed or variable pitch blade, and in the latter case, in order to reduce the vibration generated from the propeller by adapting to the return conditions that change with propeller rotation each time the propeller rotates. It is also good to have the form of a so-called program propeller that changes the wing pitch. If variable pitch propeller blades are used, the blades are advantageously folded and retracted to reduce the propeller resistance by allowing the blades to stir horizontally when the propeller is in the rest position.

In the embodiment shown in FIGS. 1 and 2, the propeller 5 shows a propeller consisting of two wings. In addition, as shown in FIG. 2, the propeller is moved to the stop position so that no part of the propeller protrudes below the ship's base line, and is fixed there. However, one can also think of a propeller having four or six wings, in which case the wings are evenly laid around the axis of rotation of the propeller at regular intervals. Since any part of the propeller can be moved and fixed at that position to a stationary position where it does not protrude below the ship's baseline, the propeller is designed so that the necessary wings can rotate about its center around the propeller axis of rotation. Can be. Thus all pairs of wings can move together to the same horizontal plane and be fixed there.

An appropriate gear device 9 can be arranged between the propeller shaft 6 and the propulsion engine 7 in order to allow the propeller shaft 6 to be assembled as close as possible to the ship's base 3. Alternatively, the center of the propeller 5 can be positioned at or near the base line 3 of the ship by laying it in the hull 1 with the propeller shaft 6 extending obliquely downward to the rear. The propulsion engine 7 can be installed at a relatively high position in the hull. This is advantageous when considering the size of the propulsion engine 7.

It will be appreciated that in the case of the embodiment shown in FIGS. 1 and 2 the diameter of the propeller 5 can theoretically be only twice the odd number even if the ship is odd. Otherwise, the propellers will protrude above the surface of the water. However, it is possible to make the diameter of the propeller 5 larger if the propeller shaft 6 is adjusted so that the rear end of the propeller shaft can be raised or lowered between the bottom operating position and the upper stop position. The central part of the propeller 5 is located below the base line 3 of the ship in the reject operation position, and the central part of the propeller 5 is located above the base line 3 of the ship in the upper stop position.

3 and 4 illustrate one such embodiment of the invention. Large main propeller 5 and rotary thruster with water surface 2, base line 3, associated propeller shaft 6 and drive motor 7, as shown in FIGS. 1 and 2, in FIGS. 8) A ship 1 having an auxiliary propeller of the type is shown. However, in the embodiment of FIGS. 3 and 4, the propeller shaft 6 is attached to the Caison 10 in the form of a watertight housing together with the entire motor 7, where the Kesson 10 is It is mounted by the pivot table 11. That is, the pivot 11 is supported and rotatably attached to a suitable pivot bearing arranged on the hull of the ship, including a horizontal pivot on which the kesong 10 is attached. Kesson swinging means, such as fixing the cask 10 between an upper position and a lower position or an up and down position with respect to the pivotal axis, use a known method such as hydraulic pressure, and rotate the device about the pivotal axis or construct the structure at various predetermined pivoting positions. Can be fixed. Therefore, the whole of the case is rotated between the action position rotated downward and the stop position rotated upward in the vessel. Here, in the active position rotated downward, the center of the propeller 5 is located under the ship steamer 3, and in the stopped position rotated upward, the center of the propeller 5 is located above the baseline 3. In the position where the Kesson is rotated upwards, the propeller 5 can move to a position where no part of the propeller 5 protrudes below the base line 3 as described above, and can be fixed there.

The kesong 10 can be disposed on the pivot table 11 through the machine room, and the pivot table 11 has a pipe-like shape having a large diameter. Pipes for fuel supply and exhaust gas may be arranged in the pivot table 11. Alternatively, the drive motor 7 may be fixedly attached to the inside of the ship 1, in which case the propeller 5 and the propeller shaft 6 can be raised or lowered alone and the propeller shaft 6 is suitable. Connect with drive motor (7) using connecting device.

The advantages that can be obtained in terms of operational costs when applying the present invention will be described with reference to the following two types of vessels, namely 15,000 tdw dry cargo ship and 140,000 tdw bulk cargo ship.

Example 1

15,000tdw (winter-class) dry cargo ship

As described above, when applied to well-known ships, it is possible to achieve fuel savings of about 4300 tons per year, which is equivalent to about 6.4 million kroner in Swedish currency.

Example 2

140,000dtw bulk cargo ship equipped with large rotating propeller (NKK)

Thus, in the case of a ship applied according to the above example of the present invention, fuel savings of about 2500 tonnes per year are achieved. This saves about 3.8 million kroner in Swedish currency.

As apparent from the above embodiment, the present invention can be used to achieve an efficiency increase of 15-20% unit order by using a propeller diameter that is 2-2.5 times larger than conventionally used propellers. Economically, Swedish currency saves between 4 and 6 million kroner a year.

As described above, the present invention has only been described for a vessel equipped with only one propeller placed on the stern. However, it can be seen that the present invention can be applied to a ship equipped with a plurality of propellers, for example, two propellers arranged in parallel or two reverse coaxial propellers.

Claims (10)

In propeller driven drainage vessels having at least one propeller 5 connected to the inboard drive motor 7 and positioned at the stern, the propeller 5 has a diameter exceeding the stern ballast hole of the ship, and Propeller (5) is a propeller-driven drainage vessel, characterized in that any part can be fixed to the state of the stop position that substantially does not protrude below the base line (3) of the vessel. Propeller driven drainage vessel according to claim 1, characterized in that the propeller (5) has a diameter of at least 1.2 times, in particular most preferably at least 1.5 times the stern ballast odd of the vessel. The propeller-driven drainage vessel according to claim 1 or 2, wherein the propeller consists of two blades, and is fixed at a position in which the two blades extend horizontally in the stationary position. 4. The propeller driven drainage vessel according to claim 3, wherein the propeller is capable of turning horizontally when the propeller is in a non-horizontal stop position, thereby reducing the resistance by the propeller at that position. The propeller according to claim 1 or 2, wherein the propeller consists of two or more wings, which are arranged at equal intervals around the center of the propeller on the axis of rotation of the propeller when the propeller is in operation, the propeller being stopped. Propeller driven drainage vessel, characterized in that when in position it can be placed together on the same horizontal plane. The propeller driven drainage vessel according to claim 1, wherein the propeller shaft (6) is mounted in the hull such that the propeller hub is located close to the ship's base line (3). 2. The propeller side (6) is capable of raising and lowering between a bottom operating position and an upper stop position, wherein in the bottom operating position the center of the propeller is located below the ship's base line (3). Propeller driven drainage vessel, characterized in that the center of the propeller is located on the base line (3) of the ship in the stop position. 8. The propeller shaft (6) is assembled in a ketchon (10), and the kesong (10) is mounted in the hull so as to pivot around the horizontal swing table (11), and the swing table (11) is mounted. Propeller driven drainage vessel, characterized in that installed in the front portion of the kesong (10), and extends perpendicularly to the longitudinal direction of the vessel. 9. The propeller-driven drainage vessel according to claim 8, wherein the kesong (10) is in the form of a waterproof housing, and a propulsion motor (7) is stored therein. The ship according to claim 1, characterized in that the ship is provided with an auxiliary propeller in the form of a rotary thruster 8 or an active key, thereby propelling or driving the ship when the propeller 5 is at a stop position. Propeller driven draining vessel.

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