MX2010004441A

MX2010004441A - Marine propelling system.

Info

Publication number: MX2010004441A
Application number: MX2010004441A
Authority: MX
Inventors: Yeun-Junn Lin
Original assignee: Solas Science & Engineering Co Ltd
Priority date: 2009-11-06
Filing date: 2010-04-23
Publication date: 2011-05-23
Also published as: CA2691301C; JP2011098711A; BRPI1000948A2; AR076357A1; NZ583881A; ZA201001919B; TW201116453A; CA2691301A1; AU2010200925A1; RU2010111342A; KR20110050337A; US20110111652A1; EP2319757A2

Abstract

A marine propelling system for a boat (3) includes a guide shell (32) having a guideway (33) for guiding a water flow to pass therethrough; a propelling member (40) having a main body (41) and a propeller (42); a vortex guide member (50) mounted to an outlet of the main body (41) and extending backward; a horizontally steering ring (60,70) sleeved onto a peripheral edge of a front section of the vortex guide member (50), a vertically steering ring (70) sleeved onto a peripheral edge of a rear section of the vortex guide member (50); and an inverted guide hood (80) mounted to a rear side of the vortex guide member. When the propeller (42) is rotated, a water flow enters through the guideway (33) and is then pressurized by the propeller to become a vortex flow ejected outward for providing the boat with a propulsive force. In this way, marine propelling system can greatly enhance the steering maneuverability and the safety of the boat.

Description

MARINE PROPULSION SYSTEM BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates generally to a propulsion system and more particularly, to a marine propulsion system for a ship. 2. Description of Related Technology Referring to Figure 1, a conventional propulsion system 10 for a large ship 1 is composed of an open type propeller 12 and a rudder plate 14. The rotation of the propeller 12 and the deflection of the rudder plate 14 can drive the ship 1 to move forward and turn respectively. However, the rudder plate 14 is located behind the propeller 12, so that the rudder plate 14 having a predetermined size inevitably counteracts the thrust generated by the propeller 12. In addition, the vortex flow loss generated by the propeller Open type 12 can decrease the propulsive efficiency of this type of a ship 1. In addition, the direction of ship 1 needs a detour angle to allow ship 1 to turn effectively to the left or to the right due to the shape of the ship. rudder plate 14, so that this type of boat 1 worsens in its maneuverability direction.

With reference to Figure 2, a system of conventional propulsion 20 for a speedboat 2 is also composed of a propeller 22 and a rudder plate 24 located behind the propeller 22. In addition to the previous obstacle, this propulsion system 20 includes another mentioned later. To handle the mating direction of the speedboat 2, an impeller to a side 26 is mounted towards the front section of the hull of the speedboat 2. However, the impeller to a side 26 does not increase only the cost production of the speedboat 2 but it decreases the rate of use of space inside the hull of the speedboat 2.

Additionally, each of the propellers 12 and 22 and the rudder plates 14 and 24 of the two aforementioned propulsion systems 10 and 20 are located at the bottom of a large ship 1 or a speedboat 2, so that the objects in the water, such as plastic bags, fishing nets or seaweed can be sucked into the vortex flow to damage the propeller 12 (22), or the propellers 12 and 22 and the rudder plate 14 and 24 can hurt the drivers or swimmers or marine creatures, such as manatees. In addition, the aforementioned large ship and speedboat only fit the marine transport lane of relatively deep water. Last but not least, none of these has elements to deftly control backward navigation control.

SUMMARY OF THE INVENTION The primary objective of the present invention is to provide a marine propulsion system, which can greatly improve the steering maneuverability and safety of a ship.

The above objective of the present invention is obtained through the marine propulsion system composed of a guiding shell, a propulsion element, a vortex guide element and a steering ring horizontally. The guiding shell includes a guide to guide a flow of water to pass through this. The propulsion element includes a main body and a propeller. The main one has a plurality of fixed wings located within the front section thereof to swirl the flow of water flowing there from the guide in one direction. The propeller is mounted on the back sides of the fixed wings. The vortex guide element is made of a flexible material and mounted in an outlet of the main body, which extends backwards. The steering ring horizontally has sleeves on a peripheral edge of a front section of the vortex guide element and is pivoted towards the main body at an upper edge thereof and a lower edge thereof for Bind and force the vortex guide element to rotate left or right in relation to the propulsion element. When the vortex guide element is linked with the steering ring horizontally to rotate left or right, a high velocity vortex flow that is expelled through the propeller can skillfully propel the ship so that it has a better direction of maneuverability.

In addition, the propulsion system of the present invention comprises a vertically jacketed steering ring on the vortex guide element and pivoted towards the steering ring horizontally so that the vortex guide element can be linked with the steering ring vertically to turn up and down so that the angles of depression and elevation of the sea crossing are adjusted correctly, thus allowing the boat to sail forward under less resistance.

In addition, the propulsion system of the present invention comprises an inverted guide bell pivoted towards the main body of the propulsion element. When the boat sails forward, the inverted guide bell is located above the main body. When the boat needs to stop forward navigation or to When navigating backwards, the inverted guide bell can move towards the back of the vortex guide element, while the flow of the vortex flowing back through the propeller is guided through an inverted guide bell to be ejected forward. When the ship is sailing backward, the vortex guiding element can be controlled to turn left or right to eject the flow of the vortex to the left side in front or right side in front. In this way, the boat can still be controlled to turn left or right while sailing backwards.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic view of a conventional propulsion system installed on a large ship.

Figure 2 is a schematic view of a conventional propulsion system installed in a speedboat.

Figure 3 is a cross-sectional view of a preferred embodiment of the present invention.

Figure 4 is a partially schematic view of the preferred embodiment of the present invention.

Figure 5 is a side view of the preferred embodiment of the present invention.

Figure 6 is a top view of a portion of the preferred embodiment of the present invention, showing that a vortex guide element is normally located.

Figure 7 is a top view of a portion of the preferred embodiment of the present invention, showing that the vortex guide element is linked and forces a steering ring horizontally to rotate clockwise.

Figure 8 is similar to Figure 7, showing that the vortex guide element is linked and forces the steering ring horizontally to rotate counterclockwise.

Figure 9 is a side view of a portion of the preferred embodiment of the present invention showing that the vortex guiding element is linked and forces a steering ring vertically to rotate upwards.

Figure 10 is similar to Figure 9, showing that a vortex guide element is linked and forces the steering ring vertically to rotate downwards.

Figure 11 is a side view of the shape of preferred embodiment of the present invention installed on a ship, showing that the inverted guide bell is located on the propulsion element.

Figure 12 is a rear view of Figure 11.

Figure 13 is similar to Figure 11, showing that the inverted guide bell is located behind the propulsion element and the vortex guiding element.

Figure 14 is a rear view of Figure 13.

Figure 15 is a rear view of the preferred embodiment of the present invention, showing that two propulsion systems are installed at the ship's rudder.

DETAILED DESCRIPTION OF THE FORMS OF REALIZATION With reference to Figures 3-5, a marine propulsion system for a ship 3 according to a preferred embodiment of the present invention is comprised of a guiding shell 32, a current input chassis 35, a propulsion element 40, a vortex guide element 50, a steering ring horizontally 60, a steering ring vertically 70 and an inverted guide bell 80.

The guide plate 32 is mounted on the underside of the rudder 31 of the ship 3 and includes a guide of stream line 33 to guide a flow of water to pass through this.

The incoming current chassis 35 includes a bottom incoming stream element 36, an incoming stream grid 37 and an incoming stream face element 38 to prevent the ship from becoming clogged with garbage, floating wood, plastic bags, fishing nets, etc. fishing or marine algae to avoid additionally that something similar to the propeller is intertwined with the things mentioned above.

The propulsion element 40 includes a main body 40 and a propeller 42. The main body 41 has a casing 43, an axial support tube 44, four fixed wings 45, a pair of water deconcentration wings 46, and a stabilizing wing. 47. The housing 43 is fixed to the rudder 31 through screws (not shown). The axial support tube 44 is fixed to the center of the casing 43 defining a passage 442 for a flow of water to pass through. The fixed wings 45 are fixed to an external surface of the axial support tube 44 and arranged as a cross. The water deconcentration wings 46 are mounted to an external surface of the casing 43 and located on two opposite sides (right and left) of the casing 43 to prevent water from flowing from impacting an upper side of the propulsion element 40. stabilizer wing 47 is also mounted to the outer surface of the housing 43 and located on the underside of the casing 43 to keep the ship 3 with stable navigation. The propeller 42 includes a rotary shaft 422 and a plurality of blades 424. The rotary shaft 422 has a leading end inserted in the ship 3 and connected to a power source (not shown), such as a motor or an electric motor and passes to through the axial support tube 44 and has a rear end firmly connected with the blades 424.

The vortex guide element 50 is made of a flexible material, such as rubber or the like and can be forced to swing with pivoting. The vortex guide element 40 is combined within the housing 43 with the main body 41 of the propulsion element 40 by screws (not shown) that extend rearwardly from the output end of the housing 43.

With reference to Figures 6-8, the horizontally steerable ring 60 is jacketed on a peripheral edge of a front section of the vortex guide element 50, having an upper edge and a lower edge, which are pivoted to the casing 43. In this way, the horizontally steering ring 60 can be driven by a first driving device 62 to rotate left or right relative to the driving element 40, and meanwhile, the driving element The vortex guide 50 can be forced to wiggle left or right relative to the propulsion element 40 to further control the direction of the ship 3.

With reference to Figures 9-10, the steering ring vertically 70 has a jacket on a peripheral edge of a rear section of the vortex guide element 50, which has two sides (right and left) pivoted towards the steering ring horizontally. and it may be driven by a second impulse device 72 to rotate up or down, so that the water flow passing through the vortex guide element 50 can be expelled upwards or downwards. In this way, the angles of depression and elevation of the ship's sea crossing 3 can be manipulated to keep ship 3 sailing under less resistance.

Referring to Figures 11-14 in view of Figures 3-5 again, the inverted guide bell 80 is pivoted towards the main body 41 through a strut 82 and can be urged by a third impulse device 86 to switch between a first position Pl and a second position P2. While the first position Pl, the inverted guide bell 80 is located behind the propulsion element 40, as shown in Figure 13, and while, a vortex flow generated by the propeller 42 is guided through the inverted guide bell 80 to flow forward rather than backward, so that ship 3 can stop forward navigation or sail backward. Whereas the second position P2, the inverted guide bell 80 is located on the propulsion element 40, as shown in Figure 11, and while, the flow of the vortex flows backwards it drives the ship 3 to sail forward. It should be noted that the inverted guide bell 80 includes two guide positions 84 facing forward and slightly sloping downward, as shown in Figure 4, and the inverted guide hood 80 having a cross-shaped baffle 88 formed in a internal periphery of it. The guide portions 84 and the cross-shaped baffle 88 can rearwardly reverse the flow of water from the ejected vortex flow to the left, right and bottom sides of the inverted guide hood 80 forward of the water flow. In addition, the cross-shaped baffle 88 can distribute the water flow in proportion to allow the ship 3 to turn to the left or right for navigation to the left or to the right, while sailing backwards, to smoothly improve the Back navigation skill of the ship 3.

When a power source is connected to driving the rotation of the propeller 42, a normal flow of water under the bottom of the ship 3 is sucked into the guide 33. Next, the normal flow of water passes through the passage 442 and the fixed wings to swirl in a predetermined direction. In this way, the normal flow of water flowing from the guide 33 is pressurized by the propeller 42 to become the vortex flow expelled backward through the vortex guide element 50 such that the ship 3 can sail towards in front. Due to the loss of the vortex flow generated by the propulsion element 40 is considerably less than that of the conventional propeller, the propulsion element 40 can generate a superior propulsion performance.

When attempting to control the navigation backwards or to the right of the ship 3, with reference to Figures 6-8 again, the first impulse device 62 can drive the steering ring horizontally 60 to rotate left or right; meanwhile, the flexible vortex guide element 50 can be linked to rotate left or right to allow the flow of the vortex to pass through the vortex guide element 50 to be ejected to the left rear side or the side rear right of ship 3, so that ship 3 can be controlled to sail left or right.

When the stern draft 31 becomes deep or shallow due to the weight and position of the load, as shown in Figures 9-10, the second impulse device 72 can drive the steering ring vertically 70 to rotate toward up or down and then the vortex guide element 50 is linked to a steering ring vertically 70 to flex flexibly up or down to adjust the elevation angle of the ship 3 navigation, so that the ship 3 can Keep the forward navigation under the least resistance.

Further, when it comes to controlling the backward navigation of ship 3, as shown in Figures 11-14, the third impulse device 86 can drive the inverted guide bell 80 towards the change to the first position Pl from the second position P2 and meanwhile, the inverted guide bell 80 is located behind the vortex guide element 50. In this way, when the vortex flow is ejected backwards from the vortex guide element 50, the vortex flow is guided through the cross-shaped baffle 88 to partially diffract towards the two guide portions 84 and then ejected towards the bow of the ship 3 to provide the ship with the propulsion force of the backward navigation. In addition, during the forward navigation of the ship 3, the vortex guide element 50 can also be controlled as to the wiggle to allow ship 3 to navigate to the left rear and rear right.

In conclusion, the propulsion system 30 of the present invention includes the following advantages. 1. Because the bottom edge of the propulsion system 30 is as high as the bottom of the ship 3, when the ship 3 can sail under the least resistance to be able to navigate in the embarkation area of shallow water without colliding against any rock. Further with reference to Figure 15, the propulsion system 30 can be installed on each of the left and right sides of the stern 31 to allow the ship 3 to have dual propulsion systems 30 for greater propulsive force. 2. The blades 424 of the propeller 42 are not exposed outside the propulsion system and the incoming stream chassis 35 can prevent the rotary shaft 422 and the blades 424 of the propeller 42 from interlacing with garbage, floating wood, plastic bags, nets fishing, or seaweed sucked there. In addition, when the ship 3 docks, the reversed guide bell 80 can move to the first position to become a protective shield against damage to sea creatures or people in water. 3. The delicate inverted guide bell 60 can allow ship 3 to sail backwards to effectively save on production costs, thus replacing conventional drive cost to the sides and saving the space occupied by the impeller to the sides for better utilization. 4. The propulsion system 30 can focus on the incoming water flow and allows it to become a vortex flow to be expelled outwardly through the vortex guide element 50, thereby improving propulsion efficiency and dexterity. control of the forward and backward navigation of the ship 3. In other words, the vortex guide element 50 can be linked with the steering ring horizontally 60 to wiggle at the impulse angles of the ship 3 to rotate, definitely improving the maneuverability of the ship 3. 5. The propulsion system can adjust the angles of elevation and depression of the stern 31 to the most suitable ones by rotating upwards and downwards by turning the steering ring vertically 70 to avoid a greater resistance when decelerating the navigation. In other words, the propulsion system 30 can adjust the correct elevation and depression angles of the stern 31 for ship 3 to sail under the least resistance.

Although the present invention has been described with respect to a specific preferred embodiment, it is not a way to limit the details of the structures illustrated but changes and modifications may be made within the scope of the appended Claims.

Claims

1. A marine propulsion system for a ship that includes: a guiding shell that has a guiding line guide for a water flow to pass through; a propulsion element having a main body and a propeller, wherein the propeller is rotatably connected to the main body; a vortex guide element having a combined end on the main body and extending rearwardly from the outlet end of the main body; Y at least one jacketed steering ring on a peripheral edge of the vortex guiding element for engaging the vortex guiding element to move in a predetermined direction.

2. The marine propulsion system as defined in Claim 1, wherein the vortex guide element is flexible and can be forced to move.

3. The marine propulsion system as defined in Claim 1, wherein at least one steering ring is a horizontally jacketed steering ring on the front section of the peripheral edge of the vortex guide element, where the steering ring can horizontally be driven by a first device of impulse to link and force the vortex guide element to move to the left or to the right.

4. The marine propulsion system as defined in Claim 1, wherein at least one steering ring is a steering ring vertically on a rear section of the peripheral edge of the vortex guide element, where the steering ring can be vertically driven by a second impulse device for linking and forcing the vortex guide element to move up or down.

5. The marine propulsion system as defined in Claim 1 further comprises an inverted guide bell and a strut, wherein the inverted guide bell comprises two guide portions curved towards the propulsion element and the strut comprises two ends, one of which it is connected with the inverted guide bell and the other is pivoted towards an external surface of the main body of the propulsion element, where the inverted guide bell can be driven by a third impulse device through the prop relative to the propulsion element for changing between the first position, where the inverted guide bell is located behind the vortex guide element and a second position, where the inverted guide bell is located away from the vortex guide element.

6. The marine propulsion system as defined in Claim 5, wherein the inverted guide bell comprises a cross-shaped baffle formed on an internal periphery thereof.

7. The marine propulsion system as defined in Claim 1, wherein the main body of the propulsion element comprises a housing, an axial support tube and a plurality of fixed wings, wherein the axial support tube is mounted to a center of a internal side of the housing, the fixed wings are fixed to an external side of the axial support tube and arranged in the shape of a cross; the vortex guide element is mounted to a rear end of the housing; the propeller comprises a rotary arrow and a plurality of blades, the rotary arrow is rotatably inserted into the axial support tube, the blades are connected to the distal end of the rotary shaft.

8. The marine propulsion system as defined in Claim 7, wherein the main body of the propulsion element further comprises a pair of water dispersing wings mounted on the outer side of the casing and located on opposite sides of the casing respectively.

9. The marine propulsion system as defined in Claim 7, wherein the main body of the propulsion element further comprises a wing stabilizer, where the stabilizer wing is mounted on the outside of the housing and secured to the underside of the housing.