TWI428257B - Vessel with side thruster - Google Patents

Description

Hull with side pushers

The present invention relates to a hull having a side pusher, and more particularly to a hull having a side pusher for reducing the resistance during navigation and improving the fuel consumption rate.

In order to make the hull docked or offshore easy to operate, conventional techniques use a hull having a side pusher with a side pusher having a channel that traverses the bottom of the ship and a propeller disposed within the channel. Generally, the side pushers are respectively disposed on the bow side and the stern side to form a propulsive force when the hull is traversed. When using a hull with a side pusher, the docking action can be completed without the use of a tugboat when the vessel is docked, saving the required steps and time and improving the convenience of operation.

The channel of the side pusher is located in the water below the waterline of the hull. The opening (inlet and exit) of the channel formed on the side of the hull constitutes the resistance of navigation, and its influence involves navigation speed and convenience of operation of the ship, resulting in lowering The problem of fuel consumption rate arises. For this reason, the invention described in Japanese Laid-Open Patent Publication No. 59-45198 is a cover structure for providing an opening and closing channel entrance and exit, and the channel is closed during normal navigation, thereby reducing the resistance. technology. Such a cap structure is constituted by a structure similar to a butterfly valve, having a circular plate corresponding to the shape of the inner peripheral surface of the channel, and a shaft portion for rotating the circular plate. The axis of the shaft (rotational axis) is placed at the center line of the channel At the position where the (slot axis) intersects, the circular plate rotates as long as the shaft portion is rotated. When the circular plate is erected, the channel is blocked, forming a closed state of the channel. On the other hand, when the circular plate is flat and horizontally lying, the groove is fully opened. The action of the side pusher is performed in the fully open state of the channel.

The circular plate used in the lid construction has a surface facing outward and a rear surface facing inward when the channel is closed. Although the rotation axis of the cover structure intersects the axis of the channel, the surface of the circular plate is actually separated from the axis of rotation. Therefore, if the circular plate is flattened in order to open the channel, the circular plate at this time The surface is located further below the axis of the channel. Therefore, it is necessary to set a margin in the channel that allows this offset. This margin portion forms a gap that cannot be closed even when the circular plate is erected, and becomes a resistance at the time of navigation. However, the hull with the side pusher in the prior art generally closes the cover portion for the channel, and the rotation axis thereof intersects with the channel axis, and the occurrence of the resistance caused by the gap is not particularly considered. By reducing the resistance to achieve an upward improvement in fuel consumption rate, it is not able to fully exploit its shortcomings.

The present invention provides a hull having a side pusher for solving the above problems, and the object thereof is to reduce the resistance caused by the side pusher channel during navigation, and to obtain a side pusher with an improved fuel consumption rate. The hull.

In order to solve the above problems, the present invention is a hull having a side pusher including a cylindrical channel penetrating the bottom of the ship and a propeller disposed in the channel. The utility model is characterized in that a cover portion is provided for opening and closing the entrance and exit of the side channel. A shaft portion is fixed to the cover portion and rotatably supported on the bottom of the ship. And the driving portion can be erected by the rotation of the shaft portion to present the state of closing the channel, or the cover portion can be flattened to Now open the state of the channel. The cover portion has a surface facing one side of the outer side of the channel and a rear surface facing the inner side of the channel when the channel is closed, and the axial direction of the rotation axis of the shaft portion is located along the direction orthogonal to the channel axis of the channel The upper extension direction has an offset with respect to the channel axis, and the surface of the cover portion is closer to the channel axis when the channel is opened than when the axis of rotation intersects the channel axis.

In the driving portion of the present invention, the cover portion is erected by the rotation of the shaft portion, the channel is closed, or the groove is opened, and the channel is opened. Since the cover portion has an actual thickness, there is a fixed distance between the axis of rotation of the shaft portion and the surface of the cover portion. Therefore, if the lid portion is flattened in order to open the channel, the surface of the lid portion is displaced to a position lower than the axis of rotation. In the case of closing the channel, the largest width portion of the surface of the cover portion is present on the channel axis. However, when the cover is flattened so that the channel is opened, the largest portion of the width is lowered to a position lower than the axis of the channel. Therefore, it is necessary to form a margin on the inner peripheral surface near the entrance and exit of the channel to prevent the surface of the cover from interfering with each other when the channel is opened. The hull in the prior art is generally constituted by the intersection of the axis of rotation of the shaft portion and the axis of the channel. However, since in the present invention, the rotational axis of the shaft portion extends in a direction orthogonal to the channel axis and has an offset with respect to the channel axis. Therefore, when the channel is opened, the surface of the cover portion is closer to the channel axis than the conventional hull, that is, the hull that intersects the axis of rotation of the shaft portion of the opening and closing cover portion with the axis of the channel. Closer, the size of the gap constituting the margin portion can be made smaller than that of the conventional hull. Since the groove is closed even if the lid portion is erected, it is impossible to completely cover the gap constituting the margin portion with the lid portion. Therefore, the gap of this margin will become a resistance during normal navigation. Therefore, if the margin portion can be reduced, the space between the inner circumferential surface of the channel and the lid portion when the channel is closed is closed. The gap will become smaller, which will reduce the resistance during navigation and improve the fuel consumption rate.

Further, the width of the channel portion is set at the bottom of the ship, and the width of the lower portion is narrower than the upper portion. The cover portion is erected obliquely to follow the outer peripheral surface of the bottom of the ship near the entrance and exit of the channel, and the channel is closed, and the axis of rotation of the shaft portion is shifted upward with respect to the axis of the channel. In the surface of the cover portion, the maximum width portion in the direction of the rotation axis is suitable when the groove is opened, and the position closer to the axis of the groove is more suitable than when the rotation axis intersects the axis of the groove. Since the cover portion is erected obliquely in accordance with the outer peripheral surface of the bottom of the ship near the entrance and exit of the channel, in order to close the channel, the entrance and exit of the channel can be closed to reduce the resistance during navigation. Further, the rotation axis of the shaft portion is offset upward with respect to the axis of the channel, and in the surface of the cover portion, the maximum width portion of the shaft portion in the axial direction crosses the rotation axis and the channel axis when the channel is opened. In the case, it is closer to the channel axis. It is necessary to match this maximum width portion to form the margin of the channel. By the fact that the largest portion of the width approaches the channel axis, compared with the case where the rotation axis of the shaft portion intersects the channel axis, the margin portion is surely reduced, and the resistance at the time of navigation is reduced, and an upward improvement in the fuel consumption rate is obtained.

The cover portion which is more suitable for the embodiment of the present invention has a wing shape in which the front surface and the back surface are convex curved surfaces. When the groove is opened and the groove is opened, when the propeller is driven in this state, the resistance of the fluid passing through the axis becomes small, so that the fuel consumption rate can be improved upward.

More preferably, in the embodiment of the present invention, the number of the shaft portions fixed to the lid portion is set to be a pair, and the pair of shaft portions are independently disposed on both sides of the lid portion. Since the pair of shaft portions are separately configured. Therefore, when the damage occurs with a single shaft portion, etc. Repair or repair is easier to implement.

More preferably, the embodiment of the present invention uses a driving portion that can open and close the lid portion by hydraulic pressure. By utilizing the oil pressure, although it is a small driving device, an extremely large output can be obtained, friction loss is reduced, and the efficiency is good.

A drive unit that is more suitable for the embodiment of the present invention may have a pair of arm portions that respectively protrude from a pair of shaft portions and are located in an extending direction along a direction intersecting the rotation axis of the shaft portion. The pair of cylinder portions are coupled to the pair of arm portions, and the arm portion is tilted to rotate around the shaft portion. And a hydraulic pump that applies hydraulic pressure to both of the pair of cylinder sections. After the start of the cylinder portion, the arm portion is tilted and moved, and the shaft portion is rotated to open and close the lid portion. Therefore, the cover can be opened and closed efficiently with a very small force.

Further, the drive unit according to the embodiment of the present invention may further include a detection unit that is provided in the cylinder portion and stops the operation of the hydraulic pump when at least one of the open position and the closed position of the cover portion is detected. When the detecting portion detects the open position of the cover portion, the cover portion that moves from the closed position to the open position can be surely stopped at the open position; when the detecting portion detects the closed position of the cover portion, the self-opening position can be moved to The lid portion of the closed position is surely stopped at the closed position.

The cover portion more suitable for the embodiment of the present invention may further have a locking portion that maintains the oil pressure applied to the cylinder portion when the cover portion closes the channel, and holds the cover portion at a fixed position. Since the cover portion can be held in a fixed position (for example, a closed position or an open position), the influence of the sway of the cover portion can be removed, and the resistance that may occur at the entrance and exit of the channel can be stabilized and reduced.

The cover portion which is more suitable for the embodiment of the present invention may further have an overload preventing portion that releases the locking portion to the cover portion when the cover portion is subjected to the application of an external force of overload under the state in which the cover portion closes the channel entrance and exit. Keep it. When the external force is applied to the lid portion by the overload, the holding portion of the lid portion is released by the unlocking portion, so that it is possible to avoid the damage of the lid portion or the driving portion caused by the overload.

More preferably, the bottom of the ship according to the embodiment of the present invention is provided with a side pusher groove at both the front side of the bow side and the rear part of the stern side, and the cover portion can be used at least as an entrance and exit for opening and closing the groove at the front portion. Since the fuel consumption rate is easily reduced due to the resistance of the channel of the side pusher on the bow side during normal navigation. Therefore, the purpose of effectively reducing the fuel consumption rate can be achieved by opening and closing at least the inlet and outlet of the channel at the front portion by the lid portion.

1‧‧‧ Hull (hull with side pushers)

1a‧‧‧ bow

1b‧‧‧Stern

3‧‧‧艏 pusher (side pusher)

5‧‧‧艉 pusher (side pusher)

7‧‧‧Bottom of the ship

7a‧‧‧The outer circumference of the bottom 7 of the ship

9‧‧‧ channel

9a‧‧‧ entrance and exit of the channel

11‧‧‧propeller

13‧‧‧Drive motor

14‧‧‧welding point

15‧‧‧ cabin

17‧‧‧ 盖部

17a‧‧‧ surface

17b‧‧‧Back

19A, 19B‧‧‧Axis

21‧‧·Wheel hub

23‧‧‧ Arms

24‧‧‧Drive unit (drive unit)

25A, 25B‧‧‧ hydraulic cylinder (cylinder unit)

25a‧‧‧Piston rod

25b‧‧‧Piston

25c, 25d‧‧‧ oil supply port

27‧‧‧Hydraulic pump

27a‧‧‧Export

29‧‧‧Electric motor

31‧‧‧ oil tank

33‧‧‧Filter

35, 56e, 56f, 56g, 56h‧‧‧ check valve

37‧‧‧ release valve

39‧‧‧ stop valve

41‧‧‧Electromagnetic direction switching valve

43‧‧‧Locking circuit (locking part)

43a, 43b‧‧‧ pilot test valve

45‧‧‧Overload prevention circuit (overload prevention unit)

47A, 47B‧‧‧ cover closed position detection switch (detection unit)

49A, 49B‧‧‧ cover open position detection switch (detection unit)

51‧‧‧First oil road

52‧‧‧Second oil road

53‧‧‧Access to the second oil passage 52

54‧‧‧ Third oil road

55‧‧‧ fourth oil road

56‧‧‧Return oil circuit of the second oil passage 52

57‧‧‧Safety valve

56a‧‧‧First bypass

56b‧‧‧second bypass

56c‧‧‧ third bypass

56d‧‧‧fourth bypass

107‧‧‧ hull (preferred general hull)

109‧‧‧ channel

117‧‧‧ 盖部

117a‧‧‧ surface

119‧‧‧Axis

B1‧‧‧Bottom 7 occupies the width of the lower side of the provided channel 9

B2‧‧‧Bottom 7 occupies the width of the upper side of the channel 9

L1‧‧‧ channel axis

L2‧‧‧ axis of rotation of the shaft

L3‧‧‧Rotation axis

Pa‧‧‧Maximum width portion of the cover surface

Pb‧‧‧Maximum width portion of surface 117a

Pc‧‧‧Closed position

Po‧‧‧Open position

Pn‧‧‧Neutral position

Ra, Rb‧‧‧ Yu Yubu

Sa‧‧‧The length of the surface of the cover to the axis of the channel

Sb‧‧‧The length of the surface of the cover to the axis of the channel

1 is a schematic view of a hull having a side pusher according to an embodiment of the present invention, and FIG. 1(a) is a side view, and FIG. 1(b) is a bottom view; Fig. 1 is a cross-sectional view taken along line II-II; Fig. 3 is a side elevational view showing the hydraulic cylinder enlarged; and Fig. 4 is a front view of the cover portion when the inlet and outlet of the channel are closed; Fig. 5 FIG. 6 is a schematic view of a hydraulic circuit of a driving device; FIG. 7 is a cross-sectional view of a cover portion according to a conventional example; and FIG. 8 is a view for comparing the present embodiment Fig. 8(a) is a cross-sectional view of a cover portion according to the present embodiment, and Fig. 8(b) is a front view of a cover portion according to the present embodiment, 8th (c) The figure is the cover of the conventional example The sectional view, Fig. 8(d) is a front view of the cover of the conventional example.

Hereinafter, please refer to the schematic view of a hull having a side pusher in accordance with a preferred embodiment of the present invention. 1 is a schematic view of a hull having a side pusher (hereinafter simply referred to as a hull), wherein FIG. 1(a) is a side view and FIG. 1(b) is a bottom view.

In the hull 1, side pushers 3, 5 are provided at the front portion on the bow 1a side and the rear portion on the stern 1b side. The side pusher 3 on the bow 1a side is generally referred to as a 艏 pusher 3, and the side pusher 5 on the stern 1b side is generally referred to as a 艉 pusher 5. In recent years, although a large passenger ship or the like has a configuration of three squat pushers 3 and three squat pushers 5, in the present embodiment, a hull having a hoe pusher 3 and a hoe pusher 5 is exemplified. 1.

Since the 艏 pusher 3 and the 艉 pusher 5 are provided, even when docked to the dock, it is possible to easily operate the ship to dock it without calling for assistance from a tugboat or the like. Therefore, it is not only convenient but also economical to complete the ship docking operation.

Fig. 2 is a cross-sectional view taken along line II-II of Fig. 1, which is a schematic view showing an enlarged portion of the crucible pusher 3, and Fig. 3 is a side elevational view showing an enlarged hydraulic cylinder. Further, Fig. 4 is a front view showing a state in which the lid portion closes the entrance and exit of the channel. Figure 5 is a plan view of the cover. Hereinafter, the contralateral pusher will be described with reference to Figs. 2 to 5, and in the present embodiment, the crucible pusher 3 and the crucible pusher 5 are substantially identical in configuration. Therefore, the description of the embodiment will be made centering on the crucible pusher 3, and the description of the crucible pusher 5 will be omitted.

The bottom 7 of the hull 1 needs to be designed in consideration of various factors such as resistance in water and ship handling. The bottom 7 of the present embodiment is designed to be streamlined. Reduce fluid resistance during navigation (see Figure 1(b)). A channel 9 of the crucible pusher 3 is provided in the bottom 7 of the ship. The channel 9 is a cylindrical shape having a circular cross section, and the ship bottom 7 is penetrated in the left-right direction orthogonal to the front-rear direction. At a substantially central position in the left-right direction of the channel 9, a propeller 11 for sucking in fluid such as seawater flowing into the channel 9 and discharging it is provided. The propeller 11 is rotated by the drive of the drive motor 13, and the drive motor 13 is disposed in the cabin 15 provided in the bottom 7 of the ship.

In the portion in which the channel 9 is provided, the lower side width B1 of the ship bottom 7 is narrower than the upper side width B2 (see Fig. 2). Therefore, the outer peripheral surface of the ship bottom 7 located in the vicinity of the entrance and exit 9a of the left and right sides of the channel 9 is formed into a convex curved surface which is inclined with respect to the center line (slot axis) L1 of the channel 9 by a chamfered surface. A cover portion 17 for opening and closing each of the inlets and outlets 9a is provided on the inlet and outlet 9a located at the left and right of the channel 9. Although the lid portion 17 is similar in structure to the butterfly valve that is opened and closed by the rotation of the shaft portions 19A, 19B, the shape of the lid portion 17 is not close to a perfect circular shape, but is closer to the oval shape of the ellipse. (See Figure 5). The shape of the cover portion 17 is similar to the shape of the outer peripheral surface of the ship bottom 7 in the vicinity of the entrance and exit 9a of the channel 9, and corresponds to the shape formed when the groove 9 is chamfered.

The lid portion 17 has a surface 17a facing the outer side of the channel 9 and a back surface 17b facing the inner side of the channel 9 when the inlet and outlet 9a of the channel 9 are closed. The surface 17a and the back surface 17b included in the lid portion 17 have a convex curved shape and have a convex lens shape. Moreover, the cover portion 17 can close the entrance 9a of the channel 9 by a wing-shaped plate body.

As shown in Fig. 4, shaft portions 19A and 19B of a pair of independent pairs are provided on both sides of the cover portion 17 (both sides in the front and rear directions of the hull 1). The shaft portions 19A, 19B are supported by the welded joints 14 formed by welding, or otherwise fixed to the hub portion 21 of the ship bottom 7 near the channel 9. A bearing portion (not shown) is assembled in the hub portion 21 for rotation freely The ground support shaft portions 19A and 19B and a seal ring (not shown) are used to constitute a watertight mechanism. The pair of shaft portions 19A and 19B are separately provided on both sides of the lid portion 17. Therefore, it is easy to assemble, disassemble, etc., and when the shaft portions 19A and 19B are inserted into or pulled out of the hub portion 21, the required external space can be compared with the case where the cover portion is rotatably supported by one of the shaft portions of the cover portion. It can be implemented as small.

Among the pair of shaft portions 19A and 19B, the base end side of the single shaft portion 19A is fixed to the lid portion 17. The front end of the shaft portion 19A protrudes from the hub portion 21, and an arm portion 23 is fixed to the distal end thereof, and the arm portion is located in a direction in which the arm portion protrudes in a direction orthogonal to the rotation axis L2 of the shaft portion 19A. The arm portion 23 is coupled to the piston rod 25a of the hydraulic cylinder 25A by a pin. The arm portion 23 is tilted and moved about the shaft portion 19A by the reciprocation of the piston rod 25a, and the shaft portion 19A rotates as the arm portion 23 moves obliquely. The other shaft portion 19B is also rotatably supported by the hub portion 21 fixed to the ship bottom 7 by the same mechanism as described above, and the arm portion 23 is coupled to the piston rod 25a. The arm portion 23 is coupled to the piston rod 25a of the hydraulic cylinder 25B by a pin, and is tilted by the reciprocating movement of the piston rod 25a. As the arm portion 23 moves obliquely, the shaft portion 19B rotates. The piston rod 25a is in a forward state, and a stopper member (not shown) corresponding to the closed position of the lid portion 17 is provided at the terminal end, and the piston rod 25a is moved forward by the abutment of the stopper member. Limitation.

The piston rods 25a connected to one pair of the two shaft portions 19A and 19B are reciprocated in synchronization, and the two shaft portions 19A and 19B are rotated while being adjusted. As the shaft portions 19A, 19B rotate, the lid portion 17 follows the opening and closing movement. The lid portion 17 is erected obliquely in the state of the outer peripheral surface 7a of the ship bottom 7 in the vicinity of the inlet and outlet 9a of the channel 9, and the inlet and outlet 9a of the channel 9 are closed, and the inlet and outlet of the channel 9 are made horizontally and horizontally. 9a is fully open.

The lid portion 17 is opened and closed by a driving device (drive portion) 24 that uses hydraulic pressure. What is illustrated in Fig. 6 is a hydraulic circuit that constitutes the drive unit 24. As shown in Fig. 6, the drive unit 24 has hydraulic cylinders 25A and 25B for reciprocating the piston rod 25a. The hydraulic cylinders 25A and 25B are provided in correspondence with each of the shaft portions 19A and 19B of the lid portion 17, and are disposed in a state in which the lid portion 17 is sandwiched.

In the hydraulic circuit of the drive unit 24, a first oil passage 51 and a second oil passage 52 that communicate with the electromagnetic direction switching valve 41 from the oil groove 31 are provided. The first oil passage 51 is a line for supplying hydraulic oil, and the second oil passage 52 is a line for returning hydraulic oil to the oil groove 31.

A hydraulic pump 27 is provided on the first oil passage 51. The hydraulic pump 27 is started by the activation of the electric motor 29, and the hydraulic oil is sucked from the oil groove 31, and is discharged by the discharge port 27a. Further, on the first oil passage 51, a filter 33 for protecting the hydraulic pump 27 is provided at a position upstream of the hydraulic pump 27, that is, on the oil groove 31 side. Further, on the first oil passage 51, a check valve 35 and a check valve 39 are provided on the downstream side of the hydraulic pump 27.

Further, the first oil passage 51 is provided with a bypass passage 53 that branches between the check valve 35 and the check valve 39 and communicates with the second oil passage 52. The bypass passage 53 is provided with a constant pressure inside the holding hydraulic circuit. State release valve 37.

The electromagnetic direction switching valve 41 is switched to either one of the open position Po or the closed position Pc by excitation from the neutral position Pn, and returns to the neutral position Pn once demagnetized. The opening position Po is such that after the piston rod 25a is protruded (advanced), the lid portion 17 is moved in the opening direction to supply the position of the hydraulic oil. The closing position Pc is such that the piston rod 25a is retracted (retracted), and the lid portion 17 is moved in the closing direction to supply the position of the hydraulic oil. The neutral position Pn is a position at which the supply of the hydraulic oil to the hydraulic cylinders 25A and 25B is stopped. Again, electricity The magnetic direction switching valve 41 and the lid closing position detecting switches 47A and 47B and the lid opening position detecting switches 49A and 49B are electrically connected. The electromagnetic direction switching valve 41 performs a switching operation between the open position Po, the neutral position Pn, or the closed position Pc based on the detection signals from the cover closed position detecting switches 47A and 47B and the cover open position detecting switches 49A and 49B.

The electromagnetic direction switching valve 41 is connected to the above-described hydraulic cylinders 25A and 25B via a third oil passage 54 and a fourth oil passage 55 that are respectively connected to the hydraulic cylinders 25A and 25B. When the electromagnetic direction switching valve 41 is located at the open position Po, the action is that the hydraulic oil supplied from the first oil passage 51 is supplied to the third oil passage 54, and the hydraulic oil returned from the fourth oil passage 55 is passed through the second oil. The road 52 returns to the oil sump 31. When the electromagnetic direction switching valve 41 is located at the closed position Pc, the action is that the hydraulic oil supplied from the first oil passage 51 is supplied to the fourth oil passage 55, and the hydraulic oil returning from the third oil passage 54 is passed through the second oil passage 52. Return to the oil sump 31. When the electromagnetic direction switching valve 41 is at the neutral position Pn, the operation is such that the hydraulic oil supplied from the first oil passage 51 is not supplied to the third oil passage 54 and the fourth oil passage 55, but is returned via the second oil passage 52. Go to the oil tank 31.

The third oil passage 54 has a branch, and each of the branch passages is connected to the pair of hydraulic cylinders 25A and 25B. Further, the fourth oil passage 55 has a branch, and each of the branch passages is connected to the pair of hydraulic cylinders 25A and 25B. Since the pair of hydraulic cylinders 25A and 25B have the same configuration, the connection of the third oil passage 54 and the fourth oil passage 55 to the hydraulic cylinders 25A and 25B will be described using only the single hydraulic cylinder 25A as an example. The hydraulic cylinder 25A includes a double-acting cylinder, and the two oil supply ports 25c and 25d for supplying hydraulic oil are provided so as to be able to hold the piston 25b. The third oil passage 54 is connected to the inlet side oil supply port 25c before the piston rod 25a is advanced, and the fourth oil passage 55 is connected to the retracting side oil supply port 25d after the piston rod 25a is retracted. Supply liquid from the third oil passage 54 In the case of oil pressure, the hydraulic oil is discharged from the fourth oil passage 55. When hydraulic oil is supplied from the fourth oil passage 55, the hydraulic oil is discharged from the third oil passage 54.

A locking circuit (locking portion) 43 is provided on the third oil passage 54 and the fourth oil passage 55. The lock circuit 43 has pilot check valves 43a and 43b provided in the third oil passage 54 and the fourth oil passage 55, respectively. The pilot check valve 43a provided in the third oil passage 54 allows the hydraulic oil to flow out from the electromagnetic direction switching valve 41, and restricts the flow of the hydraulic oil from the hydraulic cylinders 25A, 25B. Further, the pilot check valve 43b provided in the fourth oil passage 55 allows the hydraulic oil to flow out from the electromagnetic direction switching valve 41, and restricts the flow of the hydraulic oil from the hydraulic cylinders 25A and 25B. When the lid portion 17 reaches the open position or the closed position and the electromagnetic direction switching valve 41 is switched to the neutral position Pn, the hydraulic oil is prevented from flowing back from the hydraulic cylinders 25A, 25B, and the piston rod 25a is held at a fixed position. The effect is to stop the movement of the cover portion 17 and to hold the cover portion 17 in a fixed position.

Further, when the pilot check valve 43a provided in the third oil passage 54 supplies hydraulic oil from the electromagnetic direction switching valve 41 side and receives the hydraulic pressure, the pilot check valve 43b provided in the fourth oil passage 55 is opened. The effect is that the hydraulic oil from the hydraulic cylinders 25A and 25B side is discharged toward the electromagnetic direction switching valve 41 side in the fourth oil passage 55. The effect is that the hydraulic oil from the fourth oil passage 55 can be smoothly discharged while the hydraulic oil is supplied from the third oil passage 54. Further, when the pilot check valve 43b provided in the fourth oil passage 55 supplies hydraulic oil from the electromagnetic direction switching valve 41 side and receives the hydraulic pressure, the pilot test 43a provided in the third oil passage 54 is opened. The effect is that the hydraulic oil from the hydraulic cylinders 25A and 25B side is discharged to the electromagnetic direction switching valve 41 side in the third oil passage 54. The effect is that when the hydraulic oil is supplied from the fourth oil passage 55, the hydraulic oil from the third oil passage 54 can be smoothly discharged.

Moreover, on the third oil passage 54 and the fourth oil passage 55, the lock cylinder 43 is closer to the hydraulic cylinder. An overload prevention circuit (overload prevention unit) 45 is provided at a position on the 25A and 25B sides. A return oil passage 56 connected to the second oil passage 52 is provided in the overload prevention circuit 45. A safety valve (release valve) 57 is provided in the return oil passage 56. The return oil passage 56 is located further upstream than the safety valve 57, that is, the first bypass passage 56a connected to the third oil passage 54 and the second connected to the fourth oil passage 55 are disposed on the side closer to the locking circuit 43. Side passage 56b. Further, a third bypass passage 56c connected to the third oil passage 54 and a fourth bypass passage 56d connected to the fourth oil passage 55 are provided in the return oil passage 56 at a position further downstream than the relief valve 57. A check valve 56e is provided in the first bypass passage 56a to restrict the flow from the third oil passage 54 to the return oil passage 56, and a check valve 56f is provided on the second bypass passage 56b to restrict the return oil from the fourth oil passage 55. Road 56 flows. Further, a check valve 56g is provided in the third bypass passage 56c, the high oil pressure of the third oil passage 54 is guided to the relief valve 57, and the check valve 56h is provided in the fourth bypass passage 56d to open the fourth oil passage. The high oil pressure of 55 is directed to the safety valve 57. The check valve 56g prevents the flow from the fourth oil passage 55 to the third oil passage 54. Further, the check valve 56h prevents the flow from the third oil passage 54 to the fourth oil passage 55.

The overload preventing circuit 45 is used to prevent externally applying an external overload force such as a wave force to the lid portion 17 that closes the channel 9, and the effect is that when the piston rod 25a, the fourth oil passage 55 and the check valve 56h are passed through the piston rod 25a. When a hydraulic pressure of a fixed pressure or more is applied to the relief valve 57, the relief valve 57 is opened, and the hydraulic oil is guided to the fourth oil passage 55 via the check valve 56e. At the same time, the insufficient amount of oil due to the difference in effective area of the piston 25b of the hydraulic cylinders 25A, 25B can be supplemented by the second oil passage 52 by the oil groove 31. The result is that the cover portion 17 moves in the opening direction, and no excessive load is applied to the cover portion 17 or the driving device 24, and damage can be prevented. Moreover, the relief valve 57 is set to be at a higher pressure than the relief valve 37.

Further, the drive unit 24 is provided with cover closing position detecting switches 47A and 47B for detecting a state in which the piston rod 25a is retracted and pulled in, that is, a state in which the lid portion 17 closes the inlet and outlet 9a of the channel 9. And a pair of cover open position detecting switches 49A, 49B for detecting the state in which the piston rod 25a is advanced and protruded, that is, the state in which the lid portion 17 opens (opens) the inlet and outlet 9a of the channel 9. The lid closing position detecting switches 47A and 47B and the lid opening position detecting switches 49A and 49B are respectively provided in the pair of hydraulic cylinders 25A and 25B, and are disposed at positions close to the end of the reciprocating rail of the piston rod 25a of the hydraulic cylinders 25A and 25B. . The lid closing position detecting switches 47A and 47B and the lid opening position detecting switches 49A and 49B are electrically connected to the motor 29 and the electromagnetic direction switching valve 41 to constitute a circuit that can transmit a detection signal.

In the hull 1 according to the present embodiment, the axial direction of the rotation axis L2 of the shaft portions 19A, 19B of the opening and closing cover portion 17 is along the direction extending in the direction orthogonal to the channel axis L1 with respect to the channel axis. L1 is offset to the upper position. Hereinafter, referring to Fig. 3, Fig. 7 and Fig. 8, the function and effect obtained by the deviation of the rotation axis line L2 of the shaft portions 19A and 19B with respect to the groove axis L1 will be described.

Fig. 7 is a cross-sectional view showing a conventional side pusher with an enlarged view centering on the lid portion. 8 is a schematic view for comparing a conventional side pusher with a side pusher of the present embodiment, and a cover portion, and FIG. 8(a) is a cross-sectional view of the cover portion according to the embodiment, 8th (b) is a front view of the cover portion according to the embodiment, and FIG. 8(c) is a cross-sectional view of a cover portion according to a conventional example, and FIG. 8(d) is a cover of a conventional example. The front view of the part, the 8th (c) figure corresponds to the 8th (d) figure.

As shown in Fig. 8(c) and Fig. 8(d), in the conventional example, the rotation axis L3 of the shaft portion 119 is in a crossed relationship with the channel axis L1. Since the cover portion 117 has a substantial thickness degree. Therefore, there is a fixed distance between the rotation axis L3 of the shaft portion 119 and the surface 117a of the cover portion 117. Therefore, when the lid portion 117 is flattened to open the channel 109, the surface 117a of the lid portion 117 is displaced to a position lower than the rotation axis L3. In a state where the cover portion 117 closes the channel 109, the maximum width portion Pb of the surface 117a of the cover portion 117 exists above the channel axis L1. However, if the cover portion 117 is flattened, the maximum width portion Pb is still close to the lower side of the channel axis L1. Therefore, it is necessary to form the margin portion Rb on the inner circumferential surface near the entrance and exit of the channel 109 to avoid mutual interference with the surface 117a of the lid portion 117 when the channel 109 is opened. Even if the groove 9 is closed by erecting the lid portion 117, the gap constituting the margin portion Rb cannot be completely covered by the lid portion 117, so that the gap of the margin portion Rb becomes a resistance during normal navigation.

As shown in Fig. 8(a) and Fig. 8(b), in the present embodiment, the rotation axis L2 of the shaft portion 19A is shifted to a position slightly above the groove axis L1. Therefore, when the channel 9 is opened, the surface 17a (the maximum width portion Pa) of the cover portion 17 is closer to the channel axis L1 than the conventional example, so that the gap constituting the margin portion Ra is smaller than that of the conventional hull. It is smaller than its size. Then, when the gap size of the margin portion Ra is small, when the channel 9 is closed, the gap between the inner circumferential surface of the channel 9 and the lid portion 17 is also reduced, so that the resistance during navigation can be reduced. The purpose of the upward improvement in fuel consumption rate.

Next, the operation method of the opposite side pusher will be described centering on the operation sequence of the lid portion 17 of the channel 9 of the opening and closing of the pusher 3. At the end of normal sailing, when docking to the dock of the destination, the operator performing the vessel operation presses the open switch to perform the opening operation. As a result, the motor 29 starts to operate, and the hydraulic pump 27 operates accordingly. . When the motor 29 reaches the rated rotation value, the electromagnetic direction switching valve 41 is switched to the open position Po.

In this state, the hydraulic oil that has passed through the third oil passage 54 is supplied to the hydraulic cylinders 25A and 25B, and the hydraulic oil from the hydraulic cylinders 25A and 25B is discharged through the fourth oil passage 55. Thus, the piston rod 25a advances, and the shaft portions 19A and 19B rotate accordingly, so that the lid portion 17 is flattened, and the inlet and outlet 9a of the channel 9 starts to open. When the lid open position detecting switches 49A and 49B detect the piston rod 25a, the electromagnetic direction switching valve 41 is demagnetized and switched to the neutral position Pn. Further, the motor 29 is stopped and the operation of the hydraulic pump 27 is stopped. Here, the locking circuit 43 can function to prevent backflow of the hydraulic oil from the hydraulic cylinders 25A, 25B and keep the piston rod 25a in a fixed position. The result is that the lid portion 17 is held in an open position in which the inlet and outlet 9a of the channel 9 are fully opened.

When the channel 9 is opened, the drive motor 13 is started, and the propeller 11 of the cymbal pusher 3 is rotated. After the propeller 11 disposed in the channel 9 is rotated, the lateral propulsive force acts on the hull 1. The result is that the hull 1 can be moved laterally without a tugboat to complete the docking action.

Next, a description will be given of the operation sequence when the cover portion 17 closes the entrance 9a of the channel 9 as a center. The operator presses the close switch to perform the closing operation. As a result, the motor 29 starts to operate, and the hydraulic pump 27 operates accordingly. When the motor 29 reaches the rated rotation value, the electromagnetic direction switching valve 41 is excited and switched from the neutral position Pn to the closed position Pc.

In this state, the hydraulic oil passing through the fourth oil passage 55 is supplied to the hydraulic cylinders 25A and 25B, and the hydraulic oil is discharged from the hydraulic cylinders 25A and 25B through the third oil passage 54. Such as As a result, the piston rod 25a is retracted, the shaft portions 19A, 19B are rotated, the lid portion 17 is erected, and the inlet and outlet 9a of the channel 9 is closed. When the lid open position detecting switches 49A and 49B are released and the lid closing position detecting switches 47A and 47B detect the piston rod 25a, the electromagnetic direction switching valve 41 is demagnetized and switched to the neutral position Pn. Further, the motor 29 is stopped and the operation of the hydraulic pump 27 is stopped. Here, the locking circuit 43 can function to prevent backflow of the hydraulic oil from the hydraulic cylinders 25A, 25B and keep the piston rod 25a in a fixed position. The result is that the lid portion 17 can be held in the closed position when the inlet and outlet 9a of the channel 9 is closed.

Next, a safety function to be used when the external overload is applied to the lid portion 17 during the navigation in the state where the opening and closing port 9a of the channel 9 is closed in the lid portion 17 will be described. When an external overload such as a wave force acts on the lid portion 17, when the lid portion 17 is forced in the direction in which the inlet and outlet 9a of the channel 9 is opened, the piston rod 25a acts in the advancing direction using an excessive force. As a result, the hydraulic oil in the hydraulic cylinders 25A and 25B passes through the fourth oil passage 55, and an excessive hydraulic pressure equal to or higher than the fixed pressure is applied to the overload prevention circuit 45.

When the excessive oil pressure is applied to the overload prevention circuit 45 via the fourth oil passage 55 and the fourth bypass passage 56d, the relief valve 57 is opened and discharged to the return oil passage 56. On the other hand, hydraulic oil is supplied to the third oil passage 54 via the first bypass passage 56a of the overload prevention circuit 45. At the same time, the insufficient amount of oil due to the difference in the effective area of the piston 25b of the hydraulic cylinders 25A, 25B can be replenished via the second oil passage 52 from the oil groove 31. The result is that the piston rod 25a advances and protrudes, and the lid portion 17 is opened to eliminate the overload application state.

If any of the cover closing position detecting switches 47A, 47B is caused by the piston rod 25a before When the person enters the non-detected state, the non-detection signal can be notified to the motor 29 and the electromagnetic direction switching valve 41. When the non-detected state from the lid closing position detecting switches 47A and 47B is received, the electric motor 29 drives the hydraulic pump 27, and the electromagnetic direction switching valve 41 is switched from the neutral position Pn to the closed position Pc, and the lid portion 17 is temporarily opened. It will once again move in the closing direction of the inlet 9a of the channel 9.

The effect of the hull 1 according to the present embodiment will be described. When the channel 9 is closed by the lid portion 17, the maximum width portion Pa (see Fig. 8(a), Fig. 8(b)) exists in the channel axis L1 in the surface 17a of the lid portion 17. on. However, when the lid portion 17 is flattened, the maximum width portion Pa is still near the lower side of the channel axis L1. In order to avoid mutual interference with the maximum width portion Pa, it is necessary to form the margin portion Ra on the inner circumferential surface of the vicinity of the inlet and outlet 9a of the channel 9. Since the rotation axis L2 of the shaft portions 19A, 19B extends in the direction orthogonal to the channel axis L1 in the hull 1, and has an offset with respect to the channel axis L1. Therefore, with the conventional general hull 107 (refer to Figs. 7 and 8(c), Fig. 8(d)), that is, the rotation axis L3 and the groove of the shaft portion 119 of the opening and closing cover portion 117. The surface 17a of the lid portion 17 is closer to the channel axis L1 than the hull in which the axis L1 intersects, and the gap size constituting the margin portion Ra can be made smaller than the gap size of the margin portion Rb of the conventional hull. Since the groove 9 is closed even if the lid portion 17 is erected, the gap constituting the margin portion Ra cannot be covered by the lid portion 17. Therefore, the gap of the margin portion Ra becomes a resistance in general navigation. Since the hull 1 can reduce the size of the margin Ra compared to the conventional hull. Therefore, when the channel 9 is closed, the gap between the inner circumferential surface of the channel 9 and the lid portion 17 becomes small, and the resistance during navigation can be reduced, and the fuel consumption rate can be improved upward. In particular, in the hull 1, when the cover portion 17 is flattened, the maximum width portion Pa approaches the channel axis L1 as compared with the conventional hull. because Therefore, the margin portion Ra can be surely reduced, the resistance at the time of navigation can be reduced, and the fuel consumption rate can be improved upward.

Further, in the hull 1, the width of the portion of the channel 9 of the ship bottom 7 is set, wherein the lower side width B1 is narrower than the upper side width B2, and the cover portion 17 follows the outer peripheral surface of the ship bottom 7 near the entrance 9a of the channel 9. 7a and the chamfered surface is erected obliquely, and the channel 9 is closed. The result is that it is difficult to generate a height difference between the outer peripheral surface 7a of the ship bottom 7 and the surface 17a of the cover portion 17, and the resistance during navigation can be reduced.

Further, since the surface 17a and the back surface 17b of the cover portion according to the present embodiment have a convex curved shape, when the cover portion 17 is laid down and the groove 9 is opened, when the propeller 11 is driven in this state, the passage through the groove 9 is performed. The resistance of the fluid such as seawater is reduced, and an upward improvement in fuel consumption rate can be obtained.

Further, in the present embodiment, the shaft portions 19A and 19B fixed to the lid portion 17 are a pair, and the pair of shaft portions 19A and 19B are independently disposed on both sides of the lid portion 17. Therefore, it is easier to repair or repair the damage caused by the damage of the single shaft portions 19A, 19B and the like.

Further, the drive unit 24 according to the present embodiment can open and close the lid portion 17 by using the hydraulic pressure. Therefore, a small device can be used, but an extremely large output is obtained, and friction loss is small, so the efficiency is good.

In particular, the drive unit 24 has a pair of arm portions 23 that protrude from the pair of shaft portions 19A and 19B and are located in a direction extending in a direction intersecting the rotation axis line L2 of the shaft portions 19A and 19B. The pair of hydraulic cylinders 25A and 25B are respectively coupled to the pair of arm portions 23, and the arm portions 23 are tilted and moved to rotate the shaft portions 19A and 19B. And hydraulic pump 27, applying oil Pressed against both of the pair of hydraulic cylinders 25A, 25B. When the pair of hydraulic cylinders 25A and 25B start to act, the arm portion 23 is tilted and moved by the tilting of the arm portion 23, and the shaft portions 19A and 19B are rotated to open and close the lid portion 17, and therefore, The cover portion 17 can be opened and closed with great force and with good efficiency.

In the present embodiment, the cover closed position detecting switches 47A and 47B and the cover open position detecting switches 49A and 49B are provided. When the piston rod 25a is detected by the cover open position detecting switches 29A and 29B, the operation of the hydraulic pump 27 is stopped. When the lid open position detecting switches 49A and 49B are released and the piston rod 25a is detected by the lid closing position detecting switches 47A and 47B, the operation of the hydraulic pump 27 is stopped. The result is that the cover portion 17 can be stopped in the open position or the closed position.

Moreover, this embodiment has the locking circuit 43 (locking part). Thus, the lid portion 17 can be held in a fixed position, for example, in a closed position or an open position. The effect is that the influence of the offset of the cover portion 17 can be eliminated, and the resistance which may occur on the entrance and exit 9a of the channel 9 can be stabilized and reduced. In particular, the lid portion 17 can be held in the closed position. Therefore, the resistance due to the offset of the cover portion 17 during navigation can be suppressed, and the cover portion 17 can be held at the open position. Therefore, it is possible to suppress the occurrence of the resistance due to the offset of the lid portion 17 when the side pushers 3 and 5 are operated.

Further, in the present embodiment, the overload preventing circuit 45 (overload preventing portion) is provided, and when the overload of the external force is applied to the lid portion, the holding of the lid portion 17 by the locking circuit 43 is released. Therefore, damage or the like to the overload under cover portion 17 can be avoided.

Further, a rocker 3 and a rocker 5 are provided on the bottom 7 of the ship, and a lid portion 17 is provided in the channel 9 of the hammer pusher 3 and the hammer pusher 5, respectively. Although it is easy to be on the bow 1a side during normal sailing The resistance of the channel 9 of the side pusher (艏 pusher 3) reduces the fuel consumption rate, but since the cover portion 17 is provided in the channel 9 of the 艏 pusher 3, it can be covered by the cover during normal navigation. The portion 17 occludes at least the inlet and outlet 9a of the channel 9 of the pusher 3 to achieve high efficiency and suppress a reduction in fuel consumption rate.

The present invention has been specifically described above based on the embodiments, but the present invention is not limited to the above embodiments. For example, in the above embodiment, the case where the surface of the lid portion approaches the lower side of the channel axis when the lid portion is flattened is described. However, the situation close to the upper side is the same mechanism. In the case of approaching the upper side, the cover is opened when the cover is opened, by shifting the axis of rotation of the cover to a position lower than the axis of the channel, compared to the conventional hull in which the axis of rotation intersects the axis of the channel The surface of the part is closer to the channel axis.

Further, in the above embodiment, the wing-shaped cover portion is described as an example, but may be a flat cover portion. Further, in the above-described embodiment, the driving device using the hydraulic pressure is exemplified as the driving portion for opening and closing the lid portion, but a mechanical structure may be used as the device for opening and closing the lid portion. Further, in the above-described embodiment, the two switches (the cover closing position detecting switch and the cover opening position detecting switch) for detecting the opening position and the closing position of the lid portion are respectively described as an example of the detecting portion, but only the detecting opening position may be provided. The detection unit or the detection unit that detects only the closed position is implemented.

1‧‧‧ Hull (hull with side pushers)

7‧‧‧Bottom of the ship

9‧‧‧ channel

9a‧‧‧ entrance and exit of the channel

11‧‧‧propeller

13‧‧‧Drive motor

15‧‧‧ cabin

17‧‧‧ 盖部

17a‧‧‧ surface

17b‧‧‧Back

19A‧‧‧Axis

23‧‧‧ Arms

25A‧‧‧Hydraulic cylinder (cylinder unit)

25a‧‧‧Piston rod

B1‧‧‧Bottom 7 occupies the width of the lower side of the provided channel 9

B2‧‧‧Bottom 7 occupies the width of the upper side of the channel 9

L1‧‧‧ channel axis

L2‧‧‧ axis of rotation of the shaft

Claims (10)

A hull having a side pusher having a cylindrical passage through the bottom of the ship and a propeller disposed in the channel, comprising: a cover for opening and closing the channel An opening, the cover portion has a surface facing the outer side of the channel and a back surface facing the inner side of the channel when the channel is closed; a shaft portion is fixed to the cover portion and rotatably supported on the cover portion In the bottom of the ship, the axial direction of one of the rotation axes of the shaft portion is an extension direction in an orthogonal direction of the channel axis of the channel, and has an offset with respect to the axis of the channel: and a driving portion By rotating the shaft portion, the cover portion is erected to assume that the channel is closed, or the cover portion is flattened to assume that the channel is open; the improvement is related to the rotation axis The surface of the cover portion when the channel is open is closer to the channel axis than when the channel axis intersects. The hull having a side pusher according to claim 1, wherein the width of the channel portion is set on the bottom of the ship, and the width of the lower side is narrower than the width of the upper side, and the cover portion is similar to the entrance and exit of the channel. The outer peripheral surface of the bottom of the ship is inclined and erected to close the channel, and the axis of rotation of the shaft portion is offset from the axis of the channel to an upper position, and the direction of the axis of rotation of the surface of the cover portion The maximum width portion is closer to the channel axis than when the axis of rotation intersects the channel axis when the channel is open. The hull having a side pusher according to claim 1 or 2, wherein the surface of the cover portion and the back surface are convex curved surfaces. A hull having a side pusher as described in claim 1 or 2, the shaft The department has a pair of numbers, and the shaft portions are independently disposed on both sides of the cover portion. The hull having a side pusher according to claim 4, wherein the driving portion opens and closes the cover portion by using a hydraulic device. The hull having a side pusher according to claim 5, wherein the driving portion comprises: a pair of arms respectively protruding from the pair of the shaft portions and rotating along the shaft portions a pair of cylinder portions connected to the arm portions, the arm portions are tilted and moved to rotate the shaft portions, and a hydraulic pump for applying oil pressure To the cylinders. The hull having a side pusher according to claim 6, wherein the driving portion further has a detecting portion, wherein the detecting portion is disposed at the cylinder portion for detecting an open position and a closed position of the cover portion. After at least one of them, the hydraulic operation is stopped. The hull having a side pusher according to claim 5, wherein the cover portion further has a locking portion, and the locking portion is maintained applied to the cylinder portion when the cover portion closes the channel. The oil pressure keeps the lid in a fixed position. The hull having a side pusher according to claim 8, wherein the cover portion further has an overload preventing portion, wherein the overload preventing portion is in an open state in which the inlet and the outlet of the channel are closed. When the overload is applied to the cover portion, the retaining portion is released from the cover portion. The hull having a side pusher according to the first or second aspect of the patent application, the groove of the side pusher is disposed at the bottom of one of the bow side and one of the rear side of the stern side at the bottom of the ship. The cover portion is configured to at least open and close the channel of the front portion mouth.