US20170174301A1 - Ship equipped with main propeller and additional propeller and hybrid operating method therefor - Google Patents

Ship equipped with main propeller and additional propeller and hybrid operating method therefor Download PDF

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Publication number
US20170174301A1
US20170174301A1 US15/110,586 US201515110586A US2017174301A1 US 20170174301 A1 US20170174301 A1 US 20170174301A1 US 201515110586 A US201515110586 A US 201515110586A US 2017174301 A1 US2017174301 A1 US 2017174301A1
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United States
Prior art keywords
propeller
ship
duct
additional
main
Prior art date
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Abandoned
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US15/110,586
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English (en)
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Nobuyoshi Morimoto
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Individual
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
    • B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H20/00—Outboard propulsion units, e.g. outboard motors or Z-drives; Arrangements thereof on vessels
    • B63H20/001—Arrangements, apparatus and methods for handling fluids used in outboard drives
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/14—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in non-rotating ducts or rings, e.g. adjustable for steering purpose
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/18—Arrangements on vessels of propulsion elements directly acting on water of propellers of emergency propellers, e.g. arranged at the side of the vessel
    • B63H5/20—Arrangements on vessels of propulsion elements directly acting on water of propellers of emergency propellers, e.g. arranged at the side of the vessel movable from a working position to a non-working position
    • B63B2746/00—
    • B63B2747/00—
    • B63B2758/00—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
    • B63H2005/1256—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis with mechanical power transmission to propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B63H2025/425—Propulsive elements, other than jets, substantially used for steering or dynamic anchoring only, with means for retracting, or otherwise moving to a rest position outside the water flow around the hull
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
    • Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels

Definitions

  • the present invention relates to a ship equipped with a main propeller and an additional propeller, and a hybrid operating method therefore.
  • the ship is operated with ballast draft or designed load draft.
  • the cargo ship is designed and constructed considering safety at the time of a bad sea state such that the draft can be kept even in the operation under heavy weather.
  • a draft depth is determined in consideration of propeller immersion to use a propulsion propeller effectively safely.
  • the cargo ship is operated with the ballast draft considering safety of the ship after unloading the cargo although there is no freight revenue. Under such a situation, reducing the fuel consumption provides significant economic effects, and further contributes to environmental improvement effects on NOx, SOx, and so on.
  • ballast water treatment is regarded as a problem from the viewpoint of environmental concerns in than sea creatures are mixed inside the ballast water.
  • Patent Literature 1 JP Patent No. 3508811
  • Patent Literature 2 JP Patent No. 5231878
  • a main object of the present invention is to provide a ship that can reduce fuel consumption without impairing operational safety of the ship and equipped with a main propeller and an additional propeller, as wall as a hybrid (composite) operating method therefore.
  • a ship configured to obtain propelling force by driving a main propeller with a main engine, and provided with an additional propeller and a driving unit for the additional propeller,
  • one or a plurality of the additional propellers is disposed at a ship bottom or at a rising section of the ship bottom, in a position different from where the main propeller is disposed, and
  • operating condition is selectable between regular operating condition in which propelling force is obtained by driving the main propeller and the other operation condition in which propelling force is obtained by driving the additional propeller
  • a small additional propeller and a driving unit therefore are provided in addition to a main propeller.
  • the output of the driving unit of the additional propeller is 35% or less, more preferably, 25% or less than the output of a driving unit of the main engine.
  • the ship When the ship navigates back to a port after unloading the cargo, the ship is mainly operated by the small additional propeller. Especially in days of calm and steady sea condition, there is little necessity to secure stability of this ship too severely during navigation. Accordingly, the ship is made to travel by means of the small additional propeller, keeping a draft line further lower.
  • small output of the driving unit is enough (35% or less, more preferably, 25% or less of the output of the driving unit of the main engine). From this viewpoint, the significant reducing effects of fuel consumption can be obtained.
  • the ship navigates with the deep draft, driving the main propeller. Further, in the case where the ship navigates using ballast after unloading the cargo, the ship is operated with the additional propeller with lower draft line according to sea condition after having sea pass navigation. However, in the case of bad weather, even when the ship is in an unload condition, the ship can travel using the small additional propeller or the main propeller in a stabilized condition under draft adjustment by filling ballast water. Further, the additional propeller and the main propeller can be used in a combined manner, if necessary.
  • a propeller inversion ratio for one main propeller is not so largely limited so that a propeller diameter of a designed propeller can be made larger than the propeller diameter according to the relation between ship and propeller design in the related arts.
  • This enables propeller efficiency to be upgraded, increasing the efficiency of about 5% to 7%.
  • the designed propeller having the larger diameter the propeller efficiency is increased, and the output required for the main engine is reduced at the same speed of the ship, thereby significantly improving fuel efficiency.
  • the ship according to claim 1 wherein the additional propeller is a duct propeller.
  • a position of the duct propeller is selectable between a state of being assembled at the outside of the ship and the other state of being retracted to the inside of the ship.
  • the duct propeller is assembled at the outside of the ship and kept with unused condition under sailing, the propeller acts as resistance in the deep draft. Therefore, preferably the duct propeller is retracted to the inside of the ship.
  • the duct propeller can foe provided at the stern area.
  • the duct propeller can be provided at the bow area.
  • the duct propeller can be provided at the intermediate area in the ship length direction.
  • the duct propeller In the case where the duct propeller is rotatable around the vertical shaft line, the duct propeller has maneuverability (directional property). As a result, the ship can improve its maneuverability by suitably rotating the duct propeller in the additional propeller navigation and combination navigation of the main propeller and the additional propeller.
  • a method for operating a ship configured to obtain propelling force by driving a main propeller with a main engine, and provided with an additional propeller and a driving unit for the additional propeller,
  • the additional propeller is disposed at a ship bottom or at a rising section of the ship bottom, in a position different from where the main propeller is disposed, and
  • the ship is propelled by driving the main propeller in a load condition, and the ship is propelled by driving the additional propeller in an unload condition.
  • the method for operating a ship according to claim 8 wherein the additional propeller is a duct propeller, and the duct propeller is provided at a bow area, and the ship is propelled in a stern direction by driving the duct propeller in an unload condition.
  • the duct propeller can be provided at the bow area, and when the ship is in the unload condition, the duct propeller is driven to propel the ship in the stern direction.
  • the method for operating a ship according to claim 9 wherein the duct propeller is retractable to the inside of the ship, and the ship is propelled in the stern direction by driving the duct propeller after extracting the duct propeller from the inside to the outside of she ship so as to be assembled there in an unload condition.
  • the main propeller is partially or entirely disposed on the draft line, the apparent displacement is decreased and the contact area with the water of the shell is reduced by lowering the draft line. Further, the water plane area coefficient can be improved, and the significant reducing effects of fuel consumption can be obtained.
  • the fuel consumption can be reduced without impairing operational safety of the ship.
  • FIG. 1 is a schematic front view of a ship in a load condition according to the present invention
  • FIG. 2 is a front view of an exemplary duct propeller
  • FIG. 3 is a schematic front view of the ship according to the present invention while operating in an unload condition
  • FIG. 4 is a perspective view of another example of the duct propeller according to the present invention.
  • FIG. 1 is a schematic front view of a ship according to the present invention, for example, a commercial ship 10 loaded with cargo, such as a cargo ship.
  • the commercial ship 10 obtains propelling force by driving a main propeller 11 by a main engine (propulsion engine) 12 such as a diesel engine.
  • the reference sign 14 A represents a water line in an unload condition, indicating a state of trim by head in which the water line gradually becomes higher in a bow direction and intersects with a ship bottom line in a stern direction.
  • the reference sign 14 B represents a water line, indicating a state of trim by the stern which is a reverse state of the above state.
  • the ship is provided with an additional propeller 20 including a driving unit 22 therefore and a duct propeller 21 .
  • This additional propeller 20 is disposed to a position different from the main propeller 11 , more specifically, in a bow area, a stern area, or an intermediate position an a ship bottom or a rising section of the ship bottom.
  • the case of disposing the additional propeller at the stern position is indicated by the reference sign 20 A, and the case of disposing the same at the intermediate position is indicated by the reference sign 20 B.
  • a bridge 13 is provided on the stern side, and a window 13 A is formed so as to monitor not only the bow-side direction but also the stern-side direction.
  • the output of the driving unit 22 of the additional propeller 20 is small, which is 25% or less than the output of a driving unit of the main engine 12 .
  • operating condition is selectable between regular operating condition in which propelling force is obtained by driving the main propeller 11 and the other operating condition in which propelling force is obtained by driving the additional propeller 20 .
  • an electric motor or a hydraulic motor may be used as the driving unit 22 , and further, if necessary, may be connected with the main engine (propulsion engine) 12 so as to obtain drive power.
  • the duct propeller 21 that includes a duct 21 A around thereof is configured to be rotated when rotational drive force of an output shaft 23 by the driving unit 22 is transmitted so a vertical shaft 25 through a pair of bevel gears 24 and then transmitted, as rotational force of a propeller drive shaft 27 , through a pair of bevel gears 26 provided at the vertical shaft 25 .
  • the duct propeller 21 is configured to be rotatable around the vertical shaft 25 when rotational drive force of a transmission shaft 28 by the driving unit 22 is transmitted to a driving small gear 29 and a large gear 30 engaged therewith.
  • a device including the duct propeller 21 disposed below a ship bottom 10 A is assembled at the outside of the ship bottom 10 A as illustrated in FIG. 2 , but preferably, the device is configured to be retractable to the inside of the ship because such assembly of the duct propeller at the outside is to be an obstacle during normal navigation.
  • the reference sign 10 B indicates a shielding member that shuts after the device is retracted to the inside of the ship.
  • the ship After the cargo is unloaded, especially in a day of calm weather or in a quiet sea, the ship is operated with the small additional propeller 20 , keeping the draft line low as illustrated in FIG. 3 because there is little necessity to secure stability of the ship too severely at the time of navigating the ship.
  • a moving direction of the ship can be suitably selected, and the bow and the stern are monitored by the bridge 13 depending on the moving direction of the ship.
  • the small additional propeller 20 is driven, small output from the driving unit 22 is enough, and the ship can be operated with the output of 35% or less, especially 25% or less, and best of all, about 10% to 5% of the output of the driving unit in the main engine 11 . From this viewpoint, significant reducing effects of fuel consumption can be obtained. In a day of calm weather (when Beaufort scale is 0 to 3), travel speed of approximately 5 to 10 knots is enough.
  • the ship navigates by driving the additional propeller mainly or by driving main propeller 11 or in a combined manner while keeping the lower draft.
  • ballast water BW reserve space for the ballast water is not illustrated
  • a steering system can be additionally provided by suitably rotating the additional propeller around the vertical shaft line, and maneuverability (directional property) can be improved.
  • the duct propeller is oriented sideways so as to be utilized as a slide thruster.
  • a propeller idling prevention device 11 A for preventing the main propeller 11 from rotating may be provided so that the duct propeller 21 is driven to propel the ship in the bow direction.
  • the duct propeller 21 may be provided on the right and left sides by setting a center line of the ship as a boundary.
  • the duct propellers 21 , 21 on the right and left sides rotate around the vertical shaft line, thereby improving the maneuverability. Further, when the propeller is utilized as the slide thruster, the ship can be more easily docked at the port.
  • the additional propeller 20 preferably includes an air blowing section 21 B formed at the duct 21 A of the duct propeller 21 as illustrated in FIG. 4 , and the ship can navigates blowing air from the air blowing section 21 B and generating a flow of bubbles B at the ship bottom.
  • the air blowing section 21 B is provided on an upper side of the duct 21 A of the duct propeller 21 at the additional propeller 20 according to the present invention, thereby reducing friction of the hull (particularly, at the ship bottom) and achieving economic operation.
  • the present invention is applicable to a standard cargo ship, a container ship, a tanker, an LNG carrier, a car carrier, a bulk carrier, a cargo-passenger ship, and so on.
US15/110,586 2014-01-10 2015-01-09 Ship equipped with main propeller and additional propeller and hybrid operating method therefor Abandoned US20170174301A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2014003095A JP6097705B2 (ja) 2014-01-10 2014-01-10 主プロペラ及び追加プロペラを装備する船の運航方法
JP2014-003095 2014-01-10
PCT/JP2015/050499 WO2015105180A1 (ja) 2014-01-10 2015-01-09 主プロペラ及び追加プロペラを装備する船並びにそのハイブリッド運航方法

Publications (1)

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US20170174301A1 true US20170174301A1 (en) 2017-06-22

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Application Number Title Priority Date Filing Date
US15/110,586 Abandoned US20170174301A1 (en) 2014-01-10 2015-01-09 Ship equipped with main propeller and additional propeller and hybrid operating method therefor

Country Status (13)

Country Link
US (1) US20170174301A1 (ko)
EP (1) EP3093230A4 (ko)
JP (1) JP6097705B2 (ko)
KR (1) KR20150083766A (ko)
CN (1) CN104773280B (ko)
AR (1) AR099042A1 (ko)
GB (1) GB2523249B (ko)
GR (1) GR1008668B (ko)
IN (1) IN2014DE01938A (ko)
RU (1) RU2656676C2 (ko)
SG (1) SG10201403971XA (ko)
TW (1) TWI610849B (ko)
WO (1) WO2015105180A1 (ko)

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CN109204683A (zh) * 2018-11-17 2019-01-15 福建中野科技有限公司 一种设有升力桨的半地效高速船
WO2020035112A1 (de) * 2018-08-17 2020-02-20 Weisser Ulfried Verfahren für antrieb und steuerung eines schiffes und schiff dafür

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JP6618868B2 (ja) * 2016-08-19 2019-12-11 ジャパンマリンユナイテッド株式会社 船舶の推進システム
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CN106892075B (zh) * 2017-02-27 2018-08-17 哈尔滨工程大学 适用于导管桨的微气泡降噪装置
CN107097919B (zh) * 2017-04-12 2018-12-07 哈尔滨工程大学 一种适用于泵喷推进潜艇的微气泡降噪装置
JP6492121B2 (ja) * 2017-06-12 2019-03-27 信吉 森元 氷結海域において航海可能な商船及びその運航方法
CN110949602A (zh) * 2018-09-27 2020-04-03 森元信吉 能够在结冰海域航行的商船及其航运方法
CN115009491B (zh) * 2022-07-05 2023-05-12 江南造船(集团)有限责任公司 一种冷压式液化气船
CN115009490B (zh) * 2022-07-05 2023-05-12 江南造船(集团)有限责任公司 一种薄膜型液化气船
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CN104773280B (zh) 2017-10-17
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AR099042A1 (es) 2016-06-22
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EP3093230A4 (en) 2017-10-25
CN104773280A (zh) 2015-07-15
KR20150083766A (ko) 2015-07-20
RU2656676C2 (ru) 2018-06-06
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WO2015105180A1 (ja) 2015-07-16
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