US20180043979A1 - Ship Equipped with Additional Propeller - Google Patents

Ship Equipped with Additional Propeller Download PDF

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Publication number
US20180043979A1
US20180043979A1 US15/554,893 US201615554893A US2018043979A1 US 20180043979 A1 US20180043979 A1 US 20180043979A1 US 201615554893 A US201615554893 A US 201615554893A US 2018043979 A1 US2018043979 A1 US 2018043979A1
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Prior art keywords
propeller
additional propeller
ship
tunnel
additional
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Abandoned
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US15/554,893
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English (en)
Inventor
Nobuyoshi Morimoto
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Individual
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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
    • 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
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B11/00—Interior subdivision of hulls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B11/00—Interior subdivision of hulls
    • B63B11/06—Propeller-shaft tunnels
    • 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
    • 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
    • B63H5/14—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
    • B63H5/15—Nozzles, e.g. Kort-type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B2043/006—Methods or installations specially adapted for detecting ingress of ambient water, e.g. leak detectors
    • 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

Definitions

  • the present invention relates to a ship equipped with an additional propeller such as a duct propeller and an operating method therefor.
  • 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 and safely.
  • ballast water treatment is regarded as a problem from the viewpoint of environmental concerns in that sea creatures are mixed inside the ballast water.
  • Patent Literature 1 JP Patent Nos. 3508811
  • Patent Literature 2 JP Patent Nos. 5231878
  • the large ship and the medium ship are inferior in fine movement performance, and often involve difficulty in maneuvering when docking at a pier or a port and leaving from the pier or the port.
  • a main object of the present invention is to provide a ship that can reduce fuel consumption.
  • Another object of the present invention is to provide a ship that is easy to maneuver when docking at a pier or a port and leaving from the pier or the port.
  • a ship equipped with an additional propeller the ship being configured to obtain propelling force by driving a designed propeller with a main engine, and comprising:
  • a lateral tunnel that is formed in communication with the vertical tunnel
  • an additional propeller device that is provided, which has a propeller and a driving unit for the propeller, in the vertical tunnel;
  • a hanging unit that is provided so as to hang the additional propeller device from above a water level inside the vertical tunnel
  • the additional propeller device is configured such that the additional propeller can be vertically movable from below the ship bottom to a height position of the lateral tunnel
  • the additional propeller device is provided so as to be capable of turning around a vertical center line of the vertical tunnel, and
  • the additional propeller of the additional propeller device when the additional propeller of the additional propeller device is at the lateral tunnel height position, the additional propeller is configured to follow the lateral tunnel.
  • an additional propeller smaller than a designed propeller (main propeller) and a driving unit therefor are provided in addition to the designed propeller.
  • the output of the driving unit for 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 the 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 device is enough (35% or less, more preferably, 25% or less of the output of the driving unit of the main engine). Also from this viewpoint, the significant reducing effects of fuel consumption can be obtained.
  • the ship navigates with the deep draft, driving the designed propeller. Further, in the case where the ship navigates using ballast after unloading the cargo, after settling in the navigation mode, the ship is operated with the additional propeller. 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 designed propeller in a stabilized condition under draft adjustment by filling ballast water. Further, the additional propeller and the designed propeller can be used in a combined manner, if necessary.
  • a propeller immersion ratio for the main propeller is not so largely limited so that a propeller diameter of the 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 propulsion engine is reduced at the same speed of the ship.
  • significant improvement of fuel efficiency can be obtained.
  • the additional propeller device is configured such that the additional propeller can be vertically movable from below the ship bottom to the lateral tunnel height position.
  • the additional propeller device causes the additional propeller to protrude downward from the ship bottom, and the ship is operated with energy saving.
  • the additional propeller is raised to the lateral tunnel height position and is oriented in a direction along the lateral tunnel, and when the ship is made to dock at or leave from the port or a pier, maneuvering for docking at or leaving from the port or the pier is extremely easy by using the additional propeller as a side thruster.
  • the additional propeller device When the additional propeller of the additional propeller device is at the lateral tunnel height position, the additional propeller device can be configured to be mountable on a support portion protruding inward in the vertical tunnel.
  • the additional propeller When the additional propeller is raised to the height position of the lateral tunnel and is oriented in a direction along the lateral tunnel in the case where the ship is made to dock at or leave from a port, since hydraulic fluctuation accompanying the rotation of the propeller and a vibration factor derived from the rotation are large, it is desirable that the additional propeller device is stably mounted.
  • the support portion is formed so as to protrude inward in the vertical tunnel and the additional propeller device is mounted on the support portion so that the additional propeller device can be stably mounted.
  • the additional propeller device In a structure where the additional propeller device is mounted on the support portion, when the additional propeller is at the lateral tunnel height position, a structure exhibits high stability in which the additional propeller device is pressed downwardly from above and mounted on the support portion.
  • the additional propeller device is configured such that the additional propeller can be vertically movable from below the ship bottom to the lateral tunnel height position, if the support portion were, for example, a flange over the entire circumference, the additional propeller device could not be vertically movable.
  • the flange as the support portion is divided into a plurality of parts in a circumferential direction
  • a mounting portion is formed, which has a plurality of cutout portions circumferentially arranged in an outer circumferential portion and engaging portions formed so as to straddle the cutout portions, and in a state that the engaging portions are positioned to be able to pass through between the parts of the support portion, and then, the additional propeller device is pulled up and the additional propeller device is rotated around a vertical center line of the vertical tunnel so that the engaging portions are positioned at the flange position and the engaging portions can be pressed downwardly from above and mounted on the support portion by an appropriate mounting unit.
  • the additional propeller device can be vertically movable and also can be mounted.
  • operating condition is selectable between regular operating condition in which propelling force is obtained by driving the designed propeller and the other operating condition in which propelling force is obtained by driving the additional propeller.
  • the additional propeller is a duct propeller for efficient propulsion.
  • the duct propeller as the additional propeller, relatively large thrust can be obtained even though the propeller size is small.
  • the additional propeller device has a driving unit that rotationally drives the propeller, and can be configured to be capable of turning around the vertical center line of the vertical tunnel by a turning unit different from the additional propeller device.
  • a water level detecting unit may be provided that monitors or detects variation of the water level inside the vertical tunnel.
  • An operating method for a ship equipped with an additional propeller the ship being configured to obtain propelling force by driving a designed propeller with a main engine, and comprising:
  • a lateral tunnel that is formed in communication with the vertical tunnel
  • an additional propeller device that is provided, which has a propeller and a driving unit for the propeller, in the vertical tunnel;
  • a hanging unit that is provided so as to hang the additional propeller device from above a water level inside the vertical tunnel
  • the additional propeller device is configured such that the additional propeller can be vertically movable from below the ship bottom to a height position of the lateral tunnel
  • the additional propeller device is provided so as to be capable of turning around a vertical center line of the vertical tunnel,
  • the additional propeller of the additional propeller device when the additional propeller of the additional propeller device is at the lateral tunnel height position, the additional propeller is configured to follow the lateral tunnel, and
  • the ship is propelled by driving the designed propeller in a load condition, and the ship is propelled by driving at least the additional propeller in an unload condition.
  • the operating method for a ship according to claim 8 wherein when the additional propeller is raised to the lateral tunnel height position, the additional propeller is oriented in a direction along the lateral tunnel, and the ship is made to dock at a pier or a port or leave from the pier or the port.
  • a hanging unit is provided to hang the additional propeller device from above a water level inside the vertical tunnel, and in a state with hanging by the hanging unit, the additional propeller device is provided so as to be capable of turning around a vertical center line of the vertical tunnel, and thus increase of the diameter of the vertical tunnel can be prevented.
  • the fuel consumption can be reduced without impairing operational safety of the ship. Further, the ship can be easy to maneuver when docking at a pier or a port and leaving from the pier or the port.
  • FIG. 1 is a schematic perspective view of an arrangement example of an additional propeller device according to the present invention.
  • FIG. 2 is a partial side view of the additional propeller device.
  • FIG. 3 is a bottom view from a ship bottom side.
  • FIG. 4 is a schematic view of an example of the additional propeller device.
  • FIG. 5 is a longitudinal sectional view of a structural example of the additional propeller device.
  • FIGS. 6 ( a ) to ( d ) are explanatory views of an example of a mounting unit.
  • FIG. 7 is a schematic front view of a ship according to the present invention while operating in an unload condition.
  • FIG. 8 is a schematic front view of the ship in a load condition.
  • FIG. 9 is a partial longitudinal sectional view of an example of another mounting unit.
  • FIGS. 7 and 8 are schematic front views 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 designed propeller (main propeller) 11 by a main engine (propulsion engine) 12 such as a diesel engine.
  • main propeller main propeller
  • main engine main engine
  • the ship is provided with a duct additional propeller device 24 , which has an additional propeller 20 and a driving unit 22 therefor, in a manner where the duct additional propeller device 24 is provided along the vertical tunnel 30 .
  • This additional propeller 20 is disposed at a position different from the designed propeller 11 , more specifically, in an illustrated bow area.
  • a bridge 13 is provided on the stern side, and a window 13 A is formed therein 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 of 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 designed propeller 11 and the other operating condition in which propelling force is obtained by driving the additional propeller 21 .
  • 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. It is desirable that the driving unit 22 is made to have a watertight structure by a cover 22 A.
  • the additional propeller 20 that includes a duct 21 around thereof is configured to be rotated when rotational drive force of an output shaft 23 by the driving unit 22 is transmitted to a transverse shaft 26 through a pair of bevel gears 25 .
  • a machine including the duct additional propeller device 24 disposed below a ship bottom 10 A is assembled at the outside of the ship bottom 10 A as illustrated in FIG. 7 , but the machine is configured to be retractable to the inside of the ship because such assembly of the duct additional propeller device at the outside is to be an obstacle during normal navigation or navigation in a shallow sea.
  • 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. 8 , 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 device 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 12 . 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 designed propeller 11 or by driving the additional propeller 20 in addition to the designed propeller 11 in a combined manner with the deep draft.
  • ballast water BW (a reserve space for the ballast water is not illustrated) is filled even in an unload condition. This enables the ship to travel in a stabilized state by means of the small additional propeller 20 or the designed propeller 11 .
  • the duct additional propeller device 24 is rotatable around a vertical shaft line, thus, in a required operating condition, propelling in the stern direction can be achieved by driving the duct additional propeller device 24 as illustrated in FIG. 8 .
  • a propulsion direction by the duct additional propeller device 24 can be set to the bow-side direction.
  • a propeller idling prevention device 11 A for preventing the designed propeller 11 from rotating may be provided.
  • a vertical tunnel 30 is formed at a bow portion to pass through the ship bottom, and as illustrated in FIG. 1 , a lateral tunnel 32 is formed in communication with the vertical tunnel 30 .
  • Reference numeral 32 A is a protective cover of the lateral tunnel 32 .
  • the additional propeller device 24 which has the propeller 20 and the driving unit 22 therefor, is provided in the vertical tunnel 30 . Further, a hanging unit (not illustrated) is provided so as to hang the additional propeller device from above a water level inside the vertical tunnel, and the additional propeller device 24 is configured such that the additional propeller 20 can be vertically movable from below the ship bottom 10 A to a height position of the lateral tunnel 32 .
  • the additional propeller device 24 is provided such that the additional propeller 20 can turn around a vertical center line of the vertical tunnel 30 .
  • the additional propeller 20 of the additional propeller device 24 is at the height position of the lateral tunnel 32 , the additional propeller 20 is configured to follow the lateral tunnel 32 .
  • An appropriate unit can be used for vertical movement of the hanging unit of the additional propeller 20 or of the additional propeller device 24 .
  • an elevator such as a chain or a cylinder, can be used, which is provided on a deck 10 C for maintenance above the vertical tunnel 30 or a turret (derrick: not illustrated) on an upper deck 10 B and which is connected with the additional propeller device 24 .
  • a part of a hanging tool 50 for vertical movement provided on a motor cover is illustrated in FIG. 9 .
  • a rack rail is provided on an inner surface of the vertical tunnel 30 or along a shaft connected to the inner surface, a pinion and a driving device for the pinion are provided on the additional propeller device 24 -side, the pinion is meshed with the rack rail, and thus the additional propeller device 24 may be vertically moved by the pinion driving device.
  • a turning unit which is provided separately from the additional propeller device, is used for turning the additional propeller device around the vertical center line of the vertical tunnel 30 . By doing so, increase of the diameter of the vertical tunnel 30 can be prevented.
  • a manner may be employed in which the elevator such as a chain or a cylinder can turn around the vertical center line of the vertical tunnel 30 in a state with hanging the additional propeller device 24 .
  • a support cylinder for turning (not illustrated) is provided to be fitted in the vertical tunnel 30 , the support cylinder for turning is driven by a turning driving unit provided on an upper position of the cylinder, for example, via meshing gears arranged opposite to each other between the support cylinder for turning-side and the turning driving unit, and the support cylinder for turning can be configured to turn around the vertical center line of the vertical tunnel 30 .
  • the additional propeller 20 is raised to the height position of the lateral tunnel 32 and is oriented in a direction along the lateral tunnel 32 when the ship is made to dock at or leave from a port, and thus is used as a side thruster, that is, a bow thruster.
  • support portions 30 B and 30 B protruding inward in the vertical tunnel 30 are formed and the additional propeller device 24 is mounted on the support portions 30 B and 30 B so that the additional propeller device 24 can be stably mounted.
  • a structure exhibits high mounting stability where the additional propeller device 24 is pressed downwardly from above and mounted on the support portions 30 B and 30 B. Since the additional propeller device 24 is configured such that the additional propeller 20 can be vertically movable from below the ship bottom 10 A to the height position of the lateral tunnel 32 , if the support portions 30 B and 30 B were, for example, a flange over the entire circumference, the additional propeller device 24 could not be vertically movable.
  • the flange protruding inward in the vertical tunnel 30 is divided into a plurality of parts in a circumferential direction as illustrated in FIG. 6 ( c ) .
  • a mounting portion is formed, which has a plurality of cutout portions 40 A and 40 A circumferentially arranged in an outer circumferential portion and engaging portions 40 B and 40 B formed so as to straddle the cutout portions 40 A and 40 A, as illustrated in FIGS. 6( a ) and 6 ( b ).
  • the engaging portions 40 B and 40 B are positioned to be able to pass through between the support portions 30 B and 30 B, and then, the additional propeller device 24 is pulled up and the additional propeller device 24 is rotated around the vertical center line of the vertical tunnel. By doing so, the engaging portions 40 B and 40 B are positioned at the flange position and the engaging portions 40 B and 40 B can be pressed downwardly from above and mounted on the support portions 30 B and 30 B by an appropriate mounting unit.
  • a position of the vertical tunnel 30 around the vertical center line can be also determined as in the following example illustrated in FIG. 6 .
  • the engaging portions 40 B and 40 B can be brought into abutment with the stoppers 30 D and 30 D on the end portions of the support portions 30 B and 30 B.
  • conical pins 40 C formed so as to project from under surfaces of the engaging portions 40 B and 40 B and so as to taper for fitting receiving holes 30 E formed in the support portions 30 B and 30 B correspondingly, the conical pins 40 C enter the fitting receiving holes 30 E so that the mounting base 40 can be positioned in the circumferential direction.
  • an eccentric circular cam 61 is disposed on each engaging portion 40 A so that for example, a rotational drive force of a driving motor 62 fixed to a support base 10 D is transmitted as a rotational force to the eccentric circular cam 61 via a gear box 63 .
  • the eccentric circular cam 61 is rotated so that point of the application is downward. In order to remove the engaging portions 40 B and 40 B, a reverse operation is performed.
  • a toggle mechanism is adopted.
  • a pushing arm 65 is connected to a bracket 64 provided on the vertical tunnel 30 or the support portion 30 B, on the other hand, a bracket 66 is provided on the vertical tunnel 30 , and a distal end of an extension cylinder 67 is connected to the pushing arm 65 via a link 68 , and is connected to the bracket 66 by a link 69 .
  • the mounting base 40 can be mounted on an inwardly protruding support portion 30 F formed on a lower end portion of the vertical tunnel 30 as in the structure of the above examples.
  • an additional propeller device 24 A on the stern side can also be provided on left and right sides with respect to the center line of the ship as a border.
  • the additional propeller devices 24 A and 24 A are provided on the left and right sides of the stern side, thereby improving the maneuverability. Further, when the propeller is utilized as the side thruster, the ship can be more easily docked at the port.
  • a stern side thruster can be provided.
  • the stern side thruster since there are an engine room and the like on the center axis of the ship on the stern side, the vertical tunnel 30 cannot be formed there. This results in that, in order to provide the stern side thrusters, as described above, two stern side thrusters are provided on the left and right sides of the center axis of the ship.
  • a (sea) water level WL inside the vertical tunnel 30 is hardly affected by waves.
  • the (sea) water level WL inside the vertical tunnel 30 can be detected by an appropriate detector (not illustrated), and the current draft can be grasped or monitored as outlined in FIG. 2 .
  • 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.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Lining And Supports For Tunnels (AREA)
  • Underground Structures, Protecting, Testing And Restoring Foundations (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
US15/554,893 2015-03-04 2016-03-04 Ship Equipped with Additional Propeller Abandoned US20180043979A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2015041927A JP2016159824A (ja) 2015-03-04 2015-03-04 追加プロペラを装備する船
JP2015-041927 2015-03-04
PCT/JP2016/056835 WO2016140347A1 (ja) 2015-03-04 2016-03-04 追加プロペラを装備する船

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US (1) US20180043979A1 (ko)
EP (1) EP3266701A4 (ko)
JP (1) JP2016159824A (ko)
KR (1) KR20170120152A (ko)
CN (1) CN107428406A (ko)
RU (1) RU2017132836A (ko)
SG (1) SG11201707170QA (ko)
WO (1) WO2016140347A1 (ko)

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CN111348168A (zh) * 2018-12-24 2020-06-30 英辉南方造船（广州番禺）有限公司 一种防倒车吸空浅吃水螺旋桨船流道拦水板及其安装方法

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CN107428406A (zh) 2017-12-01
WO2016140347A1 (ja) 2016-09-09
EP3266701A4 (en) 2018-11-14
RU2017132836A (ru) 2019-04-04
KR20170120152A (ko) 2017-10-30

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