WO2017187597A1 - Propulsion device for multi-shaft ship - Google Patents
Propulsion device for multi-shaft ship Download PDFInfo
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- WO2017187597A1 WO2017187597A1 PCT/JP2016/063353 JP2016063353W WO2017187597A1 WO 2017187597 A1 WO2017187597 A1 WO 2017187597A1 JP 2016063353 W JP2016063353 W JP 2016063353W WO 2017187597 A1 WO2017187597 A1 WO 2017187597A1
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- 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
- B63H1/28—Other means for improving propeller efficiency
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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
- B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
Definitions
- the present invention relates to a propulsion device for a multi-axis ship.
- Patent Document 1 describes a ship propulsion performance improving device including a valve and a pair of left and right fins at a position on the propeller axis of the front edge of a rudder disposed behind the propeller.
- Patent Document 2 describes a twin-skeg ship with two shafts and two rudder provided with a valve and a fin on the rudder behind the left and right propellers.
- valves and fins can be placed behind the propeller by attaching to the rudder if the rudder is provided immediately after the propeller, but depending on the type of the ship, the rudder is located behind the propeller. May not be provided. That is, in the case of a single-shaft ship, a rudder is provided behind a propeller equipped with only one unit, but in the case of a triaxial ship, for example, if sufficient maneuverability can be obtained with only the rudder arranged behind the center propeller. The rudder is only required to be installed on the center propeller, and is often not installed behind the wing propeller.
- two propellers may be provided on the left and right sides of the stern, and only one rudder may be arranged at the center rear (two-shaft one-ruder boat). There is no rudder placed on. The situation is the same for ships with four or more axes. In other words, there are propellers that do not have a rudder on the back of multi-axle ships with two or more axes. In such propellers, there are no suitable structures behind them, so valves and fins as described above are installed. Can not do it. As described above, depending on the type of the multi-axis ship, there is a propeller that cannot reduce the hub vortex due to the addition, and this has been a factor that hinders the improvement of the propulsion efficiency.
- the present invention intends to provide a propulsion device for a multi-axis ship that can improve propulsion efficiency of the propeller in the multi-axis ship.
- the present invention relates to a propulsion device for a multi-shaft ship in which an appendage for reducing hub vortices is arranged behind a propeller, which is not arranged with a rudder, via a support extending from the hull.
- the appendage has a spindle shape having a circular cross section in a direction orthogonal to a central axis extending in a hull direction, and a diameter decreasing toward a rear end side at a rear portion thereof. It is preferable to have a shape.
- the additional material has a maximum diameter of 10% to 40% with respect to the diameter of the propeller, and a length in a hull direction of 40% with respect to the diameter of the propeller. It is preferable that it is 70% or less.
- the multi-shaft propulsion device of the present invention can be applied to a wing propeller of a triaxial ship.
- the propulsion device for a multi-axis ship of the present invention it is possible to achieve an excellent effect that the propulsion efficiency of the propeller in the multi-axis ship can be improved.
- FIG. 1 It is a figure showing roughly an example of the whole structure of a multi-axis ship to which the present invention is applied. It is a figure which shows an example of the form of the propulsion apparatus of the multi-axis ship by implementation of this invention, and is a figure which expands and shows the principal part of FIG. It is a figure which shows another example of the form of the propulsion apparatus of the multi-axis ship by implementation of this invention.
- a multiaxial ship (triaxial ship) 1 includes a single unit provided at the stern center of a hull 2. It has a total of three propellers, a propeller (center propeller) 3 and a propeller (wing propeller) 4 arranged on the left and right respectively.
- a rudder 5 is disposed behind the center propeller 3, and a valve-shaped appendage 6 is installed on the rudder 5 at the axial line height of the center propeller 3.
- the appendage 6 is an object having a spindle-like shape that has a circular cross section in a direction orthogonal to the central axis extending in the hull direction, for example, and has a spindle shape that decreases in diameter toward the rear end side at the rear part. It is provided so that it may protrude toward the center propeller 3 from the front edge.
- the center propeller 3 is configured to suppress the hub vortex generated with the rotation of the center propeller 3.
- the rudder is not arrange
- the support 7 is a plate-like member extending from the bottom of the hull 2 to the rear of the wing propeller 4.
- the support 7 is formed as a vertical plane along the hull direction so as not to increase the hull resistance as much as possible, and the cross section along the horizontal plane has a streamlined shape.
- An appendage 8 is supported at the lower end of the support 7 at the axial height of the wing propeller 4.
- the appendage 8 is an object having a circular cross section in a direction orthogonal to the central axis extending in the hull direction, like the above-described appendage 6, and the rear portion is configured in a spindle shape whose diameter decreases toward the rear end side. ing.
- the position of the central axis is set to coincide with the axis line of the wing propeller 4.
- the hub vortex generated behind the wing propeller 4 is suppressed by the addition 8.
- the diameter of the appendage 8 is preferably 10% or more and 40% or less with respect to the diameter of the wing propeller 4 at the maximum position near the front end. Is 20% or more and 30% or less.
- the length of the appendage 8 in the hull direction is preferably 40% or more and 70% or less, and more preferably 50% or more and 60% or less with respect to the diameter of the wing propeller 4.
- a valve-shaped appendage 6 is arranged on the rudder 5 behind the center propeller 3, and the diameter is about 25% of the diameter of the wing propeller 4 and the length is the diameter of the wing propeller 4.
- the addendum 8 set to about 56% is installed behind the left and right wing propellers 4, the total horsepower of the center propeller 3 and the two wing propellers 4 and 4 is compared to the case where the appendages 6 and 8 are not provided. It has been clarified by the water tank test by the present applicant that the horsepower of the entire triaxial ship 1 is reduced by about 6%.
- the rudder 5 behind the center propeller 3 may not be equipped with an appendage, and the appendage 8 may be disposed only behind the wing propeller 4. In this case, the triaxial ship 1 as a whole The horsepower reduction rate was about 4%.
- the support 7 may be provided with a fin-like appendage 9 projecting left and right, for example, as shown in FIG. 3, in addition to the appendage 8 having the shape as described above, and as shown in FIG. In addition to the appendage 8, an appendage 9 as shown in FIG. In addition, as long as the hub vortex can be reduced behind the wing propeller 4, any shape of additional material may be disposed on the support body 7.
- the appendage 8 can be arranged behind the wing propeller 4 without the rudder.
- the hub vortex accompanying the rotation of can be effectively reduced.
- the appendage 8 and the appendage 9 that reduce the hub vortex via the support body 7 extending from the hull 2 are provided behind the propeller (wing propeller) 4 that is not disposed behind the rudder. Therefore, the hub vortex can be reduced even in a propeller (wing propeller) 4 without a rudder behind.
- the appendage 8 has a circular cross section in a direction orthogonal to the central axis extending in the hull direction, and has a spindle shape whose diameter decreases toward the rear end side at the rear part. In this way, the hub vortex generated in the propeller (wing propeller) 4 can be more effectively reduced.
- the appendage 8 has a maximum diameter of 10% to 40% with respect to the diameter of the propeller (wing propeller) 4, and the length in the hull direction is equal to the diameter of the propeller (wing propeller) 4.
- it can be 40% or more and 70% or less, and in this way, the hub vortex generated in the propeller (wing propeller) 4 can be particularly effectively reduced.
- the propulsion efficiency of the propeller in the multi-shaft ship can be improved.
- the propulsion device for a multi-axis ship according to the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the present invention.
Abstract
An appendage 8 for reducing hub vortex is disposed, via a support body 7 extending from a hull 2, at the rear of a propeller (wing propeller) 4 which has no rudder disposed to the rearward thereof. The appendage 8 has a circular cross-section in a direction orthogonal to a center axis extending in the hull direction, and a rear section thereof is formed in a spindle shape, the diameter of which decreases toward the rear end thereof. The appendage 8 is configured to have a maximum diameter that is equal to 10-40% of the diameter of the propeller (wing propeller) 4, and a hull-direction length that is equal to 40-70% of the diameter of the propeller (wing propeller) 4.
Description
本発明は、多軸船の推進装置に関する。
The present invention relates to a propulsion device for a multi-axis ship.
プロペラを用いた船舶の推進装置として、プロペラの回転に伴い発生するハブ渦を低減し、推進効率の向上を図る目的で、プロペラ後方の舵に付加物を備えたものが従来知られている。例えば、下記の特許文献１には、プロペラの後方に配した舵の前縁のプロペラ軸線上の位置にバルブと左右一対のフィンを備えた船舶の推進性能向上装置が記載されている。また、下記の特許文献２には、左右舷の各プロペラ後方の舵にそれぞれバルブとフィンを備えた２軸２舵のツインスケグ船が記載されている。
2. Description of the Related Art Conventionally, as a ship propulsion apparatus using a propeller, an apparatus provided with an appendage to a rudder behind the propeller is known for the purpose of reducing the hub vortex generated with the rotation of the propeller and improving the propulsion efficiency. For example, Patent Document 1 described below describes a ship propulsion performance improving device including a valve and a pair of left and right fins at a position on the propeller axis of the front edge of a rudder disposed behind the propeller. Patent Document 2 below describes a twin-skeg ship with two shafts and two rudder provided with a valve and a fin on the rudder behind the left and right propellers.
ところで、こうしたバルブやフィンといった付加物は、プロペラの直後に舵が備えられていればその舵に取り付けることでプロペラの後方に配置することができるが、船舶の型式によっては、プロペラの後方に舵を備えていない場合がある。すなわち、一軸船であれば、一基のみ備えたプロペラの後方に舵が備えられるが、例えば三軸船の場合には、センタープロペラ後方に配置された舵のみで十分な操縦性が得られれば、舵はセンタープロペラに設置された一基のみで良く、ウィングプロペラの後方には装備されないことが多い。また、二軸船でも、例えば船尾の左右に二基のプロペラを備えつつ、舵は中央後方に一本のみ配置されることがあり（二軸一舵船）、この場合にもやはりプロペラの真後ろには舵が配置されない。四軸以上の船においても事情は同様である。つまり、二軸以上の多軸船においては、後方に舵を備えていないプロペラが存在することがあり、そうしたプロペラにおいては、後方に適当な構造物がないために上述の如きバルブやフィンを設置することができない。このように、多軸船の型式によっては、付加物によりハブ渦を低減することができないプロペラが存在し、これが推進効率の向上を妨げる要因となっていた。
By the way, these additional items such as valves and fins can be placed behind the propeller by attaching to the rudder if the rudder is provided immediately after the propeller, but depending on the type of the ship, the rudder is located behind the propeller. May not be provided. That is, in the case of a single-shaft ship, a rudder is provided behind a propeller equipped with only one unit, but in the case of a triaxial ship, for example, if sufficient maneuverability can be obtained with only the rudder arranged behind the center propeller. The rudder is only required to be installed on the center propeller, and is often not installed behind the wing propeller. In addition, even in a twin-shaft vessel, for example, two propellers may be provided on the left and right sides of the stern, and only one rudder may be arranged at the center rear (two-shaft one-ruder boat). There is no rudder placed on. The situation is the same for ships with four or more axes. In other words, there are propellers that do not have a rudder on the back of multi-axle ships with two or more axes. In such propellers, there are no suitable structures behind them, so valves and fins as described above are installed. Can not do it. As described above, depending on the type of the multi-axis ship, there is a propeller that cannot reduce the hub vortex due to the addition, and this has been a factor that hinders the improvement of the propulsion efficiency.
本発明は、斯かる実情に鑑み、多軸船におけるプロペラの推進効率を向上し得る多軸船の推進装置を提供しようとするものである。
In view of such circumstances, the present invention intends to provide a propulsion device for a multi-axis ship that can improve propulsion efficiency of the propeller in the multi-axis ship.
本発明は、後方に舵の配置されないプロペラの後方に、船体から延びる支持体を介してハブ渦を低減する付加物を配した多軸船の推進装置にかかるものである。
The present invention relates to a propulsion device for a multi-shaft ship in which an appendage for reducing hub vortices is arranged behind a propeller, which is not arranged with a rudder, via a support extending from the hull.
本発明の多軸船の推進装置において、前記付加物は、船体方向に延びる中心軸と直交する方向に円形の断面を有し、その後部には後端側に向かって径が小さくなる紡錘形の形状を有してなることが好ましい。
In the propulsion device for a multi-shaft ship according to the present invention, the appendage has a spindle shape having a circular cross section in a direction orthogonal to a central axis extending in a hull direction, and a diameter decreasing toward a rear end side at a rear portion thereof. It is preferable to have a shape.
本発明の多軸船の推進装置において、前記付加物は、最大径が前記プロペラの径に対して１０％以上４０％以下であり、船体方向の長さが前記プロペラの径に対して４０％以上７０％以下であることが好ましい。
In the propulsion device for a multi-axis ship according to the present invention, the additional material has a maximum diameter of 10% to 40% with respect to the diameter of the propeller, and a length in a hull direction of 40% with respect to the diameter of the propeller. It is preferable that it is 70% or less.
本発明の多軸船の推進装置は、三軸船のウィングプロペラに対して適用することができる。
The multi-shaft propulsion device of the present invention can be applied to a wing propeller of a triaxial ship.
本発明の多軸船の推進装置によれば、多軸船におけるプロペラの推進効率を向上し得るという優れた効果を奏し得る。
According to the propulsion device for a multi-axis ship of the present invention, it is possible to achieve an excellent effect that the propulsion efficiency of the propeller in the multi-axis ship can be improved.
以下、本発明の実施の形態を添付図面を参照して説明する。
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
図１～図３は本発明の実施による多軸船の推進装置の形態の一例を示すものである。本実施例では、本発明を三軸船に適用した場合を例示しており、図１に示す如く、多軸船（三軸船）１は、船体２の船尾中央に備された一基のプロペラ（センタープロペラ）３と、左右に各一基配されたプロペラ（ウィングプロペラ）４の計三基のプロペラを備えている。
1 to 3 show an example of the form of a propulsion device for a multi-axis ship according to an embodiment of the present invention. In this embodiment, the case where the present invention is applied to a triaxial ship is illustrated. As shown in FIG. 1, a multiaxial ship (triaxial ship) 1 includes a single unit provided at the stern center of a hull 2. It has a total of three propellers, a propeller (center propeller) 3 and a propeller (wing propeller) 4 arranged on the left and right respectively.
図２に示す如く、センタープロペラ３の後方には舵５が配されており、該舵５にはセンタープロペラ３の軸線高さにバルブ状の付加物６が設置されている。この付加物６は、例えば船体方向に延びる中心軸と直交する方向に円形の断面を有し、その後部には後端側へ向かうほど径が小さくなる紡錘形の形状を有する物体であり、舵５の前縁からセンタープロペラ３に向かって張り出すように備えられている。この付加物６により、センタープロペラ３においては、該センタープロペラ３の回転に伴い発生するハブ渦を抑制するようにしている。
As shown in FIG. 2, a rudder 5 is disposed behind the center propeller 3, and a valve-shaped appendage 6 is installed on the rudder 5 at the axial line height of the center propeller 3. The appendage 6 is an object having a spindle-like shape that has a circular cross section in a direction orthogonal to the central axis extending in the hull direction, for example, and has a spindle shape that decreases in diameter toward the rear end side at the rear part. It is provided so that it may protrude toward the center propeller 3 from the front edge. With the addition 6, the center propeller 3 is configured to suppress the hub vortex generated with the rotation of the center propeller 3.
そして、本実施例の三軸船１では、ウィングプロペラ４の後方には舵を配置しておらず、その代わりに支持体７が備えられ、これによってウィングプロペラ４の後方に付加物８を配置している。
And in the triaxial ship 1 of a present Example, the rudder is not arrange | positioned at the back of the wing propeller 4, but the support body 7 is provided instead, and, thereby, the addition thing 8 is arrange | positioned at the back of the wing propeller 4. is doing.
支持体７は、船体２の底部からウィングプロペラ４の後方へ延びる板状の部材である。支持体７は、船体抵抗を極力増すことのないよう、船体方向に沿った鉛直面を成して形成され、また、水平面に沿った断面は流線型の形状を有している。そして、この支持体７の下端には、ウィングプロペラ４の軸線高さに付加物８が支持されている。
The support 7 is a plate-like member extending from the bottom of the hull 2 to the rear of the wing propeller 4. The support 7 is formed as a vertical plane along the hull direction so as not to increase the hull resistance as much as possible, and the cross section along the horizontal plane has a streamlined shape. An appendage 8 is supported at the lower end of the support 7 at the axial height of the wing propeller 4.
付加物８は、上述の付加物６同様、船体方向に延びる中心軸と直交する方向に円形の断面を有する物体であり、その後部は、後端側へ向かうほど径が小さくなる紡錘形に構成されている。中心軸の位置は、ウィングプロペラ４の軸線と一致するように設定されている。本実施例では、この付加物８により、ウィングプロペラ４の後方に発生するハブ渦を抑制するようにしている。
The appendage 8 is an object having a circular cross section in a direction orthogonal to the central axis extending in the hull direction, like the above-described appendage 6, and the rear portion is configured in a spindle shape whose diameter decreases toward the rear end side. ing. The position of the central axis is set to coincide with the axis line of the wing propeller 4. In the present embodiment, the hub vortex generated behind the wing propeller 4 is suppressed by the addition 8.
ウィングプロペラ４のハブ渦を効果的に低減するためには、付加物８の径は、前端付近の最大箇所でウィングプロペラ４の径に対し１０％以上４０％以下とすることが好ましく、より好ましくは２０％以上３０％以下である。また、付加物８の船体方向の長さは、ウィングプロペラ４の径に対し４０％以上７０％以下とすることが好ましく、より好ましくは５０％以上６０％以下である。
In order to effectively reduce the hub vortex of the wing propeller 4, the diameter of the appendage 8 is preferably 10% or more and 40% or less with respect to the diameter of the wing propeller 4 at the maximum position near the front end. Is 20% or more and 30% or less. The length of the appendage 8 in the hull direction is preferably 40% or more and 70% or less, and more preferably 50% or more and 60% or less with respect to the diameter of the wing propeller 4.
図１、図２に示す如く、センタープロペラ３後方の舵５にバルブ状の付加物６を配し、さらに、径をウィングプロペラ４の径の約２５％、長さをウィングプロペラ４の径の約５６％に設定した付加物８を左右のウィングプロペラ４後方に設置すると、付加物６、８を備えない場合と比較して、センタープロペラ３と二基のウィングプロペラ４，４の馬力を合計した三軸船１全体の馬力が６％程度低減されることが、本願出願人による水槽試験により明らかになっている。尚、センタープロペラ３後方の舵５には付加物を装備せず、ウィングプロペラ４の後方にのみ付加物８を配置することもでき、このようにした場合には、三軸船１全体での馬力の低減率は４％程度であった。
As shown in FIGS. 1 and 2, a valve-shaped appendage 6 is arranged on the rudder 5 behind the center propeller 3, and the diameter is about 25% of the diameter of the wing propeller 4 and the length is the diameter of the wing propeller 4. When the addendum 8 set to about 56% is installed behind the left and right wing propellers 4, the total horsepower of the center propeller 3 and the two wing propellers 4 and 4 is compared to the case where the appendages 6 and 8 are not provided. It has been clarified by the water tank test by the present applicant that the horsepower of the entire triaxial ship 1 is reduced by about 6%. The rudder 5 behind the center propeller 3 may not be equipped with an appendage, and the appendage 8 may be disposed only behind the wing propeller 4. In this case, the triaxial ship 1 as a whole The horsepower reduction rate was about 4%.
尚、支持体７には、上述の如き形状の付加物８の他、例えば図３に示す如く、左右に張り出したフィン状の付加物９を備えても良いし、また、図２に示す如き付加物８に加えて図３に示す如き付加物９を備えることもできる。その他、ウィングプロペラ４の後方でハブ渦を低減し得る限り、支持体７にはどのような形状の付加物を配しても良い。
The support 7 may be provided with a fin-like appendage 9 projecting left and right, for example, as shown in FIG. 3, in addition to the appendage 8 having the shape as described above, and as shown in FIG. In addition to the appendage 8, an appendage 9 as shown in FIG. In addition, as long as the hub vortex can be reduced behind the wing propeller 4, any shape of additional material may be disposed on the support body 7.
而して、本実施例では、ウィングプロペラ４の後方に支持体７を設置したことにより、後方に舵を有しないウィングプロペラ４においても後方に付加物８を配置することができ、ウィングプロペラ４の回転に伴うハブ渦を効果的に低減することができる。
Thus, in this embodiment, since the support body 7 is installed behind the wing propeller 4, the appendage 8 can be arranged behind the wing propeller 4 without the rudder. The hub vortex accompanying the rotation of can be effectively reduced.
以上のように、上記本実施例においては、後方に舵の配置されないプロペラ（ウィングプロペラ）４の後方に、船体２から延びる支持体７を介してハブ渦を低減する付加物８や付加物９を配しているので、後方に舵のないプロペラ（ウィングプロペラ）４においてもハブ渦を低減し得る。
As described above, in the present embodiment, the appendage 8 and the appendage 9 that reduce the hub vortex via the support body 7 extending from the hull 2 are provided behind the propeller (wing propeller) 4 that is not disposed behind the rudder. Therefore, the hub vortex can be reduced even in a propeller (wing propeller) 4 without a rudder behind.
また、本実施例において、付加物８は、船体方向に延びる中心軸と直交する方向に円形の断面を有し、その後部には後端側に向かって径が小さくなる紡錘形の形状を有して構成することができ、このようにすれば、プロペラ（ウィングプロペラ）４に発生するハブ渦をより効果的に低減し得る。
Further, in the present embodiment, the appendage 8 has a circular cross section in a direction orthogonal to the central axis extending in the hull direction, and has a spindle shape whose diameter decreases toward the rear end side at the rear part. In this way, the hub vortex generated in the propeller (wing propeller) 4 can be more effectively reduced.
また、本実施例において、付加物８は、最大径がプロペラ（ウィングプロペラ）４の径に対して１０％以上４０％以下であり、船体方向の長さがプロペラ（ウィングプロペラ）４の径に対して４０％以上７０％以下とすることができ、このようにすれば、プロペラ（ウィングプロペラ）４に発生するハブ渦を特に効果的に低減し得る。
In the present embodiment, the appendage 8 has a maximum diameter of 10% to 40% with respect to the diameter of the propeller (wing propeller) 4, and the length in the hull direction is equal to the diameter of the propeller (wing propeller) 4. On the other hand, it can be 40% or more and 70% or less, and in this way, the hub vortex generated in the propeller (wing propeller) 4 can be particularly effectively reduced.
したがって、上記本実施例によれば、多軸船におけるプロペラの推進効率を向上し得る。
Therefore, according to this embodiment, the propulsion efficiency of the propeller in the multi-shaft ship can be improved.
尚、本発明の多軸船の推進装置は、上述の実施例にのみ限定されるものではなく、本発明の要旨を逸脱しない範囲内において種々変更を加え得ることは勿論である。
The propulsion device for a multi-axis ship according to the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the present invention.
１ 多軸船（三軸船）
２ 船体
４ プロペラ（ウィングプロペラ）
７ 支持体
８ 付加物
９ 付加物 1 Multi-axis ship (triaxial ship)
2Hull 4 Propeller (Wing Propeller)
7Support 8 Adduct 9 Adduct
２ 船体
４ プロペラ（ウィングプロペラ）
７ 支持体
８ 付加物
９ 付加物 1 Multi-axis ship (triaxial ship)
2
7
Claims (4)
- 後方に舵の配置されないプロペラの後方に、船体から延びる支持体を介してハブ渦を低減する付加物を配した多軸船の推進装置。 A propulsion device for a multi-shaft ship with an additive to reduce hub vortices via a support extending from the hull behind a propeller without a rudder.
- 前記付加物は、船体方向に延びる中心軸と直交する方向に円形の断面を有し、その後部には後端側に向かって径が小さくなる紡錘形の形状を有してなる、請求項１に記載の多軸船の推進装置。 The appendix has a circular cross section in a direction orthogonal to a central axis extending in a hull direction, and has a spindle-shaped shape with a diameter decreasing toward a rear end side at a rear part thereof. The multi-axis ship propulsion device described.
- 前記付加物は、最大径が前記プロペラの径に対して１０％以上４０％以下であり、船体方向の長さが前記プロペラの径に対して４０％以上７０％以下である、請求項２に記載の多軸船の推進装置。 The maximum size of the adduct is 10% or more and 40% or less with respect to the diameter of the propeller, and the length in the hull direction is 40% or more and 70% or less with respect to the diameter of the propeller. The multi-axis ship propulsion device described.
- 三軸船のウィングプロペラに対して適用した、請求項１～３のいずれか一項に記載の多軸船の推進装置。 The multi-axis propulsion device according to any one of claims 1 to 3, which is applied to a wing propeller of a triaxial ship.
Priority Applications (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201680085000.3A CN109070981B (en) | 2016-04-28 | 2016-04-28 | Propulsion unit for multi-shaft ship |
| KR1020187033553A KR102199864B1 (en) | 2016-04-28 | 2016-04-28 | Multi-axis propulsion device |
| JP2018514051A JP6770064B2 (en) | 2016-04-28 | 2016-04-28 | Multi-axis ship propulsion device |
| EP16900467.8A EP3450299B1 (en) | 2016-04-28 | 2016-04-28 | Propulsion device for multi-shaft ship |
| PCT/JP2016/063353 WO2017187597A1 (en) | 2016-04-28 | 2016-04-28 | Propulsion device for multi-shaft ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
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| PCT/JP2016/063353 WO2017187597A1 (en) | 2016-04-28 | 2016-04-28 | Propulsion device for multi-shaft ship |
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| WO2017187597A1 true WO2017187597A1 (en) | 2017-11-02 |
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| PCT/JP2016/063353 WO2017187597A1 (en) | 2016-04-28 | 2016-04-28 | Propulsion device for multi-shaft ship |
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|---|---|
| EP (1) | EP3450299B1 (en) |
| JP (1) | JP6770064B2 (en) |
| KR (1) | KR102199864B1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2013132937A (en) * | 2011-12-26 | 2013-07-08 | Mitsubishi Heavy Ind Ltd | Ship |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1549564A (en) * | 1923-06-12 | 1925-08-11 | Stephen E Slocum | Propeller mount |
| FR1020502A (en) * | 1950-06-19 | 1953-02-06 | Forges Chantiers Mediterranee | Device for improving the propulsion efficiency of propellers, in particular for boats |
| JP3004238B2 (en) | 1997-11-06 | 2000-01-31 | 川崎重工業株式会社 | Ship propulsion performance improvement device |
| SE531482C2 (en) * | 2005-04-20 | 2009-04-21 | Rolls Royce Ab | Arrangements for propulsion and steering of a ship |
| DK1871659T3 (en) * | 2005-04-20 | 2014-09-22 | Rolls Royce Ab | Progress and steering arrangement for a ship |
| ATE523423T1 (en) * | 2008-09-12 | 2011-09-15 | Waertsilae Netherlands B V | DRIVE AND CONTROL ARRANGEMENT |
| WO2011144239A1 (en) * | 2010-05-19 | 2011-11-24 | Wärtsilä Finland Oy | Rotational energy recovery appendage |
| JP2013107522A (en) * | 2011-11-22 | 2013-06-06 | Nippon Yusen Kk | Rudder valve and rudder for ship |
| KR101911013B1 (en) * | 2013-01-14 | 2018-10-24 | 현대중공업 주식회사 | twin skeg vessel for improving resistance and thrust |
| JP6046652B2 (en) | 2014-03-04 | 2016-12-21 | 三井造船株式会社 | Ship |
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- 2016-04-28 EP EP16900467.8A patent/EP3450299B1/en active Active
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| JP2013132937A (en) * | 2011-12-26 | 2013-07-08 | Mitsubishi Heavy Ind Ltd | Ship |
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| Publication number | Publication date |
|---|---|
| CN109070981A (en) | 2018-12-21 |
| EP3450299A4 (en) | 2019-11-06 |
| EP3450299B1 (en) | 2021-08-18 |
| KR20190003586A (en) | 2019-01-09 |
| JP6770064B2 (en) | 2020-10-14 |
| KR102199864B1 (en) | 2021-01-11 |
| JPWO2017187597A1 (en) | 2019-03-07 |
| CN109070981B (en) | 2021-07-13 |
| EP3450299A1 (en) | 2019-03-06 |
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