JP2009067213A - Ship propulsion mechanism - Google Patents

Ship propulsion mechanism Download PDF

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JP2009067213A
JP2009067213A JP2007237154A JP2007237154A JP2009067213A JP 2009067213 A JP2009067213 A JP 2009067213A JP 2007237154 A JP2007237154 A JP 2007237154A JP 2007237154 A JP2007237154 A JP 2007237154A JP 2009067213 A JP2009067213 A JP 2009067213A
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propeller
auxiliary
propulsion
ship
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JP4842904B2 (en
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Koji Watanabe
貢治 渡邉
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WATANABE ZOSENJO KK
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a ship propulsion mechanism capable of increasing the propulsive force of a ship without interference of eddy currents of propellers with each other. <P>SOLUTION: An engine for outputting the rotational power to each auxiliary propulsion propeller is arranged inside a ship bottom part between a main propulsion propeller and right and left auxiliary propulsion propellers. The ship bottom part with the engine being arranged therein is raised downwardly in the projecting shape, and a bottom part of each engine is located in the raised space. Thus, the auxiliary propulsion propeller can be arranged above the main propulsion propeller at the position as high as possible, the propeller shaft does not form any propulsive obstacle. Further, the ship bottom has a forwardly projecting shape and backwardly recessed shape, and the propulsive force can be demonstrated without canceling the propulsive force without interference of eddy currents of the propellers with each other. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

この発明は船舶の推進機構、詳しくは船舶の推進力を向上させた船舶の推進機構に関する。   The present invention relates to a marine vessel propulsion mechanism, and more particularly to a marine vessel propulsion mechanism with improved marine vessel propulsive force.

近年、船長が１００ｍ未満の小型船舶の高速化のために、小型船舶での推進機構が大型化している。推進機構が大きくなれば、小型船舶の推進力も向上する関係になるが、その推進機構を大型化すると、その推進機構の重量が大きくなる問題が生じ、大型化するにも限界がある。   In recent years, in order to increase the speed of small vessels with a captain less than 100 m, the propulsion mechanism in small vessels has become larger. If the propulsion mechanism is increased, the propulsion force of a small vessel is also improved. However, if the propulsion mechanism is increased in size, there is a problem that the weight of the propulsion mechanism increases, and there is a limit to the increase in size.

従来、前記のような問題を解決するために、特許文献１に記載の旋回式プロペラ付き船舶が開示されている。すなわち、船尾の中心部に高出力化の可能な主推進プロペラ１が配設されるとともに、その主推進プロペラ１よりも後方の船体両舷部でそれぞれ船底から下方へ突設された支持棒３ａの下端に補助推進プロペラ３を備えた船舶が開示されている。
特開平９−１４２３９１号公報 Conventionally, a ship with a swivel propeller described in Patent Document 1 has been disclosed in order to solve the above-described problems. That is, a main propeller 1 capable of increasing output is disposed at the center of the stern, and the support rods 3a projecting downward from the bottom of the hull at both sides of the hull behind the main propeller 1. A ship having an auxiliary propeller 3 at its lower end is disclosed.
JP-A-9-142391

しかしながら、前記特許文献１のような船舶の推進機構では、推進力は向上するものの、前記補助推進用プロペラを支持する支持棒３ａが推進時の抵抗となり、高速化の妨げとなる。   However, in the marine vessel propulsion mechanism such as Patent Document 1, although the propulsive force is improved, the support rod 3a that supports the auxiliary propeller for propulsion serves as a resistance during propulsion and hinders speeding up.

また、特許文献１に記載の発明では、補助推進用プロペラが主推進用プロペラと略同じ高さ位置にあるので、主推進用プロペラから生じる渦流と、補助推進用プロペラから生じる渦流とが互いに干渉して推進力を滅殺する欠点があった。   Further, in the invention described in Patent Document 1, since the auxiliary propulsion propeller is substantially at the same height as the main propeller, the vortex generated from the main propeller and the vortex generated from the auxiliary propeller interfere with each other. And there was a drawback of destroying the driving force.

この発明は、前記欠点を解決するためになされたもので、各プロペラの渦流が互いに干渉せずに船舶の推進力を向上することができる船舶の推進機構を提供することを目的とする。   This invention was made in order to solve the said fault, and it aims at providing the propulsion mechanism of the ship which can improve the propulsion force of a ship, without the eddy current of each propeller interfering with each other.

（１）本発明では、主推進プロペラを船体後尾の中央部に配設するとともに、前記主推進プロペラよりも小型の補助推進プロペラを、前記主推進プロペラの後方左右の船底に配設した船舶の推進機構において、前記主推進プロペラと前記左右の補助推進プロペラとの間の船底部の内部に、各補助推進プロペラに回転動力を出力する補助推進用エンジンをそれぞれ配設し、前記補助推進用エンジンが配設された船底部を下方に凸状に***せしめてエンジン配設空間を形成し、前記***したエンジン配設空間に前記各補助推進用エンジンの底部を位置させるとともに、前記補助推進プロペラの上方に位置する船底部を凹状に陥没させてプロペラ配設空間を形成し、前記陥没したプロペラ配設空間に前記補助推進プロペラを位置させたことを特徴とする。   (1) In the present invention, a main propulsion propeller is disposed at the center of the hull tail, and auxiliary propulsion propellers smaller than the main propeller are disposed on the left and right bottoms of the main propeller. In the propulsion mechanism, auxiliary propulsion engines that output rotational power to the auxiliary propulsion propellers are respectively disposed in the bottom of the ship between the main propulsion propeller and the left and right auxiliary propulsion propellers. The bottom portion of each auxiliary propulsion engine is positioned in the raised engine arrangement space by projecting the bottom of the ship in which the bottom of the auxiliary propeller is disposed in a convex manner downward. A propeller installation space is formed by recessing a ship bottom portion located above in a concave shape, and the auxiliary propulsion propeller is positioned in the depressed propeller installation space. That.

（２）本発明は、前記（１）において、前記主推進プロペラの軸心から前記補助推進プロペラの軸心までの距離Ｌは、前記主推進プロペラの半径ｒ１および補助推進プロペラの半径ｒ２と以下の式の相関関係を有することを特徴とする。
Ｌ＞０．４２５ｒ１＋ｒ２ (2) In the present invention, in (1), the distance L from the axis of the main propeller to the axis of the auxiliary propeller is equal to or less than the radius r1 of the main propeller and the radius r2 of the auxiliary propeller. It is characterized by having a correlation of the following formula.
L> 0.425r1 + r2

（３）本発明は、前記（１）または（２）において、前記補助推進プロペラは、前記主推進プロペラの上方に配設されていることを特徴とする。   (3) The present invention is characterized in that, in the above (1) or (2), the auxiliary propeller is disposed above the main propeller.

（４）本発明は、前記（１）〜（３）において、底面視で後方に向かって漸次先細りテーパー形状で、かつ、断面正面視で下方に向かって漸次先細りのテーパー形状で、かつ、側面視で前方に向かって略鋭角の三角形を有する軸保持板を、船尾の船底部の前記プロペラ配設空間とエンジン配設空間との略中央部に配設し、前記軸保持板の略中央部に、前記補助推進用エンジンから補助プロペラまでに至る回転軸を貫通させたことを特徴とする。   (4) In the above (1) to (3), the present invention has a gradually tapered taper shape rearward in a bottom view and a gradually tapered taper shape downward in a sectional front view, and a side surface. A shaft holding plate having a substantially acute triangle when viewed from the front is disposed at a substantially central portion between the propeller installation space and the engine installation space at the bottom of the stern, and is substantially at the center of the shaft holding plate. Further, a rotating shaft extending from the auxiliary propulsion engine to the auxiliary propeller is penetrated.

請求項１に記載の発明によれば、主推進プロペラと左右の補助推進プロペラとの間の船底部の内部に、各補助推進プロペラに回転動力を出力する補助推進用エンジンをそれぞれ配設し、前記補助推進用エンジンが配設された船底部を下方に凸状に***せしめて、前記***した空間に前記各補助推進用エンジンの底部を位置させているので、エンジンからの回転動力を出力するプロペラ軸を船尾側の水平方向に配設することができ、そのプロペラ軸が推進時の抵抗になりにくく、推進障害を生じにくくすることができる。   According to the first aspect of the present invention, the auxiliary propulsion engines that output the rotational power to the auxiliary propulsion propellers are disposed inside the ship bottom between the main propeller and the left and right auxiliary propellers, respectively. Since the bottom of the ship where the auxiliary propulsion engine is disposed is raised in a convex shape and the bottom of each auxiliary propulsion engine is located in the raised space, the rotational power from the engine is output. The propeller shaft can be arranged in the horizontal direction on the stern side, and the propeller shaft is unlikely to become a resistance during propulsion, and a propulsion failure can be prevented.

また、補助推進プロペラの上方に位置する船底部を凹状に陥没させて、前記陥没した空間に前記補助推進プロペラを位置させているので、補助推進プロペラを主推進プロペラよりも可及的に上方位置に配設することができプロペラ軸が推進障害とならず、また、船底の形状が前方凸状で後方凹状の波打ち形状に形成しているので各プロペラの渦流が互いに干渉せず推進力を減殺することなく推進力を発揮することができる。   Further, since the bottom of the ship located above the auxiliary propeller is recessed, and the auxiliary propeller is positioned in the depressed space, the auxiliary propeller is positioned as far as possible above the main propeller. The propeller shaft does not become a hindrance to propulsion, and the shape of the bottom of the ship is convex forward and concave to the rear, so the vortex flow of each propeller does not interfere with each other and propulsion is reduced. The driving force can be demonstrated without doing.

請求項２に記載の発明によれば、前記主推進プロペラの軸心から前記補助推進プロペラの軸心までの距離Ｌは、前記主推進プロペラの半径ｒ１および補助推進プロペラの半径ｒ２と、Ｌ＞０．４２５ｒ１＋ｒ２で表される式の相関関係を有するので、その相関関係により、補助推進プロペラを主推進プロペラの渦流と干渉しない位置に配設することができ、互いのプロペラから発生する推進力が渦流の干渉により減殺されることを防止し、３機のプロペラのそれぞれが有する推進力を有効に機能させて格段に船体の走行速度を向上させることが出来る。   According to the second aspect of the present invention, the distance L from the axis of the main propeller to the axis of the auxiliary propeller is set to a radius r1 of the main propeller and a radius r2 of the auxiliary propeller, L> Since there is a correlation of an expression expressed by 0.425r1 + r2, the auxiliary propulsion propeller can be disposed at a position that does not interfere with the vortex of the main propulsion propeller due to the correlation, and the propulsive force generated from each propeller can be reduced. The propulsion force of each of the three propellers can be effectively functioned, and the traveling speed of the hull can be significantly improved.

請求項３に記載の発明によれば、前記補助推進プロペラは、前記主推進プロペラの上方に配設されているので、確実に主推進プロペラの渦流と干渉しない位置に補助推進プロペラを配設することができる。補助推進プロペラを渦流と干渉しない位置に配設することにより、渦流による補助推進プロペラの回転力の妨げが少なくなるからである。   According to the third aspect of the present invention, since the auxiliary propulsion propeller is disposed above the main propulsion propeller, the auxiliary propulsion propeller is reliably disposed at a position that does not interfere with the vortex of the main propulsion propeller. be able to. This is because by disposing the auxiliary propulsion propeller at a position that does not interfere with the vortex, the hindrance to the rotational force of the auxiliary propeller is reduced.

請求項４に記載の発明によれば、底面視で後方に向かって漸次先細りテーパー形状で、かつ、断面正面視で下方に向かって漸次先細りのテーパー形状で、かつ、側面視で前方に向かって略鋭角の三角形を有する軸保持板を、船尾の船底部の前記プロペラ配設空間とエンジン配設空間との略中央部に配設し、前記軸保持板の略中央部に、前記補助推進用エンジンから補助プロペラまでに至る回転軸を貫通させているので、軸保持板をこのような形状としたことにより、船舶の推進に伴い水抵抗を受ける軸保持板は、水流を円滑に後方および下方に誘導し、可及的に水抵抗を少なくしており、かかる軸保持板中に、補助推進用エンジンから補助プロペラに至る回転軸を貫通させているため、補助推進プロペラの回転軸の関連する支持ケースや軸ケースによる従来の水抵抗を解消することができ、船舶の推進速度を向上させることができる。   According to the fourth aspect of the present invention, the taper shape is gradually tapered toward the rear in the bottom view, and the taper shape is gradually tapered toward the bottom in the cross-sectional front view, and toward the front in the side view. A shaft holding plate having a substantially acute triangle is disposed at a substantially central portion of the propeller installation space and the engine installation space at the bottom of the stern, and the auxiliary propulsion plate is disposed at a substantially central portion of the shaft holding plate. Since the rotating shaft from the engine to the auxiliary propeller is penetrated, the shaft holding plate is shaped like this so that the shaft holding plate that receives water resistance as the ship propels is In order to reduce the water resistance as much as possible, the rotating shaft from the auxiliary propulsion engine to the auxiliary propeller is passed through the shaft holding plate, so that the rotation axis of the auxiliary propeller is related. Support case and shaft It is possible to eliminate the conventional water resistance due to scan, it is possible to improve the advancing speed of the ship.

本実施形態における推進機構を備えた船舶は、排水量が１０００ｔクラスの大きさを有する船舶をターゲットとするものであるが、その大きさは限定されない。また、本実施形態における船舶の推進機構は、漁船や客船などの用途別に限らず適用することができる。   Although the ship provided with the propulsion mechanism in the present embodiment targets a ship having a displacement of 1000 t class, the size is not limited. In addition, the ship propulsion mechanism in the present embodiment can be applied not only for each purpose such as fishing boats and passenger ships.

主推進プロペラを船体後尾の中央部に配設するとともに、前記主推進プロペラよりも小型の補助推進プロペラを、前記主推進プロペラの後方左右の船底に配設している。主推進プロペラの大きさは限定されない。また、補助推進用プロペラの大きさも限定されない。さらに、主推進プロペラおよび補助推進プロペラの羽根数も限定されない。   A main propeller is disposed at the center of the rear of the hull, and auxiliary propellers smaller than the main propeller are disposed on the left and right hull bottoms of the main propeller. The size of the main propeller is not limited. Further, the size of the auxiliary propeller is not limited. Furthermore, the number of blades of the main propulsion propeller and the auxiliary propulsion propeller is not limited.

また、前記主推進プロペラと前記左右の補助推進プロペラとの船舶の長さ方向の距離は限定されない。そして、前記主推進プロペラと前記左右の補助推進プロペラとの間に各補助推進プロペラに回転動力を出力する補助推進用エンジンを配設する。その補助推進用エンジンとしては、ディーゼルエンジンが使用される。その補助推進用エンジンの馬力、最大回転数は限定されない。   Further, the distance in the length direction of the ship between the main propeller and the left and right auxiliary propellers is not limited. An auxiliary propulsion engine that outputs rotational power to each auxiliary propeller is disposed between the main propeller and the left and right auxiliary propellers. A diesel engine is used as the auxiliary propulsion engine. The horsepower and maximum rotational speed of the auxiliary propulsion engine are not limited.

さらに、前記補助推進エンジンが配設された船底部を下方に凸状に***せしめてエンジン配設空間を形成している。その凸状のエンジン配設空間の曲率は限定されない。前記エンジン配設空間の曲率は、補助推進エンジンの大きさにより適宜決定することができる。また、船底部を凹状に陥没させてプロペラ配設空間を形成している。そのプロペラ配設空間の曲率も限定されない。プロペラ配設空間の曲率もプロペラの大きさにより適宜決定することができる。   Furthermore, the bottom of the ship where the auxiliary propulsion engine is arranged is raised downward to form an engine installation space. The curvature of the convex engine installation space is not limited. The curvature of the engine installation space can be appropriately determined depending on the size of the auxiliary propulsion engine. Further, the propeller installation space is formed by sinking the bottom of the ship into a concave shape. The curvature of the propeller arrangement space is not limited. The curvature of the propeller installation space can also be appropriately determined according to the size of the propeller.

以下、本願発明の実施の形態について、図面を参照しながらより具体的に説明する。図１は本実施形態における船舶の全体構成を示す側面図、図２は本実施形態における船舶の主推進プロペラと補助推進プロペラとの構成を示す底面図、図３は図１のＡ方向から見た船尾の断面構成を示す断面図、図４は図１のＢ方向から見た船尾の断面構成を示す断面図、図５は船舶の補助推進プロペラの軸保持板の構成を示す斜視図である。   Hereinafter, embodiments of the present invention will be described more specifically with reference to the drawings. FIG. 1 is a side view showing the overall configuration of the ship in the present embodiment, FIG. 2 is a bottom view showing the configuration of the main propulsion propeller and auxiliary propeller of the ship in the present embodiment, and FIG. 3 is a view from the direction A in FIG. 4 is a cross-sectional view showing the cross-sectional structure of the stern as seen from the direction B in FIG. 1, and FIG. 5 is a perspective view showing the structure of the shaft holding plate of the auxiliary propulsion propeller of the ship. .

本実施形態における船舶１０は、船舶１０のメインの推進力として、主推進プロペラ１２を船体後尾の中央部に配設されている。主推進プロペラ１２は、例えば、４個の羽根を備えたものである。主推進プロペラ１２を駆動するエンジンは、船舶１０の略中央に配設されている。エンジンは、ディーゼルエンジンである。また、前記主推進プロペラ１２の背面部には、船舶１０の推進方向を制御する舵１８が配設されている。   The ship 10 in this embodiment has a main propulsion propeller 12 disposed in the center of the hull tail as the main propulsive force of the ship 10. The main propeller 12 has, for example, four blades. An engine that drives the main propulsion propeller 12 is disposed substantially at the center of the ship 10. The engine is a diesel engine. A rudder 18 for controlling the propulsion direction of the ship 10 is disposed on the back surface of the main propeller 12.

一般的に、船舶１０の主推進プロペラ１２の直径Ｄｍφは、以下の（１）式により求めることができる。

Figure 2009067213
ここで、Ｎｐはプロペラの回転数（ｒｐｍ）、ｐｓはエンジンの馬力（Ｂｈｐ）、Ｖｓは船舶１０の速度である。例えば排水量１０００ｔの船舶１０では主推進プロペラ１２は、直径Ｄｍφが略２９００ｍｍである。 In general, the diameter Dmφ of the main propulsion propeller 12 of the ship 10 can be obtained by the following equation (1).
Figure 2009067213
 Here, Np is the rotation speed (rpm) of the propeller, ps is the horsepower (Bhp) of the engine, and Vs is the speed of the ship 10. For example, in the ship 10 having a displacement of 1000 t, the main propeller 12 has a diameter Dmφ of approximately 2900 mm.

さらに、主推進プロペラ１２からはその後方に渦流を発生させる。すなわち、図１に示すように、主推進プロペラから所定大きさで所定の距離（１．２５×Ｄｍφ）後方に流れる渦流を発生させる。発生した渦流は、その後海水内で拡散しながら消滅する。小型船の場合、渦流の大きさＤｖφは、主推進プロペラ１２の直径Ｄｍφの８５％となっている。この値は、西部造船会平成５年５月第８６回例会での「舵角を有するプロペラ・舵システムの性能推定法とその舵設計の応用」の発表による。   Further, a vortex is generated behind the main propeller propeller 12. That is, as shown in FIG. 1, a vortex flow is generated that flows backward from the main propeller by a predetermined size and a predetermined distance (1.25 × Dmφ). The generated vortex flow disappears while diffusing in the seawater. In the case of a small boat, the magnitude Dvφ of the vortex is 85% of the diameter Dmφ of the main propeller 12. This value is based on the announcement of “Performance Estimation Method of Propeller and Rudder System with Rudder Angle and Its Rudder Design Application” at the 86th Regular Meeting of the Western Shipbuilding Association in May 1993.

本実施形態における船舶１０では、主推進プロペラ１２から生じる渦流域外に、補助推進プロペラ１１ａ、１１ｂを配設している。もし、補助推進プロペラ１１ａ、１１ｂが主推進プロペラ１２の渦流と干渉する位置に配設されると、渦流による補助推進プロペラ１１ａ、１１ｂの回転力の妨げとなるからである。以下、補助推進プロペラ１１ａ、１１ｂの構造について詳細に説明する。   In the ship 10 in this embodiment, auxiliary propulsion propellers 11 a and 11 b are disposed outside the vortex region generated from the main propeller propeller 12. This is because if the auxiliary propulsion propellers 11a and 11b are disposed at positions where they interfere with the vortex flow of the main propulsion propeller 12, the rotational force of the auxiliary propulsion propellers 11a and 11b due to the vortex flow is hindered. Hereinafter, the structure of the auxiliary propellers 11a and 11b will be described in detail.

補助推進プロペラ１１ａ、１１ｂは、図１および図２に示すように、前記主推進プロペラ１２の後方左右の船底に配設されている。また、主推進プロペラ１２と前記左右の補助推進プロペラ１１ａ、１１ｂとの間の船底部の内部に、各補助推進プロペラ１１ａ、１１ｂに回転動力を出力する補助推進用エンジン１３をそれぞれ配設している。補助推進プロペラ１１ａ、１１ｂとしては、ディーゼルエンジンを搭載することができる。   As shown in FIGS. 1 and 2, the auxiliary propulsion propellers 11 a and 11 b are disposed on the left and right ship bottoms of the main propeller propeller 12. Also, auxiliary propulsion engines 13 that output rotational power to the auxiliary propulsion propellers 11a and 11b are respectively disposed in the bottom of the ship between the main propeller propeller 12 and the left and right auxiliary propellers 11a and 11b. Yes. As the auxiliary propulsion propellers 11a and 11b, diesel engines can be mounted.

図１に示すように、補助推進用エンジン１３が配設された船底部を下方に凸状に***せしめてエンジン配設空間１４を形成する。そのエンジン配設空間１４に前記各補助推進用エンジン１３の底部を位置させる。すなわち、図１および図４に示すように、凸状に***させたエンジン配設空間に補助推進エンジンの底部を配設しているので、補助推進エンジンをより海底方向に位置させることができる。そして、補助推進用エンジン１３の軸部から船尾側に回転軸１６を突出させ、その回転軸１６の先端に補助推進プロペラ１１ａ、１１ｂを取り付ける。取り付ける補助推進プロペラ１１ａ、１１ｂは、４個の羽根を備えたものである。   As shown in FIG. 1, an engine installation space 14 is formed by projecting the bottom of the ship where the auxiliary propulsion engine 13 is disposed in a convex manner downward. The bottom of each auxiliary propulsion engine 13 is positioned in the engine installation space 14. That is, as shown in FIGS. 1 and 4, since the bottom portion of the auxiliary propulsion engine is arranged in the engine arrangement space raised in a convex shape, the auxiliary propulsion engine can be positioned more in the seabed direction. Then, the rotary shaft 16 is protruded from the shaft portion of the auxiliary propulsion engine 13 to the stern side, and the auxiliary propulsion propellers 11 a and 11 b are attached to the tips of the rotary shaft 16. The auxiliary propellers 11a and 11b to be attached have four blades.

これにより、エンジンからの回転動力を出力するプロペラ軸を船尾側の水平方向に配設することができ、そのプロペラ軸が推進時の抵抗になりにくく、推進障害を生じにくくすることができる。   As a result, the propeller shaft that outputs the rotational power from the engine can be disposed in the horizontal direction on the stern side, and the propeller shaft is unlikely to become a resistance during propulsion, and a propulsion failure can be prevented.

また、補助推進プロペラ１１ａ、１１ｂの上方に位置する船底部を凹状に陥没させてプロペラ配設空間１５を形成し、そのプロペラ配設空間１５に前記補助推進プロペラ１１ａ、１１ｂを配設している。すなわち、図３に示すように、プロペラ配設空間１５に、補助推進プロペラ１１ａ、１１ｂの略１／４の大きさで陥没させている。これにより、補助推進プロペラ１１ａ、１１ｂを主推進プロペラ１２よりも可及的に上方位置に配設することができる。また、プロペラ軸が推進障害とならず、船底の形状が前方凸状で後方凹状の波打ち形状に形成しているので、各プロペラの渦流が互いに干渉せず推進力を減殺することなく推進力を発揮することができる。   Further, the bottom of the ship located above the auxiliary propulsion propellers 11 a and 11 b is depressed to form a propeller arrangement space 15, and the auxiliary propulsion propellers 11 a and 11 b are arranged in the propeller arrangement space 15. . That is, as shown in FIG. 3, the propeller installation space 15 is depressed with a size that is approximately 1/4 of the auxiliary propellers 11 a and 11 b. Thereby, the auxiliary propulsion propellers 11a and 11b can be disposed at an upper position as much as possible than the main propulsion propeller 12. In addition, the propeller shaft does not become a hindrance to propulsion, and the shape of the bottom of the ship is a convex front and a backward concave wavy shape, so the vortex flow of each propeller does not interfere with each other and the propulsive force is reduced without reducing the propulsion It can be demonstrated.

さらに、補助推進プロペラ１１ａ、１１ｂを、前記主推進プロペラ１２の上方に配設した。これにより、確実に主推進プロペラ１２の渦流と干渉しない位置に補助推進プロペラ１１ａ、１１ｂを配設することができ、補助推進プロペラ１１ａ、１１ｂの回転力の低下を防ぐことができる。   Further, auxiliary propulsion propellers 11 a and 11 b are arranged above the main propulsion propeller 12. Thereby, the auxiliary propulsion propellers 11a and 11b can be reliably disposed at positions that do not interfere with the vortex of the main propulsion propeller 12, and a reduction in the rotational force of the auxiliary propulsion propellers 11a and 11b can be prevented.

補助推進プロペラ１１ａ、１１ｂは、前記主推進プロペラ１２よりも小型である。その補助推進プロペラ１１ａ、１１ｂの直径Ｄｓφは、好ましくは主推進プロペラ１２の大きさＤｍφの略１／３である。略１／３未満であると、主推進プロペラ１２の推進力を補助する推進力が得られなくなるからである。主推進プロペラ１２の直径Ｄｍφが前記（１）式により求められれば、補助推進プロペラ１１ａ、１１ｂの直径Ｄｓφを求めることができる。本実施形態における船舶１０での補助推進プロペラ１１ａ、１１ｂは、前記主推進プロペラ１２の１／３の直径を有し、その直径Ｄｖφは略９８０ｍｍである。   The auxiliary propulsion propellers 11 a and 11 b are smaller than the main propulsion propeller 12. The diameter Dsφ of the auxiliary propulsion propellers 11a and 11b is preferably approximately 1/3 of the size Dmφ of the main propeller propeller 12. This is because if it is less than about 1/3, the propulsive force that assists the propulsive force of the main propeller 12 cannot be obtained. If the diameter Dmφ of the main propulsion propeller 12 is obtained by the equation (1), the diameter Dsφ of the auxiliary propellers 11a and 11b can be obtained. The auxiliary propulsion propellers 11a and 11b in the ship 10 in the present embodiment have a diameter of 1/3 of the main propulsion propeller 12, and the diameter Dvφ is approximately 980 mm.

また、補助推進プロペラ１１ａと補助推進プロペラ１１ｂとの距離は限定されないが、本実施形態における船舶では、補助プロペラの直径をＤｓφとした場合、補助推進プロペラ１１ａと補助推進プロペラ１１ｂとの距離を１．７５×Ｄｓφとしている。   Further, the distance between the auxiliary propeller 11a and the auxiliary propeller 11b is not limited. However, in the ship in the present embodiment, when the diameter of the auxiliary propeller is Dsφ, the distance between the auxiliary propeller 11a and the auxiliary propeller 11b is 1 .75 × Dsφ.

図３および図４に示すように、主推進プロペラ１２の軸心から前記補助推進プロペラ１１ａ、１１ｂの軸心までの距離Ｌは、前記主推進プロペラ１２の半径ｒ１および補助推進プロペラ１１ａ、１１ｂの半径ｒ２との相関関係を有し、以下の（１）式で表される。   As shown in FIGS. 3 and 4, the distance L from the axial center of the main propeller propeller 12 to the axial center of the auxiliary propeller props 11a and 11b is the radius r1 of the main propeller propeller 12 and the auxiliary propeller props 11a and 11b. It has a correlation with the radius r2, and is expressed by the following equation (1).

Ｌ＞０．４２５ｒ１＋ｒ２・・・（１）
なお、渦流の大きさは、主推進プロペラ１２の直径Ｄｍφの０．８５倍であり、前記相関関係を半径ｒ１で表しているので、前記直径Ｄｍφの０．８５の１／２である０．４２５との値が含まれている。 L> 0.425r1 + r2 (1)
The size of the vortex flow is 0.85 times the diameter Dmφ of the main propeller propeller 12, and the correlation is represented by the radius r1, so that it is 1/2 of 0.85 of the diameter Dmφ. A value of 425 is included.

また、前記渦流の影響領域からマージンをみて、補助推進プロペラ１１ａ、１１ｂを配設することができる。すなわち、図３および図４に示すように、渦流の影響領域の大きさがＤｖφであるので、渦流の影響領域より０．２０×Ｄｖφの距離外方に、補助推進プロペラ１１ａ、１１ｂが位置するようにすることもできる。   Further, the auxiliary propellers 11a and 11b can be arranged with a margin from the influence area of the vortex flow. That is, as shown in FIGS. 3 and 4, since the size of the vortex flow influence area is Dvφ, the auxiliary propulsion propellers 11 a and 11 b are located outside the vortex flow influence area by a distance of 0.20 × Dvφ. It can also be done.

その相関関係により、補助推進プロペラ１１ａ、１１ｂを、主推進プロペラ１２の渦流と干渉しない位置に配設することができ、互いのプロペラから発生する推進力が渦流の干渉により減殺されることを防止し、３機のプロペラのそれぞれが有する推進力を有効に機能させて格段に船体の走行速度を向上させることができる。   Due to this correlation, the auxiliary propellers 11a and 11b can be disposed at positions where they do not interfere with the vortex flow of the main propeller propeller 12, and the propulsive force generated from the mutual propellers is prevented from being reduced by the vortex flow interference. In addition, the propulsive force of each of the three propellers can be effectively functioned to significantly improve the traveling speed of the hull.

次に、補助プロペラの軸保持板１７の構造について図５を参照して説明する。   Next, the structure of the shaft holding plate 17 of the auxiliary propeller will be described with reference to FIG.

図５に示すように、船尾の船底部であって、前記プロペラ配設空間１５と前記エンジン配設空間１４との略中央部に軸保持板１７が垂設されている。すなわち、軸保持板１７は、図２に示すように、底面視で後方に向かって漸次先細りテーパー形状を有している。また、断面正面視で下方に向かって漸次先細りのテーパー形状を有している。さらに、図１に示すように、側面視で前方に向かって略鋭角（船体と軸保持板となす角が略鋭角）の三角形を有している。   As shown in FIG. 5, a shaft holding plate 17 is suspended from the stern bottom of the stern, substantially at the center between the propeller installation space 15 and the engine installation space 14. That is, as shown in FIG. 2, the shaft holding plate 17 has a tapered shape that gradually tapers toward the rear as viewed from the bottom. Moreover, it has a taper shape which tapers gradually toward the lower side in a cross-sectional front view. Furthermore, as shown in FIG. 1, it has a triangle with a substantially acute angle (the angle between the hull and the shaft holding plate is a substantially acute angle) toward the front in a side view.

そして、図１に示すように、軸保持板１７の略中央部に、前記補助推進用エンジン１３から補助推進用プロペラまでに至る回転軸１６を貫通させている。具体的には、前記軸保持板１７の略中央部には、鋼管のスタンチューブが配設されている。そして、そのスタンチューブ内に前記回転軸１６が配設される。なお、前記軸保持板１７は、船尾側に配設された固定部材１９により強固に固定されている。   As shown in FIG. 1, a rotating shaft 16 extending from the auxiliary propulsion engine 13 to the auxiliary propulsion propeller is passed through a substantially central portion of the shaft holding plate 17. Specifically, a steel tube stun tube is disposed at a substantially central portion of the shaft holding plate 17. The rotating shaft 16 is disposed in the stun tube. The shaft holding plate 17 is firmly fixed by a fixing member 19 disposed on the stern side.

軸保持板１７をこのような形状としたことにより、船舶１０の推進に伴い水抵抗を受ける軸保持板１７は、水流を円滑に後方および下方に誘導し、可及的に水抵抗を少なくしており、かかる軸保持板１７中に、補助推進用エンジン１３から補助プロペラに至る回転軸１６を貫通させているため、補助推進プロペラ１１ａ、１１ｂの回転軸１６の関連する支持ケースや軸ケースによる従来の水抵抗を解消することができ、船舶１０の推進速度を向上させることができるのである。   With the shaft holding plate 17 having such a shape, the shaft holding plate 17 that receives water resistance as the ship 10 is propelled smoothly guides the water flow backward and downward, and reduces the water resistance as much as possible. Since the rotary shaft 16 extending from the auxiliary propulsion engine 13 to the auxiliary propeller is passed through the shaft holding plate 17, the support case and the shaft case related to the rotary shaft 16 of the auxiliary propulsion propellers 11a and 11b are used. The conventional water resistance can be eliminated and the propulsion speed of the ship 10 can be improved.

本実施形態における船舶の全体構成を示す側面図である。It is a side view which shows the whole structure of the ship in this embodiment. 本実施形態における船舶の主推進プロペラと補助推進プロペラとの構成を示す底面図である。It is a bottom view which shows the structure of the main propulsion propeller and auxiliary propulsion propeller of the ship in this embodiment. 図１のＡ方向から見た船尾の断面構成を示す断面図である。It is sectional drawing which shows the cross-sectional structure of the stern seen from the A direction of FIG. 図１のＢ方向から見た船尾の断面構成を示す断面図である。It is sectional drawing which shows the cross-sectional structure of the stern seen from the B direction of FIG. 本実施形態における船舶の補助推進プロペラの軸ケースの構成を示す断面図である。It is sectional drawing which shows the structure of the shaft case of the auxiliary propulsion propeller of the ship in this embodiment.

符号の説明Explanation of symbols

１０ 船舶、
１１ａ、１１ｂ 補助推進プロペラ、
１２ 主推進プロペラ、
１３ 補助推進用エンジン、
１４ エンジン配設空間、
１５ プロペラ配設空間、
１６ 回転軸、
１７ 軸保持板。 10 ships,
11a, 11b Auxiliary propeller,
12 Main propeller,
13 Auxiliary propulsion engine,
14 Engine installation space,
15 Propeller installation space,
16 axis of rotation,
17 Axis holding plate.

Claims (4)

主推進プロペラを船体後尾の中央部に配設するとともに、前記主推進プロペラよりも小型の補助推進プロペラを、前記主推進プロペラの後方左右の船底に配設した船舶の推進機構において、
前記主推進プロペラと前記左右の補助推進プロペラとの間の船底部の内部に、各補助推進プロペラに回転動力を出力する補助推進用エンジンをそれぞれ配設し、
前記補助推進用エンジンが配設された船底部を下方に凸状に***せしめてエンジン配設空間を形成し、前記***したエンジン配設空間に前記各補助推進用エンジンの底部を位置させるとともに、
前記補助推進プロペラの上方に位置する船底部を凹状に陥没させてプロペラ配設空間を形成し、前記陥没したプロペラ配設空間に前記補助推進プロペラを位置させたことを特徴とする船舶の推進機構。 In the ship propulsion mechanism in which the main propeller is disposed at the center of the hull tail and auxiliary propellers smaller than the main propeller are disposed on the left and right bottom of the main propeller.
Auxiliary propulsion engines that output rotational power to the auxiliary propulsion propellers are respectively disposed in the bottom of the ship between the main propeller and the left and right auxiliary propellers.
The bottom of the ship where the auxiliary propulsion engines are arranged is raised downward to form an engine arrangement space, and the bottom of each auxiliary propulsion engine is positioned in the raised engine arrangement space,
A marine vessel propulsion mechanism characterized in that a ship bottom portion located above the auxiliary propeller propeller is recessed to form a propeller arrangement space, and the auxiliary propeller propeller is positioned in the depressed propeller arrangement space. . 前記主推進プロペラの軸心から前記補助推進プロペラの軸心までの距離Ｌは、前記主推進プロペラの半径ｒ１および補助推進プロペラの半径ｒ２と以下の式の相関関係を有することを特徴とする請求項１に記載の船舶の推進機構。
Ｌ＞０．４２５ｒ１＋ｒ２ The distance L from the axis of the main propeller to the axis of the auxiliary propeller has a correlation with the radius r1 of the main propeller and the radius r2 of the auxiliary propeller as follows: Item 2. A ship propulsion mechanism according to item 1.
L> 0.425r1 + r2 前記補助推進プロペラは、前記主推進プロペラの上方に配設されていることを特徴とする請求項１または請求項２に記載の船舶の推進機構。   The marine vessel propulsion mechanism according to claim 1 or 2, wherein the auxiliary propeller is disposed above the main propeller. 底面視で後方に向かって漸次先細りテーパー形状で、かつ、断面正面視で下方に向かって漸次先細りのテーパー形状で、かつ、側面視で前方に向かって略鋭角の三角形を有する軸保持板を、船尾の船底部の前記プロペラ配設空間とエンジン配設空間との略中央部に配設し、
前記軸保持板の略中央部に、前記補助推進用エンジンから補助プロペラまでに至る回転軸を貫通させたことを特徴とする請求項１〜請求項３のいずれか１項に記載の船舶の推進機構。 A shaft holding plate having a tapered shape that gradually tapers backward in a bottom view and a tapered shape that gradually tapers downward in a cross-sectional front view, and a substantially acute triangle facing forward in a side view, Arranged in the approximate center between the propeller arrangement space and the engine arrangement space at the bottom of the stern,
The ship propulsion according to any one of claims 1 to 3, wherein a rotation shaft extending from the auxiliary propulsion engine to the auxiliary propeller is passed through a substantially central portion of the shaft holding plate. mechanism.
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JP2010532290A (en) * 2007-07-06 2010-10-07 アーケル アークティック テクノロジー オサケ ユキチュア Method for improving the ice breaking characteristics of a ship and a ship constructed by this method

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020026322A1 (en) 2018-07-31 2020-02-06 紀良 加森 Hull propulsion mechanism
KR20210034583A (en) 2018-07-31 2021-03-30 노리요시 카모리 Hull propulsion mechanism
US11077927B2 (en) 2018-07-31 2021-08-03 Noriyoshi Kamori Hull propulsion mechanism

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