JPH0615829Y2 - Ship propulsion equipment - Google Patents
Ship propulsion equipmentInfo
- Publication number
- JPH0615829Y2 JPH0615829Y2 JP1988148656U JP14865688U JPH0615829Y2 JP H0615829 Y2 JPH0615829 Y2 JP H0615829Y2 JP 1988148656 U JP1988148656 U JP 1988148656U JP 14865688 U JP14865688 U JP 14865688U JP H0615829 Y2 JPH0615829 Y2 JP H0615829Y2
- Authority
- JP
- Japan
- Prior art keywords
- propeller
- hull
- ship
- propellers
- blades
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- 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
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Retarders (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
Description
【考案の詳細な説明】 〔産業上の利用分野〕 この考案は、船舶の推進装置に係り、更に詳しくは、船
舶の推進性能を改善するための２基の推進器を装備した
場合の推進器の配置等に関する。[Detailed Description of the Invention] [Industrial field of application] The present invention relates to a propulsion device for a ship, and more specifically, a propulsion device equipped with two propulsion devices for improving the propulsion performance of the ship. Regarding the placement, etc.
船舶の推進性能を改善する方法として、推進器（以下
「プロペラ」ともいう）を２基装備する方法がある。プ
ロペラを２基装備すると、プロペラ１基当たりの荷重度
が半減し、プロペラ効率が向上する。この場合、抵抗
増加を極力避けること船殻効率を低下させないことが
改善のための重要なポイントとなる。そこで、これを実
現すべく従来技術としては二重反転プロペラ、オーバー
ランピングプロペラがある。As a method of improving the propulsion performance of a ship, there is a method of equipping two propulsion devices (hereinafter also referred to as “propellers”). If two propellers are installed, the load per propeller will be halved and the propeller efficiency will be improved. In this case, avoiding an increase in resistance as much as possible and not reducing hull efficiency are important points for improvement. Therefore, in order to realize this, there are a contra-rotating propeller and an over-ramping propeller as conventional techniques.
本考案に関連する後者のオーバーランピングプロペラ
は、２軸プロペラの前後位置をずらして、プロペラが重
なるように軸間隔を近づけて配置したプロペラである。
しかし、船体中心線上にプロペラ中心がある一軸船に比
べると、伴流の小さい船体中心線より外側にプロペラ中
心を配置するため、一般には船殻効率は低下する。ま
た、スターンフレームが一軸船より船首側に寄るため船
体がFullになって船体抵抗が増大したり、後方のプロペ
ラが前方のプロペラの回転流の影響を受けてプロペラ起
振力が増大したり、プロペラ効率が低下する等の問題が
ある。そこで、これを解消すべくオーバーランピングプ
ロペラの一種であるインターロッキングプロペラが提案
されている（例えば、実開昭58-149291号公報、実開昭6
0-103095号公報参照）。このインターロッキングプロペ
ラは２つのプロペラを同一面内で回転させるようにした
ものである。The latter over-ramping propeller related to the present invention is a propeller in which the front and rear positions of the biaxial propeller are displaced and the propellers are arranged close to each other so that the propellers overlap each other.
However, compared to a uniaxial ship with a propeller center on the hull centerline, the propeller center is located outside the hull centerline with small wakes, so hull efficiency is generally reduced. Also, since the stern frame is closer to the bow side than the uniaxial ship, the hull becomes full and the hull resistance increases, and the propeller on the rear side is affected by the rotating flow of the front propeller, and the propeller vibration force increases. There are problems such as a decrease in propeller efficiency. To solve this problem, an interlocking propeller, which is a kind of over-ramping propeller, has been proposed (for example, Japanese Utility Model Laid-Open No. 58-149291 and Japanese Utility Model Laid-Open Sho-6).
0-103095). This interlocking propeller rotates two propellers in the same plane.
しかしながら、前記公報に開示されているインターロッ
キングプロペラにおいては、少数翼又は小面積プロペラ
に制限されたり、また、これを避けるためプロペラ軸心
間隔が広くなって船殻効率の低下を招く。これに加え、
船殻効率の低下が大きいのは、前記公報記載のインター
ロッキングプロペラにおいては、船体ビルジ渦の船殻効
率への影響についての認識が欠如しているからに他なら
ない。すなわち、通常の船尾に装備されたプロペラに入
る流れには、第４図に示すように、左右舷にそれぞれ一
個づつのビルジ渦と言われる船体ビルジ部分に対称的に
発生した渦Ｖ１、Ｖ２が存在する。この２つのビルジ渦
Ｖ１、Ｖ２は、その回りに船体中心線に向かう回転流
（内回り回転流）を伴う。そのため、プロペラの位置や
回転方向等との関係で船体ビルジ渦の影響を受けて船殻
効率が大きく変化するのである。However, in the interlocking propeller disclosed in the above publication, the propeller is limited to a small number of blades or a small area propeller, and in order to avoid this, the propeller shaft center interval is widened and the hull efficiency is lowered. In addition to this,
The large decrease in hull efficiency is due to the lack of recognition of the effect of hull bilge vortex on hull efficiency in the interlocking propeller described in the above publication. That is, as shown in FIG. 4, in the flow that enters the propeller mounted on a normal stern, vortices V 1 and V 1 symmetrically generated in the bilge portion of the hull called one bilge vortex on each of the starboard and port sides are shown. There are two . The two bilge vortices V 1 and V 2 are accompanied by a rotating flow (inward rotating flow) toward the center line of the hull. Therefore, the hull efficiency greatly changes under the influence of the hull bilge vortex in relation to the position and rotation direction of the propeller.
この船体ビルジ渦を利用して推進効率の向上を狙ったも
のに特開昭63-34294号公報記載の先行技術がある。しか
しながら、この場合は、１基のプロペラをそのシャフト
センターを船体中心線よりずらして設けるものであっ
て、本来的に２基プロペラであるインターロッキングプ
ロペラの有する利点（プロペラの荷重度の減少、プロペ
ラ効率の向上等）は失われており、しかも、１基のプロ
ペラによって片側のビルジ渦のみを利用するに過ぎない
から船殻効率の大きな向上は望めず、結果的に全体の推
進効率の向上もさほど期待できない。また、オフセンタ
ーシヤフトにしているため船殻構造の設計、工作面の不
利な点が生じ、また、船の保針性、操船性についても不
利な点がでてくるおそれがある。There is a prior art described in Japanese Patent Laid-Open No. 63-34294, which aims to improve the propulsion efficiency by utilizing the bilge vortex of the hull. However, in this case, one propeller is provided with its shaft center displaced from the center line of the hull, and the advantage of the interlocking propeller, which is essentially two propellers (decrease in load of propeller, propeller) However, since only one bilge vortex is used by one propeller, no significant improvement in hull efficiency can be expected, resulting in improvement in overall propulsion efficiency. I can't expect much. Further, the off-center shaft has disadvantages in the design of the hull structure and the work surface, and may also have disadvantages in the needle keeping property and the maneuverability of the ship.
そこで、本考案は２基プロペラであるインターロッキン
グプロペラの利点を生かしつつ、さらに左右の２つのビ
ルジ渦を船殻効率の向上に有効利用して飛躍的な推進効
率の向上を図ることを目的とする。Therefore, the present invention aims to dramatically improve the propulsion efficiency by effectively utilizing the two left and right bilge vortices to improve the hull efficiency while taking advantage of the interlocking propeller, which is a two-propeller. To do.
上記目的達成のため、本考案にかかる船舶の推進装置
は、等しい回転数で同期して回転する２基の左右舷プロ
ペラの位置を互いに同一高さ位置とし、かつ、その前後
位置を互いに同一回転面内にくるように配置したインタ
ーロッキングプロペラを有する船舶において、各々のプ
ロペラ軸中心を左右舷に生起する船体ビルジ渦の中心近
くに配置し、いずれのプロペラ回転方向もビルジ渦回転
方向とは逆の外回り（左舷プロペラは反時計方向、右舷
プロペラは時計方向）とし、両プロペラを互いのプロペ
ラ羽根の位相が約３６０°／２Ｚ（Ｚ：翼数）ずれた位
置にくるように設け、しかも各プロペラ翼のレーキを互
いに異なる向きに形成したことを特徴とする。In order to achieve the above object, the propulsion device for a ship according to the present invention sets the positions of two left and right port propellers that rotate in synchronization at the same number of revolutions at the same height position and the front and rear positions thereof at the same rotation position. In a ship with interlocking propellers placed so that they are in the plane, the propeller shaft centers are placed near the center of the ship's bilge vortex that occurs on the starboard side, and both propeller rotation directions are opposite to the bilge vortex rotation direction. (The port side propeller is counterclockwise, and the starboard side propeller is clockwise). Both propellers are installed so that their propeller blades are out of phase with each other by about 360 ° / 2Z (Z: number of blades). It is characterized in that the rakes of the propeller blades are formed in different directions.
上記構成において、インターロッキングプロペラを構成
し、左右両側の船体ビルジ渦を有効に利用するととも
に、左右のプロペラの干渉を回避しつつプロペラ軸左右
間隔を小さくでき、スターンフレームとの前後位置を一
軸船と同等にできる。In the above configuration, the interlocking propeller is configured to effectively use the bilge vortexes on the left and right sides of the hull, and the left and right propeller shaft spacing can be reduced while avoiding the interference of the left and right propellers. Can be equivalent to
以下、本考案の実施例を図面を参照しながら説明する。 Hereinafter, embodiments of the present invention will be described with reference to the drawings.
第１図は本考案の実施例にかかる船尾部のプロペラ配置
を示す正面図、第２図は同平面図である。FIG. 1 is a front view showing a propeller arrangement of a stern portion according to an embodiment of the present invention, and FIG. 2 is a plan view thereof.
図において、２基のプロペラ１、２（１は右舷器、２は
左舷器を示す）が船体中心線Ｃにほぼ対称に、しかもそ
のプロペラ（推進）軸1B、2Bを平行して配設されてい
る。第１図において、２つのプロペラ１、２がそのプロ
ペラ軸心高さ位置を同一にして相互にオーバーラップし
て配設されており、両プロペラで所謂インターロッキン
グプロペラを形成している。両者の干渉を避けるため各
々のプロペラ１、２の羽根は約360°/(2Z)（Ｚ：翼数）
互いにずらして装着されており（第１図）、しかも各プ
ロペラ翼のレーキは互いに異なる向きに形成されている
（第２図）。第１図中、点線は船尾部の船体線図を示し
ている。この図に示す船型は、船体中心線Ｃを基準にし
て対称に形成され、船尾端に行くにつれて漸進的に狭ま
った形状を有する、いわゆる一軸船型の船舶である。Ｓ
は船尾船体、３はプロペラ後方に配置された舵である。
このような一軸船型においては、第４図の伴流分布と推
進器配置図に示すように、左右対称の船体ビルジ渦
Ｖ１、Ｖ２が存在する。図中、矢印は水流の方向を示
し、点線は同一流速を有する伴流を表示したものであ
る。船体ビルジ渦Ｖ１、Ｖ２は、船体中心に向かう内回
りの回転流を形成している。そこで、プロペラ軸1B,2B
をこの船体ビルジ渦Ｖ１、Ｖ２のほぼ中心近くに配置
し、プロペラ回転方向Ｒ１、Ｒ２をビルジ渦回転方向と
は逆向きの外回りとする。これにより左右舷のビルジ渦
Ｖ１、Ｖ２の有効利用が達成され船殻効率の向上が図れ
る。なお、第４図中、１′、２′はそれぞれ右舷プロペ
ラおよび左舷プロペラの回転軌跡を示す。また、９、
９′は一軸船におけるプロペラ軸とプロペラ回転軌跡を
参考までに示したものである。In the figure, two propellers 1 and 2 (1 is a starboard device, 2 is a port device) are arranged substantially symmetrically to the hull centerline C, and their propeller (propulsion) axes 1B and 2B are arranged in parallel. ing. In FIG. 1, two propellers 1 and 2 are arranged so as to have the same propeller shaft center height position and overlap each other, and both propellers form a so-called interlocking propeller. The blades of each propeller 1 and 2 are about 360 ° / (2Z) (Z: number of blades) to avoid interference between them.
The propeller blades are mounted offset from each other (Fig. 1), and the rakes of the propeller blades are formed in different directions (Fig. 2). In FIG. 1, the dotted line shows the hull diagram of the stern. The hull form shown in this figure is a so-called uniaxial hull type ship that is formed symmetrically with respect to the hull centerline C and has a shape that gradually narrows toward the stern end. S
Is a stern hull, and 3 is a rudder arranged behind the propeller.
In such a uniaxial hull form, as shown in the wake distribution and the propeller placement diagram in FIG. 4, bilaterally symmetrical hull bilge vortices V 1 and V 2 exist. In the figure, the arrow indicates the direction of the water flow, and the dotted line indicates the wake having the same flow velocity. The hull bilge vortices V 1 and V 2 form an inward rotating flow toward the center of the hull. Therefore, propeller shafts 1B, 2B
Is arranged near the center of the bilge vortices V 1 and V 2 of the hull, and the propeller rotation directions R 1 and R 2 are outer turns opposite to the bilge vortex rotation direction. As a result, effective use of the bilge vortices V 1 and V 2 on the port side can be achieved, and hull efficiency can be improved. In FIG. 4, reference numerals 1'and 2'represent the rotation trajectories of the starboard and port propellers, respectively. Also, 9,
Reference numeral 9'shows the propeller shaft and propeller rotation locus of a monoaxial ship for reference.
そして、第２図に示すように、インターロッキングプロ
ペラの考え方（２つのプロペラを同一回転面内に配設す
る）に加えて、前述した通り、２つのプロペラ１、２を
接近させても接触しないように右舷器、左舷器のプロペ
ラ翼レーキが互いに逆に形成してある。これにより、翼
数、展開面積の制限をうけることなく、広範囲の要目に
おいてインターロッキングプロペラとしての効果が期待
でき、スターンフレーム前後位置を一軸船と同等にする
ことにより船体抵抗の増加が押さえられる。なお、1A、2
Aはプロペラボスを示す。Then, as shown in FIG. 2, in addition to the concept of the interlocking propeller (two propellers are arranged in the same rotation plane), even if the two propellers 1 and 2 are brought close to each other, they do not come into contact with each other. Thus, the starboard and port propeller blade rakes are formed in reverse. As a result, the effect as an interlocking propeller can be expected in a wide range of important points without being restricted by the number of blades and the deployment area, and the increase in hull resistance can be suppressed by making the stern frame front and rear positions equivalent to a uniaxial ship. . In addition, 1A, 2
A indicates propeller boss.
第３図はプロペラと主機との配置関係図で、同図(a)(b)
(c)はいわゆる一機二軸系の場合、同図(d)は二機二軸系
の場合である。Fig. 3 is a layout diagram of the propeller and the main engine. Fig. 3 (a) (b)
(c) is a so-called single-machine / two-axis system, and (d) is a two-machine / two-axis system.
第３図(a)においては、右舷のプロペラ軸1Bは、その軸
端に装着された受動ギヤ1Cとこれに噛合する中間ギヤ６
及び駆動ギヤ4Bを介して主機４の駆動軸4Aに連結され、
左舷のプロペラ軸2Bはその軸端に設けた受動ギヤ2Cとこ
れに噛合する駆動ギヤ4Bを介して主機４の駆動軸4Aに連
結されている。なお、５はギヤボックスを示す。In FIG. 3 (a), the starboard propeller shaft 1B has a passive gear 1C mounted on its shaft end and an intermediate gear 6 meshing with the passive gear 1C.
And the drive shaft 4A of the main engine 4 via the drive gear 4B,
The port side propeller shaft 2B is connected to the drive shaft 4A of the main engine 4 via a passive gear 2C provided at the shaft end and a drive gear 4B meshing with the passive gear 2C. In addition, 5 shows a gear box.
同図(b)においては、駆動ギヤ4Bの両側にこれと噛合す
る受動ギヤ1C、2Cを有し、左舷のプロペラ軸2Bはこの受
動ギヤ2Cに直結され、他のプロペラ軸1Bは逆転機７を介
して樹号ギヤ1Cに連結されている。In the figure (b), the drive gear 4B has passive gears 1C and 2C meshing with the drive gear 4B on both sides. The port side propeller shaft 2B is directly connected to the passive gear 2C, and the other propeller shaft 1B is connected to the reversing unit 7B. It is connected to the tree gear 1C via.
同図(c)の場合は、上記の場合のように両方のプロペラ
軸1B、2Bが平行でなく主機４の駆動軸4Aに対し両側対称
に平面上斜めにプロペラ軸1B、2Bを配置した場合を示
す。ギヤの配置は同図(a)と同一である。もっともこの
場合も同図(b)のように中間ギヤ６に代えて逆転機７を
採用してもよい。In the case of FIG. 6 (c), both propeller shafts 1B and 2B are not parallel to each other as in the above case, and the propeller shafts 1B and 2B are arranged symmetrically with respect to the drive shaft 4A of the main engine 4 in a plane. Indicates. The arrangement of gears is the same as that shown in FIG. In this case, however, the reversing machine 7 may be adopted instead of the intermediate gear 6 as shown in FIG.
上記構成により、両方のプロペラ１、２は常に互いに等
しい回転速度で同期して回転せしめられ、しかもその回
転方向は両者とも外回りとすることができる。With the above configuration, both propellers 1 and 2 are always rotated in synchronization with each other at the same rotational speed, and both of them can be rotated outward.
他方、同図(d)の二機二軸の場合においては、両舷のプ
ロペラ軸1B、2Bがそれぞれ主機４、４に直結されてい
る。この場合、両方のプロペラ１、２の回転を同期させ
るためプロペラ軸1B、2Bの中間位置に同期用歯車８、８
を設けて両者を噛合させるようにしている。On the other hand, in the case of the two-machine twin-screw shown in FIG. 3D, the starboard propeller shafts 1B and 2B are directly connected to the main engines 4 and 4, respectively. In this case, in order to synchronize the rotations of both propellers 1 and 2, the synchronizing gears 8 and 8 are located at the intermediate positions of the propeller shafts 1B and 2B.
Is provided so that they can be engaged with each other.
本考案に基づき広範な水槽試験を行った結果、２基のプ
ロペラの最適な上下（高さ）位置については、ベースラ
イン（船底）上、0.5Ｄｐ以上、0.75Ｄｐ以下（Ｄｐ：
プロペラ直径）、また、２基プロペラ軸左右間隔につい
ては、0.5b＋0.5Ｄｐ以上、0.76Ｄｐ以下(b：プロペラ
ボス直径）の範囲が最適であることが判明している。As a result of extensive tank tests based on the present invention, for optimal vertical (height) position of the 2 groups propeller, on baseline (ship bottom), 0.5 D p or more, 0.75 D p below (D p:
Propeller diameter), also for the 2 groups propeller shaft lateral spacing, 0.5b + 0.5 D p or more, 0.76D p less (b: range of the propeller boss diameter) has been found to be optimal.
ここで、第５図においてプロペラ軸左右間隔と本考案の
効果との関係について図示する。図中、縦軸は本考案の
推進馬力と通常一軸船の推進馬力との比、横軸はプロペ
ラ軸左右間隔とプロペラ直径（Ｄｐ）との比を示す。こ
れによれば、軸間隔が0.75Ｄｐ以下であれば、通常の一
軸船に比べて本考案の推進馬力HPが小さくなることがわ
かる。Here, FIG. 5 illustrates the relationship between the left and right spacing of the propeller shaft and the effect of the present invention. In the figure, the vertical axis represents the ratio of the propulsive horsepower of the present invention to the propulsive horsepower of a normal monoaxial ship, and the horizontal axis represents the ratio of the propeller shaft horizontal distance to the propeller diameter (D p ). According to this, the axial distance is equal to or less than 0.75 D p, it can be seen that the propulsion horsepower HP of the present invention is smaller than the ordinary uniaxial ship.
また、第６図の馬力曲線の比較図において示すように、
Full Load（満載）状態及びBallast（バラスト）状態に
おいて、通常の一軸船に比し約12％の馬力減少効果が得
られることが判明した。図中、縦軸は推進馬力、横軸は
船速を示す。そして、点線は通常一軸船の場合、実線は
本考案の場合を示す。Further, as shown in the comparative diagram of the horsepower curve of FIG.
It has been found that in the Full Load state and the Ballast state, a horsepower reduction effect of about 12% can be obtained compared to a normal uniaxial ship. In the figure, the vertical axis represents propulsive horsepower and the horizontal axis represents ship speed. And, the dotted line shows the case of a normal uniaxial ship, and the solid line shows the case of the present invention.
以上説明したように、本考案によれば、次のような顕著
な効果を奏する。As described above, the present invention has the following remarkable effects.
(1)２つのプロペラ中心を極力船体のビルジ渦中心近く
に配置し、プロペラ回転方向をビルジ渦回転方向と逆向
きの外回りとしたことにより船殻効率の向上を図ること
ができる。(1) By arranging the two propeller centers as close to the bilge vortex center of the hull as possible and setting the propeller rotation direction to the outer circumference opposite to the bilge vortex rotation direction, the hull efficiency can be improved.
(2)左右舷器のプロペラ翼レーキを互いに逆に形成した
ことにより、翼数、展開面積の制限をうけることなく、
広範囲の要目においてインターロッキングプロペラとし
ての性能を発揮しうると共に、スターンフレーム前後位
置を一軸船と同等にすることにより船体抵抗の増加が押
さえられる。(2) By forming the propeller blade rakes of the port and starboard devices in opposite directions, without being limited by the number of blades and the deployment area,
The performance as an interlocking propeller can be exhibited over a wide range of points, and an increase in hull resistance can be suppressed by making the stern frame front and rear positions equivalent to those of a uniaxial ship.
以上の結果、一軸船に比べて10〜15％の馬力節減効果が
達成される。As a result, a horsepower saving effect of 10 to 15% is achieved compared to a monoaxial ship.
第１図は本考案の実施例にかかる船尾部のプロペラ配置
を示す正面図、第２図は同平面図、第３図(a)〜(d)はプ
ロペラと主機との配置関係図、第４図は伴流分布と推進
器配置図、第５図はプロペラ軸左右間隔と本考案の効果
との関係図、第６図は本考案と一軸船との馬力曲線の比
較図をそれぞれ示す。 １、２…プロペラ、1A、2A…プロペラボス、 1B、2B…プロペラ軸、３…舵、４…主機、 Ｖ１、Ｖ２…船体ビルジ渦。FIG. 1 is a front view showing a propeller arrangement of a stern part according to an embodiment of the present invention, FIG. 2 is a plan view thereof, and FIGS. 3 (a) to (d) are arrangement diagrams of a propeller and a main engine. Fig. 4 shows the distribution of wakes and the layout of propulsion devices, Fig. 5 shows the relationship between the lateral spacing of the propeller shaft and the effect of the present invention, and Fig. 6 shows a comparison of horsepower curves of the present invention and a monoaxial ship. 1,2 ... propeller, 1A, 2A ... propeller boss, 1B, 2B ... propeller shaft, 3 ... steering, 4 ... main engine, V 1, V 2 ... hull bilge vortex.
Claims (1)
右舷プロペラの位置を互いに同一高さ位置とし、かつ、
その前後位置を互いに同一回転面内にくるように配置し
たインターロッキングプロペラを有する船舶において、
各々のプロペラ軸中心を左右舷に生起する船体ビルジ渦
の中心近くに配置し、いずれのプロペラ回転方向もビル
ジ渦回転方向とは逆の外回り（左舷プロペラは反時計方
向、右舷プロペラは時計方向）とし、両プロペラを互い
のプロペラ羽根の位相が約３６０°／２Ｚ（Ｚ：翼数）
ずれた位置にくるように設け、しかも各プロペラ翼のレ
ーキを互いに異なる向きに形成したことを特徴とする船
舶の推進装置。1. The positions of two left and right port side propellers that rotate synchronously at the same number of revolutions are at the same height position, and
In a ship with interlocking propellers arranged so that their front and rear positions are within the same plane of rotation,
The propeller shaft center is located near the center of the ship's bilge vortex that occurs on the left and right sides, and each propeller rotation direction is an outward rotation opposite to the bilge vortex rotation direction (port side propeller is counterclockwise, starboard propeller is clockwise). And both propellers have a propeller blade phase of about 360 ° / 2Z (Z: number of blades)
A propulsion device for a ship, wherein the propeller blades are provided so as to be displaced from each other, and the rakes of the propeller blades are formed in different directions.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1988148656U JPH0615829Y2 (en) | 1988-11-14 | 1988-11-14 | Ship propulsion equipment |
| DE3937327A DE3937327A1 (en) | 1988-11-14 | 1989-11-09 | Ship's drive with twin propellers - whose axes lie near centre point of stern vortex between starboard and port sides |
| KR2019930001182U KR930007225Y1 (en) | 1988-11-14 | 1993-01-29 | Propulsion system for ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1988148656U JPH0615829Y2 (en) | 1988-11-14 | 1988-11-14 | Ship propulsion equipment |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0268296U JPH0268296U (en) | 1990-05-23 |
| JPH0615829Y2 true JPH0615829Y2 (en) | 1994-04-27 |
Family
ID=15457685
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1988148656U Expired - Lifetime JPH0615829Y2 (en) | 1988-11-14 | 1988-11-14 | Ship propulsion equipment |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JPH0615829Y2 (en) |
| KR (1) | KR930007225Y1 (en) |
| DE (1) | DE3937327A1 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0526796U (en) * | 1991-03-11 | 1993-04-06 | 川崎重工業株式会社 | Ship propulsion equipment |
| EP1892183B8 (en) * | 2005-03-11 | 2016-02-24 | Kawasaki Jukogyo Kabushiki Kaisha | Stern structure of ship |
| JP5582761B2 (en) * | 2009-11-09 | 2014-09-03 | 三菱重工業株式会社 | Ship propulsion device |
| DE102010044435A1 (en) * | 2010-09-06 | 2012-03-08 | Lais Gmbh | drive |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1853694A (en) * | 1928-03-17 | 1932-04-12 | Melcher Franz | Counter running double propeller |
| JPS58149291A (en) * | 1982-02-17 | 1983-09-05 | 株式会社日立製作所 | Vessel made of titanium |
| JPS60103095A (en) * | 1983-11-07 | 1985-06-07 | Seiko Epson Corp | Production of single crystal |
| JPH06334294A (en) * | 1993-05-18 | 1994-12-02 | Mitsubishi Electric Corp | Printed wiring structure |
-
1988
- 1988-11-14 JP JP1988148656U patent/JPH0615829Y2/en not_active Expired - Lifetime
-
1989
- 1989-11-09 DE DE3937327A patent/DE3937327A1/en active Granted
-
1993
- 1993-01-29 KR KR2019930001182U patent/KR930007225Y1/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| KR930007225Y1 (en) | 1993-10-13 |
| DE3937327A1 (en) | 1990-05-17 |
| JPH0268296U (en) | 1990-05-23 |
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