JP2010195382A - Ship equipped with vertically movable propulsion device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a ship with a greatly reduced amount of ballast water compared with that conventionally loaded and rotationally driving a propeller in an efficient position without affecting an environment and an ecosystem as much as possible. <P>SOLUTION: The ship equipped with a vertically movable propulsion device is configured with a propeller propulsion device 2 having a driving means for driving the propeller 3 within a container 1 and horizontally rotatable 360 degree, a support shaft 5 supporting the propeller propulsion device 2 from a hull 10 side, and the driving means for driving the support shaft 5 up and down. An electric motor is driven by an electric power drawn from a generator provided in the ship. As the vertical driving means, a ball screw, a pinion rack mechanism, and a hydraulic driving device can be used. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  TECHNICAL FIELD The present invention relates to a ship equipped with a vertically movable propulsion device that sails in a light cargo state that is loaded with cargo (crude oil) on an outward voyage and unloaded and loaded on a return voyage, such as an ore carrier and a crude oil tanker. .

  With the rapid expansion and development of the global economy, various specialized ships have been developed, and have been increased in size to improve transportation efficiency. For example, container ships, car carriers, ore carriers, crude oil tankers, etc. are also increasing in size. There is no big difference in round-trip cargo weight for general goods and product transport, but most large ships such as car carriers, ore carriers and crude oil tankers only carry cargo during either round-trip navigation. In the opposite direction, the ship sails with no cargo (light cargo) without loading cargo. For this reason, since the screw propeller which is a propulsion device (propulsion device) often comes out to the surface of the water from the water line, a large amount of ballast water is mounted to submerge it.

  FIG. 8 is a side view of a conventional tanker. As shown in FIG. 8 (A), the propeller driven by the engine 15 is sufficient because the underwater depth below the waterline L is sufficient when the crude oil is fully loaded. 13 can also make full use of its propulsive power to navigate. However, as shown in FIG. 8 (B), the tanker cargo space after the crude oil is dropped becomes empty, the draft line L is considerably lowered, the volume portion above the draft line is increased, and the front part of the ship is slightly The bow rises (referred to as “trim”), and in the case of stormy weather, the bow bottom is particularly exposed and the upper part of the propeller 13 is also exposed in the air, so that the ship sails in a dangerous state. Therefore, as shown in FIG. 8C, a certain amount of ballast water is injected so that the empty tanker remains stable, and the water line L is raised to navigate. By installing this ballast water, it means that unnecessary heavy objects are transported, the energy efficiency of the ship is impaired, and the exchange of ballast water has a great impact on the local ecosystem and environment. Therefore, in recent years, several ships that do not require ballast water, that is, some non-ballast ships have been proposed.

  For example, as a ship that can reduce the amount of ballast water, in a drainage type ship that sails on the water, a propeller is composed of a multi-wing propeller with a screw propeller blade number of 7 or more and 10 or less. The stern waterline is configured as a position where the multi-wing propellers are fully sunk during navigation at the planned speed in light load operation (propeller depth is constant), and a stern tunnel is formed at the stern. A ship having a configuration in which the multi-wing propeller is disposed therein has been proposed (Patent Document 1).

  In addition, the rudder provided on the hull, the reversing base (rotating body) arranged to be rotatable about the substantially horizontal rotating shaft, and the rotating shaft and the drive shaft are eccentric to the reversing stand. There has been proposed a propulsion method and apparatus for a ship that includes a propulsion unit connected to the ship and that can change the water depth position of the propulsion unit of the ship and can safely navigate even in shallow drafts (Patent Document 2).

  Examples of the propulsion device that can change the propeller depth by the water line include a pod type electric propulsion device and a gear type omnidirectional thruster. The first problem when adopting such a vertically movable propulsion device is that the propeller is used in the slow flow wake formed by the viscosity of water around the hull, which has been utilized in the propulsion performance of the ship. The advantage of propulsion efficiency due to operation cannot be used, and the propulsion efficiency deteriorates, so that the very good energy efficiency, which is the most characteristic of the ship, is also deteriorated. However, in a light load state (a state in which no cargo is loaded), since the amount of drainage is greatly reduced, the surface area and volume of the submerged hull are reduced, so that the resistance is greatly reduced. Therefore, considering the round trip, the total energy efficiency is likely to improve. The second problem when the vertically movable propulsion device is adopted is that the steering performance and the motion performance in the waves are deteriorated due to the shallow waterline at the time of light load. The third problem is that it is necessary to evaluate economic efficiency (cost increase due to increase in ship price, cost reduction due to fuel consumption reduction). The pod type electric propulsion device is composed of a propeller, an electric motor that drives the propeller, a trunk portion that houses the electric motor, a support shaft that supports the trunk portion and is rotatably attached to the hull. Propulsion device to be used (Patent Document 3).

  As shown in FIG. 9 (A), a conventional ship equipped with a pod type electric propulsion device includes a propeller 16a, a casing 16b, a motor 16c stored in the casing 16b, and a casing 16b with respect to the stern. A pod-type propulsion device 16 is known that includes a rudder portion 17 and the like that can be supported and moved up and down and also serve as a rudder. As shown in FIG. 9B, the pod type propulsion device 16 causes the motor 16c to drive the propeller 16a so as to exert a propulsive force, and the propeller 16a and the rudder portion 17 change directions around the vertical axis. Can be steered. When the draft is relatively shallow in an unloaded state, the pod-type propulsion unit 16 is lowered to completely submerge the pod-type propulsion unit 16, and when the draft is full, as shown in FIG. When the depth is relatively deep, it is possible to navigate the shallow water by raising the pod type propulsion device 16 (Patent Document 4).

JP2007-253743 JP2008-068796 Japanese Patent No. 396678 JP 2003-104279 A

Among recent large ships, as described above, there are ships that load cargo only on the forward path (one side) and do not load cargo on the return path. Ships that carry cargo only on the outbound route (one side) are loaded with a large amount of ballast water, because when the cargo is not loaded, restoration performance is poor, navigation performance is deteriorated, and propeller submersion depth is insufficient. .
Normally, various species are contained in ballast water, and the impact of the invasion of foreign species due to the discharge of this ballast water has become a serious problem. Furthermore, many countries and regions require that ballast water be exchanged before entering the port, and accidents have occurred that have been largely inclined due to ballast water exchange in the open ocean, resulting in capsizing. Moreover, it is not preferable in terms of energy efficiency to exchange ballast water or to transport a large amount of ballast water.

  Furthermore, the propeller can produce a larger thrust when operated in the slowest possible flow (so-called wake) near the rear of the ship. That is, higher efficiency can be achieved by rotating the propeller in the wake. However, since the water line is different between the full load state and the light load state, the propeller is not necessarily rotated at an efficient position, and the propulsion efficiency may be deteriorated by changing the water line.

  However, the already known non-ballast watercraft mentioned above is a special type of ship, and it is technically problematic to navigate with sufficient propeller depth so that the waterline does not change despite the cargo volume. Many (ship shapes) have not been realized. The present invention has been made to cope with the above-described problems, and can change the propeller depth, greatly reduce the amount of ballast water loaded in the past, and has a minimal impact on the environment and ecosystem. And a ship capable of rotating the propeller at a position where the propulsion efficiency is good.

  In order to solve the above-mentioned problem, according to the invention described in claim 1, a ship provided with a vertically movable propulsion device has a propeller 3 disposed outside the container 1 at the rear of the hull 10, and the propeller is disposed inside the container 1. A propeller propulsion device 2 having a driving means for driving 3 and capable of rotating 360 degrees horizontally, a support shaft 5 for supporting the propeller propulsion device 2 from the hull 10 side, and the support for rotating the propeller at a wake position. Drive means for driving the shaft 5 up and down.

  The invention described in claim 2 is characterized in that ballast water in a state where the amount of light coins is small or absent is minimized in the hull 10 of the ship.

  According to a third aspect of the present invention, the driving means for driving the propeller 3 is any one of an electric motor driven by electricity taken from a power generator 6 installed in the ship, an internal combustion engine, a turbine, or a fuel cell. It is characterized by this.

  Furthermore, the invention described in claim 4 is characterized in that the driving means for driving the support shaft 5 up and down is either a ball screw, a pinion rack, or a hydraulic drive device.

  Furthermore, the invention according to claim 5 is characterized in that the hull 10 has the deck 4 placed in the vicinity of the bow to move the center of gravity forward to reduce the trim (lift of the bow) at a light load. It is what.

  The invention described in claim 6 is characterized in that a convex portion 11 is formed on the bow bottom of the hull 10 to project the bow bottom downward in order to minimize the influence of slamming.

  Furthermore, the invention described in claim 7 is characterized in that a plurality of sets of propeller propulsion devices (2, 2, 2,...) Are disposed on the bow bottom of the hull 10 in front and rear.

  The ship provided with the vertically movable propulsion device of the present invention can minimize the amount of ballast water by using the above means. Alternatively, the ballast water can be eliminated. As a result, the hull surface area and the hull volume under the water surface can be reduced, so that the resistance from water during navigation is reduced, and the energy efficiency in a light load state is improved. In addition, since the amount of ballast water is greatly reduced, it is possible to reduce the burden on the ecological environment, ballast water replacement work, ballast water treatment, and the like.

  Further, since the propeller provided in the vertically movable device can be driven at the position of the wake generated when the ship navigates, it can be driven with improved propeller efficiency. In the present invention, since the superstructure or the residential area (deck) is disposed at the position near the foremost part of the ship, the rise (trim) of the bow is eliminated or is slight even when there is no light load or no parast water. Therefore, it is possible to navigate stably even under light load conditions. Moreover, the influence of slamming can be made small by the convex part of the bow bottom of the hull.

It is a side view of the ship provided with the up-and-down movable propulsion device of the present invention. 2A is an enlarged view of a P portion in FIG. 1, and FIG. 2B is a perspective view of the P portion of FIG. It is a side view of the ship provided with the up-and-down movable propulsion device of the present invention, and is a side view in the state where the loaded cargo was lowered. FIG. 4A is a view from the rear of the hull 10 of the ship equipped with the vertically movable propulsion device of the present invention, and shows a case where a pair of propeller propulsion devices 2 that can move up and down are arranged in the center. FIG. 4B is a diagram in the case where two sets are arranged symmetrically at the center of the hull. FIG. 5A is a side view of a second embodiment of a ship provided with the vertically movable propulsion device of the present invention, and FIG. 5B is a bottom view. It is the figure which looked at the ship provided with the up-and-down movable propulsion device of the present invention from the rear. FIG. 7A is a side view of a third embodiment of a ship equipped with the vertically movable propulsion device of the present invention, and FIG. 7B is a bottom view. 8A is a side view of a conventional tanker, FIG. 8A shows a state where the crude oil is fully loaded, FIG. 8B shows a state after the crude oil is dropped, and FIG. It is a figure which shows the state which inject | pours a fixed quantity of ballast water to the extent that the tanker which became empty keeps stability, and raises the waterline L and sails. FIG. 9A shows a pod composed of a propeller, a casing, a motor housed in the casing, a rudder part that supports the casing with respect to the stern and can move up and down, and also serves as a rudder. FIG. 9 (B) is a diagram showing a state where the waterline is shallow in a light load state, and shows a ship with a deep waterline loaded with luggage equipped with a type propulsion device.

  FIG. 1 is a side view of a first embodiment of a ship provided with a vertically movable propulsion device according to the present invention. FIG. 2 (A) is an enlarged view of a portion P in FIG. 1, and FIG. FIG. 2 is a perspective view of the portion P in FIG. A ship equipped with this vertically movable propulsion device includes a propeller propulsion device 2 provided with a drive means (not shown) for driving the propeller 3 inside the container 1, and a support shaft for supporting the propeller propulsion device 2 from the hull 10 side. 5 and drive means (not shown) for driving the support shaft 5 up and down. The drive means in the container 1 is preferably an electric motor. That is, a power generation device (6, 6, 6) is installed on a deck (upper structure or residential area) 4 provided in the center of the hull 10 and an electric current is supplied to the electric motor in the container 1 provided on the stern by an electric wire 8. Then, the propeller 3 is driven. In this way, the deck 4 and the power generation device 6 are installed in the center of the hull 10 in order to prevent the bow trim (upward bow). As the power generation device (6, 6, 6), a combination of a drive device and a generator, such as a generator driven by a diesel engine or a generator driven by a turbine, and a fuel cell in the future And so on.

  By the above means, it becomes possible to minimize ballast water in the hull 10 of the ship when sailing with a small or no cargo amount.

  Next, the drive means for driving the propeller 3 may be of any type as long as it can drive the propeller 3 such as an internal combustion engine, a turbine, or a fuel cell in addition to an electric motor, It should be as light as possible and generate as much power as possible.

  As shown in FIG. 2B, the propeller propulsion device 2 is supported by a support shaft 5 that supports the propeller propulsion device 2 from the hull 10 side so as to move up and down. As this vertically movable drive device, a ball screw, a pinion rack mechanism, a hydraulic drive device, or the like can be used. In this case, the ball screw is driven by installing, for example, a gear driving device for driving the ball screw at the stern of the hull (not shown). In the case of a pinion rack mechanism, a gear mechanism may be used. The hydraulic drive device uses a hydraulic pump. The support shaft 5 can also have a function as a rudder.

  The propeller propulsion device 2 is installed so as to be suspended by the support shaft 5, but is an omnidirectional propulsion device that can be rotated 360 ° horizontally. Further, the propeller propulsion device 2 is configured as a vertically movable mechanism so as to ensure a sufficient depth of submersion of the propeller in every draft and cope with a case where the load of ballast water is reduced or eliminated.

  FIG. 3 is a side view of a ship provided with the vertically movable propulsion device of the present invention, and is a side view in a state where loaded cargo is lowered. In the present invention, since the deck 4 is provided at the center of the hull, the bow does not rise and the draft line L is generally constant. Normally, when the cargo is unloaded, the waterline becomes shallow, and the propeller 3 is also partially exposed in the air. However, the propeller propulsion device 2 for a ship provided with the vertically movable propulsion device of the present invention can be lowered by the support shaft 5. Therefore, the ballast water can be greatly reduced and can be eliminated in some cases.

  The propeller propulsion device 2 according to the present invention has been described with respect to the configuration in which power is generated by a combination of a diesel engine and a generator, and the propeller is rotated and driven by an electric motor. In this way, propulsion drive by the generator 6 and the electric motor is performed. According to this, the degree of freedom is much higher than when the propeller shaft is driven from the diesel engine via the speed reducer as in the prior art. That is, according to the conventional driving device, the propeller propulsion device must be moved up and down, and the reduction mechanism using the gear mechanism must be moved up and down, and a considerably complicated mechanism is required. In addition, such a mechanism requires difficult production and installation work, is limited to that, and is much more expensive. However, according to the generator and the electric motor, the propeller propulsion device 2 can be configured to move up and down by providing the electric current flowing through the flexible cable so that it can move up and down. Can do.

  FIG. 4 is a view as seen from the rear of the hull 10. As shown in FIG. 4 (A), a pair of propeller propulsion devices 2 capable of moving up and down may be arranged in the center, and as shown in FIG. 4 (B), symmetrical with respect to the convex portion 11 of the ship bottom. Two sets may be provided. In this case, the propeller propulsion device 2 is disposed so that the support shaft 5 is moved up and down and is located at a slightly slower position in the vicinity of the hull 10 called a wake. The position where the propeller propulsion device 2 is disposed is preferably disposed in a wake area near the hull where flow is slow. That is, the position where the water flow becomes a wake according to the position of the water line is confirmed in advance by a water tank experiment, and the propeller propulsion device 2 that is vertically movable provided on the support shaft 5 is moved to the wake position at that time. Thereby, the drive device 2 can be placed at the position of the wake having the highest propeller efficiency.

  FIG. 5A is a side view of a second embodiment of a ship provided with the vertically movable propulsion device of the present invention, and FIG. 5B is a bottom view. FIG. 6 is a rear view of the second embodiment of the present invention. In the second embodiment of the present invention, the propeller propulsion device 2 is disposed at the front and rear portions of the hull 10 (only the front portion or only the rear portion), and the support shaft 5 moves the container 1 provided with the propeller 3 up and down. Let In this case, the propeller propulsion device 2 is disposed in two places with the central axis being symmetric, but as will be described later, this propeller propulsion device 2 may be one set, or a plurality of three or more sets may be disposed. . In the present name, the engine room 4 in which the power generation device 6 is installed is disposed in the vicinity of the foremost part of the ship 10. By disposing the engine room 4 in the vicinity of the foremost part of the ship, it is possible to suppress the bow (trim) of the bow at a light load small. Further, a convex portion 11 is provided on the bottom of the ship in the vicinity of the foremost portion, and propeller propulsion devices 2 and 2 are disposed at the rear portion of the convex portion 11. This convex portion 11 is for eliminating so-called slamming in which the bow bottom of the bow jumps into the air when navigating in a sea with large waves and falls the next moment and hits the bow bottom against the sea surface. It acts to suppress the trim at light load by increasing the weight of.

  FIG. 7A is a side view of a third embodiment of a ship equipped with the vertically movable propulsion device of the present invention, and FIG. 7B is a bottom view. In the third embodiment of the present invention, a plurality of propeller propulsion devices 2 are disposed at the front and rear of the ship 10 (in this case, the propeller propulsion device 2 may be disposed only at the front or only at the rear). Then, each container 1 provided with the propeller 3 is moved up and down. In this case, the same number of propeller propulsion devices 2 are arranged symmetrically with respect to the central axis. A large number of small motors and the like of each propeller propulsion device 2 can be arranged, and even commercially available products can be attached, and the cost can be reduced.

DESCRIPTION OF SYMBOLS 1 Container 2 Propeller propulsion apparatus 3 Propeller 4 Superstructure or living area 5 Support shaft
6 Power generation device 8 Electric wire 10 Hull 11 Convex part of ship bottom

Claims (7)

  A propeller is disposed outside the vessel at the rear of the vessel, and a propeller propulsion device that is provided with a driving means for driving the propeller 3 inside the vessel and can rotate 360 degrees horizontally, and supports the propeller propulsion device from the hull side. A ship equipped with a vertically movable propulsion device, characterized by comprising: a support shaft; and drive means for driving the support shaft up and down so that the propeller is sufficiently submerged and rotated at a wake position. .   The ship provided with the vertically movable propulsion device according to claim 1, wherein ballast water in a state where the amount of light coins is small or absent is minimized in the ship body.   3. The vertically movable type according to claim 1, wherein the driving means for driving the propeller is any one of an electric motor, an internal combustion engine, a turbine, or a fuel cell that is driven by electricity extracted from a power generator installed in a ship. A ship equipped with a propulsion device.   4. The vertically movable type according to claim 1, wherein the driving means for driving the support shaft up and down is a ball screw, a pinion rack, or a hydraulic drive device. A ship equipped with a propulsion device.   A ship equipped with a vertically movable propulsion device is characterized in that the center of gravity is moved forward by installing the engine room and the superstructure in the vicinity of the bow to reduce the trim (lift of the bow) at light loads. A ship provided with the vertically movable propulsion device according to any one of claims 1 to 4.   6. The vertically movable propulsion device according to claim 1, wherein the hull is formed with a convex portion protruding downward from a bow bottom in order to minimize the influence of slamming. Ship.   The ship provided with the vertically movable propulsion device according to any one of claims 1 to 6, wherein a plurality of sets of propeller propulsion devices are arranged on the bow bottom of the hull.

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