JPS58139891A - Propeller driving displacement type ship - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a propeller-driven displacement ship having at least one driving propeller disposed at the stern, the driving propeller being connected to an inboard propulsion engine. This invention mainly applies to at least 500hg)
Relating to large cargo ships or passenger ships with engine power exceeding .

Gradually, oil prices are rising, which significantly increases the cost of ship propulsion, and the need to build ships for high propulsion efficiency becomes increasingly essential. . Regarding propulsion efficiency, the most obvious factor is propeller efficiency, ie, the propeller's ability to convert the motion imparted by the ship's machinery into useful propulsive power. Next, propeller efficiency is 77% of many items.
propeller diameter is the most important factor. Generally speaking, if the propeller mouth plate speed can be made to be optimal for the propeller diameter, an increase in the propeller diameter will result in a leaner propeller efficiency, and thus a higher Brings propulsion efficiency.

5- Because the loss of motion in propeller slipping is lower. As a result, efforts to reduce fuel costs for ships eventually required larger propellers and slower rotation relative to the ship's hull dimensions and relative to the propriety of previously used propellers. Generally speaking, propellers that

For example, older motor ships are typically fitted with propellers with a diameter that corresponds to 50-65% of the ship's draft, and propulsion efficiency is typically 55-65%. On the other hand, the propeller direct I that will be combined with the new ship! is often 80 to 90% of the ship's draft, and ships are therefore often provided with a specially designed so-called half-tunnel type stern, thereby preventing the propeller from drawing air. Thus, good results have been achieved in obtaining propulsion efficiency of 70 up to 575%.

(a) A predetermined minimum distance between the propeller and the ship's hull.
(b) the downward suction of air by the propeller; and (c) the overall draft of the ship.

Thus, in order to avoid unacceptable vibrations in the ship's hull, there must be a certain amount of space between the propeller and the ship's hull; in this respect, the effective space in the propeller air conditioning or aperture is Define a constraint on how far the propeller can extend upwards. Lun's requirement is that the propeller cannot suck in any amount of air, which in turn means that the propeller blades should not displace any water.

As a result, it is recommended that the entire propeller be fully submerged even when the ship is at its lightest ballast draft.
There is a C0 rule. This also allows you to see the height at which the propeller can extend upwards. The third 77 factor is to avoid extending any part of the propeller below the ship's baseline, as this would increase the ship's effective draft. Extending under the belt is unacceptable in harbors, IL port entrances, straits, and similar waterways because of the depth of the water.

This factor increases the extent to which the propeller will extend downwards. If we consider these 3-7 actors together, the propeller will be straight! ! It will be clear that this means that the ballast draft must be less than the lightest ballast draft at the stern of the ship.

The purpose of this invention is to make it possible to increase the diameter of propellers to a much greater extent than could be achieved hitherto, and to use propeller diameters that are double or triple those of today's propellers. and thereby enable the propulsion efficiency to increase to 85-90%.

This objective is coupled by a ship according to the invention. This is primarily because the ship's drive propeller has a diameter that significantly exceeds the ship's stern ballast draft, and the suspension that no part of such propeller extends substantially below the ship's baseline. This is because the propeller can be moved to that position and fixed at that position.

According to a preferred embodiment of the invention, the propeller straight one!
is at least 1.2 times the ship's stern ballast draft and preferably at least 1.5.

This invention shows that when a ship is in -, at Jllll1 entrance, in a strait, and in similar water in a single sight II, only the overall draft of the ship is relative to the diameter of the propeller. I'm getting tired of the fact that it's going to be a III-like fateful act. On the other hand, when a ship is at sea for a major portion of its operational life, the water is deep enough that it is virtually impossible for a propeller to run centrally under the ship's wheels. Thus, when the ship is at sea, a propeller with a diameter that substantially exceeds the draft of the ship will not cause any problems, and the propeller will not project beyond the water. has been adjusted to. Otherwise, the propeller would force air downward. Instead, the propeller 9- extends substantially below the ship's baseline. In this way, the desired increase in Lj in the propeller and thruster can be achieved with a consequent reduction in m-cost. When the ship is in a strait, or similar waterway where the depth of the water is determined, this large propeller is moved to the body rest position and held there. In the rest position, no part of the propeller is substantially centered below the ship's baseline;
The propeller shaft is fixed to the ship's hull at or slightly above the level of the I&
fg When using a propeller with two propeller blades, the body position for which 70 propellers are discussed and fixed is that the two propeller blades are horizontal.
can do. When the large propeller is in said rest position, the ship is propelled by the slow motion of the tug, or preferably by e.g. A rudder etc. can be moved and operated by an auxiliary propulsion unit.

BRIEF DESCRIPTION OF THE DRAWINGS In order that the invention may be more easily understood and the advantages resulting therefrom may be clearer, embodiments of the invention and of the plane will now be described in more detail with reference to the drawings.

FIG. 1 is a schematic side ms of one part of a ship according to a first embodiment of the invention.

2 is a schematic rear view of the ship shown in FIG. 1 - FIG. 3 is a schematic side view of the rear part of the ship according to a second embodiment of the invention.

Figure 11!4 is lll3W! Schematic back of the ship shown in J! It is lI.

1 and 2 schematically show the recovered portion of the ship 1. FIG. The water surface is indicated by the reference numeral 2, and the base line of the -h vessel is indicated by a single dot 3. The draft of the ship is quoted in King. It will be noted that the ship, especially when ballasted, often exhibits a certain balance and that the base line 3 is not horizontal in the fore-aft direction of the ship, but is inclined downwardly and obliquely to one side. For this purpose, the defined draft for the present invention is the stern or image draft of the ship at the location where the driving propeller is located W11.

The ship shown in Figures 1 and 2 has two
It has a bladed propeller 5, and the propeller shaft 6 of the propeller 5 is fixedly attached to the ship at level 1 (or slightly above the base 3) of the base 3 (propeller shaft V) 1- is connected to a propulsion engine 7 located within the hull of the ship.According to the invention, -d of the propeller 5 is substantially greater than the stern draft of the ship in ballast tin. zu, propeller shut 6
Positioning the propeller 5 low and close to the ship's baseline 3 ensures that the propeller 5 does not extend beyond the water 11i2 and does not draw air downwards from the water surface even when the ship is in ballast. It means to do something like that. Naturally, the propeller 5 extends substantially downwardly below the ship's ink line 3, but this is of no consequence when the ship is out on the island. Because there, l1lJI regarding the draft of the ship
This is because I does not exist at all.

To enable the ship to be propelled and operated in harbors, harbors, harbor entrances, straits, and similar waterways with restricted water depths, the two-bladed fD bella 5 is 2
It can be moved to the rest position shown in the figure and fixed there. In its rest position, the two propeller blades are oriented horizontally and are located at or just slightly above the level of the base line 3. Thus, the ITJ vessel does not increase the ship's effective draft when in the 1III position. As understood,
When the large 70 Ben 5 is fixed in this rest position, the ship can be moved and maneuvered with the aid of tugs. Preferably, the ship 1 is now provided with its own auxiliary propulsion unit for this purpose. In the first factor and the embodiment shown in FIG. 12, this auxiliary machine is a rotary thrust machine 84rl14/l. If desired, this rotary thruster may be adjusted so that it can be retracted into the ship's hull when the ship is propelled by the main propeller 5. This reduces the resistance exerted by the resting thrust I18. However, as an example, thruster 18 may be arranged to cooperate with main propeller 5 in propelling the ship, in which case the thruster steers the ship instead of a traditional rudder. can be used for
Alternatively, the thruster can be used just as a rudder when the ship is propelled by the main propeller 5).

In this case, the thruster is provided with a two-blade propeller whose propeller blades can be returned horizontally, and the thruster is positioned in a position where the propeller blades are directed vertically. It can be moved up to C and fixed there. This vessel may optionally have its conventional rudder removed. Instead of the thrust 48, the ship has a so-called active rudder, i.e. a co-propeller and a manned main propeller 5 which can be used to propel and maneuver the ship when it assumes the rest position. It is conceivable to provide a rudder.14- Other types of auxiliary propulsion machines for the ship 1 are also conceivable.

The large main propeller 5 may have either fixed or variable pitch blades, and in the latter case may take the form of a so-called programmed propeller. In so-called programmed propeller configurations, the pitch of the blades changes during each revolution of the propeller to accommodate the increasing wake temperature of the propeller as it rotates.

This reduces vibrations generated by the propeller. If variable pitch propeller blades are used, the blades can advantageously be made foldable, thus allowing the blades to be returned horizontally when the propeller is in its rest position; thereby reducing propeller resistance.

In the embodiment shown in FIGS. 1 and 2, the propeller 5 is shown to be a two-blade propeller.

Therein, the operation of moving the propeller to a rest position where no part of the propeller protrudes below the base of the ship as shown in Figure 2 and fixing it there is simplified. There is. However, it is also conceivable to use a propeller with 4 blades (46 blades), in which case the blades are
ath (゛The propeller is spaced evenly around the axis of rotation. 10) The propeller is moved to a resting position in which the burrs do not protrude into the ship's irises. In order to be able to be fixed in position, the propeller is rotated in a manner such that a given pair of blades can rotate relative to the center of the propeller about the axis of rotation of the propeller. Therefore, a pair of blades can be moved together on the horizontal plane of the plane and can be hooked there (6φ).

For the purpose of 4-, the propeller is in its body position 14! The position where the propeller blades are *qualitatively parallel to the axis of rotation of the propeller when occupying r! :C analysis/, :k can be fixed at 4t and at that position [By means of the cutting means, it is possible to attach the propeller blade to the middle IL section of the 7-day bellow.

Suitable gear means 9 can be arranged between the propeller shaft 6 and the propulsion engine 7 in order to enable the propeller shaft 6 to be installed as close as possible to the baseline 3 of the ship. . By way of example, the propeller shaft 6 can be mounted in the ship 1 in such a way that the shaft extends downwardly and obliquely in the direction of the ship.
The center of the propeller 5 is therefore located at or very close to the level of the ship's baseline 3, while the engine 7 can nevertheless be mounted higher within the ship's hull. can. This is advantageous in terms of the dimensions of the engine 7.

In the case of the embodiment shown in FIGS. 181 and 2, it will be seen that the diameter of the propeller 5 can theoretically be at most twice the draft of the ship. This is because otherwise the propeller would protrude above the water surface. However, if the propeller shaft is adjusted so that the barrel end of the propeller shaft can be raised and lowered between the lower working position and the upper rest position, the diameter of the propeller can be further reduced. It is possible to make it larger. Here, in the lower working position, the center of the propeller is located below the baseline of the ship, and in the upper rest position, the center of the propeller is located above the baseline of the foreship. Figures 3 and 4 illustrate by way of example one such embodiment of the invention.

Similar to Figures 1 and 2, Figures 3 and 4 are
A ship 1 is shown having a body of water 2, a baseline 3, a large main propeller 5 with an associated propeller shaft 6 and a drive motor 7, and auxiliary propulsion machinery in the form of a rotary thruster 8. However, in the embodiment of FIGS. 3 and 4, the propeller shaft 6, and also the entire motor 7, is mounted in a waterproof and ring-shaped caisson 10, where the caisson 10 is It is rotatably mounted on the ship's hull and on a swivel platform 11 extending substantially perpendicular to the forward direction of the ship. The entire caisson can thus be pivoted between an active 18-position pivoted downwardly as shown and a rest position pivoted upwardly within the ship. Here, in the active position where the propeller 5 is rotated downward, the center of the propeller 5 is located well below the base line 3 of the ship, and in the rest position where it is rotated upward, the center of the propeller 5 is located well above the base line 3. Located in In the position in which the caisson has been pivoted upwards, the propeller 5 can thus be moved to a position 1 and fixed there, as previously described, such that no part of the propeller projects below the base line 3. I can do it.

Entry to the machine room arranged in the caisson 10 can be made through a swivel 11 of the caisson 10, said swivel having a tubular form of large diameter. The necessary pipes for fuel supply, exhaust gas, etc. can also be arranged in the swivel. As an example, the drive motor 7
may be fixedly mounted on the hull of the ship 1, in which case the propeller 5 and the propeller shaft 6 can be raised and lowered independently, and the propeller shaft 6 is connected to the motor 7 by a suitable connection. Ru.

Those advantages that can be obtained in terms of operational savings when applying this invention are similar to those of two existing vessels, namely a 15,000 td dry cargo freighter and a 14
It will now be presented with reference to two examples relating to a 0000 tdw bulk cargo ship.

111 Upper 2 15000 tdv dry cargo cargo ship (winter class) Ship data: Length 157.7 m long
25. 7m draft
7.51I speed 2
2.4 knot propeller thrust b 117 tons Propulsion data: Diameter - Current propeller 6.5 Maximum propeller according to this invention 14.5 Number of blades Current propeller 4 Maximum propeller according to this invention 2 of blades Area ratio current propeller 0.5 maximum propeller according to the invention 0.20-0.30 propeller speed rp
- Current propeller 114 Maximum propeller according to this invention 34 Way tough? Kuta current propeller 0.24 Maximum propeller according to this invention 0.05 Propeller efficiency Current propeller 0.61 Maximum propeller according to this invention 0.89 Suction factor Current propeller 0.20 According to this invention Maximum propeller 0.04 Hull efficiency Current propeller 1.05 Maximum propeller according to this invention 1.01 Sokarikatei 21- Current propeller 1.01 Maximum propeller according to this invention 1.00 Overall efficiency Current Propeller 0.11 Maximum propeller according to this invention 0.90 ・Required power HP Current propeller 20!100 Maximum propeller according to this invention 16240 Fuel cost to
ns /year Current Propeller 20700 Extra Large Propeller According to this Invention 16400 As shown, when applying this invention to the above-mentioned well-known ships, a fuel saving of about 43oo tons/year is coupled. This corresponds to about 6.4 million 0-9 (Swedish monetary unit) 7 years.

Sorry LLL 140000 dt Toyo no Barami (NKK>2) equipped with a large and slowly rotating propeller.
2- Ship data: Length 260 m Long 43 - Draft;
Full load 17.21 Draft, ballast 10.31 Speed 9 14.6 knots Propeller thrust 204 tons Propulsion data: Diameter ■ Current propeller 9.0 Maximum propeller according to this invention 23.0 B0 Number of blades of the propeller currently 4 Maximum propeller according to the invention 2 Blade area specific gravity Current propeller 0.3 Maximum propeller according to the invention 0.10-0.20 Propeller speed rp
l Current propeller 64 Maximum propeller according to the invention 18 Wake factor Current propeller 0.3 Maximum propeller according to the invention 0.09 Propeller efficiency Current propeller 0.59 Maximum propeller according to the invention 0. 85 Suction factor - Current propeller 0.18 Maximum propeller according to this invention 0.045 Hull efficiency Current propeller 1.28 Maximum propeller according to this invention 1.05 Relative efficiency Current propeller 1.0 This invention Maximum propeller according to the invention 1.0 Overall efficiency Current propeller 0.1 Large capacity propeller according to the invention 0.89 Required power hp Current propeller 16700 Maximum propeller according to the invention 1420G fuel consumption tons/year Current propeller 16800 Extra large propeller according to this invention 1430G Thus, in the case of this ship to which this invention is applied according to the above example, approximately 25
A fuel saving of 00 tons/year was achieved, which is about 3
This equates to a cost reduction of 800,000 kroner (Swedish monetary unit) over seven years.

As is clear from the above embodiments, according to the present invention, by using a propeller diameter that is 2 to 2.5 times larger than the conventionally used propeller,
Efficiency increases on the order of a few percent can be achieved. From an economic point of view, this results in fuel savings of 4 to 6 million kroner (Swedish monetary unit) 7 years.

In the previous description, the invention was described with reference to a ship provided with a single propeller located at the stern.

However, the invention also applies to ships equipped with a plurality of propellers, for example 25-2 propellers arranged in parallel, or two coaxially arranged counter-rotating propellers. I know that I can do it! It will be understood.

[Brief explanation of the drawing]

FIG. 1 is a side view schematically showing a comfortable part of a ship according to a first embodiment of the present invention. FIG. 2 is a diagram schematically showing the ship shown in the 1st WA. FIG. 3 is an I1 view schematically showing the aft part of a ship according to a second embodiment of the invention. FIG. 4 is a schematic rear view of the ship shown in FIG. 3; In the figure, 1 is the ship, 2 is the water surface, 3 is the baseline, 5 is the propeller, 6 is the propeller shaft, 7 is the propulsion engine, 8
9 indicates a thrust machine, 9 indicates a gear means, and 10 indicates a caisson. Patent applicant Kamoeba A.B. Attorney ± 8I Hisashi Mi
Department (2 others) 26-

Claims (11)

[Claims] (1) A propeller-driven displacement vessel having at least one aft-located propeller (5) connected to an inboard drive motor (7), said propeller (5) significantly increasing the stern ballast draft of the vessel. a propeller drive, the propeller being capable of being placed and fixed in a rest position in which no part of the propeller substantially protrudes below the base line (3) of the ship; Drainage ship. (2) said propeller (5) is at least 1.2 times the stern ballast draft of the ship, and preferably at least 1
．． A propeller-driven displacement vessel according to claim 1, having a diameter that is five times as large. (3) The propeller-driven drainage system according to claim 1 or 2, wherein the propeller is a propeller of a two-blade aircraft, and in the rest position, the blades are fixed at a position extending in a horizontal plane. ship. (4) The blades of the propeller are in the body resting position 1 of the propeller.
4. A propeller-driven displacement barge as claimed in claim 3, which can be turned back horizontally in this position, so that in this position the resistance provided by the propeller is less. (5) The propeller has two or more blades, the blades being uniformly spaced around the axis of rotation of the propeller in the active state of the propeller; Claims 1 or 2, characterized in that, in their rest position, they lie together substantially in a common horizontal plane.
A propeller displacement boat described on the tomb. (6) The propeller has two or more blades, and the blades are evenly spaced apart from each other along the axis of rotation of the propeller, and in the rest position of the propeller, the blades of the propeller are 3. A propeller-driven displacement vessel according to claim 1, wherein the propeller-driven displacement vessel is capable of being folded up to a position substantially parallel to one axis of said propeller. (7) The propeller shaft (6) is fixedly attached to the ship so that the center of the propeller is positioned close to the base line (3) of the ship. The propeller-driven drainage ship according to any one of Items 1 to 6. (8) The propeller shaft is capable of raising and lowering between a lower operating position and an upper resting position, and in the lower operating position, the center of the propeller is aligned with the ship's baseline. (3) The propeller is positioned below, and in the upper rest position, the center portion of the propeller is positioned above the base line of the front ship.
The propeller-driven drainage ship according to any one of Items 6 to 6. (9) The propeller shaft (6) has a caisson (1
0), said caisson being mounted within the hull of the ship (1) for fit movement around a substantially horizontal slewing m (11); 9. A propeller-driven displacement ship according to claim 8, wherein said caisson is located at the forward portion of said caisson and extends substantially 11N in the longitudinal direction of the ship. (10) The caisson (10) has the form of a waterproof bar'nosing, in which the drive motor (7) is also arranged in a stirrup. Propeller-driven drainage ship. (11) For example, the so-called rotary thrust machine (
8) Alternatively, an auxiliary propulsion machine in the form of an active rudder is provided, by means of which the drive propeller (5) propels and maneuvers the ship when it assumes said rest position. A propeller-driven drainage ship according to any one of Claims 1, 1 to 1011.