Vessel

Abstract

To provide a vessel with suppressed reduction in output while being redundant.SOLUTION: A vessel includes: a first propeller; a first engine capable of rotationally driving the first propeller; a second propeller; a second engine capable of rotationally driving the second propeller; and a third engine capable of switching transmission destination of rotational force so that at least one of the first propeller and the second propeller is capable of being rotationally driven. Since the third engine is provided, two engines two axes propulsion composition is capable of being maintained by the third engine even when one of the first engine 22 and the second engine is stopped due to failure.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present disclosure relates to marine vessels. [Background technology]

[0002] In ships such as ferries and RORO ships, a dual-engine, dual-shaft propulsion plant with two main engines driving two shafts and propellers is common as a propulsion plant with redundancy. On the other hand, a dual-shaft, four-engine propulsion plant also exists in the prior art (see, for example, Patent Document 1 below). These propulsion plants are characterized by the fact that they can navigate safely even if one of the main engines breaks down. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 5-139381 Summary of the Invention [Problem to be solved by the invention]

[0004] However, a problem with a twin-engine, twin-shaft system is that if one of the main engines fails, output drops significantly, speed cannot be maintained, and punctual operation cannot be ensured.

[0005] The present disclosure has been made to solve the above-mentioned problems, and has an object to provide a ship that has redundancy while suppressing reduction in power output. [Means for solving the problem]

[0006] In order to solve the above problems, the vessel disclosed herein comprises a first propeller, a first engine capable of rotationally driving the first propeller, a second propeller, a second engine capable of rotationally driving the second propeller, and a third engine capable of switching the destination of rotational force so as to be able to rotationally drive at least one of the first propeller and the second propeller. Effect of the Invention

[0007] According to the present disclosure, it is possible to provide a ship that has redundancy while minimizing reduction in power output. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a side view showing a configuration of a marine vessel according to an embodiment of the present disclosure. [Diagram 2] FIG. 2 is an enlarged view of a main portion of the vessel according to the embodiment of the present disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] A ship according to an embodiment of the present disclosure will be described below with reference to Fig. 1 and Fig. 2. The ship 1 mainly comprises a hull 2 ​​and a propulsion unit 20. The type of the ship 1 is not limited to a specific one. Examples of the type of the ship 1 include a ferry, a RORO ship (Roll-on / Roll-off ship), and a PCTC (Pure Car & Truck Carrier).

[0010] (Hull) The hull 2 ​​has a pair of side walls 3A, 3B that form its outer hull, and a ship bottom 4. The side walls 3A, 3B have a pair of side shell plates that form the port and starboard sides, respectively. The ship bottom 4 has a bottom shell plate that connects the side walls 3A, 3B. The pair of side walls 3A, 3B and the ship bottom 4 give the outer hull 2 ​​a U-shape in a cross section perpendicular to the bow-stern direction FA.

[0011] The hull 2 ​​has multiple decks inside, including a freeboard deck 5, an upper deck Department The ship is equipped with a deck 6 and an upper deck 8. The freeboard deck 5 is the lowest deck among the full-length decks located above the load waterline. Department The deck 6 is a deck located one layer above the freeboard deck 5. The upper deck 8 is a deck located at the uppermost layer of the hull 2. In addition, the hull 2 ​​further includes a deck 7 below the freeboard deck 5.

[0012] (Promotion Department) An engine room 10 is formed within the hull 2. The engine room 10 is formed on the deck 7 on the stern 2b side of the hull 2. The propulsion section 20 is disposed in the engine room 10 within the hull 2. The engine room 10 is divided into two sections (a first section 12 and a second section 13) by a bulkhead 11. The propulsion section 20 is disposed across the first section 12 and the second section 13.

[0013] More specifically, as shown in FIG. 2, the propulsion section 20 includes a first propeller 21, a first engine 22, a second propeller 23, a second engine 24, a third engine 25, a first reduction gear 26, a second reduction gear 27, and a third reduction gear 28.

[0014] The first propeller 21 has a propeller body 31 that is submerged in the water outside the ship, and a shaft 32 that extends from the propeller body 31. The second propeller 23 has a similar configuration to the first propeller 21. The first propeller 21 and the second propeller 23 extend in the bow-stern direction FA with a gap between them in the ship's width direction. Furthermore, the first propeller 21 and the second propeller 23 are rotatable around a central axis that extends in the bow-stern direction FA.

[0015] The shaft 32 of the first propeller 21 is connected to the output shaft of the first engine 22 via a first reduction gear 26. The first engine 22 is, for example, a two-stroke diesel engine. When the first engine 22 is driven, a rotational force is imparted to the shaft 32, and the propeller body 31 is rotationally driven. Similarly, the shaft 32 of the second propeller 23 is connected to the output shaft of the second engine 24 via a second reduction gear 27. Like the first engine 22, the second engine 24 is, for example, a two-stroke diesel engine.

[0016] Under normal conditions, the first engine 22 and the second engine 24 each drive and rotate one propeller.

[0017] The first engine 22 and the second engine 24 are both housed in the first section 12 of the engine room 10. In other words, the shafts 32 of the first propeller 21 and the second propeller 23 pass through the bulkhead 11 while maintaining watertightness.

[0018] The third engine 25 is housed in the second compartment 13 on the stern 2b side, separated by the bulkhead 11. The first reduction gear 26, the second reduction gear 27, and the third reduction gear 28 are also housed in this second compartment 13.

[0019] The output shaft of the third engine 25 is connected to the third reduction gear 28. The third reduction gear 28 has a pair of output shafts, one of which is connected to the first reduction gear 26 and the other of which is connected to the second reduction gear 27. A clutch (not shown) is built into the third reduction gear 28. By connecting and disconnecting this clutch, the third reduction gear 28 is connected to and disconnected from at least one of the first reduction gear 26 and the second reduction gear 27. In other words, the output of the third engine 25 can be transmitted to at least one of the first propeller 21 and the second propeller 23.

[0020] The third engine 25 is preferably a two-stroke diesel engine, similar to the first engine 22 and the second engine 24. In addition, it is preferable that the outputs of these three engines are the same.

[0021] (Action and effect) Next, a description will be given of operation of the vessel 1 according to this embodiment. Under normal circumstances, the vessel 1 navigates by driving the first engine 22 and the second engine 24 to rotate the first propeller 21 and the second propeller 23, respectively.

[0022] On the other hand, if an abnormality occurs in either the first engine 22 or the second engine 24 and causes it to stop, the third engine 25 is driven. Also, the clutch of the third reduction gear 28 is switched to either the first reduction gear 26 or the second reduction gear 27, whichever is connected to the stopped engine. As a result, when the third engine 25 is driven, the output of the third engine 25 passes through the third reduction gear 28 and provides a rotational force to one of the propellers (the first propeller 21 or the second propeller 23) connected to the failed engine. Therefore, it is possible to continue sailing with the same output as during normal times.

[0023] Even if both the first engine 22 and the second engine 24 stop, the navigation capability is maintained by driving the third engine 25.

[0024] As described above, according to the above configuration, since the third engine 25 is provided, even if either the first engine 22 or the second engine 24 stops due to a failure, the two-engine, two-shaft thrust configuration can be maintained by the third engine 25. In other words, redundancy of the propulsion plant can be maintained. In addition, since the third engine 25 has an output equivalent to that of the first engine 22 and the second engine 24, normal engine output and speed can be maintained even in the two-engine, two-shaft configuration in the event of an abnormality. This makes it possible to suppress a decrease in the operational performance of the ship 1 and minimize the impact on the on-time operation rate.

[0025] Furthermore, with the above configuration, by simply switching the clutch, the third engine 25 can be instantly connected to one of the first engine 22 and the second engine 24, and continuous rotational driving of the first propeller 21 and the second propeller 23 can be maintained. This makes it possible to prevent deterioration of the navigation performance of the ship 1 and minimize the impact on the on-time operation rate.

[0026] Furthermore, according to the above configuration, the third engine 25 is housed in the second compartment 13, which is different from the first engine 22 and the second engine 24. Therefore, even if the first compartment 12 is flooded in the event of an emergency, the watertightness of the second compartment 13, which is separated by the bulkhead 11, is maintained. Therefore, even if the first engine 22 and the second engine 24 stop, a minimum navigation capability can be ensured by the third engine 25. This ensures a higher level of redundancy in the propulsion plant, making it possible to further improve the stability of the operation of the ship 1.

[0027] According to the above configuration, the first engine 22, the second engine 24, and the third engine 25 are diesel engines having the same output. As a result, even when the first engine 22 and the second engine 24 are stopped and are replaced by the third engine 25, it is possible to maintain the same navigation performance as in normal times. This makes it possible to prevent a decrease in the navigation performance of the ship 1 and minimize the impact on the on-time operation rate.

[0028] (Other embodiments) Although the embodiments of the present disclosure have been described in detail above with reference to the drawings, the specific configuration is not limited to this embodiment, and design changes and the like that do not depart from the gist of the present disclosure are also included.

[0029] For example, in the above embodiment, a diesel engine is used as the third engine 25. However, the third engine 25 does not necessarily have to be a diesel engine, and an electric motor may also be used as the third engine 25.

[0030] According to the above configuration, since the third engine 25 is an electric motor, even if the first engine 22 and the second engine 24 stop due to a trouble in the fuel system or the like, the third engine 25 will not be affected. Since a higher level of redundancy in the propulsion plant is ensured, it is possible to further improve the stability of the ship's operation.

[0031] In the above embodiment, the explanation is based on the premise that the crew takes the initiative in switching between driving and stopping the third engine 25 when an abnormality occurs. However, it is also possible to configure the switching operation to be performed autonomously by a computer. In this case, the processing of the switching operation is implemented as a computer program. With this configuration, the engine switching operation can be performed immediately and reliably when an abnormality occurs, making it possible to maintain an even higher level of navigation stability.

[0032] <Additional Notes> The ship described in each embodiment can be understood, for example, as follows.

[0033] (1) The ship 1 in the first embodiment comprises a first propeller 21, a first engine 22 capable of rotationally driving the first propeller 21, a second propeller 23, a second engine 24 capable of rotationally driving the second propeller 23, and a third engine 25 capable of switching the destination of rotational force so as to rotate at least one of the first propeller 21 and the second propeller 23.

[0034] According to the above configuration, since the third engine 25 is provided, even if either the first engine 22 or the second engine 24 stops due to a failure, the two-engine, two-shaft thrust configuration can be maintained by the third engine 25.

[0035] (2) The ship 1 according to a second aspect is the ship 1 of (1), further comprising a reduction gear and a clutch provided between the third engine 25 and the first engine 22, and between the third engine 25 and the second engine 24, respectively.

[0036] According to the above configuration, by simply switching the clutch, the third engine 25 can be instantly connected to one of the first engine 22 and the second engine 24, and continuous rotational driving of the first propeller 21 and the second propeller 23 can be maintained. This makes it possible to prevent deterioration of the navigation performance of the ship 1 and minimize the impact on the on-time operation rate.

[0037] (3) The ship 1 in a third aspect is the ship 1 of (1) or (2), wherein the first engine 22 and the second engine 24 are housed in a first compartment 12, and the third engine 25 is housed in a second compartment 13 separated from the first compartment 12 via a bulkhead 11.

[0038] According to the above configuration, the third engine 25 is housed in the second compartment 13, which is different from the first engine 22 and the second engine 24. Therefore, even if the first compartment 12 is flooded in the event of an emergency, the watertightness of the second compartment 13, which is separated by the bulkhead 11, is maintained. Therefore, even if the first engine 22 and the second engine 24 stop, a minimum navigation capability can be ensured by the third engine 25. This ensures a higher level of redundancy in the propulsion plant, making it possible to further improve the stability of the operation of the ship 1.

[0039] (4) The ship 1 according to a fourth aspect is the ship 1 according to any one of the aspects (1) to (3), wherein the first engine 22, the second engine 24, and the third engine 25 are each a diesel engine.

[0040] According to the above configuration, the first engine 22, the second engine 24, and the third engine 25 are diesel engines having the same output. As a result, even when the first engine 22 and the second engine 24 are stopped and are replaced by the third engine 25, it is possible to maintain the same navigation performance as in normal times. This makes it possible to suppress a decrease in the navigation performance of the ship 1 and minimize the impact on the on-time operation rate.

[0041] (5) The ship 1 in a fifth aspect is the ship 1 in any one of the aspects (1) to (3), wherein the first engine 22 and the second engine 24 are each a diesel engine, and the third engine 25 is an electric motor.

[0042] According to the above configuration, since the third engine 25 is an electric motor, even if the first engine 22 and the second engine 24 stop due to a trouble in the fuel system or the like, the third engine 25 is not affected. This ensures a higher level of redundancy in the propulsion plant, and further improves the stability of the ship's operation. [Explanation of symbols]

[0043] 1...Ship 2. Hull 2b…stern 4. Bottom of the ship 5…Freeboard deck 6...Top Department deck 7...Deck 8. Upper deck 10. Engine room 11. Bulkhead 12...First Section 13...Second Section 20…Promotion Department 21…First propeller 22…First engine 23…Second propeller 24…Second engine 25…Third engine 26…First reducer 27…Second reducer 28…Third reducer

Claims

1. The first propeller; a first engine capable of rotating the first propeller; A second propeller; a second engine capable of rotating the second propeller; a third engine capable of switching a destination of transmission of a rotational force so as to rotate at least one of the first propeller and the second propeller; A vessel equipped with:

2. The ship according to claim 1 , further comprising a reducer and a clutch provided between the third engine and the first engine, and between the third engine and the second engine, respectively.

3. the first engine and the second engine are housed in a first compartment; 3. The ship according to claim 1 or 2, wherein the third engine is accommodated in a second compartment separated from the first compartment via a bulkhead.

4. 3. The ship according to claim 1, wherein the first engine, the second engine, and the third engine are each a diesel engine.

5. 3. The ship according to claim 1, wherein the first engine and the second engine are each a diesel engine, and the third engine is an electric motor.

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