Marine propeller propulsion device

Abstract

To provide a marine propeller propulsion device for feeding an effective supply amount of gas to rear of a marine screw propeller.SOLUTION: A marine propeller propulsion device 1A includes: a double axis shaft 2A enabling feeding of gas to a draft air duct 23a provided in between an outer periphery surface of an inner shaft 21a and an inner periphery surface of an outer axis shaft 22a; one or more propellers 3A coupled to and rotated with the double axis shaft 2A; and a slidable baffle 4A provided to enable opening and closing a discharge port 212a of the draft air duct 23a on an end edge side of the double axis shaft 2A.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a marine propeller propulsion device. [Background technology]

[0002] It is known that the propulsion efficiency of a ship's screw propeller can be improved by supplying gas to the rear of the propeller. For this reason, various ship propeller propulsion devices have been developed and proposed to increase the propulsion efficiency of the propeller.

[0003] It is known that a marine propulsion auxiliary device is configured with an air outlet provided in the water flow formed in front of the ship's screw propeller or in front of the water jet nozzle, and a connecting pipe connecting the air outlet to the atmosphere.The negative pressure generated by the water flow from the air outlet causes air to mix into the water flow as fine bubbles, thereby relieving the negative pressure between the water flow generated by the screw propeller, etc. and the water around this water flow, and suppressing the force pulling the screw propeller or water jet nozzle backwards (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2008-62683 A Summary of the Invention [Problem to be solved by the invention]

[0005] It is known that the propulsion efficiency of a conventional marine propeller propulsion device can be improved by supplying gas to the rear of the marine screw propeller. However, there is room for improvement to provide a more sufficient and effective supply to further increase the propulsion efficiency.

[0006] For example, in the method of simply discharging air into the water flow behind the propeller, such as the technology described in Patent Document 1, even if a large amount of air is discharged, it is not sufficiently mixed with the water flow and the gas-liquid mixture is not sufficient, so there is a limit to how much improvement can be made in the propulsion efficiency of the propeller.

[0007] SUMMARY OF THE PRESENT DISCLOSURE OF THE PRESENT DISCLOSURE The problem to be solved by the present invention is to provide a marine propeller propulsion device which delivers an effective supply of gas to the rear of a marine screw propeller. [Means for solving the problem]

[0008] In order to solve the above problems, a marine propeller propulsion device according to the present invention is a marine propeller propulsion device having a double-shaft shaft in which an inner shaft and an outer shaft provided on the outer peripheral side of the inner shaft are positioned concentrically. The marine propeller propulsion device includes the double-shaft shaft capable of blowing gas into an air passage provided between the outer peripheral surface of the inner shaft and the inner peripheral surface of the outer shaft, one or more propellers coupled to the double-shaft shaft and rotating, and a baffle plate provided to open and close an outlet port of the air passage on the rear end side of the double-shaft shaft, and the baffle plate is slidably controlled to open and close the outlet port of the air passage on the rear end side of the double-shaft shaft. Effect of the Invention

[0009] According to the marine propeller propulsion device of the present invention, an effective supply amount of gas can be fed to the rear of the marine screw propeller. [Brief description of the drawings]

[0010] [Figure 1] 1 is a diagram showing an example of the configuration of a marine propeller propulsion device according to a first embodiment of the present invention; [Diagram 2] 2 is a perspective view showing a structure of the marine propeller propulsion device shown in FIG. 1 as viewed from the direction of arrow II. [Diagram 3]4 is a diagram showing an example of a sliding control operation of a baffle plate of the marine propeller propulsion device shown in FIG. [Figure 4] FIG. 6 is a perspective view showing an example of the structure of a marine propeller propulsion device according to a second embodiment. [Diagram 5] FIG. 5 is a side perspective view of the marine propeller propulsion device shown in FIG. 4. [Figure 6] 6 is a diagram showing an example of the structure of a baffle plate of the marine propeller propulsion device shown in FIG. 5. [Figure 7] 6 is an explanatory diagram showing the marine propeller propulsion device shown in FIG. 5 when the baffle plate opens and closes the discharge port. FIG. [Figure 8] FIG. 11 is a diagram showing an example of the structure of a marine propeller propulsion device according to a third embodiment. [Figure 9] FIG. 13 is a diagram showing an example of the structure of a marine propeller propulsion device according to a fourth embodiment. [Figure 10] FIG. 10 is a diagram showing an example of the configuration of the baffle plate shown in FIG. [Figure 11] FIG. 13 is a diagram showing an example of a ship using a marine propeller propulsion device according to a fifth embodiment. [Figure 12] FIG. 13 is a diagram showing an example of the structure of a marine propeller propulsion device according to a fifth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, an embodiment of a marine propeller propulsion device according to the present invention will be described in detail with reference to the drawings. Here, the same or similar parts are denoted by common reference numerals, and duplicated explanations will be omitted. In order to explain the structure of the marine propeller propulsion device according to the present invention, an example in which the marine propeller propulsion device is installed on a ship that navigates on the ocean, a lake, or the like will be described in each of the following embodiments. Note that the marine propeller propulsion device according to the present invention can be applied not only to ships that navigate on the surface of the ocean, lake, or the like, but also to marine propeller propulsion devices for submarines that navigate underwater, etc.

[0012] [First embodiment] Hereinafter, the configuration of an embodiment of a marine propeller propulsion device according to the present invention will be described with reference to Figs. 1 to 3. Fig. 1(a) is a diagram showing an example of the configuration of a first embodiment of a marine propeller propulsion device 1A according to the present invention. Fig. 1(b) is a vertical sectional view of the marine propeller propulsion device 1A shown in Fig. 1(a) as viewed from the line of sight of arrows II-II. Fig. 2 is a perspective view showing the structure of the marine propeller propulsion device 1A shown in Fig. 1 as viewed from the line of sight of arrow II. Fig. 3 is a diagram showing an example of the slide control operation of a baffle plate 4A of the marine propeller propulsion device 1A shown in Fig. 1.

[0013] 1(a), 3(a) and 3(b) show an image of the cylindrical outer shaft 22a cut along the axis, but in order to avoid making other dashed lines, sign lines and other drawings difficult to see, hatched lines such as cutting lines are omitted. The same applies to the drawings from FIG. 4 onwards.

[0014] A marine propeller propulsion device 1A shown in Figs. 1 and 2 is a device having a double-shaft shaft 2A in which, for example, an inner shaft 21a and an outer shaft 22a provided on the outer peripheral side of the inner shaft 21a are concentrically positioned.

[0015] For example, as shown in Figures 1 and 2, a marine propeller propulsion device 1A mainly includes a double-shaft shaft 2A that is capable of blowing gas into an air passage 23a provided between the outer peripheral surface of an inner shaft 21a and the inner peripheral surface of an outer shaft 22a, one or more propellers 3A that are coupled to the double-shaft shaft 2A and rotate, and a baffle plate 4A that is capable of opening and closing an outlet 221a of the air passage 23a on the rear end side of the double-shaft shaft 2A.

[0016] In the marine propeller propulsion device 1A, the baffle plate 4A is slidably controlled so as to open and close the discharge port 221a of the air passage 23a on the rear end side of the double-axis shaft 2A.

[0017] The double-shaft shaft 2A has a double shaft structure in which an inner shaft 21a and an outer shaft 22a provided on the outer periphery of the inner shaft 21a are concentrically arranged. The double-shaft shaft 2A is rotatably coupled to a rotating shaft of an engine provided in the hull of the ship.

[0018] In the double-shaft shaft 2A attached to the hull 91a, as shown in Fig. 1(a), for example, a bearing support 92a fixed to the hull 91a side is joined to a shaft shaft reinforcing part 24a. The shaft shaft reinforcing part 24a is provided, for example, between the outer shaft 22a and the hull 91a, and supports the inner shaft 21a by a bearing 242a and a bearing 243a in order to support the inner shaft 21a so as to be rotatable about its axis. Fig. 1(b) is a cross-sectional view of the marine propeller propulsion device 1A shown in Fig. 1(a) as seen from the line of sight of the arrows II-II, and includes a cross-section of the bearing 242a.

[0019] In addition, in the shaft reinforcement portion 24a, for example, the bearing outer periphery 241a is firmly joined to the hull 91a by a bearing support 92a, which reinforces the strength, stability, etc. of the marine propeller propulsion device 1A mounted on the hull 91a.

[0020] The oil pipe introduction bearing 244a is a shaft portion supported by a bearing at a specific section of the inner shaft 21a in order to provide an oil introduction pipe from, for example, a hydraulic pipe 51a outside the inner shaft 21a to the inner shaft 21a.

[0021] Fig. 2 is a perspective view showing the structure of the marine propeller propulsion device 1A shown in Fig. 1(a) as viewed from the line of sight of arrow II. The propeller blades 31a are welded and fixed to the outer shaft 22a, and the propeller shaft 34a is connected to the inner shaft 21a together with the outer shaft 22a. This causes the propeller 3A to rotate in synchronization with the axial rotation of the inner shaft 21a.

[0022] The propeller 3A includes a plurality of propeller blades 31a, each of which is connected to the outer shaft 22a, and all of the propeller blades 31a are connected to a propeller shaft 34a. The propeller shaft 34a is connected to the inner shaft 21a.

[0023] In the propeller 3A, the gas introduction passage 33a for introducing gas from the air passage 23a of the inner shaft 21a and the outer shaft 22a penetrates the outer shaft 22b and is provided with a pipe path to the propeller blade 31a, so that gas can be introduced from the gas introduction passage 33a to the slit tube 32a of the propeller blade 31a. This makes it possible to discharge air or the like from the slit tube 32a of each propeller blade 31a. Note that the gas introduction passage 33a for introducing gas from the air passage 23a may be provided with a controllable opening and closing valve so as to be able to block the introduction of gas from the air passage 23a. In addition, the slit tube 32a may be any part that can discharge the gas introduced from the gas introduction passage 33a to an opening portion such as a slit or a hole, and is not limited to a tubular slit.

[0024] The propeller material of the propeller blades 31a is preferably a single or composite material such as carbon fiber, metal / alloy, resin, glass fiber, etc. Structurally, it is possible to install the propeller blades one by one, which also leads to a reduction in manufacturing costs.

[0025] Here, examples of main structural features of the double-axis shaft 2A are as follows: (1) A large amount of air can be blown along the inner shaft 21a on the inner periphery of the double-shaft shaft 2A to the air passage 23a, and a large amount of air axial flow (indicated by the dashed arrow) can be generated along the inner shaft 21a from the front to the rear along the inner shaft 21a. The outer shaft 22a is attached to the outer periphery of the inner shaft 21a and is a propeller shaft that rotates the propeller 3A shown in FIG. 1 and the like.

[0026] (2) A baffle plate 4A is provided at the rear end of the double-axis shaft 2A, and the axial flow of air is discharged from the discharge port 221a at the axial end of the air passage 23a and hits the baffle plate 4A, as shown in Figures 1 and 2, etc.

[0027] (3) An air passage 23a can be provided that can send gas into a space surrounded by the outer circumferential surface of the inner shaft 21a and the inner circumferential surface of the outer shaft 22a, and the baffle plate 4A is slidably controlled from the axial end side of the inner shaft 21a as shown in Figures 3(a) and (b) so as to close and open the discharge port 221a at the axial end of the air passage 23a.

[0028] (4) Furthermore, in the double-axis shaft 2A, slits, gas introduction passages 33a, etc. for discharging air from the air passages 23a of the inner shaft 21a and the outer shaft 22a can be provided, so that the air can also be discharged into the holes in the propeller blades 31a, the slit pipes 32a, etc.

[0029] The above-mentioned structure of the double-axis shaft 2A allows a large amount of gas to be blown into the air passage 23a along the space between the inner shaft 21a and the outer shaft 22a, and the discharged gas can be controlled by the baffle plate 4A to effectively send an amount of air to the rear of the propeller. This increases the propulsive force of the vessel and improves fuel efficiency. Furthermore, the increased propulsive force of the vessel and improved fuel efficiency allow the propeller shape to be designed to be more compact.

[0030] <About baffle plates> The baffle plate 4A is controlled based on, for example, a pressure sensor 72a, and when a predetermined pressure is reached, it slides along the shaft direction of the shaft to close the discharge port 221a, or slides to open the discharge port 221a. The sliding movement is performed by, for example, a hydraulic pump 71a, a motor, or the like, and the discharge port 221a can be opened and closed. Gas is supplied from the gas supply pipes 61a and 62a to the double-shaft shaft 2A, and the air passage 23a in the double-shaft shaft 2A is filled with gas.

[0031] Since the baffle plate 4A can be rotated, the gas diffused by the baffle plate 4A can be sent to the rear of the propeller, increasing the void ratio of the water flow. This leads to a reduction in the rotational energy consumption of the propeller 3A.

[0032] If a wake is observed at the baffle plate 4A, a flow straightening object (fin shape) may be provided behind it. The baffle plate 4A itself may be processed into an agitating object with good agitation efficiency that can open and close the discharge port 221a.

[0033] <Outline of an example of baffle plate slide control operation> Figure 3 shows an example of the sliding control operation of the baffle plate 4A of the marine propeller propulsion device 1A shown in Figure 1. As shown in Figures 3(a) and (b), the marine propeller propulsion device 1A controls the baffle plate 4A to be slidable from the discharge port 221a at the shaft end so as to close and open the discharge port 221a of the air passage 23a, which is a space surrounded by the outer circumferential surface of the inner shaft 21a and the inner circumferential surface of the outer shaft 22a. For example, an example of the control operation of the baffle plate 4A using hydraulic control will be described below.

[0034] For example, when the ship is stopped, as shown in FIG. 3(b), the baffle plate 4A closes the discharge port 221a at the shaft end, stopping the blowing of air from the axial flow of the air passage 23a.

[0035] After the engine of the ship is running, when the control panel 73a detects that the gas pressure has reached a certain level through pressure detection by the pressure sensor 72a of the gas supply pipe 62a, the control panel 73a issues a command to the hydraulic pump 71a to increase the hydraulic pressure. In response to this command from the control panel 73a, the hydraulic pump 71a operates to push the hydraulic cylinder 53a toward the shaft end through the hydraulic piping 51a to 52a of the hydraulic system 5A.

[0036] As a result, as shown in FIG. 3(a), the baffle plate 4A slides due to the operation of the hydraulic cylinder 53a, and the baffle plate 4A opens the discharge port 221a at the shaft end between the bearings, opens the air passage 23a, and discharges air from the discharge port 221a at the shaft end.

[0037] The hydraulic pump 71a is also operated by manual or automatic control of the control panel 73a in the following cases. For example, in the unlikely event that a drop in gas pressure occurs due to an accident, breakdown, or the like, the hydraulic pump 71a is operated by manual or automatic control of the control panel 73a, and as shown in Fig. 3(b), the baffle plate 4A slides to close the discharge port 221a between the bearings and block the air passage 23a. After closing the discharge port 221a, the necessary pressure (amount of gas supplied) is applied to the slit pipe 32a of the propeller blades 31a.

[0038] The slide control is to control the extension and contraction of the slide length along the axial direction of the hydraulic cylinder 53a by controlling the hydraulic pipes 51a and 52a of the hydraulic pump 71a shown in Figs. 3(a) and 3(b).

[0039] In the example shown in Fig. 3(a), the hydraulic pressure is increased through hydraulic pipes 51a and 52a so that the hydraulic pump 71a has a pressure higher than a predetermined pressure. In the example shown in Fig. 3(b), the hydraulic pressure is decreased through hydraulic pipes 51a and 52a so that the hydraulic pump 71a has a pressure lower than the predetermined pressure.

[0040] The control panel 73a monitors the gas pressure in the gas supply pipes 61a and 62a with a pressure sensor 72a to check whether any abnormality has occurred in the gas pressure. Based on the monitoring result of the pressure sensor 72a, the control panel 73a performs hydraulic control of the hydraulic pump 71a by manual operation, automatic control, or the like.

[0041] As described above, the discharge port 221a can be closed and opened by controlling the extension and contraction of the slide length along the axial direction of the hydraulic cylinder 53a using the hydraulic control of the hydraulic system 5A. That is, the baffle plate 4A provided on the double-axis shaft 2A is controlled so as to be slidable from the discharge port 221a at the shaft end. Note that, although the example of Fig. 3 shows a configuration example in which the slide control is hydraulically controlled, a control method using, for example, an electric motor, an electromagnetic solenoid, air pressure, etc. may also be used as actuator control.

[0042] By controlling the sliding of the baffle plate 4A in the marine propeller propulsion device 1A as described above, a large amount of gas can be discharged behind the propeller 3A as required (in response to automatic control, manual control, etc.).

[0043] A large amount of gas (such as air) is sent from, for example, a radiator fan to the air passage 23a of the double-axis shaft 2A (which has the same axis), and the gas collides with the baffle plate 4A, which is opened by sliding control, at the discharge port 221a of the double-axis shaft 2A, and the gas that is diffused thereby is directed to the rear of the propeller 3A by the air pressure and the negative pressure of the water flow. This has the effect of increasing the propulsive force by supplying a large amount of gas.

[0044] The marine propeller propulsion device 1A of this embodiment has a simple double-shaft structure, which can sufficiently increase propulsion efficiency, and is also effective when propelled by only a double-shaft and one propeller. For example, the amount of gas supply can be designed (adjusted design) by multiple processing of the slit tube 32a of the propeller blade 31a. For example, the outer surface area of ​​the double shaft is large, and the vicinity of the propeller joint can be freely processed, so a large amount of gas can be supplied.

[0045] In the marine propeller propulsion device 1A of this embodiment, the load on the propeller is reduced by supplying a large amount of gas, and the propulsive force is increased, improving fuel efficiency, or enabling downsizing of the main engine. In addition, it is possible to replace the existing screw propeller. This propeller structure is effective for medium to large ships equipped with generators.

[0046] Since this marine propeller propulsion device 1A can be designed to be small and thin, it can be installed at the front of the hull by using a motor to drive the double-axis shaft 2A, and therefore a large amount of gas can be supplied to the bottom of the ship. In this case, by adjusting the particle size without making the gas too fine, it is possible to supply it to a certain area of ​​the bottom of the ship. In addition, for example, engine exhaust gas can be heat exchanged and used after cooling to remove marine organisms from the bottom of the ship, and if an opening is installed at the front of the hull regardless of exhaust gas, air can be supplied from that part.

[0047] In the marine propeller propulsion device 1A, the advantage of the double shaft structure is that the propeller shape can be newly designed to reduce the load on the propeller. For example, a super cavitation propeller shape can increase the rotation speed. In that case, a large amount of air can be ventilated on the outer wall of the propeller to suppress cavitation erosion and noise, and this effect dramatically reduces the viscosity of the rotating liquid, so the propeller effect can be increased.

[0048] Normally, the flow behind a rotating propeller is complicated, but in the case of a gas-liquid mixture, it becomes even more complicated as it becomes a two-phase flow. However, the dual-axis shaft 2A and propeller 3A of the marine propeller propulsion device 1A of this embodiment have the effect of rectifying the complicated mixed flow (hereinafter, this term is used to mean making it into an underwater flow with an increased void fraction).

[0049] With the above-described structure, for example, strong wind pressure gas from a radiator fan can be guided to the double-axis shaft 2A and the slidingly controllable baffle plate 4A can be opened to discharge the gas from the outlet 221a on the rear end side of the double-axis shaft 2A. Furthermore, a large amount of gas can be sent behind the propeller 3A by the negative pressure of the water current while sailing.

[0050] This also makes it possible to increase the void ratio behind the propeller 3A (increase the proportion of gas in the liquid), thereby reducing the rotational load on the propeller.

[0051] As described above, if more gas can be effectively supplied to the rear of the screw propeller, the mass of the liquid behind the propeller changes (contains more gas), the "drag" to the rear of the propeller decreases, and at the same time, the burden of rotating the propeller is reduced, and the engine's energy consumption is reduced. At the same time, the effect of action and reaction is obtained, which makes the ship move forward.

[0052] As described above, according to the marine propeller propulsion device of this embodiment, an effective supply amount of gas can be fed to the rear of the marine screw propeller.

[0053] [Second embodiment] Next, a marine propeller propulsion device 1B according to a second embodiment will be described with reference to Figs. 4 to 7. Fig. 4 is a perspective view showing an example of the structure of the marine propeller propulsion device 1B according to the second embodiment. Fig. 5 is a side perspective view of the marine propeller propulsion device 1B shown in Fig. 4. Fig. 6 is a diagram showing an example of the structure of a baffle plate 4B of the marine propeller propulsion device 1B shown in Fig. 5. Fig. 7 is an explanatory diagram showing the case where the baffle plate of the marine propeller propulsion device 1B shown in Fig. 5 opens and closes the discharge port.

[0054] Here, the marine propeller propulsion device 1B of the second embodiment differs from the marine propeller propulsion device 1A of the first embodiment mainly in that the baffle plate 4B is different from the baffle plate 4A as described below. Hereinafter, the configuration of the marine propeller propulsion device 1B of the second embodiment will be described mainly with reference to the differences from the marine propeller propulsion device 1A of the first embodiment. Note that, as explanatory views, Fig. 4 corresponds to Fig. 2, and Fig. 7(a) corresponds to Fig. 1(a).

[0055] For example, as shown in Figs. 4 to 7, a marine propeller propulsion device 1B mainly includes a double-shaft shaft 2B capable of blowing gas into an air passage 23b provided between the outer peripheral surface of an inner shaft 21b and the inner peripheral surface of an outer shaft 22b, one or more propellers 3B which rotate while being coupled to the double-shaft shaft 2B, and a baffle plate 4B which is provided to be able to open and close an outlet 221b of the air passage 23b on the rear end side of the double-shaft shaft 2B.

[0056] The double-shaft shaft 2B has a double shaft structure in which an inner shaft 21b and an outer shaft 22b provided on the outer periphery of the inner shaft 21b are concentrically arranged. The double-shaft shaft 2B is rotatably coupled to a rotating shaft of an engine provided in the hull of the ship.

[0057] The propeller blades 31b constituting the propeller 3B are connected to the outer shaft 22b from the direction of each blade, and all the propeller blades 31b are connected to the propeller shaft 34b. The propeller shaft 34b is connected to the inner shaft 21b.

[0058] In the propeller 3B, a gas inlet passage 33b for introducing gas from an air passage 23b provided between the inner shaft 21b and the outer shaft 22b is provided with a pipe path penetrating the outer shaft 22b to the propeller blade 31b, and gas can be introduced from the gas inlet passage 33b to the slit tube 32b of the propeller blade 31b. This allows air to be discharged from the slit tube 32b of each propeller blade 31b. Note that the gas inlet passage 33b for introducing gas from the air passage 23b may be provided with an opening / closing valve so as to be able to block the introduction of gas from the air passage 23b.

[0059] Here, Fig. 5(a) shows a vertical cross section in the direction of the III-III arrows shown in Fig. 5(b), and Fig. 5(b) is a side perspective view of the marine propeller propulsion device 1B shown in Fig. 4. Fig. 6 is a view showing an example of the structure of the baffle plate 4B of the marine propeller propulsion device 1B shown in Fig. 5(b). The baffle plate 4B seen from the side shown in Fig. 6(a) is divided into a top plate portion U, a fin portion V, and a gear storage portion W, and Fig. 6(b) shows a front view of the top plate portion U, Fig. 6(c) shows a front view of the fin portion V, and Fig. 6(d) shows a front view of the gear storage portion W. The front view is seen from the direction of the white arrow located near the top plate portion U shown in Fig. 6(a).

[0060] A baffle plate 4B in a marine propeller propulsion device 1B of the second embodiment differs from the baffle plate 4A in the marine propeller propulsion device 1A of the first embodiment mainly in terms of structure, as will be described below.

[0061] Here, as an example of a main structural feature of the double-shaft shaft 2B, in addition to the double-shaft shaft 2A of the marine propeller propulsion device 1A of the first embodiment, (5) The baffle plate 4B has a structure equipped with diffusion fins. The airflow behind the propeller 3B can be further straightened by providing the baffle plate 4B with at least one of i) an axial flow diffusion fin 42b facing the opening side of the dual-axis shaft 2B, and ii) a rearward diffusion fin 41b provided on the rear end side of the baffle plate 4B.

[0062] The baffle plate 4B has a structure that is controlled to be slidable from the axial end side of the double-axis shaft 2B as shown in Figures 7(a) and (b) so as to block and open the discharge port 221b at the axial end of the air passage 23b, which can send gas into the space surrounded by the outer circumferential surface of the inner shaft 21b and the inner circumferential surface of the outer shaft 22b.

[0063] The baffle plate 4B is mainly composed of a top plate portion U, a fin portion V, and a gear storage portion W, for example, as shown in FIG. 6. The top plate portion U shown in FIG. 6(b) is a plate having a rear opening 414b at the center of the top plate 411b. The fin portion V shown in FIG. 6(c) is a portion where a plurality of fins 413b are provided as the rear diffusion fins 41b. The gear storage portion W shown in FIG. 6(d) is a portion including a sun gear 43b, a planetary gear 44b, a gear receiving portion 45b, a gear outer peripheral wall portion 412b, a gear inner peripheral wall portion 415b, etc., which will be described later.

[0064] The axial flow of gas (arrows of dashed lines) along the axis of the inner shaft 21b hits the axial diffusion fins 42b provided on the baffle plate 4B when the gas is discharged from the discharge port 221b, causing the gas to flow with an expansion from the axis side (first diffusion flow Lx shown in FIG. 7(a)). Furthermore, the first diffusion flow Lx shown in FIG. 7(a) becomes the second diffusion flow Ly shown in FIG. 7(a) due to the rotational discharge flow Fout discharged from the rear diffusion fin 41b, and flows toward the rear side of the propeller blades 31b.

[0065] The axial diffusion fin 42b is a fin provided to diffuse the gas that has passed through the air passage 23b mainly to the rear of the propeller 3B. As shown in Figs. 4 and 5, the axial diffusion fin 42b has a structure in which a plurality of triangular plate-like fins 422b are provided on the surface side (disk surface 421b) of the baffle plate 4B that faces the discharge port 221b side of the double-shaft shaft 2B. The triangular plate-like fin 422b has a triangular shape that slopes from high to low on the disk surface 421b from the axis side to the periphery, for example, with the axis of the double-shaft shaft 2B as the center. The triangular plate-like fin 422b may be, for example, a fin with a slope shape.

[0066] As shown in FIG. 7(b), when the baffle plate 4B closes the discharge port 221b, the axial flow diffusion fin 42b is stored in the air passage 23b.

[0067] The rear diffusion fin 41b is a fin provided mainly to diffuse gas to the rear of the propeller 3B. The rear diffusion fin 41b has a structure in which fins are provided on a surface side (surface of the top plate 411b) opposite to a surface side (surface 421b) of the baffle plate 4B facing the discharge port 221b side of the double-shaft shaft 2B. For example, a plurality of fins 413b are provided in a screw shape on the surface of the gear outer circumferential wall portion 412b centered on the axis of the double-shaft shaft 2B as shown in Figures 6(a) to 6(d).

[0068] A portion of the gear inner wall portion 415b standing between the surface of the top plate 411b and the surface of the gear outer wall portion 412b is connected to a plurality of fins 413b around the circumference. Furthermore, the portion of the gear inner wall portion 415b around the circumference is opened so that the water flow (opening inflow Fin) flowing in from the rear opening 414b on the center side of the top plate 411b as shown in Fig. 7(a) can pass between the plurality of fins 413b and be discharged as a rotational discharge flow Fout. Depending on the shape of the plurality of fins 413b, the top plate portion U shown in Fig. 6 may not have the top plate 411b.

[0069] <Example of high speed rotation of rear diffusion fin 41b> 5(a) and 5(b), the baffle plate 4B is rotatably provided on the rear end side of the inner shaft 21b by a combination of a plurality of planetary gears 44b and a sun gear 43b so that the rear diffusion fin 41b rotates faster than the axial rotation of the inner shaft 21b, with the concentric shaft as the center of the rotation axis. For example, by combining the planetary gear 44b and the sun gear 43b, the rear diffusion fin 41b can rotate in the opposite direction to the inner shaft 21b, twice as fast as the inner shaft 21b.

[0070] The sun gear 43b is connected to the inner shaft 21b and serves as a rotation reference for the gears. As shown in Fig. 5(a), the planetary gear 44b is arranged so that multiple gears mesh with each other around the sun gear 43b, and rotates and revolves around the sun gear 43b while meshing with the inner gear of the gear receiver 45b on which the internal gear is provided.

[0071] The gear receiving portion 45b is a base portion of the rear diffusion fin 41b on the high-speed rotation side, and the internal gear described above is assembled therein. The gear inner circumferential wall portion 415b is a cylindrical portion surrounding the sun gear 43b, the planetary gear 44b, the gear receiving portion 45b, and the like. The gear outer circumferential wall portion 412b is a cylindrical portion surrounding the gear inner circumferential wall portion 415b, and a plurality of fins 413b are provided on the disk surface. By changing the configuration of the gears such as the sun gear 43b, the planetary gear 44b, and the gear receiving portion 45b, the gears may rotate in the same direction as the propeller 3B.

[0072] A part of the water containing gas that collides with the top plate 411b of the baffle plate 4B is drawn into the rear opening 414b on the center side of the top plate 411b shown in Fig. 6(b) by the flow of seawater (negative pressure). At that time, the rear diffusion fan 41b (seawater) shown in Fig. 4 and Fig. 7(a) rotates and diffuses the seawater in all directions, stirring the seawater behind the propeller blades 31b with the force of the diffusion. As a result, the gas can be diffused and sent evenly in the seawater behind the propeller blades 31b in a balanced manner.

[0073] As shown in Fig. 4 and Fig. 7(a), when the baffle plate 4B opens the discharge port 221b, for example, an inflow opening Fin of the water flow is generated to the rear opening 414b of the rear diffusion fin 41b on the center side of the top plate 411b due to the negative pressure of the water flow on the rear side of the baffle plate 4B. This inflow opening Fin of the water flow is discharged as a rotational discharge flow Fout by the rotation of the rear diffusion fin 41b. As a result, the axial flow of the gas discharged from the air passage 23b becomes a diffusion first flow Lx from the discharge port 221b to the rear side of the propeller blade 31b along the protruding shape (triangular plate-shaped fin 422b), and is further diffused as a diffusion second flow Ly to the rear side of the propeller blade 31b by the rotational discharge flow Fout of the rear diffusion fin 41b.

[0074] The rear diffusion fins 41b of the baffle plate 4B are composed of a plurality of fins 413b provided mainly to diffuse the gas behind the propeller 3B. A part of the gas that collides with the top plate 411b of the baffle plate 4B is drawn into, for example, the flow of seawater (negative pressure). At that time, the rear diffusion fan 41b rotates to diffuse the gas in all directions as shown in Fig. 4, aiming to have an effect of repelling the gas in the rear direction of the propeller blades 31b as shown in Fig. 7(a) by the momentum of the diffusion. As a result, the gas can be sent evenly and in a balanced manner behind the propeller blades 31b.

[0075] In addition, because the rear diffusion fins 41b of the baffle plate 4B can rotate faster than the axial rotation of the inner shaft 21b, the gas discharged from the discharge port 221b (first diffusion flow Lx shown in FIG. 7(a)) is mixed with the seawater on the rear side of the propeller blades 31b by the rotational exhaust flow Fout (second diffusion flow Ly). This increases the void ratio behind the propeller blades 31b. This leads to a reduction in the consumption of rotational energy of the propeller 3B.

[0076] In the baffle plate 4B, the gas can be diffused from the axial center side by the axial flow diffusion fins 42b as described above, and can be further diffused rearward of the propeller blades 31b by the rotation of the rear diffusion fins 41b. This allows the gas mixed in the water flow behind the propeller blades 31b to be diffused.

[0077] Normally, the flow behind the rotating propeller blades 31b is complex, and in the case of gas-liquid mixing, the flow becomes two-phase, which also becomes complex. However, by rotating the axial diffusion fins 42b of the marine propeller propulsion device 1B of this embodiment and by rotating the rear diffusion fins 41b, which rotate faster than the axial diffusion fins 42b, the gas can be further diffused in the water flow behind the propeller blades 31b.

[0078] As described above, the structure of the marine propeller propulsion device 1B allows gas such as air to be introduced into the air passage 23b and discharged from the discharge port 221b, and a large amount of gas can be sent behind the propeller 3B by the negative pressure of the navigating water current. This makes it possible to increase the void ratio (the ratio of gas in the liquid) and reduce the rotation load of the propeller 3B.

[0079] For example, the supply air pressure from a radiator or the like and the negative pressure caused by the water flow can draw gas into the rear of the double-axis shaft 2B, where it is diffused by the baffle plate 4B, and further diffused behind the propeller 3B by the rotation of the rear diffusion fin 41b. This effect allows the gas mixed in the water flow behind the propeller 3B to be diffused.

[0080] In addition, the diffusion fins (rear diffusion fins 41b and / or axial diffusion fins 42b) provided on the baffle plate 4B of the marine propeller propulsion device 1B diffuse and mix the water and gas, thereby achieving a high void ratio, which has the effect of reducing the energy consumption of propeller rotation.

[0081] Furthermore, due to the synergistic effect of the gas discharge from the diffusion fins provided on the baffle plate 4B and the slit tubes 32b of the propeller blades 31b, it is possible to achieve an even higher void ratio, which has the effect of reducing the energy consumption for propeller rotation.

[0082] As described above, if more gas can be effectively supplied to the rear of the screw propeller, the mass of the liquid behind the propeller changes (contains more gas), the "drag" to the rear of the propeller decreases, and at the same time, the burden of rotating the propeller is reduced, and the engine's energy consumption is reduced. At the same time, the effect of action and reaction is obtained, which makes the ship move forward.

[0083] As described above, according to the marine propeller propulsion device of this embodiment, an effective supply amount of gas can be fed to the rear of the marine screw propeller.

[0084] [Third embodiment] FIG. 8 is a diagram showing an example of the structure of a marine propeller propulsion device 1C of a third embodiment. The marine propeller propulsion device 1C shown in FIG. 8 can be installed on a marine vessel 9C, which will be described later, for example. FIG. 8 shows an example of a so-called double-shaft double-rotating propeller. The example shown in FIG. 8 shows a method in which the gas supply system 6C mainly uses air blown from a radiator fan used in a generator 82c and air sucked from an air intake pipe 93c. Note that air blown from a radiator fan used in an engine 81c, for example, may also be used.

[0085] 9, the hull of the ship 9C is configured to include an engine 81c that drives the propeller shaft, a generator 82c that supplies electricity to the inside of the ship, and a hydraulic pump 71c that enables hydraulic control of the components of the ship propeller propulsion device 1C. The hydraulic pump 71c controls the sliding of a hydraulic cylinder 53c in the axial direction through the hydraulic piping 51c-52c of the hydraulic system 5C.

[0086] As shown in FIG. 8, the marine propeller propulsion device 1C mainly includes a double-shaft shaft 2C capable of blowing gas into an air passage 23c provided between the outer peripheral surface of an inner shaft 21c and the inner peripheral surface of an outer shaft 22c, a plurality of propellers 3C (hereinafter referred to as double-shaft contra-rotating propellers 3C) that rotate while being coupled to the double-shaft shaft 2C, and a baffle plate 4C that is provided to be able to open and close an outlet 221c of the air passage 23c on the rear end side of the double-shaft shaft 2C.

[0087] The double-shaft shaft 2C is configured such that a cylindrical inner shaft 21c and an outer shaft 22c provided on the outer circumferential side of the inner shaft 21c are positioned concentrically. The double-shaft shaft 2C is rotatably coupled to a rotating shaft of an engine 81c provided in the hull of the ship 9C. An air passage 23c provided between the outer circumferential surface of the inner shaft 21c and the inner circumferential surface of the outer shaft 22c is provided so as to be able to blow gas such as air.

[0088] The inner shaft 21c is axially coupled to a rotating shaft of an engine 81c in the ship 9C via bearings 242c and 243c. The bearings 242c and 243c are bearings for connecting the double-shaft shaft 2C to a shaft coupled to the engine 81c. As in the example of FIG. 1, the strength, stability, and the like of the marine propeller propulsion device 1C provided on the hull may be reinforced by a shaft bearing reinforcing material (not shown) in which the outer circumferential bearing portion 241c is firmly joined to the hull.

[0089] The dual-shaft contra-rotating propeller 3C is coupled to the dual-shaft shaft 2C and rotates. The dual-shaft contra-rotating propeller 3C is composed of, for example, a plurality of front propeller blades 312c and a plurality of rear propeller blades 311c that rotate in the opposite direction to the rotation of the front propeller blades 312c.

[0090] In the double-shaft double-rotating propeller 3C, a gas inlet passage 331c is provided to introduce gas from the air passage 23c of the inner shaft 21c and the outer shaft 22c, so that the gas can be introduced from the gas inlet passage 331c to the slit tube 321c of the rear propeller blade 311c. In addition, a gas inlet passage 332c is provided to introduce gas from the gas inlet passage 332c to the slit tube 322c of the front propeller blade 312c. This allows air to be discharged from the slit tubes 321c and 322c of the propeller blades 311c and 312c.

[0091] Gas introduction paths 331c and 332c through which gas is introduced from air passage 23c may be provided with a controllable on-off valve so as to be able to block the introduction of gas from air passage 23c.

[0092] The front propeller shaft connection parts 35c and 36c support the rotation shaft of the front propeller blades 312c. The front propeller blades 312c are connected to a casing that surrounds the inner shaft 21c, and the casing rotates the front propeller blades 312c by, for example, a gear structure or a bearing structure.

[0093] The rear propeller blades 311c are connected to a propeller shaft 34c, which is connected to the inner shaft 21c, so that the rear propeller blades 311c are synchronized with the rotation of the inner shaft 21c.

[0094] The dual-shaft, dual-rotating propeller 3C has the following advantages over the dual-shaft, single-propeller 3A shown in FIG. 1(a).

[0095] The reverse rotation of the front propeller blades 312c provides the effect of streamlining the flow and reducing the load on the rear propeller blades 311c through rarefaction (a phenomenon caused by diffusion).

[0096] In addition, the amount of gas supply can be designed (adjusted design) by multiple processing of the slit pipe 321c of the rear propeller blade 311c. The outer surface area of ​​the double shaft is large, and the vicinity of the propeller joint can be freely processed, so a large amount of air can be supplied.

[0097] In addition to the above, the load on the double-shaft double-rotating propeller 3C can be reduced by the gas supply amount, and the propulsive force can be increased, improving fuel efficiency, or the main engine 81c can be downsized or replaced with an existing screw propeller.

[0098] For example, in the marine propeller propulsion device 1C shown in FIG. 8, the contra-rotating rear propeller blades 311c are fixed to the inner shaft 21c, and the front propeller blades 312c can be selected from a shaft-driven contra-rotating method using a planetary gear, or a free-rotating contra-rotating method using a ball bearing.

[0099] The negative pressure caused by the water flow and the supply pressure from a radiator or the like used for the generator 82c of the gas supply system 6C can draw the gas into the baffle plate 4C (directly behind the shaft axis).

[0100] Furthermore, when the gas is diffused by the baffle plate 4C, and a rear diffusion fin is further provided on the baffle plate 4C, the gas can be diffused further behind the propeller by the rotation of the rear diffusion fin. This effect allows the gas mixed in the water flow behind the propeller to be diffused.

[0101] Normally, the flow behind the rotating rear propeller blades 311c becomes complicated, but in the case of gas-liquid mixing, the flow becomes two-phase and also becomes complicated; however, the dual-shaft dual-rotating propellers 3C and fins of the marine propeller propulsion device 1C of this embodiment have the effect of streamlining the complicated mixed flow.

[0102] With the above-mentioned structure, for example, the blown gas from the radiator fan can be guided, and a large amount of gas can be sent to the rear of the rear propeller blade 311c by the negative pressure of the sailing water current. This also makes it possible to increase the void ratio (the ratio of gas in the liquid), and reduce the rotation load of the dual-shaft dual-rotating propeller 3C.

[0103] Furthermore, when a diffusion fin is provided on the baffle plate (for example, the example of the baffle plate 4B in the second embodiment), a high void fraction can be achieved due to the synergistic effect of the gas discharge from the propeller slit of the gas discharge port, which has the effect of reducing the energy consumption of the propeller rotation.

[0104] It is preferable to avoid using exhaust gas in the propulsion device as much as possible. The reason for this is that the exhaust gas temperature of a diesel engine with a displacement of 30,000 to 40,000 cc can reach 400 degrees, and if it is used as is, it may lead to damage to tools and equipment.

[0105] Considering the cost, it is preferable to avoid using a compressor as much as possible because the equipment cost and running cost for high pressure gas are high, and boiler steam is also not used because it is hot. Therefore, it is better to use a method that mainly uses the air blown by the radiator fan and the air sucked in.

[0106] The advantage of the dual-shaft shaft structure is that it is easy to design dual-shaft, double-rotating propellers. Furthermore, when dual-shaft, double-rotating propellers are used, the reverse rotation of the front propeller reduces the load on the rear propeller.

[0107] The contra-rotating rear propellers are fixed, while the front propellers can be shaft-driven with planetary gears or free-rotating with ball bearings.

[0108] As described above, according to the marine propeller propulsion device of this embodiment, an effective supply amount of gas can be fed to the rear of the marine screw propeller.

[0109] [Fourth embodiment] Fig. 9 is a diagram showing an example of the structure of a marine propeller propulsion device 1D according to the fourth embodiment, and Fig. 10 is a diagram showing an example of the configuration of a baffle plate 4D shown in Fig. 9.

[0110] In particular, the marine propeller propulsion device 1D of this embodiment can be configured to have a structure such as that shown in Figs. 9 and 10, for example, by modifying an existing screw propeller.

[0111] For example, as shown in FIG. 9 and FIG. 10, a marine propeller propulsion device 1D mainly includes a double-shaft shaft 2D capable of blowing gas into an air passage 23d provided between an outer peripheral surface of an inner shaft 21d and an inner peripheral surface of an outer shaft 22d, a plurality of propellers 3D coupled to the double-shaft shaft 2D and rotating, and a baffle plate 4D provided to be able to open and close the discharge port of the air passage 23d on the rear end side of the double-shaft shaft 2D.

[0112] The baffle 4D can have a structure in which a rear diffusion fin 41d is provided on the rear end side of the baffle 4D, thereby making it possible to create a water flow with a higher void ratio behind the propeller 3D. The rear diffusion fin 41d is a fin provided mainly for diffusing gas behind the propeller 3D. The rear diffusion fin 41d has a structure in which a fin is provided on a plate surface on the side opposite to the side of the baffle 4D facing the discharge port side of the double-shaft shaft 2D.

[0113] The dual-shaft contra-rotating propeller 3D is coupled to the dual-shaft shaft 2D and rotates. The dual-shaft contra-rotating propeller 3D is composed of, for example, a plurality of front propeller blades and a plurality of rear propeller blades 311d that rotate in the opposite direction to the rotation of the front propeller blades.

[0114] The double-axis shaft 2D has a structure in which a slide control method of a baffle plate 4D as described below is used in the inner shaft 21d instead of the slide control method of a baffle plate that is hydraulically controlled by a hydraulic pump or the like from the hull 91d of the ship 9D.

[0115] The baffle plate 4D can be separated by a swivel or the like, and the generator can be equipped to open and close the energy independently. Here, a swivel is a connection part or a connection part that has two connection points and can rotate freely with respect to each other.

[0116] FIG. 10 shows the configuration of a power generating unit 8D including a power generating propeller 81d connected to an inner shaft 21d together with a baffle plate 4D.

[0117] When the ship 9D is sailing, the rotation of the inner shaft 21d and the flow of water and the like rotate the power-generating propeller 81d provided at the rear end of the double-shaft shaft 2D shown in Fig. 10, which in turn rotates the rotor of the generator 82d directly connected to the rotating shaft of the power-generating propeller 81d, thereby generating electricity. The generated energy is successively stored in the battery 83d. The battery 83d is electrically connected to the motor pump 84d.

[0118] A control command for a slide operation or the like is transmitted from a signal transmitter 75d to a receiver (light receiver) 85d by a communication means such as an optical signal, and the motor pump 84d can be driven and controlled. The motor pump 84d can operate a cylinder 86d and a cylinder piston 87d as drive targets, thereby achieving the slide control of the baffle plate 4D.

[0119] The advantage of the shaft power generation of the power generation unit 8D is that it is possible to install, for example, one unit of the marine propeller propulsion device 1D by modifying, for example, a part of the hull 91d of the existing ship 9D.

[0120] The method of operating the slide control of the baffle plate 4D can be an actuator (various driving methods). Also, the baffle plate part can be separated by a swivel or the like, and the opening and closing control of the baffle plate part that can supply energy from an independent power source by equipping a generator is possible.

[0121] As described above, according to the marine propeller propulsion device of this embodiment, an effective supply amount of gas can be fed to the rear of the marine screw propeller.

[0122] [Fifth embodiment] An example of a method for supplying a large amount of gas to the bottom 91e of a ship 9E sailing on the water surface WP shown in FIG. 11 by utilizing an example of the configuration of the ship propeller propulsion device of this embodiment in a POD propeller system will be described using the ship propeller propulsion device 1E of FIG. 12. Here, FIG. 11 is a diagram showing an example of the structure of the ship 9E using the ship propeller propulsion device 1E of the fifth embodiment. Also, FIG. 12 is a diagram showing an example of the structure of the ship propeller propulsion device 1E shown in FIG. 11. In particular, the ship propeller propulsion device 1E of the embodiment shown in FIG. 12 is installed on the front side of the ship 9E shown in FIGS. 11(a) and (b).

[0123] 11(a) and 11(b) may be configured as any one of the marine propeller propulsion devices 1A to 1D of the first to fourth embodiments described above, or may be configured as the marine propeller propulsion device 1E of this embodiment. Hereinafter, the marine propeller propulsion device 1E will be mainly described.

[0124] As shown in FIG. 12, a marine propeller propulsion device 1E of the fifth embodiment mainly includes a double-shaft shaft 2E capable of blowing gas into an air passage 23e provided between an outer peripheral surface of an inner shaft 21e and an inner peripheral surface of an outer shaft 22e, a double-shaft contra-rotating propeller 3E which rotates while being coupled to the double-shaft shaft 2E, and a baffle plate 4E which is provided to be able to open and close a discharge port 221e of the air passage 23e on the rear end side of the double-shaft shaft 2E.

[0125] The double-shaft shaft 2E is configured such that the cylindrical inner shaft 21e and the outer shaft 22e provided on the outer periphery of the inner shaft 21e are positioned concentrically. The double-shaft shaft 2E is rotatably coupled to the rotating shaft of an electric motor 81e provided in a cocoon-shaped (ellipsoid-shaped) container 93e. The air passage 23e provided between the outer periphery of the inner shaft 21e and the inner periphery of the outer shaft 22e is provided so as to be capable of blowing gas such as air. Gas is supplied to the double-shaft shaft 2E from the gas supply pipes 61e and 62e in the cocoon-shaped container 93e, and the air passage 23e in the double-shaft shaft 2E is filled with gas. The baffle plate 4E is controlled by a movable cylinder 53e controlled by an electric actuator or the like so as to open and close the discharge port 221e.

[0126] The gas supply system 6E supplies gas such as air to the marine propeller propulsion device 1E installed on the vessel bottom 91e. The gas supply system 6E delivers gas to the gas supply connection pipe 68e at high pressure, for example, by an electric turbine. The gas supply connection pipe 68e delivers gas to a cocoon-shaped container 93e rotatably attached to the vessel bottom 91e via the vessel bottom ventilation part 64e and the gas introduction part 63e. A space is provided in the cocoon-shaped container 93e so that the gas flowing in from the gas introduction part 63e can be guided to the gas supply pipes 61e and 62e by a shielding wall 94e inside the container.

[0127] In the vessel bottom ventilation section 64e, a rotating section 65e, a rotating gear section 66e, and a rotating power section 67e are provided so that the cocoon-shaped container 93e can rotate approximately 360 degrees. The rotating power section 67e drives the rotating gear section 66e to control the rotating section 65e so that it can rotate. The rotating section 65e is connected to a container support section 92e that supports the cocoon-shaped container 93e. The cocoon-shaped container 93e connected to the container support section 92e rotates together with the rotating section 65e, so that the direction of the dual-shaft, dual-rotating propeller 3E can be changed in the vessel bottom ventilation section 64e.

[0128] An example of a method for supplying a large amount of gas to the bottom 91e of the ship 9E shown in FIG. 11 using the marine propeller propulsion device 1E shown in FIG. 12 will be described. 1) A plurality of slit-shaped openings are machined at appropriate positions on the rear propeller blades 311e and the front propeller blades 312e of the dual-shaft contra-rotating propeller 3E, or a plurality of hole-shaped, rectangular, or other openings 321e and 322e are provided, and at the same time, valves are installed near the openings or at effective locations. 2) The double-shaft double-rotating propeller 3E double-rotating system is expected to have a further gas supply effect. For example, a synergistic effect is produced between the exhaust gas from the axial space of the propeller shaft due to negative pressure and diffusion, and the gas supply in 1) above.

[0129] The above-described structure of the marine propeller propulsion device 1E makes it possible to send a water flow WB containing medium and large gas particles in addition to small gas bubbles as shown in FIG. 12 to the ship bottom 91e, which is more effective than a water flow containing only microbubbles, which are small gas bubbles. In addition, since the connection to the ship bottom 91e and the gas supply can be easily retrofitted, the device can be installed on many ships. The above-described marine propeller propulsion device 1E can reduce friction, which is considered to be the maximum resistance in ship propulsion.

[0130] 12, the marine propeller propulsion device 1E includes the functions of the POD system and dual-shaft, dual-rotating propellers on the ship bottom 91e, and can supply a large amount of gas (bubbles).The method is to supply gas according to the shape and area of ​​the openings 321e and 322e provided on the rear propeller blades 311e and the front propeller blades 312e, and the rotation speed of the dual-shaft, dual-rotating propeller 3E.

[0131] Furthermore, in the marine propeller propulsion device 1E, a large amount of gas can be discharged from the rear discharge port 221e. The gas can be not only sucked in by negative pressure, but also sent to the gas supply connection pipe 68e with strong pressure by an electric turbine or the like in the gas supply system 6E.

[0132] The POD propeller propulsion device 1E (also referred to as a marine propeller propulsion device 1E) shown in Figures 11(a) and (b) is a propulsion device in which an electric motor 81e is built into a so-called cocoon-shaped (elliptical) container 93e, and a double-axis shaft 2E is attached to the cocoon-shaped container 93e to drive it, as shown in Figure 12, for example. In addition to a structure in which the motor is built into the cocoon-shaped container 93e, there is also a structure in which a motor, etc. is provided inside the hull outside the cocoon-shaped container. When the marine propeller propulsion device 1E of this embodiment is used as a POD propeller propulsion device, it can be made into, for example, a marine propulsion device as follows.

[0133] For example, when installing on a medium- to large-sized ship, for example, by installing three marine propeller propulsion devices 1F or three POD propeller propulsion devices 1E at the rear and three POD propeller propulsion devices 1E at the front as shown in Fig. 11, the decentralization of the propulsion devices provides the advantage of a redundant configuration that can avoid serious failures due to failures of the propulsion devices, and the fine-tuning propulsion force is easy to control, resulting in good energy efficiency. Furthermore, by installing multiple devices between the front and rear of the bottom 91e of the ship, the water flow WB containing gas can be distributed to the bottom 91e of the ship.

[0134] Furthermore, by adjusting the slit structure of the dual-shaft contra-rotating propeller 3E of the POD propeller propulsion device 1E disposed at the front of the ship 9E and the structure of the dual-shaft shaft 2E, it is possible to supply a large amount of gas, and since a water current WB containing gas can be sent to the ship bottom 91e of the ship 9E as shown in Fig. 12, it is also effective as a ship bottom resistance reduction device. As a result, when the ship propeller propulsion device 1E of this embodiment is applied to a POD propeller propulsion device, the propulsion efficiency of the conventional POD propeller propulsion device can be improved.

[0135] Furthermore, for example, by making the marine propeller propulsion device 1E shown in Fig. 12 rotatable approximately 360 degrees, the marine propeller propulsion device 1E at the front of the marine vessel 9E can be adjusted at very low speed when docking at a port or for safe navigation in a canal. Also, for example, if a large propeller propulsion device having a single large-diameter (e.g., 8m to 12m) propeller is replaced with a plurality of POD propeller propulsion devices (e.g., marine propeller propulsion device 1E) having medium-sized propellers, the large propeller propulsion device can be adjusted in response to the draft level to prevent a situation in which the large propeller propulsion device runs idly when the vessel is empty. Also, the marine propeller propulsion device 1F at the rear of the vessel 9E can be used as a rudder.

[0136] Furthermore, from the standpoint of short-term and long-term use of the ship 9E, the ship propeller propulsion device 1E of this embodiment can supply an effective amount of gas to the rear of the ship's screw propeller, which has the effect of removing marine and other deposits from the bottom 91e of the ship or making it more difficult for them to adhere.

[0137] As described above, according to the marine propeller propulsion device of this embodiment, an effective supply amount of gas can be fed to the rear of the marine screw propeller.

[0138] [Other embodiments] Although the embodiments of the present invention have been described above, these embodiments are presented as examples and are not intended to limit the scope of the invention. In addition, for example, some features of these embodiments may be combined. Furthermore, these embodiments can be implemented in various other forms, and various omissions, substitutions, and modifications can be made without departing from the gist of the invention. These embodiments and their modifications are included in the scope of the invention and its equivalents as described in the claims, as well as the scope and gist of the invention. [Explanation of symbols]

[0139] 1A, 1B, 1C, 1D, 1E... Marine propeller propulsion device, 2A, 2B, 2C, 2D... Dual shaft shaft, 3A, 3B... Propeller, 3C, 3D, 3E... Dual shaft counter-rotating propeller, 4A, 4B, 4C, 4D, 4E... Baffle plate, 5A, 5B, 5C... Hydraulic system, 6C, 6E... Gas supply system, 8D... Power generation unit, 9D, 9E... Ship, 21a, 21b, 21c, 21d... Inner shaft shaft, 22a, 22b, 22c, 22d... Outer shaft shaft, 23a, 23b, 23c, 23d... Air passage, 24a... Shaft shaft reinforcement portion, 221a, 221b, 221c, 221e...discharge port, 241a, 241c...bearing outer periphery, 242a, 243a...bearing, 242c, 243c...bearing bearing portion, 31a, 31b...propeller blade, 32a, 32b, 321c, 322c, 321d...slit tube, 33a, 33b, 331c, 332c...gas introduction passage, 34a, 34b, 34c, 34d...propeller shaft, 35c, 36c...front propeller shaft connection portion, 311c, 311d, 311e...rear propeller blade, 312c, 312e...front propeller blade, 321e, 322e...opening, 41b, 4 1d...rear diffusion fin, 42b...axial diffusion fin, 43b...sun gear, 44b...planet gear, 45b...gear receiver, 411b...top plate, 412b...gear outer wall, 413b...fin, 414b...rear opening, 415b...gear inner wall, 421b...disk surface, 422b...triangular plate-shaped fin, 51a, 51b, 51c, 52a, 52b, 52c...hydraulic piping, 53a, 53b, 53c...hydraulic cylinder, 53e...movable cylinder, 61a, 61b, 62a, 62b, 61e, 62e...gas supply pipe, 63e, 64e...ship bottom ventilation, 65e...rotation part, 66e...rotating gear part, 67e...rotating power part, 68e...gas supply connection pipe, 71a, 71c...hydraulic pump, 72a...pressure sensor, 73a...control panel, 75d...signal transmitter, 81c...engine, 81d...power generating propeller, 81e...electric motor, 82c, 82d...generator, 83d...battery, 84d...motor pump, 85d...receiver (photoreceiver), 86d...cylinder, 87d...cylinder piston, 91a, 91d...hull, 91e...bottom of ship, 92a...bearing support material, 92e...vessel support part, 93c...atmospheric introduction pipe, 94e...shielding wall

Claims

1. A marine propeller propulsion device having a double-shaft shaft in which an inner shaft and an outer shaft provided on an outer peripheral side of the inner shaft are concentrically positioned, the double-axis shaft capable of blowing gas into an air passage provided between an outer circumferential surface of the inner shaft and an inner circumferential surface of the outer shaft; One or more propellers coupled to the twin-axis shaft for rotation; a baffle plate provided so as to be able to open and close the outlet of the air passage at the rear end side of the double-axis shaft; The baffle plate is slidably controlled to open and close the discharge port of the air passage on the rear end side of the double-axis shaft. A marine propeller propulsion device comprising:

2. A plurality of rear diffusion fins are provided on the surface direction side opposite to the surface direction of the baffle plate facing the discharge port of the air passage.

2. A marine propeller propulsion device according to claim 1.

3. A plurality of axial flow diffusion fins are provided on the surface direction side of the baffle plate facing the discharge port of the air passage.

3. A marine propeller propulsion device according to claim 2.

4. The baffle plate is controlled so as to be rotatable around the concentric shaft as the center of a rotation axis.

4. A marine propeller propulsion device according to claim 1, wherein the propeller is a rotatable member.

5. The baffle plate is rotatably provided by a combination of a planetary gear and a sun gear on the rear end side of the inner shaft so as to rotate at a higher speed than the axial rotation of the inner shaft with the concentric shaft as the center of the rotation axis.

5. A marine propeller propulsion device according to claim 4.

6. In order to discharge gas from the air passage to the propeller blade of the propeller, the gas is discharged from a slit tube provided in the propeller blade to the outside of the propeller blade, and a propeller slit is provided in the propeller blade.

6. A marine propeller propulsion device according to claim 1.

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