Thruster and ship having the same

Abstract

The ship propulsion device of the present invention may include: a propeller, a body portion on which the propeller is installed, a hull, and a strut having a through hole formed in the longitudinal direction and rotatably supported with respect to the body portion; and a lifting and pitching control unit for controlling the lifting and pitching motion of the ship propulsion unit, wherein the lifting and pitching control unit may include: a reinforcing frame having a centrally open shape to expose an open area of ​​the hull; a steering gear box having a ring shape provided within the open area of ​​the reinforcing frame; a main shaft inserted into the through hole of the strut and the center of the steering gear box, with one end connected to the body portion; roller screws provided respectively in the leading direction and the stern direction on the reinforcing frame; and a link connecting the main shaft and each roller screw and transmitting the lifting motion by the roller screw to the main shaft.

Description

Technology Field

[0001] The present invention relates to a propulsion device for a ship and a ship including the same. Background Technology

[0002] Generally, ships are equipped with a propulsion system including a propeller at the stern, and the rotation of the propeller generates forward thrust, enabling the ship to operate. In other words, when the propeller rotates, lift and drag are generated by the pressure difference occurring across the propeller blades; the combined force of these lift and drag acts as the propeller's thrust and torque, allowing the ship to operate.

[0003] When a propeller is exposed above the water surface while operating a ship, the propulsion efficiency of the propeller is significantly reduced, and the propeller itself may be damaged. Therefore, it is necessary to keep the propeller below the water surface regardless of changes in draft during the operation of the ship.

[0004] In addition, a ship can change its direction of travel by adjusting the direction of its propeller. In particular, during the operation of a ship, it may be frequently required to finely steer the propeller.

[0005] Since adjusting the direction of the propeller requires rotating the body on which the propeller is installed, energy consumption for steering the propeller may be high. In addition, because the body on which the propeller is installed is rotated, fine steering may be difficult. Prior art literature

[65535] Registered Patent Publication No. 10-1148066 (Published May 15, 2012) Registered Patent Publication No. 10-1422473 (Published July 17, 2014) The problem to be solved

[0006] The present invention was created to improve upon conventional technology, and one objective of the present invention is to provide a ship propulsion device capable of lifting and lowering and a ship including the same. means of solving the problem

[0007] A ship propulsion device according to one aspect of the present invention may include: a ship propulsion unit comprising a propeller, a body portion on which the propeller is installed, a hull, and a strut having a through hole formed in the longitudinal direction and rotatably supported with respect to the body portion; and a lifting and pitch control unit for controlling the lifting and pitching motion of the ship propulsion unit, wherein the lifting and pitch control unit may include: a reinforcing frame having a centrally open shape to expose an open area of ​​the hull; a steering gear box having a ring shape provided within the open area of ​​the reinforcing frame; a main shaft inserted into the through hole of the strut and the center of the steering gear box, with one end connected to the body portion; a roller screw provided respectively in the leading direction and the stern direction on the reinforcing frame; and a link connecting the main shaft and each roller screw and transmitting the lifting motion by the roller screw to the main shaft.

[0008] Specifically, the roller screw comprises a screw shaft having screw threads; and a roller cover that moves up and down by having a plurality of rollers that rotate freely and mesh with the screw threads, and the roller cover can be connected to the link.

[0009] Specifically, when both the roller cover of the leading roller screw and the roller cover of the stern roller screw are raised or lowered, the ship propulsion unit can be raised or lowered.

[0010] Specifically, when one of the roller cover of the leading roller screw and the roller cover of the stern roller screw rises and the other lowers, the body part can be inclined with respect to the sea surface.

[0011] Specifically, the strut is provided with a first driving unit inside and can rotate separately from the main shaft by the first driving unit.

[0012] Specifically, it further includes a stabilizer that is provided in a protruding form on each of the left and right sides of the body part and extends parallel to the longitudinal direction of the body part, and the stabilizer can rotate at an angle to the sea surface by means of a second driving unit provided inside the body part.

[0013] Specifically, it further includes a fin that is provided in a protruding form from the lower part of the body and extends parallel to the extension direction of the strut, and the fin can rotate at an angle to the extension surface of the strut through a third driving unit provided inside the body.

[0014] A vessel according to one aspect of the present invention may include the aforementioned propulsion device for a vessel. Effects of the invention

[0015] The marine propulsion device according to the present invention has a vertically movable structure, which can prevent the propeller from being exposed above the water surface. Accordingly, the vessel according to the present invention can prevent damage to the marine propulsion device, in particular, the propeller. Brief explanation of the drawing

[0016] FIG. 1 is a drawing for explaining a ship according to one embodiment of the present invention. FIG. 2 is a perspective view for explaining a ship propulsion device illustrated in FIG. 1. FIGS. 3 and 4 are side views illustrating the lifting and lowering motion of a ship propulsion device shown in FIGS. 1 and 2. FIGS. 5 and 6 are side views illustrating the pitch motion of a ship propulsion device shown in FIGS. 1 and 2. Specific details for implementing the invention

[0017] The objects, specific advantages, and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments in conjunction with the accompanying drawings. It should be noted that in assigning reference numerals to the components of each drawing in this specification, identical components are assigned the same number whenever possible, even if they are shown in different drawings. Furthermore, in describing the present invention, detailed descriptions of related prior art are omitted if it is determined that such detailed descriptions would unnecessarily obscure the essence of the invention.

[0018] Hereinafter, preferred embodiments according to the present invention will be described in detail with reference to the attached drawings.

[0020] In the following, a ship may be a large vessel such as an oil tanker, LNG carrier, LPG carrier, container ship, car carrier, bulk carrier, or mineral carrier that carries a large amount of minerals, crude oil, natural gas, or thousands of containers in its cargo hold and sails the ocean, but is not limited thereto and may include all types of ships and offshore structures of various forms.

[0022] FIG. 1 is a drawing for explaining a ship according to one embodiment of the present invention.

[0023] Referring to FIG. 1, a ship (100) according to one embodiment of the present invention may include a hull (110), a cabin (120), and an engine casing (130), etc.

[0024] The hull (110) can be divided into a bow (111), a midsection (112), and a stern (113) along the length.

[0025] An engine casing (130) may be installed at the stern (113) of the hull (110), and an engine room (114) may be provided inside the stern (113). A propulsion engine (115) for propelling the hull (110) using fuel or the like may be provided inside the engine room (114).

[0026] A fuel supply line (not shown) for delivering fuel to a propulsion engine (115) may be provided in the central part (112) of the hull (110).

[0027] The cabin (120) is provided in the direction of the stern (113) of the hull (110) and may be a space for crew members working on the ship (100) to stay or a space for controlling the navigation of the hull (110). In particular, the wheelhouse (121), which is the uppermost layer of the cabin (120), is a space for controlling the navigation of the hull (110) and for integrated monitoring of the navigation status, and a visibility line may be drawn based on the front of the wheelhouse (121). The visibility line represents a boundary line that can be visually confirmed from the wheelhouse (121) controlling the navigation of the hull (110), and the greater the downward slope of the visibility line, the smaller the blind spot formed in the direction of the bow (111).

[0028] The engine casing (130) is provided at the rear of the cabin (120) and can discharge exhaust generated from the propulsion engine (115), etc. to the outside. To this end, a chimney (131) may be provided in the engine casing (130).

[0029] Additionally, a ship propulsion device (SPD) that generates propulsion force for the ship (100) by receiving power generated from a propulsion engine (115) may be provided at the stern (113) of the hull (110). The ship propulsion device (SPD) may be rotatably connected to the hull (110).

[0030] Meanwhile, in this embodiment, the propulsion device (SPD) for a ship is described as an example of receiving power generated from the propulsion engine (115) to generate thrust for the ship (100), but it may not be limited thereto. For example, if the propulsion engine (115) is omitted from the ship (100), the propulsion device (SPD) may receive power generated from a separate generator to generate thrust for the ship (100).

[0032] FIG. 2 is a perspective view for explaining a ship propulsion device illustrated in FIG. 1.

[0033] Referring to FIG. 2, a ship propulsion device (SPD) according to one embodiment of the present invention may include a ship propulsion unit (200) that controls the propulsion force of a ship, and a lifting and pitch control unit (300) that controls the lifting and pitch of the ship propulsion unit (200).

[0034] The ship propulsion unit (200) may include a propeller (210), a body (220), a strut (230), a stabilizer (240), and a fin (250).

[0035] The propeller (210) is intended to propel the ship and rotates by receiving power from the propulsion engine (115), and can generate propulsion force for the ship (100) through rotation. The propeller (210) is located on the outside of the body part (220) and can rotate by being connected to a rotation motor (not shown).

[0036] The body portion (220) may provide a space where a propeller (210) can be installed. The body portion (220) may have a rotary motor connected to the propeller (210) inside to transmit driving force.

[0037] The strut (230) can be rotatably supported with respect to the hull (110) and the body portion (220). The strut (230) is provided with a first drive unit (231) provided inside the strut (230) and can rotate through the first drive unit (231). Here, the first drive unit (231) is composed of an electric motor and a helical gear, etc., and can rotate the strut (230). When the strut (230) rotates, the course of the vessel (100) can be changed. For example, when the strut (230) rotates together with the main shaft (330), the strut (230), the body portion (220), and the propeller (210) rotate together, and the direction of the thrust generated by the propeller (210) can be changed. Accordingly, the course of the vessel (100) can be changed significantly.

[0038] Additionally, if the strut (230) rotates separately from the main shaft (330), the course of the vessel (100) can be slightly changed.

[0039] The strut (230) may be provided with a through hole that penetrates vertically so that the main shaft (330) of the lifting and pitch adjustment unit (300) can be inserted.

[0040] The stabilizer (240) is provided in a protruding form on each of the left and right sides of the body part (220) and can be extended parallel to the longitudinal direction of the body part (220). The stabilizer (240) can be rotatably connected to the body part (220) through a second drive unit (241) provided inside the body part (220). The stabilizer (240) can be rotated at an angle to the sea surface by the operation of the second drive unit (241). Here, the second drive unit (241) may be composed of an electric motor and a worm gear, etc.

[0041] The pin (250) is provided in a protruding form from the lower part of the body portion (220) and can be extended parallel to the extension direction of the strut (230). The pin (250) can be rotatably connected through a third drive unit (251) provided inside the body portion (220). The pin (250) can be rotated at an angle to the extension surface of the strut (230) by the operation of the third drive unit (251). Here, the third drive unit (251) may be composed of an electric motor and a worm gear, etc. The course of the vessel (100) can be changed by the rotation of the pin (250). In particular, when the pin (250) rotates separately from the body portion (220), the course of the vessel (100) can be changed slightly.

[0042] Meanwhile, a part of the hull (110) may be open to provide a space where the strut (230) of the ship propulsion unit (200) can be raised by the operation of the lifting and pitching adjustment unit (300).

[0043] The lifting and pitch control unit (300) may include a reinforcing frame (310), a steering gear box (320), a main shaft (330), a roller screw (340), and a link (350).

[0044] A reinforcing frame (310) may be provided inside the hull (110). The reinforcing frame (310) may be provided inside the hull (110) around the aforementioned open area to reinforce the hull (110). The reinforcing frame (310) may have a shape with an open center to expose the open area.

[0045] The steering gear box (320) may be provided within an open area of ​​the hull (110) and the reinforcing frame (310). The steering gear box (320) may have a shape with an open center. That is, the steering gear box (320) may have a ring shape. At least a portion of the steering gear box (320) may be connected to the hull (110) or the reinforcing frame (310). The steering gear box (320) is equipped with a fourth drive unit (321), and the fourth drive unit (321) can control the rotation of the main shaft (330).

[0046] The main shaft (330) can be inserted into the through hole of the strut (230) and the center of the steering gear box (320). One end of the main shaft (330) is connected to the upper part of the body (220), and the other end can be inserted into the open area of ​​the hull (110).

[0047] The main shaft (330) can be rotated by the steering gear box (320) to rotate the body (220) of the ship propulsion unit (200). Here, the main shaft (330) can rotate together with the strut (230) or rotate independently.

[0048] Roller screws (340) may be provided in multiple numbers on a portion of the reinforcing frame (310). For example, roller screws (340) may be provided on the reinforcing frame (310) in the leading direction and the stern direction, respectively.

[0049] The roller screw (340) can be a type of rotary actuator that not only has a high contact ratio, but also can easily increase the contact ratio by adjusting the length of the roller, thus facilitating load distribution and having maximum load capacity and torque density.

[0050] Additionally, the roller screw (340) can easily obtain a high reduction ratio by the difference between the input lead value and the output lead value, and additional reduction is possible by adjusting the roller diameter. Therefore, the roller screw (340) can achieve precise position adjustment through a high reduction ratio.

[0051] The roller screw (340) may include a screw shaft (341) having screw threads and a roller cover (345) having a plurality of rollers (not shown) that mesh with the screw threads of the screw shaft (341) and rotate freely. The roller screw (340) allows the roller cover (345) to move up and down through the rotation of the screw shaft (341) or the rollers.

[0052] When the roller covers (345) of the roller screws (340) provided on each side of the open area of ​​the hull (110) are raised and lowered simultaneously, the ship propulsion unit (200) can be raised and lowered.

[0053] Additionally, when the roller cover (345) of one of the roller screws (340) provided on each side of the open area of ​​the hull (110) is raised or lowered, the pitch of the ship propulsion unit (200) can be changed. That is, the angle formed by the body part (220) with the sea surface can be changed.

[0054] A link (350) may be provided inside the hull (110). The link (350) may connect the roller cover (345) and the thrust bearing (360) of each roller screw (340). That is, one end of the link (350) may be connected to the roller cover (345), and the other end may be connected to the thrust bearing (360). Thus, the link (350) may transmit the lifting motion of the roller screw (340) to the main shaft (330), thereby enabling the ship propulsion unit (200) to perform lifting and pitching motions.

[0055] A thrust bearing (360) may be provided at the top of the main shaft (330). The thrust bearing (360) is a type of bearing designed to support an axial load or to support the weight of a vertical rotation system for the purpose of limiting or blocking the axial movement of the shaft. That is, the thrust bearing (360) can stably support the force applied in the axial direction of the main shaft (330) against the hull (110) while allowing relative rotation so that the main shaft (330) can rotate at high speed.

[0057] FIGS. 3 and 4 are side views illustrating the lifting motion of a ship propulsion device shown in FIGS. 1 and 2, and FIGS. 5 and 6 are side views illustrating the pitch motion of a ship propulsion device shown in FIGS. 1 and 2.

[0058] Referring to FIGS. 3 to 6, the ship propulsion device (SPD) can control the lifting and pitching movements of the ship propulsion unit (200) by the lifting and lowering movements of the roller screws (340) provided on each side of the open area of ​​the hull (110).

[0059] First, when the roller covers (345) of the roller screws (340) provided on each side of the open area of ​​the hull (110) are raised and lowered simultaneously, the ship propulsion unit (200) can be raised and lowered.

[0060] For example, as illustrated in FIG. 3, when the roller cover (345) rises, the pressure caused by the rise of the roller cover (345) can be transmitted to the main shaft (330) through the link (350) and the thrust bearing (360). When the pressure caused by the rise of the roller cover (345) is transmitted to the main shaft (330), the main shaft (330) and the ship propulsion unit (200) can rise.

[0061] Additionally, as shown in FIG. 4, when the roller cover (345) is lowered, the pressure caused by the lowering of the roller cover (345) can be transmitted to the main shaft (330) through the link (350) and the thrust bearing (360). When the pressure caused by the lowering of the roller cover (345) is transmitted to the main shaft (330), the main shaft (330) and the ship propulsion unit (200) can be lowered.

[0062] When one of the roller covers (345) of the roller screws (340) provided on each side of the open area of ​​the hull (110) is raised, the pitch of the ship propulsion unit (200) can be changed. That is, when one of the roller covers (345) of the roller screws (340) provided on each side of the open area of ​​the hull (110) is raised and the other roller cover (345) is lowered, the body part (220) of the ship propulsion unit (200) can be inclined with respect to the sea surface.

[0063] For example, as shown in FIG. 5, when the roller cover (345) in the leading direction of the roller screw (340) provided on each side of the open area of ​​the hull (110) is lowered and the roller cover (345) in the stern direction is raised, the height of the ship propulsion unit (200) in the leading direction can be lower than the height of the ship propulsion unit (200) in the stern direction.

[0064] Additionally, as shown in FIG. 6, when the roller cover (345) in the leading direction of the roller screw (340) provided on each side of the open area of ​​the hull (110) rises and the roller cover (345) in the stern direction falls, the height of the ship propulsion unit (200) in the leading direction can be higher than the height of the ship propulsion unit (200) in the stern direction.

[0066] As described above, the ship propulsion device (SPD) according to the present invention allows the ship propulsion unit (200) to move up and down and pitch. Therefore, since the height and pitch of the ship propulsion unit (200) can be adjusted, the ship propulsion device (SPD) can obtain optimal propulsion efficiency regardless of the ship's draft and trim.

[0067] In addition, the marine propulsion device (SPD) is equipped with a roller screw (340) and a link (350), so that a large displacement difference of the marine propulsion unit (200) can occur with a small stroke. Therefore, since a large thrust capacity is induced, the marine propulsion device (SPD) according to the present invention can be applied to a high-output marine propulsion device.

[0069] In addition to the embodiments described above, the present invention may encompass all embodiments resulting from a combination of at least two of the above embodiments or a combination of at least one of the above embodiments and known technology.

[0070] Although the present invention has been described in detail through specific embodiments, this is for the purpose of specifically explaining the invention, and the invention is not limited thereto. It will be apparent that modifications or improvements can be made by those skilled in the art within the technical scope of the invention.

[0071] All simple variations or modifications of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be clarified by the appended claims. Explanation of the symbols

[0072] 100: Ship 110: Hull 120: Cabin 130: Engine casing SPD: Marine propulsion system 200: Marine propulsion unit 210: Propeller 220: Body 230: Strut 240: Stabilizer 250: Pin 300: Lifting and pitch control unit 310: Reinforcement frame 320: Steering gear box 330: Main shaft 340: Roller screw 350: Link 360: Thrust bearing

Claims

Claim 1 A ship propulsion device comprising: a propeller, a body portion on which the propeller is installed, a hull, and a strut having a through hole formed in the longitudinal direction and rotatably supported with respect to the body portion; and a lifting and pitching control portion for controlling the lifting and pitching motion of the ship propulsion unit, wherein the lifting and pitching control portion comprises: a reinforcing frame having a centrally open shape to expose an open area of ​​the hull; a steering gear box having a ring shape provided within the open area of ​​the reinforcing frame; a main shaft inserted into the through hole of the strut and the center of the steering gear box, with one end connected to the body portion; roller screws provided respectively in the leading direction and the stern direction on the reinforcing frame; and a link connecting the main shaft and each roller screw and transmitting the lifting motion by the roller screw to the main shaft. Claim 2 In claim 1, the roller screw comprises a screw shaft having screw threads; and a roller cover having a plurality of rollers that rotate freely and mesh with the screw threads to move up and down, and the roller cover is a marine propulsion device connected to the link. Claim 3 In claim 2, when both the roller cover of the leading direction roller screw and the roller cover of the stern direction roller screw are raised or lowered, the ship propulsion unit is a ship propulsion device that is raised or lowered. Claim 4 A ship propulsion device according to claim 2, wherein when one of the roller cover of the leading direction roller screw and the roller cover of the stern direction roller screw rises and the other lowers, the body part is inclined with respect to the sea surface. Claim 5 In claim 2, the strut is provided with a first driving unit inside and is a marine propulsion device that rotates separately from the main shaft by the first driving unit. Claim 6 A ship propulsion device according to claim 2, further comprising a stabilizer that is formed to protrude from each of the left and right sides of the body part and extends parallel to the longitudinal direction of the body part, wherein the stabilizer rotates at an angle to the sea surface by means of a second driving part provided inside the body part. Claim 7 A marine propulsion device according to claim 2, further comprising a fin that is provided in a form protruding from the lower part of the body portion and extends parallel to the extension direction of the strut, wherein the fin rotates at an angle to the extension surface of the strut through a third driving unit provided inside the body portion. Claim 8 A vessel comprising a propulsion device for a vessel according to any one of paragraphs 1 through 7.

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