WO1981000241A1 - Half-submerged sailing propulsive pedestal for ship - Google Patents

Abstract

Half-submerged sailing propulsive pedestal capable of steering through hydrofoils (70), (80a), (80b), (81) which comprises a deck structure (10) carrying super-structures such as living quarters, a cargo handling deck, etc., and two floats (60) attached via supports (40), (50) underneath the deck structure (10) for supporting the structure (10) above the water surface. With stable sailing even in storms as the principal object, a plurality of longitudinally extending grooves of arcuate cross section are formed under the structure (10) so that, when the draft line rises, buoyancy is abruptly increased to restrict the rise in the draft line. In addition, the floats (60) are flattened in cross section, to restrain up and down movement, while the supports (40.50) are greatly reduced in thickness to provide a structure which must bear less buoyancy. Since a ballast tank (30) is detachably carried on the structure (10), this pedestal can independently sail without the super-structure. Moreover, the hydrofoils (70), (80a), (80b), (81) are detachably installed for an easy maintenance and repair.

Description

 Description Semi-submerged pan-propulsion gantry for ships Technical field

 This invention is based on the idea that the buoyant body

The buoyant body is rigidly connected to a strut that extends through the surface of the water and is placed in water that is hardly affected by

The deck structure is equipped with an upper structure equipped with living quarters, guest rooms, cargo work decks, etc. according to the purpose.

The structure can be supported at a high position above the water surface, and is fast and cheap even in rough stormy waves.

The present invention relates to a semi-submerged general purpose gantry for marine vessels that can sail while maintaining a constant.

 Background art

 The above type of propulsion mount has low wave resistance,

Energy consumption is low, and energy saving required in today's era

Achieved the goal of widespread use and widened work loading deck.

Even when the waves are rough, the ship can run at high speed with stability, and it is finally entering the stage of practical use.

 This type of ship is roughly classified into the following three types.

First method

 Of the four pillars, the front pillar is thickened and its vertical direction

Place the draft point at the midpoint of

The ship's center of gravity near the horizontal line, and

O PI ヽ It has a basic structure that measures the horizontal (y win) and vertical (pitching) directions by using the rear strut and the horizontal stabilizing plate located on the side as the point of emphasis on the armature. Various types of systems that compensate for stability by using submerged moving blades are disclosed in U.S. Pat. No. 3,897,744.

Second method

 When stationary with luggage, water is injected into the float to maintain the drafting level in the same way as a normal ship, to ensure passengers get on and off and stabilize during loading work. This system stabilizes control by the buoyancy of a column with a relatively large cross section, which gradually rises while discharging, and the same underwater moving blade as described in the first system.

Second method

 Mounted at the lower end of the superstructure when standing still with no luggage, and attached to the vertical midpoint of a thin front strut that does not substantially absorb buoyancy during cruising. It quickly ascends to the lower edge of the fixed wing with a flap, and controls the attitude using the horizontal and vertical stabilizers provided on the stern and its moving blades, thereby controlling the buoyancy of the float and the lift of the fixed wing. The cruising method is disclosed in Japanese Patent Application Laid-Open No. 52-79449.

 The first and second methods are based on U.S. Patent No.

 As described in the “Background of the Invention” section of the specification of 5,850,178, the toll load is controlled by the buoyancy of the float.

OMPI WIPO As a result, the construction of the upper structure is expensive, and the construction of the upper structure is expensive, which also has the drawback of lowering the position of the center of gravity. In order to repair and replace the underwater blades, which are expensive and most intense, the propulsion platform needs to be docked and landed, the maintenance cost is considerably high, and its use is not common. .

 Further problem is that the aspect ratio of this kind of ship is almost

The ratio is 2: 1 and the width of the ship is wide, which is an advantage of power. On the other hand, the larger the hull form, the more it becomes impossible to enter the conventional culvert and increases the wave breaking ability. Therefore, if the length of the support is increased, the mold depth (: the depth from the draft line to the bottom of the ship) becomes large, and a conventional ramp can be used for landing. The size is limited from the aspect.

 In addition, during high-speed cruising, the flat bottom of the upper structure collides with the droplets generated by the front struts and the front fixed wings used in the type 3 system, causing noise and speed. There is a problem that leads to a falling monkey.

 It is an object of the present invention to provide a semi-submerged propulsion platform that sails in a stable state even in stormy weather waves with the buoyancy of the float, the lift of the main wing, and the balance of the tail wing according to the third method. Lower building and maintenance costs, shortened installation time, and simplified operation, making it more widely available for general use and easier to increase in size. It is to be able to do it.

 Furthermore, the object of the present invention is to form a semi-submerged part with a superstructure so that mass production can be performed in a factory.

_OMPI IPO Standardized, if the superstructure is to be built separately at a remote location, it can be used without any superstructure to go up to that location, used for any purpose ship Possible に To provide a compatible semi-submerged propulsion mount.

 Disclosure of the invention

 The propulsion frame according to the present invention includes a deck structure having a longitudinal section member having an arc-shaped or elliptical arc-shaped cross section, and having an arch-shaped cross section. It has the strength necessary to mount a flat-bottomed cubic superstructure in a small amount, and it is possible to increase the size by simply adding weight arithmetically by adding members vertically and horizontally. is there. Further, since the propulsion gantry of the present invention has the above deck structure, fluctuations in buoyancy due to changes in wave height at rest are small, and geometrical exponentially increases as the draft increases. It has a feature that the preliminary buoyancy increases.

 Furthermore, the propulsion pedestal of the present invention includes a thin column having a small buoyancy fluctuation due to a change in wave height, and a flat buoy which itself resists vertical movement when stationary and has straightness when sailing. As a result, it has static and dynamic stability when combined with the aforementioned deck structure.

 In addition, the deck structure of the propulsion pedestal of the present invention is used to connect conduits or electric wires for supplying fluids such as fuel, electric current, and water through struts to the superstructure mounted on the deck structure from the respective floats. And the propulsion gantry stabilizes when traveling without superstructure.

/ WIP Therefore, the z last tank can be mounted detachably.

 In addition, the propulsion pedestal of the present invention generates large lift moments at both wing ends of the main wing that determines the water level during sailing while ascending from the stationary state to the running state, thereby stabilizing the left and right sides. It is equipped with ailerons that can be folded upwards while keeping and shifting to a stable cruising state, and when berthing and drifting.

 Further, the main wing of the propulsion gantry of the present invention is rotatably held around a substantially horizontal axis at a midpoint of the front column in the upward and downward direction, and is provided by an elevation angle control device also serving as a reinforcing member. The wings are provided with positive and negative angles of attack so that the required lift is obtained over a wide speed range, and the bow is lifted to expose the water surface. O The propulsion platform can be easily repaired and replaced without having to dock and unload it.o

 Further, the horizontal rudder of the propulsion gantry of the present invention is a watertight structure integrally formed with the vertical stabilizer, and the rudder stock for operating the vertical rudder on this structure is operated. This makes it possible to control the rudder angle of the side rudder and the rudder.Each of the above members can be easily removed by underwater work as a single assembly. Inspection, repair and replacement are available.

In the propulsion mount of the present invention, the steering system for controlling the rudder angle of the side rudder and the rudder includes: The steering angle of the side rudder is positively or negatively controlled by operating the steering wheel, and the steering angle of the vertical rudder is controlled by turning the steering wheel. Therefore, anyone can control the vertical and horizontal rudder with a short training and can easily maneuver the boat.

 In the propulsion frame according to the present invention, a pair of brake plates for braking the forward and backward movements are pivotally mounted at the front end of the deck structure, and these brake plates are opposed to the water surface. The propulsion gantry can be turned on its own by rotating the left and right propulsion shafts in opposite directions by rotating to the vertical position. At this time, since the flat float and the thin column have a small resistance in the 橫 direction, the above-mentioned in-situ turning is facilitated. This in-situ turn is possible even if the propulsion base becomes large.

 In order to further increase the size of the propulsion gantry of the present invention, the main wing is additionally provided at the midpoint of the vertical length of the propulsion gantry, and the wings are separately provided on both the left and right ports. And a plurality of longitudinal rudders and lateral rudders are provided, and a control device for individually controlling the main wing, longitudinal rudder and lateral rudder is provided.

 When the width of the float is increased in order to secure the necessary buoyancy and increase the resistance to vertical movement with the increase in the size of the propulsion mount of the present invention, the diameter of the float is as small as possible. Two large propulsion shafts can be installed on one side to generate a large propulsive force with the mouth propeller.

O P

WIP BRIEF DESCRIPTION OF THE DRAWINGS

 FIG. 1 is a perspective view of a semi-submerged propulsion gantry for ships, and FIG. 2 is a perspective view of the propulsion gantry of FIG. Fig. 5 is a side view of the propulsion gantry for a large ship, with intermediate struts and intermediate wings added. Fig. 5 is a side view of the propulsion gantry for a large ship. Front view showing the starboard half, FIG. 5 is a cross-sectional view taken along the line V-V in FIG. 4, FIG. は is a front view showing the port half of the large ship propulsion platform, FIG. 7 Is a plan view showing the rear end of the float on the propulsion frame equipped with two propulsion shafts, and FIGS. 8 and 9 are explanatory diagrams showing the buoyancy characteristics of the deck structure of the propulsion platform. Fig. 0 is a front view showing various water levels of the propulsion gantry, showing only one side. Fig. 11 controls the main wing of the propulsion gantry. FIG. 12 is a cross-sectional view taken along line 31-IK of FIG. 11, FIG. 15 is a cross-sectional view taken along line MI- of FIG. 14, FIG. Fig. 14 is a side view showing a part of the vertical and horizontal rudder control mechanism of the propulsion gantry. Fig. 15 is a view showing a part of the bearing part that supports the horizontal rudder shaft of the propulsion gantry. The figure is a perspective view of the vertical and horizontal rudder control system of the propulsion gantry viewed from the upper left front.Figs. 17a and 17 show the above-mentioned control systems, which differ in the length of the two transmission shafts. In this case, a cross-sectional view showing an enlarged link for adjusting this difference, Fig. 18 is a diagram illustrating the operation of the above-mentioned link, and Figs. 19 and 20 are propulsion bases.

OMPI WIPO » FIG. 21 is a schematic diagram showing members constituting a deck structure, FIG. 21 is a schematic diagram showing members constituting a float of a propulsion platform, and FIGS. 22 and 23 are assembled using the propulsion platform of the present invention. FIGS. 24 to 27 are explanatory diagrams showing the state of the ship from the stopped state to ascending and sailing, and FIGS. 24 to 27 are diagrams illustrating the wave survivability of the ship sailing in response to high waves. Figure 28 shows the situation where the ship turns on the spot.

 BEST MODE FOR CARRYING OUT THE INVENTION FIG. 1 and FIG. 2 show a propulsion platform having a total length of approximately 50 meters or less and a total width of approximately 2.5 meters or less. In the figure, the deck structure 10 is formed by arranging in parallel a plurality of elongated longitudinal members 10a having a cross-sectional shape of an arc or an elliptical arc and opening downward. The lower part is connected to each other by the bottom plate 10c, and the front plate 19, the rear plate 19s, and the top plate 10mm are attached to form an arch-shaped water-tight section. It consists of a small structure, which is reinforced with cross members 15 and includes all the equipment, instruments and equipment necessary for the operation and operation of the propulsion platform, and the occupant's quarters. It is equipped with a bridge 20 for accommodating and, and a removable tank 30.

 Two floats of the same shape that are water-tight at symmetrical positions with respect to a vertical plane that divides the deck structure 10 into two equal parts in the width direction (hereinafter referred to as the center vertical plane of the deck structure). 60 and 60 are arranged in front of and behind each other at intervals so that they do not interfere with each other while the propulsion platform is moving.

OMPI WIPO The two floats are connected by a streamlined horizontal member 61, and are rigidly connected to the deck structure 10 by front and rear columns 40 and 50. Each float 60 bulges upward, and an engine room is formed inside the bulged portion. Front and rear struts 40 and

50 are inclined forward and backward from bottom to top, respectively, so as to maximize the aspect ratio at the waterline surface and to reduce fluid resistance during sailing. In addition, the buoyancy generated by reducing the cross-sectional area as much as the strength allows is reduced. The front strut 40 is a ventilation path to each float 60, and the rear strut 50 is a passage for workers to enter and exit the engine room. 13 and 14 are a ventilation tube and an exhaust tube, respectively. 1 1 is a deck structure that stores fuel, fresh water, seawater, power supplied in each float, current sent from equipment, pressure oil used for hydraulic system, cooling fluid, etc., stored in each float. A connection portion for connecting a conduit or an electric wire for supplying to an upper structure mounted on the body 10. When the upper structure is removed, the connection of the conduit or the electric wire described above. The structure is such that it can be released. 12 is the power of the manhole.

The ballast tank 30 has a seawater capacity approximately equal to the sum of the maximum weight of the superstructure expected to be mounted on this propulsion base and the toll load, and If the superstructure is built at a different shipyard from the shipyard on which this propulsion base is built, It is necessary to maintain the stability of the propulsion platform when the propulsion platform is sailing, and after arriving at the destination, remove and collect this parastatistic tank. Use as many times as you want. Therefore, the ballast tank 30 is attached to the deck structure 10 so that it can be easily removed from the deck structure 10 by welding or by screwing, or by using a fixing bracket. . In addition, the above-mentioned upper structure is also taken up on the deck structure 10 so that it can be easily removed as required in the same manner as the ballast tank 3Q, regardless of its shape. Attached.

 Reference numeral 70 denotes a main wing that generates lift when the propulsion gantry sails to determine the levitation traveling position, and that the holding arm 41 turns the front wing 40 around the support shaft 42. It is mounted so that it can be rotated. The main wing 70 has a very small upper half angle, and the magnitude of the angle of attack can be changed by the control plate 71 which also plays a role of reinforcing the main wing. As shown in Fig. 2, auxiliary wings 72R and 72L that can be folded upward are connected to both ends of the main wing 70 as shown in Fig. 2.

 The horizontal rudder 80 a formed integrally with the vertical stabilizer 80 ¾ can rotate around the horizontal rudder shaft 80 c on cantilever blades 62 extending horizontally from the rear end of each float 60. The rudder 81 is fixed to the ladder stock 82 as shown in FIGS. 14 and 10, and the rudder stock 8 is attached to the rudder stock 82. It is pivotally attached to the vertical stabilizer 80.

_ O PI At the front end of the deck structure 10, a pair of brake plates 16 1 and 16 L for braking the forward and backward movements are provided at symmetrical positions with respect to the center vertical plane. It is pivotally attached to the body 10 and is pivoted to a position perpendicular to the water surface as shown in FIG.

 If the ship assembled by mounting the superstructure on the propulsion cradle shown in Fig. 1 and Fig. 2 is large, the K configuration is as follows.

 As shown in Fig. 3, the additional strength of the horizontal members of the deck structure 10 is maintained by adding the horizontal members 15 as shown in Fig. 3. 6 1 'and main wing 70' are provided to increase strength and lift. Funabashi

 Reference numeral 20 denotes a position indicated by a chain line 20a or 20¾ in FIG. 5 or a position indicated by a dotted line 20 図 in FIG. 5, depending on the shape of the upper structure expected to be mounted on the propulsion platform. It is located at the side of the side indicated by the chain line 20c in the figure, and a plurality of ballast tanks 30 are also arranged to obtain the necessary weight of the ballast.

 As shown in Fig. 4 and Fig. 5, two main wings, a starboard main wing 7OR and a port wing (not shown), are provided, and the starboard main wing 70R serves to reinforce this. Sectional streamlined control plates 71 R and 71 R ', which also function as a bridge, are connected and provided, and a control plate not shown is also provided for the port wing. The angle of attack between the starboard wing and the port wing can be adjusted separately as needed.

O PI Furthermore, each float 60 has its width increased and the space between the left and right floats is widened so as to obtain the required buoyancy and at the same time prevent interference between the floats. . As shown in FIG. 4, the horizontal member 61 is reinforced by a streamlined cross-sectional reinforcing member 61a hanging down from the deck structure 10.

 As shown in Fig. 2, port rudder 80 aL and port vertical stabilizer 00 0 L, starboard rudder and starboard vertical stabilizer (not shown) are provided, and port The left and right starboards are controlled separately to maintain the left and right stability of the propulsion platform. -Furthermore, as shown in Fig. 7, four propulsion shafts are provided, two are provided on each float 60, and the rotation direction of the two shafts provided on each float is reversed. The diameter of the propellers to be fixed to these two shafts is reduced, so that these propellers extend beyond the bottom surface of the flat float and At times, they are exposed to the surface of the water to prevent them from spinning and provide the propulsion necessary to obtain high speed.

 Hereinafter, the shape and structure of each part of the propulsion gantry will be described together with the effects produced thereby. Hereinafter, in this specification, a vessel assembled by mounting a superstructure on a propulsion base is simply referred to as a vessel.

Since the cross-sectional shape of the deck structure 10 is arch-shaped, the propulsion gantry is stationary or very slow. In the can to cruising, if example preparative its forward or has exceeded the level shown in cormorants Chi Figure 8 tidal wave that progresses from the rear ¥ E, tidal waves represented by w ₂ is the deck structure 1 0 arcuate recesses 1 0 e a passing Ri omission, or the wave portion W ₃ of that progresses from the side of the propulsion frame formed in the first

Remind as in FIG. 9, the lower deck structure 1 while along the sides of the longitudinal members on the side of the inverted zero, For example was waves most other w _5, w ₆ are the deck structure While passing through the wave, it proceeds to the other side and leaves. Therefore, even if the deck structure 10 receives waves and a part of it sinks below the surface of the water, the buoyancy corresponding to the weight of water eliminated by the hatched longitudinal members is shown in Fig. 9. Only static power increases, resulting in excellent static stability of the ship.

 This propulsion pedestal is provided with a float having a flat cross section disclosed in the above-mentioned Japanese Patent Publication No. 52-79449, and this float has a floating type compared to a cylindrical float. This has the effect of reducing the depth, that is, the depth to the bottom of the float, but also increases the flatness of the float, thereby increasing its resistance to vertical movement. In addition to the effects provided by the shape of the deck structure, the stability of the ship at rest and at low speeds is increased, and the stability of the ship at high speeds described later is also increased. I do.

Floats also require the buoyancy and the buoyancy required to bring the draft line during stationary drift to the water level indicated by L _x in Fig. 10 regardless of whether the vessel is full or empty. Content The ballast tank has a volume and the draft line changes from L, to L, 'only when overload exceeds the range that can be adjusted by the ballast tank. Moving. Deck structure

 Since the cross section of the 10 is arched, the rate of increase in buoyancy increases as the draft line increases, and even if an overload occurs, there is a gap between adjacent longitudinal members. Since a gap remains, the wave resistance described above for FIGS. 8 and 9 is maintained. In the unlikely event that a float is flooded by an accident, the vessel is designed to have a preliminary buoyancy that keeps floating. Whether the cross-sectional shape of the longitudinal member is formed as a vertical elliptical arc as shown in Figs. 4 and 5 or as a perfect circular arc as shown in Figs. 8 and 9 Or, as shown in Fig. 10, whether to form a horizontal elliptical arc is determined by anticipating the wave height in the sea area where this propulsion platform is expected to enter service and the required load capacity. .

 Furthermore, the fuel tank provided in the first half of each float 60 does not change its weight if it is emptied and if seawater is injected by a known method, it should be of a large capacity. Therefore, the cruising power can be increased compared to the size of the ship.

As shown in Fig. 10, the wing 70 is held by the holding arm 41 so that its lower line coincides with the line 中間 located between the deck structure 10 and the float 60. Attached to the front column 40. L ₃ is a line indicating the height of the upper surface are low rather Natsute the first half of the floating element 6 0, between lines L and L

OMPI _ The separation is the maximum wave height at which the ship can travel at high speed and with stability.

As shown in Fig. 11, the main wing 70 is a laminar flow wing having a sharp front surface which is symmetrical with respect to the longitudinal axis and has a high wave permeability and is easily detachable. It is attached to the holding arm 41 by the method. A control plate 71 integral with the main wing 70 extends to the inside of the first control room 17, and a bracket 73 provided on the top thereof has a shaft 74 of the roller 74. It is supported by a. Roller 74 has a water-proof canopy 17a and is provided with a circular arc orbit centered on a waterproof support shaft 42 on which the holding arm 41 is to be mounted. 5 so as to roll along the track. A transmission shaft 79, which can be operated so as to reciprocate in the directions shown by arrows and from the bridge 20, is pivotally connected to the link 77 through the waterproof bearing 78, and the link 77 Is pivotally attached to a link mounting member 76 fixed to the control plate 71. Therefore, by reciprocating the transmission shaft 79, the main wing 70 can be rotated around the support shaft 42 to change the angle of attack of the main wing 70. The angle of attack is almost + 5 ^0-1 2. The length of the trajectory formed on the roller guide member 75 is set so as to fall within the range. In Fig. 11, the position of the related members when the angle of attack is changed is indicated by a chain line.

 The front support column 40 of this propulsion base is made as thin as possible to prevent buoyancy, so that the bow can be lifted.

OMPI

Λ, WWIIPPOO Underwater weight increase is small. Therefore, the wing 70 can be easily exposed to the water, and the roller shaft 74a and the link 77 shown in FIG. 12 are shown in FIG. If it is removed from the flood protection inspection window 17 ¾, it will pivot downward around the support shaft 42, so it will be integrated with the control plate 1, the bracket 7.3 and the link mounting member 76. When the support shaft 42 is disengaged as an assembled assembly, and the holding arm 41 can be further removed as an assembly, the repair and replacement of the assembly is easy. As the size of the hull increases, a control mechanism for the angle of attack of the main wing shown in Fig. 11 is installed at the top of each of the control plates 71R and 71R 'shown in Fig. 4, and these two mechanisms are synchronized. The starboard wing 7OR can be controlled by operating it.

FIGS. 13 to 1 show mechanisms for controlling the rudder and the side rudder. In these figures, the rudder stock 82 is fixed to the rudder 81 and is fitted to a vertical stabilizer 80 integral with the rudder. The rudder stock 82 extends to the inside of the second control room 18, and a roller holder 83 for holding the roller 83 a is mounted on the top thereof. The roller 83 a is attached to the flood canopy 18 a and forms a circular orbit around the axis 80 a of the side rudder 80. Are engaged to roll along. A pair of semicircular grooves 86a are formed at both ends of the blade-shaped rear operation plate 86 fixed to the ladder stock 82. A pin 87a is fitted in 86a. Each pin

An operation shaft 90 penetrating through the links 87 and 88 and the waterproof bearing 89 is connected to the 87a in this order. Each operating shaft 90 penetrates inside the bearing 91 fixed to the deck bottom plate so as to be able to slide in the front-rear direction. Each operating axis 90 has a link

92, 93 and pin 93a are sequentially connected. Each pin 93a is fitted in a pair of semicircular grooves 35a formed at both ends of the front operation plate 95 fixed to the cylinder 94 in the steering wheel. The steering rod inner cylinder 94 penetrates through the inside of the outer cylinder 96 that is rotatably held back and forth by a bearing 97 on the bridge inner deck and reaches the bevel gear box 99. The rotational motion of the steering wheel 98 is transmitted to the steering rod inner cylinder 94 via bevel gears in the bevel gear box 99.

 In FIG. 1, when the steering wheel 98 is reciprocated in the direction indicated by the arrow and A, that is, back and forth, the inner cylinder 94 becomes a bearing.

It rotates around the axis of 97, and this change is caused by the front operation plate 95, the pin 93a, the links 93, 92, the operation shaft 90, the links 88, 8 7, rotating ^non-zero emissions 8 7 a, the horizontal rudder 8 0 through backward operation plate 8 6 your good beauty ladder be sampled click 8 2 to Ri I drink the axis 80 a. The chain line shown in Fig. 14 is the steering wheel.

9 shows the position at which the rudder 80 rotates when the 8 is operated back and forth, and the rudder 80 moves from its horizontal position in the same direction as the hour hand and in the opposite direction 5. The length of the trajectory formed on the roller guide member 85 is set so that the roller can be turned around.The shape of the rudder _c or the side rudder 80 is symmetrical about its axis 80a.

ΟΜΡΙ

A. WIPO Therefore, it can be rotated with only a small force.

 As shown in Fig. 15, the roller holder 83 is laddered by the pin 84 fitted into the groove formed at the tip of the ladder stock 82. Since it is rotatably held around the axis of the hook 82, it is possible to rotate the rear operation plate 86 around the axis without rotating the roller holder.

 8 3 and the roller 8 3 a do not rotate, and the rudder stock 82 fixed to the rear operation plate 86 integrally moves the rudder 8 1 around the axis. Rotate. Therefore, if the steering wheel 98 is rotated in the direction shown by the arrow, the rotation is transmitted to the inner cylinder 94 via the bevel gear, and the front operation plate 95 is rotated in the direction of the arrow ^, and the pin 93 a slides in the circular groove 95a, the links 93 'and 92, the operating shaft 90 and the link

 8 Rotate the rear operation plate 86 in the direction of arrow g through the pins 87a sliding in the circular grooves 86, 87 and 87, and turn the rudder 8 1 in the direction of the arrow. . If the steering wheel 98 is rotated in the direction shown by the arrow, a movement in the opposite direction occurs, and the vertical rudder 81 is turned in the direction of the arrow.

 In the operation for controlling the rudder 81 described above, if the front and rear operation plates 95 and 86 are on the same plane, one end of both operation plates and the other end are connected to each other. Although there is a difference in the length of the two transmission shafts to be connected, in order to control the side rudder 80, the rudder 98 is moved in the directions indicated by arrows and to tilt the two control plates while tilting both operation plates. Moreover

υ ο ― I When turning in the directions indicated by the arrows and, the distance between the front operation plate 95 and the bearing 97 and the distance between the rear operation plate 86 and the horizontal rudder shaft 80 c are different. The difference between the height of both ends of the front operation plate 95 and the height of both ends of the rear operation plate 8 & formed with a pair of semicircular grooves 86a are formed. Therefore, the length of the two transmission shafts is different.

FIGS. 17a and 17 show the sir sc links provided on each transmission shaft in order to respond to differences in the length of each transmission shaft. Longitudinal 'plane; ^ shown. In the figure, reference numeral 9 2 ′ denotes a hollow cylinder, in which a spring bearing 92 9 slidable in the cylinder and a rod-like member connected thereto are shown. Built-in body 9 2 ^W and spring 100. The cylinder 9 2 ′ and the rod-shaped body 9 2 ′ ″ are pivotally connected to the link 93 and the operating rod 90, respectively. When a compressive force is applied from the two end forces, as shown in Fig. 17a, the spring receiver 92〃 is crimped inside the cylinder 9.2 'to the side close to the link 93. The spring 100 is in an extended state, and when tensile force is applied from both sides of the transmission shaft, as shown in Fig. 17, the spring support 92 is closer to the link 90 as shown in Fig. 17 And the spring 100 is compressed.

FIG. 18 shows a pair of transmission shafts for controlling the rudder 81.In the figure, the front operation plate 95 is rotated from its neutral position (iL force in the same direction as the hour hand). Upper transmission The link 3'2 provided on the shaft is pushed by the upper transmission shaft in the state shown in Fig. 17a, and the rear operation plate 86 is rotated in the same direction as the hour hand. A link 92 provided on the transmission shaft shows a state in which the lower transmission shaft extends from the state shown in FIG.

Maximum steering angle of Tatekaji is for ordinary running is is sufficient at about right and left 1 5 ^0, resting and very low speed cruising when almost right and left 7 0 ^o to occupy al capable situ turning Is set to.

 If the hull form is large, hydraulic cylinders are arranged at both ends of the shaft 90 'of each transmission shaft, and the pair of transmission shafts are operated by hydraulic pressure. When the tail fin is divided into two parts as shown in Fig. II, hydraulic cylinders are provided at the top of the port tail and at the top of the star tail not shown (not shown).

 As described above, in this vertical and horizontal rudder control system, the stern is raised and lowered by moving the rudder 98 in the front-rear direction, and at the same time when the stern is operated in this manner, By rotating the bow, the bow can be turned to the left and right, so that anyone with short training can easily operate the control system.

 FIG. 15 shows a seawater lubricated bearing that is disposed on the cantilever blade 62 shown in FIG. 2 and supports the lateral rudder shaft 80a. In the figure, 62 is the lower half of the bearing, and the lower half and the upper half (not shown) of the same shape constitute this bearing. The rudder shaft 80a is used for underwater work

OMPI

/ _h WIP 1 Therefore, it is detachably held by the bearing. 62 2 ¾ is a streamlined bearing force fixed by screws, and 62 c is a bearing seat, which is fixed to the cantilever blade 62, forming a watertight bulkhead.

 Now, in Figs. 15 and 14, water

Remove the roller shaft 8 3 ¾ through

 8 8 to separate the rudder 8 1 and

Stock 82, Roller holder 83

Operation plate 86, link 87 and pin

Rudder shaft 8 as an assembled assembly

Inclined surface at rear of second control room 18

Pivots in the direction

If removed from the bearing, the assembly

Lift more easily and use the bladder

To repair or replace parts

 Fig. 19 shows the propulsion base of the present invention.

A cross section is shown. In the figure

Elongated arc opening downward

By arranging these longitudinal members in parallel

Interconnected by 10 c

Bottom plate 19 and rear plate 19 s

Assemble the watertight structure

Reinforcement to give the required strength

 1 5 Reinforced with and

The cross-sectional shape of the longitudinal member 10a is as described above. It may be. The deck structure 10 assembled in this way has no cubic surface on its surface. As shown by the chain line in Fig. 19, the width required for the propulsion cradle is added by adding longitudinal members in the horizontal direction, and the propulsion is made by adding longitudinal members in the front-rear direction. The required length of the gantry can be obtained by simply increasing the weight arithmetically. Therefore, the construction of the propulsion base can be performed quickly and inexpensively without the need for skilled workers. If the superstructure is mounted on the propulsion cradle, the structure acts as a cross beam, so that the strength of the ship in the 橫 direction is increased.

 Further, as can be understood from FIGS. 21, 1 and 2, the float 60 of the propulsion pedestal according to the present invention also has a semi-arc-shaped member 60 a and an arc-shaped member 60 a. The deck structure is assembled by assembling the member 60 mm and the flat plates 60 c and 60 (1 and

 A shell is formed in the same manner as in Fig. 10, and the partition walls of the ballast tank, fuel tank, fresh water tank, etc. indicated by broken lines in Fig. 21 in Fig. 21 and Fig. 10 and Fig. 10 Pillars 40, 40 'and 50 that penetrate the float 60 shown in Fig. 4 are provided, and any other reinforcing members are provided. By doing so, the required vertical strength of the beam can be obtained. The streamline components 63, 64, 65, and 66 shown in Figs. 1 to 3 are produced separately, but all other components that make up the float 60 are quadric surfaces. is there. Flat plate

 Increasing the horizontal width of the 60 d can increase the horizontal width of the entire float, and also compose the float in the vertical direction.

OMPI WIPO The length of the whole float can be easily increased by adding additional members. As described above, by simply increasing the weight in the arithmetic series, the float can be enlarged or deformed to easily obtain the required buoyancy and the aspect ratio suitable for high-speed cruising. Therefore, the construction of the float can be performed quickly and inexpensively.

 In addition, since the cross sections of the struts 40 and 50 are formed by joining circular arcs, after forming the outer shell in the same manner as described for the floats 60, the front struts 40 are By a cylindrical pipe for mounting the support shaft 42 of the holding arm 41 holding the main wing 70, and in the case of the rear support column 50, a cod that leads to the engine room provided in the float Can be supplemented by means such as tips. Pillars 40 and 50 can be built as quickly and inexpensively as floats 60.

 In addition, the main wing 70, the side rudder 80a, the vertical stabilizer 80 and the rudder 81 and the members for operating the same are standardized in several types of the thrust rack of the present invention. In addition, it is possible to produce each component at low cost by specialized work that produces each component.

 The following describes the sailing performance of a ship assembled by mounting the superstructure on the propulsion gantry constructed as described above.

As shown in Fig. 25, when the ship is stopped, a slight negative angle of attack is applied to the main wing 70 so that the ship does not generate lift, and the side rudder 80 is leveled. The angle is zero and the water level is at L _x . Start sailing in this state and get a considerable speed

OMPI WIPO The right and left wings 70 are given a positive angle of attack while the left and right stability are maintained by the lift generated by the auxiliary wings 72R and 72L, and the stern is lowered by pulling the steering wheel 98 forward. Water level! ^ Ascend to Also, due to the load, the helm 98 may be pushed forward to raise the stern and float in equilibrium.

 Water level! ^ After ascending, when sailing in plain water, the float 60, which has resistance to vertical movement, is the position with the least resistance, that is, it goes straight in a position parallel to the water surface, and has a wave resistance. Generation is limited only by the wing 70 and the front and rear struts 40, 50, and the droplets generated from these parts are collected in the space 10e below the deck structure 10. While passing through and escaping backward, the lift of the wing 70 and the side rudder 80a is balanced and the water level rises! Move to high speed cruising in the stable condition shown in Fig. 2 2 in ^. At this point, the auxiliary wings 72R and 72L are folded upward.

 FIGS. 24 to 27 show a state in which the ship sails in response to the high waves. In FIG. 24, the peak of the wave 101 is at the bow and the valley is at the stern. In the state shown in the figure, the lift generated by the main wing 70 and the buoyancy generated by the narrow front strut 40 slightly increase to try to raise the bow. The resistance to the rise of the 60's flat front half and the nature of the hull's motion resist. In addition, the rear half of the float 60 in which the engine room is formed is exposed above the water surface, and the lower half of the relatively thick rear column 50 is exposed above the water surface. Buoyancy reduced

MPI WIPO The power to lower the stern a little, the float

Since the bottom surface of the rear half of 60 is flat, it resists the descent of the stern, and is operated by pushing the steering wheel 98 forward and raising the stern by raising the side rudder 80 to the rudder. Can sail 5 in attitude. In the state shown in FIG. 24,

 The propellers are always in the water and do not spin, so there is no danger of speed drop.

 In Figure 25, the valley of wave 101 is at the bow and its peak is at the stern. Even in this state, the case of FIG.

10 Similarly, floats are used to reduce the buoyancy and lift at the bow.

 The inertia of the hull's motion and the resistance force against the descent of 60 are applied, and the increase in buoyancy at the stern is achieved by pulling the helm 98 toward the front and setting the side rudder 80 to the rudder. Stability can be maintained. In the state shown in Fig. 25, the peak of wave is 101 may exceed the lower surface of deck structure 10

Even so, since the cross section of the deck structure 10 is arch-shaped, the increase in buoyancy is relatively small, and therefore, stability can be maintained by operating the rudder 80. _{C As} can be understood from Fig. 25, the float 60 itself can be

20-When the part is exposed above the water surface, buoyancy decreases

 As described above, pitching that is difficult to prevent also occurs, and as described above, the length of the front support column 40 is long enough for this ship to withstand. At maximum wave height

—Yes.

25 As shown in Fig. 2, the intermediate support 40 'and the

O PI IPO In a large ship with wings 70 ', hogging receiving the wave 102 shown by the solid line and sagging receiving the wave 103 shown by the dashed line occur. 25 As in the case shown in Fig. 5, the fluctuation of buoyancy is small, so that the generation of bending stress is extremely small, and the deck is lightweight and has sufficient vertical strength, and However, the basic structure of the present invention including the struts connecting these members allows a high-speed wave, which is equal to the height of the struts, to penetrate even a large ship and to perform stable navigation at high speed.

 As shown in Fig. 27, when a ship receives sideways waves 104 of the waveform shown by the solid line during navigation, most of these waves are between the front and rear struts. It is the main wing 70 and the front and rear struts that leave the large space behind the space and front struts and behind the rear struts and cause rolling. It only increases lift and buoyancy and receives dynamic pressure due to shear waves, but these are the lift generated by the wing 70 with a dihedral angle and the sinking of the underwater part of the float 60. Offset by drag. When the ship receives the wave 105 of the waveform shown by the dashed line from the lateral direction, the situation is completely the same as the above case. Therefore, in any of the above cases, the mouth ring does not occur and the ship can sail in a stable state.

How to ensure stability with respect to bowing and side-to-side motion while the ship is sailing is illustrated and explained in particular, but this stability has sufficient area and The vertical stabilizer 80 and the rudder are located as far as possible behind and not affected by turbulence generated around the float.

 8 Secured by 1 and.

 Figure 28 shows the situation where the ship turns to starboard on the spot. The brake plate 16R on the starboard side is held at a position perpendicular to the water surface as shown in Fig. Δ, and the rudder 81 is placed inside as shown by the dashed line in Fig. 18. When the starboard axle is rotated in the reverse direction and the port axle is rotated in the forward direction while the maximum rudder angle is given, braking force is applied to the longitudinal rudder 81 and the brake plate 16R, thereby preventing the skidding. Combined with the characteristics of a hull form with low resistance, it is possible to make a turn on the starboard on its own without using the power of a pushboat. Even when sailing at a very low speed in the L-L water level, it is possible to easily turn with a very small turning radius by performing the same operation as above.

 Industrial applicability ''

 The propulsion mount of the present invention can assemble various types of vessels by mounting the superstructure, but since the propulsion mount has compatibility, it is used, for example, for cruise ships. Once the superstructure was removed and the superstructure for the fishing boat was installed, the fishing boat could be assembled immediately, and liquefaction was carried out in the same way as on the oceanographic research vessel or by loading a high-pressure tank. Gas tankers can also be fitted with anti-submarine helicopter-equipped carriers in case of a national emergency.

 The construction cost of the propulsion base of the present invention is low, and the period is short.

In other words, depending on the size of the ship to be used,

 OMPI

W wImPOj,, For example, the standard lengths of 20, 50, and 50 U.S. are 20, 50, and 50 U.S. Since large-scale make-to-stock production can be performed using jigs and tools, construction costs and construction time can be dramatically reduced.

 In addition, since the propulsion gantry of the present invention has static and dynamic stability in its basic shape, a precise and expensive underwater blade control system is required for attitude control until it becomes quite large. Therefore, the maintenance cost of the ship can be reduced, and the inspection and repair by specialists is unnecessary.

 In addition, the propulsion gantry of the present invention can repair and replace a severely worn portion without landing the docking cradle on the dock, and further reduce maintenance costs. I can do this.

OMPI

Claims

The scope of the claims  1. A watertight deck structure which is composed of a plurality of longitudinal members arranged in parallel and extending in the longitudinal direction, a top plate, a bottom plate, front and rear flat plates, and reinforcing members extending in the lateral direction. A bridge mounted on the upper surface of the body, and symmetrically disposed with respect to the center vertical plane of the deck structure, and provided in a watertight structure, and the main engine, auxiliary equipment, propulsion shaft system, fuel tank Two floats of the same shape that are vertically long and have a flat cross-section, which contain tanks, fresh water tanks, and palust tanks, and are symmetrical with respect to the center vertical plane of the deck structure And a watertight structure, which is provided with two or more pairs of thin pillars that are watertight and rigidly connect the deck structure and the float described above. The cross section of 10a) is circular or elliptical and opens downward. The cross-sectional shape of the deck structure (10) is arch-shaped, and the deck structure is designed so that various types of flat-bottomed upper structures for ships can be mounted in a detachable manner. The deck structure has a structure for connecting a conduit or an electric wire for supplying a fluid such as fuel, electric current and water from the respective floats to the upper structure mounted on the deck structure through the struts. There is a connecting device (11), and the marine propulsion gantry has a seawater capacity that is substantially equal to the sum of the maximum weight of the superstructure to be mounted and the toll load, and At least one ballast tank (30) that can be detachably mounted on the deck structure O PI WIPO , A A boat propulsion gantry comprising:  2. In the marine propulsion frame according to claim 1, at least one pair of columns (40, 40) in front of the propulsion frame between the deck structure and the float. ') At least one wing (70) rotatably mounted around a substantially horizontal axis about) and connected to both ends of said at least one wing The propulsion platform has auxiliary wings (72E, 2L) that can be folded upward when sailing or berthing, and the main wing (70) is an ifr deck structure. The angle of attack is controlled by a control device provided in the first control room (17) formed in the first room, and the cantilever extending from the rear end of each of the floats to be visited is provided. Wing  A vertical stabilizer (80b) with an integral structure between (62) and both ends supported by each cantilever wing,  (80a) and a rudder (81) attached to the vertical stabilizer (80 °). The rudder angles of the side rudder and the rudder are formed on the deck structure. The steering wheel (38 :) is operated back and forth in the second control room (18) so that it can be controlled through the control system by turning or rotating. With the wings, ailerons, rudders and rudders underwater, this propulsion bridge can be docked or unloaded and inspected, repaired and replaced. A marine propulsion mount characterized by its features.  3. In the marine propulsion gantry according to claim 1, the left and right pairs with respect to the central vertical plane of the deck structure. WIPO A brake plate (16R, 16) that is pivotally attached to the front end of the deck structure at a nominal position, is rotatable up to a position perpendicular to the water surface, and acts to brake forward and backward. A boat propulsion mount that specializes in L).