U.S. patent application number 14/238231 was filed with the patent office on 2014-11-13 for propulsion unit for a ship.
This patent application is currently assigned to IP MANAGEMENT SERVICES. The applicant listed for this patent is Kazuhisa Murata, Masayuki Nakata, Yasumitsu Tomioka. Invention is credited to Kazuhisa Murata, Masayuki Nakata, Yasumitsu Tomioka.
Application Number | 20140334931 14/238231 |
Document ID | / |
Family ID | 47746588 |
Filed Date | 2014-11-13 |
United States Patent
Application |
20140334931 |
Kind Code |
A1 |
Tomioka; Yasumitsu ; et
al. |
November 13, 2014 |
PROPULSION UNIT FOR A SHIP
Abstract
This invention provides a propulsion unit for a ship with a new
structure that is able to propel the ship without using a
propeller. It is characteristic for the propulsion unit for a ship
(10) that it has the propulsion unit's main body (12) that rotates
around the rotation axis X, extending along the propulsive
direction of the ship, the inlet port (16) set on the surface of
the propulsion unit's main body (12), the outlet port (18) set on
the surface of the propulsion unit's main body (12), and the
circulation path (20) connecting the inlet port (16) and outlet
port (18), and that the inlet port (16) is set ahead of the outlet
port (18) in the propulsive direction, the outlet port (18) is set
on the outer side of the inlet port in the radial direction from
the aforesaid rotation axis, the circulation path (20) inclines
backwards from the propulsive direction at least at the opening
part of the outlet port (18), and by discharging water from the
outlet port (18), which is absorbed at the inlet port (16), by the
rotation around the rotation axis of the propulsion unit's main
body (12), the ship (100) is propelled.
Inventors: |
Tomioka; Yasumitsu;
(Sagamihara-shi, JP) ; Murata; Kazuhisa;
(Saitama-shi, JP) ; Nakata; Masayuki; (Minato-ku,
JP) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Tomioka; Yasumitsu
Murata; Kazuhisa
Nakata; Masayuki |
Sagamihara-shi
Saitama-shi
Minato-ku |
|
JP
JP
JP |
|
|
Assignee: |
IP MANAGEMENT SERVICES
Tokyo
JP
|
Family ID: |
47746588 |
Appl. No.: |
14/238231 |
Filed: |
August 22, 2012 |
PCT Filed: |
August 22, 2012 |
PCT NO: |
PCT/JP2012/071923 |
371 Date: |
July 10, 2014 |
Current U.S.
Class: |
416/20R |
Current CPC
Class: |
B63H 11/08 20130101;
B63H 1/12 20130101; B63H 2011/082 20130101 |
Class at
Publication: |
416/20.R |
International
Class: |
B63H 11/08 20060101
B63H011/08 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 22, 2011 |
JP |
2011-194367 |
Claims
1. It is characteristic for the propulsion unit for a ship that the
it has the propulsion unit's main body that rotates around the
rotation axis, extending along the propulsive direction of the ship
and the inlet port set on the surface of this propulsion unit's
main body and the outlet port set on the surface of the aforesaid
propulsion unit's main body and the circulation path connecting the
aforesaid inlet port and the aforesaid outlet port, and that the
aforesaid inlet port is set ahead of the outlet port in the
aforesaid propulsive direction, the aforesaid outlet port is set on
the outer side of the inlet port in the radial direction from the
aforesaid rotation axis, the circulation path inclines backwards
from the propulsive direction at least at the opening part of the
outlet port, and by discharge of water from the outlet port, which
is absorbed from the inlet port, by the rotation around the
rotation axis of the propulsion unit's main body, the aforesaid
ship is propelled.
2. It is characteristic for the propulsion unit for a ship
described in claim 1 that the aforesaid propulsion unit's main body
is constructed that its section intersecting perpendicularly with
the aforesaid axis is a circular shape.
3. It is characteristic for the propulsion unit for a ship
described in claim 2 that the aforesaid propulsion unit's main body
presents a spindle or droplet shape, the central axis line of which
is the aforesaid rotation axis.
4. It is characteristic for the propulsion unit for a ship
described in claim 2 that the aforesaid propulsion unit's main body
is constructed, including at least the hemisphere shape part, the
central axis line of which is the aforesaid rotation axis.
5. It is characteristic for the propulsion unit for a ship
described in claim 1 that the aforesaid circulation path has the
extending part that is substantially parallel to the aforesaid
rotation axis at the opening part of the aforesaid inlet port.
6. It is characteristic for the propulsion unit for a ship
described in claim 5 that the aforesaid circulation path presents a
folding structure that the opening part of the inlet port and the
opening part of the outlet port are connected at the prescribed
obtuse angle.
7. It is characteristic for the propulsion unit for a ship
described in claim 5 that the aforesaid circulation path presents a
curved structure that the opening part of the inlet port and the
opening part of the outlet port are connected smoothly by the part
extending in a curved shape.
8. It is characteristic for the propulsion unit for a ship
described in claim 1 that the aforesaid circulation path is
constructed by the path that connects the aforesaid inlet port and
outlet port in a substantially straight extended line
configuration.
9. It is characteristic for the propulsion unit for a ship
described in claim 1 that the aforesaid propulsion unit's main body
is fixedly set up at the forward part of the aforesaid ship.
10. It is characteristic for the propulsion unit for a ship
described in claim 9 that the aforesaid propulsion unit's main body
is installed at the tip of the drive shaft extending forward from
the forward part of the aforesaid ship.
11. It is characteristic for the propulsion unit for a ship
described in claim 10 that one (1) drive shaft is a fixedly set up
along the central axis line of the aforesaid ship as the aforesaid
drive shaft.
12. It is characteristic for the propulsion unit for a ship
described in claim 10 that a plural number of shafts are fixedly
set up parallel to the central axial line of the ship as the
aforesaid drive shafts.
13. It is characteristic for the propulsion unit for a ship
described in claim 1 that the aforesaid propulsion unit's main body
is a fixedly set up beneath the central part of the aforesaid ship,
excluding the forward part and backward part of the ship.
14. It is characteristic for the propulsion unit for a ship
described in claim 13 that such propulsion unit has the housing
installed beneath the aforesaid central part of the aforesaid ship
and such propulsion unit's main body is installed in the aforesaid
housing as a rotating body.
15. It is characteristic for the propulsion unit for a ship
described in claim 14 that the driving source, which drives the
aforesaid propulsion unit's main body in a rotating manner, is
built in the aforesaid housing.
16. It is characteristic for the propulsion unit for a ship
described in claim 14 that the means of transmission, which
transmits the motive power from the driving source accommodated in
the aforesaid ship to the aforesaid propulsion unit's main body, is
built in the aforesaid housing.
17. It is characteristic for the propulsion unit for a ship
described in claim 14 that the aforesaid housing is installed
beneath the central part of the aforesaid ship as a unit rotating
around the vertical axis line.
18. It is characteristic for the propulsion unit for a ship
described in claim 17 that the aforesaid housing is driven around
the vertical axis in a rotating manner by the driving source built
in the aforesaid ship and the aforesaid propulsion unit's main body
installed in the aforesaid housing provides the propulsive force to
move the aforesaid ship forward under the situation that such main
body is directed forward of the aforesaid ship, and provides the
propulsive force to move the aforesaid ship backward under the
situation that such main body is directed backward of the aforesaid
ship.
19. It is characteristic for the propulsion unit for a ship
described in claim 1 that the deflection member, that deflects the
discharge direction of water discharged from the aforesaid outlet
port backward of the propulsion direction, is further provided.
20. It is characteristic for the propulsion unit for a ship
described in claim 19 that the aforesaid deflecting member is
installed in the propulsion unit's main body.
21. It is characteristic for the propulsion unit for a ship
described in claim 14 that the fins for rectification are installed
on the outer periphery of the aforesaid housing, extending along
the aforesaid rotation axis.
22. It is characteristic for the propulsion unit for a ship
described in claim 14 that the grooves for rectification are formed
on the outer periphery of the aforesaid housing, extending along
the aforesaid rotation axis.
23. It is characteristic for the propulsion unit for a ship
described in claim 1 that the outlet port and inlet port are
fixedly set up with the relationship of one-to-one.
24. It is characteristic for the propulsion unit for a ship
described in claim 23 that a plural number of the aforesaid inlet
ports are formed in the aforesaid propulsion unit's main body.
25. It is characteristic for the propulsion unit for a ship
described in claim 1 that the outlet port and inlet ports are
fixedly set up with the relationship of one-to-many.
26. It is characteristic for the propulsion unit for a ship
described in claim 1 that only one (1) input port is formed in the
aforesaid propulsion unit's main body.
Description
TECHNICAL FIELD
[0001] This invention refers to a propulsion unit with a new
structure to propel a ship.
BACKGROUND ART
[0002] Up to now the propulsion unit generally used to move a ship
is a propeller, and the structure that rotating the propeller in
one direction advances the ship, and rotating it in the opposite
direction reverses the ship, is well known.
[0003] For a conventional propeller type propulsion unit for a
ship, based on the rotation of a propeller, the blade of the
propeller, which is set up inclining relative to the rotation axis
line of the propeller, generates a component force to push the
water backward of the propulsive direction, and because of this a
backward directed water current is generated, and such water
current is constructed to provide a forward propulsive force to the
ship as a counterforce.
[0004] Although there are many applications for patents for
propulsion units for ships of the propeller type, an example of
such patent application is disclosed for a ship with a pod type
propulsion unit. The technology disclosed is that the pod type
propulsion unit is installed together at a position backward of the
main propeller of the ship, and it does not interfere with the main
propeller (e.g., refer to patent document 1).
[0005] However, in the patent document 1 above, especially if the
steering angle of a pod type propulsion unit is engaged when
sailing at high speed, as indicated in Drawing 8, there was a
problem that severe cavitation occurs around the upper half of
strut S (so-called, as its function is that of a rudder). If such
cavitation occurs, the bubbles generated by the cavitation flow
downstream and when such bubbles enter the high-pressure area, they
are crushed and disappear (burst). Since the disappearance of the
bubbles is instantaneous, it is accompanied by a significant impact
causing a noise and hull vibration. Overcoming the problem requires
increasing the design strength of the strut and therefore there was
a problem as this increases the production cost. Also, it was
pointed out as a problem that if this situation continues for a
long time, the strut would be subject to continuous and repeated
stress, and the strut's surface would erode since it would be
washed away gradually due to metal fatigue, and in the worst case
this may lead to destruction of the strut.
[0006] Therefore, in order to provide a pod type propulsion unit
that can eliminate (or decrease) the cavitation effect generated
around the strut of a pod type propulsion unit and a ship which has
such pod type propulsion unit, for example, as indicated in patent
document 2, the strut 11, the section of which is an airfoil
profile shape, the pod 12, which is installed below strut 11 with a
propeller shaft 4 to which the motive power from the driving means
is transmitted, and the pod type propulsion unit 10, which has a
pod propeller 14, which is installed on propeller shaft 4, with the
technology, the characteristics of which are that the strut 11 is
fixed to the ship's hull and the pod 12 is set up to rotate freely
against the aforesaid strut 11, are proposed.
[0007] By using the technology in patent document 2, it is
constructed such that only the pod can rotate independently from
the ship's hull, the strut is fixed to the ship's hull, the
steering angle is not engaged, different from before, and thus the
cavitation is not generated when sailing at high speed, and
therefore, it is possible to eliminate the noise and impact
pressure generated when the bubbles generated by the cavitation are
crushed, and the noise and hull vibration can be decreased.
[0008] Patent document 1 Patent application publication No.
2003-231497
[0009] Patent document 2 Patent application publication No.
2011-098654
[0010] However, even if the technology as indicated in patent
document 2 is used, the same as for a propeller type propulsion
unit, water located backward of the propulsive direction of the
main propeller blades is pushed backward of the propulsive
direction by the rotation of the propeller blades, and as a result,
in the water near the surface of the front side of the propulsive
direction of the main propeller blades a negative pressure area is
inevitably generated.
[0011] Then, if the pressure of this negative pressure area becomes
below steam pressure, the water would boil even if the temperature
of the water does not reach 100.degree. C., and as a result the
cavitation phenomenon is caused and the so-called bubbles are
generated.
[0012] As described in patent document 2, the generation of
cavitation may cause corrosion of the propeller and the noise known
as cavitation noise, and this has been recognized as a problem for
a long time. However, a solution for this problem had nearly been
abandoned as an inevitable feature necessarily generated by a
propulsion unit that uses a propeller.
[0013] As mentioned above, even if the technology described in
patent document 2 is used, the generation of cavitation by rotation
of the main propeller cannot be prevented, and although it is
possible to restrain the cavitation generated by the main propeller
more effectively by means of a pod, it is very clear that
generation of cavitation caused by rotation of the main propeller
cannot be prevented.
DISCLOSURE OF THE INVENTION
[0014] The purpose of this invention is in consideration of the
aforesaid situation and the main purpose of this invention is to
provide a propulsion unit for ships with a new structure that can
propel a ship without using a propeller.
[0015] Also, another purpose of this invention is to provide a
propulsion unit for ships with a new structure that does not
generate cavitation when propelling the ship.
[0016] The characteristics of the propulsion unit for a ship
related to this invention, according to No. 1 embodiment, is that
it has the propulsion unit's main body that rotates around the
rotation axis extending along the propulsive direction of the ship,
the inlet port set on the surface of the propulsion unit's main
body, the outlet port set on the surface of the aforesaid
propulsion unit's main body, and the circulation path connecting
the aforesaid inlet port and outlet port, and that the inlet port
is set ahead of the outlet port in the aforesaid propulsive
direction, such outlet port is set on the outer side of the inlet
port in the radial direction from the aforesaid rotation axis, the
circulation path inclines backwards from the propulsive direction
at least at the opening part of the outlet port and by discharging
water from the outlet port, which is absorbed at the inlet port, by
the rotation around the rotation axis of the propulsion unit's main
body, the aforesaid ship is propelled.
[0017] Also, for the propulsion unit for a ship related to this
invention, according to No. 2 embodiment, it is characteristic that
the aforesaid propulsion unit's main body is constructed that its
section intersecting perpendicularly with the aforesaid axis is a
circular shape.
[0018] Also, for the propulsion unit for a ship related to this
invention, according to No. 3 embodiment, it is characteristic that
the aforesaid propulsion unit's main body presents a spindle or
droplet shape, the central axis line of which is the aforesaid
rotation axis.
[0019] Also, for the propulsion unit for a ship related to this
invention, according to No. 4 embodiment, it is characteristic that
the aforesaid propulsion unit's main body is constructed, including
at least the hemispherical shape part, the central axis line of
which is the aforesaid rotation axis.
[0020] Also, for the propulsion unit for a ship related to this
invention, according to No. 5 embodiment, it is characteristic that
the aforesaid circulation path has the extending part that is
substantially parallel to the aforesaid rotation axis at the
opening part of the aforesaid inlet port.
[0021] Also, for the propulsion unit for a ship related to this
invention, according to No. 6 embodiment, it is characteristic that
the aforesaid circulation path presents a folding structure that
the opening part of the inlet port and the opening part of the
outlet port are connected at the prescribed obtuse angle.
[0022] Also, for the propulsion unit for a ship related to this
invention, according to No. 7 embodiment, it is characteristic that
the aforesaid circulation path presents a curved structure that the
opening part of the inlet port and the opening part of the outlet
port are connected smoothly by the part extending in a curved
shape.
[0023] Also, for the propulsion unit for a ship related to this
invention, according to No. 8 embodiment, it is characteristic that
the aforesaid circulation path is constructed by the path that
connects the aforesaid inlet port and outlet port in a
substantially straight extended line configuration.
[0024] Also, for the propulsion unit for a ship related to this
invention, according to No. 9 embodiment, it is characteristic that
the aforesaid propulsion unit's main body is fixedly set up at the
forward part of the aforesaid ship.
[0025] Also, for the propulsion unit for a ship related to this
invention, according to No. 10 embodiment, it is characteristic
that the aforesaid propulsion unit's main body is installed at the
tip of the drive shaft extending forward from the forward part of
the aforesaid ship.
[0026] Also, for the propulsion unit for a ship related to this
invention, according to No. 11 embodiment, it is characteristic
that one (1) drive shaft is fixedly set up along the central axial
line of the aforesaid ship as the aforesaid drive shaft.
[0027] Also, for the propulsion unit for a ship related to this
invention, according to No. 12 embodiment, it is characteristic
that a plural number of shafts are fixedly set up parallel to the
central axial line of the ship as the aforesaid drive shafts.
[0028] Also, for the propulsion unit for a ship related to this
invention, according to No. 13 embodiment, it is characteristic
that the aforesaid propulsion unit's main body is fixedly set up
beneath the central part of the aforesaid ship, except for the
forward part and backward part of the ship.
[0029] Also, for the propulsion unit for a ship related to this
invention, according to No. 14 embodiment, it is characteristic
that such propulsion unit has the housing installed beneath the
aforesaid central part of the aforesaid ship and such propulsion
unit's main body is installed in the aforesaid housing as a
rotating body.
[0030] Also, for the propulsion unit for a ship related to this
invention, according to No. 15 embodiment, it is characteristic
that the driving source, which drives the aforesaid propulsion
unit's main body in a rotating manner, is built in the aforesaid
housing.
[0031] Also, for the propulsion unit for a ship related to this
invention, according to No. 16 embodiment, it is characteristic
that the means of transmission, which transmits the motive power
from the driving source accommodated in the aforesaid ship to the
aforesaid propulsion unit's main body, is built in the aforesaid
housing.
[0032] Also, for the propulsion unit for a ship related to this
invention, according to No. 17 embodiment, it is characteristic
that the aforesaid housing is installed beneath the central part of
the aforesaid ship as a unit rotating around the vertical axis
line.
[0033] Also, for the propulsion unit for a ship related to this
invention, according to No. 18 embodiment, it is characteristic
that the aforesaid housing is driven around the vertical axis in a
rotating manner by the driving source built in the aforesaid ship
and the aforesaid propulsion unit's main body installed in the
aforesaid housing provides the propulsive force to move the
aforesaid ship forward under the situation that such main body is
directed forward of the aforesaid ship, and provides the propulsive
force to move the aforesaid ship backward under the situation that
such main body is directed backward of the aforesaid ship.
[0034] Also, for the propulsion unit for a ship related to this
invention, according to No. 19 embodiment, it is characteristic
that a deflection member, that deflects the discharge direction of
water discharged from the aforesaid outlet port backward of the
propulsion direction, is further provided.
[0035] Also, for the propulsion unit for a ship related to this
invention, according to No. 20 embodiment, it is characteristic
that the aforesaid deflecting member is installed in the propulsion
unit's main body.
[0036] Also, for the propulsion unit for a ship related to this
invention, according to No. 21 embodiment, it is characteristic
that the fins for rectification are installed on the outer
periphery of the aforesaid housing, extending along the aforesaid
rotation axis.
[0037] Also, for the propulsion unit for a ship related to this
invention, according to No. 22 embodiment, it is characteristic
that the grooves for rectification are formed on the outer
periphery of the aforesaid housing, extending along the aforesaid
rotation axis.
[0038] Also, for the propulsion unit for a ship related to this
invention, according to No. 23 embodiment, it is characteristic
that the outlet port and inlet port are fixedly set up with the
relationship of one-to-one.
[0039] Also, for the propulsion unit for a ship related to this
invention, according to No. 24 embodiment, it is characteristic
that a plural number of the aforesaid inlet ports are formed in the
aforesaid propulsion unit's main body.
[0040] Also, for the propulsion unit for a ship related to this
invention, according to No. 25 embodiment, it is characteristic
that the outlet port and inlet ports are fixedly set up with the
relationship of one-to-many.
[0041] Also, for the propulsion unit for a ship related to this
invention, according to No. 26 embodiment, it is characteristic
that only one (1) input port is formed in the aforesaid propulsion
unit's main body.
BRIEF DESCRIPTION OF THE DRAWINGS
[0042] Drawing 1 is the front elevation view, which indicates
roughly the external shape of a ship, in which No. 1 embodiment of
the propulsion unit for a ship related to this invention is
installed.
[0043] Drawing 2 is the sectional view of the front part of the
propulsion unit for a ship indicated in Drawing 1, by taking a
partial cross section.
[0044] Drawing 3 shows the generation status of the propulsive
force of the propulsion unit for a ship indicated in Drawing 1.
[0045] Drawing 4 is the sectional view of the front part of the
propulsion unit for a ship, to show the variation No. 1 of the
propulsion unit for a ship related to No. 1 embodiment, by taking a
partial cross section.
[0046] Drawing 5 is the sectional view of the front part of the
propulsion unit for a ship, to show the variation No. 2 of the
propulsion unit for a ship related to No. 1 embodiment, by taking a
partial cross section.
[0047] Drawing 6 is the sectional view of the front part of the
propulsion unit for a ship, to show the variation No. 3 of the
propulsion unit for a ship related to No. 1 embodiment, by taking a
partial cross section.
[0048] Drawing 7 is the bottom view, which shows embodiment No. 2
of the propulsion unit for a ship relating to this invention.
[0049] Drawing 8 is the front elevation view, which shows No. 3
embodiment of the propulsion unit for a ship relating to this
invention.
[0050] Drawing 9 is the front elevation view, which shows that
after the propulsion unit for a ship indicated in the drawing 8 is
turned 180.degree. around the vertical axis line, when the ship is
propelled backward.
[0051] Drawing 10 is the sectional view of the front part, which
shows the construction of No. 4 embodiment of the propulsion unit
for a ship relating to this invention, by taking a partial cross
section.
[0052] Drawing 11 is the longitudinal sectional view showing that
the propulsion unit in No. 4 embodiment indicated in Drawing 10 is
installed in the housing in which the fins for rectification are
installed.
[0053] Drawing 12 is the longitudinal sectional view showing that
the propulsion unit in No. 4 embodiment indicated in Drawing 10 is
installed in the housing on which the grooves for rectification are
formed.
[0054] Drawing 13 is the longitudinal sectional showing the
construction of No. 5 embodiment of the propulsion unit for a ship
relating to this invention.
BEST MODE FOR CARRYING OUT THE INVENTION
[0055] We set forth below the mode for carrying out the propulsion
unit for a ship relating to this invention, with reference to the
attached drawings:
[0056] Firstly, we explain in detail the structure of the
propulsion unit for a ship 10 relating to No. 1 embodiment of this
invention, by referring to Drawings 1 to 3 in the attached
drawings.
[0057] Drawing 1 is the front elevation view showing the
arrangement state of No. 1 embodiment of the propulsion unit for a
ship (hereinafter referred to only as the "Propulsion Unit"), and
Drawing 2 is the sectional view of the front part (that is the
front part sectional view), by taking a partial cross section, and
Drawing 3 is the drawing showing the power direction of the water
current (that is the generation state of the propulsive force)
discharged from the outlet port of the propulsion unit's main
body.
[0058] As indicated in Drawing 1, in No. 1 embodiment, one (1)
Propulsion Unit 10 is fixedly set up at the bow of the ship 100,
that is the part below waterline of the forward part, along the
central axis line of the ship 100 and with a state of protruding
forward. This Propulsion Unit 10 is fixedly set up to rotate around
the rotation axis X, which is specified to extend along the central
axis line of the ship 100 in this embodiment that is the propulsive
direction of the ship 100 by the driving source 110, which is built
in the ship 100.
[0059] Furthermore, the propeller 120 and the rudder 130 are
installed at the stern of the ship 100, the same as a normal ship's
structure. This propeller 120 is used when the ship 100 goes
backwards, or is steered delicately, etc. and when the ship takes a
long linear route, the ship navigates by using the Propulsion Unit
10 fixedly set ahead of the ship, and such Propulsion Unit 10 and
the propeller 120 are used selectively according to various
conditions during sailing.
[0060] This Propulsion Unit 10 is constructed to have the
propulsion unit's main body 12, which rotates around the aforesaid
rotation axis X, and the shaft 14, which is fixed in the propulsion
unit's main body 12, as one united body, having the same axis, and
extending backward of the propulsion direction. The rear end part
of the shaft 14 is incorporated in the ship 100, maintaining a
water-proof structure, and the shaft 14 is connected to the
aforesaid driving source 110.
[0061] On the other hand, the propulsion unit's main body 12 is
constructed by the outer peripheral surface 12a in a substantially
hemispherical shape, the central axis line of which is the rotation
axis X, and the edge face 12b, which is defined as the face
intersecting perpendicularly with the aforesaid rotation axis X,
and the edge face 12b is fixedly set up, being located backwards
with respect to the propulsion direction of the outer peripheral
surface 12a of the substantially hemispherical shape. That is, the
aforesaid shaft 14 is installed, extending backwards with respect
to the propulsion direction from the edge face 12b. Also, the outer
peripheral surface 12a is constructed by a hemispherical shaped
part and the cylindrical shape part connecting with the
hemispherical shape part integrally.
[0062] One (1) inlet port 16 is formed with opening the port at the
apex part located at the forefront with respect to the propulsion
direction of the outer peripheral surface 12a of the substantially
hemispherical shape of this propulsion unit's main body 12, with
the state that the axis of the inlet port 16 is on the same axis of
rotation as axis X. That is, the inlet port 16 and rotation axis X
are fixedly set up on the same axis, in other words, the central
position of inlet port 16 is the alienation of the distance "0"
from the rotation axis X or the closest point with rotation axis
X.
[0063] On the other hand, the circular conical surface 12c is
formed over the whole circumference of the outer peripheral edge of
the outer peripheral surface 12a of this propulsion unit's main
body 12. On this circular conical surface 12c, 4 outlet ports 18
are fixedly set up with opening the ports, and these 4 outlet ports
18 are set up with equivalent angles (that is, in this embodiment,
the state alienating each other at 90.degree.). The circular
conical surface 12c is set to incline at a specific angle from the
rotation axis X, for example, 60.degree. inclination in this
embodiment.
[0064] Thus, since each outlet port 18 has an opening port at the
circular conical surface 12c, which is located on the outer
peripheral edge of the outer peripheral surface 12b, the central
point of each outlet port 18 is substantially located at the most
backward point in the propulsion direction from the inlet port 16,
and is fixedly set up at the location of the most distant point
from the rotation axis X.
[0065] Also, in this propulsion unit's main body 12, the
circulation path 20, which connects the inlet port 16 and the
outlet port 18 whereby the communicating with each other, is
formed. That is in this embodiment, the circulation path 20 has the
common part 20a, one edge of which is linked to the inlet port 16
and 4 branching parts 20b, the edges of which, are linked to each
outlet port 18. The common part 20a of the circulation path 20 is
open at the inlet port 16 and substantially regulated as the part
extending parallel to the rotation axis X. In this embodiment, the
sectional shape of the circulation path 20 is designed to present a
circle shape.
[0066] On the other hand, each branching part 20b is linked along
the shaft line, which meets at right angles with the circular
conical surface 12c, and as a result each branching part 20b is set
at an angle of (90.degree.-.alpha.) to the rotation axis X, and in
this embodiment each branching part 20b inclines at an angle of
30.degree.. Also, the other edges of the 4 branching parts 20b
commonly connect to the other edge of the aforesaid common part
20a. In other words, in the circulation path 20, the common part
20a and each branching part 20b join at an obtuse angle, and in
this embodiment it has a folding structure, joining at an angle of
120.degree..
[0067] As mentioned above, the shaft 14 that links to the driving
source 110 built in the ship 100 is integrally installed at the
center of one edge face 12b of the propulsion unit's main body 12.
Therefore, in this embodiment, the central axis line of the
propulsion unit's main body 12 and the rotation axis X are in the
identical situation. As for the connection method of the shaft 14
and the propulsion unit's main body 12, it is possible to connect
by a detachable fixing method, such as nut and locking tools, or by
a fixed method, such as by welding or gluing, and in brief both are
integrally installed and if the propulsion unit's main body 12
rotates, with the rotation of the shaft 14, any existing methods
are possible.
[0068] For a ship with a propulsion unit 10 as mentioned above,
when the driving source 110 starts and the shaft 14 drives in a
rotating manner, the propulsion unit's main body 12, which is
integrally linked to shaft 14, also rotates around the axis X.
[0069] Concretely speaking, if the propulsion unit's main body 12
of the Propulsion Unit 10 rotates around the rotation axis X in the
water, the water entering in the circulation path 20 rotates with
the propulsion unit's main body 12 around the rotation axis X and
the centrifugal force affects the water inside the circulation path
20.
[0070] Since the centrifugal force increases in proportion to the
square of the distance, if we compare the centrifugal force acting
on the water around the inlet port 16, which is located at the same
axis position as the rotation axis X, and the centrifugal force
acting on the water around the outlet port 18, which is formed on
the circular conical surface 12c located further along the
centrifugal force direction from the rotation axis X, the latter
becomes bigger. In other words, a stronger centrifugal force is
achieved at the outlet port 18 than at the inlet port 16.
[0071] Thus, a stronger force is generated to discharge (emit) the
water inside the circulation path 20 at the side of the outlet port
14 as long as the propulsion unit's main body 12 is rotating.
[0072] Thus, according to the rotation of the propulsion unit's
main body 12, water moves from the inlet port 12 to the outlet port
14 in the circulation path 20. That is, the water in the
circulation path 20 is discharged (emitted) from the outlet port 14
outside the propulsion unit's main body 12, and at the same time
the water around the inlet port is absorbed from the inlet port 12
to the circulation path 20.
[0073] As indicated in Drawing 3, the force Fc that directs outside
in a radial direction at the surface that crosses at right angles
with the rotation axis X as a centrifugal force, as well as the
force Fe that discharges water along the extension direction E of
the branching part 20b, which links to the outlet port 18, affect
the water discharged from the outlet port 18, and therefore as a
consequence, if Fc and Fe are considered as vectors, the water is
discharged (emitted) from the outlet port 18 by the resultant force
of both vectors, Fg, as a discharge force.
[0074] If this discharging force Fg is resolved by vectors in the
opposite direction of the propulsion direction (that is the
extension direction of the rotation axis X) and the direction
crossing at right angles with such opposition direction, the
direction Y, the force is resolved to the opposite of the
propulsion direction, Fgy and the force directed outside of the
radial direction, crossing at right angles with such opposite
direction, Fgy. The force directing in the opposite direction of
the propulsion direction, Fgx is working as the propulsive force
for the ship 100. Thus, in this embodiment, since the propulsive
force, Fgx is generated by the rotation of the propulsion unit's
main body 12, the ship 100 is propelled along the propulsion
direction heading to the left side in the drawing.
[0075] The discharging force Fg, which operates the outlet port 18,
is the resultant force of the so-called 3 dimensional vectors, for
which the aforesaid centrifugal force Fc, the force Fe, which
operates along the extension direction of the branching section 20b
of the circulation path 20, and the rotation force accompanied with
the rotation of the propulsion unit's main body 12 (the force along
the direction crossing at right angles with the drawing surface in
the Drawing) operate at the same time. However, since it is
sufficient to explain the generation of the propulsive force Fgx in
the direction along the rotation axis, we exclude the description
concerning the rotation force on purpose.
[0076] It goes without saying that this invention is deformable in
various ways within the scope that such deformation does not
deviate from the subject matter of this invention, without limiting
the construction of the aforesaid embodiments. For example, the
number of arrangements of the branching parts and other numerical
values used in the explanation are examples, and it goes without
saying that such numbers are not limited to the numbers stated.
[0077] Although we explain below various examples of changes and
other embodiments, with respect to parts that are the same as those
in the aforesaid No. 1 embodiment, we mark with the same signs and
omit any explanation.
[0078] For example, with respect to the materials to construct the
propulsion unit's main body 12, there is no specific limitation and
it is possible to adopt suitable materials according to the purpose
of use and use conditions, such as metal, ceramic, or synthetic
resins. Since the propulsion unit's main body 12 of this embodiment
is a simple form and easy to process, there is no limitation to the
production method such as by drill processing, production by lost
wax, and also it is possible to make the propulsion unit's main
body 12 from various kinds of materials.
[0079] Furthermore, although in the aforesaid embodiment the
sectional shape of the circulation path 20 is formed as a circular
shape, it is not necessary to limit this to a circular shape and
other sectional shapes, such as an elliptical shape or a polygon,
could be used.
[0080] Although we explained that the shape of the propulsion
unit's main body 12 is substantially a hemispherical shape
combining the hemispherical shape part and cylindrical part, the
propulsion unit's main body of this invention is not limited to
such shape, for example, a purely hemispherical shape, or spindle
or droplet shape can be used. In summary, there is no problem if
the cross-section crossing at right angles with the rotation axis X
is formed as a circular shape, since it is possible to prevent the
generation of cavitation effectively by adopting such a shape.
[0081] Also, in the aforesaid embodiment, although we explained
that the circulation path 20 presents a folding structure bended at
the prescribed obtuse angle, the Propulsion Unit of this invention
is not limited to such structure, but as indicated in No. 1 example
of the transformation in Drawing 4, it is possible to construct a
structure that presents the bending structure smoothly connected
with the common part 20a and each branching party 20b by the part
extending in a curve shape, and also as indicated in the example of
transformation No. 2 in Drawing 5, it is possible to form the
structure that the circulation path 20 can connect with the inlet
port and the outlet port in a straight line. Also, as indicated in
the example of transformation No. 3 in Drawing 6, it is possible to
form the outlet port 18 directly on the outer peripheral surface
12a, without setting up the circular conical surface 12c on the
propulsion unit's main body 12. Furthermore, although it is not
indicated in the drawing, it is possible to form the outlet port 18
with opening the port at the edge face 12b of the propulsion unit's
main body 12.
[0082] In the aforesaid No. 1 embodiment, although we explained
that one (1) propeller 10 is fixedly set up at the forward part of
the ship 100, this invention is not limited to this construction,
and as indicated in the bottom view as No. 2 embodiment in Drawing
7, it is possible to set up a couple of Propulsion Units 10, the
central axis lines of which are parallel to the rotation axis X, at
the forward part of the ship 100, or it is also possible to install
3 or more Propulsion Units 10. Thus, by constructing the No. 2
embodiment, it is possible to generate high output and propel at
high speed. By driving either the right or left Propulsion Unit 10,
easier steering is possible.
[0083] In the aforesaid No. 1 embodiment, although we explained
that the Propulsion Unit 10 is fixedly set up at the forward part
of the ship 100, this invention is not limited to this construction
and as indicated in No. 3 embodiment in Drawing 8, it is possible
to fixedly set up at the central part, excluding the forward part
and backward part of the ship 100. The point is that there is no
restriction about the mounting position of the Propulsion Unit 10
on the ship.
[0084] Concretely, in No. 3 embodiment, as indicated in Drawing 8,
the Propulsion Unit 10 is installed at the housing 22 under the
prominent state toward the front of the propulsive direction from
the approximately elliptical shaped housing 22 installed nearly at
the central part of the bottom of the ship 100. Although the inner
part of the housing 22 is not described in the Drawing, the driving
source is built in the housing 22 in order to drive the propulsion
unit's main body 12 in the rotary manner. This housing 22 is
constructed to rotate around the vertical axis line by the driving
source 110 built in the ship 100.
[0085] Thus, by constructing No. 3 embodiment, it is possible to
generate the same propulsive force as that generated in the No. 1
embodiment, and as indicated in Drawing 8, it is possible to propel
(that is advance) the ship 100 forwards (toward the left in the
drawing) and by rotating the housing 22 around the vertical axis
line by 180.degree., as indicated in Drawing 9, it is possible to
reverse the Propulsion Unit 10 and set up it toward the right in
the drawing, and as a result, it is possible to propel (that is go
backwards) the ship 100 backwards (toward the right in the
drawing).
[0086] Of course, by rotating the housing 22 around the vertical
axis line by 90.degree., it is possible to propel (lateral motion)
the ship 100 toward the cross direction (that is the direction
crossing at right angles with the drawing surface in the
Drawing).
[0087] Although we explained that the driving force of the
Propulsion Unit 10 is built in the housing 22 in the aforesaid No.
3 embodiment, this invention is not limited to this construction
and it is possible to construct that a transmission mechanism (not
indicated in the drawing) that transmits the driving force from the
driving source 110 built in the ship 100 to the shaft 14 is built
in the housing 22 and the Propulsion Unit 10 is propelled by the
driving source 110 in the ship 100.
[0088] Also, in the aforesaid No. 1 embodiment, as indicated in
Drawing 3, although it was constructed that the ship 100 is
propelled based on the propulsive force of water Fgx discharged
from the outlet port 18, in order to generate a stronger propulsive
force and ensure the stability of the propulsive direction, as
indicated in No. 4 embodiment in Drawing 10, the deflecting member
24, which deflects the discharging direction of the water current
discharged from the outlet port to the reverse direction of the
propulsive direction, is installed on the outer peripheral backward
part of the propulsion unit's main body 12. This deflecting member
24 presents a cylindrical shape and is installed at the backward
part of the outer peripheral surface 12a of the propulsion unit's
main body 12, extending parallel to the rotation axis X and
attached like a skirt in order not to prevent the water current
flowing around the propulsion unit's main body 12, continuously and
smoothly connected from the outer peripheral surface 12a. Also, for
the materials for this deflecting member 24, it is possible to
adopt the same materials for the propulsion unit's main body 12,
but other materials can be used.
[0089] As explained above, since the deflecting member 24 is
further provided in No. 4 embodiment, the water current discharged
from the outlet port 18 bumps against the deflecting member 24 and
because of this, the water current is forced to head backwards of
the propulsive direction and as a result acquires a stronger
propulsive force and stability for the propulsive direction.
[0090] Also, at the outer periphery of housing 42, the fins for
rectification 28, which extend along the central axis, are
installed over the whole periphery at equal angles. As a
consequence, as indicated in Drawings 8 and 9, under the situation
that the Propulsion Unit 10 in No. 4 embodiment is installed in
housing 42, as indicated in Drawing 11, the water discharged from
the outlet port 18 is deflected to backwards of the propulsive
direction by the deflecting member 24 and when going through the
space between the deflecting member 24, which rotates together with
the propulsion unit's main body 12, and the housing 42, which
functions as a fixed system in comparison with the propulsion
unit's main body 12, the water current is further organized by the
fins for rectification 28 and its propulsive force increases.
[0091] On the other hand, different from the construction indicated
in Drawing 11, the grooves for rectification 30 extending along the
central axis are formed over the whole periphery at equal angles.
Thus, as indicated in Drawings 8 and 9, under the situation that
the Propulsion Unit 10 in No. 4 embodiment is installed in housing
42, as indicated in the Drawing 12, the water discharged from
outlet port 18 is deflected to backwards of the propulsive
direction by the deflecting member 24 and when going through the
space between deflecting member 24 and housing 42, the water
current is further organized by the grooves for rectification 30
and the propulsive force increases, the same as that in Drawing
11.
[0092] Here, although we explained in the aforesaid embodiments
that the inlet port 16 and outlet port 18 are formed in a
relationship of one-to-four, that is one-to-many, in the propulsion
unit's main body 12, this invention is not limited to such
construction, and as indicated in No. 5 embodiment in Drawing 13,
if each is constructed to be many-to-many, for example,
four-to-four in the propulsion unit's main body 12 and both are
connected as a one-to-one relationship, it is possible to achieve
the same effect as that of the aforesaid No. 1 embodiment. These
arrangements of logarithms of the inlet port 16 and outlet port 18
are definitive examples, and in No. 5 embodiment, in short, this is
fine if the provision is a plural number logarithm.
[0093] In the aforesaid embodiments, although we explained that the
Propulsion Unit 10 is fixedly set up at the forward part or central
part of the ship 100, this invention is not limited to such
arrangement, and same as a normal propeller turning type propulsion
machine, it is possible to set up the Propulsion Unit 10 at the
backward part of the ship 100 in lieu of a propeller turning type
propulsion set-up and it goes without saying that it is possible to
fixedly set up the Propulsion Unit 10 to co-exist with a propeller
turning type propulsion installation.
INDUSTRIAL APPLICABILITY
[0094] According to the propulsion unit for a ship related to this
invention, it is possible to propel the ship without a propeller
and also this realizes excellent performance without creating
cavitation when propelling a ship.
* * * * *