DEVICE FOR PROPELLING AND TURNING HULL

TECHNICAL FIELD

The present invention relates to a device for propelling and turning a warship or a ship that can advance and turn the warship or the ship by quickly ejecting seawater introduced through a stem of the warship or the ship, and more particularly, to a device for propelling and turning a warship or a ship that can enable to be an environment-friendly warship or ship due to decrease of a CO₂discharge amount by saving much fuel while improving mobility of the warship or the ship and that can improve convenience and stability when docking.

BACKGROUND ART

In general, a warship or a ship is classified into an oared vessel, a sailboat (wind force), a steamboat (mechanical power generated by coal or oil as fuel), and a nuclear ship (mechanical power generated by nuclear fuel) by power that moves the ship or the warship, a name of a steamboat is used for a powerboat propelled by mechanical power regardless of a kind, but a steamboat of a narrow meaning indicates a ship having a reciprocating engine or a steam turbine engine that operates with steam power, and a motor ship having a gasoline engine, a suction-gas engine, a hot bulb engine, and a diesel engine is distinguished as a steamboat.

Further, in addition to such two boats, an electric propulsion ship exists, and the electric propulsion ship is classified into two kinds of a diesel electric propulsion ship and a turbine electric propulsion ship by a distinction of a generator. A nuclear ship is a steamboat that makes stream using nuclear fuel and that rotates a steam turbine by the stream. A gas turbine ship using a gas of a high temperature and a high pressure instead of stream is not yet spread, except for some high speed special ship. According to a propeller, an initial steamship was a water wheel type paddleboat, but nowadays, a screw propeller ship is generally used.

A small craft generally uses three blades and a general ship generally uses four blades, but in a recent large-sized one shaft line, a propeller of five blades having good efficiency is much used. Four kinds of one shaft line, two shaft lines, three shaft lines, and four shaft lines exist according to the number of a propeller shaft. Conventionally, it was a rule that in a ship, one shaft is used for one device, but there is a ship in which one shaft is used for two devices. Further, by determining a rotation of a propeller in one direction and by changing an angle of a blade, a pitch of a propeller is changed and thus a variable-pitch propeller that can simply perform a forward and backward movement and stop of a ship may be used in a small craft.

A screw propeller generally has 3-7 blades, and a spiral surface of a propeller blade pushes water, a ship advances by a thrust occurring by a reaction thereof, and a device for propelling and turning a common warship and ship includes a propelling device such as a Fixed Pitch Propeller (FPP), which is a single propeller, a Controllable Pitch Propeller (CPP), and a Contra-Rotating Propeller (CRP) and a tandem propeller, which are a compound propeller.

A screw propeller, which is a propulsion device of such a conventional warship and ship has developed according to a trend of increase in speed and size of a warship or a ship, but there is a problem of a vibration and noise by cavitation occurring when increasing a speed of the warship or the ship, and in this case, the cavitation is a phenomenon occurring when a propeller having a high load rotates with a rotation speed exceeding the threshold rotation number, and generally, the cavitation indicates a phenomenon that a bubble filled with vapor or air is visualized and grew by lowering a pressure in a constant temperature.

In a propeller, which is such an existing general warship and ship propelling device, when a load is high, cavitation easily occurs and thus propulsion efficiency is deteriorated and a vibration and noise occurs in the warship or the ship, and damage by erosion and flexure of a propeller blade operates as an obstructive factor in sailing of the warship or the ship, and for maintenance of the propelling device, even in an urgent situation, in a state in which the warship or the ship is stopped, maintenance should be performed and thus there is a problem that maintenance work efficiency is deteriorated.

In addition, in a propeller, because about 35.0 knots are regarded as a limit of a ship speed, when a ship speed is 35.0 knots or more, due to increase of a vibration and noise, the propeller hardly operates, except for an emergency situation.

Therefore, when an urgent situation occurs in a high speed vessel, a fireboat, a rescue ship, a patrol craft, and a patrol boat, there is a problem that a warship or a ship requiring a high speed and mobility cannot perform a function thereof due to generation of cavitation. Further, when an object that may collide approaches in an advancing direction, there is a problem that it is difficult for an existing propeller warship and ship to perform quick turning and sudden stop, and when a large-sized warship or ship anchors at a port, a revolution radius thereof is much greater than that of a small warship and ship and thus there is a problem that the large-sized warship or ship should anchor with help of a ship (guide ship) having a relatively small revolution radius.

PRIOR ART DOCUMENT
Patent Document

(Patent Document 1) Patent Publication No. 10-0956719, page 3, Claim 1, FIG. 1. Patent Document 1 relates to a warship or ship propelling device registered by applying by the present applicant, and the warship or ship propelling device including a screw propeller that generates a propelling force by rotating by a driving force of an engine and a steering means that transfers a manipulation force for turning includes: a guide pipe installed at a location lower than a surface of seawater at one side of the warship or the ship and piped to pass through seawater in an advancing direction; a first shaft of the screw propeller that receives and rotates power from an engine and that is horizontally disposed, a second shaft connected to the first shaft by gear engagement with a bevel gear to be vertically disposed and to rotate by interlocking and having a portion disposed within the guide pipe, and a third shaft connected to the second shaft by gear engagement with a bevel gear to be horizontally disposed and to rotate by interlocking and in which a propeller is installed in an end portion, wherein the steering means is connected to a steering shaft by gear engagement to receive a rotation manipulation force and to perform a forward rotation and a reverse rotation by interlocking and includes a pipe-shaped steering pipe having a shape that encloses the second shaft and the third shaft and bearings that support a rotation of the second shaft and the third shaft located within the steering pipe. A ship propelling device of such a configuration allows propulsion and steering of a ship by guiding water colliding with a stem portion to the screw propeller side disposed at a stern. However, the warship or ship propelling device applied by the present applicant has a defect that as a screw propeller within a guide pipe is supported by bearings, a load applying to the guide pipe increases and thus structural stability of the guide pipe is greatly deteriorated. That is, a guide pipe provided to obtain turning and a propulsive force of the warship or the ship has one end coupled to a steering pipe rotatably coupled to the bottom of the warship or the ship, and within such a guide pipe, the screw propeller and the third shaft are mounted by bearings and thus a load applying to the entire guide pipe increases. Therefore, a structural defect occurs in which a connection portion of the guide pipe and the steering pipe is easily deformed or damaged, and a long time fatigue load is accumulated in the guide pipe and thus there is a serious problem that structural stability is greatly deteriorated.

(Patent Document 2) Patent Publication No. 10-1067343, page 3, Claim 1, FIG. 2. Patent Document 2 relates to a warship or ship propelling device registered by applying by the present applicant in order to solve a problem of Patent Document 1, and in registered Claim 1 thereof, the warship or ship propelling device including a screw propeller that generates a propulsive force by receiving and rotating a driving force from an engine includes a guide pipe rotatably installed in a lower portion of a stern and in which a front surface and a rear surface are opened to pass through water; a steering shaft vertically disposed at the front side of the guide pipe and in which an upper end portion is located within the stern to receive rotatory power by gear engagement with a rotation shaft and in which a driving support portion having an inserting hole in a side portion is formed in a lower end portion and in which an idle gear is rotatably provided at the lower side; a reinforced iron rod having one end connected to the steering shaft exposed to the outside of the stern and the other end connected to an outer surface of the guide pipe disposed at a gap from the steering shaft; a power rotation shaft having one end connected to the engine to receive a rotation driving force and the other end having a power rotation gear engaged with a bevel gear to one side of the idle gear; and a driving shaft having one end inserted into the insertion hole and in which a driving gear engaged with a bevel gear is provided at the other side of the idle gear at one side thereof and having the other end formed integrally with the screw propeller while being extended to the inside of the guide pipe, wherein the power rotation shaft and the driving shaft are horizontally disposed to be orthogonal at both sides about the steering shaft, and in each end portion of the power rotation shaft and the driving shaft, a power rotation gear and a driving gear connected by engagement with a bevel gear to an idle gear of the steering shaft are disposed opposite, the guide pipe has a reinforced member that connects each of both ends to an upper portion of the steering shaft and the guide pipe so as to prevent a rear end portion thereof from being drooped, and in a lower portion of seawater of the stem opposite to the stern, a discharge pipe is penetrated in a width direction, and within the discharge pipe, a stem screw propeller that receives a driving force from the engine to generate a thrust for turning by selectively performing a forward rotation and a backward rotation is provided. In a propelling device of the warship or the ship of such a configuration, as a rotation of a guide pipe is limited, in order to move the warship and the ship backward, because the propelling device should inversely rotate a screw propeller, a separate gear conversion device should be applied, and thus a structure thereof becomes complex, there is a defect that there is difficulty in maintenance and it is difficult to economically produce.

DETAILED DESCRIPTION OF INVENTION
Technical Problem

The present invention has been made in view of the above problems, and provides a device for propelling and turning a warship or a ship that can convert the resistance applying to the stem side of the warship or the ship to a propulsive force and that can improve the mobility and avoidance capacity of the warship or the ship by enabling the warship or the ship to move in a lateral direction as well as a front-rear direction.

Technical Solution

In accordance with an aspect of the present invention, a device for propelling and turning a warship or a ship includes: a manifold installed in a lengthwise direction in a lower portion of the warship or the ship and that discharges water introduced into the stem side to the stern side; a propulsion means having a lower end portion rotatably connected to an end portion of the stern side of the manifold and that ejects water in a side direction; and a steering means rotatably coupled to an end portion of the stern side of the propulsion means and that rotates the propulsion means in a random direction through rotatory power applied from the outside.

In accordance with another aspect of the present invention, a device for propelling and turning a warship or a ship includes: a manifold installed in a lengthwise direction in a lower portion of the warship or the ship and that discharges water introduced through a water inlet opened at the stern side to the stem side through an upper downward inclined surface, wherein the upper downward inclined surface is formed at a predetermined segment of an upper end portion of the stern side; a propulsion means rotatably connected to an upper end portion of the stern side of the manifold and having a lower downward inclined surface formed to correspond to a shape of an upper end portion of the stern side of the downward inclined manifold and having a horizontal segment formed to eject water in a horizontal direction; and a steering means fixed to a bottom surface of the propulsion means and that rotates the propulsion means in a random direction through rotatory power applied from the outside.

Advantageous effects

In a device for propelling and turning a warship or a ship according to the present invention, as a propulsion means of the warship or the ship is rotatably provided by 360°, the warship or the ship can revolve by 360° in a lateral direction as well as a front-rear direction and thus the degree of freedom of steering of the warship or the ship can be greatly enhanced.

Further, because a device for propelling and turning a warship or a ship according to the present invention can solve a limit of a propulsive force of an existing screw propeller, economic efficiency according to high speed sailing of the warship or the ship can be maximized, the warship or the ship can quickly turn, and even in a sailing or anchoring state, the warship or the ship can turn and smoothly anchor without help of a guide ship.

Particularly, because an auxiliary propulsion pipe installed at a side surface of the warship or the ship allows a side movement of the warship or the ship, a revolution moving performance of the warship or the ship can be further enhanced and a revolution radius thereof can be reduced to the minimum and thus when the auxiliary propulsion pipe is applied to an entire warship such as an aircraft carrier and a submarine as well as a warship or a cruiser, a quick avoidance movement and an attack to the enemy can be performed.

These and other objects of the present application will become more readily apparent from the detailed description given hereinafter. It should be analyzed that generally using terms defined in a dictionary have a meaning corresponding to that of a context of related technology and are not analyzed as an ideal or excessively formal meaning unless explicitly defined.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a perspective view illustrating a lower portion of a warship or a ship in which a device for propelling and turning the warship or the ship is mounted according to a first exemplary embodiment of the present invention;

FIG. 2 is a side view illustrating a warship or a ship in which a device for propelling and turning the warship or the ship is mounted according to a first exemplary embodiment of the present invention;

FIG. 3 is a bottom view illustrating a warship or a ship in which a device for propelling and turning the warship or the ship is mounted according to a first exemplary embodiment of the present invention;

FIGS. 4 to 7 are views illustrating operation of a device for propelling and turning a warship or a ship according to a first exemplary embodiment of the present invention;

FIGS. 8 to 13 are views illustrating another exemplary embodiment of a device for propelling and turning a warship or a ship according to a first exemplary embodiment of the present invention;

FIGS. 14 to 17 are views illustrating an adjusting means of a device for propelling and turning a warship or a ship according to a first exemplary embodiment of the present invention;

FIGS. 18 and 19 are views illustrating a device for propelling and turning a warship or a ship according to a second exemplary embodiment of the present invention;

FIGS. 20 and 21 are views illustrating a device for propelling a warship or a ship according to an exemplary embodiment of the present invention; and

FIG. 22 is a view illustrating a device for propelling a warship or a ship and a device for turning a warship or a ship according to an exemplary embodiment of the present invention.

BEST MODES FOR CARRYING OUT THE INVENTION

Hereinafter, a device for propelling and turning a warship or a ship according to an exemplary embodiment of the present invention will be described with reference to the accompanying drawings.

Like reference numerals designate like elements throughout the specification. Further, detailed descriptions of well-known functions and structures incorporated herein may be omitted to avoid obscuring the subject matter of this document.

FIG. 1 is a perspective view illustrating a lower portion of a warship or a ship in which a device for propelling and turning the warship or the ship is mounted according to an exemplary embodiment of the present invention, and in FIG. 1, a device for propelling and turning a warship or a ship including a manifold 10, which is a pipe channel element installed along the center of a lower portion of the warship or the ship to introduce and guide water, a propulsion means 20 rotatably connected by 360° to an end portion of the manifold 10 located at a stern 2 side of the warship or the ship, and a steering means 30 that rotates the propulsion means 20 is illustrated.

FIG. 2 is a side view illustrating a warship or a ship in which a device for propelling and turning the warship or the ship is mounted according to an exemplary embodiment of the present invention, and in FIG. 2, a device for propelling and turning a warship or a ship including the manifold 10, which is a pipe channel element long installed along the center of a lower portion of the warship or the ship to guide water toward the stern 2 by introducing water from a stem, the propulsion means 20 rotatably connected by 360° to one end of the manifold 10 located at the stern 2 side to eject the introduced water, and the steering means 30 that selectively rotates the propulsion means 20 is illustrated.

FIG. 3 is a bottom view illustrating a warship or a ship in which a device for propelling and turning the warship or the ship is mounted according to an exemplary embodiment of the present invention, and in FIG. 3, the manifold 10 including a main pipe 11 installed in a lengthwise direction in a lower portion of the warship or the ship to introduce water through a water inlet a located at the stem side and to guide the water to the stern 2 side and an auxiliary pipe 13 having one end connected to the main pipe 11 to receive and eject water introduced through the water inlet a and disposed in a width direction of the warship or the ship to switch a pipe channel by a valve v is illustrated. Further, at the rear end side of the main pipe 11 constituting the manifold 10 located at the stern 2 side, the propulsion means 20 and the steering means 30 are disposed.

FIGS. 4 to 7 are views illustrating operation of a device for propelling and turning a warship or a ship according to an exemplary embodiment of the present invention, FIG. 4 illustrates a propulsion direction of the propulsion means 20 for revolving clockwise the warship or the ship based on the drawing, FIG. 5 illustrates a propulsion direction of the propulsion means 20 when the warship or the ship moves backward, and FIG. 6 illustrates a propulsion direction of the propulsion means 20 in a state in which the warship or the ship revolves counterclockwise. FIG. 7 is a view illustrating a state in which the warship or the ship performs a side movement in a right direction based on the drawing for docking.

A configuration of a device for propelling and turning a warship or a ship according to an exemplary embodiment of the present invention will be described with reference to the accompanying drawings.

A device 1 for propelling and turning a warship or a ship according to an exemplary embodiment of the present invention includes a screw propeller 6 that generates a propulsive force by receiving and rotating a driving force from an engine 3. That is, in order to transfer a rotation driving force, the engine 3 has a driving shaft 4, and the screw propeller 6 is disposed orthogonal to one end of the driving shaft 4 to rotate by a structure having a rotation shaft 7 connected by gear engagement. Further, the rotation shaft 7 is supported to the inside of the main pipe 11 by a support frame having bearings (not shown). When it is characterized in that the screw propeller 6 of such a configuration is installed at the inside of the main pipe 11, which is one of elements constituting the manifold 10 to be described later, the screw propeller 6 of the present exemplary embodiment may be executed by well-known technology.

When the warship or the ship advance, the screw propeller 6 performs a function of quickly introducing, guiding, and transferring water colliding with the stem side into the manifold 10 and determines a propulsion speed according to a speed thereof.

Such a configuration is substantially the same as that of a warship and ship propelling device previously applied by an applicant of the present invention. However, the present invention has a characteristic that improves mobility of the warship or the ship and that enables a stable and quick movement when docking. A major technical characteristic of the present invention for this purpose is the manifold 10, the propulsion means 20, and the steering means 30.

The manifold 10 includes the main pipe 11 that introduces water from a water inlet a located at the stem side of a ship to guide and supply the water to the propulsion means 20 connected to the stern side; and a plurality of auxiliary pipes 13 each having one end connected to the main pipe 11 to receive introduced water and that eject water through selective pipe channel opening and that are disposed in a width direction of the warship or the ship, and the auxiliary pipe 13 is provided in plural to move in a left direction or a right direction of the warship or the ship, as shown in the drawing.

Further, the auxiliary pipe 13 blocks a pipe channel by a valve v when the warship or the ship advances and ejects water introduced through the main pipe 11, as a valve v of a corresponding auxiliary pipe opens a pipe channel when the warship or the ship revolves or when the warship or the ship moves to the side. Although not shown in the present invention, when ejecting water through the auxiliary pipe 13, in order to enhance an ejecting pressure, the auxiliary pipe 13 can selectively switch water by forming a valve at the stern side of the main pipe 11.

The manifold 10 of such a configuration may be provided in various forms, and in the present exemplary embodiment, the main pipe 11 is installed in a lengthwise direction at the center of a lower portion of the warship or the ship, a water inlet a is formed to open the front side located at the stem side, and the auxiliary pipe 13 is disposed at the left and the right of the main pipe 11 to move the warship or the ship in a width direction.

Further, as shown in FIGS. 8 and 9, the main pipe 11 constituting the manifold 10 is provided so that a thickness has a size relatively smaller than a width while having a wide width in a lower portion of the warship or the ship, and at the left and right side of the main pipe 11, a plurality of auxiliary pipes 13 may be formed.

Further, as shown in FIG. 10A, at the center of a lower portion of the inside of the warship or the ship, at both sides in a lengthwise direction, the main pipe 11 having a pair of branch pipe channels 11a and 11b is provided, and a plurality of auxiliary pipes 13 having one end connected to each of the branch pipe channels 11a and 11b of the main pipe 11 to be disposed in a width direction of the warship or the ship may be formed.

Further, as shown in FIG. 10B, in a lower portion of a seawater surface of both side surfaces of an outer surface of a belly of the warship or the ship, the main pipe 11 having a pair of branch pipe channels 11a and 11b is provided at both sides in a lengthwise direction of the warship or the ship, and as shown in FIG. 11, at the center of a lower portion of the warship or the ship, a supply pipe 12 is installed in a lengthwise direction, and a plurality of auxiliary pipes 13 disposed in a width direction of the warship or the ship are formed at the left and the right of the supply pipe 12 in which the front side is opened and in which the rear side is closed.

Alternatively, the auxiliary pipe 13 may be directly installed in the branch pipe channels 11a and 11b.

In a presently operating and using existing warship and ship, the main pipe 11 and the auxiliary pipe 13 may be installed and used, as described in FIGS. 10B and 11.

Further, as shown in FIG. 11, the manifold 10 may include the main pipe 11 installed in a lengthwise direction at the center of a lower portion of the warship or the ship, the supply pipe 12 installed in an upper portion or a lower portion along the main pipe 11 and in which the front side is open and in which the rear side is closed; and a plurality of auxiliary pipes 13 disposed at the supply pipe 12 in a width direction of the warship or the ship.

In short, it is characterized in that the manifold 10 of the present exemplary embodiment guides and introduces water colliding with the stem side when the warship or the ship advances to the main pipe 11 and generates a propulsive force by ejecting the introduced water to the outside through the propulsion means 20 in a high pressure through the main pipe 11 using the screw propeller 6 or generates a propulsive force that revolves the warship or the ship or that moves the warship or the ship to the side by ejecting the introduced water through a corresponding auxiliary pipe 13.

A lower end portion of the propulsion means 20 is rotatably connected by 360° to an end portion of the main pipe 11 located at the stern 2 side of the warship or the ship to receive water and to eject the received water in a side direction.

Such a propulsion means 20 includes a housing 22 rotatably connected to the main pipe 11, an ejection pipe 21 integrally formed in a side portion of the housing 22 and having a water outlet b that ejects the received water, and a rotation support plate 25 that rotatably supports the bottom of the housing 22.

The housing 22 is formed in a cylindrical shape, and as shown in the drawing, a portion of an upper end portion thereof is inserted into one side end of the main pipe 11 and thus a lower end portion thereof is rotatably supported. In this case, it is preferable that the housing 22 is provided to rotate while being prevented from being separated from the main pipe 11, and in the present invention, as shown in the drawing, in an upper end portion of the housing 22, a flange 24 having an extended diameter is formed, and the main pipe 11 is prevented from being separated by forming a through-hole (not shown) of a diameter smaller than that of the flange 24, and the flange 24 and the housing 22 are coupled by screw fastening and are bonded by welding. A reference numeral g indicates a ring-shaped bearing member for smoothly rotating the flange 24 relative to the main pipe 11.

The ejection pipe 21 is connected to one side of the housing 22 to receive water and to eject the water through a water outlet b of one side and has a pipe shape disposed parallel to the main pipe 11. The ejection pipe 21 is formed integrally with the housing 22 to have integrally a rotation displacement by interlocking when the housing 22 rotates.

The rotation support plate 25 is a support member that rotatably supports the housing 22 and supports the bottom of the housing 22. Such a rotation support plate 25 is a plate-shaped member having one end coupled and fixed to the stern 2 and the other end having a flat surface to support the bottom of the housing 22, as shown in the drawing. Further, when the housing 22 rotates, the rotation support plate 25 of the present exemplary embodiment prevents the housing 22 from moving in a horizontal direction by protruding upward a circumferential edge portion.

In the propulsion means 20 of such a configuration, the housing 22 receives water, having passed through the main pipe 11 of the manifold 10, and water, having passed through the housing 22 is ejected to the outside by passing through the ejection pipe 21 connected to one side thereof, and a propulsive force of the warship or the ship is generated by such an ejection operation.

The steering means 30 includes a propulsion gear 23 formed at an outer surface of the propulsion means 20 and a steering shaft 31 connected by gear engaging with the propulsion gear 23 to transfer rotatory power.

The propulsion gear 23 is a gear formed at an outer surface of the housing 22 of elements constituting the propulsion means 20 and engages with the steering gear 33.

The steering shaft 31 is a shaft element that receives a steering force, and in the present exemplary embodiment, the steering shaft 31 is disposed vertically to the warship or the ship, and in a lower end portion, which is an end portion based on the drawing, a steering gear 33 engaged with the propulsion gear 23 to transfer rotatory power is integrally formed with the propulsion gear 23.

In the steering means 30 of such a configuration, in order to adjust a direction of the warship or the ship, when the steering shaft 31 rotates clockwise or counterclockwise, the steering gear 33 formed integrally with the steering shaft 31 rotates the engaged propulsion gear 23 by interlocking, and the housing 22 and the ejection pipe 21 formed integrally with the propulsion gear 23 adjust a propelling direction by turning.

The steering means 30 may be formed, as shown in FIG. 12. When describing with reference to the drawing, the steering means 30 according to the present exemplary embodiment includes a steering shaft 31′ disposed in a lengthwise direction of the ship or the warship, a worm gear 33′ formed integrally with an end portion of the steering shaft 31′, and a propulsion gear 23 engaged with the worm gear 33′ and provided at an outer surface of the housing 22 constituting the propulsion means 20. The steering means 30 of such a configuration is substantially the same as that of the foregoing exemplary embodiment, except for a difference in which the steering shaft 31′ is horizontally disposed in a lengthwise direction of the ship or the warship, unlike the foregoing exemplary embodiment.

Operation of a device for propelling and turning the warship or the ship according to an exemplary embodiment of the present invention having the above-described configuration will be described and a turning operation of the propulsion means 20 will be described.

When a steering shaft 31 that receives a steering force rotates clockwise or counterclockwise, the propulsion gear 23 engaged with the steering gear 33 of the steering shaft 31 rotates clockwise or counterclockwise by interlocking. Therefore, as the propulsion means 20 having the propulsion gear 23 at an outer surface rotates clockwise or counterclockwise, the warship or the ship is turned while being propelled by a discharge pressure of water ejected by passing through the ejection pipe 21 of the propulsion means 20.

For reference, FIG. 4 illustrates a state in which the ejection pipe 21 of the propulsion means 20 that receives a rotation manipulation force from the steering shaft 31 is disposed in a right direction based on the drawing, and in such a state, when water is ejected in a high pressure through the ejection pipe 21, the warship or the ship entirely rotates clockwise.

FIG. 5 illustrates a state in which the ejection pipe 21 of the propulsion means 20 that receives a rotation manipulation force from the steering shaft 31 is disposed toward the stem side based on the warship or the ship, and in such a state, as water of a high pressure ejected through the ejection pipe 21 is ejected toward a stem of the warship or the ship, the warship or the ship moves to the rear.

FIG. 6 illustrates a state in which the ejection pipe 21 constituting the propulsion means 20 is disposed in a left direction based on the drawing, and in such a state, when water is ejected in a high pressure through the ejection pipe 21, the warship or the ship entirely rotates counterclockwise.

In FIG. 7, in a plurality of auxiliary pipes connected to the main pipe 11 constituting the propulsion means 20, auxiliary pipes located at the right side based on the drawing are opened, and in a state in which auxiliary pipes located at the left side are closed, when water is ejected in a high pressure through the opened auxiliary pipes of the right side, the warship or the ship entirely moves to the left side based on the drawing. In this case, in order to enhance an effective ejection pressure of the auxiliary pipes, it is preferable to install and switch a valve to prevent water from being ejected through the propulsion means 20 connected to the main pipe.

In another exemplary embodiment of the present invention, in addition to a turning device of the warship or the ship, for a small margin movement and turning of the warship or the ship, a direction adjusting means may be added, and FIGS. 14 to 17 illustrate a direction adjusting means 40 of a turning device of a warship or a ship according to an exemplary embodiment of the present invention and a detailed configuration and operation thereof will be described.

The direction adjusting means 40 may be added on the manifold or at one side of a lower portion of the manifold 10 and includes a plurality of adjusters 41, 43, and 45 formed with a screw propeller 6 and a rotation shaft 7.

In operation of three adjusters 41, 43, and 45 within the direction adjusting means 40 described with reference to FIGS. 14 to 17, as shown in FIG. 14, at one side of a lower portion of the manifold 10, the adjusters 41, 43, and 45 having the screw propeller 6 and the rotation shaft 7 are formed in a uniform gap. In this case, as a screw propeller 6 of each of adjusters 41, 43, and 45 of the direction adjusting means 40 of the warship or the ship strongly eject right side water (seawater) to the left side, the warship or the ship may entirely move by a small margin to the right side or may turn.

As shown in FIG. 15, as the screw propeller 6 of each of the adjusters 41, 43, and 45 of the direction adjusting means 40 of the warship or the ship strongly eject left side water (seawater) to the right side, the warship or the ship may entirely move by a small margin to the left side or may turn.

FIGS. 16 to 17 illustrate a configuration for turning a warship or a ship, and in FIG. 16, in the direction adjusting means 40 of the warship or the ship, the screw propeller 6 of the first adjuster 41 of the stem ejects right side water (seawater) to the left side, and the screw propeller 6 of the third adjuster 45 of the stern strongly ejects left side water (seawater) to the right side to turn clockwise the warship or the ship, and in this case, in a stop state, the warship or the ship rotates clockwise, and when sailing, the warship or the ship turns while drawing a circle clockwise. For turning, the screw propeller 6 of the second adjuster 43 does not drive.

Another exemplary embodiment illustrates operation of an adjuster using when turning a warship or a ship counterclockwise, and in FIG. 17, in a direction adjusting means 40 of the warship or the ship, a screw propeller 6 of a first adjuster 41 of a stem rotates left side water (seawater) to the right side, and the screw propeller 6 of a third adjuster 45 of the stern strongly ejects right side water (seawater) to the left side to turn counterclockwise the warship or the ship, and in this case, in a stop state, the screw propeller 6 rotates counterclockwise, and when sailing, the warship or the ship turns while drawing a circle counterclockwise. For the turning, the screw propeller 6 of the second adjuster 43 does not drive.

FIGS. 18 and 19 are views illustrating a device for propelling and a device for turning, respectively, a warship or a ship according to a second exemplary embodiment of the present invention.

Referring to FIGS. 18 and 19, a device for propelling and turning a warship or a ship according to a second exemplary embodiment of the present invention includes a manifold 110 installed in a lengthwise direction in a lower portion of the warship or the ship and that discharges water introduced through a water inlet opened to the stem side to the stern side through a upper downward inclined surface, as the upper downward inclined surface is formed at a predetermined segment of an upper end portion of the stern side; a propulsion means 120 rotatably connected by 360° to a lower end portion of the stern side of the manifold 110 and in which a lower downward inclined surface is formed to correspond to a shape of an upper end portion of the stern side of the downward inclined manifold 110 and in which a horizontal segment is formed to eject water in a horizontal direction; and a steering means 130 fixed to a bottom surface of the propulsion means 120 and that can rotate the propulsion means 120 in a random direction through rotatory power applied from the outside.

Here, it is preferable that at the stern side of the manifold 110, a screw propeller 161 that generates a propulsive force by receiving and rotating a driving force from an engine is installed.

Further, it is preferable that the stern side of the manifold 110 and a bottom surface of the propulsion means 120 have a downward inclined surface to avoid, if possible, a friction of water introduced through an opening of the manifold 110. That is, as shown in FIG. 18, the bottom surface of the propulsion means 120 and the stern side of the manifold 110 that entirely ejects water are formed in a streamline shape.

FIGS. 20 and 21 are views illustrating a device for propelling and a device for turning, respectively, a warship or a ship according to a third exemplary embodiment of the present invention.

Referring to FIGS. 20 and 21, a propelling device of a warship or a ship according to an exemplary embodiment of the present invention includes an acceleration guide pipe 110a installed in a lengthwise direction in a lower portion of the warship or the ship and rotatably installed by 180° in a horizontal direction in an external direction of the warship or the ship in a lower end portion of the manifold 110 that discharges water or gas introduced into the stem side to the stern side and in which at least four direction adjusting means are installed at a constant gap therein; and a steering means 130 in which a lower end portion is rotatably connected in an end portion of the stern side of the manifold 110 and in which the propulsion means 120 formed to eject water in a side direction to be rotatably coupled by 360° to an end portion of the stern side and that can rotate the propulsion means 120 in a random direction through rotatory power applied from the outside.

Referring to FIG. 22, a propelling device of a warship or a ship according to an exemplary embodiment of the present invention includes steering means 130; 131 and 133 installed in a lengthwise direction in a lower portion of the warship or the ship and having a lower portion rotatably connected to an end portion of the stern side of the manifold 110 that discharges water introduced to the stem side to the stern side and in which the propulsion means 120 formed to eject water in a side direction is rotatably coupled to an end portion of the stern side and that can rotate the propulsion means 120 in a random direction by 360° through rotatory power applied from the outside; and a plurality of direction adjusting means 113R and 113L horizontally installed at a constant gap in an external direction of the warship or the ship at both side surfaces of the warship or the ship so as to turn the warship or the ship by 360° or to move the warship or the ship by a small margin to the right side or the left side.

Here, it is preferable that each direction adjusting means 113 selectively executes operation of rotating seawater to the left side or the right side, pushing seawater to the front side or the rear side, or stopping the warship or the ship by blocking water from advancing with a valve v for an advancing state, an advancing direction, turn, start, and stop of the warship or the ship according to a location and a direction of an ejection port.

Each direction adjusting means 113 includes a plurality of adjusters formed with a screw propeller, a rotation shaft, and a switch valve.

FIG. 22A illustrates a state in which the warship or the ship sails straight to the front side, and in this case, a screw propeller of the direction adjusting means 113 generates a propulsive force toward the rear. FIG. 22B illustrates a state in which the warship or the ship is stopped, and in this case, because the valve v blocks water from advancing, the screw propeller of the direction adjusting means 113 does not operate. FIG. 22C illustrates a state in which the warship or the ship sails straight to the rear side, and in this case, a screw propeller of the direction adjusting means 113 generates a propulsive force toward the front side. FIG. 22D illustrates a state in which the warship or the ship are stopped, and in this case, because the valve v blocks water from advancing, the screw propeller of the direction adjusting means 113 does not operate. FIG. 22E illustrates a state in which the warship or the ship rotates to the right side, and in this case, two direction adjusting means of a lower end portion of the right side and two direction adjusting means of an upper end portion of the left side generate a propulsive force, and two direction adjusting means of an upper end portion of the right side and two direction adjusting means of a lower end portion of the left side do not operate by blocking of the valve v. Further, FIG. 22F illustrates a state in which the warship or the ship rotates to the left side, and in this case, two direction adjusting means of a lower end portion of the right side and two direction adjusting means of an upper end portion of the left side do not generate a propulsive force by blocking of the valve v and two direction adjusting means of an upper end portion of the right side and two direction adjusting means of a lower end portion of the left side generate a propulsive force. Further, FIG. 22G illustrates a state in which the warship or the ship moves to the right side and in this case, the direction adjusting means of the right side does not generate a propulsive force by blocking of the valve v and the direction manipulating means of the left side generates a propulsive force. FIG. 22H illustrates a state in which the warship or the ship moves to the left side and in this case, the entire direction adjusting means of the right side generates a propulsive force by opening of a valve v and the entire direction manipulating means of the left side does not generate a propulsive force by blocking of a valve v. In this case, the direction manipulating means that does not operate is returned into a belly of the ship, and a door of a ship wall is controlled to be closed.

Although exemplary embodiments of the present invention have been described in detail hereinabove, it should be clearly understood that many variations and modifications of the basic inventive concepts herein taught which may appear to those skilled in the present art will still fall within the spirit and scope of the present invention, as defined in the appended claims.

DEVICE FOR PROPELLING AND TURNING HULL

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