JP2011157019A - Propulsion performance improving device of multi-hull ship - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve propulsion performance by effectively using a side hull. <P>SOLUTION: The side hull 2 is arranged in both right-left side parts of a main hull 1, and the right-left side hulls 2 are rotatably connected in the horizontal direction via a connecting shaft 4 to the under surface side of both right-left end parts of a connecting deck 3 arranged by laterally overhanging from the main hull 1. A side hull angle adjusting mechanism 5 for changing an angle attitude to the advancing direction by rotating the side hull 2 in the horizontal direction, is arranged in a tie-in part of an upper part of the respective side hulls 2 and the connecting deck 3. When a three-hull ship I cruises, the angle attitude of the respective side hulls 2 is adjusted so that the front side becomes near the inside to the advancing direction, and lift is generated in the orthogonal direction to the longitudinal direction in the respective side hulls 2, and a parallel component in the advancing direction of the lift is made to act on the three-hull ship I as thrust. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention provides a propulsion of a multihull ship provided with side hulls on both left and right sides of the main hull so as to improve the propulsion performance of the multihull ship in which the main hull and the side hull are made to sail in a semi-submersible state. The present invention relates to a performance improving apparatus. Note that the right side (starboard) is the right side and the left side (left port) is the left side in the direction of travel.

  Multi-hull boats such as trihulls and five-hulls with side hulls on the left and right sides of the main hull are paired on the left and right sides of the main hull compared to single hulls and twin hulls. Alternatively, the hull form having multiple pairs of side hulls can reduce the waterline area, reduce wave-making resistance, and further, the upward force from each side hull on the left and right of the main hull in the center can be reduced. As a result, the roll can be suppressed and the stability of the roll can be secured, so that the posture can be stabilized.

  A conventional trihull ship as a multihull ship has a pair of side hulls on the left and right sides of the main hull, and the main hull and the left and right side hulls are connected by an upper connecting deck to form an integral hull. In addition, the main hull and each side hull are in a semi-submersible state (see, for example, Patent Document 1).

  In addition, a five-hull boat as a conventional multihull boat has, for example, a pair of front side hulls on the left and right sides near the front of the main hull, and a pair of rear portions on the left and right sides near the rear of the main hull. Side hulls are arranged, and the main hull and the left and right side hulls arranged at the front and rear are connected by an upper connecting deck to form an integral hull (see, for example, Patent Document 1).

Japanese translation of PCT publication No. 2002-516785 (FIGS. 3 and 8)

  However, in a multihull ship with side hulls on the left and right sides of the main hull, such as the above-mentioned conventional trihulls and five hulls, the front and rear directions of each side hull are arranged substantially parallel to the traveling direction. The main hull is connected via a connecting deck to form a monolithic hull, and each side hull is made to function to suppress rolling and to ensure stability of rolling. The idea that the side hull can contribute to the improvement of the propulsion performance of a multihull ship has not been proposed in the past.

  Therefore, the present invention intends to provide a multi-hull boat propulsion performance improvement device that can effectively utilize a side hull in a multi-hull boat to improve the multi-hull boat propulsion performance. is there.

  In order to solve the above-mentioned problems, the present invention, corresponding to claim 1, is arranged on both the left and right sides of the main hull, below the right and left ends of the connecting deck that projects from the central main hull to the left and right sides. The side hulls are mounted so as to be rotatable in the horizontal direction, and further, the side hulls are horizontally rotated between the upper portions of the left and right side hulls and the lower surface sides of the left and right end portions of the connection deck. The side hull angle adjustment mechanism for adjusting the angle posture with respect to the traveling direction is provided.

  In the above configuration, the side hull is configured such that at least the horizontal cross section at the waterline position is a wing-shaped cross section in which lift occurs on the side opposite to the main hull.

According to the propulsion performance improving device for a multihull ship of the present invention, the following excellent effects are exhibited.
(1) Side hulls arranged on both left and right sides of the main hull are attached to the lower sides of the left and right ends of the connecting deck projecting from the central main hull to the left and right sides. A side hull angle adjusting mechanism is provided between the upper portion of the side hull and the lower side of the left and right end portions of the connecting deck for rotating the side hulls in the horizontal direction to adjust the angle and posture of each side hull with respect to the traveling direction. Therefore, when a multihull cruises at a certain speed, the left and right side hulls are adjusted so that the front side of each side hull is inwardly in the traveling direction by the corresponding side hull angle adjusting mechanism. By adjusting to, lift is generated in a direction substantially perpendicular to the front-rear direction of each side hull, and a component parallel to the traveling direction of the multihull of the lift generated in each side hull is It can be utilized as a force enhancing the propulsion performance of the multi-hulls.
(2) Furthermore, the effect which suppresses the shaking of a multihull ship by the lift which arises in each said side hull can also be anticipated.
(3) During acceleration of a multihull or during stormy weather, the resistance of water generated in each side hull can be reduced by adjusting the angle and orientation so that the longitudinal direction of the left and right side hulls is parallel to the traveling direction of the multihull. Thus, efficient acceleration can be performed during the acceleration of the multihull ship. Further, during stormy weather, it is possible to avoid the possibility that excessive force due to waves acts on each side hull.
(4) When decelerating the multihull, the right and left side hulls are adjusted so that the front side of each side hull is in an outward angle with respect to the traveling direction, thereby increasing the resistance of water generated in each side hull. Thus, the multihull ship can be decelerated efficiently.

As an embodiment of the propulsion performance improving apparatus for a multihull ship of the present invention, an example applied to a trihull ship as a multihull ship is shown. (A) shows the front and rear direction of the side hull parallel to the traveling direction. (B) is a schematic cut-out plan view showing a state in which the side hull is arranged in an angular posture with the front side inward, and (c) a state in which the side hull is arranged in an angular posture with the front side outward. It is. It is an AA direction arrow directional view of FIG. As another embodiment of the present invention, an example applied to a five-hull boat as a multihull boat is shown. (A) shows a state in which the front and rear direction of the side hull is arranged in parallel to the traveling direction. FIG. 4 is a schematic cut-out plan view showing a state in which the side hulls are arranged in an angular posture with the front side inward. As still another embodiment of the present invention, another example in which a side hull is applied to a trihull ship as a multihull ship having a wing shape is shown. (A) shows the front / rear direction of the side hull parallel to the traveling direction. (B) is a schematic sectional plan view showing a state in which the side hull is arranged in an angular posture in which the front side is inward. As another embodiment of the present invention, another example in which a side hull is applied to a five-hull ship as a multihull ship having a wing shape is shown. (B) is a schematic sectional plan view showing a state in which the side hull is arranged in an angular posture in which the front side is inward.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

  FIGS. 1 (a), (b), (c) and FIG. 2 are provided with a pair of side hulls 2 on both the left and right sides of a main hull 1 at the center as one embodiment of the multihull propulsion performance improving apparatus of the present invention. An example of application to a trihull ship I as a multihull ship is shown as follows.

  That is, a pair of side hulls 2 are disposed on the left and right sides of the main hull 1.

  In the main hull 1, a connecting deck 3 is provided at a required position in the front-rear direction corresponding to the left and right side hulls 2 so as to project to the position above the left and right side hulls 2 in the left and right direction.

  A vertical connecting shaft 4 is provided above the middle portion in the front-rear direction of each of the left and right side hulls 2, and the connecting shaft 4 is rotatably attached to corresponding portions on the lower surface side of the left and right ends of the connecting deck 3. Then, each side hull 2 and the connection deck 3 are connected.

  Further, the side hulls 2 are rotated in the horizontal direction around the connecting shafts 4 at the joints between the upper portions of the left and right side hulls 2 and the lower surface sides of the left and right ends of the connecting deck 3. A side hull angle adjusting mechanism 5 for adjusting the angle and posture with respect to the forward and backward traveling directions (the bow-stern direction of the main hull 1) is provided to constitute the trimaran I.

  More specifically, the side hull angle adjusting mechanism 5 has, for example, a rotational axis centered in parallel with the connection shaft 4 at two locations apart from each other in the front-rear direction around the connection shaft 4 in the upper part of each side hull 2. The arranged pinion 6 is provided so as to be rotationally driven by a drive motor (not shown).

  On the other hand, on the lower surface side of the left and right ends of the connection deck 3, the connection shaft 4 is attached to two places that are separated from each other by a predetermined dimension in the front-rear direction, and the circumference around the attachment point of the connection shaft 4 is the center. Each of the racks 7 is provided with arcuate racks 7 extending along the respective sides, and the corresponding pinions 6 of the side hulls 2 are engaged with the racks 7. Thereby, by rotating each pinion 6 provided in each side hull 2 by a corresponding drive motor (not shown), each pinion 6 moves along the corresponding arcuate rack 7. Each side hull 2 can be rotated in the horizontal direction around the connecting shaft 4.

  For convenience of illustration, the description of the upper structure of the main hull 1, the side hull 2, and the connecting deck 3 is omitted in FIGS. 1 (a), (b), and (c) (see FIG. 3 (a) (described later) (B), FIG. 4 (a) (b), and FIG. 5 (a) (b)).

  When using the trimarine I equipped with the propulsion performance improving device for a multihull ship of the present invention having the above-described configuration, when starting and accelerating from a stopped state, the left and right side hulls 2 are respectively As shown in FIG. 1 (a), the corresponding side hull angle adjusting mechanism 5 has an angle posture so that the front-rear direction of each side hull 2 is parallel to the fore-and-aft direction of the main hull 1 which is the traveling direction of the trimaran I. Adjust. As a result, the resistance of water generated in each side hull 2 during the forward movement of the trimaran I is reduced, so that the trimaran I is accelerated efficiently.

  Next, when the Trimaran I cruises at a certain speed, for example, a cruising speed, the left and right side hulls 2 are moved by the corresponding side hull angle adjusting mechanisms 5 as shown in FIG. The front side of each side hull 2 is adjusted so as to have an angle posture inward of a required angle with respect to the traveling direction. As a result, as shown in FIG. 1 (b), among the flows of water that flow relatively from the bow side to the stern side as the trimarine I advances, between the side hulls 2 and the main hull 1 Since a difference in speed occurs between the water flow 8a passing through the water flow 8b and the water flow 8b along the outer surface of each side hull 2, the left and right side hulls 2 act as large lift bodies, Lift 9 is generated in a direction substantially perpendicular to the front-rear direction of the side hull 2. Therefore, since the component 9a parallel to the traveling direction of the trimaran I in the lift 9 generated in each side hull 2 works as a thrust for the trimaran I, the propulsion performance of the trimaran I is improved. Improvement is achieved. Further, the lifting of the side hulls 2 suppresses the shaking of the trimaran I.

  When decelerating the Trimaran I, as shown in FIG. 1 (c), the left and right side hulls 2 are moved to a required angle with respect to the traveling direction by the corresponding side hull angle adjusting mechanism 5 so that the front side of each side hull 2 is in the traveling direction. Make adjustments so that the angle is outside. As a result, the resistance of water generated in the side hulls 2 when the trimaran I is moving forward can be increased, so that the trimaran I can be decelerated efficiently.

  When the waves are large, such as during stormy weather, the side hulls 2 are also connected to the trihull ship I as shown in FIG. The main hull 1 that is the traveling direction of I is held in an angular posture that is parallel to the fore-and-aft direction. Thereby, it becomes possible to avoid the possibility that an excessive force due to waves acts on each side hull 2.

  Thus, according to the propulsion performance improving device for a multihull ship of the present invention, the angle postures of the left and right side hulls 2 are adjusted so that the front side is inward with respect to the traveling direction of the trihull ship I during cruise. Thus, it is possible to improve the propulsion performance of the trimaran I by using a part of the lift 9 generated in each side hull 2 as a thrust.

  Furthermore, the lift 9 acts on each side hull 2 during the cruise of the Trimaran I, so that the effect of reducing the shaking of the Trimaran I can be expected.

  Next, as another embodiment of the present invention, FIGS. 3 (a) and 3 (b) show a pair of front side hulls 10 on the left and right sides of the central main hull 1 near the front, and the main hull. An example in the case of being applied to a five-hull ship II as a multihull ship provided with a pair of rear side hulls 11 on both right and left side portions near one rear part is as follows.

  That is, a pair of front side hulls 10 are arranged on the left and right sides near the front of the main hull 1, and a pair of rear side hulls 11 are arranged on the left and right sides near the rear of the main hull 1.

  The main hull 1 is provided with a connecting deck 3a projecting in the left-right direction to the upper position of the front and rear side hulls 10 and 11, so that the front hull and the rear side hulls 10 and 11 have a middle portion in the front-rear direction. The upper and lower connecting shafts 4 provided on the upper side are rotatably attached to corresponding portions on the lower surface side of the left and right ends of the connecting deck 3a near the front portion and the rear portion, respectively. 11, and the connection deck 3a are connected.

  Further, each side hull shown in FIGS. 1 (A), (B), and (C) is attached to the connecting portion between the upper portion of each of the front and rear side halves 10 and 11 and the lower surface side of the left and right ends of the connection deck 3a. A side hull angle adjusting mechanism 5 including a pinion 6 and a rack 7 similar to the side hull angle adjusting mechanism 5 for 2 is provided to constitute the five-hull ship II.

  In addition, the same components as those shown in FIGS. 1A, 1B, 2C and 2 are denoted by the same reference numerals.

  Even when the five-hull boat II equipped with the multi-hull boat propulsion performance improving device of the present embodiment having the above-described configuration is started and accelerated from the state where the five-hull boat II is stopped, FIG. ), The main hull 1 in which the front and rear side hulls 10 and 11 are moved forward and backward by the corresponding side hull angle adjusting mechanism 5 so that the front and rear directions of the side hulls 10 and 11 are the traveling direction of the five-hull ship II. By adjusting the angle and posture so as to be parallel to the fore-and-aft direction, the resistance of water generated in the side hulls 10 and 11 can be reduced, and the five-hull ship II can be accelerated efficiently.

  When the cruising ship II reaches a certain speed, for example, a cruise speed, as shown in FIG. 3 (b), the front and rear side hulls 10, 11 are connected to the corresponding side hulls. The angle adjusting mechanism 5 adjusts the front sides of the side hulls 10 and 11 so that the front and rear sides of the side hulls 10 and 11 are in an angle posture inward of the required angle. At this time, it is desirable to make the inclination angle with respect to the traveling direction of the rear side hull 11 larger than the inclination angle with respect to the traveling direction of the front side hull 10. As a result, lift is generated by using the front and rear side hulls 10 and 11 as large lifting bodies, and a component parallel to the traveling direction of the five-boat II in the lift is applied to the five-boat II as a thrust. Thus, the propulsion performance of the five-hull ship II can be improved. Further, the effect of suppressing the swaying of the five-hull ship II can be expected by the lift 9 generated in the front and rear side hulls 10 and 11.

  When the five-hull ship II is decelerated, as shown by a two-dot chain line in FIG. 3 (b), the front and rear side hulls 10 and 11 are moved to the corresponding side hull angle adjusting mechanisms 5 by the corresponding side hull angle adjusting mechanisms 5. The front side of 10 and 11 is adjusted so as to have an angular posture outside the required angle with respect to the traveling direction. As a result, the resistance of water generated in each of the side hulls 10 and 11 with the advance of the five-hull ship II can be increased, and the deceleration of the five-hull ship II can be performed efficiently.

  When cruising the five-hull boat I in a sea condition where there is a lot of waves, such as during stormy weather, the front and rear side hulls 10 and 11 are moved forward as shown in FIG. If held in an angle orientation parallel to the direction, it is possible to avoid the possibility that an excessive force due to waves or the like acts on the side hulls 10 and 11.

  Next, FIG. 4 (a) (b) shows an application example of the embodiment of FIGS. 1 (a), (b), (c) and FIG. 2 as still another embodiment of the present invention. (A) (b) (c) In the same configuration as in FIG. 2 and FIG. 2, the left and right side hulls of the Trimaran I are side hulls 2A in which the horizontal cross section at least at the waterline position is a wing-shaped cross section .

  The wing-shaped cross section of each side hull 2A is assumed to have a shape in which lift occurs on the side opposite to the main hull 1. Moreover, it is preferable to use a high lift type with a small angle of attack.

  Other configurations are the same as those shown in FIGS. 1A, 1B, and 2 and the same components are denoted by the same reference numerals.

  According to the propulsion performance improving device for a multihull ship of the present embodiment, when cruising the trimaran I, the angular postures of the left and right side hulls 2A are adjusted so that the front side is inward with respect to the traveling direction. Thus, since a larger lift can be generated, a larger thrust can be obtained as a component parallel to the traveling direction of the lift, and the propulsion performance of the trimaran I can be further improved.

  FIGS. 5 (a) and (b) show an application example of the embodiment of FIGS. 3 (a) and (b) as still another embodiment of the present invention, and are similar to FIGS. 3 (a) and (b). In this configuration, the front and rear side hulls of the five-hull ship II are respectively a front side hull 10A and a rear side hull 11A in which the cross section at the waterline position is a wing-shaped cross section.

  The wing-shaped cross section of each of the front and rear side hulls 10A and 11A is assumed to have a shape in which lift occurs on the side opposite to the main hull 1. Moreover, it is preferable to use a high lift type with a small angle of attack.

  Other configurations are the same as those shown in FIGS. 3A and 3B, and the same components are denoted by the same reference numerals.

  According to the multi-hull boat propulsion performance improving device of the present embodiment, the front and rear side hulls 10A and 11A are angled in front of the traveling direction when the five-hull boat II is cruising. By adjusting in such a manner, a larger lift can be generated, so that a larger thrust can be obtained as a component parallel to the direction of travel of the lift, and the propulsion performance of the five-hull ship II is further improved. be able to.

  In addition, this invention is not limited only to the said embodiment, the front and rear length and width dimension of the main hull 1, and side hull 2,2A, 10,10A, 11,11A, the main hull 1, and side hull 2,2A, The ratio of the longitudinal length of 10, 10A, 11, 11A and the interval may be freely changed according to the purpose of use of the trihull ship I or the five hull ship II as a multihull ship.

  The side hulls 2, 2A, 10, 10A, 11, and 11A are attached to the lower surfaces of the left and right ends of the connection decks 3 and 3a with the vertical direction inclined from the vertical direction in order to prevent rolling and to ensure stability. It is good also as a structure.

  The attachment position of the connecting shaft 4 in the upper part of the side hulls 2, 2A, 10, 10A, 11, 11A may be a position close to the front-rear direction.

  As long as the side hull angle adjusting mechanism 5 can turn the side hulls 2, 2A, 10, 10A, 11, 11A horizontally around the connecting shaft 4, an actuator such as a hydraulic cylinder, or Any type of side hull adjusting mechanism other than the illustrated rack and pinion type, such as a mechanism for rotationally driving the connecting shaft 4, may be employed.

  The present invention may be applied to any type of multihull as long as side hulls are provided on the left and right sides of the main hull 1.

  Of course, various modifications can be made without departing from the scope of the present invention.

1 Main hull 2,2A Side hull 3,3a Connection deck 5 Side hull angle adjustment mechanism 10, 10A Side hull 11, 11A Side hull

Claims (2)

  Side hulls arranged on the left and right sides of the main hull are attached to the lower side of the left and right ends of the connecting deck that protrudes from the center main hull to the left and right sides. And a side hull angle adjusting mechanism for adjusting the angle posture with respect to the traveling direction of each side hull by rotating each side hull in the horizontal direction between the lower surface side of the right and left ends of the connecting deck. An apparatus for improving the propulsion performance of a multihull ship characterized by comprising:   The apparatus for improving the propulsion performance of a multihull ship according to claim 1, wherein the side hull has a wing-shaped cross section in which a horizontal cross section at least at the waterline position generates lift on the side opposite to the main hull.

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