CN116890982A

CN116890982A - ship

Info

Publication number: CN116890982A
Application number: CN202310210673.9A
Authority: CN
Inventors: 青野健; 舛谷明彦
Original assignee: Sumitomo Heavy Industries Marine and Engineering Co Ltd
Current assignee: Sumitomo Heavy Industries Marine and Engineering Co Ltd
Priority date: 2022-04-04
Filing date: 2023-03-07
Publication date: 2023-10-17
Also published as: KR20230143098A; JP2023152465A

Abstract

The application provides a ship capable of improving performance when propelling according to each propulsion mode when propelling a ship body by a 2 nd propulsion part and when propelling the ship body by a 1 st propulsion part. A ship (1) is provided with: a 1 st propulsion unit (12) that generates thrust of the hull (11); and a 2 nd propulsion unit (10) for propelling the hull by wind power. Therefore, the ship can propel the hull with the 2 nd propulsion unit in strong winds, and the ship can propel the hull with the 1 st propulsion unit in weak winds. When the turbine propelled by the 1 st propulsion unit is sailing, the hull is propelled in the direction of the bow, and when the wind propelled by the 2 nd propulsion unit is sailing, the hull is propelled in the direction of the stern. In this case, the ship can be adapted to be driven in the direction of the bow of the ship, so that the ship can navigate with a turbine. Further, the ship can be adapted to sail with respect to propulsion of the ship in the stern direction.

Description

Ship

The present application claims priority based on japanese patent application No. 2022-062500 filed 4/2022. The entire contents of this japanese application are incorporated by reference into the present specification.

Technical Field

The present application relates to a ship.

Background

In recent years, a method for reducing CO has been known ₂ And a ship that generates thrust using renewable energy such as wind power by using GHG gas. For example, patent literatureThe ship described in document 1 includes a 2 nd propulsion section for propelling the hull by wind power in addition to the 1 st propulsion section using a propeller.

Patent document 1: japanese patent laid-open publication No. 2014-184936

Here, in the case of propelling the hull by the 2 nd propulsion unit and in the case of propelling the hull by the 1 st propulsion unit, improvement of performance in propulsion by each propulsion system is required.

Disclosure of Invention

The present application has been made to solve the above-described problems, and an object of the present application is to provide a ship capable of improving performance in propulsion by each propulsion system when the ship is propelled by the 2 nd propulsion unit and when the ship is propelled by the 1 st propulsion unit.

The ship according to the present application comprises: a hull; a 1 st propulsion unit for generating a thrust of the hull by the propeller; and a 2 nd propulsion unit for propelling the hull by wind power, wherein the hull is propelled in a bow direction when the hull is propelled by the 1 st propulsion unit, and the hull is propelled in a stern direction when the hull is propelled by the 2 nd propulsion unit.

The ship is provided with a 1 st propulsion unit that generates thrust of the hull by the propeller and a 2 nd propulsion unit that propels the hull by wind power. Therefore, in strong winds, the ship can sail with the sail that the hull is propelled by the 2 nd propulsion unit, and in weak winds, the ship can sail with the turbine that the hull is propelled by the 1 st propulsion unit. Here, when the turbine for propelling the hull by the 1 st propulsion unit is sailing, the hull is propelled in the bow direction, and when the wind sail for propelling the hull by the 2 nd propulsion unit is sailing, the hull is propelled in the stern direction. In this case, the ship can be adapted to be driven in the direction of the bow of the ship, so that the ship can navigate with a turbine. Further, the ship can be adapted to sail with respect to propulsion of the ship in the stern direction. Thus, when the hull is propelled by the 2 nd propulsion unit and when the hull is propelled by the 1 st propulsion unit, the performance at the time of propulsion by each propulsion system can be improved.

The ship may include a regenerating unit that regenerates (regenerates electric power) when the hull is propelled by the 2 nd propulsion unit, and the regenerating unit may be disposed on the stern side. In this case, when the hull is propelled in the stern direction by sailing, the regeneration unit can effectively regenerate the upstream side position in the water flow based on the rapid flow velocity.

The 1 st propulsion section may be provided with an azimuth thruster. Since the azimuth thruster can be rotated 180 ° in place, the direction of the 1 st propulsion section can be rotated 180 ° in the case of turbine sailing and in the case of wind sailing, so that switching can be easily performed.

When the hull is propelled by the propulsion unit 2, the hull can be regenerated by the azimuth thruster. In this case, the azimuth thruster can be used to navigate the turbine, and in the case of sailing, the azimuth thruster can be rotated 180 ° to perform in-situ regeneration.

The hull has a living area, and the living area may have a rectifying structure rectifying wind toward the 2 nd propulsion section. In this case, turbulence of the wind in the living area can be suppressed, and the wind can smoothly flow to the 2 nd propulsion section.

The hull may have a rectifying portion provided on the stern side with respect to the living area and rectifying wind from the stern side toward the bow side. In this case, the wind is prevented from being turbulent on the stern side during sailing, and drag is prevented from being generated.

According to the present application, there is provided a ship capable of improving performance in propulsion by each propulsion system in the case where the hull is propelled by the 2 nd propulsion section and in the case where the hull is propelled by the 1 st propulsion section.

Drawings

Fig. 1 is a schematic cross-sectional view showing an example of a ship according to an embodiment of the present application.

Fig. 2 (a) is a view for explaining the principle of the rotary sail, and fig. 2 (b) is a plan view of the ship.

Fig. 3 is a schematic side view of the structure of the stern side of the ship.

Fig. 4 is a diagram conceptually showing the effect of the rectifying unit.

Fig. 5 is a diagram conceptually showing the effect of the rectifying structure of the living area.

Fig. 6 is an enlarged side view showing the 1 st propulsion section of the ship according to the modification.

Fig. 7 is a view showing a ship according to a modification.

Fig. 8 is a view showing a 2 nd propulsion section of the ship according to the modification.

In the figure: 1-ship, 11-hull, 10-2 nd propulsion unit, 12-1 st propulsion unit, 15-azimuth propulsion unit, 22-living area, 30-rectifying unit, 40-rectifying structure, 50-regenerating unit.

Detailed Description

Hereinafter, preferred embodiments of the present application will be described with reference to the accompanying drawings. In the following description, "front" and "rear" correspond to the traveling direction of the hull, "transverse" corresponds to the left-right (width) direction of the hull, and "up" and "down" correspond to the up-down direction of the hull.

Fig. 1 is a schematic cross-sectional view showing an example of a ship according to an embodiment of the present application. The ship 1 is, for example, a ship for transporting petroleum-based liquid cargo such as crude oil or liquid gas, and is, for example, a tanker. The ship is not limited to the tanker, and may be, for example, a bulk carrier, an automobile carrier, or other various ships.

As shown in fig. 1, the ship 1 includes a hull 11, a 1 st propulsion unit 12, and a plurality of 2 nd propulsion units 10. The hull 11 has a bow 2, a stern 3, a nacelle 4 and a cargo compartment 6. An upper deck 19 is provided on the upper part of the hull 11 (or in the vessel). The bow 2 is located on the front side of the hull 11. The stern 3 is located on the rear side of the hull 11.

The vessel head 2 has a shape capable of reducing wave-making resistance in a full-load draft state, for example. The 1 st propulsion portion 12 mechanically generates thrust of the hull 11, and a propeller (propeller) is used for the 1 st propulsion portion 12. The propeller may also have a variable pitch configuration. In propulsion, the 1 st propulsion section 12 is provided at the stern 3 below the waterline of the seawater W. An azimuth thruster 15 having a function as a rudder for adjusting the direction of propulsion is also provided at the stern 3 below the waterline. The azimuth thruster 15 can be rotated 180 °. For example, the state in which the 1 st propulsion section 12 is arranged on the bow side as shown in fig. 1 and the state in which the 1 st propulsion section 12 is arranged on the stern side as shown in fig. 3 can be switched. In this way, the azimuth thruster 15 is provided near the stern-side end of the hull 11.

The engine room 4 is provided adjacent to the bow side of the stern 3. The nacelle 4 is a section for configuring the main engine. Above the nacelle 4 on the upper deck 19, a living space 22 and a chimney 23 for exhaust are provided. The cargo hold 6 is provided between the ship's head 2 and the engine room 4. The cargo hold 6 is a section for accommodating petroleum-based cargo. The cargo tank 6 is divided into an oil tank 26 and a plurality of ballast tanks 27 by a double hull structure of the outer plate 20 and the inner bottom plate 21. The cargo tank 26 is loaded with petroleum-based cargo transported by the ship 1. The ballast tank 27 contains an amount of ballast water corresponding to the size of the ship or the like.

The 2 nd propulsion unit 10 is configured to propel the hull 11 by wind power. In the present embodiment, a rotary drum type wind propulsion mechanism is used as the 2 nd propulsion unit 10. A plurality of (four in this case) 2 nd propulsion units 10 are arranged in a front-rear direction on the upper deck 19 of the hull 11. As shown in fig. 2 (a), the 2 nd propulsion unit 10 includes a cylindrical spin basket 31 extending in the up-down direction and a motor 32 for rotating the spin basket 31. If wind WD is blown laterally into the rotary sail 31, the direction of rotation of the rotary sail 31 and the direction of wind WD are opposite to each other on the bow side, and the direction of rotation of the rotary sail 31 and the direction of wind WD are aligned on the stern side. This causes a pressure difference between the front and rear of the rotary sail 31, thereby generating thrust PF (magnus effect) toward the stern side. As shown in fig. 2 (b), when the wind WD is blown laterally toward the hull 11, the hull 11 is pushed toward the stern side by the thrust PF of each of the 2 nd propulsion units 10. As shown in fig. 1, the 2 nd propulsion portion 10 (i.e., the rotary sail 31) may be provided on a wall portion of the cargo tank 6. In this way, even when a heavy structure such as the rotary sail 31 is supported, the structure can function as a reinforcing member for supporting the rotary sail by being provided on the wall of the cargo tank 6.

Here, when the hull 11 is propelled by the 1 st propulsion section 12 (turbine sailing mode), the hull 11 is propelled in the direction FD of travel on the bow side. At this time, the direction of the propeller of the azimuth thruster 15 is as shown in fig. 1. The turbine sailing mode is executed when the wind speed is equal to or less than a predetermined value, and sufficient propulsion is not obtained by the 2 nd propulsion unit 10. In the turbine sailing mode, the bow 2 is the most upstream side in the traveling direction FD. The bow 2 thus becomes a hull design suitable for the sailing mode of the turbine. The ship's head 2 has a shape to reduce flow resistance caused by wave making of the ship's head, and has a structure to rectify wind blown from the front so that air resistance of the wind is reduced as much as possible.

On the other hand, when the hull 11 is propelled by the 2 nd propulsion section 10 (sail mode), the hull 11 is propelled in the stern-side travel direction BD. At this time, the direction of the propeller of the azimuth thruster 15 is in the state shown in fig. 3. The sail mode is executed when the wind speed is equal to or higher than a predetermined value, so that a sufficient propulsive force can be obtained by the 2 nd propulsion section 10. In the sail mode, the stern portion 3 becomes the most upstream side portion in the traveling direction BD. The stern 3 thus becomes a hull design suitable for the sail mode of sailing. The stern portion 3 has a structure for rectifying wind blown from the rear so that the air resistance of the wind is reduced as much as possible.

Specifically, the hull 11 includes a rectifying portion 30 provided on the stern side with respect to the living area 22 and rectifying wind flowing from the stern side toward the bow side. The rectifying portion 30 is provided at a position higher than the upper deck 19 and further toward the stern side than the living area 22. The rectifying portion 30 has an inclined surface that gradually increases from the stern side toward the bow side. The stern-side end of the inclined surface of the rectifying portion 30 is disposed at the height of the upper deck 19, and the bow-side end is disposed at a height near the upper end of the living area 22.

For example, as shown in fig. 4 (a), when the rectifying portion 30 is not provided on the stern side of the living area 22, if the wind WD1 is pushed in the travel direction BD on the stern side, the wind collides directly with the hull 11 or the living area 22, and the resistance increases. In contrast, as shown in fig. 4 (b), when the rectifying portion 30 is provided in the hull 11, the wind WD1 flows along the shape of the inclined surface of the rectifying portion 30 when it advances in the direction of travel BD toward the stern side, and thus the resistance can be reduced. The rectifying unit 30 may be omitted, and a configuration as shown in fig. 4 (a) may be employed.

The residential area 22 may have a rectifying structure 40 that rectifies wind that is directed toward the 2 nd propulsion section 10. The rectifying structure 40 is formed by chamfering or rounding the corner of the living area 22 when viewed from the up-down direction. For example, as shown in fig. 5 (a), when the living area 22 does not have the rectifying structure 40, if the wind WD2 from the obliquely front side or the wind WD3 from the obliquely rear side flows to the hull 11, a vortex is generated due to collision with a corner of the living area 22 or the like. At this time, wind hardly flows into the 2 nd propulsion portion 10. In contrast, as shown in fig. 5 (b), when the living area 22 has the rectifying structure 40, if the wind WD2 from the obliquely front or the wind WD3 from the obliquely rear flows to the hull 11, the wind is rectified by the rectifying structure 40 at the corner of the living area 22, and the occurrence of vortex is suppressed. Therefore, wind can smoothly flow into the 2 nd propulsion section 10. Fig. 5 shows a state in which the 2 nd propulsion unit 10 is provided on the stern side of the living area 22, which will be described in a modification example described later, by a broken line. The rectified winds WD2, WD3 smoothly flow into the 2 nd propulsion section 10 on the bow side and the stern side of the living space 22.

As shown in fig. 3, when the hull is propelled in the stern-side travel direction BD by the 2 nd propulsion unit 10, the ship 1 is regenerated by the azimuth thruster 15. In this state, the azimuth thruster 15 is located at a position of the stern-side end of the hull 11 (i.e., a position of the foremost end in the traveling direction BD), and the 1 st propulsion portion 12 is directed toward the stern side. Accordingly, the water WF flowing relatively to the hull 11 effectively flows toward the 1 st propulsion portion 12 of the azimuth thruster 15 as the propulsion is performed in the traveling direction BD. By adopting such a configuration, the azimuth thruster 15 functions as the regenerating unit 50 that regenerates the hull 11 when it is propelled by the 2 nd propulsion unit 10. At this time, the regenerating unit 50 is disposed on the stern side. The regenerated electric power may be used for rotation of the rotary sail 31 of the propulsion section 2 or may be stored. In addition, when the wind force is insufficient to propel the vehicle only by sailing, the azimuth thruster 15 rotates to generate propulsion force.

Next, the operational effects of the ship 1 according to the present embodiment will be described.

The ship 1 includes: a 1 st propulsion unit 12 that generates thrust of the hull 11; and a 2 nd propulsion unit 10 for propelling the hull 11 by wind power. Therefore, the ship 1 can propel the hull 11 by the 2 nd propulsion unit 10 in strong winds, and the ship 1 can propel the hull 11 by the 1 st propulsion unit 12 in weak winds.

Here, when the wind sail is sailing, the hull 11 may be inclined or turned due to the influence of the force points or the direction of the force of the wind force applied to the wind sail, and thus the shape of the hull may be different from that of the turbine when the wind sail is sailing. If one vessel 1 can be provided with different shapes of the hull and the structure on the deck during sailing and during turbine sailing, good performance can be exhibited regardless of the mode of sailing.

Therefore, in the present embodiment, the hull 11 is propelled in the bow direction when the turbine propelled by the hull 11 is sailed by the 1 st propulsion unit 12, and the hull 11 is propelled in the stern direction when the sail propelled by the hull 11 is sailed by the 2 nd propulsion unit 10. In this case, the ship 1 can be adapted to be used for turbine sailing for propulsion of the ship 1 in the bow direction. For example, the bow side of the hull 11 can be configured as a hull structure suitable for turbine sailing. The 1 st propulsion unit 12 may be disposed on the stern side. Further, the ship 1 can be adapted to sail with respect to propulsion of the ship 1 in the stern direction. For example, the stern side of the hull 11 can be configured as a hull structure suitable for sailing. The 1 st propulsion unit 12 functioning as the regeneration unit 50 may be disposed at the forefront of the water flow. In this way, when the hull 11 is propelled by the 2 nd propulsion unit 10 and when the hull 11 is propelled by the 1 st propulsion unit 12, the performance at the time of propulsion by each propulsion system can be improved. If the 1 st propulsion section 12 (propeller) is made variable pitch, the efficiency of regeneration can be further improved by appropriately adjusting the inclination angle.

The ship 1 includes a regenerating unit 50 that regenerates the hull 11 when the hull 11 is propelled by the 2 nd propulsion unit 10, and the regenerating unit 50 may be disposed on the stern side. At this time, when the hull 11 is sailed by the sail and is propelled in the stern direction, the regenerating unit 50 can effectively regenerate the position on the upstream side in the water flow based on the rapid flow rate.

The 1 st propulsion section 12 may include an azimuth thruster 15. Since the azimuth thruster 15 can be rotated 180 ° in place, the direction of the 1 st propulsion section 12 can be rotated 180 ° in the case of turbine sailing and in the case of wind sailing, and switching can be easily performed.

When the hull 11 is propelled by the 2 nd propulsion unit 10, the hull can be regenerated by the azimuth thruster 15. In this case, the azimuth thruster 15 can be used to perform turbine sailing, and in the case of sailing, the azimuth thruster 15 can be rotated 180 ° to perform in-situ regeneration. In case the azimuth thruster 15 is rotated 180 ° for regeneration in the sail mode, if the wind is temporarily insufficient, the propeller may be driven to compensate for the propulsive force.

The hull 11 has a living space 22, and the living space 22 has a rectifying structure 40 for rectifying wind flowing toward the 2 nd propulsion section 10. At this time, turbulence of the wind in the living area 22 can be suppressed, and the wind can smoothly flow to the 2 nd propulsion section 10.

The hull 11 may have a rectifying portion 30 provided on the stern side with respect to the living space 22 and rectifying wind from the stern side toward the bow side. In this case, the wind is prevented from being turbulent on the stern side during sailing, and drag is prevented from being generated.

As shown in the present embodiment, when the rotor (the 1 st propulsion unit 12) is used to generate electricity, the rotor is set at a position where the flow velocity is as high as possible, and the amount of electricity generated is also increased, which results in good application efficiency. Of the flow rates of the side portions of the hull 11, the forward-most flow rate is the fastest with respect to the traveling direction, and as it approaches the rear, the flow rate is slowed down by friction of the hull 11 with water (due to the accompanying flow). Therefore, when the rotary wing for power generation is provided at the forefront in the traveling direction, the power generation efficiency is preferable. However, when power generation is not performed by the rotor blades, the rotor blades in the water flow having a high flow rate become large resistance, and the propulsion performance of the ship 1 is impaired, so that it is preferable to provide the rotor blades in the water flow having a low flow rate. In general, when the 1 st propulsion section (propeller) for turbine sailing is provided in a water flow (in an accompanying flow) having a low flow rate on the stern side, the propulsion efficiency (fuel efficiency) is good. When the 1 st propulsion section for turbine navigation adopts the rotor type, the function of the rotor for power generation can be also provided. According to the present embodiment, the rotor blade for power generation (also may have the 1 st propulsion section for turbine sailing) can be disposed on the stern side of the low flow velocity during turbine sailing, and the rotor blade for power generation can be disposed on the forefront of the forward side of the high flow velocity during sail sailing. When the azimuth thruster 15 is used as the 1 st thruster for turbine navigation, the rotating blades for power generation can be provided not only at the forefront of the forward side but also as a rudder, and therefore the above performance can be further effectively ensured.

The present application is not limited to the above embodiments.

For example, as shown in fig. 6 (a), a reverse propeller may be used by disposing a normal 3 rd propulsion unit 13 driven by the main engine at a position opposed to the 1 st propulsion unit 12 of the azimuth thruster 15. In sailing, as shown in fig. 6 (b), the azimuth thruster 15 may be rotated 180 ° and the 3 rd thruster portion 13 on the front side may be stopped from rotating. And, a double-head azimuth thruster may also be employed. At this time, it is not necessary to rotate the orientation of the 1 st propulsion portion by 180 ° according to the traveling direction like the azimuth thruster 15.

The number, arrangement, etc. of the 2 nd propulsion units are not particularly limited, and how they are provided in the hull. For example, as shown in fig. 7 (a), the 2 nd propulsion unit 10 may be provided on the stern side of the living area 22. Here, as shown in fig. 7 (b), in the 2 nd propulsion section 10 having the rotary sail, the dead angle DV becomes narrower when the traveling directions FD, BD are viewed from the bridge 22a at the uppermost layer of the living area as compared with other sails. Therefore, when the 2 nd propulsion section 10 is disposed on the stern side as in the embodiment shown in fig. 7, a structure having a gyrostat sail is preferably employed.

The 2 nd propulsion unit 10 is not limited to a rotary sail, and any member (for example, a general sail, kite (kie), or the like) that can propel the hull by wind force may be used, and is not particularly limited. For example, as the 2 nd propulsion section 10, a cloth sail as shown in fig. 8 (a) and (b) may be used, a steel sail as shown in fig. 8 (c) may be used, and a kite as shown in fig. 8 (d) may be used.

The structure of the hull 11 is not limited to the structure shown in fig. 1, and may be changed as appropriate according to the application and the like.

Mode 1

A ship is provided with:

a hull;

a 1 st propulsion unit for generating thrust of the hull by a propeller; a kind of electronic device with high-pressure air-conditioning system

A 2 nd propulsion unit for propelling the hull by wind power,

when the hull is propelled by the 1 st propulsion section, the hull is propelled toward the bow,

when the hull is propelled by the 2 nd propulsion section, the hull is propelled in the stern direction.

Mode 2

According to the ship of the mode 1,

further comprising a regenerating unit that regenerates the hull when the hull is propelled by the 2 nd propulsion unit,

the regenerating unit is disposed on the stern side.

Mode 3

The ship according to mode 1 or 2, wherein,

an azimuth thruster is provided as the 1 st propulsion section.

Mode 4

The vessel according to mode 3, wherein,

when the hull is propelled by the 2 nd propulsion unit, the hull is regenerated by the azimuth thruster.

Mode 5

The ship according to any one of the modes 1 to 4, wherein,

the hull is provided with a living area,

the living area has a rectifying structure rectifying wind toward the 2 nd propulsion section.

Mode 6

The ship according to any one of the modes 1 to 5, wherein,

the hull has a rectifying unit that is provided on the stern side with respect to a living area and rectifies wind from the stern side toward the bow side.

Claims

1. A ship, comprising:

a hull;

A 2 nd propulsion unit for propelling the hull by wind power,

2. The vessel according to claim 1, wherein the vessel is configured to hold the vessel in a desired position,

comprises a regenerating unit that regenerates the hull when the hull is propelled by the 2 nd propulsion unit,

the regenerating unit is disposed on the stern side.

3. The vessel according to claim 1, wherein the vessel is configured to hold the vessel in a desired position,

an azimuth thruster is provided as the 1 st propulsion section.

4. A vessel according to claim 3, wherein,

5. The vessel according to claim 1, wherein the vessel is configured to hold the vessel in a desired position,

the hull is provided with a living area,

the living area has a rectifying structure rectifying wind flowing toward the 2 nd propulsion portion.

6. The vessel according to claim 1, wherein the vessel is configured to hold the vessel in a desired position,