JP2003252282A - Ship - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a ship with a simple structure sufficiently suppressing attachment of ice to a ship side to suppress reduction of propulsion performance. <P>SOLUTION: This ship has a first opening part 24 formed in a first side plate 22 of a hull 12, a second opening part 28 formed in a second side plate 26 of the hull 12, a first flow passage 30 connecting the first opening part 24 and the second opening part 28, and a first propeller 32 provided inside the first flow passage 30. An end part on the first opening part 24 side of the first flow passage 30 extends toward a hull center face and a bow from the first opening part 24. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD The present invention relates to a ship.

[0002]

2. Description of the Related Art In recent years, ships having ice breaking ability have been developed, and not only ice breaking ships but also ships such as cargo ships and passenger ships can use the ice sea area as a route.

When using the ice sea area as a route, it is necessary to prevent crushed ice from clinging to the side of the ship and to suppress a significant decrease in propulsion performance.

Therefore, conventionally, a ship having an auxiliary propulsion device at the bow portion or a ship having a main propulsion device itself at the bow portion has been developed. In these vessels, a propulsion device provided at the bow portion causes a water flow in the stern direction, and this water flow prevents ice from clinging to the ship side.

[0005]

However, in a ship provided with a propulsion device on the bow, not only the structure of the hull, especially the structure of the bow becomes complicated, but also propulsion resistance increases due to the complicated bow structure, and the stern is increased. There is a problem that the propulsion performance is deteriorated due to the deterioration of propulsion efficiency due to the inability to use the flow arranged by the shape.

Therefore, the present invention has an object to provide a ship capable of sufficiently suppressing clinging of ice to the ship side and suppressing deterioration of propulsion performance in spite of its simple structure. And

[0007]

The vessel according to the present invention is
(1) A first opening provided in the first side plate of the hull,
(2) A second opening provided on the second side plate of the hull,
(3) A first flow path connecting the first opening and the second opening, and (4) a first propeller provided in the first flow path. Then, the end portion of the first flow path on the side of the first opening is from the first opening toward the center surface of the hull,
It is also characterized in that it extends in the bow direction.

In this ship, by rotating the first propeller, the water sucked into the first flow path from the second opening can be jetted from the first opening toward the stern direction. it can. Therefore, it is possible to sufficiently suppress clinging of ice to the first side plate, and it is possible to suppress deterioration in propulsion performance.

In the ship according to the present invention, the first channel of the first channel
The end portion on the opening side of may extend from the first opening toward the bottom of the hull. With this configuration, the jet direction of the water jetted from the first opening is not only directed to the stern direction but also to the direction of pushing up the water surface from below the water surface. Therefore, by reliably transmitting the flow of water ejected from the first opening to the water surface, it is possible to more sufficiently suppress clinging of ice to the first side plate, and to improve the propulsion performance. The decrease can be further suppressed.

In the ship according to the present invention, the first channel of the second
The end portion on the opening side may extend from the second opening toward the center plane of the hull and in the bow direction. By doing so, it is possible to reduce the risk of ice being sucked into the first flow path when water is sucked in through the second opening. Further, by reversing the rotation of the propeller, the water sucked into the first flow path from the first opening can be jetted from the second opening toward the stern direction. Therefore, it is possible to sufficiently suppress clinging of ice to the second side plate, and it is possible to further suppress deterioration of propulsion performance. The end portion of the first flow path on the side of the first opening extends from the first opening toward the center surface of the hull and in the bow direction. Even when sucking water, it is possible to reduce the risk that ice is sucked into the first flow path.

In the ship according to the present invention, the first channel of the second
The end portion on the opening side may extend from the second opening toward the bottom of the hull. With this configuration, the jet direction of the water jetted from the second opening is not only directed to the stern direction but also to the direction of pushing up the water surface from below the water surface. Therefore, by reliably transmitting the flow of water ejected from the second opening to the water surface, it is possible to more sufficiently suppress clinging of ice to the second side plate and to improve the propulsion performance. The decrease can be further suppressed.

In the ship according to the present invention, (1) the first of the hull
The first opening provided in the side plate of the ship, and (2) the second of the hull
A second opening provided in the side plate of (1), (3) a first flow path connecting the first opening and the second opening, and (4) provided in the first flow path. A first propeller, (5) a third opening provided on the second side plate of the hull, (6) a fourth opening provided on the first side plate of the hull, and (7) a third opening A second flow path connecting the third opening and the fourth opening, and (8) the second
And a second propeller provided in the channel. The end portion of the first flow path on the side of the first opening is the first
From the opening of the second channel toward the center of the hull and toward the bow, and the end portion of the second flow path on the side of the third opening extends from the third opening toward the center of the hull. And extends in the bow direction.

In this ship, by rotating the first propeller, the water sucked into the first flow path from the second opening can be ejected from the first opening toward the stern direction. it can. Therefore, clinging of ice to the first side plate can be sufficiently suppressed. Further, by rotating the second propeller, the second propeller is moved to the second opening through the fourth opening.
The water sucked into the channel can be ejected from the third opening in the stern direction. Therefore, clinging of ice to the second side plate can be sufficiently suppressed. In this way, clinging of ice to both side plates can be sufficiently suppressed, so that a reduction in propulsion performance can be sufficiently suppressed.

In the ship according to the present invention, the first flow path of the first
The end portion on the opening side of may extend from the first opening toward the bottom of the hull. With this configuration, the jet direction of the water jetted from the first opening is not only directed to the stern direction but also to the direction of pushing up the water surface from below the water surface. Therefore, by reliably transmitting the flow of water ejected from the first opening to the water surface, it is possible to more sufficiently suppress clinging of ice to the first side plate, and to improve the propulsion performance. The decrease can be further suppressed.

In the ship according to the present invention, the third of the second flow path is provided.
The end portion on the opening side of may extend from the third opening toward the bottom of the hull. With this configuration, the jet direction of the water jetted from the third opening is not only directed to the stern direction but also to the direction of pushing up the water surface from below the water surface. Therefore, by reliably transmitting the flow of water ejected from the second opening to the water surface, it is possible to more sufficiently suppress clinging of ice to the second side plate and to improve the propulsion performance. The decrease can be further suppressed.

In the ship according to the present invention, the first channel of the second channel
The end portion on the opening side may extend from the second opening toward the center plane of the hull and in the bow direction. By doing so, it is possible to reduce the risk of ice being sucked into the first flow path when water is sucked in through the second opening.

In the ship according to the present invention, the fourth of the second flow path is provided.
The end portion on the opening side of may extend from the fourth opening toward the center plane of the hull and in the bow direction. With this configuration, it is possible to reduce the risk of ice being sucked into the second flow path when sucking water from the fourth opening.

In the ship according to the present invention, the second opening is
It may be characterized in that it is provided at a position lower than the first opening. By doing so, it is possible to reduce the risk of ice being sucked into the first flow path when water is sucked in through the second opening.

In the ship according to the present invention, the fourth opening is
It may be characterized in that it is provided at a position lower than the third opening. With this configuration, it is possible to reduce the risk of ice being sucked into the second flow path when sucking water from the fourth opening.

[0020]

Preferred embodiments of the present invention will be described below with reference to the accompanying drawings. In the description of the drawings, the same elements will be denoted by the same reference symbols, without redundant description. Further, the dimensional ratios in the drawings do not always match those described. (First Embodiment) FIG. 1 is a right side view showing a ship according to the first embodiment. 2 (a) and 2 (b),
3A and 3B are a plan view and a front view, respectively, showing a configuration in the vicinity of a bow portion of the ship according to the first embodiment.

As shown in FIG. 1, a ship 10 has a hull 12
And a propulsion device 14 and a rudder 16. The ship 10 can be any type of ship such as a tanker, a container ship, a passenger ship, etc., as well as an ice breaking ship built exclusively for the purpose of breaking ice.

As shown in FIG. 2, a first thruster 18 and a second thruster 20 are provided near the bow of the hull 12 of the ship 10. First thruster 18
Is a port ejection port (first opening) 24 provided on the port side plate (first side plate) 22 for ejecting seawater and a port side plate (second side plate) 26 for inhaling seawater. A starboard inlet portion (second opening portion) 28, a first conduit portion (first flow path) 30, and a first propeller 32 provided in the first conduit portion 30. Have

The port side spout portion 24 is provided below the water line and near the water line. Starboard inlet 28
Is provided at a lower position on the bottom side of the hull 12 than the port ejection port 24, and is further provided on the bow side. The first conduit portion 30 includes the port side plate 22 and the starboard side plate 2
It is horizontally extended between 6 and 6, and connects these port-side ejection port 24 and starboard-side suction port 28.

Therefore, as shown in FIG. 2A, the end portion of the first conduit portion 30 on the port ejection port 24 side is directed from the port ejection port 24 toward the center surface of the hull and in the bow direction. Extending towards. In the present specification, the hull center plane includes the center line X on the upper deck 34 that symmetrically divides the port side and the starboard side of the ship 10, as shown in FIGS. Refers to the plane along the vertical line (FP) Y. Here, when viewed along the bow vertical line Y, as shown in FIG.
As shown in (a), the angle θ1 formed by the end portion of the first conduit portion 30 on the port ejection port 24 side and the reference line perpendicular to the center line X is preferably 70 degrees or less. .

Further, the port side spout portion 2 of the first conduit portion 30.
As shown in FIG. 2B, the end portion on the fourth side extends from the port-side spout portion 24 toward the bottom portion of the hull 12. Here, when viewed along the center line X, as shown in FIG. 2B, an end portion of the first conduit portion 30 on the port jet outlet portion 24 side and a reference line perpendicular to the bow vertical line Y are formed. Angle θ2 formed by
Is preferably 70 degrees or less.

The first propeller 32 includes a first conduit portion 30.
It is provided in the vicinity of the port side spout portion 24.
The first propeller 32 is driven by a drive unit (not shown).
It is provided so that it can rotate in forward and reverse directions.

On the other hand, the second thruster 20 includes the starboard side plate 2
6, the starboard spout part (3rd) for spouting seawater
Opening 36), a port inlet port (fourth opening) 38 provided on the port side plate 28 for inhaling seawater, and a second port
And a second propeller 42 provided in the second conduit portion 40.

The starboard port 36 is provided below the waterline and near the waterline. Port suction port 38
Is provided at a lower position on the bottom side of the hull 12 than the starboard spout portion 36, and is further provided on the bow side. The second conduit portion 40 includes the port side plate 22 and the starboard side plate 2
It is horizontally extended between 6 and 6, and connects the starboard-side jet port portion 36 and the port-side suction port portion 38 to each other.

Therefore, as shown in FIG. 2A, the end portion of the second conduit portion 40 on the starboard side ejection port portion 36 side extends from the starboard side ejection port portion 36 toward the center surface of the hull and in the bow direction. Extending towards. Here, when viewed along the bow vertical line Y, as shown in FIG. 2A, an end portion of the second conduit portion 40 on the starboard side ejection port 36 side and a reference line perpendicular to the center line X are formed. The angle θ3 formed by and is preferably 70 degrees or less.

Also, the starboard jet port portion 3 of the second conduit portion 40
As shown in FIG. 2B, the end portion on the sixth side extends from the starboard jet outlet portion 36 toward the bottom portion of the hull 12. Here, when viewed along the center line X, as shown in FIG. 2B, an end portion of the second conduit portion 40 on the starboard side spout portion 36 side and a reference line perpendicular to the bow vertical line Y are formed. Angle θ4 formed by
Is preferably 70 degrees or less.

The second propeller 42 has a second conduit portion 40.
It is provided inside and near the starboard spout part 36.
The second propeller 42 is driven by a drive unit (not shown).
It is provided so that it can rotate in forward and reverse directions.

The above-mentioned first and second thrusters 1
The positions of 8 and 20 are adjusted so as not to intersect with each other.

Next, the operation and effect of the ship 10 according to the first embodiment will be described.

When the first propeller 32 rotates in the forward direction, seawater is sucked into the first conduit portion 30 through the starboard inlet port portion 28 (see FIG. 3 (b)). At the same time, seawater is ejected from the port ejection port 24 (see FIG. 3A). At this time, the port side spout portion 24 of the first conduit portion 30
As shown in FIG. 2A, the end portion on the side extends from the port jet outlet portion 24 toward the center surface of the hull and in the bow direction. Seawater is ejected at a predetermined angle toward. In addition, the end portion of the first conduit portion 30 on the port side spout portion 24 side is shown in FIG.
As shown in (b), since it extends toward the bottom of the hull 12 from the port ejection port 24, seawater is ejected from the port ejection port 24 at a predetermined angle in the direction of pushing up the water surface from below the water surface. Therefore, as shown in FIG. 3A, the clinging of the ice I to the port side plate 22 is sufficiently suppressed by the seawater ejected from the port ejection port 24.

When the second propeller 42 rotates in the forward direction, seawater is sucked into the second conduit 40 through the port suction port 38 (see FIG. 3 (a)). Along with that
Seawater is ejected from the starboard ejection port 36 (see FIG. 3B). At this time, the starboard side spout part 36 of the second conduit part 40
As shown in FIG. 2A, the end portion on the side extends from the starboard jet port 36 toward the hull center plane and in the bow direction, so that the starboard jet port 36 extends in the stern direction. Seawater is ejected at a predetermined angle toward. In addition, the end portion of the second conduit portion 30 on the starboard side spout portion 36 side is shown in FIG.
As shown in (b), since it extends from the starboard spout part 36 toward the bottom of the hull 12, seawater is spouted from the starboard spout part 36 at a predetermined angle in the direction of pushing up the water surface from below the water surface. Therefore, as shown in FIG. 3B, clinging of the ice I to the starboard side plate 26 is sufficiently suppressed by the seawater ejected from the starboard ejection port 36.

In this way, the both side plates 2 on the port and starboard sides
Since clinging of the ice I to 2, 26 can be sufficiently suppressed, it is possible to sufficiently suppress deterioration of the propulsion performance of the ship 10 in the ice sea area.

Further, since the port-side jetting portion 24 and the starboard-side jetting portion 36 are provided below the waterline and near the waterline, seawater is sprayed on the ice I with a greater force. Therefore, clinging of the ice I to both the port side and starboard side plates 22 and 26 can be more sufficiently suppressed, and a reduction in propulsion performance can be sufficiently suppressed. At this time, the starboard inlet port portion 28 is provided at a position lower than the port jet outlet portion 24 on the bottom side of the hull 12, and the port port inlet portion 38 of the hull 12 is provided more than the starboard jet outlet portion 36. Since it is provided at a lower position on the bottom side, it is possible to reduce the risk of ice I flowing into the first and second conduit portions 30 and 40 when inhaling seawater. As a result, the first and second conduit portions 30, 40 are clogged, and the first and second propellers 32, 42 provided in the first and second conduit portions 30, 40 are damaged. It is possible to reduce the risk of this.

As described above, the ship 10 according to the present embodiment is provided with the first and second thrusters 18 and 20, so that the ice I is spread on the port side and starboard side plates 22 and 26. Although the sticking can be suppressed, the first and second thrusters 18 and 20 can also be used to hold the ship 10 at a fixed point.

That is, as shown in FIG.
By rotating the propeller 32 of the
Seawater is sucked into the conduit portion 30 from the starboard suction port portion 28. At the same time, seawater is jetted from the port jet outlet 24 toward the stern at a predetermined angle. Further, by rotating the second propeller 42 in the direction opposite to the forward direction,
Seawater is sucked into the second conduit portion 40 from the starboard spout portion 36. At the same time, seawater is jetted from the port inlet 38 toward the bow at a predetermined angle.

The power F0 of the seawater ejected from the port spout portion 24 can be decomposed into a force F1 in the stern direction and a force F1 in the port direction, and the power of seawater ejected from the port suction port 38. G0 can be decomposed into a bow direction force G1 and a port side force G2. Therefore, the first force F1 in the stern direction and the first force G1 in the bow direction are equalized.
By rotating the second propellers 32 and 42, seawater is jetted with a predetermined power in the port direction, which allows the ship 10 to turn in the starboard direction.

Further, as shown in FIG. 4 (b), by rotating the first propeller 32 in the direction opposite to the forward direction, seawater is sucked into the first conduit portion 30 from the port port outlet portion 24. To be done. At the same time, seawater is jetted from the starboard inlet 28 toward the bow at a predetermined angle. Further, by rotating the second propeller 42 in the forward direction, seawater is sucked into the second conduit portion 40 from the port suction port portion 38. At the same time, seawater is jetted from the starboard jet port 36 at a predetermined angle in the stern direction.

The power J0 of seawater ejected from the starboard inlet 28 can be decomposed into a force J1 in the bow direction and a force J2 in the starboard direction, and the power of seawater ejected from the starboard spout 36. H0 can be decomposed into a force H1 in the stern direction and a force H2 in the starboard direction. Therefore, the first force H1 in the stern direction and the first force J1 in the bow direction are equalized.
By rotating the second propellers 32 and 42, seawater is ejected with a predetermined power in the starboard direction, whereby the ship 10 can be turned in the port direction.

In this way, the first and second propellers 3
By adjusting the rotation of 2, 42, it becomes possible to use the first and second thrusters 18, 20 for holding the ship 10 at a fixed point.

In recent years, a fixed point holding system (Dynamic
(Positioning System), the redundancy of the propulsion device 14 (Redundancy) is required.
Further, by providing the second thrusters 18 and 20, thrust can be generated not only in the side direction of the ship but also in the bow direction, so that it becomes possible to satisfy such a requirement. (Second Embodiment) Next, a second embodiment of the present invention will be described. The same elements as those described in the first embodiment described above are designated by the same reference numerals, and redundant description will be omitted.

FIGS. 5 (a) and 5 (b) are a plan view and a front view, respectively, showing the structure in the vicinity of the bow of the ship 10 according to the second embodiment.

As shown in FIG. 5, first thrusters and second thrusters 18, 20 are also provided near the bow of the hull 12 of the ship 10 according to the second embodiment. The first thruster 18 is provided on a port side plate (first side plate) 22 and is a port ejection port (first opening) for ejecting seawater.
24, and a starboard inlet (second opening) 28 provided on the starboard side plate (second side plate) 26 for inhaling seawater,
First conduit part (first flow path) 30 and first conduit part 30
And a first propeller 32 provided therein.

The port jetting portion 24 is provided below the waterline and near the waterline. Starboard inlet 28
Is provided at a position lower on the bottom side of the hull 12 than on the port side spout portion 24. Center line X of starboard inlet 28
The position along the center line X of the port ejection port 24 is substantially equal to the position along the center line X. The first conduit portion 30 is bent into a predetermined shape and is laterally bridged between the port side plate 22 and the starboard side plate 26, and communicates these port ejection port 24 and starboard suction port 28.

Therefore, as shown in FIG. 5 (a), the end portion of the first conduit portion 30 on the port jet outlet portion 24 side is directed from the port jet outlet portion 24 toward the hull center plane and in the bow direction. Extending towards. Here, when viewed along the bow perpendicular Y, as shown in FIG. 5A, an end portion of the first conduit portion 30 on the port jet outlet portion 24 side and a reference line perpendicular to the center line X are formed. The angle θ5 formed by and is preferably 70 degrees or less.

Further, the port side spout portion 2 of the first conduit portion 30.
As shown in FIG. 5B, the end portion on the fourth side extends from the port-side spout portion 24 toward the bottom portion of the hull 12. Here, when viewed along the center line X, as shown in FIG. 5B, an end portion of the first conduit portion 30 on the port jet outlet portion 24 side and a reference line perpendicular to the bow vertical line Y are formed. Angle θ6 formed by
Is preferably 70 degrees or less.

Further, in the marine vessel 10 according to the present embodiment, the end portion of the first conduit portion 30 on the starboard side inlet port 28 side also extends from the starboard side inlet port portion 36 to the hull as shown in FIG. 5 (a). It extends toward the center plane and toward the bow.

The first propeller 32 includes a first conduit portion 30.
It is provided in the center of the inside. This first propeller 3
2 is provided so as to be able to rotate forward and backward by a drive unit (not shown).

On the other hand, the second thruster 20 includes the starboard side plate 2
6, the starboard spout part (3rd) for spouting seawater
Opening 36), a port inlet port (fourth opening) 38 provided on the port side plate 22 for inhaling seawater, and a second port
And a second propeller 42 provided in the second conduit portion 40.

The starboard port 36 is provided below the waterline and near the waterline. Port suction port 38
Is provided at a lower position on the bottom side of the hull 12 than the starboard spout portion 36. Center line X of port port inlet 38
The position along the center line X of the starboard spout portion 36 is substantially equal to the position along the center line X. The second conduit portion 40 is bent into a predetermined shape and is laterally stretched between the port side plate 22 and the starboard side plate 26, and communicates with the port jet outlet 38 and the starboard inlet 36.

Therefore, as shown in FIG. 5A, the end portion of the second conduit portion 40 on the starboard side ejection port 36 side is directed from the starboard side ejection port 36 toward the center plane of the hull and in the bow direction. Extending towards. Here, when viewed along the bow perpendicular Y, as shown in FIG. 5A, an end portion of the second conduit portion 40 on the starboard side ejection port 36 side and a reference line perpendicular to the center line X are formed. The angle θ7 formed by and is preferably 70 degrees or less.

Further, the starboard spout portion 3 of the second conduit portion 40
As shown in FIG. 5B, the end portion on the sixth side extends from the starboard jet outlet portion 36 toward the bottom portion of the hull 12. Here, when viewed along the center line X, as shown in FIG. 5B, an end portion of the second conduit portion 40 on the starboard side ejection port 36 side and a reference line perpendicular to the bow vertical line Y are formed. Angle θ8 formed by
Is preferably 70 degrees or less.

Further, in the ship 10 according to the present embodiment, the end portion of the second conduit portion 40 on the port intake port 38 side also extends from the port intake port 38 to the hull as shown in FIG. 5 (a). It extends toward the center plane and toward the bow.

The second propeller 42 has a second conduit portion 40.
It is provided in the center of the inside. This second propeller 4
2 is provided so as to be able to rotate forward and backward by a drive unit (not shown).

The above-mentioned first conduit portion 30 and second conduit portion 30
The positions of the conduit portions 40 are adjusted so as not to intersect with each other.

Next, the operation and effect of the ship 10 according to the second embodiment will be described.

When the first propeller 32 rotates in the forward direction, seawater is sucked into the first conduit portion 30 through the starboard inlet port portion 28 (see FIG. 6 (b)). At the same time, seawater is ejected from the port ejection port 24 (see FIG. 6A). At this time, the port side spout portion 24 of the first conduit portion 30
As shown in FIG. 5 (a), the end portion on the side extends from the port ejection port 24 toward the hull center plane and in the bow direction, so that the port ejection port 24 extends in the stern direction. Seawater is ejected at a predetermined angle toward. In addition, the end portion of the first conduit portion 30 on the port side spout portion 24 side is shown in FIG.
As shown in (b), since it extends toward the bottom of the hull 12 from the port ejection port 24, seawater is ejected from the port ejection port 24 at a predetermined angle in the direction of pushing up the water surface from below the water surface. Therefore, as shown in FIG. 6A, the clinging of the ice I to the port side plate 22 is sufficiently suppressed by the seawater ejected from the port ejection port 24.

When the second propeller 42 rotates in the forward direction, seawater is sucked into the second conduit 40 from the port suction port 38 (see FIG. 6A). Along with that
Seawater is ejected from the starboard ejection port 36 (see FIG. 6B). At this time, the starboard side spout part 36 of the second conduit part 40
As shown in FIG. 5A, the end portion on the side extends from the starboard jet port 36 toward the hull center plane and in the bow direction. Seawater is ejected at a predetermined angle toward. In addition, the end portion of the second conduit portion 40 on the starboard side spout portion 36 side is shown in FIG.
As shown in (b), since it extends from the starboard spout part 36 toward the bottom of the hull 12, seawater is spouted from the starboard spout part 36 at a predetermined angle in the direction of pushing up the water surface from below the water surface. Therefore, as shown in FIG. 6B, the clinging of the ice I to the starboard side plate 26 is sufficiently suppressed by the seawater ejected from the starboard ejection port portion 36.

In this way, the port and starboard side plates 2
Since clinging of the ice I to 2, 26 can be sufficiently suppressed, it is possible to sufficiently suppress deterioration of the propulsion performance of the ship 10 in the ice sea area.

Further, since the port-side jet outlet portion 24 and the starboard-side jet outlet portion 36 are provided below the waterline and near the waterline, seawater is sprayed onto the ice I with a greater force. Therefore, clinging of the ice I to both the port side and starboard side plates 22 and 26 can be more sufficiently suppressed, and a reduction in propulsion performance can be sufficiently suppressed. At this time, the starboard inlet port portion 28 is provided at a position lower than the port jet outlet portion 24 on the bottom side of the hull 12, and the port port inlet portion 38 of the hull 12 is provided more than the starboard jet outlet portion 36. Since it is provided at a lower position on the bottom side, it is possible to reduce the risk of ice flowing into the first and second conduit portions 30 and 40 when inhaling seawater. As a result, the first and second conduit portions 30, 40 may become clogged, or
It is possible to reduce the risk that the first and second propellers 32 and 42 provided in the second conduit portions 30 and 40 are damaged.

Further, in the marine vessel 10 according to the present embodiment, the end portion of the first conduit portion 30 on the starboard inlet port 28 side and the end portion of the second conduit portion 40 on the port port inlet 38 side. Also,
As shown in FIG. 5 (a), since it extends toward the center plane of the hull and toward the bow, when the seawater is inhaled, the ice I inside the first and second conduit portions 30 and 40 It is possible to further reduce the risk of inflow. as a result,
The first and second conduit portions 30, 40 may be clogged, or the first and second propellers 32, 42 provided in the first and second conduit portions 30, 40 may be damaged. Can be further reduced. (Third Embodiment) Next, a third embodiment of the present invention will be described. The same elements as those described in the above-described first and second embodiments are designated by the same reference numerals, and overlapping description will be omitted.

FIGS. 7 (a) and 7 (b) are a plan view and a front view, respectively, showing the structure in the vicinity of the bow of the ship 10 according to the third embodiment.

As shown in FIG. 7, one thruster 50 is provided near the bow of the hull 12 of the ship 10 according to the third embodiment.
Is provided. The thruster 50 includes a port opening portion (first opening portion) 5 provided in the port side plate (first side plate) 22.
2, a starboard side opening (second opening) 54 provided in the starboard side plate (second side plate) 26, and a conduit section (first flow path) 5
6 and a propeller (first propeller) 58 provided in the conduit portion 56.

The port opening 52 is provided below the waterline and near the waterline. Also, the starboard opening 54
Is also provided below the waterline and near the waterline. The position along the center line X of the starboard opening 54 is
It is substantially equal to the position of the port opening 52 in the direction along the center line X. The first conduit portion 56 is bent into a predetermined shape and is laid across between the port side plate 22 and the starboard side plate 26, and communicates these port opening 52 and starboard opening 54.

Therefore, the end portion of the conduit portion 56 on the port opening 52 side is, as shown in FIG. 7A, the port opening 52.
To the center of the hull and toward the bow. Here, when viewed along the bow vertical line Y, as shown in FIG.
As shown in (a), the angle θ formed by the end portion of the conduit portion 56 on the port opening 52 side and the reference line perpendicular to the center line X.
9 is preferably 70 degrees or less.

The end portion of the conduit portion 56 on the port opening 52 side extends from the port opening 52 toward the bottom of the hull 12, as shown in FIG. 7B. Here, when viewed along the center line X, as shown in FIG. 7B, the angle formed by the end portion of the conduit portion 56 on the port opening 52 side and the reference line perpendicular to the bow vertical line Y. θ10 is preferably 70 degrees or less.

As shown in FIG. 7A, the end portion of the conduit portion 56 on the starboard opening 54 side extends from the starboard opening 54 toward the center of the hull and toward the bow. There is. Here, when viewed along the bow vertical line Y, as shown in FIG.
As shown in (a), the angle θ formed by the end portion of the conduit portion 56 on the starboard side opening 54 side and the reference line perpendicular to the center line X.
11 is preferably 70 degrees or less.

The end portion of the conduit portion 56 on the starboard opening 54 side extends from the starboard opening 54 toward the bottom of the hull 12, as shown in FIG. 7B. Here, when viewed along the center line X, as shown in FIG. 7B, the angle formed by the end portion of the conduit portion 56 on the starboard opening 54 side and the reference line perpendicular to the bow vertical line Y. θ12 is preferably 70 degrees or less.

The propeller 58 is provided substantially in the center of the conduit portion 56. The propeller 58 is rotatably provided in the forward and reverse directions by a drive unit (not shown).

Next, the operation and effect of the ship 10 according to the third embodiment will be described.

When the propeller 58 rotates in the forward direction, seawater is drawn into the conduit portion 56 through the starboard opening 54 (see FIG. 8B). At the same time, seawater is ejected from the port opening 52 (see FIG. 8A). At this time, since the end portion of the conduit portion 56 on the port opening 52 side extends from the port opening 52 toward the hull center plane and in the bow direction, as shown in FIG. 7A. The seawater is jetted from the port opening 52 toward the stern at a predetermined angle. Further, as shown in FIG. 7B, the end portion of the conduit portion 56 on the port opening 52 side extends from the port opening 52 toward the bottom of the hull 12, so that the port opening 5
From 2, seawater is jetted at a predetermined angle in the direction of pushing up the water surface from below the water surface. Therefore, as shown in FIG.
Due to the seawater ejected from the port opening 52, the port side plate 2
The clinging of ice I to 2 is sufficiently suppressed.

When the propeller 58 rotates in the direction opposite to the forward direction, seawater is drawn into the conduit portion 56 through the port opening 52 (see FIG. 8 (a)). At the same time, seawater is ejected from the starboard opening 54 (see FIG. 8B).
At this time, the end portion of the conduit portion 56 on the starboard opening 54 side extends from the starboard opening 54 toward the hull center plane and in the bow direction as shown in FIG. 7A. From the starboard opening 54, seawater is ejected at a predetermined angle in the stern direction. Further, as shown in FIG. 7B, since the end portion of the conduit portion 56 on the starboard opening 54 side extends from the starboard opening 54 toward the bottom of the hull 12, the end portion of the conduit 56 does not extend from the starboard opening 54. Seawater is jetted at a predetermined angle in the direction of pushing up the water surface from below the water surface. Therefore, FIG.
As shown in (b), clinging of ice I to the starboard side plate 26 is sufficiently suppressed by the seawater ejected from the starboard opening 54.

In this way, the both side plates 2 on the port and starboard sides
Since clinging of the ice I to 2, 26 can be sufficiently suppressed, it is possible to sufficiently suppress deterioration of the propulsion performance of the ship 10 in the ice sea area.

The port opening 52 and the starboard opening 54 are also provided.
Is provided below the waterline and near the waterline, so that the ice I is sprayed with seawater with a greater force. Therefore, the ice I on both side plates 22 and 26 on the port and starboard sides is
It is possible to more sufficiently suppress clinging to the vehicle, and it is possible to sufficiently suppress deterioration in propulsion performance.

The end portion of the conduit portion 56 on the starboard side opening 54 side and the end portion on the port side opening 52 side are shown in FIG.
As shown in (a), toward the center of the hull,
Moreover, since it extends toward the bow direction, it is possible to reduce the risk of ice I flowing into the conduit portion 56 when inhaling seawater. As a result, it is possible to reduce the risk that the conduit portion 56 will be clogged and the propeller 58 provided inside the conduit portion 56 will be damaged. Although the configuration is more complicated than this, it is possible to provide a plurality, and in this case, it is possible to further suppress the entrainment of ice.

Further, in the marine vessel 10 according to this embodiment, since only one thruster 50 is provided, the structure can be simplified.

The present invention is not limited to the above-mentioned embodiment, and various modifications can be made.

For example, in the ship 10 according to the above-described first to third embodiments, the propeller can be provided at any position within the conduit section.

Further, the ship 1 according to the first and third embodiments.
In No. 0, a mesh-shaped cover may be provided on the suction port. With this configuration, it is possible to reduce the risk of ice flowing into the conduit portion when inhaling seawater.

[0083]

[Effect of the Invention] According to the ship of the present invention, it is possible to sufficiently suppress the clogging of ice on the ship side and suppress the deterioration of the propulsion performance in spite of its simple structure. .

[Brief description of drawings]

FIG. 1 is a right side view showing a ship according to a first embodiment.

2 (a) and 2 (b) are a plan view and a front view, respectively, showing a configuration near a bow portion of the ship according to the first embodiment.

3 (a) and 3 (b) are diagrams showing a state of inhaling and ejecting seawater on the port side and the starboard side of the ship according to the first embodiment, respectively.

FIG. 4 is a diagram for explaining how the first and second thrusters are used for holding a fixed point in the ship according to the first embodiment.

FIG. 5 (a) and FIG. 5 (b) are a plan view and a front view, respectively, showing a configuration in the vicinity of a bow portion of a ship according to a second embodiment.

FIG. 6 (a) and FIG. 6 (b) are diagrams showing a state of inhalation and ejection of seawater on the port side and the starboard side of the ship according to the second embodiment, respectively.

7 (a) and 7 (b) are respectively a plan view and a front view showing a configuration near a bow portion of a ship according to a third embodiment.

8 (a) and 8 (b) are diagrams showing how seawater is sucked and ejected on the port side and the starboard side of the ship according to the third embodiment, respectively.

[Explanation of Codes] 10 ... Vessel, 12 ... Hull, 18 ... First Thruster, 20
... second thruster, 22 ... port side plate, 24 ... port jet outlet part, 26 ... starboard side plate, 28 ... starboard inlet part, 30 ... first
Conduit portion, 32 ... First propeller, 36 ... Starboard jet portion, 38 ... Port inlet portion, 40 ... Second conduit portion, 42 ...
Second propeller, 50 ... Thruster, 52 ... Port opening,
54 ... Starboard opening, 56 ... Conduit section, 58 ... Propeller.

Claims (11)

[Claims] 1. A first opening provided on a first side plate of a hull, a second opening provided on a second side plate of the hull, the first opening and the second opening. A first flow path connecting the opening of the first flow path and a first propeller provided in the first flow path, the end of the first flow path on the side of the first opening. The portion is a vessel extending from the first opening toward the center plane of the hull and in the bow direction. 2. The end portion of the first flow path on the side of the first opening extends from the first opening toward the bottom of the hull. 1. The ship according to 1. 3. An end portion of the first flow path on the side of the second opening extends from the second opening toward the center surface of the hull and in the bow direction. The ship according to claim 1 or claim 2, which is characterized. 4. The end portion of the first flow path on the side of the second opening extends from the second opening toward the bottom of the hull. The ship according to item 3. 5. A first opening provided in a first side plate of the hull, a second opening provided in a second side plate of the hull, the first opening and the second opening. A first flow path connecting the opening of the first flow path, a first propeller provided in the first flow path, a third opening provided in a second side plate of the hull, and the hull A fourth opening provided in the first side plate, a second flow path connecting the third opening and the fourth opening, and a second opening provided in the second flow path. A second propeller; and an end portion of the first flow path on the side of the first opening extends from the first opening toward the center plane of the hull and in the bow direction. The end portion of the second flow path on the side of the third opening extends from the third opening toward the center surface of the hull and in the bow direction. Characteristic ship. 6. The end portion of the first flow path on the side of the first opening extends from the first opening toward the bottom of the hull. The ship according to item 5. 7. The end portion of the second flow path on the side of the third opening extends from the third opening toward the bottom of the hull. The ship according to claim 5 or claim 6. 8. An end portion of the first flow path on the side of the second opening extends from the second opening toward the center plane of the hull and in the bow direction. The ship according to any one of claims 5 to 7, which is characterized in that. 9. An end portion of the second flow path on the side of the fourth opening extends from the fourth opening toward the center plane of the hull and in the bow direction. The marine vessel according to any one of claims 5 to 8, which is characterized. 10. The ship according to claim 5, wherein the second opening is provided at a position lower than the first opening. 11. The ship according to claim 5, wherein the fourth opening is provided at a position lower than the third opening.