JP2010052565A - Propulsion performance improving apparatus of multi-hull ship - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent sinkage or trim of a ship. <P>SOLUTION: By connecting a main ship 1 with a pair of right and left side hulls 2 via connecting decks 3A each having a wing-like shape viewed from side and also a required attack angle in a direction toward a stem, a trimaran I is formed to have an integral structure. When the trimaran I is traveling, an air flow 5 is produced relatively from the stem to a stern in a tunnel-like space 4 formed below each connecting deck 3A and over each connecting deck 3A. Therefore, the air flow 5 produced over and below each connecting deck 3A causes the connecting decks 3A to produce upward force thereby to make the entire ship of the trimaran I less prone to sink. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention is provided with side hulls on both the left and right sides of the central main hull, and improves the propulsion performance of the multihull ship in which the main hull and the side hull are sailed in a semi-submersible state. The present invention relates to a shipboard propulsion performance improving device.

  Multi-hull boats such as trihulls and five-hulls with side hulls on the left and right sides of the main hull in the center are more difficult than single hulls and twin hulls. Due to the hull form having a pair or a plurality of side hulls in the part, an upward force is generated from each side hull on the left and right of the main hull in the center, so that the posture can be stabilized.

  FIG. 10 shows an outline of an example of a conventionally proposed trimaran as a multihull. In the trimaran I, a pair of side hulls 2 are arranged on both left and right sides of the main hull 1 in the center. The main hull 1 and the left and right side hulls 2 are connected to each other by an upper connecting deck 3 so as to form an integral hull, and the central main hull 1 and the side hulls 2 are in a semi-submersible state. It is. (For example, refer to Patent Document 1).

  FIG. 11 shows an outline of an example of a conventionally proposed five-hull ship as a multihull ship. The five-hull ship II includes, for example, left and right side portions near the front of the main hull 1 in the center. A pair of front side hulls 2a and a pair of rear side hulls 2b are arranged on the left and right sides of the main hull 1 near the rear, respectively, and the left and right side hulls arranged on the main hull 1 and the front and rear sides are arranged. 2a and 2b are connected by an upper connecting deck 3 to form an integral hull (see, for example, Patent Document 1).

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

  However, as in the case of the three-hull ship I shown in FIG. 10 and the five-hull ship II shown in FIG. 11, a multihull having side hulls 2, 2a, 2b on the left and right sides of the main hull 1 at the center. In a ship, the main hull 1 and the left and right side hulls 2, 2a, 2b are passed between the main hull 1 and the left and right side hulls 2, 2a, 2b below the connecting deck 3 connecting the main hull 1 and the left and right side hulls 2, 2a, 2b. Since tunnel-like spaces as indicated by reference numeral 4 in FIG. 10 that extend in the front-rear direction and open on both sides in the front-rear direction are formed, respectively, An air flow from the bow side toward the stern direction is formed. Therefore, when the multihull is sailing, in the portion of the connecting deck 3 that connects the main hull 1 and the left and right side hulls 2, 2a, 2b, air is directed from the bow side toward the stern direction on both the upper and lower sides. However, the shape of each of the connecting decks 3 is merely determined so as to obtain a target structural strength. The idea that it can contribute to the improvement of the propulsion performance of the ship has not been proposed in the past.

  Moreover, each said connection deck 3 may become a wind wave resistance depending on the shape.

  Accordingly, the present invention can effectively improve the propulsion performance of the multihull ship by effectively utilizing the connection deck that connects the main hull in the center of the multihull ship and the side hulls on the left and right sides. An object of the present invention is to provide a propulsion performance improving device for a multihull ship.

  In order to solve the above-mentioned problem, the present invention, corresponding to claim 1, connects the central main hull and the side hulls arranged on the left and right sides of the main hull with a connecting deck, Each of the above-mentioned connection decks in a multihull ship is formed in a wing shape so that a tunnel-like space that extends in the front-rear direction through the main hull and each side hull and is open on both sides is formed below the connection deck. As a cross-sectional shape, it is set as the structure which can suppress the sinking of a hull with the lift which arises in each connection deck at the time of sailing.

  In the above configuration, each connection deck is configured to have a required angle of attack in the bow direction.

  Furthermore, in each said structure, it is set as the structure which provided the high lift apparatus in any one or both of the front edge part and rear edge part of each connection deck which are airfoil cross-sectional shapes.

According to the present invention, the following excellent effects are exhibited.
(1) The main hull in the center and the side hulls arranged on the left and right sides of the main hull are connected by connecting decks, and the front and rear passes through the main hull and each side hull below each connecting deck. The above-mentioned connecting decks in a multihull ship that extends in the direction and has a tunnel-like space that is open on both the front and rear sides are formed into wing-shaped cross-sectional shapes, and the hull sinks with the lift generated in each connecting deck during sailing When the multihull ship is sailed, it will move relative to each other through the tunnel-like space below each connecting deck connecting the main hull and the left and right side hulls. As a result, the air flow from the bow side toward the stern direction and the air flow from the bow side toward the stern direction relative to the upper side of each of the above connection decks cause lift to each connection deck that has an airfoil cross-sectional shape. According to be able to exert an upward force, since the multi-hulls are are as difficult INCLUDED sink during cruising, it is possible to suppress the Shinkeji and trim. As a result, it is possible to reduce unnecessary vertical movement of the hull during navigation of the multihull ship, so that the propulsion efficiency of the multihull ship can be increased.
(2) Moreover, the effect which suppresses the pitching at the time of the navigation of a multihull ship can also be expected.
(3) The pressure of the air flowing in from the bow side in each tunnel-like space below each linked deck by configuring each linked deck to have a required angle of attack in the bow direction. Since the upward force can be applied to each of the connecting decks even by the air whose pressure is increased, the effects (1) and (2) are further enhanced. It becomes possible.
(4) By using a configuration in which a high lift device is provided at either or both of the front edge and rear edge of each connecting deck having a cross-sectional shape of the airfoil, the airfoil can be used during multihull navigation. Since the high lift force can be secured as the lift force generated by each connecting deck having a cross-sectional shape, the effects (1), (2), and (3) can be further enhanced.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 to FIG. 3 show a case where the present invention is applied to a trihull ship as a multihull ship as one embodiment of the propulsion performance improvement apparatus for a multihull ship, and in the same way as shown in FIG. In a trihull ship I in which a pair of side hulls 2 are arranged on both left and right side parts of the main hull 1 of the part, and the main hull 1 and the left and right side hulls 2 are connected by an upper connecting deck to form an integral hull. The connecting decks connecting the main hull 1 and the left and right side hulls 2 are configured as connecting decks 3A each having a side wing shape.

  Furthermore, each said connection deck 3A is set as the structure provided with the required angle of attack in the bow direction, respectively.

  Each of the connecting decks 3A preferably has a low lift angle and a high lift side wing shape. Each of the connecting decks 3A has a structural strength that sufficiently satisfies the target structural strength specifications.

  Other components that are the same as those shown in FIG.

  When the three-hull boat I equipped with the multi-hull boat propulsion performance improving device of the present invention having the above structure is sailed, each of the connecting decks 3A connecting the main hull 1 and the left and right side hulls 2 is connected. A flow 5 of air relatively toward the stern direction from the bow side in the tunnel-like space 4 extending in the front-rear direction between the main hull 1 and the left and right side hulls 2 on the lower side and opened on both sides. Is formed. At the same time, the flow 5 of air from the bow side toward the stern direction is formed on the upper side of each of the connection decks 3A due to the traveling of the trimaran I.

  At this time, since each of the connecting decks 3A has a required angle of attack in the bow direction, the pressure of air flowing in from the bow side is increased in each of the tunnel-like spaces 4, so that the pressure is Due to the increased air, an upward force acts on each of the connection decks 3A.

  Further, since each of the connection decks 3A has a side wing shape, the flow 5 of air flowing from the bow side toward the stern direction relatively in the tunnel-like space 4 below the connection decks 3A, On the basis of the air flow 5 from the bow side toward the stern relative to the upper side of the connected deck 3A, lift is generated in each connected deck 3A, and this lift also causes upward force on the connected deck 3A. Comes to work.

  Accordingly, when the Trimaran I sails, an upward force is applied to each of the connecting decks 3A, so that the Trimaran I including the main hull 1, the side hulls 2, and the connecting decks 3A. Since the entire hull is difficult to sink, sinking and trim can be suppressed. Accordingly, by suppressing the occurrence of sinkage and trim during the navigation of the trimaran I, it becomes possible to reduce useless movement of the hull, so that the propulsion efficiency of the trimaran I can be further increased. It becomes like this.

  Thus, according to the propulsion performance improving device for a multihull ship of the present invention, it is possible to improve the propulsion performance of the trihull ship I as a multihull ship. Furthermore, an upward force acts on each of the connecting decks 3A when the trimaran I sails, so that an effect of suppressing pitching during hull motion can be expected.

  Next, FIG. 4 to FIG. 6 show a case where the present invention is applied to a five-hull ship as a multihull ship as another embodiment of the present invention. As shown in FIG. A pair of left and right side hulls 2a and 2b on the left and right sides of the front side and rear side positions of the main hull 1 and the front and rear side hulls 2a on the left and right sides of the main hull 1, respectively. And 2b are connected to each other by an upper connecting deck, and the main deck 1 is connected to each of the front and rear side hulls 2a and 2b. Are configured as side wing-shaped connection decks 3A each having a required angle of attack in the bow direction.

  In addition, the side airfoil shape of each connection deck 3A is assumed to be a high lift type with a low angle of attack. Each of the connecting decks 3A has a structural strength that sufficiently satisfies the target structural strength specifications.

  Other configurations are the same as those shown in FIGS. 1 to 3, and the same components are denoted by the same reference numerals.

  Even with the five-hull boat II equipped with the multi-hull boat propulsion performance improving device of the present embodiment having the above-described configuration, the main hull 1 and the front and rear side hulls 2a on both the left and right sides of the main hull 1 and In the tunnel-like space 4 formed on the lower side of each connecting deck 3A connecting the 2b, an air flow 5 is formed relatively toward the stern from the bow side. As a result of I traveling, an air flow 5 directed from the bow side toward the stern direction is formed on the upper side of each of the connection decks 3A. Inside, each of the connecting decks 3A has a required angle of attack in the bow direction, so that the pressure of the air flowing in from the bow side is increased, and each of the linked decks is increased by the increased air pressure. Upward force is produced against 3A It becomes the way.

  Furthermore, when each of the connection decks 3A has a side wing shape, when the air flow 5 from the bow side toward the stern direction is formed on the upper and lower sides of each connection deck 3A, Since lift occurs in the connection deck 3A, an upward force acts on each connection deck 3A also by this lift.

  Accordingly, when the five-boat II sails, an upward force is applied to the connection decks 3A, so that the main hull 1, the front and rear side hulls 2a and 2b, and the connection decks 3A. Since the entire hull of the five-hull ship II is difficult to sink, it is possible to suppress sinkage and trim, thereby reducing wasteful movement of the hull during the navigation of the five-hull ship II. It is possible to improve the propulsion efficiency of the Ship II. Furthermore, the effect which suppresses the pitching (pitching) at the time of the cruise of the five-hull ship II can also be expected.

  Next, FIG. 7 to FIG. 9 show application examples of the embodiment of FIG. 1 to FIG. 3 as still another embodiment of the present invention. As shown in FIG. 1 to FIG. In a configuration in which the main hull 1 and the side hulls 2 on both the left and right sides thereof are connected by side wing-shaped connection decks 3A, a tunnel-like space 4 below the connection deck 3A at the front edge of each connection deck 3A. As a high lift device, for example, a slat 6 is provided at a required position in the width direction corresponding to the width direction, and the width direction corresponding to the tunnel-like space 4 below the connection deck 3A at the rear edge of each connection deck 3A. The flap 7 as a high lift device is provided at a required location.

  Other configurations are the same as those shown in FIGS. 1 to 3, and the same components are denoted by the same reference numerals.

  According to the present embodiment, the slat 6 provided at the front edge portion of each connection deck 3A and the flap 7 provided at the rear edge portion are separated from the state shown by the solid line in FIG. By operating each of them so as to be in the state indicated by the chain line, the lift generated in each of the connecting decks 3A when the trimaran I sails can be increased.

  Therefore, since the high lifting force can be ensured for each of the connection decks 3A when the trimaran I sails, the effect of suppressing the sinkage and trim of the trimaran I can be enhanced. For this reason, the useless movement of the hull at the time of the navigation of the trimaran I can be further reduced, and the propulsion efficiency of the trimaran I can be further improved. Furthermore, the improvement of the effect which suppresses the pitching (pitching) at the time of the cruise of the trimaran I can also be expected.

  The present invention is not limited only to the above-described embodiments. The planar shape of the connecting deck 3A for connecting the main hull 1 in the central portion and the side hulls 2 on the left and right side portions, and the vertical arrangement thereof. May be appropriately changed according to the arrangement, size, shape, etc. of the main hull 1 and the side hull of the multihull ship to which the multihull ship propulsion performance improving device of the present invention is applied.

  Each connecting deck 3A may have an airfoil cross-sectional shape in which at least a portion where a tunnel-like space is formed below has a required angle of attack in the bow direction. Therefore, the portion where each connecting deck 3a is attached to the upper side of the main hull 1 and each side hull 2, 2a, 2b does not necessarily have to have a wing shape.

  4 to 6, the front edge portion of the side deck-shaped connecting deck 3 </ b> A that connects the main hull 1 in the central portion and the side hulls 2 a and 2 b on the left and right sides thereof. The slat 6 and the flap 7 as a high lift device shown in the embodiment of FIGS. 7 to 9 may be provided on the rear edge portion. In this way, it is possible to increase the effect of suppressing sinkage and trim during the voyage of the five-hull ship II, and it is possible to further reduce wasteful movement of the hull during the navigation of the five-hull ship II. It is possible to further improve the propulsion efficiency of the five-hull ship II, and to improve the effect of suppressing pitching during the voyage of the five-hull ship II.

  In the embodiment shown in FIGS. 7 to 9, one of the slat 6 at the front edge and the flap 7 at the rear edge of each connecting deck 3A may be omitted. Further, the high lift device provided at the front edge portion of each connection deck 3A in the embodiment of FIGS. 7 to 9 increases the lift generated by each connection deck 3A when the multihull is sailing as necessary. If it can be operated, a high lift device of a type other than the illustrated slat 6 such as a front edge flap may be used. Further, the high lift device provided at the rear edge portion of each connection deck 3A can be operated to increase the lift generated by each connection deck 3A when the multihull is sailing, if necessary. Any type of high lift device other than 7 may be employed.

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

It is a schematic plan view which shows the state applied to the trimarine as one Embodiment of the propulsion performance improvement apparatus of the multihull ship of this invention. FIG. 2 is a schematic side view of the apparatus of FIG. 1. It is an AA direction arrow enlarged view of FIG. The state applied to the five-hull boat as another embodiment of the multi-boat propulsion performance improving apparatus of the present invention is a schematic plan view. FIG. 5 is a schematic side view of the apparatus of FIG. 4. It is a BB direction arrow enlarged view of FIG. FIG. 5 is a schematic plan view showing an application example of the embodiment shown in FIGS. 1 to 3 as still another embodiment of the multi-hull propulsion performance improving apparatus of the present invention. It is CC direction arrow enlarged view of FIG. It is a DD direction arrow line view of FIG. It is a front view which shows the outline | summary of an example of the trimarine conventionally proposed. It is a top view which shows the outline | summary of an example of the five-hull ship proposed conventionally.

Explanation of symbols

1 Main hull 2, 2a, 2b Side hull 3A Connection deck 4 Tunnel-like space 6 Slat (high lift device)
7 Flap (High lift device)

Claims (3)

  The main hull in the center and the side hulls arranged on the left and right sides of the main hull are connected by connecting decks, and extend in the front-rear direction through the main hull and each side hull below the connecting decks. In addition, the above-mentioned connecting decks in a multihull ship with a tunnel-like space that is open on both the front and rear sides are airfoil-shaped in cross section, and the hull sinking is suppressed by the lift generated in each connecting deck during cruising. An apparatus for improving the propulsion performance of a multihull ship, characterized in that it has a configuration that enables it.   The apparatus for improving the propulsion performance of a multihull ship according to claim 1, wherein each connecting deck is provided with a required angle of attack in the bow direction.   The apparatus for improving the propulsion performance of a multihull ship according to claim 1 or 2, wherein a high lift device is provided at one or both of the front edge and the rear edge of each connection deck having an airfoil cross-sectional shape.

Images