JP2024032225A - ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a ship capable of effectively using resistance accompanied with power generation in a power generation section.

SOLUTION: A ship 1 comprises power generation parts 40A, 40B provided at separated positions in a lateral direction D2 with respect to a center position CL in the lateral direction D2 of a hull 11 and generating electricity by a flow of water. For this reason, the power generation parts 40A, 40B generate resistance at the position accompanied with power generation. In response to this, an adjustment part 41 adjusts a moment acting on the hull 11 by the power generation parts 40A, 40B. Hence, the resistance accompanied with power generation by the power generation parts 40A, 40B can be used to adjust the moment acting on the hull.

SELECTED DRAWING: Figure 3

COPYRIGHT: (C)2024,JPO&INPIT

Description

The present invention relates to a ship.

In recent years, there has been a demand for reducing GHG gases such as CO ₂ in ships. For example, the ship described in Patent Document 1 generates power by idle rotation of a propeller during propulsion of the ship, and effectively utilizes the generated power in the ship.

JP 2020-45018 Publication

Here, in the above-mentioned ship, if power generation is performed by idle rotation of the impeller or the like during propulsion of the vessel, resistance will occur in the impeller that impedes propulsion. It has been desired to effectively use the resistance associated with power generation in such a power generation section.

The present invention has been made to solve such problems, and an object of the present invention is to provide a ship that can effectively use the resistance associated with power generation in the power generation section.

A ship according to the present invention includes a ship body, a power generation section that is provided at a position laterally spaced apart from the center position of the ship body in the lateral direction, and that generates power using a flow of water, and a power generation section that generates power by the power generation section, and that generates a moment acting on the ship body. An adjustment section for adjustment.

The ship according to the present invention includes a power generation section that is provided at a position laterally spaced apart from the center position in the lateral direction of the ship body, and that generates power using a flow of water. For this reason, the power generation section generates resistance at the relevant position as it generates power. On the other hand, the adjustment section adjusts the moment acting on the hull by the power generation section. Therefore, the resistance accompanying power generation in the power generation section can be used to adjust the moment acting on the hull. As described above, the resistance associated with power generation in the power generation section can be effectively used.

The adjustment section may adjust the moment by adjusting the distance to the center position of the power generation section. In this case, the adjustment section can adjust the moment with a simple configuration that only adjusts the distance between the power generation sections.

The adjustment section may adjust the moment by adjusting the resistance of the power generation section. In this case, the moment can be adjusted without adjusting the distance of the power generation section to the hull.

The power generation section may be provided on both sides in the lateral direction with respect to the hull. In this case, the adjustment section can adjust the moments of the left and right power generation sections.

The ship may further include a wind propulsion unit that propels the ship using wind power. In this case, while the ship is sailing using the wind propulsion section, the power generation section can generate electricity.

According to the present invention, it is possible to provide a ship that can effectively use the resistance associated with power generation in the power generation section.

1 is a schematic cross-sectional view showing an example of a ship according to an embodiment of the present invention. (a) is a diagram explaining the principle of a rotor sail, and (b) is a plan view of a ship. (a) to (c) are schematic plan views of the ship. FIG. 1 is a block diagram showing a control system for a ship according to the present embodiment. (a) to (c) are schematic plan views of the ship. (a) to (c) are schematic plan views of the ship. (a) to (c) are schematic plan views of the ship. It is a figure which shows the modification of a wind propulsion part.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In addition, in the following explanation, the words "front" and "rear" correspond to the direction of movement of the ship, the word "lateral" corresponds to the left and right (width) direction of the ship, and the words "above" and "back" correspond to the direction of movement of the ship. The word "bottom" corresponds to the vertical direction of the hull.

FIG. 1 is a schematic sectional view showing an example of a ship according to an embodiment of the present invention. The ship 1 is a ship that transports oil-based liquid cargo such as crude oil or liquid gas, and is, for example, an oil tanker. Note that the vessel is not limited to an oil tanker, and may be, for example, a bulk carrier or other various types of vessels.

As shown in FIG. 1, the ship 1 includes a hull 11, a propulsion device 12, and a plurality of wind propulsion units 10. The hull 11 has a bow section 2, a stern section 3, an engine room 4, and a cargo compartment 6. An upper deck 19 is provided at the top of the hull 11 (or inside the ship). The bow section 2 is located on the front side of the hull 11. The stern section 3 is located on the rear side of the hull 11.

The bow portion 2 has a shape designed to reduce wave-making resistance, for example, in a fully loaded draft state. The propulsion device 12 mechanically generates the thrust of the hull 11, and uses, for example, a screw propeller. The propulsion device 12 is installed below the waterline (water surface of the sea W) in the stern section 3 during propulsion. Further, below the waterline in the stern section 3, a rudder 15 is installed for adjusting the propulsion direction.

The engine room 4 is provided at a position adjacent to the bow side of the stern section 3. The engine room 4 is a compartment in which a main engine 16 for providing driving force to the propulsion device 12 is disposed. On the upper deck 19, a living area 22 and an exhaust chimney 23 are provided above the engine room 4. The cargo compartment 6 is provided between the bow section 2 and the engine room 4. The cargo compartment 6 is a compartment for accommodating cargo. The cargo compartment 6 is divided into a plurality of tanks 26 and a plurality of ballast tanks 27 by adopting a double hull structure of an outer plate 20 and an inner bottom plate 21. The tank 26 loads cargo carried by the ship 1. The ballast tank 27 accommodates an amount of ballast water depending on the size of the ship.

The wind propulsion unit 10 is a mechanism that propels the hull 11 using wind power. In this embodiment, a rotor type wind propulsion mechanism is employed as the wind propulsion unit 10. A plurality (four in this case) of wind propulsion units 10 are provided on the upper deck 19 of the hull 11 so as to be lined up in the front-rear direction. As shown in FIG. 2A, the wind propulsion unit 10 includes a cylindrical rotor sail 31 that extends in the vertical direction, and an electric motor 32 that rotates the rotor sail 31. When wind WD blows into the rotor sail 31 from the side, the direction of rotation of the rotor sail 31 and the direction of the wind WD are opposite to each other on the rear side, and the direction of rotation of the rotor sail 31 and the direction of the wind WD match on the front side. . As a result, a pressure difference is generated before and after the rotor sail 31, and a forward thrust PF is generated (Magnus effect). As shown in FIG. 2(b), when the wind WD blows from the side of the hull 11, the hull 11 moves forward due to the thrust PF of each wind power propulsion unit 10.

As shown in FIG. 3(a), the ship 1 includes power generation units 40A and 40B (see also FIG. 1). The power generation units 40A and 40B are devices that are provided at positions spaced apart in the lateral direction D2 from the center position CL of the hull 11 in the lateral direction D2, and generate power using water flow. The center position CL of the hull 11 corresponds to a center line extending in the longitudinal direction D1. The power generation units 40A and 40B are provided on both sides of the hull 11 in the lateral direction D2. A power generation section 40A is provided on the right side of the hull 11, and a power generation section 40B is provided on the left side. The power generation units 40A and 40B are provided on the front side of the hull 11. The power generation units 40A and 40B are composed of impellers that rotate freely due to the flow of water. When the ship 1 is propelled forward, the impeller receives a flow of water relatively directed from the front side to the rear side. As a result, the power generation units 40A and 40B generate electricity due to idle rotation of the impeller. When the power generation units 40A and 40B generate electricity, resistances RA and RB are generated at the positions of the power generation units 40A and 40B. In addition, in FIG. 1, for convenience of illustration, the power generation units 40A and 40B are depicted as appearing on the bottom side of the ship, but since FIG. There is no limit to how it can be provided. The power generation units 40A and 40B may be provided on the side surface of the hull 11 so as not to protrude to the bottom side of the ship.

The ship 1 includes an adjustment unit 41 that adjusts the moment acting on the hull 11 by the power generation units 40A and 40B. The adjustment unit 41 adjusts the moment acting on the hull 11 by adjusting the distance between the power generation units 40A and 40B with respect to the center position CL. The adjustment section 41 includes a support member 42A that supports the power generation section 40A on the right side of the ship 1, and a support member 42B that supports the power generation section 40B on the left side of the ship 1. The support members 42A, 42B have a first portion 42a extending in the lateral direction D2 and a second portion 42b extending forward from the tip of the first portion 42a. Further, the adjustment section 41 includes a drive mechanism (not shown) that adjusts the amount of protrusion of the first portions 42a of the support members 42A, 42B in the lateral direction D2.

The adjustment unit 41 can increase the distance of the power generation unit 40A from the center position CL by increasing the amount of rightward protrusion of the first portion 42a of the support member 42A (see FIG. 3(c)). By reducing the amount of rightward protrusion of the first portion 42a of the member 42A, the distance of the power generation section 40A from the center position CL can be shortened (see FIG. 3(b)). The adjustment unit 41 can increase the distance of the power generation unit 40B from the center position CL by increasing the amount of leftward protrusion of the first portion 42a of the support member 42B (see FIG. 3(b)). By reducing the amount of leftward protrusion of the first portion 42a of the member 42B, the distance of the power generation section 40B from the center position CL can be shortened (see FIG. 3(c)).

With reference to FIG. 4, the control system 100 for the ship 1 will be described. The control device 50 of the control system 100 is a device that controls the ship 1 having a plurality of wind propulsion sections as described above. Specifically, the control system 100 includes the plurality of wind power propulsion sections 10 described above, a propulsion device 12, a rudder 15, and power generation sections 40A and 40B. The control system 100 also includes a control device 50 that controls these devices and an information detection section 51.

The control device 50 includes a processor, memory, storage, and communication interface, and is configured as a general computer. The processor is a computing unit such as a CPU (Central Processing Unit). The memory is a storage medium such as ROM (Read Only Memory) or RAM (Random Access Memory). The storage is a storage medium such as an HDD (Hard Disk Drive). A communication interface is a communication device that realizes data communication. The processor controls memory, storage, and communication interfaces, and realizes the functions of the control device 50. The control device 50 realizes various functions by, for example, loading a program stored in a ROM into a RAM and executing the program loaded into the RAM by a CPU. The control device 50 may be composed of multiple computers.

The control device 50 outputs a control signal to the electric motor 32 of the wind propulsion unit 10 to rotate the rotor sail 31 at a desired rotation speed. The control device 50 operates the propulsion device 12 by outputting a control signal to the drive unit (main engine 16 etc.) of the propulsion device 12. The control device 50 outputs a control signal to the drive unit of the rudder 15 to operate the rudder 15 so that the rudder has a desired angle. The information detection unit 51 detects various information necessary for the calculations of the control device 50. The information detection unit 51 includes a wind speed and direction meter, a rudder angle meter, a measuring instrument for measuring the attitude and oscillation of the hull 11, a measuring instrument capable of detecting the position of the hull 11, such as GPS, and the like.

The control device 50 controls the power generation units 40A and 40B to turn ON/OFF the power generation by the power generation units 40A and 40B. When the ship 1 is sailing using the wind propulsion section 10, the control device 50 turns on power generation by the power generation sections 40A and 40B. As a result, the impellers of the power generation units 40A and 40B rotate freely and generate power. The electric power generated by the power generation units 40A and 40B is supplied to the electric motor 32 of the wind propulsion unit 10. Alternatively, the power generated by the power generation units 40A and 40B may be stored in a battery or the like. When the ship 1 is being propelled by the propulsion device 12, the control device 50 turns off power generation in the power generation units 40A and 40B. As a result, the idle rotation of the impellers of the power generation units 40A and 40B is stopped. Note that the power generation units 40A and 40B may have a mechanism that is housed inside the hull 11 when power generation is turned off. The power generation units 40A and 40B may have a mechanism that adjusts the angle of the main body and blades to reduce resistance when power generation is OFF.

Control device 50 controls adjustment section 41 . The control device 50 detects the direction in which the hull 11 should travel and the turning moment acting on the hull 11 based on the detection result detected by the information detection unit 51. For example, when the hull 11 is straight, it is preferable that the moment generated in the power generation section 40A and the moment generated in the power generation section 40B are balanced with each other. Therefore, as shown in FIG. 3A, the control device 50 controls the adjustment unit 41 so that the distance between the power generation unit 40A and the center position CL is equal to the distance between the power generation unit 40B and the center position CL. . Thereby, the moment due to the resistance RA in the power generation section 40A and the moment due to the resistance RB in the power generation section 40B are balanced.

For example, a case will be described in which it is preferable that a counterclockwise turning moment MT1 acts on the hull 11. Note that the turning moment is a moment for controlling the course of the ship. In this embodiment, the turning moment is adjusted, but the moment that can be adjusted is not limited to the turning moment. In this case, it is preferable that the moment generated in the power generation section 40B is larger than the moment generated in the power generation section 40A. Therefore, as shown in FIG. 3(b), the control device 50 controls the adjustment unit 41 to decrease the distance between the power generation unit 40A and the center position CL, and to increase the distance between the power generation unit 40B and the center position CL. do. As a result, the moment caused by the resistance RB in the power generation section 40B becomes larger than the moment caused by the resistance RA in the power generation section 40A, and the counterclockwise turning moment with respect to the hull 11 is balanced.

For example, a case will be described in which it is preferable that a clockwise turning moment MT2 acts on the hull 11. In this case, it is preferable that the moment generated in the power generation section 40A is larger than the moment generated in the power generation section 40B. Therefore, as shown in FIG. 3(c), the control device 50 controls the adjustment unit 41 to decrease the distance between the power generation unit 40B and the center position CL, and to increase the distance between the power generation unit 40A and the center position CL. do. As a result, the moment caused by the resistance RA in the power generation section 40A becomes larger than the moment caused by the resistance RB in the power generation section 40B, and the clockwise turning moment with respect to the hull 11 is balanced.

As described above, since the adjustment unit 41 can generate a turning moment that tends to bend the hull 11 in a desired direction, it is possible to suppress steering such as counter rudder that would otherwise cause resistance.

Next, the functions and effects of the ship 1 according to this embodiment will be explained.

The ship 1 according to the present embodiment includes power generation units 40A and 40B that are provided at positions spaced apart in the lateral direction D2 from the center position CL of the hull 11 in the lateral direction D2, and that generate power using water flow. For this reason, the power generation units 40A and 40B generate resistance at the relevant positions as they generate power. On the other hand, the adjustment section 41 adjusts the moment acting on the hull 11 by the power generation sections 40A and 40B. Therefore, the resistance accompanying power generation in the power generation units 40A and 40B can be used to adjust the moment acting on the hull. As described above, the resistance associated with power generation in the power generation sections 40A and 40B can be effectively used.

The adjustment unit 41 may adjust the moment by adjusting the distance between the power generation units 40A and 40B with respect to the center position. In this case, the adjustment section 41 can adjust the moment with a simple configuration that only adjusts the distance between the power generation sections 40A and 40B.

The power generation units 40A and 40B may be provided on both sides of the hull 11 in the lateral direction D2. In this case, the adjustment section 41 can adjust the moments of the left and right power generation sections 40A and 40B.

The ship 1 may further include a wind propulsion unit 10 that propels the ship body 11 using wind power. In this case, while the ship 1 is sailing using the wind propulsion section 10, the power generation sections 40A and 40B can generate electricity.

The invention is not limited to the embodiments described above.

As shown in FIG. 5, the adjustment section 41 may adjust the moment by adjusting the resistance of the power generation sections 40A and 40B. In this case, the moment can be adjusted without adjusting the distance of the power generation units 40A, 40B to the hull 11. In this case, the adjustment unit 41 corresponds to a mechanism that controls the resistance of idle rotation of the impellers of the power generation units 40A and 40B. The adjustment unit 41 increases the resistance by adjusting the idle rotation speed of the blade wheel to increase. In addition, in FIG. 5, the distance between the power generation section 40A and the power generation section 40B with respect to the center position CL is the same. However, the distance adjusting mechanism shown in FIG. 3 and the resistance adjusting mechanism shown in FIG. 5 may be used together.

For example, when the hull 11 is straight, it is preferable that the moment generated in the power generation section 40A and the moment generated in the power generation section 40B are balanced with each other. Therefore, the control device 50 controls the adjustment unit 41 so that the resistance RA of the power generation unit 40A and the resistance RB of the power generation unit 40B are equal, as shown in FIG. 5(a). Thereby, the moment due to the resistance RA in the power generation section 40A and the moment due to the resistance RB in the power generation section 40B are balanced.

For example, a case will be described in which it is preferable that a counterclockwise turning moment MT1 acts on the hull 11. In this case, it is preferable that the moment generated in the power generation section 40B is larger than the moment generated in the power generation section 40A. Therefore, the control device 50 controls the adjustment section 41 to decrease the resistance RA of the power generation section 40A and increase the resistance RB of the power generation section 40B, as shown in FIG. 5(b). As a result, the moment caused by the resistance RB in the power generation section 40B becomes larger than the moment caused by the resistance RA in the power generation section 40A, and the counterclockwise turning moment with respect to the hull 11 is balanced.

For example, a case will be described in which it is preferable that a clockwise turning moment MT2 acts on the hull 11. In this case, it is preferable that the moment generated in the power generation section 40A is larger than the moment generated in the power generation section 40B. Therefore, the control device 50 controls the adjustment unit 41 to increase the resistance RA of the power generation unit 40A and decrease the resistance RB of the power generation unit 40B, as shown in FIG. 5(c). As a result, the moment caused by the resistance RB in the power generation section 40B becomes smaller than the moment caused by the resistance RA in the power generation section 40A, and the clockwise turning moment with respect to the hull 11 is balanced.

Although the power generation units 40A and 40B shown in FIG. 3 were provided on the front side of the hull 11 where the flow velocity is fast, the positions of the power generation units 40A and 40B are not particularly limited. For example, as shown in FIG. 6, power generation units 40A and 40B may be provided on the rear side of the hull. If it is installed at a location far from the center of gravity of the ship on the rear side of the hull 11, the first portion 42a can be relatively short. Although FIG. 6 shows the power generation units 40A and 40B installed so as to protrude outward from the maximum full width of the hull 11, they may be installed so as not to protrude outward from the full width of the hull 11.

As shown in FIG. 7, the power generation units 40A and 40B may be provided at approximately the center of the hull 11 in the longitudinal direction D1. In this case, it is possible to balance the advantages due to the position shown in FIG. 3 and the advantages due to the position shown in FIG.

Further, the number and arrangement of the wind propulsion units 10, how they are provided on the hull 11, etc. are not particularly limited. For example, the wind propulsion section 10 may be provided to be shifted in the lateral direction D2.

The power generation units 40A and 40B may employ not only impellers but also any type of equipment as long as it generates power using the flow of water; for example, vibration power generation may be employed. Moreover, the impellers of the power generation units 40A and 40B may also serve as propulsors. Note that when the ship is at rest, it is also possible to vertically rotate the axis of the impeller to generate electricity using the vertical movement of the ship 11 and waves.

Although the power generation units 40A and 40B were provided on both sides of the hull 11, the power generation units may be provided only on one side in the lateral direction D2. Alternatively, multiple sets of power generation units 40A and 40B may be provided in the front-rear direction D1.

The wind power propulsion unit 10 is not limited to a rotor sail, and is not particularly limited as long as it can be a normal sail, a kite, or the like, as long as it can propel the ship body by wind power. For example, as the wind propulsion unit 10, a cloth sail as shown in FIGS. 8(a) and 8(b) may be adopted, a steel sail as shown in FIG. 8(c) may be adopted, A kite as shown in d) may also be used.

The structure of the hull 11 is not limited to that shown in FIG. 1 either, and may be changed as appropriate depending on the purpose and the like.

DESCRIPTION OF SYMBOLS 1... Ship, 11... Hull, 10... Wind propulsion part, 40A, 40B... Power generation part, 41... Adjustment part.

Claims (5)

The hull and
a power generation unit that is provided at a position spaced apart in the lateral direction from the center position in the lateral direction of the hull, and that generates electricity by the flow of water;
A marine vessel, comprising: an adjustment section that adjusts the moment acting on the hull by the power generation section. The ship according to claim 1, wherein the adjustment section adjusts the moment by adjusting a distance of the power generation section from the center position. The ship according to claim 1, wherein the adjustment section adjusts the moment by adjusting the resistance of the power generation section. The ship according to claim 1, wherein the power generation section is provided on both sides in the lateral direction with respect to the hull. The ship according to claim 1, further comprising a wind power propulsion unit that propels the ship body using wind power.

Images