JP2024060405A - Caterpillar propulsion type high speed vessel - Google Patents

Abstract

To provide a caterpillar propulsion type high speed vessel which allows a user to get on and off safely, is hard to be damaged by making a caterpillar hardly affected by waves, and can be navigated at a high speed.SOLUTION: A caterpillar propulsion type high speed vessel is configured so as to provide a caterpillar which projects the prescribed number of paddles at prescribed intervals on a caterpillar tunnel provided on a central rear part of a monohull ship in plan view or on a rear part between a main hull and a sub hull of a three-hull ship at by being engaged with a drive sprocket which is coupled with a drive source of an engine or a motor and rotates. The caterpillar provides a longitudinal direction to a direction connecting a stem and a stern of the monohull ship or the three-hull ship in parallel. The caterpillar propulsion type high speed vessel is configured so that a vertical direction locates at substantially the same height as a bottom of the monohull ship or the three-hull ship so that the paddle which is projected on a lower side of the caterpillar paddles in the neighborhood of a draft line of draft. As a result, the caterpillar propulsion type high speed vessel can solve the problems.SELECTED DRAWING: Figure 2

Description

The present invention relates to a caterpillar-propelled high-speed vessel that travels at high speeds on the ocean using caterpillars powered by an engine or an electric drive source.

Patent Document 1 discloses a water-based caterpillar boat that uses caterpillars with oars on both sides of the boat to propel the boat, instead of the screws that are the propulsion units of conventional boats.

Patent Document 2 discloses a high-speed vessel that uses horizontal movement of multiple paddles that send water backward between the parallel straight inner catamarans, and in the case of large vessels, a low wave-making device that can protrude and expand is installed at the center tip of the catamaran, and the wind force received at the high speed is used for lift, buoyancy, and jets, and furthermore a vessel with a submerged body with controllable wings on the bottom of the hull is disclosed.

Japanese Patent Application Laid-Open No. 61-105293 Japanese Patent Application Laid-Open No. 6-207891

The invention in Patent Document 1 has caterpillar tracks attached to the starboard and port sides along the entire length of the boat, making it inconvenient and dangerous to get on and off. In addition, because the caterpillar tracks attached to the starboard and port sides are directly affected by waves, there is also the problem that the caterpillar tracks, including the paddles, may be damaged by the force of waves coming from a direction different from the direction in which the caterpillar paddles rotate.

The invention in Patent Document 2 has a tail plane protruding from the stern and a wave-making resistance reduction device protruding from the bow, and so in order to submerge both the tail plane and the wave-making resistance reduction device in the sea so that they can function simultaneously, it is clear that the intention is to use even trim to control the draft difference between the bow and stern, which poses the problem that the vessel is difficult to navigate at high speeds.

The present invention was conceived in light of these problems, and aims to provide a caterpillar-propelled high-speed boat that is safe to board and disembark, has caterpillars that are less susceptible to the effects of waves and therefore less likely to be damaged, and is capable of high-speed navigation.

The caterpillar-propelled high-speed vessel described in claim 1 is characterized in that it is equipped with a caterpillar with a predetermined number of paddles protruding at predetermined intervals, which rotates by the driving force of an engine or motor drive source transmitted to it, in a caterpillar tunnel, which is a single or multiple cutout portion that is provided at the rear end between the starboard and port sides of a monohull in a plan view and at the deck to the bottom of the vessel, or in the rear part between the main hull and each of the left and right secondary hulls of a trimaran, and is arranged so that the longitudinal direction of the caterpillar is parallel to the direction connecting the bow and stern of the monohull or trimaran, and the underside of the annular body of the caterpillar is at approximately the same height as the bottom of the vessel at the center of the hull of the monohull or trimaran.

The caterpillar-propelled high-speed vessel described in claim 2 is characterized in that, in claim 1, the shock-absorbing planing ladder has a symmetrical shape with a horizontal cross-sectional shape that is streamlined between a rounded front end and a pointed rear end, a predetermined longitudinal length and a predetermined vertical length, a shock-absorbing planing wing that protrudes symmetrically from the approximately vertical middle of the ladder from the front end to the rear end of the ladder and has a wing shape with a predetermined lateral length and a predetermined vertical thickness, and a rudder shaft that is a vertical rotating shaft to which the front end of the ladder and the front end of the shock-absorbing planing wing are fixed, and the shock-absorbing planing ladder is disposed at a height where the shock-absorbing planing wing is near the waterline of the draft during high-speed navigation, in two places on the starboard and port sides in the case of the monohull, or in one place at the center of the bottom of the vessel, or in two places on the starboard and port sides of the main hull in the case of the trimaran.

The caterpillar-propelled high-speed boat of the present invention is less susceptible to the effects of waves because the caterpillar is mounted on the inside of the hull so that the caterpillar does not directly hit the hull, and the paddles paddle the water at the same depth as the bottom of the hull in the center, i.e., at a depth near the waterline of the draft when traveling at high speed, so the boat can move forward steadily, and by increasing the rotation speed of the drive source, it can be traveled at high speed.

In addition, since there are no caterpillar tracks on the starboard or port sides, passengers can get on and off safely, and the boat is less susceptible to the effects of cross waves, making the caterpillar tracks less likely to be damaged.

In addition, a shock-absorbing planing rudder is provided that rotates on a vertical rudder shaft, with a shock-absorbing planing surface that is a horizontal wing and a rudder that is a vertical wing attached. When the bow is higher than the stern trim during high-speed navigation, the shock-absorbing planing surface acts as a cushion to absorb the impact of waves when they come, allowing for stable high-speed navigation and allowing steering left and right with the rudder.

FIG. 2 is a side view illustrating the relationship between the sea surface and the hull when the caterpillar-propelled high-speed boat of the present invention is a monohull boat traveling at high speed. FIG. 2 is an explanatory diagram of the position of the caterpillar treads when the monohull ship in FIG. 1 is traveling at high speed, showing also the parts that are hidden and cannot be seen in a side view. FIG. 2 is a side view illustrating the relationship between the sea surface and the hull when the caterpillar-propelled high-speed boat of the present invention is a monohull boat and is traveling at a low speed or stopped. FIG. 4 is an explanatory diagram of the position of the caterpillar when the monohull ship in FIG. 3 is traveling at a low speed or stopped, showing also the parts that are hidden and cannot be seen in a side view. FIG. 11 is an explanatory diagram showing the positional relationship of the shock-absorbing planing ladder when viewed from the front in the case of a monohull caterpillar-propelled high-speed boat of the present invention when traveling at low speed or when stopped, where (a) is an explanatory diagram showing that shock-absorbing planing ladders are attached to two locations on the port and starboard sides, and (b) is an explanatory diagram showing that shock-absorbing planing ladder is attached to one location below the center of the bottom of the boat. FIG. 1 is a schematic explanatory diagram of a plan view of a trimaran without the wheelhouse. FIG. 1 is a schematic explanatory diagram of the position of the caterpillar in a plan view in the case of a trimaran, excluding the wheelhouse and deck. FIG. 1 is a schematic explanatory diagram of a plan view of a monohull ship with caterpillar tracks provided in two locations, with the wheelhouse removed. This is a schematic explanatory diagram of a plan view of a monohull ship with caterpillar tracks installed in two places, with the wheelhouse and deck removed. FIG. 1 is a schematic explanatory diagram of a plan view of a monohull ship with a caterpillar mounted in one location, with the wheelhouse removed. FIG. 1 is a schematic explanatory diagram of a plan view of a monohull ship with a caterpillar mounted in one location, with the wheelhouse and deck removed. 1A and 1B are explanatory diagrams of an impact absorbing sliding ladder, in which FIG. 1A is a schematic explanatory diagram seen from the left side, and FIG. FIG. 2 is a schematic explanatory diagram of a left side view of the caterpillar. FIG. 2 is a perspective schematic explanatory diagram of a trim tab.

The caterpillar-propelled high-speed boat 1 of the present invention is a high-speed boat, either a monohull 1b or a trimaran 1a, which moves forward by rotating caterpillar 2 with paddles 3 using driving force from an engine or motor drive source 11, a shock-absorbing planing rudder 7 absorbs the effects of waves while sailing and determines the direction of travel, a trim tab 22 adjusts the left and right inclination while sailing, and at low speeds, a side thruster 20 moves the boat sideways.

As shown in Figures 1 to 11, the caterpillar-propelled high-speed vessel 1 of the present invention is equipped with caterpillars 2, which have a predetermined number of paddles 3 protruding at a predetermined interval and rotate by the driving force of an engine or motor drive source 11, in a caterpillar tunnel 21, which is a single or multiple cutout portion that penetrates from the deck to the bottom of the vessel, located between the starboard and port sides of the monohull vessel 1b in a plan view and at the rear end, or in the rear part between the main hull 31 and the left and right secondary hulls 32 of the trimaran vessel 1a, as shown in Figures 1 to 11. The caterpillars 2 are arranged so that their longitudinal direction is parallel to the direction connecting the bow and stern of the monohull vessel 1b or trimaran vessel 1a, and the underside of the ring-shaped body of the caterpillar 2 is at approximately the same height as the bottom of the vessel at the center of the hull of the monohull vessel 1b or trimaran vessel 1a.

In order to explain the configuration of the caterpillar-propelled high-speed vessel 1 of the present invention, the wheelhouse 30 is removed in Figures 6 to 11, and furthermore, the wheelhouse 30 and deck 33 are removed in Figures 7, 9, and 11.

The transmission path of the rotational force from the drive source 11 to the caterpillar 2 of the caterpillar-propelled high-speed vessel 1b is as shown in Fig. 7, Fig. 9 or Fig. 13, in which the rotation of the engine or motor drive source 11 is transmitted from the transmission shaft 12 to the differential gear 13, and the rotation is transmitted from the differential gear 13 to the sprocket rotating shaft 14. When the drive sprocket 5a fixedly connected to the sprocket rotating shaft 14 rotates, the teeth of the drive sprocket 5a engage with the holes formed in the caterpillar 2, causing the caterpillar 2 to rotate, the lower side of the caterpillar 2 to move toward the stern, and the paddles 3 protruding from the caterpillar 2 to paddle the water backward, causing the monohull 1b or trimaran 1a to move forward.

Alternatively, the transmission path of the rotational force from the drive source 11 to the caterpillar 2 of the caterpillar-propelled high-speed vessel 1c is as shown in FIG. 11 or FIG. 13, in which the rotation of the engine or motor drive source 11 is transmitted from the transmission shaft 12 to the differential gear 15, and then from the differential gear 15 to the sprocket rotating shaft 14. When the drive sprocket 5a fixedly connected to the sprocket rotating shaft 14 rotates, the teeth of the drive sprocket 5a engage with the holes formed in the caterpillar 2, causing the caterpillar 2 to rotate, the lower side of the caterpillar 2 to move toward the stern, and the paddles 3 protruding from the caterpillar 2 to paddle the water backward, causing the monohull vessel 1b to move forward.

The rotational force is transmitted from the driving sprocket 5a to the caterpillar 2 by tooth-shaped projections of the driving sprocket 5a that protrude from the circumferential edge at intervals of a predetermined circular pitch, while the caterpillar 2 is provided with holes with openings into which the projections can fit at intervals equal to the circular pitch. The caterpillar 2 rotates as the projections rotate while engaging with the holes.

The caterpillar 2 is connected in an endless loop shape, and has holes (not shown) that engage with the teeth of the drive sprocket 5a, and a predetermined number of paddles 3 protruding from the caterpillar 2 at predetermined intervals. The paddles 3 may be of any shape that can paddle through water at high speed, such as a bowl shape, a concave shape, an arc shape, or a flat shape.

The material of the caterpillar 2 may be metal with a surface treated to be rust-proof against salt water, resin such as Teflon (registered trademark), or rubber.

As shown in Fig. 13, the caterpillar 2 rotates in a rotation direction R by engaging the teeth of the driving sprocket 5a, which is fixed to the sprocket rotating shaft 14 and rotates integrally with the caterpillar 2, with holes formed in the caterpillar 2. The caterpillar 2 is an endless ring, and includes the driving sprocket 5a, which corresponds to the driving wheel of the caterpillar 2, the driven sprocket 5b, which is a guide wheel on the opposite side of the driving sprocket 5a, which is the driving wheel, in order to rotate the caterpillar 2 smoothly, a tension sprocket 5c, which is a center wheel,
The caterpillar 2 engages with the drive sprocket 5a and rotates in the direction R, with the lower side moving toward the stern and the upper side moving toward the bow.

Next, in the case of a trimaran 1a, the caterpillar 2 is attached to the hull at the rear between the main hull 31 and the secondary hull 32 of the trimaran 1a in plan view, as shown in Figure 7, with the longitudinal direction parallel to the direction connecting the bow and stern, and the lower side of the caterpillar 2 moving toward the stern is arranged at approximately the same height as the bottom of the center of the hull of the trimaran 1a in the vertical direction, as shown in Figure 2 or Figure 4. This allows the paddle 3 protruding from the caterpillar 2 to paddle seawater at a depth near the waterline of the draft when sailing at high speed.

In the case of a monohull ship 1b, as shown in Figures 8 to 11, the caterpillar 2 is arranged in a caterpillar tunnel 21, which is a single or multiple cutouts that penetrate from the deck to the bottom of the ship, located between the starboard and port sides of the monohull ship 1b in a plan view and at the rear end, so that the longitudinal direction of the caterpillar 2 is parallel to the direction connecting the bow and stern of the monohull ship 1b and the lower side of the caterpillar 2 moving toward the stern is approximately the same height as the bottom of the monohull ship 1b at the center of the hull. This allows the paddle 3 protruding from the caterpillar 2 to paddle near the waterline of the draft when sailing at high speed.

In the case of the monohull 1b, the caterpillar tunnel 21 can be of two types, one on each side as shown in FIG. 8, and one in the center as shown in FIG. 10. The caterpillars 2 are arranged in the caterpillar tunnel 21 below the cover 24 of the caterpillar tunnel 21.

As shown in Figure 1 or Figure 3, the caterpillar 2 of the caterpillar-propelled high-speed boat 1 is not arranged on the starboard or port side of the hull, so boarding and disembarking from the caterpillar-propelled high-speed boat 1 is ensured to be safe, and the caterpillar 2 is less likely to be damaged because it is less susceptible to the effects of cross waves.

As shown in Figure 6, the caterpillar-propelled high-speed vessel 1 of the trimaran 1a has an opening for maintenance on the deck 33 at the location where the caterpillar 2 is installed, but since it has a lid 24 that covers the opening, there is no risk of the crew being caught in the rotating caterpillar 2. As shown in Figures 8 and 10, the caterpillar-propelled high-speed vessel 1 of the monohull 1b has a lid 24 on the caterpillar tunnel 21, which is a single or multiple cutouts that penetrate from the deck to the bottom of the vessel, so there is no risk of the crew being caught in the rotating caterpillar 2.

Next, the shock-absorbing sliding ladder 7 will be described. As shown in FIG. 12(a) or (b), the shock-absorbing sliding ladder 7 has a horizontal cross-sectional shape that is symmetrical between a rounded front end and a pointed rear end, and is streamlined between the rounded front end and the pointed rear end. The shock-absorbing sliding ladder 7 is vertically installed with a predetermined length in the front-rear direction and a predetermined length in the up-down direction, and the shock-absorbing sliding wing 7b is protruding symmetrically in the left-right direction from the approximate middle of the ladder 7c in the up-down direction from the front end to the rear end of the ladder 7c, and has a wing shape with a predetermined length in the left-right direction and a predetermined thickness in the up-down direction. The shock-absorbing planing rudder 7 has a rudder shaft 7a, which is a vertical rotating shaft to which the front end of the shock-absorbing planing surface 7b is fixed, and the shock-absorbing planing rudder 7 is disposed at a height where the shock-absorbing planing surface 7b is near the waterline of the draft when traveling at high speed, in two places on the starboard and port sides as shown in Figure 5(a) in the case of the monohull ships 1b and 1c, or in one place in the center of the bottom of the ship as shown in Figure 5(b), or in two places on the starboard and port sides of the main hull 31 in the case of the trimaran 1a.

The shock-absorbing planing rudder 7 can rotate the wing-shaped shock-absorbing planing surface 7b in a nearly horizontal position in the left and right direction by the rudder shaft 7a, which is a rotation axis in a nearly vertical position, and when navigating at high speed, the shock-absorbing planing surface 7b in the horizontal position can suppress the influence of the difference in height of the waves at a depth of the draft approximately near the waterline. And the rudder 7c in the vertical position can change the direction of navigation. And when navigating at high speed, when the shock-absorbing planing surface 7b is in the sea near the sea surface K, that is, at a depth of the draft approximately near the waterline, the direction of navigation can be changed by at least the plate-shaped portion A of the rudder 7c that extends downward from the shock-absorbing planing surface 7b, as shown in Figure 12 (a).

Next, the trim tab 22 will be described. As shown in Figures 1 to 4 and 6 to 11, the trim tab 22 is attached to the stern, and in the case of a trimaran 1a, it is attached to two locations, one on each side of the stern of the left and right secondary hulls 32, and in the case of a monohull 1b, it is attached to two locations, one on each side of the stern.

The trim tab 22 may be a commonly used one, and may be, for example, as shown in FIG. 14, a thin-plate trim plane 22a and an actuator 22b, for example, hydraulic or electric, that rotates the rear end of the trim plane 22a in the vertical direction with the stern side, which is the front end, as the base point. The trim plane 22a and the lower end of the actuator 22b are attached rotatably via a horizontal shaft, the front edge of the trim plane 22a and the stern are attached rotatably via a hinge, and the upper end of the actuator 22b and the stern are attached rotatably via a horizontal shaft. By changing the inclination of the trim tab 22, the left and right inclination during navigation can be controlled, and the weight of the left and right rudders can be made uniform. The mounting height of the trim tab 22 is the height at which the trim plane 22a is near the waterline of the draft.

Next, the side thruster 20 will be described. The side thruster 20 may be of a commonly used mounting type, and as shown in FIG. 3 or FIG. 4, for example, it is provided on the bow side, and has a tunnel penetrating the hull from left to right and an electric screw that rotates in the tunnel. When sailing at low speed with an even keel, the electric screw is operated in the water below sea level K, and the short hull 1b or trimaran 1a can be moved laterally to easily approach and leave the harbor.

1 Caterpillar-propelled high-speed vessel 1a Trimaran 1b Monohull 1c Monohull 2 Caterpillar 3 Paddle 5a Drive sprocket 5b Driven sprocket 5c Tensioning sprocket 5d Tensioning guide plate 7 Shock-absorbing planing rudder 7a Rudder shaft 7b Shock-absorbing planing wing 7c Rudder 11 Drive source 12 Transmission shaft 13 Differential gear 14 Sprocket rotating shaft 15 Differential gear 20 Side thruster 21 Caterpillar tunnel 22 Trim tab 22a Trim plane 22b Actuator 24 Cover 30 Wheelhouse 31 Main hull 32 Sub-hull 33 Deck A Part K Sea surface R Rotation direction

The present invention relates to a caterpillar-propelled high-speed vessel that travels at high speeds on the ocean using caterpillars powered by an engine or an electric drive source.

Patent Document 1 discloses a water-based caterpillar boat that uses caterpillars with oars on both sides of the boat to propel the boat, instead of the screws that are the propulsion units of conventional boats.

Patent Document 2 discloses a high-speed vessel that uses horizontal movement of multiple paddles that send water backward between the parallel straight inner catamarans, and in the case of large vessels, a low wave-making device that can protrude and expand is installed at the center tip of the catamaran, and the wind force received at the high speed is used for lift, buoyancy, and jets, and furthermore a vessel with a submerged body with controllable wings on the bottom of the hull is disclosed.

Japanese Patent Application Laid-Open No. 61-105293 Japanese Patent Application Laid-Open No. 6-207891

The invention in Patent Document 1 has caterpillar tracks attached to the starboard and port sides along the entire length of the boat, making it inconvenient and dangerous to get on and off. In addition, because the caterpillar tracks attached to the starboard and port sides are directly affected by waves, there is also the problem that the caterpillar tracks, including the paddles, may be damaged by the force of waves coming from a direction different from the direction in which the caterpillar paddles rotate.

The invention in Patent Document 2 has a tail plane protruding from the stern and a wave-making resistance reduction device protruding from the bow, and so in order to submerge both the tail plane and the wave-making resistance reduction device in the sea so that they can function simultaneously, it is clear that the intention is to use even trim to control the draft difference between the bow and stern, which poses the problem that the vessel is difficult to navigate at high speeds.

The present invention was conceived in light of these problems, and aims to provide a caterpillar-propelled high-speed boat that is safe to board and disembark, has caterpillars that are less susceptible to the effects of waves and therefore less likely to be damaged, and is capable of high-speed navigation.

The caterpillar-propelled high-speed vessel according to claim 1 is provided with a caterpillar having a predetermined number of paddles protruding at predetermined intervals, which is rotated by the driving force of an engine or motor drive source transmitted thereto, in a caterpillar tunnel, which is a single or multiple cutout portion that is provided at the rear end between the starboard and port sides of a monohull in a plan view and at the rear portion between the main hull and each of the left and right sub-hulls of a trimaran, and the caterpillar is arranged so that the longitudinal direction is parallel to the direction connecting the bow and stern of the monohull or trimaran and the lower side of the annular body of the caterpillar is approximately at the same height as the bottom of the hull center part of the monohull or trimaran, and the horizontal cross-sectional shape is a streamlined shape between a rounded front end and a pointed rear end. a shock-absorbing planing ladder having a wing shape with a predetermined left-right length and a predetermined up-down thickness, which is protruded symmetrically in the left-right direction from approximately the middle of the ladder in the up-down direction from the front end to the rear end of the ladder, and which has a predetermined left-right length and a predetermined up-down thickness; and a rudder shaft which is a vertical rotation axis to which the front end of the ladder and the front end of the shock-absorbing planing wings are fixed, and the shock-absorbing planing ladder is disposed at a height that is the draft height when the boat is traveling at high speed, at two locations on the starboard and port sides in the case of the monohull ship, or at two locations on the starboard and port sides of the main hull in the case of the trimaran ship .

The caterpillar-propelled high-speed boat of the present invention is less susceptible to the effects of waves because the caterpillar is mounted on the inside of the hull so that the caterpillar does not directly hit the hull, and the paddles paddle the water at the same depth as the bottom of the hull in the center, i.e., at a depth near the waterline of the draft when traveling at high speed, so the boat can move forward steadily, and by increasing the rotation speed of the drive source, it can be traveled at high speed.

In addition, since there are no caterpillar tracks on the starboard or port sides, passengers can get on and off safely, and the boat is less susceptible to the effects of cross waves, making the caterpillar tracks less likely to be damaged.

In addition, a shock-absorbing planing rudder is provided that rotates on a vertical rudder shaft, with a shock-absorbing planing surface that is a horizontal wing and a rudder that is a vertical wing attached. When the bow is higher than the stern trim during high-speed navigation, the shock-absorbing planing surface acts as a cushion to absorb the impact of waves when they come, allowing for stable high-speed navigation and allowing steering left and right with the rudder.

FIG. 2 is a side view illustrating the relationship between the sea surface and the hull when the caterpillar-propelled high-speed boat of the present invention is a monohull boat traveling at high speed. FIG. 2 is an explanatory diagram of the position of the caterpillar treads when the monohull ship in FIG. 1 is traveling at high speed, showing also the parts that are hidden and cannot be seen in a side view. FIG. 2 is a side view illustrating the relationship between the sea surface and the hull when the caterpillar-propelled high-speed boat of the present invention is a monohull boat and is traveling at a low speed or stopped. FIG. 4 is an explanatory diagram of the position of the caterpillar when the monohull ship in FIG. 3 is traveling at a low speed or stopped, showing also the parts that are hidden and cannot be seen in a side view. FIG. 11 is an explanatory diagram showing the positional relationship of the shock-absorbing planing ladder when viewed from the front in the case of a monohull caterpillar-propelled high-speed boat of the present invention when traveling at low speed or when stopped, where (a) is an explanatory diagram showing that shock-absorbing planing ladders are attached to two locations on the port and starboard sides, and (b) is an explanatory diagram showing that shock-absorbing planing ladder is attached to one location below the center of the bottom of the boat. FIG. 1 is a schematic explanatory diagram of a plan view of a trimaran without the wheelhouse. FIG. 1 is a schematic explanatory diagram of the position of the caterpillar in a plan view in the case of a trimaran, excluding the wheelhouse and deck. FIG. 1 is a schematic explanatory diagram of a plan view of a monohull ship with caterpillar tracks provided in two locations, with the wheelhouse removed. This is a schematic explanatory diagram of a plan view of a monohull ship with caterpillar tracks installed in two places, with the wheelhouse and deck removed. FIG. 1 is a schematic explanatory diagram of a plan view of a monohull ship with a caterpillar mounted in one location, with the wheelhouse removed. FIG. 1 is a schematic explanatory diagram of a plan view of a monohull ship with a caterpillar mounted in one location, with the wheelhouse and deck removed. 1A and 1B are explanatory diagrams of an impact absorbing sliding ladder, in which FIG. 1A is a schematic explanatory diagram seen from the left side, and FIG. FIG. 2 is a schematic explanatory diagram of a left side view of the caterpillar. FIG. 2 is a perspective schematic explanatory diagram of a trim tab.

The caterpillar-propelled high-speed boat 1 of the present invention is a high-speed boat, either a monohull 1b or a trimaran 1a, which moves forward by rotating caterpillar 2 with paddles 3 using driving force from an engine or motor drive source 11, a shock-absorbing planing rudder 7 absorbs the effects of waves while sailing and determines the direction of travel, a trim tab 22 adjusts the left and right inclination while sailing, and at low speeds, a side thruster 20 moves the boat sideways.

As shown in Figures 1 to 11, the caterpillar-propelled high-speed vessel 1 of the present invention is equipped with caterpillars 2, which have a predetermined number of paddles 3 protruding at a predetermined interval and rotate by the driving force of an engine or motor drive source 11, in a caterpillar tunnel 21, which is a single or multiple cutout portion that penetrates from the deck to the bottom of the vessel, located between the starboard and port sides of the monohull vessel 1b in a plan view and at the rear end, or in the rear part between the main hull 31 and the left and right secondary hulls 32 of the trimaran vessel 1a, as shown in Figures 1 to 11. The caterpillars 2 are arranged so that their longitudinal direction is parallel to the direction connecting the bow and stern of the monohull vessel 1b or trimaran vessel 1a, and the underside of the ring-shaped body of the caterpillar 2 is at approximately the same height as the bottom of the vessel at the center of the hull of the monohull vessel 1b or trimaran vessel 1a.

In order to explain the configuration of the caterpillar-propelled high-speed vessel 1 of the present invention, the wheelhouse 30 is removed in Figures 6 to 11, and furthermore, the wheelhouse 30 and deck 33 are removed in Figures 7, 9, and 11.

The transmission path of the rotational force from the drive source 11 to the caterpillar 2 of the caterpillar-propelled high-speed vessel 1b is as shown in Fig. 7, Fig. 9 or Fig. 13, in which the rotation of the engine or motor drive source 11 is transmitted from the transmission shaft 12 to the differential gear 13, and the rotation is transmitted from the differential gear 13 to the sprocket rotating shaft 14. When the drive sprocket 5a fixedly connected to the sprocket rotating shaft 14 rotates, the teeth of the drive sprocket 5a engage with the holes formed in the caterpillar 2, causing the caterpillar 2 to rotate, the lower side of the caterpillar 2 to move toward the stern, and the paddles 3 protruding from the caterpillar 2 to paddle the water backward, causing the monohull 1b or trimaran 1a to move forward.

Alternatively, the transmission path of the rotational force from the drive source 11 to the caterpillar 2 of the caterpillar-propelled high-speed vessel 1c is as shown in FIG. 11 or FIG. 13, in which the rotation of the engine or motor drive source 11 is transmitted from the transmission shaft 12 to the differential gear 15, and then from the differential gear 15 to the sprocket rotating shaft 14. When the drive sprocket 5a fixedly connected to the sprocket rotating shaft 14 rotates, the teeth of the drive sprocket 5a engage with the holes formed in the caterpillar 2, causing the caterpillar 2 to rotate, the lower side of the caterpillar 2 to move toward the stern, and the paddles 3 protruding from the caterpillar 2 to paddle the water backward, causing the monohull vessel 1b to move forward.

The rotational force is transmitted from the driving sprocket 5a to the caterpillar 2 by tooth-shaped projections of the driving sprocket 5a that protrude from the circumferential edge at intervals of a predetermined circular pitch, while the caterpillar 2 is provided with holes with openings into which the projections can fit at intervals equal to the circular pitch. The caterpillar 2 rotates as the projections rotate while engaging with the holes.

The caterpillar 2 is connected in an endless loop shape, and has holes (not shown) that engage with the teeth of the drive sprocket 5a, and a predetermined number of paddles 3 protruding from the caterpillar 2 at predetermined intervals. The paddles 3 may be of any shape that can paddle through water at high speed, such as a bowl shape, a concave shape, an arc shape, or a flat shape.

The material of the caterpillar 2 may be metal with a surface treated to be rust-proof against salt water, resin such as Teflon (registered trademark), or rubber.

As shown in Fig. 13, the caterpillar 2 rotates in a rotation direction R by engaging the teeth of the driving sprocket 5a, which is fixed to the sprocket rotating shaft 14 and rotates integrally with the caterpillar 2, with holes formed in the caterpillar 2. The caterpillar 2 is an endless ring, and includes the driving sprocket 5a, which corresponds to the driving wheel of the caterpillar 2, the driven sprocket 5b, which is a guide wheel on the opposite side of the driving sprocket 5a, which is the driving wheel, in order to rotate the caterpillar 2 smoothly, a tension sprocket 5c, which is a center wheel,
The caterpillar 2 engages with the drive sprocket 5a and rotates in the direction R, with the lower side moving toward the stern and the upper side moving toward the bow.

Next, in the case of a trimaran 1a, the caterpillar 2 is attached to the hull at the rear between the main hull 31 and the secondary hull 32 of the trimaran 1a in plan view, as shown in Figure 7, with the longitudinal direction parallel to the direction connecting the bow and stern, and the lower side of the caterpillar 2 moving toward the stern is arranged at approximately the same height as the bottom of the center of the hull of the trimaran 1a in the vertical direction, as shown in Figure 2 or Figure 4. This allows the paddle 3 protruding from the caterpillar 2 to paddle seawater at a depth near the waterline of the draft when sailing at high speed.

In the case of a monohull ship 1b, as shown in Figures 8 to 11, the caterpillar 2 is arranged in a caterpillar tunnel 21, which is a single or multiple cutouts that penetrate from the deck to the bottom of the ship, located between the starboard and port sides of the monohull ship 1b in a plan view and at the rear end, so that the longitudinal direction of the caterpillar 2 is parallel to the direction connecting the bow and stern of the monohull ship 1b and the lower side of the caterpillar 2 moving toward the stern is approximately the same height as the bottom of the monohull ship 1b at the center of the hull. This allows the paddle 3 protruding from the caterpillar 2 to paddle near the waterline of the draft when sailing at high speed.

In the case of the monohull 1b, the caterpillar tunnel 21 can be of two types, one on each side as shown in FIG. 8, and one in the center as shown in FIG. 10. The caterpillars 2 are arranged in the caterpillar tunnel 21 below the cover 24 of the caterpillar tunnel 21.

As shown in Figure 1 or Figure 3, the caterpillar 2 of the caterpillar-propelled high-speed boat 1 is not arranged on the starboard or port side of the hull, so boarding and disembarking from the caterpillar-propelled high-speed boat 1 is ensured to be safe, and the caterpillar 2 is less likely to be damaged because it is less susceptible to the effects of cross waves.

As shown in Figure 6, the caterpillar-propelled high-speed vessel 1 of the trimaran 1a has an opening for maintenance on the deck 33 at the location where the caterpillar 2 is installed, but since it has a lid 24 that covers the opening, there is no risk of the crew being caught in the rotating caterpillar 2. As shown in Figures 8 and 10, the caterpillar-propelled high-speed vessel 1 of the monohull 1b has a lid 24 on the caterpillar tunnel 21, which is a single or multiple cutouts that penetrate from the deck to the bottom of the vessel, so there is no risk of the crew being caught in the rotating caterpillar 2.

Next, the shock-absorbing sliding ladder 7 will be described. As shown in FIG. 12(a) or (b), the shock-absorbing sliding ladder 7 has a horizontal cross-sectional shape that is symmetrical between a rounded front end and a pointed rear end, and is streamlined between the rounded front end and the pointed rear end. The shock-absorbing sliding ladder 7 is vertically installed with a predetermined length in the front-rear direction and a predetermined length in the up-down direction, and the shock-absorbing sliding wing 7b is protruding symmetrically in the left-right direction from the approximate middle of the ladder 7c in the up-down direction from the front end to the rear end of the ladder 7c, and has a wing shape with a predetermined length in the left-right direction and a predetermined thickness in the up-down direction. The shock-absorbing planing rudder 7 has a rudder shaft 7a, which is a vertical rotating shaft to which the front end of the shock-absorbing planing surface 7b is fixed, and the shock-absorbing planing rudder 7 is disposed at a height where the shock-absorbing planing surface 7b is near the waterline of the draft when traveling at high speed, in two places on the starboard and port sides as shown in Figure 5(a) in the case of the monohull ships 1b and 1c, or in one place in the center of the bottom of the ship as shown in Figure 5(b), or in two places on the starboard and port sides of the main hull 31 in the case of the trimaran 1a.

The shock-absorbing planing rudder 7 can rotate the wing-shaped shock-absorbing planing surface 7b in a nearly horizontal position in the left and right direction by the rudder shaft 7a, which is a rotation axis in a nearly vertical position, and when navigating at high speed, the shock-absorbing planing surface 7b in the horizontal position can suppress the influence of the difference in height of the waves at a depth of the draft approximately near the waterline. And the rudder 7c in the vertical position can change the direction of navigation. And when navigating at high speed, when the shock-absorbing planing surface 7b is in the sea near the sea surface K, that is, at a depth of the draft approximately near the waterline, the direction of navigation can be changed by at least the plate-shaped portion A of the rudder 7c that extends downward from the shock-absorbing planing surface 7b, as shown in Figure 12 (a).

Next, the trim tab 22 will be described. As shown in Figures 1 to 4 and 6 to 11, the trim tab 22 is attached to the stern, and in the case of a trimaran 1a, it is attached to two locations, one on each side of the stern of the left and right secondary hulls 32, and in the case of a monohull 1b, it is attached to two locations, one on each side of the stern.

The trim tab 22 may be a commonly used one, and may be, for example, as shown in FIG. 14, a thin-plate trim plane 22a and an actuator 22b, for example, hydraulic or electric, that rotates the rear end of the trim plane 22a in the vertical direction with the stern side, which is the front end, as the base point. The trim plane 22a and the lower end of the actuator 22b are attached rotatably via a horizontal shaft, the front edge of the trim plane 22a and the stern are attached rotatably via a hinge, and the upper end of the actuator 22b and the stern are attached rotatably via a horizontal shaft. By changing the inclination of the trim tab 22, the left and right inclination during navigation can be controlled, and the weight of the left and right rudders can be made uniform. The mounting height of the trim tab 22 is the height at which the trim plane 22a is near the waterline of the draft.

Next, the side thruster 20 will be described. The side thruster 20 may be of a commonly used mounting type, and as shown in FIG. 3 or FIG. 4, for example, it is provided on the bow side, and has a tunnel penetrating the hull from left to right and an electric screw that rotates in the tunnel. When sailing at low speed with an even keel, the electric screw is operated in the water below sea level K, and the short hull 1b or trimaran 1a can be moved laterally to easily approach and leave the harbor.

1 Caterpillar-propelled high-speed vessel 1a Trimaran 1b Monohull 1c Monohull 2 Caterpillar 3 Paddle 5a Drive sprocket 5b Driven sprocket 5c Tensioning sprocket 5d Tensioning guide plate 7 Shock-absorbing planing rudder 7a Rudder shaft 7b Shock-absorbing planing wing 7c Rudder 11 Drive source 12 Transmission shaft 13 Differential gear 14 Sprocket rotating shaft 15 Differential gear 20 Side thruster 21 Caterpillar tunnel 22 Trim tab 22a Trim plane 22b Actuator 24 Cover 30 Wheelhouse 31 Main hull 32 Sub-hull 33 Deck A Part K Sea surface R Rotation direction

Claims (2)

In a caterpillar tunnel, which is a single or multiple cutouts that penetrate from the deck to the bottom of the ship, located between the starboard and port sides of a monohull ship and at the rear end in a plan view, or in a trimaran ship, at the rear between the main hull and each of the left and right secondary hulls,
The vehicle is provided with a caterpillar having a predetermined number of paddles at predetermined intervals, which rotates when the driving force of the engine or motor is transmitted thereto;
A caterpillar-propelled high-speed vessel characterized in that the caterpillar is arranged so that its longitudinal direction is parallel to the direction connecting the bow and stern of the monohull or trimaran and so that the underside of the caterpillar's annular body is at approximately the same height as the bottom of the central part of the hull of the monohull or trimaran. A ladder having a left-right symmetrical shape in horizontal cross section with a round front end and a pointed rear end that are streamlined, the ladder having a predetermined length in the front-rear direction and a predetermined length in the up-down direction,
A shock absorbing gliding wing having a wing shape with a predetermined left-right length and a predetermined up-down thickness, the shock absorbing gliding wing protruding symmetrically in the left-right direction from an approximately middle part of the ladder in the up-down direction to the front end and the rear end of the ladder;
The shock-absorbing gliding ladder has a rudder shaft, which is a vertical rotation axis to which the front end of the rudder and the front end of the shock-absorbing gliding wing are fixed,
The caterpillar-propelled high-speed boat described in claim 1, characterized in that the shock-absorbing planing ladder is arranged at a height such that the shock-absorbing planing wings are at a height near the waterline of the draft when traveling at high speed, at two locations on the starboard and port sides in the case of the monohull, or at one location in the center of the bottom of the boat, or at two locations on the starboard and port sides of the main hull in the case of the trimaran.