JPH02109790A - Catamaran structure - Google Patents

Abstract

PURPOSE:To prevent rocking in high speed running by providing a horizontally movable blade under the water surface of bow and stern parts to cope with pitching and a vertical rudder in the bow or stern part to surely prevent rolling. CONSTITUTION:By mounting a vertical rudder 5 to a catamaran 7 to a side of its bow, a ship body is turned to the right moving its center of gravity to the right by right steering action of the vertical rudder 5, simultaneously by its horizontal force, applying moment tilting the ship to the left, further in cooperation with centrifugal force by turning, the ship is restored to the left. When the ship body tilts to the right by MR moment applied to the ship body, controlling a horizontal rudder 4 mounted to the right side to the upper to generate lift force FU while controlling a horizontal rudder 4 mounted to the left side to the lower to generate lowering force FD, generates moment ML restoring the ship body rolling to the left. Thus, rocking is prevented of the catamaran in its high speed sailing.

Description

[Detailed Description of the Invention] <Industrial Application Field> The disclosed technology is designed to avoid the shaking of ships such as ocean-going ships, and to avoid the shaking of ships such as ocean-going ships. The technical field of ship structure concerns the righting stability of catamarans with low buoyancy.

<Background of the Invention> As a matter of course, when a ship navigates the surface of a sea with strong waves such as the open ocean, vertical, horizontal, and vertical movements inevitably occur. When sailing at full speed, such as at 30-odd knots, it is customary to secure the various equipment and equipment to the structure of the hull to prevent damage to these equipment due to the turbulence that occurs at high speeds. Due to such lashing while sailing at full speed, there is a problem that these equipment and machines cannot always perform their functions, and it is physiologically difficult for the human bodies such as crew members to withstand accelerations of 1/2 G or more for a long period of time. From these points, it is normal for military ships to sail at full speed! F! It is limited to a very short period of time.

On the other hand, in recent years, commercial ships sailing on the ocean have competed with aircraft in terms of transport capacity, in order to transport large quantities of heavy weight and large-capacity cargo across the ocean in as short a time as possible. It has become necessary to sail at extremely high speeds of 40 knots or more, for example, about 50 knots compared to conventional sailing speeds.

At this time, for example, at a high speed of 40 knots, the Pacific Ocean
Crossing the peninsula requires continuous, ultra-high-speed navigation for five days, during which severe and unavoidable turbulence due to rough weather and waves is expected. In reality, it is humanly and materially impossible to withstand oscillating motion exceeding an acceleration of 2G.

For this reason, there was an early demand for a ship structure that would not cause any disturbance even when sailing at ultra-high speeds on a rough sea surface.

<Prior art> From the above background, in view of the practicality of ultra-high-speed, long-distance transport type ocean-going vessels, it is necessary to develop a hull structure that does not cause sway as much as possible even when encountering strong winds and waves during navigation. Must.

To deal with this, conventional high-speed military ships are equipped with a pilsed keel on their hulls to avoid shaking, and commercial ships such as ocean-going passenger ships are equipped with movable horizontal stabilizers called stabilizers. However, no matter how much conventional technology is used, it has not been possible to suppress vertical and horizontal oscillations as long as the hull has the ability to right itself.

A ship that has the ability to right itself using its own reserve buoyancy will automatically return to I! even if the hull is tilted. Therefore, there was no danger to the stability of the ship's oscillations.

In other words, the greater the stability of a ship, the greater the oscillation force, and therefore, it has been extremely difficult for a ship that has such stability to suppress the oscillation.

In other words, there is a principle of antinomies in which reserve buoyancy, which leads to stability, acts strongly on the one hand as a force that tilts the hull.

Therefore, the opposite idea of having no reserve buoyancy, that is, having a small restoring force and a small rocking force, comes to mind.

As a ship without reserve buoyancy, there is a conventional technology such as a hydrofoil ship.

<Problems to be Solved by the Invention> However, ships such as hydrofoil ships without buoyancy are mainly used as small ships, and as far as that goes, there is a limit to the flotation blade of the foil hull, It was generally considered difficult to apply it to ships.

Incidentally, a relatively small-scale horizontally movable wing was sufficient as a means of suppressing the oscillation of a small hydrofoil ship.

By the way, a large, immovable catamaran with a large transport capacity has the advantage of not having reserve buoyancy and having walls that do not cause any movement even if it encounters waves, but as mentioned above,
Since the stability is small due to the lack of reserve buoyancy, −
If it is tilted to a certain degree, it becomes unstable and dangerous as the tilting tendency increases.

Therefore, the idea of a catamaran without reserve buoyancy, which is the invention of this application, was born.

<Purpose of the Invention> The purpose of the invention of this application is to solve the problems of large ocean-going ships based on the relationship between stability and swaying force of ships based on the above-mentioned prior art. Although the advantages of catamarans with large transport capacities can be fully utilized and the longitudinal and lateral vibrations occurring in the hull can be reduced to zero as much as possible, it is an excellent feature that will benefit the field of high-speed navigation technology application in the shipping industry. The purpose of this project is to provide a catamaran structure with a high degree of compatibility.

<Principle of the Invention> Normally, a ship is provided with a longitudinal rudder and uses its action force to change the direction of its course of travel, but the longitudinal rudder is generally installed in the underwater part of the stern of the ship. The structure is

For example, in order to turn the ship's course to starboard, when the stern rudder is turned to starboard and the ship begins to turn to the right, the ship will tilt to the left due to centrifugal force, but if the rudder is turned Until the turn begins, the ship's hull will occasionally list to the right.

This is because a force is generated on the control surface that tilts the ship to the right.

On the other hand, when the vertical rudder of the hull according to the invention of this application is set as shown on the right, the hull tilts to the left until the ship starts turning to the right.

In the case of a catamaran that does not have the ability to right itself with only the preliminary buoyancy of the invention of this application, for example, at the initial stage of the heel when the hull is about to heel to the right, the hull course is quickly turned to the starboard, and the ship's center of gravity is It is necessary to provide a force that resists the hull from heeling to the right while simultaneously shifting it to the starboard.

The vertical rudder attached to the bow is exactly suited to this function; when the ship is heeling to the right, it changes the ship's course to starboard and shifts the ship's center of gravity to the right, while at the same time preventing the ship from heeling to the starboard in the water. It makes it possible to generate force.

This is because a conventional longitudinal rudder attached to the stern turns the ship's course to the right to prevent the ship from listing to the right, so if we follow the description on the right, the force generated on the ship's rudder surface is in contrast to the action that causes the ship to heel further to the right. be.

The catamaran according to the invention of this application has an extremely small waterline area due to the strut structure that goes above and below the waterline, and has extremely low reserve buoyancy. The hull flotation blades generated from the water area are extremely small.

Therefore, the vertical and horizontal vibrations of the ship's hull are also extremely small. Therefore, if the designed stiffness is obtained, it becomes possible to reduce the vertical and horizontal vibrations to almost zero.

However, as this type of immovable vessel lacks the ability to right itself, once it begins to list by -degrees, the tendency to list becomes even greater.

Therefore, it is necessary to restore the slope as quickly as possible with a small amount of force during the initial period when the degree of slope is not so large.

For this reason, in the case of a catamaran, it is possible to install horizontally movable wings at the bow of the lower hull and the underwater part of the stern and utilize the elevating force of the horizontally movable wings. can act as a large righting moment to prevent longitudinal sway of the ship, and therefore can work extremely effectively for the catamaran boat without reserve buoyancy according to the invention of this application, but it cannot act as a large righting moment to suppress longitudinal sway of the ship. The problem is that the action as a restoring moment is small, and it is difficult to respond quickly as a restoring force at the initial stage of a tilt.

Therefore, the invention of this application attempts to utilize the force of the longitudinal rudder as an effective means for righting the ship in response to the initial heeling of the ship.

Therefore, in the invention of this application mentioned above, we conceived of a catamaran ship that does not have the ability to right itself with only the preliminary buoyancy of the struts as a ship wall that does not cause the ship to sway. When a ship unexpectedly lists, we have developed an idea completely different from conventional technology, which uses the power of the vertical rudder installed at least in the bow section of the catamaran underwater to prevent the initial list of the ship. This is what I did.

Conventionally, the use of movable hydrofoils called bilge keels and star risers has been considered for the purpose of suppressing the lateral movement of the ship's hull, but the idea of using a longitudinal rudder for this purpose has not been considered. This technology did not exist until now.

Therefore, although there is a final means of avoiding danger by landing on the water on the upper hull at the final stage of a large heel, the stability of the ship must be dealt with skillfully and quickly at the initial stage when the degree of heel is small. In the claimed invention, in addition to the horizontal wings used in the prior art, a vertical rudder attached to the lower hull underwater is used to quickly perform a heeling prevention action, and a vertical rudder is installed at least in the bow section to prevent lateral sway. This utilizes a ground-breaking technology that cannot be found in conventional technology, such as the use of vertical rudders.

In order to solve the above-mentioned problems, the invention of this application, which is based on the above-mentioned claims, essentially does not have preliminary buoyancy and is water-resistant. When a catamaran with a small linear area is sailing on a sea surface with severe waves at a high speed of 40 knots or more compared to the conventional sailing speed, it is recommended to have a horizontal rudder under the water surface at least in the bow and stern parts of the lower hull. The vertical motion of the ship is quickly absorbed by the lifting force generated by operating the horizontally movable blades of the horizontal rudder, and the horizontal motion of the hull due to waves is resolved at least as soon as possible before the horizontal rudder becomes effective. The vertical rudder installed under the water at the bow of the ship prevents this and enables high-speed navigation with as little turbulence as possible, making it fully functional as a large catamaran with a large transport capacity. Technical measures have been taken to make this possible.

<Example> Next, an example of the invention of this application will be described below based on the drawings.

In the aspect of the basic embodiment according to the invention of this application shown in FIG. 1.3, 1 is a lower hull that is underwater, 2 is an upper hull, 3 is a strut that vertically connects both the lower hull 1 and the upper hull 2, 4 is a horizontal rudder, and 5 is a vertical rudder, which forms a part of the gist of the invention of this application, and is provided at the bow portion of the lower hull 1 in this embodiment.

Further, 6 is a propulsion device, and WL is a waterline level when the catamaran 7 is sailing semi-submerged, that is, when the strut 3 penetrates the waterline and floats up.

The embodiment shown in FIG. 2 is a general embodiment of a catamaran in which the struts 3 have a sufficient waterline area, and the struts 3 have the ability to right themselves against vertical and horizontal hull inclinations using only the preliminary buoyancy of the struts 3. 7 shows the principle of the function of tilting laterally due to waves and then restoring.In catamarans of this general type, the rudder 5 is usually installed at the stern of the ship. However, in the catamaran boat 7 according to the invention of this application shown in FIG. 1, the struts 3 alone do not have the ability to right themselves. , the more it leans, the stronger the tendency to lean to the right becomes.

In this case, the lifting force of the horizontal rudder 4 is first used to restore the inclination.

When simultaneously tilting to the right, the normal maneuvering method is to turn the longitudinal rudder 5 to the right as shown on the right, shift the center of gravity to the right, and utilize the centrifugal force to the left that is generated when turning to the right. be.

However, the horizontal force generated in the longitudinal rudder 5 before the centrifugal force that causes the hull to turn to the right and tilt the hull to the left by the longitudinal rudder 5 is generated when the longitudinal rudder 5 is installed at the stern. This will further act as a moment that causes the ship to heel to the right, causing an extremely dangerous situation at the beginning of the rudder turn.

In a catamaran 7 equipped with a longitudinal rudder 5 at the bow of the embodiment shown in FIG. At the same time, the horizontal force of the vertical rudder 5 acts as a moment to tilt the ship to the left, and furthermore, in combination with the centrifugal force caused by the turning, it has a large effect to restore the ship to the left.

The embodiment shown in FIG. 4 is another embodiment in which a vertical rudder 5 is provided at the bow.

The embodiment shown in FIG. 5 is a mode of another embodiment in which the vertical rudder 5 is installed closer to the bow of the embodiment in FIG. 3, and the embodiment shown in FIG. FIG. 3 is a plan view of another basic embodiment of the invention.

While the embodiment shown in FIG. 3 is equipped with a vertical rudder 5 only near the bow, in the embodiment shown in FIG. Moreover, it is a mode in which both of the attached row 9 hulls 1.1 are equipped, and in these examples, an example of rudder operation when turning the ship's course to starboard is shown. be.

In the embodiment shown in FIG. 5, a longitudinal rudder 5 at the bow and a longitudinal rudder 5 at the stern are used to turn the course direction of the hull tilted to the right to bring the hull attitude to the right. ′ are both shown on the right, and the longitudinal rudder 5,
and 5' each have the ability to turn the ship.

However, the horizontal force R generated on the longitudinal rudder 5' at the stern
' L is a force pushing the hull to the left, and since this force is below the waterline, it acts as a moment that further tilts the hull to the right in relation to the center of gravity of the catamaran boat 7 of the invention of this application. In a ship that does not have self-righting ability, the ability to right the ship is basically extremely dangerous as described above, but in contrast, in the invention of this application, the horizontal The force RR acts as a moment for righting to the left when the ship takes starboard side when listing to the right, and is used to ensure stable righting performance of the catamaran ship 7, which does not have self-righting performance with only the reserve buoyancy of the struts 3. It is an element that contributes to extremely important functions.

As described above, in the invention of this application, the longitudinal rudder 5 near the bow has an important function and effect in order to suppress the lateral movement of the catamaran 7, and the longitudinal rudder 5' near the stern has a negative effect. However, depending on the design, a considerable effect can be achieved by combining the steering of the longitudinal rudder 5' closer to the stern and the longitudinal rudder 5 closer to the bow.

The embodiment shown in FIG. 6 is based on the basic embodiment shown in FIG. This shows another mode of steering operation, and in the mode of the embodiment shown in FIG.
In order to restore the ship's tilted attitude, both the longitudinal rudders 5.5' near the bow and near the stern were placed on the starboard side, whereas in the embodiment shown in FIG. It has been shown that by setting the longitudinal rudder 5 near the bow to the starboard side and the longitudinal rudder 5' near the stern to the port side, it is possible to combine both to achieve the same effects as in the above-mentioned embodiments. ing.

In the embodiment shown in FIG. 6, the rightward horizontal force R'R generated on the longitudinal rudder 5' near the stern, which is placed on the port side, is a force that pushes the hull to the right below the waterline. This force acts as a moment that restores the ship's attitude to the left as described above, but
In this case, if the horizontal force R'R of the stern longitudinal rudder is too strong compared to the horizontal force RR of the longitudinal rudder 5 near the bow, the hull will not turn right but will turn left.

Therefore, when the hull is tilted to the right, it is necessary to turn to the right, so care must be taken to steer the longitudinal rudder 5' to the left only at the beginning of the right turn.

The embodiment shown in FIG. 7 shows the mode of restoring action by the horizontal rudder 4 when the catamaran 7 is listed to the right. Lean more to the right WL-
When the waterline reaches R, there is a deviation in the line of action of the force passing through the center of gravity G and the center of buoyancy B, which acts as a moment that tilts the hull to the right, and as the hull tilts further, the deviation decreases. As they become more human, their tendency to become more inclined increases.

Therefore, when the MR moment acts on the hull and the hull tilts to the starboard, the horizontal rudder 4 installed on the starboard side is raised to generate a lifting force Fu, while the horizontal rudder 4 installed on the port side
A ship maneuvering mode is shown in which when the rudder is lowered to generate a descending force FD, a moment ML is generated that rotates the ship to the left and returns it to its original position.

The embodiment shown in FIG. 8 shows a mode in which the horizontal rudder 4, which is installed below the water surface at least in the bow and stern parts of the lower hull 1, is configured to completely pass between the left and right lower hulls 1.1. It is something that

The embodiment shown in FIG. 9 shows the restoring action of the vertical rudder 5 near the bow when the catamaran 7 is heeled to the right. When the ship is heeled to the right from WL to the waterline position WL-R, if the longitudinal rudder 5 near the bow is moved to starboard, a horizontal force RR is generated on the rudder surface, which causes the hull to shift to ML. A ship maneuvering mode is shown in which the moment ML in the left direction returns to normal.

The embodiment shown in FIG. 10 shows the operation mode when the catamaran 7 is heeled to the right and the longitudinal rudder 5' near the stern is set to starboard.

In this embodiment, when the hull is heeled to the right due to the starboard heel of the moment MR, when the vertical rudder 5' near the stern is moved to starboard, an R'L horizontal force is applied to the rudder surface that tilts the hull further to the starboard. The resulting maneuvering behavior is shown.

Incidentally, it goes without saying that the embodiments of the invention of this application are not limited to the above-mentioned embodiments.
5' is not limited to being installed only on the lower hull 1, but may also be installed in the center of the hull of the upper hull 2 other than the lower hull 1, or in the underwater part of a structure suspended from both sides. Various aspects can be adopted.

<Effects of the Invention> As described above, according to the invention of this application, basically, in the catamaran structure of the invention of this application, horizontally movable wings are provided below the water surface at least in the bow part and the stern part. This has the effect that when a catamaran with a small waterline area and inherently low reserve buoyancy is initially tilted due to wind and waves, the tilted state can be reliably restored to its original state. , it is possible to cope with vertical rocking, and by providing a vertical rudder at the bow or in addition to this, sideways rocking is reliably prevented, making it suitable for high-speed navigation in oceans such as the Pacific Ocean. This has the excellent effect of reducing turbulence to as little as possible and allowing a catamaran with excellent long-distance transport capacity to travel long distances as smoothly as possible at high speeds such as 40 knots or more. is conquered by Qin.

Therefore, by carrying out high-speed navigation at a high speed of 40 knots or more without interruption for a long period of time, it is especially important to
Accelerations of 2G or more are not frequently applied, so there is no physiological pain to the crew or passengers, and there is no damage to luggage or other onboard items, resulting in a comfortable and safe condition. This has the excellent effect of granting voyage.

[Brief explanation of the drawing]

The drawings are detailed explanatory diagrams of the invention of this application, and include Fig. 1,
Fig. 2 is a front view regarding the stability of the catamaran, Fig. 3 is a side view of the basic embodiment, Fig. 4 is a perspective view of the vertical rudder installed at the bow of the lower hull, and Fig. 5 The figure is a plan view of another embodiment, FIG. 6 is a plan view of another embodiment, FIG. 7 is a schematic rear view sectional view of the embodiment of FIG. 1, and FIGS. FIG. 10 is a schematic rear view cross-sectional view of still another embodiment. 1...Lower hull, 2...Upper hull, 3.
...Strut, 4...Horizontal rudder, 5.5'...
Longitudinal rudder, 6... Propulsion device, WL... Water line of the ship, WL-R... Water line when the ship is listed to the right, WL-L.
...Main line when the ship is heeled to the left, Fu...Climbing force generated when the horizontal rudder is turned up, Fo...Descent force generated when the horizontal rudder is turned down, G...Centre of gravity of the ship Point, B...Center of hull buoyancy, Bu...Upward buoyancy due to waves, BD...Downward buoyancy due to waves, MR...Heeling moment that causes the hull to list to the right, RR...Fore longitudinal rudder Horizontal force to the starboard that occurs when the stern rudder is placed to starboard, R' L...Horizontal force to the left that occurs when the stern rudder is placed to starboard, R' R...The stern rudder is placed to port. The horizontal force in the right direction that occurs when

Claims (2)

[Claims] (1) The lower hull below the water surface is connected to the upper hull above the water surface via a strut that penetrates the water surface, and the twin hull has a horizontal rudder that generates lifting force below the water surface at least at the bow and stern portions of the lower hull. A catamaran structure, characterized in that a longitudinal rudder for changing the course direction of the ship is installed at least below the water surface at the bow of the catamaran. (2) A catamaran with a horizontal rudder in which the lower hull below the water surface is connected to the upper hull above the water surface via a strut penetrating the water surface, and the lower hull generates lifting force below the water surface at least at the bow and stern parts of the lower hull. In this case, the structure is such that the reserve buoyancy of the struts alone does not have the ability to right itself against at least one of the vertical and horizontal inclinations of the ship, and the vertical rudder for changing the course direction of the ship is at least A catamaran structure characterized by being equipped below the water surface at the bow of the above-mentioned catamaran.