JPH0332993A - Composite supporting type super-high speed boat - Google Patents

Abstract

PURPOSE:To provided shallow draft for anchoring or the like without the use of a special driving device and enhance general purpose by pivotally supporting a strut so that it may oscillate freely between both upper and lower hulls, and changing automatically the clearance between both upper and lower hulls according to sailing conditions. CONSTITUTION:At the time of anchoring (a), the weight W of an upper hull 1 is supported by the respective buoyancy B1, B2 of both upper and lower hulls 1, 2, where a strut 3 which is pivotally supported so that it may oscillate freely between the upper and lower hulls 1, 2 is made incline by the downward force consisting of W-B1 and the upward force consisting of buoyancy B2. At the time of sailing (c), the thrust T by a water jet 5 works toward the front of the upper hull 1, and the strut 3 begins to erect because hull resistance R works upon the lower hull 2. Then the strut 3 erects approximately with the increase of boat speed, and the lift L of a hydrofoil 4 cooperates with the buoyancy B2 of the lower hull 2 to make the upper hull 1 float on the surface of water WL.

Description

[Detailed Description of the Invention] [Field of Industrial Application] This invention relates to an ultra-high-speed ship, and more specifically to a composite support type ship in which the ship is supported by both the lifting force of hydrofoils and the buoyancy of a lower hull. Regarding super-fast ships.

[Conventional technology]

In recent years, as the need for faster transportation on land, sea, and air has increased, passenger ship routes on inland seas and remote islands are no exception.
We are entering a period of major change, with the aim of improving services with an emphasis on comfort and speed. Recently, ultra-high-speed passenger ships have appeared in Japan that support the entire weight of the ship using hydrofoils at high speeds and travel at ultra-high speeds using water jet propulsion to meet the needs of the passenger sector.

On the other hand, in the field of dedicated freight transportation, the need for ultra-high-speed transportation is increasing, similar to the above, in order to deliver large quantities of fresh foods (vegetables, marine products, etc.) and electronic components to areas of demand on the same day. There is. Conventionally, such perishable products are often handled as air cargo when transporting in large quantities to prevent deterioration of freshness, but even with a cargo-only aircraft, the weight of such products is only a few tens of tons at most. It is not possible to respond to recent trends in large-volume cargo movements.

On the other hand, in recent years, precision equipment parts such as electronic parts are produced in countries relatively close to Japan, such as Southeast Asia and Taiwan, where labor is cheap, and the method of reimporting them back to Japan to produce finished products has become popular. It has become to. In this case, in order to reduce the amount of inventory as much as possible for management reasons, there is a strong desire to obtain the parts necessary for the production of electronic equipment parts etc. in a timely manner in the required quantity. There is.

However, conventional high-speed cargo (container) ships cannot meet the demands for large-volume, ultra-high-speed transportation as described above because they take too many days to transport, and air transportation has weight limitations and transportation costs. This has caused the inconvenience of being relatively expensive and affecting production costs.

Furthermore, even if an ultra-high-speed cargo ship similar to the above-mentioned ultra-high-speed passenger ship is adopted, there will naturally be a limit to its carrying capacity if the ship's weight is supported entirely by the lifting force of the hydrofoils. For example, if we were to design a cargo ship of this type with a payload of several hundred tons, it would require huge hydrofoils, which is said to be impossible.

Therefore, as shown in Figure 5 (a) side view and (middle) front view of the hull, the hull is composed of an upper hull 1 and a lower hull 2, and struts 3 are fixed at the front and rear of the gap between the hulls. and provide
Furthermore, a composite support type ship in which hydrofoils 4 are protruded from both sides of the lower hull 2 has been proposed (for example, Japanese Patent Laid-Open No. 61-5
(See Japanese Utility Model Publication No. 4382 and Japanese Utility Model Application Publication No. 102693/1983). Here, the composite support type refers to a type of intermediate type in which the weight of the vessel is supported by both the buoyancy of the lower hull 2 and the lifting force of the hydrofoils 4 when the vessel is traveling at ultra-high speed. In other words, as shown in Fig. 5, this composite support type ultra-high-speed ship sails with a dl stutter (hereinafter referred to as
This running state is referred to as "boat speed"), and when the boat reaches high speed, it floats up due to the lift of the hydrofoils 4 and sails with a hiccup of dl (this sailing state is hereinafter referred to as "wing running").

[Problem to be solved by the invention]

In the case of such a composite support type ultra-high-speed ship, the amount of water generated at boat speed or when the ship is stopped at the berth must be inherently large due to its structural characteristics. This is because the upper hull 1 is made as high as possible above the stuttering water dl during wing running to ensure running stability. In other words, this is because the distance between the upper hull 1 and the lower hull 2 is large.

Therefore, when the boat speeds in the port or when the ship stops at the berth, the water becomes deep (dz water), so there are naturally restrictions on the ports and routes that such composite support type ultra-high-speed ships can enter and navigate. This is a factor that impedes the usefulness and versatility of the intermediate type.

As described above, one of the major and essential issues for multi-support type ships is the shallowness of the water at boat speed or when the ship is stopped at a berth, and this is one of the reasons that prevents the practical use of this type.

In addition, if perishable cargo and electronic parts, which require rapid transportation in large quantities, can be transported from air transport to sea transport, it will be an opportunity to revitalize the shipbuilding industry. There is a strong need for practical application.

The purpose of the present invention is to easily solve the above-mentioned essential technical problems in a composite support type ultrahigh-speed ship by configuring struts to swing (rotate) freely, and to put such a composite support type ultrahigh-speed ship into practical use. The objective is to contribute to the development of the technology and at the same time enhance its usefulness, versatility, etc.

[Means for Solving the Problem] In order to achieve the above object, the composite support type ultra-high-speed ship of the present invention has the following features:
In a composite support type ship that has a hull consisting of an upper hull and a lower hull, and supports the hull by both the buoyancy of the lower hull and the lifting force of hydrofoils during high-speed cruising, a strut is provided between the upper hull and the lower hull. It is characterized in that it is pivotally supported so that it can swing freely, and the distance between the upper hull and the lower hull automatically changes depending on the sailing state.

[Function] In the above configuration, when the ship is stopped, the upper hull is in a state of landing on the water, and the struts are at the most tilted position due to the buoyancy of the lower hull, and from the start of sailing to when the ship is sailing, the struts absorb the thrust acting on the upper hull. It oscillates (rotates) and stands up until the water resistance acting on the lower hull is balanced.

When the cruise ends and the ship stops, the lift force of the hydrofoils disappears, so the upper hull lands on the water, and at the same time, the hull resistance acting on the lower hull decreases, so the struts swing (rotate) and tilt again. The above actions are a distant relative of shallow water.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a perspective view of a composite support type ultra-high-speed ship according to the present invention, viewed from the bottom direction.

In the figure, ■ indicates an upper hull, 2 indicates a lower hull, 3 indicates a strut, 4 indicates a hydrofoil, and 4A indicates a flap. In addition, 5 is the water jet outlet, 6 is the superstructure, and F is the bow (
(section), A indicates the stern (section).

As shown in FIG. 1, the composite support type intermediate type includes an upper hull 1, struts 3 with a wing-shaped cross section arranged front and rear in the center of the bottom of the ship, and an upper hull 1 attached to the lower ends of the front and rear struts 3. A torpedo-shaped lower hull 2 that is approximately the same length as the lower hull 2.
It mainly consists of hydrofoils 4 that project approximately horizontally on both sides at the strut position. Each of the hydrofoils 4 is provided with a plurality of flaps 4A for controlling the attitude of the ship. During navigation, water is sucked in from an inlet (not shown) provided near the lower end of the strut 3 at the rear, and is injected at high speed from the water jet outlet 5 provided at the stern end, giving the hull forward thrust. It is now possible to obtain

In the case of the present invention, both ends of the struts 3 are pivotally connected to the upper hull 1 and the lower hull 2 so as to be swingable (rotatable). 8 is a supporting shaft for its rotation. Furthermore, in order to allow the struts 3 to swing, recesses 7 are formed in the upper hull 1 and the lower hull 2, which are elongated holes in a plan view.

FIG. 2 is a sectional view of a main part of the pivoting portion of the strut 3. As mentioned above, a recess 7 (see Fig. 1) is appropriately provided in the upper hull l, and a bearing 9 is installed in the hull structure IA of this recess 7.
is the provision. And this bearing 9 has strut 3
A support shaft 8 provided at the top is pivotally mounted. Note that 10 is a sealing member, and 11 is a cleat (fixing means) for maintaining the position of the strut 3 in the upright state.

This cleat 11 is constructed of a wedge cylinder, and is adapted to be extended and inserted into the locking hole 11a of the strut 3.

The above-mentioned pivot structure is almost the same for the lower hull 2, so its description will be omitted.

On the other hand, FIG. 3 shows the shape of the longitudinal section of the recessed portion. In the state S1 in which the strut 3 is raised, the rear portion of the strut 3 comes into contact with a stopper portion 1a formed in the hull structure 1A. In addition, in the rocking and tilting state S2, the front part of the strut 3 is connected to the hull structure lA.
It comes into contact with a stopper part 1b at the front part of.

In other words, the hull structure IA plays the role of a stopper, thereby regulating the movement of the struts 3.

Next, the operation of the composite support type super high-speed ship having the above-mentioned configuration will be explained with reference to FIGS. 4(a), (b), and (c).

(When stationary) The weight W of the upper hull is supported by the buoyant force B1 of the upper hull and the buoyant force B2 of the lower hull, but the struts tilt due to the downward force of W-B and the upward force of buoyant force B2. (Figure (a)). This is because the positional relationship between the line of action of WB+ and buoyant force B2 is as shown in this diagram, with the former at the rear and the latter at the front, so the strut 3 is always biased in the direction of inclination when the ship is stopped, etc. .

(From the start of sailing to the time of sailing) When sailing starts, the thrust force T from the water jet acts on the upper hull 1 in the forward (bow) direction, while on the other hand, the hull resistance R acts on the upper hull 2, so these forces As a result, a force couple acts on the strut 3, and the strut 3 becomes upright. In this case, if the forces of thrust T and hull resistance R are insufficient, the lifting force of the hydrofoil 4 can be made to work downward by flap control (
Figure (b)).

As the ship's speed increases further, the struts 3 become almost upright, and after the space between the upper hull 1 and the lower hull 2 reaches a predetermined position, the increased lifting force acting on the hydrofoils 4 is applied to the lower hull 2. The upper hull L floats above the water surface WL in conjunction with the buoyancy of the water, forming a so-called wing running state (Figure (C)).
. In this case, the weight W of the upper hull 1 is the buoyancy force B of the lower hull 2.
Since the strut 3 is located behind the line of action of the strut 2, the strut 3 is always biased to tilt, so that when the speed becomes low, the strut 3 quickly becomes tilted, that is, shallow water is achieved.

(End of sailing ~ Stopping the ship) When the ship speed decreases, the lift force of the hydrofoils 4 disappears, so the relationship between gravity and buoyancy, etc., that is, the thrust force T decreases, and the hull resistance R applied to the lower hull 2 also decreases. Therefore, the struts 3 are tilted by the buoyant force B2 of the lower hull 2 and the gravity W of the upper hull 1, and the upper hull 1 automatically lands on the water to reach the boat speed (Figure (a)).

As described above, by effectively utilizing the effects of buoyancy, gravity, thrust, and hull resistance, the struts 3 can be automatically raised or tilted to change depending on the sailing state. Therefore, no drive device is required for rotating the struts 3.

〔Effect of the invention〕

As explained above, according to the present invention, the struts of the composite support type ultra-high-speed ship are configured to be movable (rotatable), so that the distance between the upper hull and the lower hull is automatically adjusted according to the sailing state. As a result, it is possible to easily achieve shallow water at boat speed or when the boat is stationary, and as a result, wide range of use of this type can be expected.

By making good use of natural forces such as buoyancy, gravity, and hull resistance, there is no need for any drive device for strut rocking, contributing to the weight reduction that is originally required for such high-speed ships. I can do it.

[Brief explanation of drawings]

1 to 4 are drawings for explaining the present invention in detail, in which FIG. 1 is a perspective view of a composite support type ultra-high-speed ship according to the present invention viewed from the bottom direction, and FIG. 2 is a strut FIG. 3 is an explanatory diagram of the stopper mechanism of the strut, and FIGS. 4(a), (b), and (C) are explanatory diagrams of the operation of the strut. FIGS. 5(a) and 5(b) are explanatory diagrams of conventional composite support types. DESCRIPTION OF SYMBOLS 1... Upper hull, 2... Lower hull, 3... Strut, 4... Hydrofoil, 5... Water jet spout, 7... Recess, 8... Support shaft. Fig. 2 1 Fig. 4 Fig. 4 (a) Fig.

Claims (1)

[Claims] In a composite support type ship that has a hull consisting of an upper hull and a lower hull, and supports the hull by both the buoyancy of the lower hull and the lifting force of hydrofoils during high-speed cruising, a strut is provided between the upper hull and the lower hull. A composite support type ultra-high-speed ship, characterized in that the space between the upper hull and the lower hull changes automatically according to the cruising conditions.