JPH0449036Y2 - - Google Patents

Description

[Detailed description of the invention] [Field of industrial application] The present invention relates to a ship maneuvering device that improves ship maneuvering performance when a ship is sailing, and in particular, a ship maneuvering device that can avoid an increase in hull resistance when the ship is not maneuvering. Regarding.

[Conventional technology]

Conventionally, it has been used as a ship maneuvering device to improve port maneuverability such as berthing and landing, lateral movement, and on-the-spot turning in car ferries, or to improve workability in maintaining a set course in cable-laying ships. Some are equipped with side thrusters.

A conceptual diagram of this side thruster is shown in FIG.
In FIG. 4, 1 is the main hull, 5 is a side thruster, and 6 is an impeller which is a main component of the side thruster. The impeller 6 has a rotation axis in the width direction of the ship. In side thruster 5, impeller 6
By rotating, the thrust required for maneuvering the ship is
Ts occurs in the starboard or port direction.

By the way, in a normal ship, the propeller and rudder are arranged at the stern, so it is relatively easy to move the ship sideways mainly from the stern.
It is difficult to move the bow of the ship laterally using these stern propellers and rudders. Therefore,
There are many examples in which a side thruster is installed in the bow section and used as a bow thruster to move the bow section laterally.

[Problem that the invention attempts to solve]

However, with the above-mentioned side thrusters, sufficient thrust is generated at low speeds or when the ship is stationary to obtain the desired maneuvering force, but when the ship speed increases to a certain extent, the effective thrust decreases and it becomes impossible to obtain the desired maneuvering force. . The ship speed at which the effective thrust of the side thrusters decreases varies considerably depending on the ship type and motion, but is generally said to be 5 knots (=2.6 m/sec).

The cause of this decrease in effective thrust will be explained with reference to FIG. In FIG. 5, 1 is the main hull, 2 is the propeller, 3 is the rudder, and 7 is the bow thruster. Also, the arrow Ts shows the impeller thrust, and the other arrows show the water flow toward the main hull 1. The example shown in Fig. 5 is
This is a case where the impeller of the bow thruster 7 is rotated so that the impeller thrust force Ts is generated in the starboard direction.

The water flow near the bow thruster 7 is sucked in near the starboard opening and ejected near the port opening.
Since such a flow caused by the bow thruster 7 overlaps with the uniform flow around the moving ship, the flow velocity on the port side becomes relatively large and the flow velocity on the starboard side becomes relatively small compared to when the thruster is not driven. .

In terms of fluid mechanics, when the flow velocity is high, the pressure is low;
The pressure is high when the flow velocity is low. In other words, the port side of the main hull 1 has a low pressure, and the starboard side has a high pressure.

Therefore, when there is a forward speed, the force ΔY _H induced on the hull by the thruster jet is in the port direction,
Since it acts in the opposite direction to the impeller thrust force Ts, this force ΔY _H reduces the effective thrust force.

This reduction in effective thrust due to the influence of cruising speed causes deterioration in ship maneuverability, which has become a problem.

Therefore, in order to solve the above problems,
A ship maneuvering device as shown in FIG. 6 can be considered.

This ship maneuvering device is located at the bow of the main hull 1.
It is equipped with a rotating cylinder 4 that receives a relative water flow from the front when the hull moves forward, and the axis of rotation of the rotating cylinder 4 is set in a substantially vertical direction, so that the rotating cylinder 4 can be rotated in either forward or reverse directions. Rotation drive mechanism 8
is provided.

In FIG. 6, reference numeral 9 indicates a bow valve, 11 indicates a free water surface (water surface), 12 indicates a rotation transmission shaft that connects the rotating cylinder 4 with the rotation drive mechanism 8, 14 indicates an upper deck of the bow section, and 15 indicates a rotation drive. The support plate on which the mechanism 8 is installed is shown.

This rotating cylinder-based ship maneuvering device uses a rotating cylinder 4 that is submerged almost vertically in the sea when the ship is moving forward.
By setting the direction of rotation and rotating the rotary cylinder 4 to the left or right, the cylinder and the hull receive a water flow from the front as the hull moves forward, and a lateral force is generated on the rotating cylinder 4. At the same time, the rotational flow from the rotating cylinder 4 acts on the water flow from the front,
A lateral force is also generated in the main hull 1 in the same direction as the lateral force generated in the rotating cylinder 4. Since these two lateral forces are combined and act on the bow, sufficient maneuvering force can be obtained during navigation.

However, although the ship maneuvering device shown in FIG. 4 is sufficiently effective in terms of ship maneuvering performance, mounting such a device on the bow itself causes an increase in hull resistance.

FIG. 7 is a graph showing this increase in hull resistance, where the vertical axis R shows the hull resistance and the horizontal axis V shows the ship speed. The solid line A is a ship not equipped with the above-mentioned rotating cylindrical ship maneuvering device, and the broken line B is a graph showing the ship's hull resistance increase. Vessels equipped with one ship handling device,
The dashed line C indicates a ship equipped with two of the same ship maneuvering devices.

Due to such an increase in hull resistance, when one or two of the above-mentioned rotating cylindrical ship maneuvering devices are installed, the propulsion performance deteriorates by about 10 to 30% compared to when no ship maneuvering device is installed.

Particularly during ocean voyages, there is little need to use a ship maneuvering device, so the problem of significant deterioration in fuel efficiency due to decreased propulsion performance is more prominent than the benefit of improved ship maneuverability.

This invention attempts to solve the above-mentioned problems, and can improve the ship's maneuverability during navigation, as well as prevent an increase in hull resistance when maneuvering is not required, thereby preventing deterioration of propulsion performance. The purpose of the present invention is to provide a ship maneuvering device that provides the following.

[Means for solving problems]

For this reason, the ship maneuvering device of the present invention has a rotatable cylinder in the bow part that can receive relative water flow from the front when the ship moves forward, and the cylinder can be rotated between a submerged state and an exposed state on the water surface. A cylinder position converting means capable of selectively changing the position to any one of the positions is provided, and the axis of rotation of the cylinder in the submerged state is set in a substantially vertical direction, and the rotational drive mechanism of the cylinder and the vertical axis of the cylinder are set. It is characterized by being provided with a reverse switching mechanism.

[Effect]

In the above-mentioned ship maneuvering device of the present invention, when a ship maneuver is required, the position of the cylinder is changed to a submerged state by the cylinder position converting means, and the cylinder, which is submerged almost vertically in the sea, is changed in the rotating direction through the forward/reverse switching mechanism. By setting and rotating it to the left or right, the cylinder and the hull receive water flow from the front as the hull moves forward, generating a lateral force on the cylinder, and at the same time, the rotational flow due to the cylinder Acting on the water flow from the front, a lateral force is generated in the hull in the same direction as the lateral force generated in the cylinder. These two
Two lateral forces act on the bow, causing the hull to turn or move laterally.

Further, when maneuvering the vessel is not necessary, the cylinder position converting means converts the position of the cylinder so that it is exposed above the water surface, and then sails.

〔Example〕

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Figures 1 and 2 show a ship maneuvering device as a first embodiment of the present invention, and Figure 1 is a side view thereof;
Fig. 2 is a schematic plan view of a ship equipped with this device to explain its operation, and Fig. 3 shows a ship maneuvering device as a second embodiment of the invention. FIG. 3b is a side view of the rotating cylinder in an exposed state, and FIG. 3b is a side view of the rotating cylinder in a submerged state.

The first embodiment of the present invention, as shown in FIG.
A flip-up rotating section 17 serving as a cylindrical position changing means is disposed at the tip of the upper deck 14 of the bow section of the hull 1, and a rotating cylindrical support body 8 with a rotational drive mechanism is coupled to the rotating section 17.

A rotation transmission shaft 12 is provided at the tip of the rotating cylindrical support 8.
A rotary cylinder 4 of a length that can be submerged in water to approximately the draft depth of the hull 1 is protruded through the vessel.

The rotating part 17 has its rotation axis oriented in the transverse direction of the hull 1, and is equipped with a flip-up rotation drive mechanism (not shown), and by rotating the rotating cylinder support 8, the rotating cylinder 4 is directed downward. A state submerged in water with its axis of rotation oriented almost vertically (as shown by the solid line in Figure 1), and a state exposed above the water surface 9 where the rotating cylinder 4 protrudes forward and its axis of rotation is oriented almost horizontally. (the state indicated by the chain line in FIG. 1).

The rotating cylinder support 8 is provided with a rotational drive mechanism 8a for rotating the rotating cylinder 4, and
It is also equipped with a forward/reverse switching mechanism (not shown).
The rotating cylinder 4 can be rotated in an appropriate direction.

Note that each drive mechanism and switching mechanism are all connected to a control system (not shown) inside the ship, so that their operations can be controlled from inside the ship.

Further, reference numeral 9 in FIG. 1 indicates a bow valve.

Since the ship maneuvering device according to the first embodiment of the present invention is constructed as described above, when it is necessary to maneuver the ship, the rotating part 17 is rotated to submerge the rotating cylinder 4, and then the rotating cylinder 4 is submerged in water. Rotate it in the appropriate direction.

The action of this rotating cylinder 4 will be explained with reference to FIG. In Fig. 2, numeral 2 indicates the propeller provided at the stern, 3 indicates the rudder provided behind the propeller 2, arrow Y _R c indicates the lateral force generated by the rotation of the rotating cylinder 4, and arrow ΔY _H indicates the lateral force induced on the hull 1, and the other arrows indicate relative water flow accompanying the navigation of the hull 1.

When the rotating cylinder 4 is rotated clockwise while the hull 1 is moving forward, the rotating cylinder 4 receives a uniform flow from the front, and the rotating cylinder 4 receives a lateral force Y _R c in the starboard direction due to the Magnus effect. arise.

On the other hand, in the uniform flow from the front, due to the clockwise circulation generated by the rotation of the rotating cylinder 4 at the bow, the flow velocity toward the starboard side is accelerated, and the flow velocity toward the port side is decelerated. On the starboard side, the flow velocity is high and the pressure is low, and on the port side, the flow velocity is low and the pressure is high.

As a result, the lateral force ΔY _H induced on the hull 1 is
It will be directed to the starboard direction in the same direction as the lateral force Y _R c generated on the rotating cylinder 4, and will act as a lateral force for maneuvering the ship.
Since ΔY _H can also be used in addition to Y _R c, sufficient ship maneuvering power can be obtained.

Therefore, by submerging the rotating cylinder 4 in water and navigating while adjusting the rotational direction and rotational speed of the rotating cylinder 4, a desired ship maneuvering force can be obtained even during navigation.

On the other hand, when maneuvering the ship is not necessary, the rotating part 17 is rotated to convert the rotating cylinder 4 to a position where it is exposed above the water surface.

This eliminates an increase in hull resistance and avoids a drop in propulsion performance. Especially when the need for ship maneuvering is low, such as when navigating in the ocean, it is possible to prevent a significant drop in fuel consumption. Operation costs can be improved.

Next, a second embodiment of the present invention will be described. As shown in FIGS. 3a and 3b, a support member 16 is provided protruding forward at the front end of the upper deck 14 along the hull centerline. A rotary cylindrical support body 18 with a rotational drive mechanism is attached to the support member 16 so as to be slidable in the vertical direction.

At the lower end of the rotating cylinder support 18, a rotating cylinder 4 having a length that can be submerged in water to approximately the draft depth of the hull 1 projects through the rotation transmission shaft 12 with its axis of rotation directed approximately vertically. It is set up.

The support member 16 is provided with a drive device (not shown) as a cylinder position changing means capable of sliding the rotary cylinder support body 18 in the vertical direction.
This drive device is constructed by, for example, providing a rack along the axial direction of the rotating cylindrical support 18, disposing a pinion that meshes with this rack on the support member 16, and rotating the pinion.
There are means for raising and lowering the 8.

When the rotating cylindrical support 18 is completely raised, the rotating cylinder 4 is exposed above the water surface as shown in FIG. 3a, and when the rotating cylindrical support 18 is completely lowered, as shown in FIG. 3b. Rotating cylinder 4
The amount of elevation of the rotating cylindrical support 18 is set so that the rotating cylindrical support 18 is almost entirely submerged in water. Further, the rotating cylindrical support body 18 includes a rotational drive mechanism 18a.
In addition, a forward/reverse switching mechanism (not shown) is also provided so that the rotating cylinder 4 can be rotated in an appropriate direction. Further, each mechanism is operated in the same manner as in the first embodiment.

The ship maneuvering device according to the second embodiment of the present invention is constructed as described above, and by appropriately raising and lowering the rotary cylinder support 18, the rotary cylinder 4 can be set to a submerged state or an exposed state above the water surface.

Therefore, the same functions and effects as in the first embodiment can be obtained.

[Effect of idea]

As described in detail above, according to the ship maneuvering device of the present invention, a cylinder is rotatably provided at the bow part of the ship and can receive a relative water flow from the front when the ship moves forward, and the cylinder can be moved between submerged state and above the water surface. A cylinder position converting means capable of selectively changing the position between the exposed state and the exposed state is provided, and the rotational axis of the cylinder in the submerged state is set in a substantially vertical direction, and the rotational drive of the cylinder is With a simple configuration that includes a mechanism and a forward/reverse switching mechanism for the cylinder mentioned above, it is possible to improve ship maneuverability during navigation, and prevent a decline in propulsion performance when maneuvering is not required, improving operating costs. There is an effect that can be used.

[Brief explanation of the drawing]

Figures 1 and 2 show a ship maneuvering device as a first embodiment of the present invention. Figure 1 is a side view of the device, and Figure 2 is a schematic diagram of a ship equipped with the device to explain its operation. FIG. 3 is a plan view of the second embodiment of the present invention.
Fig. 3a shows a ship maneuvering device as an example.
is a side view of the rotating cylinder in the exposed state;
Figure b is a side view of the rotating cylinder in a submerged state, and Figures 4 and 5 show the conventional ship maneuvering device. Figure 4 is its conceptual diagram, and Figure 5 is the same device explaining its operation. Figures 6 and 7 are schematic plan views of ships equipped with the device, and Figures 6 and 7 show the ship steering system proposed in the process of devising the present invention. Figure 6 is a perspective view of the device, and Figure 7 is a diagram of its hull resistance. It is a graph showing an increase. 1... Main hull, 2... Propeller, 3... Rudder, 4
... Rotating cylinder, 8 ... Rotating cylinder support with rotation drive mechanism, 8a ... Rotation drive mechanism, 9 ... Bow valve, 10 ... Bearing, 11 ... Free surface (water surface),
12... Rotation transmission shaft, 14... Upper deck, 16...
A support member provided with a slide drive mechanism as a cylinder position converting means, 17...a flip-up rotating section as a cylinder position converting means, 18...a rotating cylindrical support body with a rotation drive mechanism, 18a...a rotation drive mechanism.

Claims (1)

[Scope of utility model registration request] A rotatable cylinder is provided at the bow of the ship to receive relative water flow from the front when the ship moves forward.
Cylindrical position converting means capable of selectively converting the cylinder to either a submerged state or an exposed state above the water surface is provided, and the axis of rotation of the cylinder in the submerged state is set in a substantially vertical direction. A marine vessel maneuvering device, further comprising: a rotational drive mechanism for the cylinder; and a forward/reverse rotation switching mechanism for the cylinder.