KR20230143097A - Ship - Google Patents

Abstract

We provide ships and control devices that can improve propulsion efficiency in this category.
As the first buoyancy body 3A and the second buoyancy body 3B move upward from the bottom of the ship, their resistance in water increases. Therefore, in the first buoyancy body 3A on the right side where the main hull 2 is tilted, a portion with high resistance on the upper side is also disposed in the water. Meanwhile, in the second buoyancy body 3B on the left, the upper portion with high resistance protrudes from the water surface. As a result, as shown in Figure 3(b), the resistance force RF2 due to the second buoyancy body 3B on the left side decreases, and the resistance force RF1 due to the first buoyancy body 3A on the right side increases. This difference in resistance can offset the leftward turning moment (MT) caused by the main hull 2 tilting to the right. Therefore, it is possible to cope with turning due to turning moment MT regardless of the operation of the rudder 15, which reduces propulsion efficiency.

Description

SHIP{SHIP}

This application claims priority based on Japanese Patent Application No. 2022-062501 filed on April 4, 2022. The entire contents of the application are incorporated by reference into this specification.

The present invention relates to ships.

Recently, in order to reduce GHG gases such as CO ₂ , ships that generate thrust using renewable energy such as wind power have been known. For example, the ship described in Patent Document 1 is equipped with a wind propulsion unit on the hull that propels the hull by wind power, in addition to a propeller using a propeller.

Patent Document 1: Japanese Patent Publication No. 2020-45018

Here, when a large ship uses a wind power propulsion unit, the hull may be tilted and the hull may turn. In this case, the turn was handled by operating the rudder (check helm). However, there was a problem that the promotion efficiency of the category was lowered due to the resistance of the book Helm.

The present invention has been made to solve such problems, and its purpose is to provide a ship and a control device that can improve propulsion efficiency in extreme conditions.

The ship according to the present invention includes a main hull, a first buoyancy body that is provided on both sides of the ship width direction with respect to the hull and generates buoyancy by being placed in the water, and a second buoyancy body, and a wind force that propels the hull by wind power. It is provided with a propulsion unit, and the resistance force in water increases as the first buoyancy body and the second buoyancy body move upward.

The ship according to the present invention is provided on both sides of the main hull in the width direction and has a first buoyancy body and a second buoyancy body that generate buoyancy by being placed in the water. As a result, the attitude of the entire ship when sailing is stabilized. Additionally, when the entire ship is tilted to one side of the width direction during sailing, the portion of the buoyancy body on one side that is disposed in the water increases, and the portion of the buoyancy body on the other side that is disposed in the water decreases. Here, as the first buoyancy body and the second buoyancy body move upward from the bottom of the ship, the horizontal cross-sectional area of the buoyancy body increases, so the deeper the buoyancy body sinks, the greater the resistance in water. Therefore, in the buoyancy body on one side where the ship is tilted, the portion with high resistance above is also disposed in the water. On the other hand, in the buoyancy body on the other side, the upper portion with high resistance protrudes from the water surface. As a result, a difference in resistance occurs on both sides of the ship's width direction. This difference in resistance can offset (eliminate) the turning moment caused by the ship's tilt. Therefore, turning can be handled without resorting to key manipulation, which reduces propulsion efficiency. From the above, the propulsion efficiency in the range can be improved.

The inner surface of the first buoyancy body and the second buoyancy body in the ship width direction may be inclined toward the inside in the ship width direction as it faces upward. When a ship docks at a quay, it is desirable that the outer surface in the width direction be as parallel as possible in the forward and backward and vertical directions. Therefore, by sloping the inner surfaces of the first buoyancy body and the second buoyancy body toward the upper side, the resistance in water can be increased.

The wind power propulsion unit may propel the ship by rotating the rotor sail. Since rotor sails need to receive wind from the width direction in order to obtain forward thrust, the ship is prone to tilting. Therefore, the effect of offsetting the turning moment by the above-mentioned first and second buoyancy bodies becomes more noticeable.

According to the present invention, it is possible to provide a ship and a control device that can improve propulsion efficiency in sailing.

1 is a schematic diagram showing an example of a ship according to an embodiment of the present invention.
Figure 2(a) is a diagram explaining the principle of a rotor sail, and Figure 2(b) is a plan view of the ship.
Figure 3 is a schematic diagram for explaining the operation and effect of the ship of this embodiment.
Figure 4 is a schematic diagram showing a ship according to a modified example.
Figure 5 is a schematic diagram showing a ship according to a modified example.
Figure 6 is a diagram showing a wind power propulsion unit of a ship according to a modified example.

Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. However, in the following description, the terms “front” and “rear” correspond to the moving direction of the hull, and the terms “left” and “right” refer to the width direction based on the hull when viewed from the rear to the front. It corresponds, and the terms “up” and “down” correspond to the up and down directions of the hull.

1 is a schematic diagram showing an example of a ship according to an embodiment of the present invention. Figure 1(a) is a view of the ship 1 seen from the rear. Figure 1(b) is a view of the ship 1 seen from the right side. Figure 1(c) is a view of the ship 1 viewed from below. The ship 1 is, for example, a large cargo ship such as an automobile carrier or a container ship. However, the ship 1 is not limited to a large cargo ship, and may be various types of ships such as passenger ships and car ferries. As shown in FIG. 1, the ship 1 includes a main hull 2, a first buoyancy body 3A, a second buoyancy body 3B, and a wind power propulsion unit 10.

The main hull 2 extends forward and backward. The main hull 2 has a lower structure 2A partially placed in the water, and a superstructure 2B provided on the lower structure 2A. The lower structure 2A has side surfaces 2Aa and 2Ab extending approximately vertically in the vertical direction on both sides of the line width direction, and a bottom surface 2Ac extending horizontally from the bottom. As for the lower structure 2A, a part of the bottom 2Ac side is placed underwater, and a part of the upper side protrudes from the water surface WF.

The upper structure 2B is provided at the upper end of the lower structure 2A so as to protrude outward in the line width direction than the lower structure 2A. The superstructure 2B has an upper surface 2Ba and a lower surface 2Bb extending in the horizontal direction. The superstructure 2B is a part disposed above the water surface WF. As shown in Figure 1 (b) and Figure 1 (c), the length of the lower structure 2A and the upper structure 2B in the front-back direction are approximately the same, but the length of the lower structure 2A ) and the length of the upper structure 2B in the anteroposterior direction may be different.

As shown in FIG. 1(a), the first buoyancy body 3A and the second buoyancy body 3B are provided on both sides of the main hull 2 in the width direction, and are disposed in the water to provide buoyancy. It is the absence that causes it. The first buoyancy body 3A and the second buoyancy body 3B are provided on a portion of the lower surface 2Bb of the upper structure 2B that protrudes outward in the width direction than the lower structure 2A. The first buoyancy body 3A and the second buoyancy body 3B extend downward from the lower surface 2Bb of the superstructure 2B. The first buoyancy body 3A is disposed on the right side with respect to the lower structure 2A. The second buoyancy body 3B is disposed on the left side with respect to the lower structure 2A. As shown in Fig. 1(b) and Fig. 1(c), the first buoyancy body 3A and the second buoyancy body 3B are located at a location near the center of the main hull 2 in the forward and backward directions. It is prepared.

Since the horizontal cross-sectional area of the first buoyancy body 3A and the second buoyancy body 3B increases upward from the bottom of the ship, the resistance in water increases. The resistance force is the resistance force of water acting on the buoyancy bodies 3A and 3B when the ship 1 is propelling in a predetermined direction. For example, when the ship 1 is propelling forward, a rearward resistance force RF acts on the buoyancy bodies 3A and 3B (see Fig. 1(b)). The resistance generated by the first buoyancy body 3A and the second buoyancy body 3B when placed in water is small near the bottom and increases toward the upper position.

As shown in Fig. 1(a), a horizontal surface SF is set at a predetermined height for the first buoyancy body 3A and the second buoyancy body 3B. The larger the cross-sectional area of the horizontal surface (SF), the greater the resistance when placed underwater. Accordingly, the cross-sectional area of the first buoyancy body 3A and the second buoyancy body 3B in the horizontal surface SF increases as the horizontal surface SF moves from the lower end side to the upper end side.

In this embodiment, the first buoyancy body 3A and the second buoyancy body 3B have a shape where the lower end side is tapered when viewed from the front-back direction. Specifically, the inner surface 3a of the first buoyancy body 3A and the second buoyancy body 3B in the ship width direction is inclined so as to face upward and inward in the ship width direction. However, the inner side surface 3a of the first buoyancy body 3A is arranged to face the right side side 2Aa of the lower structure 2A while being spaced apart in the line width direction.

The inner surface 3a of the second buoyancy body 3B is arranged to face the left side surface 2Ab of the lower structure 2A while being spaced apart in the width direction. The outer surface 3b of the first buoyancy body 3A and the second buoyancy body 3B in the ship width direction is inclined upward and toward the inside in the ship width direction. The dimension in the line width direction between the inner surface 3a and the outer surface 3b in the horizontal surface SF increases as the horizontal surface SF moves from the lower end to the upper end. However, as shown in Figure 1 (b), when viewed from the ship width direction, the sizes of the first buoyancy body 3A and the second buoyancy body 3B are approximately constant in the vertical direction, but It can be larger towards the top.

The wind power propulsion unit 10 is a mechanism that propels the main hull 2 by wind power. In this embodiment, a rotor-type wind power propulsion mechanism is adopted as the wind power propulsion unit 10. A plurality of wind power propulsion units 10 (two here) are provided so as to be arranged in the front-back direction on the upper surface 2Ba of the superstructure 2B. As shown in Figure 2 (a), the wind power propulsion unit 10 is provided with a cylindrical rotor sail 31 extending in the vertical direction and an electric motor 32 that rotates the rotor sail 31.

When the wind (WD) blows from the lateral side with respect to the rotor sail (31), the direction of rotation of the rotor sail (31) and the direction of the wind (WD) are opposite to each other at the rear side, and the direction of rotation of the rotor sail (31) is opposite to that of the rotor sail (31) at the front side. The direction of the wind (WD) matches. As a result, a pressure difference occurs before and after the rotor sail 31, thereby generating forward thrust PF (Magnus effect). As shown in (b) of FIG. 2, when the wind (WD) blows from the lateral side with respect to the main hull 2, the main hull 2 moves forward due to the thrust PF of each wind power propulsion unit 10. Proceed with

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

The ship according to the present invention is provided on both sides of the main hull in the width direction and has a first buoyancy body and a second buoyancy body that generate buoyancy by being placed in the water. As a result, the attitude of the ship 1 when sailing is stabilized.

Here, as shown in FIG. 3, when wind WD blows from the side toward the ship 1, lift is generated in the wind power propulsion unit 10. The center of the sum of these lift forces is called the Center of Effort (CE). As shown in FIG. 3(b), the entire thrust PF of the ship 1 is generated at the lifting center CE. Here, the height position of the center of lift (CE) is set at a higher position than the main hull 2 (see Fig. 3(a)). For this reason, the wind WD becomes strong and the entire main hull 2 and the wind power propulsion unit 10 are inclined as if inclined with respect to the horizontal direction. Specifically, since the wind is received from the port side, the main hull 2 is tilted as if floating relative to the starboard side. Therefore, the center of lift (CE) is shifted to the right, and the thrust (PF) of the entire ship 1 is generated at a position that is shifted to the right of the center position of the main hull 2 (see Figure 3 (b)). In this case, even though the rudder 15 is not operated, a turning moment MT that causes the main hull 2 to turn to the left is generated. When the rudder 15 is bent to avoid turning of the main hull 2 by offsetting this turning moment (MT) (see the rudder 15 in the imaginary line in (b) of FIG. 3), the rudder 15 The resistance increases and the ship 1 slows down.

In contrast, as shown in Figure 3 (a), when the main hull 2 is tilted to the right in the width direction during sailing, the portion of the first buoyancy body 3A on the right side disposed in the water increases, The portion of the second buoyancy body 3B on the left side disposed in the water is reduced. Here, as the first buoyancy body 3A and the second buoyancy body 3B move upward, their resistance in water increases. Therefore, in the first buoyancy body 3A on the right side where the main hull 2 is tilted, a portion with high resistance above is also disposed in the water. Meanwhile, in the second buoyancy body 3B on the left, the upper portion with high resistance protrudes from the water surface.

Accordingly, as shown in FIG. 3(b), the resistance force RF2 due to the second buoyancy body 3B on the left side decreases, and the resistance force RF1 due to the first buoyancy body 3A on the right side increases. In this way, a difference in resistance occurs on both sides of the main hull 2 in the width direction. Since the resistance force on the right (RF1) is greater than the resistance force on the left (RF2), when both are combined, a resistance force that suppresses turning to the left is generated. This difference in resistance can offset the leftward turning moment (MT) caused by the main hull 2 tilting to the right. Accordingly, it is possible to cope with turning due to turning moment MT without having to operate the rudder 15, which reduces propulsion efficiency. From the above, the propulsion efficiency in the range can be improved.

The inner surface 3a of the first buoyancy body 3A and the second buoyancy body 3B in the ship width direction may be inclined toward the inside in the ship width direction as it faces upward. When the ship 1 docks at the quay wall, it is desirable that the outer surface 3b in the ship width direction be as parallel as possible in the forward and backward and up and down directions. Therefore, by sloping the inner surfaces 3a of the first buoyancy body 3A and the second buoyancy body 3B toward the upper side, the resistance in water can be increased. In the present embodiment, the outer surface 3b is also inclined, but by tilting the inner surface 3a, the amount of inclination of the outer surface 3b can be suppressed.

The wind power propulsion unit 10 may propel the main hull 2 by rotating the rotor sail 31. Since the rotor sail 31 needs to receive wind from the width direction in order to obtain forward thrust, the main hull 2 is prone to tilting. Therefore, the effect of offsetting the turning moment MT of turning by the above-mentioned first buoyancy body 3A and second buoyancy body 3B becomes more noticeable.

The present invention is not limited to the above-described embodiments.

The shapes of the first buoyancy body 3A and the second buoyancy body 3B are not limited to the above-described embodiments. For example, as shown in Fig. 4(a), the outer surfaces 3b of the first buoyancy body 3A and the second buoyancy body 3B may extend in parallel in the vertical direction. On the other hand, the inner surfaces 3a of the first buoyancy body 3A and the second buoyancy body 3B may be inclined toward the inside in the ship width direction as they go upward. In the configuration shown in Figure 4 (a), the outer surface 3b is a plane extending in the vertical direction, so it can be suitably docked against the quay wall.

The number of first buoyancy bodies 3A and second buoyancy bodies 3B is not particularly limited. For example, as shown in Fig. 4(b) and Fig. 4(c), two pairs of first buoyancy bodies 3A and second buoyancy bodies 3B may be provided in the front-back direction. Moreover, the number of the first buoyancy bodies 3A and the second buoyancy bodies 3B may be three or more pairs. However, the numbers of the first buoyancy bodies 3A and the second buoyancy bodies 3B do not have to be the same, but if they are the same, the main hull 2 can be more easily balanced.

As shown in Fig. 5, the blade portion 40 may be provided between the first buoyancy body 3A and the lower structure 2A, and between the second buoyancy body 3B and the lower structure 2A. The blade portion 40 connects the lower end of the first buoyancy body 3A and the lower end of the lower structure 2A. Additionally, the blade portion 40 connects the lower end of the second buoyancy body 3B and the lower end of the lower structure 2A. In this case, the blade unit 40 generates upward lift in water. Thereby, the blade part 40 can shallowen the draft of the main hull 2 and the buoyancy bodies 3A, 3B, and can reduce resistance in water.

The wind power propulsion unit 10 is not limited to a rotor sail, and is not particularly limited as long as it can propel the ship 1 by wind power, such as a normal sail or kite. For example, as the wind power propulsion unit 10, a cloth as shown in Figure 6 (a) and Figure 6 (b) may be installed on the upper deck of the ship, and Figure 6 (c) A steel band as shown in may be installed on the upper deck of a ship, and a kite as shown in (d) of Figure 6 may be installed on the upper deck of a ship. Additionally, a plurality of these sails, kites, etc. may be installed on the upper deck.

The structure of the main ship body 2 is not limited to that shown in FIG. 1, and may be changed as appropriate depending on the intended use.

One… Ship
2… Main hull
3A… first buoyancy body
3B… second buoyancy body
10… Wind Propulsion Department
31… rotor sail

Claims (3)

Main vessel,
A first buoyancy body and a second buoyancy body provided on both sides of the main hull in the width direction and generating buoyancy by being placed in the water;
It is provided with a wind propulsion unit that propels the main hull by wind power,
A ship in which resistance in water increases as the first buoyancy body and the second buoyancy body move upward from the bottom of the ship. According to paragraph 1,
A ship in which the inner surface of the first buoyancy body and the second buoyancy body in the ship width direction is inclined so as to face upward and toward the inside in the ship width direction. According to claim 1 or 2,
A ship in which the wind power propulsion unit propels the main hull by rotating a rotor sail.