Marine vessel
By placing a light source at the top of the wind power propulsion unit on vessels, the issue of navigation lights becoming obscured is resolved, ensuring continuous visibility of bow and stern lights when using wind power propulsion.
Patent Information
- Application Number
- JP2023155531
- Authority / Receiving Office
- JP · JP
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2023-09-21
- Publication Date
- 2025-04-03
AI Technical Summary
Vessels equipped with wind power propulsion units face the challenge of navigation lights on the stern side becoming invisible due to obstruction by the wind propulsion section, leading to simultaneous invisibility of bow and stern navigation lights.
A light source is positioned at the top of the wind power propulsion unit, ensuring it remains visible above the obstruction and functions as a stern navigation light, thereby maintaining visibility of both bow and stern navigation lights simultaneously.
This configuration prevents the navigation lights on the bow and stern from being simultaneously invisible when using a wind power propulsion unit, ensuring compliance with navigation safety standards.
Smart Images
Figure 2025047191000001_ABST
Abstract
Description
[Technical field]
[0001] The present invention relates to a ship. [Background technology]
[0002] In recent years, ships and other structures that generate thrust using renewable energy such as wind power have become known in order to reduce GHGs such as CO2. For example, the ship described in Patent Document 1 is equipped with a wind propulsion unit such as a hard sail on the hull that propels the hull by wind power, in addition to a propeller-based thruster. [Prior art documents] [Patent documents]
[0003] [Patent Document 1] JP 2020-45018 A Summary of the Invention [Problem to be solved by the invention]
[0004] At night, ships must be equipped with appropriate navigation lights according to their size and type to clearly indicate the ship's course and obstacles to other ships. Specifically, they must be equipped with navigation lights on the bow and stern, with the stern navigation lights positioned higher than the bow. In addition, when viewed from the sea, the bow and stern navigation lights must be visible at the same time without overlapping.
[0005] However, when a wind propulsion unit is provided on the hull as described above, the navigation lights on the stern side are hidden by the wind propulsion unit, which can cause a situation in which the navigation lights on the bow side and the navigation lights on the stern side are not visible at the same time. Therefore, when using a wind propulsion unit, it is necessary to prevent the occurrence of a situation in which the navigation lights on the bow side and the navigation lights on the stern side are not visible at the same time.
[0006] The present invention has been made to solve such problems, and aims to provide a ship that prevents a situation from occurring in which the navigation lights on the bow and the navigation lights on the stern are simultaneously invisible when a wind propulsion unit is used. [Means for solving the problem]
[0007] The ship of the present invention is a ship comprising a hull, a wind propulsion unit mounted on the hull and propelling the hull by wind force, and a bow navigation light mounted on the bow side of the hull, wherein the wind propulsion unit is positioned a predetermined distance aft from the bow navigation light, and a light source is provided on the upper part of the wind propulsion unit.
[0008] The ship according to the present invention includes a wind propulsion unit that is provided on the hull and propels the hull by wind force. Therefore, in the ship, the stern navigation light may be hidden by the wind propulsion unit when viewed from the sea. In response to this, a light source is provided on top of the wind propulsion unit in the ship. Therefore, the light source is disposed at a higher position than the wind propulsion unit, and is therefore not hidden by the wind propulsion unit. The light source can function as the stern navigation light. Therefore, the bow navigation light and the light source serving as the stern navigation light can be simultaneously seen when viewed from the sea. As described above, when using a wind propulsion unit, it is possible to prevent the occurrence of a situation in which the bow navigation light and the stern navigation light are simultaneously invisible.
[0009] The light source may be a light source that emits light in a predetermined angular range when viewed from above and below. In this case, the light source is more likely to function as a navigation light on the stern side.
[0010] The wind propulsion unit has a rotor sail that extends vertically and rotates, the light source rotates together with the rotor sail, and the light source has a light emission angle adjustment mechanism that maintains a state in which the light source emits light toward a predetermined angle range during rotation. In this case, even when the light source rotates together with the rotor sail, it can function as a navigation light.
[0011] The light emission angle adjustment mechanism may have a plurality of first light emitting units provided around the entire circumference of the light source, and when the light source rotates, the first light emitting units arranged at positions corresponding to the angle range may emit light. In this case, even if the light source rotates, the light emission angle adjustment mechanism can maintain a state in which light is emitted toward a predetermined angle range by the first light emitting units emitting light only at positions corresponding to the angle range.
[0012] The light emission angle adjustment mechanism may have a second light emitting unit that emits light all around the light source, and a blocking unit that blocks the light of the second light emitting unit at a position corresponding to the outside of the angle range during rotation. In this case, even if the light source rotates, the light of the light emitting unit can be directed to the outside only at the position corresponding to the angle range, so that the light emission angle adjustment mechanism can maintain a state in which light is emitted toward a predetermined angle range. Effect of the Invention
[0013] According to the present invention, a ship can be provided that prevents the occurrence of a situation in which navigation lights on the bow and navigation lights on the stern are simultaneously invisible when a wind propulsion unit is used. [Brief description of the drawings]
[0014] [Figure 1] 1 is a schematic cross-sectional view illustrating an example of a ship according to an embodiment of the present invention. [Diagram 2] 1(a) is a diagram explaining the principle of a rotor sail, and (b) is a plan view of a ship. [Diagram 3] FIG. 2 is a diagram of a ship according to the present embodiment in a rising state of the Magnus rotor. [Figure 4] FIG. 2 is a diagram of the ship according to the present embodiment in a state in which the Magnus rotor is tilted down. [Diagram 5] FIG. 2 is a schematic diagram for explaining a navigation light. [Figure 6] FIG. 2 is a diagram showing a configuration of a light source. [Figure 7] 1A and 1B are diagrams illustrating a mechanism for adjusting the light emission angle of a light source. [Figure 8] 1A and 1B are diagrams illustrating a mechanism for adjusting the light emission angle of a light source. [Figure 9] FIG. 2 is a side view of a vessel according to a comparative example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0015] Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In the following description, the terms "front" and "rear" refer to the direction of travel of the hull, the term "side" refers to the left-right (width) direction of the hull, and the terms "up" and "down" refer to the up-down direction of the hull.
[0016] A basic configuration of a ship according to an embodiment of the present invention will be described with reference to Fig. 1. Fig. 1 is a schematic cross-sectional view showing an example of a ship according to an embodiment of the present invention. The ship 1 is a ship that transports petroleum-based liquid cargo such as crude oil and liquid gas, and is, for example, an oil tanker. Note that the ship is not limited to an oil tanker, and may be various types of ships, such as bulk carriers that transport ore and coal, LNG carriers, and car carriers.
[0017] As shown in Fig. 1, the ship 1 includes a hull 11, a propeller 12, and a plurality of Magnus rotors 10. The hull 11 includes a bow section 2, a stern section 3, an engine room 4, and a cargo room 6. An upper deck 19 is provided on the upper part of the hull 11. The bow section 2 is located on the front side of the hull 11. The stern section 3 is located on the rear side of the hull 11.
[0018] The bow 2 has a shape designed to reduce wave-making resistance, for example, when the ship is fully loaded. The propeller 12 mechanically generates thrust for the hull 11, and for example a screw propeller is used. The propeller 12 is installed below the waterline (the water surface of the sea W) at the stern 3 during propulsion. In addition, a rudder 15 for adjusting the direction of travel is installed below the waterline at the stern 3.
[0019] The engine room 4 is provided adjacent to the bow side of the stern section 3. The engine room 4 is a section for arranging the main engine 16 for providing driving force to the propeller 12. An accommodation area 22 and an exhaust chimney 23 are provided above the engine room 4 on the upper deck 19. The cargo room 6 is provided between the bow section 2 and the engine room 4. The cargo room 6 is a section for storing cargo. The cargo room 6 is divided into a plurality of tanks 26 and a plurality of ballast tanks 27 by adopting a double hull structure of an outer plate 20 and an inner bottom plate 21. The tanks 26 are used to carry cargo to be transported by the ship 1. The ballast tanks 27 store ballast water in an amount according to the size of the ship to adjust the draft, etc.
[0020] The Magnus rotor 10 is a mechanism that generates thrust by receiving wind force. As a result, the Magnus rotor 10 propels the hull 11 by the wind force. A single or multiple (four in this example) Magnus rotors 10 are provided on the upper deck 19 of the hull 11 in the front-rear and left-right directions. As shown in FIG. 2(a), the Magnus rotor 10 includes a cylindrical rotor sail 31 (main body) that extends in the vertical direction, and an electric motor that rotates the rotor sail 31. When wind WD blows into the rotor sail 31 from the side, the rotation direction of the rotor sail 31 and the direction of the wind WD are opposite to each other at the rear side, and the rotation direction of the rotor sail 31 and the direction of the wind WD are the same at the front side. This generates a pressure difference between the front and rear of the rotor sail 31, generating a thrust force PF toward the front side (Magnus effect). As shown in FIG. 2(b), when wind WD blows from the side of the hull 11, the thrust force PF of each Magnus rotor 10 causes the hull 11 to move forward.
[0021] Next, a characteristic structure of the ship 1 according to this embodiment will be described in detail with reference to Figs. 3 and 4. Fig. 3 is a diagram showing the ship 1 in a state where the Magnus rotor 10 is upright. Fig. 3(a) is a side view of the ship 1 according to this embodiment. Fig. 3(b) is a plan view of the ship 1 according to this embodiment. Fig. 3(c) is a front view of the ship 1 according to this embodiment. Fig. 4 is a diagram showing the ship 1 in a state where the Magnus rotor 10 is laid down. Fig. 4(a) is a side view of the ship 1 according to this embodiment. Fig. 4(b) is a plan view of the ship 1 according to this embodiment. Fig. 4(c) is a front view of the ship 1 according to this embodiment. In the following description, the fore-aft direction of the ship 1 may be referred to as the "fore-aft direction D1" and the left-right direction may be referred to as the "left-right direction D2". As shown in Figs. 3(b) and 4(b), a center line CL1 in the left-right direction D2 of the hull 11 is set (see Fig. 3(b)). In this embodiment, the four Magnus rotors 10 are arranged on the center line CL1 with a predetermined interval between each other. In a plan view, the center of the Magnus rotor 10 is disposed on a center line CL1. The rotors may be referred to as "Magnus rotor 10A," "Magnus rotor 10B," "Magnus rotor 10C," and "Magnus rotor 10D" in that order from the bow to the stern.
[0022] As shown in Figs. 3 and 4, the Magnus rotors 10A, 10B, 10C, and 10D can be switched between an upright state (the state shown in Fig. 3) and a reclined state (the state shown in Fig. 4). In the reclined state, the Magnus rotors 10A, 10B, 10C, and 10D are reclined from near their lower ends over substantially their entire lengths so as not to interfere with each other. The direction of reclining is not limited, but in this embodiment, in a plan view, the leading Magnus rotor 10A reclins so as to incline toward the starboard side and the stern. The second Magnus rotor 10B reclins so as to incline toward the port side and the bow. The third Magnus rotor 10C reclins so as to incline toward the starboard side and the stern. The rearmost Magnus rotor 10D reclins so as to incline toward the port side and the bow. The height of the Magnus rotors 10A, 10B, 10C, and 10D in the laid-down state is suppressed to approximately the same as the accommodation space 22. This enables the boat 1 to pass under a bridge or the like.
[0023] 3(a), the ship 1 is equipped with a stern side navigation light structure 30 provided on the stern side, and a bow side navigation light structure 40 provided on the bow side. The stern side navigation light structure 30 has a stern side navigation light 38 provided on the stern side of the hull 11. The bow side navigation light structure 40 has a bow side navigation light 42 provided on the bow side of the hull 11.
[0024] The navigation lights 38, 42 are lights also called masthead lights. The navigation lights 38, 42 are lights that indicate the presence and course of the ship 1 to other ships at night. To fulfill this function, the following conditions are required: The bow navigation light 42 is installed at an altitude of 6 m or more and less than 12 m. The stern navigation light 38 is installed at a position 4.5 m higher than the bow navigation light 42. The bow navigation light 42 and the stern navigation light 38 are positioned so that they do not overlap when viewed from sea level 1000 m away from the bow navigation light 42.
[0025] As shown in Fig. 5, the navigation lights 38, 42 have a cylindrical shape and emit light LT in the surroundings. The navigation lights 38, 42 are required to emit light LT within a predetermined angle range. Specifically, a reference line SL1 is set that extends forward from the center of the navigation lights 38, 42 and is parallel to the fore-and-aft direction D1. The navigation lights 38, 42 emit light LT in a range of 112.5° to the starboard side and 112.5° to the port side (a total of 225°) based on the reference line SL1.
[0026] Specifically, the bow side navigation light structure 40 is provided on the bow side of the Magnus rotors 10A, 10B, 10C, and 10D. The bow side navigation light structure 40 includes a mast 41 and a bow side navigation light 42.
[0027] The mast 41 is provided on the upper deck 19 in an area closer to the bow than the leading Magnus rotor 10A. The mast 41 is a columnar member extending upward from the upper deck 19. The bow navigation light 42 is provided at the upper end of the mast 41. In a plan view, the center of the bow navigation light 42 is located on the center line CL1 (see FIG. 3(b)).
[0028] In this embodiment, the stern side navigation light structure 30 is provided sternward of the Magnus rotors 10A, 10B, 10C, and 10D. Note that there may be a Magnus rotor provided sternward of the stern side navigation light structure 30. In this embodiment, the stern side navigation light structure 30 includes a stern side navigation light 38 and a mast 36.
[0029] The mast 36 is provided on the upper part of the bridge 34 at the upper end of the accommodation area 22. The mast 36 is a columnar member extending upward from the upper end of the bridge 34. The stern navigation light 38 is provided at the upper end of the mast 36. The position of the stern navigation light 38 is fixed at that position. The height position of the stern navigation light 38 is set to a position higher than the bow navigation light 42 and the Magnus rotors 10A, 10B, 10C, 10D in the lowered state (see FIG. 4(a)). In addition, the height position of the stern navigation light 38 is set to a position lower than the Magnus rotors 10A, 10B, 10C, 10D in the raised state (see FIG. 3(a)). In a plan view, the center of the stern navigation light 38 is located on the center line CL1 (see FIG. 3(b)).
[0030] As shown in Fig. 3(b) and Fig. 4(b), a tangent line TL1 tangent to the starboard end of the Magnus rotors 10A, 10B, 10C, 10D and a tangent line TL2 tangent to the port end are set. The tangent lines TL1, TL2 extend in the fore-aft direction D1 so as to be parallel to the center line CL1. Each navigation light 38, 42 may be set to a size so as to fit within the area between the tangent lines TL1, TL2. In other words, the ends of each navigation light 38, 42 on both sides in the transverse direction D2 may be set to a size and position so as not to be in contact with the tangent lines TL1, TL2, or may be set to a size and position so as to be in contact with the tangent lines TL1, TL2 at both ends in the transverse direction D2.
[0031] Here, as shown in FIG. 3(a), a light source 50 that functions as a navigation light is provided on the upper part of the rearmost Magnus rotor 10D. The Magnus rotor 10D on which the light source 50 is provided is disposed at a position spaced a predetermined distance aft from the bow navigation light 42. This predetermined distance needs to be at least half the length of the ship, but does not need to be at least 100 m. As long as this distance is ensured, the light source 50 can be used as a stern navigation light. The light source 50 emits light in a predetermined angular range when viewed from above and below. Specifically, the light source 50 emits light LT in a range of 112.5° to the starboard side and 112.5° to the port side (total of 225°), similar to the navigation lights 38, 42 shown in FIG. 5.
[0032] Next, the operation of the navigation lights 38, 42 and the light source 50 will be described.
[0033] As shown in FIG. 3, when the Magnus rotors 10A, 10B, 10C, 10D are in the raised state, at the stern side, the light source 50 is turned on at a high position on the top of the rearmost Magnus rotor 10D. Meanwhile, the stern navigation light 38 is turned off. At the bow side, the bow navigation light 42 is turned on. As a result, as shown in FIG. 3(c), the bow navigation light 42 is turned on at a low position. Meanwhile, the light source 50 is turned on at a position higher than the Magnus rotor 10. The stern navigation light 38 is turned off. As a result, in the state shown in FIG. 3, when the ship 1 is viewed from the sea, the bow navigation light 42 on the bow side and the light source 50 on the stern side can be seen at the same time.
[0034] As shown in FIG. 4, when the Magnus rotors 10A, 10B, 10C, 10D are in a tilted state, the light source 50 is positioned in a low position on the stern side together with the tilted Magnus rotor 10D. At this time, the light source 50 is turned off at the low position. Meanwhile, the stern navigation light 38 is turned on. On the bow side, the bow navigation light 42 is turned on. As a result, as shown in FIG. 4(c), the bow navigation light 42 is turned on at a low position. Meanwhile, the stern navigation light 38 is turned on at a position higher than the tilted Magnus rotor 10. The light source 50 is turned off. As a result, in the state shown in FIG. 4, when the ship 1 is viewed from the sea, the bow navigation light 42 on the bow side and the stern navigation light 38 are visible at the same time.
[0035] Next, the detailed configuration of the light source 50 will be described. FIG. 6 shows a specific configuration of the light source 50. FIG. 6(a) is a front view of the light source 50. FIG. 6(b) is a side view of the light source 50. FIG. 6(c) is a plan view of the light source 50. As shown in FIG. 6, the light source 50 has a short cylindrical shape having a central axis extending in the up-down direction. The light source 50 has a light-emitting region 51 and a non-light-emitting region 52. As shown in FIG. 6(c), the region of the light source 50 corresponding to a predetermined angle range θ1 (=225°) on the bow side corresponds to the light-emitting region 51. The region on the stern side other than the light-emitting region 51 corresponds to the non-light-emitting region 52. As shown in FIG. 6(a) and (b), the light-emitting region 51 and the non-light-emitting region 52 extend from the upper surface 50a to the lower surface 50b of the light source 50. Light is generated toward the outer periphery from the portion of the outer periphery surface 50c of the light source 50 corresponding to the light-emitting region 51. No light is generated from the portion of the outer circumferential surface 50c that corresponds to the non-light emitting region 52.
[0036] The light source 50 may obtain power via an electric wire from the hull 11. Alternatively, by attaching a solar panel on the light source 50 on the top of the Magnus rotor 10, power may be obtained without running an electric wire.
[0037] The Magnus rotor 10D on which the light source 50 is mounted has a rotor sail 31 that extends in the vertical direction and rotates (see FIG. 3(a)). Therefore, the light source 50 also rotates together with the rotor sail 31. Meanwhile, the light source 50 needs to maintain a state in which it emits light toward the bow in a predetermined angle range θ1 (=225°). Therefore, as shown in FIGS. 7 and 8, the light source 50 has a light emission angle adjustment mechanism 55 that maintains a state in which it emits light toward the predetermined angle range θ1 during rotation.
[0038] FIG. 7(a) is a plan view of the light source 50, and FIG. 7(b) is a perspective view of the light source 50. The light emission angle adjustment mechanism 55 shown in FIG. 7 has a base member 56 and a plurality of first light emitting units 57. The base member 56 is a cylindrical member and rotates together with the Magnus rotor 10D. The plurality of first light emitting units 57 are provided around the entire circumference of the base member 56 of the light source 50. The first light emitting units 57 are composed of plate-shaped LED elements or the like. The LED elements are fixed so as to surround the outer peripheral surface of the base member 56 around the entire circumference. Therefore, when the first light emitting units 57 rotate, the first light emitting units 57 arranged at positions corresponding to the angle range θ1 emit light.
[0039] For example, as shown in FIG. 7(a), the first light-emitting unit 57A is disposed at a position PG1 in the light-emitting region 51. Therefore, the first light-emitting unit 57A generates light LT at the position PG1. The first light-emitting unit 57B is disposed at a position PG2 in the non-light-emitting region 52. Therefore, the first light-emitting unit 57B is turned off at the position PG2. When the base member 56 rotates with the rotation of the Magnus rotor 10D and the first light-emitting unit 57A moves to the position PG2, it is turned off. Meanwhile, the first light-emitting unit 57B, which was turned off, moves to a position PG3 in the light-emitting region 51. Therefore, the first light-emitting unit 57B, which was turned off, generates light LT.
[0040] FIG. 8(a) is a plan view of the light source 50, and FIG. 8(b) is a perspective view of the light source 50. The light emission angle adjustment mechanism 55 shown in FIG. 8 has a second light emitting section 58 and a blocking section 59. The second light emitting section 58 is a member that emits light LT over the entire circumference of the light source 50. The second light emitting section 58 is a cylindrical member that rotates together with the Magnus rotor 10D. The blocking section 59 is a member that blocks the light LT at a position corresponding to the outside of the angle range during rotation, that is, in the non-light emitting region 52. While the second light emitting section 58 rotates, the position of the blocking section 59 is fixed in the non-light emitting region 52. The blocking section 59 is provided so as to cover the entire second light emitting section 58 in the vertical direction (see FIG. 8(b)).
[0041] For example, as shown in FIG. 8(a), point PTa on the outer peripheral surface of the second light-emitting portion 58 is located at position PG1 in the light-emitting region 51. Therefore, the light LT generated from point PTa heads toward the outside at position PG1. Another point PTb is located at position PG2 in the non-light-emitting region 52. Therefore, the light LT generated at point PTb is blocked by the blocking portion 59 at position PG2. When the base member 56 rotates with the rotation of the Magnus rotor 10D and point PTa moves to position PG2, the generated light LT is blocked by the blocking portion 59. Meanwhile, point PTb, where the light LT was blocked, moves to position PG3 in the light-emitting region 51. Therefore, the light LT generated at point PTb heads toward the outside.
[0042] Next, the actions and effects of the marine vessel 1 according to this embodiment will be described.
[0043] First, a ship 100 according to a comparative example will be described with reference to Fig. 9. The ship 100 according to the comparative example has a configuration in which the light source 50 is omitted from the ship 1 according to this embodiment. In this case, when the Magnus rotor 10 rises, the stern navigation light 38 is hidden by the Magnus rotor 10 (see Fig. 9(c)). Therefore, when the ship 100 is viewed from the sea, there are situations in which the bow navigation light 42 and the stern navigation light 38 are simultaneously invisible. Therefore, when the Magnus rotor 10 is used, it is necessary to prevent the occurrence of a situation in which the bow navigation light 42 and the stern navigation light 38 are simultaneously invisible.
[0044] In contrast, in the ship 1 according to this embodiment, the light source 50 is provided on the upper part of the Magnus rotor 10D. Therefore, the light source 50 is disposed at a position higher than the Magnus rotor 10D, and is therefore not obscured by the Magnus rotor 10D. The light source 50 can also function as a stern navigation light. Therefore, when viewed from the sea, the bow navigation light 42 and the light source 50 acting as the stern navigation light can be seen simultaneously. As described above, when using the Magnus rotor 10, it is possible to prevent the occurrence of a situation in which the bow navigation light and the stern navigation light are simultaneously invisible.
[0045] The light source 50 may be a light source that emits light toward a predetermined angle range θ1 when viewed from above and below. In this case, the light source 50 is more likely to function as a navigation light on the stern side.
[0046] The Magnus rotor 10D has a rotor sail 31 that extends vertically and rotates, and the light source 50 rotates together with the rotor sail 31, and the light source 50 has a light emission angle adjustment mechanism 55 that maintains a state in which light is emitted toward a predetermined angle range θ1 during rotation. In this case, even when the light source 50 rotates together with the rotor sail 31, it can function as a navigation light.
[0047] The light emission angle adjustment mechanism 55 may have a plurality of first light-emitting sections 57 provided around the entire circumference of the light source 50, and during rotation, the first light-emitting sections 57 arranged at positions corresponding to the angle range θ1 may emit light. In this case, even if the light source 50 rotates, the first light-emitting sections 57 emit light only at positions corresponding to the angle range θ1, so that the light emission angle adjustment mechanism 55 can maintain a state in which light is emitted toward the predetermined angle range θ1.
[0048] The light emission angle adjustment mechanism may have a second light emitting part that emits light all around the light source, and a blocking part that blocks the light at a position corresponding to the outside of the angle range during rotation. In this case, even if the light source rotates, the light of the light emitting part can be directed to the outside only at the position corresponding to the angle range, so that the light emission angle adjustment mechanism 55 can maintain a state in which light is emitted toward the predetermined angle range θ1.
[0049] The present invention is not limited to the above-described embodiments.
[0050] The structure of the hull 11 is not limited to that shown in Fig. 1 and may be modified as appropriate depending on the application, etc. For example, the shape and arrangement of the accommodation area are not limited to those described above.
[0051] In the above-described embodiment, the Magnus rotors 10A, 10B, 10C, and 10D are disposed in the center position in the left-right direction D2. However, some or all of the Magnus rotors may be disposed in a position shifted from the center position, and the present invention can be applied as long as they are disposed in a position that casts a shadow on the stern navigation light 38. Furthermore, the number of Magnus rotors is not particularly limited. Note that there may be a Magnus rotor provided sternward of the stern navigation light.
[0052] In the above embodiment, the light source 50 is provided on the rearmost Magnus rotor 10D, but the light source 50 may be provided on the other Magnus rotors 10 as long as the distance from the bow navigation light 42 can be secured.
[0053] In the above embodiment, the Magnus rotor is used as the wind propulsion unit. However, any type of wind propulsion unit that can block visibility may be used, including a hard sail or a kite. The light source 50 may be provided on the top of these. [Explanation of symbols]
[0054] 1...ship, 10...Magnus rotor (wind propulsion unit), 11...hull, 42...bow navigation light, 50...light source, 55...light emission angle adjustment mechanism, 57...first light-emitting unit, 58...second light-emitting unit, 59...blocking unit.
Claims
1. The hull and a wind propulsion unit provided on the hull and configured to propel the hull by wind force; A ship including a bow navigation light provided on a bow side of the hull, A light source is provided on the upper portion of the wind propulsion unit.
2. The watercraft according to claim 1 , wherein the light source is a light source that emits light in a predetermined angular range when viewed from above and below.
3. The wind propulsion unit has a rotor sail that extends in a vertical direction and rotates, The light source rotates with the rotor sail; The watercraft according to claim 2 , wherein the light source has a light emission angle adjustment mechanism that maintains a state in which the light source emits light toward the predetermined angle range during rotation.
4. 4. The watercraft according to claim 3, wherein the light emission angle adjustment mechanism has a plurality of first light-emitting portions provided around an entire circumference of the light source, and when rotating, the first light-emitting portions arranged at positions corresponding to the angle range emit light.
5. The light emission angle adjustment mechanism includes: a second light-emitting portion that emits light all around the light source; The vessel according to claim 3 , further comprising: a blocking portion that blocks the light from the second light-emitting portion at a position corresponding to outside the angle range during rotation.
Citation Information
Patent Citations
Zero emission power generation sailing boat
JP2020045018A
Cited By
Wind-powered boat test system
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