Vessel

Abstract

To provide a vessel which suppresses the generation of a situation where a bow-side navigation light and a stern-side navigation light become invisible at the same time when a wind power propulsion unit is used.SOLUTION: A lifting mechanism 35 for changing a height position of a stern-side navigation light 38 is provided on a stern side of a hull 11 in a vessel 1. In addition, the lifting mechanism 35 arranges the stern-side navigation light 38 in a position higher than a magnus rotor 10. Therefore, the lifting mechanism 35 is capable of preventing the stern-side navigation light 38 from being hidden by the magnus rotor 10 (refer to Fig.3(c)). On the other hand, in addition to a case when height restriction is necessary for a structure on the vessel 1 (such as passing under a bridge), when the magnus rotor 10 is not in use, the stern-side navigation light 38 is capable of being arranged at a lower position by the lifting mechanism 35. Due to the above, when the magnus rotor 10 is used, the generation of a situation where the bow-side navigation light 42 and the stern-side navigation light 38 become invisible at the same time can be suppressed.SELECTED DRAWING: Figure 3

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, a bow navigation light mounted on the bow side of the hull, and a stern navigation light mounted on the stern side of the hull, and a lifting mechanism for changing the height position of the stern navigation light is provided on the stern side of the hull, and the lifting mechanism positions the stern navigation light at a higher position than 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, the ship is provided with a lifting mechanism that changes the height position of the stern navigation light on the stern side of the hull. The lifting mechanism also positions the stern navigation light at a higher position than the wind propulsion unit. Therefore, the lifting mechanism can prevent the stern navigation light from being hidden by the wind propulsion unit. On the other hand, in situations where height restrictions on ship structures are required (such as when passing under a bridge) and when the wind propulsion unit is not in use, the lifting mechanism can position the stern navigation light at a lower position. As described above, when the wind propulsion unit is used, 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 stern navigation light may have a first navigation light whose height position can be changed by a lifting mechanism, and a second navigation light whose height position is fixed. In this case, when the second navigation light is difficult to see, the first navigation light can be placed in a higher position by the lifting mechanism and turned on.

[0010] The wind propulsion unit can be switched between an upright state and a reclined state, and the first navigation light and the second navigation light may be used depending on whether the wind propulsion unit is upright or reclined. In situations where height restrictions on ship structures are required (such as when passing under a bridge), the wind propulsion unit may be reclined. By using the first navigation light and the second navigation light depending on whether the wind propulsion unit is upright or reclined, the navigation lights can be turned on appropriately depending on the state of the wind propulsion unit. Effect of the Invention

[0011] 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]

[0012] [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 side view of a vessel according to a comparative example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] 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.

[0014] 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.

[0015] 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.

[0016] 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.

[0017] 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 partitioned into a plurality of cargo spaces 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 cargo space 26 is loaded with cargo to be transported by the ship 1. The ballast tank 27 stores ballast water in an amount according to the size of the ship to adjust the draft, etc.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] 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.

[0023] As shown in Fig. 5, the navigation lights 38, 42 have a cylindrical shape and emit light LT to 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 based on the reference line SL1.

[0024] 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.

[0025] 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)).

[0026] In this embodiment, the stern side navigation light structure 30 is provided stern of the Magnus rotors 10A, 10B, 10C, 10D. Note that there may be a Magnus rotor provided stern 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, a mast 36, and a lifting mechanism 35. The stern side navigation light 38 includes a first navigation light 32 whose height position can be changed by the lifting mechanism 35, and a second navigation light 33 whose height position is fixed.

[0027] 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 second navigation light 33 is provided at the upper end of the mast 36. The position of the second navigation light 33 is fixed at that position. The height position of the second navigation light 33 is set to a position higher than the bow navigation light 42 and the Magnus rotors 10A, 10B, 10C, and 10D in the collapsed state (see FIG. 4(a)). In addition, the height position of the second navigation light 33 is set to a position lower than the Magnus rotors 10A, 10B, 10C, and 10D in the upright state (see FIG. 3(a)). In a plan view, the center of the second navigation light 33 is located on the center line CL1 (see FIG. 3(b)).

[0028] The lifting mechanism 35 is provided on the stern side of the hull 11, and is a mechanism for changing the height position of the first navigation light 32, which is the stern side navigation light 38. In this embodiment, the lifting mechanism 35 has a boom 37 configured to be rotatable in the vertical direction. The lower end of the boom 37 is rotatably supported on the bridge 34. The direction in which the boom 37 extends is not particularly limited, but in this embodiment, the boom 37 extends from the bridge 34 to the stern side. As a result, the boom 37 rotates so as to reciprocate in the vertical direction around the lower end in the space on the stern side of the bridge 34. The boom 37 is disposed on a center line CL1 in a plan view, and extends parallel to the front-rear direction D1 along the center line CL1. The boom 37 is provided with a drive unit such as a cylinder (not shown), and rotates by the operation of the drive unit. The first navigation light 32 is provided at the tip of the boom 37.

[0029] As shown in Fig. 3(a), when the Magnus rotors 10A, 10B, 10C, 10D are in the raised state, the boom 37 is raised in a tilted state so as to extend upward toward the stern. At this time, the first navigation light 32 is placed at a first position PG1 higher than the second navigation light 33 by the lifting mechanism 35. Moreover, the first navigation light 32 at the first position PG1 is placed at a position higher than the upper ends of the Magnus rotors 10A, 10B, 10C, 10D in the raised state. Moreover, in a plan view, the center of the first navigation light 32 is placed on the center line CL1 (see Fig. 3(b)).

[0030] As shown in FIG. 4(a), when the Magnus rotors 10A, 10B, 10C, and 10D are in a fallen state, the boom 37 is lowered so as to extend horizontally toward the stern in the example of FIG. 4(a). At this time, the first navigation light 32 is disposed at a second position PG2 lower than the first position PG1 by the lifting mechanism 35. Also, the first navigation light 32 at the second position PG2 is disposed at a lower position than the second navigation light 33 in the example of FIG. 4(a). The first navigation light 32 may be hidden by the boom 37 when viewed from the bow side, but it does not have to be hidden if it is turned off. Even in this state, the center of the first navigation light 32 is disposed on the center line CL1 in a plan view (see FIG. 4(b)).

[0031] 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 32, 33, 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 32, 33, 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.

[0032] Next, the operation of the navigation lights 38, 42 and the lifting mechanism 35 will be described.

[0033] As shown in FIG. 3, when the Magnus rotors 10A, 10B, 10C, 10D are in the raised state, the first navigation light 32 is positioned at the stern side in a high first position PG1 by the lifting mechanism 35. At this time, the first navigation light 32 is turned on at the high first position PG1. Meanwhile, the second navigation light 33 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 first navigation light 32 of the stern navigation light 38 is turned on at a first position higher than the Magnus rotor 10. The second navigation light 33 of the stern navigation light 38 is turned off as it is hidden in the shadow of the Magnus rotor 10. As a result, when the vessel 1 is viewed from the sea in the state shown in FIG. 3, the bow navigation light 42 on the bow side and the first navigation light 32 on the stern side are visible at the same time.

[0034] As shown in FIG. 4, when the Magnus rotors 10A, 10B, 10C, and 10D are in a tilted state, the first navigation light 32 is disposed at the stern side in the lower second position PG2 by the lifting mechanism 35. At this time, the first navigation light 32 is turned off at the lower second position PG2. Meanwhile, the second navigation light 33 is turned on. At 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 lower position. Meanwhile, the second navigation light 33 of the stern navigation light 38 is turned on at a higher position than the tilted Magnus rotor 10. The first navigation light 32 of the stern navigation light 38 is turned off. As a result, when the ship 1 is viewed from the sea in the state shown in FIG. 4, the bow navigation light 42 on the bow side and the second navigation light 33 on the stern side are seen at the same time.

[0035] Next, the actions and effects of the marine vessel 1 according to this embodiment will be described.

[0036] First, a ship 100 according to a comparative example will be described with reference to FIG. 6. The ship 100 according to the comparative example has a configuration in which the lifting mechanism 35 and the first navigation light 32 are omitted from the ship 1 according to this embodiment. In this case, when the Magnus rotor 10 rises, the second navigation light 33 on the stern side is hidden by the Magnus rotor 10 (see FIG. 6(c)). Therefore, when the ship 100 is viewed from the sea, there exists a situation 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 required to prevent the occurrence of a situation in which the bow navigation light 42 and the stern navigation light 38 are simultaneously invisible.

[0037] In contrast, in the ship 1 according to this embodiment, a lifting mechanism 35 for changing the height position of the stern navigation light 38 is provided on the stern side of the hull 11. The lifting mechanism 35 also positions the stern navigation light 38 at a position higher than the Magnus rotor 10. Therefore, the lifting mechanism 35 can prevent the stern navigation light 38 from being hidden by the Magnus rotor 10 (see FIG. 3(c)). On the other hand, in situations where height restrictions on structures of the ship 1 are required (such as when passing under a bridge) and when the Magnus rotor 10 is not in use, the lifting mechanism 35 can position the stern navigation light 38 at a lower position. As described above, when the Magnus rotor 10 is used, it is possible to prevent the occurrence of a situation in which the bow navigation light 42 and the stern navigation light 38 are simultaneously invisible.

[0038] The stern navigation light 38 may have a first navigation light 32 whose height position can be changed by a lifting mechanism 35, and a second navigation light 33 whose height position is fixed. When the second navigation light 33 is not hidden (see FIG. 4), the second navigation light 33 is turned on. When the second navigation light 33 is difficult to see, for example, the first navigation light 32 can be positioned at a higher position by the lifting mechanism 35 and the first navigation light 32 can be turned on.

[0039] The Magnus rotor 10 can be switched between an upright state and a reclined state. The first navigation light 32 and the second navigation light 33 may be used differently depending on whether the Magnus rotor 10 is upright or reclined. When the Magnus rotor 10 is upright (as shown in FIG. 3), the lifting mechanism 35 places the first navigation light 32 at a high first position PG1, and the first navigation light 32 is turned on. When the Magnus rotor 10 is reclined (as shown in FIG. 4), the lifting mechanism 35 places the first navigation light 32 at a second position PG2 lower than the first position PG1, and the second navigation light 33 is turned on. In this case, in addition to situations where height restrictions on structures of the vessel 1 are required (such as when passing under a bridge), when the Magnus rotor 10 is not in use, the Magnus rotor 10 can be reclined and the stern navigation light 38 can be placed at a low position by the lifting mechanism 35. In this case, if the first navigation light 32, which is located in a low position, is difficult to see, the second navigation light 33 can be used as an alternative stern navigation light 38.

[0040] The present invention is not limited to the above-described embodiments.

[0041] 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.

[0042] 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.

[0043] The lifting mechanism 35 is not particularly limited in its specific configuration as long as it can change the height position of the first navigation light 32. For example, a gondola that rises and falls together with the first navigation light 32 may be used as the lifting mechanism 35. Alternatively, a ladder that is provided with the first navigation light 32 and that can be extended and retracted up and down may be used as the lifting mechanism 35.

[0044] In the above embodiment, the Magnus rotor is used as the wind propulsion unit. However, any type of wind propulsion unit that does not obstruct visibility may be used, including hard sails and kites. [Explanation of symbols]

[0045] 1...ship, 10...Magnus rotor (wind propulsion unit), 11...hull, 32...first navigation light, 33...second navigation light, 35...lifting mechanism, 38...stern navigation light, 42...fore navigation light.

Claims

1. The hull and a wind propulsion unit provided on the hull and configured to propel the hull by wind force; A bow navigation light provided on a bow side of the hull; A vessel including a stern navigation light provided on a stern side of the hull, A lifting mechanism for changing the height position of the stern navigation light is provided on the stern side of the hull, The lifting mechanism positions the stern navigation light at a position higher than the wind propulsion unit.

2. The stern navigation light is: a first navigation light whose height position is changed by the lifting mechanism; 2. The watercraft of claim 1, further comprising: a second navigation light at a fixed height.

3. The wind propulsion unit is switchable between a standing state and a lying state, 3. The vessel according to claim 2, wherein the first navigation light and the second navigation light are selectively used depending on whether the wind-propulsion unit is in an upright position or a downright position.

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