Marine vessel

Abstract

To provide a marine vessel that prevent the occurrence of a situation in which a navigation light on a bow side and a navigation light on a stern side become simultaneously invisible, when a wind power propulsion part is used.SOLUTION: A stern side navigation light 38 has a third navigation light 38A and a fourth navigation light 38B which are arranged on both sides of a magnus rotor 10, when a stern side of a hull 11 is viewed from a bow side thereof. The stern side navigation light 38 has the third navigation light 38A and the fourth navigation light 38B which are arranged on both sides of the magnus rotor 10. Therefore, the stern side navigation light 38 can be prevented from being hidden by the magnus rotor 10. A bow side navigation light 42 further has a first navigation light 42A and a second navigation light 42B which are arranged on both sides of the magnus rotor 10. Therefore, the bow side navigation light 42 and the stern side navigation light 38 have similar configurations. When a marine vessel is viewed from sea, the bow side navigation light 42 and the stern side navigation light 38 can be recognized to be navigation lights according to a regulation.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 power, 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, wherein the bow navigation light has a first navigation light and a second navigation light arranged on both sides of the wind propulsion unit when viewed from the bow side to the stern side of the hull, and the stern navigation light has a third navigation light and a fourth navigation light arranged on both sides of the wind propulsion unit when viewed from the bow side to the stern side of the hull.

[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 contrast, in the ship, the bow navigation light has a first navigation light and a second navigation light arranged on both sides of the wind propulsion unit when viewed from the bow side to the stern side of the hull, and the stern navigation light has a third navigation light and a fourth navigation light arranged on both sides of the wind propulsion unit when viewed from the bow side to the stern side of the hull. Therefore, it is possible to prevent the stern navigation light from being hidden by the wind propulsion unit. Furthermore, the bow navigation light and the stern navigation light have a similar configuration. When viewed from the sea, the bow navigation light and the stern navigation light can be recognized as navigation lights that comply with regulations. As described above, when using a wind propulsion unit, it is possible to prevent the bow navigation light and the stern navigation light from being simultaneously invisible.

[0009] When the ship is viewed from bow to stern, the first and third navigation lights may be located at the same position in the left-right direction of the ship, and the second and fourth navigation lights may be located at the same position in the left-right direction of the ship. In this case, when the ship is viewed from the sea, the light associated with the combination of the first and second navigation lights and the light associated with the combination of the third and fourth navigation lights appear to be the same shape and size. Effect of the Invention

[0010] 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]

[0011] [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. 1 is a diagram of a ship according to an embodiment of the present invention. [Figure 4] FIG. 2 is a schematic diagram for explaining a navigation light. [Diagram 5] FIG. 2 is an enlarged schematic diagram showing the positional relationship between each navigation light and the Magnus rotor. [Figure 6] FIG. 2 is a side view of a vessel according to a comparative example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0012] 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.

[0013] 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.

[0014] 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.

[0015] 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.

[0016] 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.

[0017] 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.

[0018] Next, referring to FIG. 3, a characteristic structure of the ship 1 according to this embodiment will be described in detail. FIG. 3 is a diagram showing the ship 1 according to this embodiment. 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. 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 FIG. 3(b), a center line CL1 in the left-right direction D2 of the hull 11 is set (see FIG. 3(b)). In this embodiment, 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 arranged on the center line CL1. In addition, 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 side to the stern side. The Magnus rotors 10A, 10B, 10C, and 10D all have the same diameter.

[0019] 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.

[0020] 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.

[0021] As shown in Fig. 4, 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.

[0022] Specifically, the bow navigation light structure 40 is provided on the bow side of the Magnus rotors 10A, 10B, 10C, 10D. The bow navigation light structure 40 includes a mast 41 and a bow navigation light 42. The bow navigation light 42 has a first navigation light 42A and a second navigation light 42B arranged on both sides of the Magnus rotor 10 when viewed from the bow side to the stern side of the hull 11 (as shown in FIG. 3(c)). The first navigation light 42A is arranged on the starboard side of the Magnus rotor 10. The second navigation light 42B is arranged on the port side of the Magnus rotor 10. The specific arrangement of the first navigation light 42A and the second navigation light 42B will be described later.

[0023] 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. A pair of masts 41 are provided at positions corresponding to the first navigation light 42A and the second navigation light 42B, respectively. The navigation lights 42A, 42B are provided at the upper end of each mast 41. The navigation lights 42A, 42B are positioned lower than the Magnus rotors 10A, 10B, 10C, 10D. The navigation lights 42A, 42B are positioned at the same height as each other. The positions of the navigation lights 42A, 42B in the fore-and-aft direction D1 are the same as each other (see FIG. 3(b)).

[0024] In this embodiment, the stern side navigation light structure 30 is provided aft of the Magnus rotors 10A, 10B, 10C, and 10D. Note that there may be a Magnus rotor provided aft 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. When viewed from the bow side to the stern side of the hull 11 (as shown in FIG. 3(c)), the stern side navigation light 38 has a third navigation light 38A and a fourth navigation light 38B arranged on both sides of the Magnus rotor 10. The third navigation light 38A is arranged on the starboard side of the Magnus rotor 10. The fourth navigation light 38B is arranged on the port side of the Magnus rotor 10. The specific arrangement of the third navigation light 38A and the fourth navigation light 38B will be described later.

[0025] 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. A pair of masts 36 are provided at positions corresponding to the third navigation light 38A and the fourth navigation light 38B, respectively. The navigation lights 38A, 38B are provided at the upper end of each mast 36. The navigation lights 38A, 38B are positioned lower than the Magnus rotors 10A, 10B, 10C, 10D and higher than the navigation lights 42A, 42B on the bow side. The navigation lights 38A, 38B are positioned at the same height as each other. The positions of the navigation lights 38A, 38B in the fore-and-aft direction D1 are the same as each other (see FIG. 3(b)).

[0026] As shown in FIG. 3(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 and TL2 extend in the fore-aft direction D1 so as to be parallel to the center line CL1. If the diameters of the Magnus rotors 10A, 10B, 10C, 10D are different from one another, the tangent lines TL1 and TL2 will be lines tangent to the Magnus rotor 10 with the largest diameter and parallel to the center line CL1. The pair of navigation lights 38A, 38B and the pair of navigation lights 42A, 42B are arranged so as to sandwich the tangent lines TL1 and TL2 in the left-right direction D2.

[0027] Next, referring to FIG. 5, the positional relationship between each navigation light 38A, 38B, 42A, 42B and the Magnus rotor 10 will be described in detail. FIG. 5 is an enlarged schematic diagram showing the positional relationship between each navigation light 38A, 38B, 42A, 42B and the Magnus rotor 10. The description of the Magnus rotor 10 here applies to the Magnus rotors 10A, 10B, 10C, 10D. The center CP1 of the first navigation light 42A, the center CP2 of the second navigation light 42B, the center CP3 of the third navigation light 38A, the center CP4 of the fourth navigation light 38B, and the center CP5 of the Magnus rotor 10 are illustrated for explanation. In addition, a reference line SL1 is set that is offset by a dimension L1 from the tangent TL1 on the starboard side. The reference line SL1 is parallel to the center line CL1. A reference line SL2 is set that is offset by a dimension L2 from the tangent TL2 on the port side. The reference line SL2 is parallel to the center line CL1.

[0028] When viewed from the bow to the stern of the hull 11, the first navigation light 42A and the third navigation light 38A are positioned at the same position in the transverse direction D2 of the hull 11. When viewed from the bow to the stern of the hull 11, the second navigation light 42B and the fourth navigation light 38B are positioned at the same position in the transverse direction D2. Specifically, the center CP1 of the first navigation light 42A and the center CP3 of the third navigation light 38A are positioned on the starboard reference line SL1. The center CP2 of the second navigation light 42B and the center CP4 of the fourth navigation light 38B are positioned on the port reference line SL2.

[0029] When viewed from the bow to the stern of the hull 11, the first navigation light 42A and the third navigation light 38A on the starboard side and the second navigation light 42B and the fourth navigation light 38B on the port side are symmetrical with respect to the center line CL1. Specifically, the dimension L1 from the tangent TL1 of the reference line SL1 on the starboard side is equal to the dimension L2 from the tangent TL2 of the reference line SL2 on the port side. Therefore, the distance from the center line CL1 of the first navigation light 42A and the third navigation light 38A on the starboard side is equal to the distance from the center line CL1 of the second navigation light 42B and the fourth navigation light 38B on the port side. In addition, the diameters of the navigation lights 42A, 42B, 38A, and 38B are equal.

[0030] The dimension L1 from the tangent TL1 of the reference line SL1 on the starboard side and the dimension L2 from the tangent TL2 of the reference line SL2 on the port side are both equal to the diameters of the navigation lights 42A, 42B, 38A, 38B. Therefore, the first navigation light 42A and the third navigation light 38A on the starboard side are in contact with the tangent TL1 at their port side ends. The second navigation light 42B and the fourth navigation light 38B on the port side are in contact with the tangent TL2 at their starboard side ends. With this configuration, when looking from the bow side to the stern side of the hull 11, the navigation lights 42A, 42B, 38A, 38B are arranged so as to be spaced apart from the Magnus rotor 10 in the left-right direction D2 without any gaps, and do not overlap with the Magnus rotor 10.

[0031] Next, the actions and effects of the marine vessel 1 according to this embodiment will be described.

[0032] 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 one bow navigation light 42 and one stern navigation light 38. In this case, when the Magnus rotor 10 rises, the stern navigation light 38 is hidden by the Magnus rotor 10 (see Fig. 6(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.

[0033] In contrast, the ship 1 according to the embodiment includes a Magnus rotor 10 that is provided on the hull 11 and propels the hull by wind power. Therefore, in the ship 1, the stern navigation light 38 may be hidden by the Magnus rotor 10 when viewed from the sea. In contrast, in the ship 1, the bow navigation light 42 has a first navigation light 42A and a second navigation light 42B arranged on both sides of the Magnus rotor 10 when viewed from the bow to the stern of the hull 11, and the stern navigation light 38 has a third navigation light 38A and a fourth navigation light 38B arranged on both sides of the Magnus rotor 10 when viewed from the bow to the stern of the hull 11. Therefore, it is possible to prevent the stern navigation light 38 from being hidden by the Magnus rotor 10. Furthermore, the bow navigation light 42 and the stern navigation light 38 have similar configurations. When the ship is viewed from the sea, the bow navigation light 42 and the stern navigation light 38 can be recognized as navigation lights that comply with regulations. As a result, when using the Magnus rotor 10, it is possible to prevent the bow navigation light 42 and the stern navigation light 38 from becoming invisible at the same time.

[0034] When viewed from the bow to the stern of the hull 11, the first navigation light 42A and the third navigation light 38A may be disposed at the same position in the transverse direction D2 of the hull 11, and the second navigation light 42B and the fourth navigation light 38B may be disposed at the same position in the transverse direction. In this case, when the ship 1 is viewed from the sea, the light associated with the combination of the first navigation light 42A and the second navigation light 42B and the light associated with the combination of the third navigation light 38A and the fourth navigation light 38B appear to be lights of the same shape and size.

[0035] The present invention is not limited to the above-described embodiments.

[0036] 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.

[0037] In the above-described embodiment, the Magnus rotors 10A, 10B, 10C, and 10D are disposed in the central position in the left-right direction D2. However, some or all of the Magnus rotors may be disposed in a position shifted from the central 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.

[0038] 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]

[0039] 1...ship, 10...Magnus rotor (wind propulsion unit), 11...hull, 38...stern navigation light, 38A...third navigation light, 38B...fourth navigation light, 42...fore navigation light, 42A...first navigation light, 42B...second 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, The bow navigation light includes a first navigation light and a second navigation light disposed on both sides of the wind propulsion unit when viewed from the bow side to the stern side of the hull, The stern navigation light has a third navigation light and a fourth navigation light arranged on both sides of the wind propulsion unit when viewed from the bow side to the stern side of the hull.

2. When looking from the bow side to the stern side of the hull, The first navigation light and the third navigation light are disposed at the same position in the transverse direction of the hull, The watercraft according to claim 1 , wherein the second navigation light and the fourth navigation light are disposed at the same position in the transverse direction.

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