Ships and control devices

Abstract

To provide a vessel and control device that can improve propulsion efficiency during sailing. [Solution] The vessel 1 is equipped with multiple wind-powered propulsion units 10 that propel the hull by wind power by rotating a rotor sail 31. Therefore, when the wind blows, the vessel 1 can sail using wind power by rotating the rotor sail 31. Here, the vessel 1 suppresses the moment that causes the hull 11 to turn by controlling the multiple wind-powered propulsion units 10. As a result, the vessel 1 can suppress the generation of resistance caused by the operation of the rudder 15 and suppress the turning of the hull 11 while sailing. As a result, the propulsion efficiency while sailing can be improved.

Description

Technical Field

[0001] The present invention relates to a ship and a control device.

Background Art

[0002] In recent years, ships that generate thrust using renewable energy such as wind power in order to reduce GHG gases such as CO2 are known. For example, the ship described in Patent Document 1 includes a wind propulsion unit that propels the hull by wind power on the hull in addition to a propeller propulsion device.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Here, a ship as described above includes a plurality of wind propulsion units having rotor sails on the hull. The ship controls each wind propulsion unit so that the maximum thrust can be obtained in all the wind propulsion units. In a ship, the hull may turn due to a change in wind speed, and the turning is dealt with by operating a rudder (applying the rudder) against the turning. However, there is a problem that the propulsion efficiency of sailing decreases due to the resistance of such rudder application.

[0005] The present invention has been made to solve such problems, and an object thereof is to provide a ship and a control device capable of improving the propulsion efficiency during sailing.

Means for Solving the Problems

[0006] The vessel according to the present invention comprises a hull and a plurality of wind-powered propulsion units that propel the hull by wind power by rotating rotor sails, and the moment that causes the hull to turn is suppressed by controlling the plurality of wind-powered propulsion units.

[0007] The vessel according to the present invention is equipped with multiple wind-powered propulsion units that propel the hull by wind power by rotating a rotor sail. Therefore, when the wind blows, the vessel can sail using wind power by rotating the rotor sail. Here, the vessel suppresses the moment that causes the hull to turn by controlling the multiple wind-powered propulsion units. As a result, the vessel can suppress the generation of resistance caused by rudder operation and suppress the turning of the hull while sailing. In this way, the propulsion efficiency during sailing can be improved.

[0008] Multiple wind-powered propulsion units are arranged in a longitudinal direction on the hull, and the thrust of the wind-powered propulsion units located at the ends in the longitudinal direction may be adjusted. In this case, it becomes easier to change the position of the center of lift relative to the multiple wind-powered propulsion units, thereby efficiently suppressing the turning moment.

[0009] The vessel according to the present invention comprises a hull and a plurality of wind-powered propulsion units that propel the hull by wind power by rotating rotor sails. The plurality of wind-powered propulsion units are arranged in a line in the longitudinal direction on the hull, and the wind-powered propulsion units located at the ends in the longitudinal direction are controlled to operate differently from the other wind-powered propulsion units.

[0010] The vessel according to the present invention is equipped with multiple wind-powered propulsion units that propel the hull by wind power by rotating a rotor sail. Therefore, when the wind blows, the vessel can sail using wind power by rotating the rotor sail. Here, the vessel controls the wind-powered propulsion units located at the ends in the fore and aft direction to operate differently from the other wind-powered propulsion units. This makes it easier to change the position of the center of lift relative to the multiple wind-powered propulsion units, thereby efficiently suppressing the turning moment. Consequently, the vessel can suppress the generation of resistance due to rudder operation and suppress the turning of the hull while sailing. As a result, the propulsion efficiency while sailing can be improved.

[0011] The control device according to the present invention is a control device for controlling a ship comprising a hull and a plurality of wind-powered propulsion units that propel the hull by wind power by rotating rotor sails, and suppresses the moment that causes the hull to turn by controlling the plurality of wind-powered propulsion units.

[0012] The control device according to the present invention suppresses the moment that causes the hull to turn by controlling multiple wind propulsion units. This allows the control device to suppress the generation of resistance caused by rudder operation, thereby suppressing the turning of the hull during sailing. As a result, propulsion efficiency during sailing can be improved. [Effects of the Invention]

[0013] According to the present invention, it is possible to provide a vessel and a control device that can improve propulsion efficiency during sailing. [Brief explanation of the drawing]

[0014] [Figure 1] This is a schematic cross-sectional view showing an example of a ship according to an embodiment of the present invention. [Figure 2] (a) is a diagram illustrating the principle of a rotor sail, and (b) is a plan view of a ship. [Figure 3] This is a block diagram showing a control system equipped with a control device according to this embodiment. [Figure 4]This is a schematic plan view illustrating the turning moment. [Figure 5] This is a schematic plan view illustrating the control functions of the control device. [Figure 6] This is a diagram showing a modified example. [Figure 7] This is a diagram showing a modified example. [Modes for carrying out the invention]

[0015] Preferred embodiments of the present invention will be described below with reference to the drawings. In the following description, the terms "front" and "rear" correspond to the direction of travel of the hull, the term "side" corresponds to the left-right (width) direction of the hull, and the terms "up" and "down" correspond to the up-down direction of the hull.

[0016] Figure 1 is a schematic cross-sectional view showing an example of a vessel according to an embodiment of the present invention. Vessel 1 is a vessel that transports petroleum-based liquid cargo such as crude oil or liquid gas, and is, for example, an oil tanker. However, the vessel is not limited to an oil tanker, and may be, for example, a bulk carrier or various other types of vessels.

[0017] As shown in Figure 1, the vessel 1 comprises a hull 11, a propeller 12, and a plurality of wind propulsion units 10. The hull 11 has a bow 2, a stern 3, an engine room 4, a pump room 5, and a cargo room 6. An upper deck 19 is provided on top of (or inside) the hull 11. The bow 2 is located on the forward side of the hull 11. The stern 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, in the fully loaded draft condition. The propeller 12 mechanically generates the thrust of the hull 11, and for example, a screw shaft is used. The propeller 12 is installed below the waterline (the water surface of the sea W) at the stern 3 during propulsion. Also, below the waterline at the stern 3, a rudder 15 for adjusting the propulsion direction is installed. In the example shown in FIG. 1, the ship 1 includes a plurality of propellers 12A and 12B. The plurality of propellers 12A and 12B are arranged to face each other in the front-rear direction.

[0019] The engine room 4 is provided at a position adjacent to the bow side of the stern 3. The engine room 4 is a compartment for arranging the main engine 16 for imparting driving force to the propeller 12 (the front propeller 12A). On the upper deck 19, a living area 22 and a chimney 23 for exhaust are provided above the engine room 4. The pump room 5 is provided at a position adjacent to the bow side of the engine room 4. The pump room 5 is a compartment where pumps 17 and the like are arranged. The cargo hold 6 is provided between the bow 2 and the pump room 5. The cargo hold 6 is a compartment for storing oil-based cargo. The cargo hold 6 is divided into a plurality of cargo oil tanks 26 and a plurality of ballast tanks 27 by adopting a double hull structure of the outer plate 20 and the inner bottom plate 21. The cargo oil tank 26 loads the oil-based cargo transported by the ship 1. The ballast tank 27 stores a quantity of ballast water corresponding to the size of the ship and the like.

[0020] The wind propulsion unit 10 is a mechanism that propels the hull 11 by wind power. In this embodiment, a rotor-type wind propulsion mechanism is adopted as the wind propulsion unit 10. A plurality (here, four) of wind propulsion units 10 are provided on the upper deck 19 of the hull 11 so as to be arranged in the front-rear direction. As shown in Fig. 2(a), the wind propulsion unit 10 includes a columnar rotor sail 31 extending in the vertical direction and an electric motor 32 that rotates the rotor sail 31. When the wind WD blows in from the side of the rotor sail 31, the rotational direction of the rotor sail 31 and the direction of the wind WD are opposite to each other at the rear side, and the rotational direction of the rotor sail 31 and the direction of the wind WD are the same at the front side. As a result, a pressure difference occurs between the front and rear of the rotor sail 31, thereby generating a thrust PF directed forward (Magnus effect). As shown in Fig. 2(b), when the wind WD blows from the side of the hull 11, the hull 11 advances forward due to the thrust PF of each wind propulsion unit 10. In the following description, the plurality of wind propulsion units 10 may be referred to as "10A", "10B", "10C", and "10D" in order from the front.

[0021] Referring to Fig. 3, a control system 100 including the control device 50 according to this embodiment will be described. The control device 50 is a device that controls a ship 1 having a plurality of wind propulsion units as described above. The control device 50 controls the plurality of wind propulsion units 10 to suppress the moment for turning the hull 11. The control device 50 controls the wind propulsion unit 10 arranged on the end side in the front-rear direction to have an operation different from that of the other wind propulsion units 10. Thereby, the ship 1 suppresses the moment for turning the hull 11 by controlling the plurality of wind propulsion units 10. The ship 1 controls the wind propulsion unit 10 arranged on the end side in the front-rear direction to have an operation different from that of the other wind propulsion units 10.

[0022] Specifically, the control system 100 includes the plurality of wind propulsion units 10A, 10B, 10C, 10D described above, a propeller 12, and a rudder 15. The control system 100 also includes a control device 50 that controls these devices and an information detection unit 51.

[0023] The control device 50 is configured as a general-purpose computer, comprising a processor, memory, storage, and a communication interface. The processor is an arithmetic unit such as a CPU (Central Processing Unit). The memory is a storage medium such as ROM (Read Only Memory) or RAM (Random Access Memory). The storage is a storage medium such as an HDD (Hard Disk Drive). The communication interface is a communication device that enables data communication. The processor integrates the memory, storage, and communication interface and realizes the functions of the control unit 30, which will be described later. The control unit 30 realizes various functions, for example, by loading a program stored in ROM into RAM and executing the program loaded into RAM with the CPU. The control unit 30 may be composed of multiple computers.

[0024] The control device 50 rotates the rotor sail 31 at a desired rotational speed by outputting a control signal to the electric motor 32 of the wind propulsion unit 10. The control device 50 operates the thruster 12 by outputting a control signal to the drive unit of the thruster 12 (main engine 16, etc.). The control device 50 operates the rudder 15 so that it is at a desired angle by outputting a control signal to the drive unit of the rudder 15.

[0025] The information detection unit 51 detects various types of information necessary for calculations by the control device 50. The information detection unit 51 has an anemometer capable of detecting wind-related information such as wind direction and wind speed. The information detection unit 51 is equipped with a rudder angle meter for detecting the angle of the rudder 15. The information detection unit 51 is equipped with a measuring instrument for the attitude and motion of the hull 11. The information detection unit 51 is also equipped with an information receiving unit that can obtain information on wind conditions in advance, such as weather forecasts. The information detection unit 51 is equipped with a measuring instrument capable of detecting the position of the hull 11, such as a GPS. The information detection unit 51 transmits the detected information to the control device 50.

[0026] The control details of the control device 50 will be explained with reference to Figure 4. Figure 4(a) is a conceptual diagram showing the state when all wind propulsion units 10A, 10B, 10C, and 10D are controlled at their maximum thrust. As shown in Figure 4(a), when wind WD blows from the side toward the ship 1, lift is generated in the wind propulsion units 10A, 10B, 10C, and 10D. The center of the sum of these lifts is defined as the lift center CE (Center of Effort). At this lift center CE, the lift LF of the entire ship 1 is generated. The lift LF has a component LFx in the longitudinal direction of the hull 11 and a component LFy in the transverse direction of the hull 11.

[0027] On the other hand, when wind WD blows onto ship 1, a drag force is generated in response to said wind WD. The center of this lateral drag force RF is defined as the center of lateral resistance (CLR). Lateral drag force RF is generated at this center of lateral resistance (CLR). The direction of drag force RF is opposite to that of the lateral component LFy of the lift force LF.

[0028] Here, there is a difference between the height of the lift center CE and the height of the resistance center CLR (see Figure 1). Therefore, when the wind WD strengthens and the entire hull 11 and wind propulsion unit 10 tilts relative to the horizontal (since the wind is received on the port side, it tilts to float relative to the starboard side), a displacement occurs between the lift center CE and the resistance center CLR in both the longitudinal and lateral directions. In the case of a pure crosswind, the lift center CE will only shift laterally relative to the resistance center CLR. In this case, even without operating the rudder 15, a turning moment MT will be generated that causes the hull 11 to turn. If the rudder 15 is turned to counteract this turning moment MT and avoid turning the hull 11 (see the dotted line rudder 15 in Figure 4(b)), the resistance from the rudder 15 will increase, causing the ship 1 to decelerate.

[0029] To suppress the turning moment MT as described above, the control device 50 performs the following calculations. First, based on the wind direction and wind speed information of the wind WD detected by the information detection unit 51, the control device 50 calculates the position of the lift center CE and the magnitude and direction of the lift LF. The control device 50 also calculates the position of the resistance center CLR. As a result, as shown in Figure 5(a), the control device 50 understands that a turning moment MT may be acting on (or is acting on) the hull 11.

[0030] Next, the control device 50 calculates the control settings for the wind propulsion unit 10 such that the lift center CE and the resistance center CLR are balanced. In the example shown in Figure 5(a), the lift center CE is shifted to the rear of the resistance center CLR. Therefore, the control device 50 moves the lift center CE forward by reducing the thrust of the wind propulsion unit 10D located at the rear end. At this time, the control device 50 calculates how far forward the lift center CE should be moved and calculates the rotational speed of the wind propulsion unit 10D at the rear end for that purpose. Next, the control device 50 outputs a control signal to the electric motor 32 so that the rotor sail 31 of the wind propulsion unit 10D rotates at the calculated rotational speed. Alternatively, instead of reducing the thrust of the wind propulsion unit 10D located at the rear end, the thrust of the wind propulsion unit 10A located at the front end may be increased compared to the other wind propulsion units 10B, 10C, and 10D, thereby moving the lift center CE forward. In this case as well, the turning moment MT can be suppressed.

[0031] If the thrust at the rear end is reduced when a turning moment MT occurs, the power required to drive the wind power propulsion unit 10D can be reduced in order to lower the thrust of the wind power propulsion unit 10D. On the other hand, if the thrust of the wind power propulsion unit 10A at the front end is increased when a turning moment MT occurs, the thrust will increase accordingly, and thus the propulsion force of the ship can be increased.

[0032] Depending on the operating conditions, the shipowner may choose to prioritize either fuel consumption (reducing power consumption) or propulsion. In this case, the system may have a mode selection unit that allows the user to pre-select which mode to prioritize. Furthermore, the control device 50 can control the wind propulsion unit according to the mode selected by the mode selection unit.

[0033] The control device 50 may perform the above calculation after the ship 1 has actually tilted due to a strong wind WD, or it may estimate the lift center CE and the resistance center CLR before the ship 1 actually tilts, based on the detection of a strong wind WD (or the prediction that a strong wind WD will blow).

[0034] As shown in Figure 6(a), when a turning moment MT acting in the opposite direction to that in Figure 5(a) is applied, the control device 50 reduces the thrust of the wind propulsion unit 10A on the front end side.

[0035] As shown in Figure 6(b), when a turning moment MT acting in the opposite direction to that in Figure 5(a) is applied, the control device 50 increases the thrust of the wind propulsion unit 10D at the rear end. In both Figure 6(a) and Figure 6(b), it is possible to suppress the turning moment MT without rudder control. Note that in Figure 6(a), the thrust of the wind propulsion unit 10A can be lower than in Figure 6(b), so Figure 6(a) is preferable in terms of power consumption, while Figure 6(b) is preferable in terms of thrust force.

[0036] Next, the operation and effects of the ship 1 and control device 50 according to this embodiment will be described.

[0037] The vessel 1 according to this embodiment comprises a hull 11 and a plurality of wind-powered propulsion units 10 that propel the hull by wind power by rotating a rotor sail 31, and the moment that causes the hull 11 to rotate is suppressed by controlling the plurality of wind-powered propulsion units 10.

[0038] The vessel 1 according to this embodiment is equipped with multiple wind-powered propulsion units 10 that propel the hull by wind power by rotating a rotor sail 31. Therefore, when the wind blows, the vessel 1 can sail using wind power by rotating the rotor sail 31. Here, the vessel 1 suppresses the moment that causes the hull 11 to turn by controlling the multiple wind-powered propulsion units 10. As a result, the vessel 1 can suppress the generation of resistance caused by the operation of the rudder 15 and suppress the turning of the hull 11 while sailing. In this way, the propulsion efficiency while sailing can be improved.

[0039] Multiple wind-powered propulsion units 10 are arranged in a longitudinal direction on the hull 11, and the thrust of the wind-powered propulsion units 10A and 10D located at the ends in the longitudinal direction may be adjusted. In this case, it becomes easier to change the position of the lift center CE relative to the multiple wind-powered propulsion units 10, so that the turning moment can be suppressed efficiently. For example, even if the thrust of the central wind-powered propulsion units 10B and 10C is reduced, the effect of moving the lift center CE is small, but the effect of reducing the lift of the ship 1 as a whole becomes larger.

[0040] The vessel 1 according to this embodiment comprises a hull 11 and a plurality of wind-powered propulsion units 10 that propel the hull by wind power by rotating a rotor sail 31. The plurality of wind-powered propulsion units 10 are arranged in a line in the longitudinal direction on the hull 11, and the wind-powered propulsion units 10A and 10D located at the ends in the longitudinal direction are controlled to operate differently from the other wind-powered propulsion units 10.

[0041] The vessel 1 according to this embodiment is equipped with a plurality of wind-powered propulsion units 10 that propel the hull 11 by wind power by rotating a rotor sail 31. Therefore, when the wind blows, the vessel 1 can sail using wind power by rotating the rotor sail 31. Here, the vessel 1 controls the wind-powered propulsion units 10A and 10D, which are located at the ends in the fore and aft direction, to operate differently from the other wind-powered propulsion units 10. This makes it easier to change the position of the lift center CE relative to the plurality of wind-powered propulsion units 10, and thus the turning moment can be efficiently suppressed. Accordingly, the vessel 1 can suppress the generation of resistance due to rudder operation and suppress the turning of the hull 11 while sailing. As a result, the propulsion efficiency while sailing can be improved.

[0042] The control device 50 according to this embodiment controls a ship 1 comprising a hull 11 and a plurality of wind propulsion units 10 that propel the ship hull by wind power by rotating a rotor sail 31, and controls the plurality of wind propulsion units 10 to suppress the moment that causes the hull 11 to rotate.

[0043] The control device 50 according to this embodiment suppresses the moment that causes the hull 11 to turn by controlling multiple wind propulsion units 10. As a result, the control device 50 can suppress the generation of resistance caused by the operation of the rudder 15 and suppress the turning of the hull 11 while sailing. This improves the propulsion efficiency while sailing.

[0044] The present invention is not limited to the embodiments described above.

[0045] For example, there are no particular limitations on the number or arrangement of wind propulsion units, or how they are mounted relative to the hull. For instance, wind propulsion units that are offset laterally may be installed.

[0046] Furthermore, the number of wind-powered propulsion units 10 whose thrust can be increased or decreased is not limited to one. For example, as shown in Figure 7(a), if there are five wind-powered propulsion units 10A to 10E, the thrust of the two end wind-powered propulsion units 10D and 10E may be increased or decreased.

[0047] Furthermore, the method for increasing or decreasing thrust is not particularly limited. For example, as shown in Figure 7(b), the thrust of the wind propulsion unit 10 may be increased or decreased by changing the height of the rotor sail 31. The hull 11 has a housing section 70 for housing the rotor sail 31. The housing section 70 can house a portion of the rotor sail 31 at a position lower than the upper deck 19. This makes it possible to shorten the length of the rotor sail 31 that protrudes above the upper deck 19, thereby increasing or decreasing the length of the rotor sail 31 that contributes to thrust generation.

[0048] The structure of the hull 11 is not limited to that shown in Figure 1, and may be modified as appropriate depending on the intended use. [Explanation of Symbols]

[0049] 1...ship, 11...hull, 10...wind propulsion unit, 50...control device.

Claims

1. The hull and, It comprises multiple wind-powered propulsion units that propel the hull by wind power by rotating a rotor sail, A ship that suppresses the moment that causes the hull to turn by controlling multiple wind-powered propulsion units.

2. Multiple wind power propulsion units are arranged in a line in the longitudinal direction on the hull. The vessel according to claim 1, wherein the thrust of the wind propulsion unit located at the end in the front-rear direction is adjusted.

3. The hull and, It comprises multiple wind-powered propulsion units that propel the hull by wind power by rotating a rotor sail, Multiple wind power propulsion units are arranged in a line in the longitudinal direction on the hull. A ship that controls the wind propulsion unit located at the end in the front-rear direction to operate differently from the other wind propulsion units.

4. The hull and, A control device for controlling a ship comprising a plurality of wind-powered propulsion units that propel the ship's hull by wind power by rotating a rotor sail, A control device that suppresses the moment that causes the ship's hull to rotate by controlling multiple wind-powered propulsion units.

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