Ships

Abstract

To provide a ship capable of stably and surely raising / lowering a wind force propulsion device with a large size and a heavy weight even when the ship is rocking.SOLUTION: A ship of the present invention comprises a thrust generating unit 27 by wind power to generate propulsion by receiving wind, extending vertically on a deck when using, and stored in a hangar 29 provided below the deck when not in use, and one or more wind force propulsion devices 25 with a lifting device 47 to raise / lower vertically the thrust generating unit 27 by wind power. The wind force propulsion devices 25 comprises a device body 45 to which the thrust generating unit 27 by wind power is fixed. The lifting device 47 comprises a pair of lifting mechanisms 59, 59' to raise / lower both ends together of the device body 45 located in the width direction perpendicular to the direction of travel in a synchronized state.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present invention relates to ships, and in particular to a ship equipped with one or more wind propulsion devices having a wind propulsion generating unit that receives wind to generate propulsive force, extends vertically on the deck when in use, and is stored in a hangar provided below the deck when not in use, and a lifting device that raises and lowers the wind propulsion generating unit in the vertical direction. [Background technology]

[0002] Large ships such as bulk carriers (also called bulk carriers) consume large amounts of fossil fuels and are therefore a source of CO2 emissions. In order to reduce fossil fuel consumption, efforts are underway to install wind propulsion devices with wind propulsion generating units such as rigid sails or rotor sails on large ships to assist in propulsion and reduce CO2 emissions. A "rigid sail" is a sail made of steel materials, etc., rather than soft materials such as cloth, to utilize wind power. A "rotor sail" is a sail that obtains propulsion through the Magnus effect by rotating a cylindrical rotor sail erected vertically on the deck around a vertical axis.

[0003] For example, Figure 1 of Japanese Patent No. 5828409 (Patent Document 1) discloses a ship with multiple hard sails installed on the deck to obtain auxiliary propulsion force using wind power. The multiple hard sails are arranged on the sides of the ship. Each hard sail is of a collapsible type that can be folded down toward the center of the hull and stored in a hangar arranged below the deck.

[0004] Furthermore, FIG. 17 of Patent Document 1 discloses a storage structure in which a rigid sail is moved up and down by a lifting device arranged below the deck and extending in the vertical direction, and is stored in a hangar. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent No. 5828409 Summary of the Invention [Problem to be solved by the invention]

[0006] As shown in Fig. 1 of Patent Document 1, if the hard sails are arranged on the ship's side in a collapsible storage structure, and the hard sails arranged on the ship's side are not allowed to interfere with the ballast tanks or fuel oil tanks when storing the hard sails, it is not possible to ensure sufficient capacity for each tank. In addition, the continuity of the upper hopper tanks arranged below the deck, which extend in the ship's travel direction, is interrupted, which causes a problem of reduced strength of the ship.

[0007] Furthermore, there is a demand for larger wind-propulsion devices to make them easier to catch wind. However, as larger wind-propulsion devices become significantly heavier, it becomes difficult for the lifting device shown in FIG. 17 of Patent Document 1 to support or raise and lower the wind-propulsion device.

[0008] An object of the present invention is to provide a ship that can reliably raise and lower a large and heavy wind-powered propulsion device in a stable state even when the ship is pitching. [Means for solving the problem]

[0009] The ship that is the subject of improvement of the present invention is equipped with one or more wind propulsion devices having a wind propulsion generating unit that receives wind to generate propulsive force, extends vertically on the deck when in use and is stored in a hangar provided below the deck when not in use, and a lifting device that raises and lowers the wind propulsion generating unit in the vertical direction.The wind propulsion device for a ship of the present invention has a device main body to which the wind propulsion generating unit is fixed, and the lifting device has a pair of lifting mechanisms that raise and lower both ends of the device main body located in the width direction perpendicular to the direction of travel together in a synchronous manner.

[0010] As described above, the wind propulsion device, which is a heavy object, needs to be raised and lowered in a stable state, and needs to be raised and lowered reliably even when the ship is rolling. Under such conditions, in order to raise and lower it with a cantilever structure or with a single lifting device, a robust and large lifting mechanism would be required, which is not realistic. By adopting a structure in which a pair of lifting mechanisms raise and lower both ends of the device body together as in the present invention, the load on a single lifting mechanism can be reduced, and the device body and the wind propulsion generating unit can be raised and lowered in a stable state. Furthermore, lateral rolling of the device body during the lifting operation can be suppressed.

[0011] A cover member for closing the entrance of the hangar may be arranged on the deck so as to be movable between an open position and a closed position, and a fixing device for fixing the device body to the vicinity of the entrance when the device body is in the raised fixed position may be arranged on the vicinity of the entrance of the hangar and the device body. In this way, when the wind propulsion device is stored in the hangar, the cover member can close the entrance of the hangar, and when the wind propulsion device is deployed on the deck, the device body can close the entrance of the hangar, thereby preventing seawater and rain from entering the hangar and ensuring the safety of personnel on the deck. The fixing device may be composed of, for example, one or more pistons provided on one side of the entrance vicinity and the device body, and one or more cylinders provided on the other side of the entrance vicinity and the device body for receiving the extensions of the one or more pistons.

[0012] Furthermore, the container may further include a lid movement mechanism for moving the lid between an open position where the entrance is opened and a closed position where the entrance is closed.

[0013] The hangar may be provided with a plurality of vibration suppression rib frames arranged on both sides of the traveling direction of the stored device body and the wind propulsion generating unit, and which come into contact with at least the device body when the device body is raised or lowered to suppress vibration of the device body in both directions of the traveling direction. In this way, the wind propulsion device can be raised and lowered more stably and reliably even when the ship is rolling.

[0014] When a cover member blocking the entrance to the hangar is arranged on the deck so that it can be moved between an open position and a closed position, the lifting mechanism may include a pair of linear body groups consisting of a plurality of linear bodies for lifting connected to both ends of the device main body, a pair of winches arranged on both sides of the width of the entrance on the deck and winding up or lowering the multiple linear bodies included in the pair of linear body groups, a pair of pulley devices that guide the multiple linear bodies to corresponding winches, and a synchronous drive device that synchronously drives the pair of winches to rotate in opposite directions.

[0015] The pair of pulley devices may be arranged between a pair of winches on the deck and an entrance, and a linear body lead-out section may be provided between the pair of pulley devices and the entrance for leading out the multiple linear bodies that constitute the linear body group from within the hangar to the corresponding pulley devices.

[0016] In the case where each of the pair of winches has a rotating shaft, the synchronous drive device may include one prime mover having a driving shaft, a first force transmission mechanism, and a second force transmission mechanism. The first force transmission mechanism is provided between the driving shaft of the prime mover and one of the rotating shafts of the pair of winches, and transmits the rotation of the drive shaft to one of the rotating shafts of the pair of winches so that the rotating shaft rotates in the same direction as the drive shaft. The second force transmission mechanism is provided between the driving shaft of the prime mover and the other rotating shaft of the pair of winches, and transmits the rotation of the drive shaft to the other rotating shaft of the pair of winches so that the rotating shaft rotates in the opposite direction to the drive shaft. In this way, the synchronous drive device can be realized with one prime mover. The prime mover is, for example, an electric motor or a hydraulic motor.

[0017] More specifically, the first force transmission mechanism may include a first driving sprocket provided on the drive shaft, a first driven sprocket provided on one of the rotating shafts, and a first chain stretched between the first driving sprocket and the first driven sprocket. The second force transmission mechanism may include a second driving sprocket provided on the drive shaft, a second driven sprocket provided on a driven shaft disposed in the vicinity of the other rotating shaft, a second chain stretched between the second driving sprocket and the second driven sprocket, and a reversing mechanism provided between the other rotating shaft and the driven shaft for rotating the other rotating shaft in a direction opposite to the rotation direction of the driven shaft by the rotational force of the driven shaft.

[0018] In the case where the pair of winches each have a rotating shaft having a pair of ends, the synchronous drive device may include a first prime mover having a first drive shaft and a second prime mover having a second drive shaft that are operated synchronously, a first force transmission mechanism, a second force transmission mechanism, a third force transmission mechanism, and a fourth force transmission mechanism. The first force transmission mechanism is provided between the first drive shaft of the first prime mover and one end of one of the rotating shafts of the pair of winches, and transmits the rotation of the drive shaft to one of the rotating shafts of the pair of winches so that the rotating shaft rotates in the same direction as the first drive shaft. The second force transmission mechanism is provided between the first drive shaft of the first prime mover and one end of the other rotating shaft of the pair of winches, and transmits the rotation of the first drive shaft to the other rotating shaft of the pair of winches so that the rotating shaft rotates in the opposite direction to the first drive shaft. The third force transmission mechanism is provided between the second drive shaft of the second motor and the other end of the other rotating shaft of the pair of winches, and transmits the rotation of the second drive shaft to one of the pair of winches so that the rotating shaft rotates in the same direction as the second drive shaft. The fourth force transmission mechanism is provided between the second drive shaft of the second motor and the other end of the other rotating shaft of one of the pair of winches, and transmits the rotation of the second drive shaft to the other of the pair of winches so that the rotating shaft rotates in the opposite direction to the second drive shaft.

[0019] In this way, a synchronous drive device can be realized using two prime movers, and the load can be distributed. Also, by using two prime movers, even if one of the two prime movers breaks down, the synchronous drive device can still be driven, and redundancy can be achieved.

[0020] More specifically, the first force transmission mechanism may include a first driving sprocket provided on the first driving shaft, a first driven sprocket provided at one end of one of the rotating shafts, and a first chain stretched between the first driving sprocket and the first driven sprocket. The second force transmission mechanism may include a second driving sprocket provided on the first driving shaft, a second driven sprocket provided on a first driven shaft disposed near one end of the other rotating shaft, a second chain stretched between the second driving sprocket and the second driven sprocket, and a first reversing mechanism provided between the other rotating shaft and the first driven shaft for rotating the other rotating shaft in a direction opposite to the rotation direction of the first driven shaft by the rotational force of the first driven shaft. The third force transmission mechanism may include a third driving sprocket provided on the second driving shaft, a third driven sprocket provided on the other end of the other rotating shaft, and a third chain stretched between the third driving sprocket and the third driven sprocket. The fourth force transmission mechanism may include a fourth driving sprocket provided on the second driving shaft, a fourth driven sprocket provided on a second driven shaft arranged near the other end of one of the rotating shafts, a fourth chain stretched between the fourth driving sprocket and the fourth driven sprocket, and a second reversing mechanism provided between one of the rotating shafts and the second driven shaft, which rotates one of the rotating shafts in a direction opposite to the rotation direction of the second driven shaft by the rotation force of the second driven shaft. The rotation directions of the first prime mover and the second prime mover may be determined so as to rotate one of the rotating shafts in the same direction.

[0021] The ship may be provided with a plurality of holds arranged in the direction of travel under the deck, a pair of upper hopper tanks provided at the upper part of the ship's side, an entrance provided on the deck between the pair of upper hopper tanks, and one or more winches of the pair of lifting mechanisms provided on both sides of the entrance on the deck in the width direction. By providing the hangar and its entrance in such a position, one upper hopper tank and the hangar do not interfere with each other, so that the continuity of the upper hopper tanks is not interrupted and the strength of the ship can be maintained. In addition, the hangar for the wind propulsion device may be arranged between two holds arranged in the direction of travel. In this way, the hangar can be arranged by utilizing the wall between the two holds.

[0022] As described above, the wind propulsion generating unit may be, for example, a hard sail. In this case, the device body of the wind propulsion device may be equipped with a shaft that rotatably supports the hard sail, and a drive device including a rotation drive source that rotates the shaft. In addition, in the case of a hard sail, the device may have a structure that allows the width dimension of the hard sail to be variable. In this way, the area of ​​the hard sail can be increased while keeping the size of the hangar small.

[0023] As described above, the wind propulsion generating unit may be, for example, a rotor sail. In this case, the main body of the wind propulsion device may include a shaft that rotatably supports the rotor sail and a drive device that includes a rotation drive source that rotates the shaft. [Brief description of the drawings]

[0024] [Figure 1] FIG. 1 is a perspective view of a bulk carrier, which is an example of a ship according to this embodiment. [Diagram 2] FIG. 2 is a left side view (side view seen from the starboard side) of the bulk carrier of the present embodiment. [Diagram 3] FIG. 1 is a plan view of a bulk carrier of the present embodiment. [Figure 4] This is a diagram showing the rear part of the hull where holds 7 to 9 are provided. [Diagram 5]This is a perspective view showing the hangar and the rigid sail device cut out from the hull. [Figure 6] FIG. 2 is a plan view showing the vicinity of the entrance to the hangar and the main body of the rigid sail device. [Figure 7] FIG. 2 is a schematic diagram for explaining details of a synchronous drive device. [Figure 8] 1A and 1B are schematic diagrams showing the state in which rigid sails are stored in a hangar, where (A) is a front view and (B) is a plan view. [Figure 9] This is a schematic diagram showing the rigid sail taken out of the hangar and ready to use, (A) being a front view and (B) being a plan view. [Figure 10] FIG. 1 is a diagram showing an example of a rigid sail having a structure in which the width direction dimension is variable. [Figure 11] FIG. 1 is a diagram showing an example of a rigid sail having a structure in which the width direction dimension is variable. [Figure 12] FIG. 11 is a diagram showing a second embodiment in which a rotor sail is used as a wind propulsion generating unit of a wind propulsion device. [Figure 13] FIG. 11 is a diagram showing a second embodiment in which a rotor sail is used as a wind propulsion generating unit of a wind propulsion device. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0025] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of a ship according to the present invention will be described in detail with reference to the drawings.

[0026] Fig. 1 is a perspective view of a bulk carrier which is an example of a ship according to this embodiment, Fig. 2 is a left side view (side view seen from the starboard side) of the bulk carrier according to this embodiment, Fig. 3 is a plan view, and Fig. 4 is a partially cutaway perspective view of the rear part of the hull in which the seventh to ninth holds described below are provided.

[0027] <Overall composition> The bulk carrier 1 of this embodiment is a large ship with an overall length of 55 m or more, which is subject to the multilateral treaty "International Convention for the Safety of Life at Sea (SOLAS Convention)" that prescribes rules for ensuring the safety of ships. The bulk carrier 1 has a bow 5 at one end in the traveling direction of the hull 3, a stern 7 at the other end, and a deck (upper deck) 9 on the hull 3. The bulk carrier 1 has the inside of the hull 3 divided into a plurality of compartments, and under the deck 9, holds 11 (first hold 11A to ninth hold 11I) for carrying cargo are formed, as partially shown in FIG. 4. In FIG. 1, the positions where the first hold to the ninth hold are present are denoted by reference numerals 11A to 11I. The first hold 11A to the ninth hold 11I are each equipped with openings 13A to 13I that open to the deck 9, hatch coamings 15A to 15I that surround the periphery of the openings 13A to 13I, and hatch covers 17A to 17I that slide in the width direction of the hull to close the openings 13A to 13I. A bridge 19, a radar mast 21, and a funnel 23 are provided at the stern 7.

[0028] The bulk carrier 1 of this embodiment is equipped with eight wind propulsion devices 25. In this embodiment, specifically, the eight wind propulsion devices 25 are eight rigid sail devices 25A-25H. The eight rigid sail devices 25A-25H are each equipped with a rigid sail 27A-27H, which is a wind propulsion force generating unit. In Figs. 1 to 3, the rigid sail devices 25A-25H are in use, and the rigid sails 27A-27H are vertically extended on the deck 9. The eight rigid sail devices 25A-25H are set with hangars (29A-29H) arranged between two holds 11 arranged in the traveling direction FD of the ship (for example, between the first hold 11A and the second hold 11B, between the second hold 11B and the third hold 11C, etc.). In Fig. 1, the positions where the hangars are located are denoted by symbols 29A-29H. As described later, the rigid sails 27A to 27H are configured to be able to be stored in hangars 29A to 29H provided below the deck 9.

[0029] <Designed to ensure visibility from the bridge> In this embodiment, the rigid sails 27A to 27H are arranged at intervals along the center line CL passing through the monitoring position WP of the bridge 19 and the top of the bow 5 in a plan view on the deck 9. There are 8 of them (in the generalized case, n (n is an integer of 3 or more)). When the rigid sail 27A closest to the bow 5 is defined as the first rigid sail and the rigid sail closest to the monitoring position WP is defined as the nth rigid sail, it is designed to satisfy the following three conditions.

[0030] First condition: The height dimensions of all the rigid sails are less than or equal to the height dimension of the highest one among the hull structures excluding the rigid sails. In this embodiment, as shown in FIG. 2, since the radar mast 21 has the highest height dimension (height dimension Zmax shown in FIG. 2), the first to eighth rigid sails (rigid sails 27A to 27H) are all less than or equal to the height dimension of the radar mast 21.

[0031] Second condition: When viewed from the monitoring position WP, the height dimensions are determined such that from the nth rigid sail to the (m + 1)th rigid sail (where m is an integer satisfying 2 ≤ m < n), the tips in the height direction from the nth rigid sail to the mth rigid sail can all be seen from the virtual viewpoint of the monitoring position WP. In this specification, the "virtual viewpoint" is the position of the viewpoints of both eyes when a crew member with an average height stands at the monitoring position. In this embodiment, n = 8, m = 3, the rigid sail 27A is the first rigid sail, the rigid sail 27C is the 3rd (= m) rigid sail, the rigid sail 27D is the 4th (= m + 1) rigid sail, and the rigid sail 27H is the 8th (= n) rigid sail. As shown in FIG. 2, from the 8th rigid sail 27H to the 4th rigid sail 27D, the height dimensions are determined such that the tips in the height direction from the 8th rigid sail 27H to the 3rd rigid sail 27C can all be seen from the virtual viewpoint of the monitoring position WP (the first and second tips cannot be seen).

[0032] Condition 3: The width dimensions are determined such that both ends in the width direction of one or more rigid sails installed from the (m - 1)-th rigid sail towards the bow do not cross the virtual line of sight IL when viewing both ends of the m-th rigid sail from the virtual viewpoint of the monitoring position WP. The "virtual line of sight IL" in this specification refers to a line that includes two planes connecting the virtual viewpoint and the upper and lower ends of both ends in the width direction of the m-th rigid sail. When both ends in the width direction of the m-th rigid sail extend vertically in the up-down direction perpendicular to the deck, it corresponds to a line connecting the virtual viewpoint and any part from the upper end to the lower end of both ends in the width direction of the m-th rigid sail. In this embodiment, n = 8 and m = 3. The rigid sail 27B is the (m - 1)-th rigid sail, and the rigid sail 27C is the m-th rigid sail. As shown in FIG. 3, the width dimensions are determined such that both ends in the width direction of the first and second rigid sails 27A and 27B do not cross the virtual line of sight IL when viewing both ends of the third rigid sail 27C from the virtual viewpoint of the monitoring position WP. Here, "do not cross" includes the state where the end in the width direction of the rigid sail coincides with the virtual line of sight. Also, m can be arbitrarily determined by the designer within the range of 2 ≤ m < n.

[0033] The height dimension Hn of the (m + 1)-th rigid sail from the n-th rigid sail (in this embodiment, the fourth rigid sail 27D from the eighth rigid sail 27H) can be expressed as satisfying the following formula: Height dimension Hn ≤ Zp - (Xn - Xp)tanθ - Zmin However, Xp: The longitudinal length dimension from the aft perpendicular of the monitoring position (bridge) Zp: The height dimension from the baseline (bottom baseline) of the monitoring position (bridge) Xn: The longitudinal length dimension from the aft perpendicular of the n-th rigid sail from the bow Zmin: The height dimension from the baseline (bottom baseline) of the lower end of the rigid sail θ: The angle formed by the straight line connecting the monitoring position (bridge) and the bow and the loaded waterline (LWL).

[0034] Similarly, the width dimension Bn from the mth hard sail to the first hard sail (in this embodiment, from the third hard sail 27C to the first hard sail 27A) can be expressed as satisfying the following formula: Width dimension Bn≦((Xn−Xp)tan2.5)×2 however, Xp: Length dimension in the ship's longitudinal direction from the aft perpendicular of the monitoring position (bridge) Xn: The length dimension in the longitudinal direction from the aft perpendicular of the nth rigid sail from the bow.

[0035] By determining the dimensions of the n hard sails in this way, it is possible to determine, without the need for special calculations, the shape and dimensions of the hard sails so that they do not obstruct a safe view when looking ahead of the bow from the bridge, in other words, so that visibility from the bridge in accordance with the SOLAS Convention can be ensured.

[0036] <Rigid sail lifting mechanism> FIG. 4 shows the rear part of the hull 3 in which the seventh hold 11G to the ninth hold 11I are provided. As shown in the figure, bulkheads (30A to 30H) that separate the holds are provided between the seventh hold 11G and the eighth hold 11H, and between the eighth hold 11H and the ninth hold 11I. Note that FIG. 4 shows bulkhead 30G and bulkhead 30H, while the bulkheads 30A to 30F are not shown in the other figures. These bulkheads 30A to 30H are composed of two bulkhead plates that are arranged at an interval in the traveling direction of the ship. A hangar 29 for storing rigid sails is provided between these two bulkhead plates.

[0037] Although not all of them are shown in Fig. 4, a total of eight hangars 29A-29H (see Fig. 1) are provided on the hull 3, such as hangar 29A between the first hold 11A and the second hold 11B, hangar 29B between the second hold 11B and the third hold 11C, etc., each of which is set with a hard sail device 25A-25H. In the example shown in Fig. 4, hard sail 27G is in use and taken out from hangar 29G, and hard sail 27H is not in use and stored in hangar 29H. Since the hard sails can be stored in the hangars as needed, if wind force impedes navigation, all the hard sails can be stored in the hangars and the ship can navigate as a normal ship, and if the hard sails are stored in the hangars at the port, they will not interfere with the loading and unloading cranes.

[0038] Fig. 5 is a perspective view showing the hangar 29H and the hard sail device 25H cut out from the hull 3. The other hangars and hard sail devices have the same basic structure, so for the sake of convenience, in the following, there will be no distinction between them, and the hangar will be referred to as 29 and the hard sail device as 25, and a description of the other hangars and hard sail devices will be omitted. Fig. 6 is a plan view showing the vicinity of the entrance 31 of the hangar 29 and the device body 45 of the hard sail device 25.

[0039] The hangar 29 has a shape extending in the width direction WD, the vertical direction VD, and the traveling direction FD of the hull 3, and a lid member 33 that closes the entrance 31 is arranged on the deck 9 so as to be movable between an open position and a closed position. In this embodiment, the lid member 33 further includes a lid moving mechanism that moves the lid member 33 between an open position that opens the entrance 31 and a closed position that closes the entrance 31. In the hangar 29, a plurality of vibration suppression rib frames 35 that come into contact with the device main body 45 described below when it rises and falls are arranged on both sides in the traveling direction FD. The plurality of vibration suppression rib frames 35 are welded to two bulkhead plates that constitute the bulkhead 30 described above. Around the hangar 29, a double bottom 37, a pair of lower hopper tanks 39, 39' provided at the lower part of the ship's side, and a pair of upper hopper tanks 41, 41' provided at the upper part of the ship's side are provided. A plurality of pistons 43 (eight in total in this embodiment as an example) constituting a fixing device for a device main body 45 described below are arranged near the entrance 31 of the storage 29 (see FIG. 6).

[0040] The hard sail device 25 includes the hard sail 27, which is a wind propulsion generating unit, a device body 45 to which the hard sail 27 is fixed, and a lifting device 47 for raising and lowering the hard sail 27 in the vertical direction. The device body 45 includes a shaft portion 49 for rotatably supporting the hard sail 27, and a drive device 51 including a rotation drive source for rotating the shaft portion 49. In addition, a total of eight cylinders 53 (shown by broken lines in FIG. 6) for receiving the extension portion of the piston 43, four first rollers 55 that contact the wall surface of the hangar 29, and four second rollers 57 that contact the vibration suppression rib frame 35 are provided on the side of the device body 45 (see FIG. 6). The lifting device 47 includes a pair of lifting mechanisms 59, 59' for raising and lowering both ends of the device body 45 located in the width direction WD together in a synchronized state.

[0041] [Details of the lift mechanism] As shown in FIG. 5, the pair of lifting mechanisms 59, 59' includes a pair of linear body groups 61, 61', a pair of winches 63, 63', a pair of pulley devices 65, 65', a pair of linear body lead-out units 66, 66', and a synchronous drive device 67. The pair of linear body groups 61, 61' are composed of a plurality of linear bodies (a plurality of chains in this embodiment) for lifting, which are respectively connected to both ends of the device main body 45. The pair of winches 63, 63' are arranged on both sides of the width direction WD of the entrance 31 on the deck 9, and wind up or wind down a plurality of linear bodies included in the pair of linear body groups 61, 61'. The pair of pulley devices 65, 65' guide the plurality of linear bodies to the corresponding winches 63, 63'. The pair of linear body lead-out units 66, 66' lead out the plurality of linear bodies from inside the hangar to the corresponding pulley devices. The synchronous drive device 67 synchronously drives the pair of winches 63, 63' to rotate in opposite directions.

[0042] FIG. 7 is a schematic diagram for explaining the details of the synchronous drive device 67. In FIG. 7, only the rotating shafts 69, 69' of the pair of winches 63, 63' are shown. The rotating shafts 69, 69' have a pair of ends 69a, 69b and 69'a, 69'b. In this embodiment, the synchronous drive device 67 is composed of two prime movers (two electric motors 71 and 73) that are operated synchronously, and a total of four force transmission mechanisms, namely, a first force transmission mechanism 75, a second force transmission mechanism 77, a third force transmission mechanism 79, and a fourth force transmission mechanism 81. The rotation directions of the shafts are as clearly indicated by the arrows.

[0043] Specifically, the first prime mover 71 has a first drive shaft 71a, and the first force transmission mechanism 75 is provided between the first drive shaft 71a of the first prime mover 71 and one end 69a of the rotating shaft 69 of the winch 63, and transmits the rotation of the first drive shaft 71a so that the rotating shaft 69 of the winch 63 rotates in the same direction as the first drive shaft 71a. The second force transmission mechanism 77 is provided between the first drive shaft 71a of the first prime mover 71 and one end 69'a of the rotating shaft 69' of the winch 63', and transmits the rotation of the first drive shaft 71a so that the rotating shaft 69' of the winch 63' rotates in the opposite direction to the first drive shaft 71a.

[0044] More specifically, the first force transmission mechanism 75 includes a first driving sprocket 83 provided on the first driving shaft 71a, a first driven sprocket 85 provided on one end 69a of the rotating shaft 69, and a first chain 87 stretched between the first driving sprocket 83 and the first driven sprocket 85. The second force transmission mechanism 77 includes a second driving sprocket 89 provided on the first driving shaft 71a, and a first chain 87 stretched between the first driving sprocket 83 and the first driven sprocket 85. the first driven shaft 91 is provided with a second driven sprocket 93 disposed on the first driven shaft 91 located near one end 69'a of the first driven shaft 91; a second chain 95 stretched between the second driving sprocket 89 and the second driven sprocket 93; and a first reversing mechanism 97 disposed between the rotating shaft 69' and the first driven shaft for rotating the rotating shaft 69' in the opposite direction to the rotational direction of the first driven shaft 91 by the rotational force of the first driven shaft 91.

[0045] The second prime mover 73 has a second drive shaft 73a, and the third force transmission mechanism 79 is provided between the second drive shaft 73a of the second prime mover 73 and the other end 69'b of the rotation shaft 69' of the winch 63' to transmit the rotation of the second drive shaft 73a so that the rotation shaft 69' of the winch 63' rotates in the same direction as the second drive shaft 73a. The fourth force transmission mechanism 81 is provided between the second drive shaft 73a of the second prime mover 73 and the other end 69b of the rotation shaft 69 of the winch 63 to transmit the rotation of the second drive shaft 73a so that the rotation shaft 69 of the winch 63 rotates in the opposite direction to the second drive shaft 73a.

[0046] More specifically, the third force transmission mechanism 79 includes a third driving sprocket 99 provided on the second driving shaft 73a, a third driven sprocket 101 provided on the other end 69'b of the rotating shaft 69', and a third chain 103 stretched between the third driving sprocket 99 and the third driven sprocket 101. The fourth force transmission mechanism 81 includes a fourth driving sprocket 105 provided on the second driving shaft 73a, and a third chain 103 stretched between the third driving sprocket 99 and the third driven sprocket 101. a fourth driven sprocket 109 provided on a second driven shaft 107 disposed near the other end 69b of the fourth driving sprocket 105; a fourth chain 111 stretched between the fourth driving sprocket 105 and the fourth driven sprocket 109; and a second reversing mechanism 113 provided between the rotating shaft 69 and the second driven shaft 107 for rotating the rotating shaft 69 in a direction opposite to the rotational direction of the second driven shaft 107 by the rotational force of the second driven shaft 107.

[0047] In this way, the synchronous drive device 67 can be realized using two prime movers 71 and 73, and the load can be distributed. In addition, by using two prime movers, even if one of the two prime movers breaks down, the synchronous drive device can be driven, and redundancy can be achieved.

[0048] [Operation of the lift mechanism] Fig. 8 is a schematic diagram showing the state in which the hard sail 27 is stored in the hangar 29, (A) being a front view and (B) being a plan view, and Fig. 9 is a schematic diagram showing the state in which the hard sail 27 is taken out of the hangar 29 and put into use, (A) being a front view and (B) being a plan view. In Fig. 8(B) and Fig. 9(B), the cover member 33 is omitted, and the hard sail portion is illustrated as being partially transparent for ease of explanation. In Fig. 8 and Fig. 9, the same members as those shown in Fig. 1 to Fig. 7 are assigned the same reference numerals as those assigned in Fig. 1 to Fig. 7.

[0049] When the hard sail 27 is stored in the hangar 29 (FIGS. 8A and 8B), the cover member 33 is in a closed position that closes the entrance 31. To put the hard sail into use, the cover member 33 is moved to the open position, and then the first and second electric motors 71, 73 are driven. When the first and second electric motors 71, 73 are driven, the pair of winches 63, 63' winds up the pair of linear body groups 61, 61', so that both ends of the device body 45 rise in synchronous fashion. Then, when the device body 45 has risen to the vicinity of the entrance 31, the piston 43 is operated, the extended portion of the piston 43 is inserted into the cylinder 53, the device body 45 is fixed, and the hard sail is put into use (FIGS. 9A and 9B).

[0050] [Extending the Rigid Sail] In this embodiment, the hard sails 27D-27H shown in Fig. 1 each have a structure that allows the width dimension to be variable. Specifically, as shown in Fig. 10 and Fig. 11, a first extension section 27a and a second extension section 27b are stored inside. With the hard sail 27 stretched out on the deck 9, it is possible to expand the area of ​​the hard sail 27 that catches the wind by unfurling the first extension section 27a and the second extension section 27b.

[0051] <Second embodiment> 12 and 13 are diagrams showing the main parts of a second embodiment in which a rotor sail is used as a wind propulsion generating unit of a wind propulsion device. A "rotor sail" is a sail in which a columnar rotor sail is set up vertically on a deck and rotated around an axis extending vertically to obtain propulsive force by the Magnus effect. FIG. 12 shows a state in which the rotor sail 227 is stored in a hangar 229, and FIG. 13 shows a state in which the rotor sail 227 is taken out of the hangar 229 and put into use. In FIG. 12 and FIG. 13, the parts common to the first embodiment shown in FIG. 1 to FIG. 9 are given reference numerals that are 200 larger than the reference numerals given in FIG. 8A and FIG. 8B, and the description thereof will be omitted.

[0052] The above-described embodiment has been described as an example, and the present invention is not limited to this embodiment unless it deviates from the gist of the present invention.

[0053] For example, in the above-mentioned first embodiment, an example is shown in which a synchronous drive device is realized using two prime movers, taking into consideration redundancy, etc., but it goes without saying that a synchronous drive device in which the electric motor 73, the third force transmission mechanism 79, and the fourth force transmission mechanism 81 are omitted may also be used. [Industrial Applicability]

[0054] According to the present invention, a ship can be provided that can reliably raise and lower a large and heavy wind-powered propulsion device in a stable state and even when the ship is pitching. [Explanation of symbols]

[0055] 1. Bulk Carrier 3. Hull 5. Bow 7 Stern 9 Deck (Upper Deck) 11(11A~11I) Hold 13(13A~13I) Opening 15(15A~15I) Edge material 17(17A~17I) Hatch cover 19 Funabashi 21 Radar Mast 23 Chimney 25(25A~25H) Wind propulsion device (rigid sail device) 27(27A~27H) Wind propulsion generating section (rigid sail) 29(29A~29H) Hangar 31 Entrance 33 Cover member 35 Vibration suppression rib frame 37 double bottom 39,39´ Pair of lower hopper tanks 41,41´ Pair of upper hopper tanks 43 Piston 45 Device body 47 Lifting device 49 Shaft 51 Drive unit 53 Cylinder 55 First Roller 57 The Second Roller 59,59´ Pair of lifting mechanisms 61,61´ Pair of linear bodies 63,63´ Pair of winches 65,65´ Pair of pulleys 67 Synchronous Drive 69,69´ Rotation axis 71 First Motor 73 Second Motor 75 First force transmission mechanism 77 Second force transmission mechanism 79 Third Force Transmission Mechanism 81 Fourth force transmission mechanism 83 First driving sprocket 85 1st driven sprocket 87 First Chain 89 Second driving sprocket 91 First driven shaft 93 Second driven sprocket 95 Second Chain 97 First Reverse Mechanism 99 3rd driving sprocket 101 3rd driven sprocket 103 The Third Chain 105 4th driving sprocket 107 Second driven shaft 109 4th driven sprocket 111 The Fourth Chain 113 Second Reversal Mechanism

Claims

1. A ship equipped with one or more wind propulsion devices having a wind propulsion generating unit that receives wind to generate propulsive force, extends vertically on a deck when in use, and is stored in a hangar provided below the deck when not in use, and a lifting device that raises and lowers the wind propulsion generating unit in the vertical direction, The wind propulsion device includes a device body to which the wind propulsion generating unit is fixed, the lifting device includes a pair of lifting mechanisms that synchronously lift and lower both ends of the device body located in a width direction perpendicular to a traveling direction, A cover member for closing an entrance to the hangar is disposed on the deck so as to be movable between an open position and a closed position, The lifting mechanism includes a pair of linear body groups each including a plurality of linear bodies for lifting, the linear body groups being connected to both ends of the device body, respectively; a pair of winches arranged on both sides of the entrance in a width direction and configured to wind up or wind down the plurality of linear bodies included in the pair of linear body groups; A pair of pulley devices that guide the plurality of linear bodies to the corresponding winches; A ship equipped with a synchronous drive device that synchronously drives and rotates the pair of winches in opposite directions.

2. A ship as described in claim 1, wherein fixing devices are distributed near the entrance of the hangar and to the device main body for fixing the device main body to the vicinity of the entrance when the device main body is in a raised fixed position.

3. 3. The ship according to claim 2, wherein the fixing device comprises one or more pistons provided on one of the vicinity of the inlet and the device body, and one or more cylinders provided on the other of the vicinity of the inlet and the device body to receive extended portions of the one or more pistons.

4. The ship described in claim 1, wherein the hangar is provided with a plurality of vibration suppression rib frames arranged on both sides of the traveling direction of the stored device main body and the wind propulsion generating unit, and which come into contact with at least the device main body when the device main body is raised or lowered, thereby suppressing vibration of the device main body in both directions of the traveling direction.

5. The pair of pulley devices are disposed between the pair of winches and the entrance, The ship described in claim 1, wherein a linear body lead-out section is provided between the pair of pulley devices and the entrance, which leads out the multiple linear bodies that constitute the linear body group from within the hangar to the corresponding pulley devices.

6. Each of the pair of winches has a rotating shaft, The synchronous drive device is A prime mover having a drive shaft; a first force transmission mechanism provided between the drive shaft of the prime mover and the rotating shaft of one of the pair of winches, the first force transmission mechanism transmitting rotation of the drive shaft to the rotating shaft of one of the pair of winches so that the rotating shaft rotates in the same direction as the drive shaft; 2. The ship according to claim 1, further comprising a second force transmission mechanism provided between the drive shaft of the prime mover and the rotating shaft of the other of the pair of winches for transmitting the rotation of the drive shaft to the rotating shaft of the other of the pair of winches so that the rotating shaft rotates in a direction opposite to that of the drive shaft.

7. The first force transmission mechanism includes: a first drive sprocket provided on the drive shaft; a first driven sprocket provided on the one rotating shaft; a first chain stretched between the first driving sprocket and the first driven sprocket, The second force transmission mechanism includes: a second drive sprocket provided on the drive shaft; a second driven sprocket provided on a driven shaft disposed adjacent to the other rotating shaft; a second chain stretched between the second driving sprocket and the second driven sprocket; and 7. The ship according to claim 6, further comprising a reversing mechanism provided between the other rotating shaft and the driven shaft for rotating the other rotating shaft in a direction opposite to the rotation direction of the driven shaft by the rotational force of the driven shaft.

8. Each of the pair of winches has a rotating shaft with a pair of ends, The synchronous drive device is a first prime mover having a first drive shaft; a first force transmission mechanism that is provided between the first drive shaft of the first prime mover and one of the ends of the rotating shaft of one of the pair of winches and transmits rotation of the drive shaft to the rotating shaft of one of the pair of winches so that the rotating shaft rotates in the same direction as the first drive shaft; a second force transmission mechanism that is provided between the first drive shaft of the first prime mover and one end of the rotating shaft of the other of the pair of winches and transmits rotation of the first drive shaft to the rotating shaft of the other of the pair of winches so that the rotating shaft rotates in a direction opposite to that of the first drive shaft; a second prime mover having a second drive shaft; a third force transmission mechanism that is provided between the second drive shaft of the second prime mover and the other end of the other of the rotating shafts of the pair of winches and transmits rotation of the second drive shaft to the one of the pair of winches such that the rotating shaft rotates in the same direction as the second drive shaft; a fourth force transmission mechanism that is provided between the second drive shaft of the second prime mover and the other end of the rotation shaft of one of the pair of winches and transmits rotation of the second drive shaft to the other rotation shaft of the pair of winches so that the rotation shaft rotates in a direction opposite to that of the second drive shaft, The marine vessel according to claim 1 , wherein the first prime mover and the second prime mover are operated synchronously.

9. The first force transmission mechanism includes: a first drive sprocket provided on the first drive shaft; a first driven sprocket provided at one end of the one rotating shaft; a first chain stretched between the first driving sprocket and the first driven sprocket, The second force transmission mechanism includes: a second drive sprocket provided on the first drive shaft; a second driven sprocket provided on a first driven shaft disposed near one end of the other rotating shaft; a second chain stretched between the second driving sprocket and the second driven sprocket; and a first reversing mechanism provided between the other rotating shaft and the first driven shaft and configured to rotate the other rotating shaft in a direction opposite to a rotation direction of the first driven shaft by a rotational force of the first driven shaft, The third force transmission mechanism includes: a third drive sprocket provided on the second drive shaft; a third driven sprocket provided on the other end of the other rotating shaft; and a third chain stretched between the third driving sprocket and the third driven sprocket, The fourth force transmission mechanism includes: a fourth drive sprocket provided on the second drive shaft; and a fourth driven sprocket provided on a second driven shaft disposed near the other end of the one rotating shaft; a fourth chain stretched between the fourth driving sprocket and the fourth driven sprocket; a second reversing mechanism provided between the one rotating shaft and the second driven shaft and configured to rotate the one rotating shaft in a direction opposite to a rotation direction of the second driven shaft by a rotational force of the second driven shaft, 9. The watercraft according to claim 8, wherein a rotation direction of the first prime mover and a rotation direction of the second prime mover are determined so as to rotate the one of the rotary shafts in the same direction.

10. 2. The ship according to claim 1, further comprising a lid moving mechanism that moves a lid member that closes the entrance of the hangar between an open position that opens the entrance and a closed position that closes the entrance.

11. The ship is provided under the deck and has a plurality of holds arranged in the traveling direction, A pair of upper hopper tanks are provided on the upper part of the ship's side of the hold, The inlet is provided on the deck between the pair of upper hopper tanks, The ship according to claim 1 , wherein the pair of winches of the pair of lifting mechanisms are provided on both sides of the entrance on the deck in the width direction.

12. The ship according to claim 11, wherein the hangar for the wind propulsion device is disposed between two of the holds aligned in the traveling direction.

13. The wind propulsion generating unit is a rigid sail, 2. The watercraft according to claim 1, wherein the device body of the wind-powered propulsion device includes a shaft portion that rotatably supports the rigid sail, and a drive device including a rotary drive source that rotates the shaft portion.

14. The ship according to claim 13, wherein the rigid sail has a structure in which its width dimension is variable.

15. The wind propulsion generating unit is a rotor sail, 2. The watercraft according to claim 1, wherein the device body of the wind propulsion device comprises a shaft portion that rotatably supports the rotor sail, and a drive device including a rotation drive source that rotates the shaft portion.

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