JP6198232B1 - Hull shape and propulsion device - Google Patents

Abstract

An object of the present invention is to increase the navigation speed of a ship while maintaining the economy of the ship. By providing a water channel 6 passing from the bow 1 to the stern 2, and flowing the water of the bow through the water channel to the stern, three resistances of the ship running on the water surface, namely, wave resistance, viscous pressure resistance, Water turbines in a double row that eliminate the viscous frictional resistance, the front two of them, increase the stability during high-speed navigation due to the structure of the waterway, and also eliminate the loss of swirling flow behind the propeller generated by the screw propeller. 14 structure increases propulsion efficiency and propulsion. [Selection] Figure 1

Description

  The present invention relates to a ship running on the water surface.

  A ship running on the surface of the water has three resistances: wave resistance, viscous pressure resistance, and viscous friction resistance, and the balance between propulsive force and resistance force is the ship speed. Each resistance increases in proportion to the square of the speed. The main resistances are viscous friction resistance at low speed and wave-making resistance at high speed. Wave resistance increases rapidly at high speed.

  Wave resistance is proportional to the square of the ship's speed and the projected area of the front. If the speed is doubled, the wave resistance will be quadrupled and the required driving force will also be quadrupled. A thick ship shape increases the wave resistance. Although the wave-making resistance can be reduced by using a thin type, since the restoring force is weakened, the ratio of the length and width of the ship is generally 6 to 7, and 8 is the upper limit.

  Many of the current ships are single hulls that float above the surface of the water and have one fuselage. (Hereafter referred to as “current ship”). It is the most suitable structure for running at low speed, and is the reason why it occupies the current main force, but the ratio of length to width is 6 to 7 and it is a shape that generates high wave resistance at high speed. High-speed navigation is not suitable.

  In order to make the current ship run fast and economically, in order to reduce the resistance of water, that is, energy loss, the ship's shape is smoothed, and a barbus bow (spherical bow) is provided to counteract some of the generated waves. Efforts have been made (see, for example, Patent Document 1), but this is not sufficient.

  In addition, when a current ship sails at a high speed, lift is generated due to the shape of the bottom of the ship, the ship is lifted, the stability is lowered, and there is a risk of capsize. In addition, it collides with a large wave, the bow moves up and down violently, and the ship jumps up, causing the risk of rollover and sinking. Current ship shapes that become unstable at high speeds are inherently unsuitable for high speed navigation.

  In addition, high-speed navigation requires a high-speed propulsion device, but the propeller propulsion device used by many current ships rotates the propeller perpendicular to the direction of travel and causes a swirl flow that causes energy loss behind the propeller. make. The acceleration required to rotate the swirling water is proportional to the square of the rotational speed. Therefore, when the rotational speed is increased, the propulsive force increases in proportion to the rotational speed, whereas the force necessary for the rotation rotates. It increases rapidly with the square of the speed.

  In addition, when the rotation speed of the propeller is increased, the cavitation phenomenon occurs in which the water around the propeller is vaporized and the thrust is reduced. The propulsion force can be improved by increasing the propeller instead of increasing the rotation speed, but it cannot be increased too much due to restrictions on the draft and the depth to the bottom of the ship.

  In order to make current ships run faster and more economically, various efforts have been made to improve the efficiency of propulsion devices such as double propellers, variable pitch propellers, pod propulsion devices, etc. in order to reduce the swirling flow behind the propellers, ie energy loss. But it is not enough (similar to Barbusbau to cancel the generated waves).

  A water jet propulsion device is used for current high-speed navigation, but due to the mechanism that takes in seawater and compresses it to high pressure and blows it out at high speed, the device becomes high-cost due to high-pressure processing, and energy loss is large, It loses economic efficiency in both construction and operation, and only a limited number of uses are widespread.

  On the other hand, from the viewpoint of global warming countermeasures, it has an absolute strength in cargo transportation at high speeds over medium and long distances of about 500 to 2000 km, but from truck transportation with high CO2 emissions (with high speed and mass transportation capacity). ) A modal shift to ship transport with low CO2 emissions is required.

Japanese Patent Laying-Open No. 2015-168377

  The problem to be solved by the present invention is to improve the above-mentioned drawbacks.

  In current improvements such as smoothing the ship shape, the energy loss of the waves generated by the monohull floating above the water surface, which is currently mainstream, drives the bow water out of both sides. Recovering is practically impossible, and is taking a step forward with the progress to reduce the generated waves.

  Improvements in propeller shape improvement, double reversing propellers, variable pitch propellers, pod propulsion, etc. that are currently being carried out only improve propulsion efficiency to a certain extent. It is far from solving the various obstacles that it has, and it does not have the driving force to realize high-speed navigation that surpasses the resistance of rapidly increasing water.

  For this reason, when the ship speed is increased, 1. 1. The acceleration required for the ship to advance while driving the water in front of the bow out of both sides, that is, the resistance of the water, increases rapidly with the square of the ship speed. The acceleration required to rotate the swirling water behind the propeller, that is, the water resistance, also increases rapidly with the square of the ship speed, and the water resistance increases with the cube of the speed due to the synergistic effect of 1 and 2. As a main engine, a powerful engine is required.

  It is said that the economical speed limit of the current ship shape is around 60 kilometers per hour. A single-hull ship that exceeds this speed will be a non-commercial ship, such as a patrol ship or a military ship, whose economic efficiency can be ignored.

  The interest in current navigation speed is in economic navigation speed, rather than a further increase in navigation speed that has reached its limit. If the shipping market conditions deteriorate due to the economic downturn, excessive hulls and soaring fuel costs, fuel consumption will decrease more than speed reduction. There are enough ships to start.

  Other than single-hull ships, hydrofoil ships, hovercraft, wave piercers, etc. have been put into practical use, but they cannot be operated in stormy weather, are not suitable for large ships, the amount of cargo loaded is small, construction costs and maintenance costs Has not yet gained a large market share globally due to its high price and poor fuel economy.

  The inventor of the present invention provides a channel for flowing the bow water in the ship as means for solving the above-described problems. The water in front of the bow is allowed to flow after the stern through the provided water channel, and the speed of the navigation speed is increased while maintaining economy by the double row arrangement of water turbines as a propulsion device.

  Explanation of means 1/2: About waterways

  First, “Waterway” is described. As the ship travels, it is necessary to move the water in front of the ship somewhere and return the moved water after passing.

  In the current ship, rapid moving energy is added to the water, it is driven out of both sides, and the ship advances while causing a pulling wave. When traveling at high speed, the applied kinetic energy, that is, wave resistance, increases rapidly. Since it is driven out, energy cannot be recovered.

  In the ship of the present invention, low-speed movement energy is added to the water more slowly than the current ship, and the movement width is small. In addition, the water advances through the water channel. Since both the moving speed and the moving width are small, the energy required for water movement is very small. In addition, since water is not driven out of both sides, it does not cause a pulling wave that causes energy loss. Because it did not expel water, it can be used to counteract viscous pressure resistance due to vortices behind the stern.

  In the current ship, the surrounding water is drawn to the low-pressure part behind the stern that the ship has passed, generating a vortex. Loss of energy that draws water, that is, viscous pressure resistance is generated, and the action of slowing the stern works. Because the water in front of the bow has been expelled from both sides, the stern will draw the water around it on the assumption that a loss will occur.

  In the ship of the present invention, the water that has advanced through the water channel is returned to the water surface by the stern. Since the water was not expelled from both sides, the water taken into the water channel at the bow could be returned to the water surface after the stern. There is no need to draw the surrounding water after the ship has passed, and viscous pressure resistance can be prevented.

  In summary, the current ship is navigating while pulling out the water out of both sides and generating a wave, but the ship of the present invention moves up and down at that position. The lower part of the road passes by. This is similar to the phenomenon that water itself does not move and moves up and down on the spot when waves propagate.

  As a precaution, the hydrofoil ship and the ship of the present invention both have submerged parts, but they are completely different. The former does not have a waterway (wall), and the latter has a waterway (wall). The former uses the lift of the wing as the main buoyancy during navigation, and the latter uses the volume below the surface of the ship as the main buoyancy. During navigation, the former lifts the hull with lift, and the latter pushes the entire ship down with water flowing through the waterways. The former has a very small wing volume, while the latter has a larger volume to keep the ship's superstructure above the water surface.

  Means 2/2: About the propulsion device

  Next, “propulsion device” will be described. As a means for solving the problems of the propulsion device, the present invention uses a water wheel that is arranged on the ship bottom and / or water channel and rotates in the front-rear direction about the horizontal direction of the ship as a rotation axis. Details will be described below.

  Many of the current ship propulsion devices are propellers (screw propellers). Propellers, like airplane wings, make use of the lift created by the density difference of the fluid passing through both sides of the wing. It is a propulsion device that is economically optimal and has no alternatives at the current low speed navigation and current propeller speed.

  The propeller of the current ship rotates transversely to the direction of travel (the tip of the propeller is several times faster than the ship speed), so that the swirl flow behind the propeller is energy (if there is one propeller, the drive shaft About 1/3 of the energy is lost. On the other hand, the water turbine of the present invention rotates in the direction of travel (the opposite direction), so that there is no loss of lateral energy such as a swirling flow and the propulsion efficiency is good.

  The current ship's propeller has a structure that rotates laterally and generates lift, so if the rotation speed is increased or the pitch is increased, the negative pressure created by the blade surface becomes greater than the water pressure and fine bubbles are generated. The phenomenon of cavitation occurs and propulsion efficiency deteriorates rapidly. On the other hand, the water turbine of the present invention has a structure that does not use lift, and does not generate cavitation that impedes propulsion by rotating in the direction of travel (the opposite direction) and pushing out water.

  The propeller of the current ship propels the ship by pushing water backwards within the rotation area of the propeller that rotates laterally, but the area of the propeller rotation range is smaller than the front projection area under the water surface, compared with the ship speed If the water is not pushed backward at a higher speed, the necessary driving force cannot be obtained. (Although the area to be pushed out is not as small as the water jet type), energy efficiency is poor. On the other hand, the water wheel of the present invention can arrange the water wheel to the full width of the ship, and can be pushed backward more slowly than the propeller system to obtain the same propulsive force. Energy efficient.

  Current ship propellers are installed at the bottom of the stern. An empty cargo ship has a lower waterline, lowering the stability of the ship, and propellers coming out of the water and obstructing the water. Ballast tank capacity relative to the tonnage of cargo is generally 30% for container ships, 40% for crude oil tankers, and 80% for LNG tankers. Loading ballast water that has no economic value is a negative factor in considering the fuel efficiency of ships and has an impact on the ecosystem, and research on non-ballast ships is underway.

  On the other hand, the water wheel of the present invention is arranged on the bottom of the ship and has a kind of ballast effect that the water passing on the water channel pushes down the hull at the time of navigation, and this obstacle does not occur.

  The mechanism of the water wheel of the present invention is the same as that of an outer ring ship in which the water wheel rotates in the traveling direction (the opposite direction), pushes water backward and advances the ship with a repulsive force. The majority of water turbines are on the water (the blades of the water turbines are easily broken by the force of waves during stormy weather). 2. The water wheel is on the side or stern outside the ship. It does not take into account measures against loss due to centrifugal force.

  In the water wheel of the present invention, the blade portion that pushes water backward is placed in the water flow, which is not useful for propulsion, but rather the rotation drum portion and the portion of the blade that is rotating in rotation, which inhibits the flow of water, do not serve as a flow path. Place in the propulsion room to prevent energy loss (which will slow down propulsion speed).

  The water turbine according to the present invention can reduce the speed of the ship or move backward by rotating the water wheel in the reverse direction. Also, by arranging in double rows, the eccentricity can be relaxed from the rotation axis of a single horizontally long turbine, and the rotation direction of each turbine can be controlled individually (even if there is no rudder) to change the traveling direction of the ship be able to.

  The water wheel of the present invention is driven by an electric motor attached to each water wheel. Many of the current ships are driven by diesel engines that are not good at rapid speed fluctuations. In the present invention, speed control and course control are achieved by using an inverter-controlled electric motor that is good at rapid and precise speed control. Can be free.

  Although it does not fall within the scope of the propulsion device of the present invention, a mechanism that protects the water turbine part from large garbage is installed by attaching a slit for preventing inflow of garbage such as ropes, driftwood, etc. to the front of the water turbine. .

  The blades of the water wheel of the present invention protrude from the bottom of the ship. Riding on reefs and shallows destroys the propulsion device and the ship loses propulsion. It is desirable to navigate to prevent marine accidents by installing an autopilot linked with an electronic chart and a water depth sonar that automatically alerts when the water depth is lower than the set depth.

  As described above, the current ship propulsion device has a structural characteristic unsuitable for high-speed navigation that rotates laterally with respect to the fore-and-aft direction of the bow stern. The water turbine of the present invention reduces or eliminates the problem of loss generated by the screw propeller system with a simple structure and low cost, and is necessary for high-speed navigation by reducing or eliminating it by means of a water turbine system that rotates in the forward and backward direction of the bow stern. Realize the driving force.

  According to the present invention, the loss of wave resistance and viscous pressure resistance generated between the ship and the water surface is almost eliminated, and in combination with the propulsion device using a water turbine with low loss, while ensuring economic efficiency, the high speed of the ship. Can be improved.

  By improving the speed of the ship, the navigation time can be shortened. By reducing the resistance loss of the ship while ensuring high speed, various devices used for propulsion can be reduced in size, and fuel consumption can be reduced.

  Shorter navigation time due to high-speed navigation reduces the total door-to-door transportation time, increases the frequency of operations on the same route, early recovery of ship construction funds, lower sailor costs per navigation, truck transportation It brings merit such as acquisition of competition qualification.

  The propulsion resistance can be reduced by reducing the size of the main engine, removing the turbocharger for boosting horsepower, reducing the size of the fuel tank, and reducing the size of the propeller (or water turbine). Ship construction costs and maintenance costs can be reduced.

  The effects of reducing fuel consumption include a reduction in operating costs due to a reduction in fuel costs, a reduction in CO2 emissions, and additional fuel consumption competition with competing trucking.

  Further, according to the present invention, there is no risk of hull turbulence, hull breakage, capsizing, sinking, etc. due to a collision with a large wave, a sharp rise and fall of the bow portion, even when navigating at high speed. This reduces cargo collapse and breakage, and improves navigation safety under bad weather conditions.

  In addition, all of the swaying of the ship that occurs on the current ship, Yawing, Rolling, Pitching, Swaying, Surging, Up and down (Heaving), is eliminated. This improves the crew's inboard environment. Regain power of passenger ships that are hated by tourists due to seasickness.

FIG. 1 is a cross-sectional view showing the basic structure of the ship of the present invention and the flow of water during navigation. FIG. 2 is a side view showing each shape of the ship of the present invention. FIG. 3 is a comparison between the bow angle of the current ship as viewed from above and the bow angle of the ship of the present invention as viewed from the side. FIG. 4 is a diagram showing changes in acceleration due to changes in the bow angle. FIG. 5 is a view showing the state of water at the time of anchoring and navigation of the ship of the present invention. FIG. 6 is a view showing the state of the water surface of the ship according to the present invention during bad weather navigation. FIG. 7 is a diagram showing the gravity and buoyancy of the current ship, and the gravity and buoyancy of the ship of the present invention. FIG. 8 is an enlarged view of a sharply pointed bow bottom portion of the ship of the present invention. FIG. 9 is an enlarged view showing a water turbine portion of the propulsion device of the ship of the present invention. FIG. 10 shows an example of the shape of the blades of the water wheel of the ship of the present invention. It is the example which has arrange | positioned the water wheel on the water channel floor and the ship bottom of the ship of this invention.

  Hereinafter, a method for speeding up a ship and a ship according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the ship according to the embodiment of the present invention has a water channel space 6 in the ship, and the water in front of the bow 1 flows behind the stern 2 through the water channel space 6.

  As shown in FIG. 2, the ship of the present invention is sandwiched between a bow 1 having a thin point in contact with water, a similar stern 2, a ship bottom 3 with blades of a propulsion turbine, and a ship bottom 3 and a lower deck 5. The propulsion room 4 that is the main body of the ship's buoyancy space and advances the ship, the lower deck 5 that serves as the floor of the water channel that flows from the bow 1 toward the stern 2, the water channel space 6 that flows, the cabin / cargo room 7 that earns the fare, the ship The side wall 8 of the space between the side wall 10 that supports the upper structure and the upper and lower sides and the side skin 10 that forms the walls of both sides, the bridge 11 for maneuvering the ship, the water discharge port 12 for escaping the water of the wave exceeding the assumption, the bow 1 and an arrowhead 13 at the tip of the stern 2, water wheel portions 14, 15, 16, 17, 18, and the like.

  Depending on the type of cargo, such as liquid, powder, granule, etc., a part of the propulsion room 4 is made into a cargo room.

  When navigating a ship at high speed, not only water resistance but also air resistance cannot be ignored. The cabin / cargo compartment 7, the side compartment 8, and the bridge 11 in FIG. 2, which are above the water surface, have a shape with low air resistance. Cargo such as containers should not be placed in an exposed state. Cover all four sides with an upper hatch cover, etc. to reduce the bulge and reduce air resistance.

  As shown in the sectional top view of FIG. 2, the tip of the bow 1 and the stern 2 of the side chamber 8 is sharpened to reduce the air resistance. As shown in the side view of FIG. 2, the bow 1 and stern 2 of the cabin / cargo compartment 7 and the bridge 11 are rounded to reduce air resistance.

  FIG. 3 is a comparison of the bow angle that is the basis for generating the wave resistance between the current ship and the ship of the present invention. As described above, the ratio of the length and width of the current ship is 6 to 7, the width is several meters to several tens of meters, and the bow angle for separating water has 30 degrees to 45 degrees.

  On the other hand, in the ship of the present invention, the ship bottom 3 and the lower deck 5 are united at the bow 1, the board thickness is about several centimeters, and even if the arrowhead 13 at the tip is added, the bow for separating water. The angle can be configured to be very small compared to current ships.

  FIG. 4 shows the relationship between the bow angle and the acceleration required when moving water. Assuming that the acceleration at 45 degrees is 1, it increases by 1.73 times at 60 degrees. At 30 degrees, it decreases to 0.58 times. At 90 degrees, it increases to infinity. When it is 0 degree, it decreases to zero.

  Therefore, the ship of the present invention hardly generates wave resistance at the bow 1. Also, no water is expelled out of both sides, so there is no energy loss here either. Furthermore, as described above, by returning the water taken into the water channel 6 by the bow 1 to the rear of the stern 2, generation of viscous pressure resistance can be suppressed.

  FIG. 5 shows the state of water when the ship of the present invention is anchored and sailed. The major difference from the current ship is that the ship of the present invention always has water on the lower deck 5. Since this water constantly pushes the lower deck 5 down, the water surface is stable without being shaken like a current ship.

  As shown in the lower part of FIG. 5, when the ship of the present invention is anchored, the volume below the surface of the water, that is, the buoyancy equivalent to the amount of drainage, is balanced with the total weight of the ship. Water on the lower deck 5 pushes the lower deck 5 down. When the waves come in, the waves run up on the lower deck 5 and do not shake the ship, just like the waves rushing to the sandy beach.

  As shown in the middle of FIG. 5, when the ship of the present invention navigates, the buoyancy of the volume below the water surface (flat water surface) is the total weight of the ship in the weight of the water above the water surface (flat water surface). It is in balance with the added weight. The ship sails for the weight of water above the surface of the water (flat water). As shown in FIG. 6, the waves flow over the surface of the waterway and do not shake the ship.

  FIG. 7 is a diagram showing the gravity and buoyancy of the current ship and the gravity and buoyancy of the ship of the present invention. The upper diagram of FIG. 7 is a deformation (emphasis) diagram of the current ship, and the balance is maintained by adding the weight a of the ship from the top and the buoyancy a from the bottom. When the surface of the water (that is, the volume below the surface) rises and falls due to waves, the buoyancy increases and decreases, and the ship moves up and down.

  The lower diagram of FIG. 7 shows a state where the ship of the present invention is anchored, and the gravity a of the ship and the gravity b of the water on the lower deck 5 are added from above, and the buoyancy a + b is added from below. When waves hit and rise and fall and the gravity of the water increases and decreases, the buoyancy increases and decreases by the same amount, and the ship does not move up and down.

  The middle diagram of FIG. 7 shows the weight of the ship a from above and the gravity b + c of the water on the lower deck 5 and the buoyancy a + b + c from the bottom. keep. As shown in FIG. 6, when navigating in bad weather, if the water surface of the water channel above the lower deck 5 is moved up and down by waves and the gravity of the water increases or decreases, the buoyancy also increases or decreases by the same amount, and the ship does not move up and down.

  The water channel space 6 in FIG. 2 is for flowing the water in front of the bow 1 to the rear of the stern 2, but the waves travel on the water surface of the water channel. Even during stormy weather, it is necessary to ensure that the cabin / cargo compartment 7 in the upper part of the ship has a height that does not hit a large wave. If it hits, it will cause a destructive impact on the superstructure.

  If it encounters a big wave that hits, it is necessary to lower the boat speed and lower the water level flowing in the waterway space 6 for navigation. If you lower the water level, it will disappear. Even in the event of a collision, the impact is reduced if the traveling speed is slow.

  The water outlet 12 in FIG. 2 is an opening that allows water to escape from both sides to prevent the waves from colliding with the cabin / cargo compartment 7 in the upper part of the ship when an unexpected large wave comes during stormy weather. . In the event of stormy weather, the water outlet 12 can enhance the safety of the emergency.

  As shown in the upper diagram of FIG. 7, the current ship pushes the ship down only by its own weight, and the ship tends to tilt to the opposite side when a heavy wave is received from the side during stormy weather. In the ship of the present invention, as shown in the middle diagram of FIG. 7, in addition to the weight of the ship, the water flowing through the water channel space 6 holds down the lower deck 5 and hardly tilts even when receiving a large wave from the side. .

  The current ship travels straight with the water at the bow divided equally between the left and right, and when it receives a large wave from the front of the ship, it collides with the side of the bow and the ship tilts to the other side. At the same time, the water level on the dredging side rises and buoyancy increases, conversely, on the opposite dredging side, the water level falls and buoyancy decreases, and the slope increases further.

  When the ship of the present invention receives a large wave from the diagonally forward side of the ship, the wave is cut at the edges of the ends of both sides. Waves outside the heel move up and down along the walls of the heel side skin 10. The waves that enter the inside flow toward the stern 2 while being repeatedly reflected by the channel wall 9 of the channel space 6. As shown in the enlarged view of FIG. 8, the bow angle does not collide with waves due to the thin and sharp shape, and the ship does not tilt due to the weight of the water flowing through the water channel space 6.

  The hull form of the current ship that floats on the surface of the water and collides with waves is not suitable for high-speed navigation. Increasing the speed will cause the ship to float in the air due to the energy of the collision, the waterline will fall and the balance between buoyancy and gravity will become unstable, and in the worst case, it will capsize.

  The ship form of the present invention is suitable for high-speed navigation. The ship bottom 3 in FIG. 2 is flat and does not generate lift. In addition, the water flowing through the channel space 6 constantly pushes down the ship, and the ship does not rise even if the speed is increased. The situation of the current ship itself that the center of gravity rises and it is easy to capsize does not occur.

  The shape of the current ship is not suitable for high-speed navigation. When sailing at high speed in a big wave, the ship shakes violently with punching where the wave and the bow collide violently, the ship climbs on the wave and floats in the air, the next moment, with strong impact and slamming that the bottom of the ship hits the water surface . In the worst case, the ship will be destroyed.

  The ship form of the present invention is suitable for high-speed navigation. Even when sailing at a high speed in a large wave, the bow 1 does not collide with the waves due to its thin and sharp shape, and the bottom 3 is always under the surface of the water, and the waves flow over the waterways. There is no phenomenon of current ships launched into the air.

  Including the above, sagging, hogging, punching, slamming, bow diving, broaching, etc., the inherent danger of current ships floating on the water surface is that the lower part of the hull is submerged and above the water on the lower deck 5 This is greatly improved by the shape of the ship of the present invention in which waves flow.

  Although not limited to high-speed navigation, the swaying of the ship that occurs on the current ship, three-axis rotation (Yawing) horizontal (Pitching), three-axis parallel movement (Swaying) before and after (Surging) up and down (Surging) None of (Heaving) occurs in the ship of the present invention in which the lower part of the hull is submerged and waves flow over the water on the lower deck 5.

  Hereinafter, a method for speeding up a propulsion device according to an embodiment of the present invention will be described with reference to the drawings.

  As shown in FIG. 9, the propulsion device of the present invention has a water wheel 14, a partition wall 16, an electric motor 18, and a current plate 17 on the bottom 3, and the water in front of the water wheel 14 is turned by turning the water wheel 14. Shed behind. This reaction advances the ship.

  The water wheel 14 is in contact with water and is partitioned by a partition wall 16 from an electric motor 18 of a driving unit. The turbine 14 is driven by one or both electric motors 18 that are individually connected through seal rings and bearings. A water channel between adjacent water turbines 14 is partitioned by a partition wall 16 and a current plate 17, and water in front of each water turbine 14 flows behind the same water turbine 14 and does not flow into another water turbine 14.

  The portion of the blade 15 below the water wheel 14 scrapes water from the front to the back, and generates a propulsive force by reaction. Since the drum portion and the blade 15 portion above the water wheel 14 do not generate thrust and become a water flow barrier, it is arranged in the propulsion chamber 4 to avoid a water flow barrier. .

  The baffle plate 17 under the water wheel 14 prevents the water wheel blades 15 from pushing water away by centrifugal force, and allows water to flow from the front to the rear. Since water is pushed out one after another by the rotating blades 15, cavitation that occurs at the low pressure location of the screw propeller does not occur in the water turbine 14 of the present invention.

  The water turbine 14 can push a large amount of water in the bottom 3 backward (without causing energy loss due to lateral movement) due to the double row arrangement of the width of the bottom 3 and the large rotation diameter of the water turbine 14. The propulsion efficiency improves as the diameter of the water wheel 14 increases, but is subject to restrictions on the height of the propulsion chamber 4, the driving force of the electric motor 18, and other restrictions.

  The width of one turbine wheel 14 is determined by the eccentricity of the rotating shaft, the rotational strength of the turbine wheel 14, the driving force of the electric motor 18, and the like that are allowable in manufacturing. The number of water turbines 14 arranged in a double row is determined by the width of the ship bottom 3. In other words, when the size of the ship is increased, the number of turbines 14 can be increased instead of increasing the torque of each turbine 14.

  Electric motors 18 are individually connected to the turbines 14, and as described above, by controlling the rotation of each turbine 14 individually, the course of the ship can be controlled without forward, deceleration, reverse, or rudder. . Further, even if a small number of water turbines 14 lose their rotational force due to breakage or the like, navigation can be continued by the remaining water turbines 14 (although the navigation speed is reduced).

  FIG. 10 is a shape example of the blade 15 of the water wheel of the present invention. The shape of the blade 15 on the left side of the figure is a flat plate. The production is simple, but a rectifying plate that prevents the water from being driven out by centrifugal force is essential. Covering the bottom of the water wheel 14 with the current plate 17 deteriorates maintainability.

  The shape of the blade 15 in the center of the figure is a curved plate. The difficulty of production increases, but it has the effect of preventing water from being driven out by centrifugal force. The curved curve is adjusted to the rotational speed of the water wheel 14 during cruising. Maintainability can be improved by eliminating the current plate 17 under the water wheel 14. When the water wheel 14 is rotated in the reverse direction, the shape is reversely curved, and the propulsive force is weakened.

  The shape of the blade 15 on the right in the figure is obtained by adding a turn to the curved plate. Although the difficulty of production is further increased, it slightly compensates for the decrease in propulsive force of reverse bending when the water wheel 14 is rotated in the reverse direction.

  FIG. 11 shows an example in which the water turbines 14 are installed at two locations, the lower deck (water channel floor) 5 and the ship bottom 3. Although the construction cost increases, the propulsive force can be increased as compared with the case of one place. The resistance to individual failure of the water turbine (the navigation continues even if it breaks down) is strengthened. Depending on the sailing situation, two-site propulsion and one-site propulsion are used properly.

1 bow 2 stern 3 ship bottom 4 propulsion room (under waterway)
5 Lower deck (aqueduct floor)
6 waterway (waterway space)
7 Guest rooms / cargo rooms 8 Side rooms (both rooms)
9 Waterway wall 10 Side skin 11 Funabashi (Maneuvering room)
12 Water outlet 13 Yajiri 14 Water wheel 15 Turbine blade 16 Bulkhead 17 Rectifying plate 18 Electric motor a Weight of the ship and buoyancy b against the water Gravity pushing down the water on the lower deck, the bottom of the ship up Pushing pressure c The shape of the lower deck, the pressure that pushes the bottom of the ship up against the gravity of water lifted above the flat water surface

Claims (2)

  The ship has an upper structure and a lower structure that are connected up and down on both sides of the ship, and the space from the bow to the stern surrounded by these four surfaces is an open channel for water flow, and the upper surface of the lower structure is the open channel The bottom of the bottom is the bottom of the ship, the tip of the bottom of the ship is the bow, the back of the stern is connected to the lowered aqueduct and both ends sharply, and the ship stops. In the hull having the above structure, there is the lower structure that is the main buoyancy of the ship, and the upper part of the water channel floor is above the water surface and below the water surface when traveling. The open channel is almost straight from the bow to the stern, and when the ship moves forward, the water in front of the bow is lifted above the water surface and flows to the back of the stern while coming into contact with the atmosphere. Characteristic ship.   A double row of water turbines is installed on the bottom and water channel of the ship, the water wheel is moved by moving the water wheel, the ship is moved forward and backward by the repulsive force, and the water wheel is individually controlled to change the traveling direction. Ship according to claim 1, characterized in that

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