JPH0332994A - Composite supporting type super-high speed boat with floater - Google Patents

Abstract

PURPOSE:To make the draft of the whole boat shallow by pivotally-supporting a floater on both sides of an upper hull connected at an interval to a lower hull where a hydrofoil is provided so that it can rotate freely vertically, and filling the floater with air. CONSTITUTION:A boat is provided with both upper and lower hulls connected with plural struts 3, 4, and with a hydrofoil 5 at the lower hull 2, whereas a couple of floaters are pivotally-provided 8 on both the sides of the upper hull 1 so that it can rotate freely vertically. For making the draft of the hull shallow, a charging and discharging valve 13 and an air vent valve 12 are first opened respectively to fill the floater 6 with water naturally and rotate the floater 6 downwards through a link member 10. Then the air vent valve 12 is closed, and the floater 6 is filled with compressed air to discharge inside water. It is thus possible to increase the buoyancy of the floater 6 and make the draft of the hull shallow.

Description

[Detailed Description of the Invention] [Industrial Application Field] This invention relates to a composite support type ultra-high-speed ship, and more specifically, a type in which the entire hull is supported by both the lifting force of hydrofoils and the buoyancy of a lower hull. The present invention relates to a composite support type ultra-high-speed ship that is equipped with a floater as a preliminary buoyancy force that moves up and down (rotates) to ensure continuous stability while making it possible to operate in shallow water.

[Conventional technology]

In recent years, as the need for faster transportation on land, sea, and air has increased, passenger ship routes on inland seas and remote islands are no exception.
We are entering a period of major change, with the aim of improving services with an emphasis on comfort and speed. Recently, ultra-high-speed passenger ships have appeared in Japan, which support the entire weight of the ship with hydrofoils and travel at ultra-high speeds using water jet propulsion, to meet the needs of the passenger field.

On the other hand, in the field of dedicated cargo transportation, large-sized (
The need for increased payload (increased load capacity) and ultra-high speed is rapidly increasing.

However, even if conventional high-speed cargo (container) ships are satisfactory in terms of loading capacity, they are not capable of ultra-high speeds and take too many days to transport.

Furthermore, even if an ultra-high-speed cargo ship with a wall similar to the ultra-high-speed passenger ship mentioned above is adopted, there will naturally be a limit to its carrying capacity if the ship's weight is supported entirely by the lifting force of the hydrofoils. For example, if a cargo ship with a load capacity of several hundred tons were designed with this kind of wall, it would require huge hydrofoils, which is said to be impossible.

Therefore, in order to meet the needs for increased size and ultra-high speed, a composite support type ultra-high-speed ship as shown in FIG. 6 has been proposed. That is, the hull consists of an upper hull 1 and a lower hull 2, struts 3 are fixedly provided between the upper hull 1 and lower hull 2, and a hydrofoil 5 is further attached to the lower hull 2. 4 indicates a side strut. Here, "composite support type" refers to a type of ship wall that supports the weight of the ship using both the buoyancy of the lower hull 2 and the lifting force of the hydrofoils 5 when sailing at ultra-high speed. In other words, in this composite support type ultra-high-speed ship, the upper hull 1 at low speeds
The boat sails with a hiccup of d2, where it is slightly submerged in the water (hereinafter, this sailing state is referred to as "boat speed" or "non-wing running"), and when it reaches high speed, it rises due to the lift of the hydrofoil 5, and with a hiccup of dl. It sails (this sailing state is hereinafter referred to as "wing running J"). Note that WL indicates the water surface.

[Problem to be solved by the invention]

Such a composite support type ship has the disadvantage that it cannot sail or stop unless it is in an area with a specified water depth, because its structural characteristics inevitably result in a large amount of water at speed or when the ship is stopped at a berth. There is. This is because the upper hull 1 is made as high as possible than the stuttering water dl during wing running in order to avoid being affected by waves as much as possible during wing running and to ensure running stability. In other words, this is only possible because the distance between the upper hull 1 and the lower hull 2 is large.

Therefore, for example, when docking for periodic inspection of the ship's hull or when entering a port without a predetermined water depth, it is necessary to make the water shallower than the deep water dl. However, when the ship shown in FIG. 6 is in a state where the upper hull 2 is above the water surface WL when the wings are not running, the hull is mainly moved through the struts 3 to the central Since the lower hull is the only support, and the water line area of the struts 3 is small, stability is insufficient and the hull will tilt. In addition, in the case of a composite support type ship wall, the lower hull 2 alone does not have enough buoyancy to support the entire ship weight, so it is not possible to make the water shallow during non-wing running.

In addition, like the hydrofoil boat described in Japanese Patent Application Laid-Open No. 58-93695 shown in Figure 7, it is equipped with floating bodies f that can be raised and lowered on both sides to ensure rolling stability during sailing. However, this floating body f merely achieves wing stabilization, and is not sufficient as a means of shallow water reduction, and the phenomenon of poor stability when lifting and lowering the floating body f is still unresolved. remains in

The purpose of the present invention is to easily solve the essential technical problem of such a composite support type ultra-high-speed ship by rotatably providing a pair of floaters in the upper hull, and to facilitate the practical use of such a composite support type ultra-high-speed ship. At the same time, the purpose is to improve its usefulness, versatility, stability, etc.

[Means to solve the problem]

In order to achieve the above object, the composite support type super high speed ship of the present invention has the following features:
In a composite support type ship that has a hull consisting of an upper hull and a lower hull, and supports the traveling hull by both the buoyancy of the lower hull and the lifting force of hydrofoils attached to the lower hull, the ship is in a stowed state. A pair of floaters on both sides forming a part of the bottom of the upper hull are rotatably supported on the sides of the upper hull, and a guide for guiding the floaters from a bottom position to a substantially vertical position. The present invention is characterized in that a means is provided between the upper hull and the floater, an air injection/drainage valve is provided in the upper part of the floater, and an air injection/drainage valve is provided in the lower part thereof.

[Effect]

In the above configuration, when the boat is running at high speed in deep water, and in the retracted state where the floater forms a part of the bottom of the upper hull, the floater acts as a means for adding displacement, and the floater acts as a means of adding displacement to the upper hull. Rock it from the storage position,
In the process of bringing the floater to a nearly vertical position, it acts as a means to provide continuous stability to the hull, and furthermore, when the floater is in a vertical position where it is completely submerged in water, the seawater inside the floater fills with air. Therefore, when it is discharged, it acts as a means of making the water shallower.

〔Example〕

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a perspective view of the composite support type super high-speed ship of the present invention as seen from the bottom direction, FIG. 2 is a side view thereof, and FIG. 3 is a front view thereof.

In these figures, 1 is the upper hull, 2 is the lower hull, and 3 is the upper hull.
are the front and rear center struts, 4 are the front and rear side struts, 5 is the hydrofoil, 6 is the floater, and 7 is the superstructure, where F is the bow (part) and A is the stern (
part).

As shown in the figure, a composite support type ship includes an upper hull 1,
A center strut 3 with a streamlined cross section that stands upright in the center of the ship's bottom, a pair of side struts 4 that stand up on both sides sandwiching this center strut 3, and is fixed to the lower ends of the front and rear center struts 3. A torpedo-shaped lower hull 2 extends approximately the same length in the longitudinal direction of the upper hull L, and a torpedo-shaped lower hull 2 protrudes from the lower hull 2 in a nearly horizontal direction and is supported by side struts 4 to extend outward (laterally). It is mainly composed of hydrofoils 5 that extend in the direction. In the present invention, a pair of floaters 6 on both sides are pivotally attached to the sides of the upper hull 1. 8 indicates its pivot point.

Furthermore, while sailing, water is sucked in from the suction port (not shown) provided near the lower end of the center strut 3 at the rear and sprayed at high speed from the water jet nozzle J provided at the stern A end, causing the hull to move. It is designed to provide forward thrust.

As described above, there are two forward running states of such a composite support type vessel: the wing running state and the boat speed state. In other words, when traveling at high speed, the lifting force of the hydrofoils 5 and the buoyancy of the lower hull 2 support the weight of the entire hull and the upper hull 1 floats while traveling, and at low speeds in a port or when taking off and landing from the shore. When the boat is stopped or docked, the lift force of the hydrofoils is lost, so the upper hull 1 touches down on the water and the boat sails at speed.

In the harbor, the speed is low, so the state changes from wing running state to boat speed state, and the water becomes deeper. However, because the water depth inside a port or near a quay is usually small, there are cases where ships cannot sail and dock in such deep, stagnant water. Therefore, a means of making the water shallower is needed. As previously mentioned, in conventional vessels of this type, the stability of the entire hull deteriorates significantly during the stages in which the hull is rising or descending.

In consideration of such a case, the present invention employs a floater type shallow water reducing means. That is, as shown in FIG. 1, the floater 6 has a rectangular box-like overall shape in order to function as a buoyancy body that provides preliminary buoyancy. This floater 6 is normally located near the center of the upper hull l in the longitudinal direction,
It is located between the 4 front and rear side struts. Reference numeral 6a indicates a recess for storing a guide rail 9, which will be described later.

In the stored state, the floater 6 is stored in the recess 1a of the bottom (bottom surface) IA of the upper hull 1, and the outer surface of the floater 6 is flush with the bottom surface IA of the upper hull 1, so that the outer surface of the floater 6 is flush with the bottom surface IA of the upper hull 1. It has come to form part of the Further, as shown in FIG. 3, the inner upper part of the floater 6 is tapered upward (surface) 6b, and this tapered surface 6b is positioned approximately horizontally when stored. and,
At the base end position of this tapered surface 6b, one ends of two link members 10 constituting guide means at two places in the front and back are pivotally attached,
The other end has guide rollers on both sides as shown in Figure 4.
It is pivotally supported on a support shaft 15 having a diameter of 4. The guide roller 14 allows the floater 6 to slide from the storage position to the vertical position while being guided by a channel-shaped guide rail 9 provided along the bottom surface IA of the upper hull 1.

Note that 16 is a wedge cleat that engages with the link member 10 to maintain the vertical state of the floater 6, and 17 is a stopper provided on the guide rail 9.

FIG. 5 shows an example of automatic fixing means when the floater 6 is stored in the recess 1a in the bottom of the upper hull 1. That is, a notch 6C is provided on the floater 6 side, and a locking rod 6d is provided here. On the other hand, on the side of the upper hull 1, a hook 19 is provided which is supported by a shaft 18 located approximately at the center, and a tension spring 21 is tensioned on the arm portion 20 of the hook 19, and on the opposite side there is provided a hook 19 which serves as a release means. The rod side of the cylinder 22 is pivotally mounted. Therefore, when the floater 6 is raised and stored, the locking rod 6d resists the elastic force of the tension spring 21 due to the upward buoyant force applied to the floater 6 itself.
After the hook 19 is once rotated to the position shown by the imaginary line, the hook 19 is rotated again to the original position by the spring force, and the locked state is automatically established. To release it, a cylinder 22 pivotally attached to the arm 20 is actuated. At this time, upward buoyancy is acting on the floater 6, so that it can be smoothly released.

Furthermore, if necessary, for safety, a wedge cleat 23 is provided on the upper hull 1 side, and by extending it, the wedge cleat 23 can be inserted into the locking hole 6e on the floater 6 side to securely hold the floater 6. good. Note that the hook device may be omitted and only the wedge cleat 23 may be provided to form a fixed state.

On the other hand, the floater 6 is provided with an air injection valve at its upper part in order to function as a preliminary buoyancy of the floater 6.
1. An air bleed valve 12 and a drain valve 13 are provided at the bottom. The number and size of these valves are based on floater 6.
It is determined as appropriate, taking into account the volume of the vessel and the required descent and rise speed. Although not shown, a compressed air pipe in the hull is connected to the air injection valve 11. The pressure of this compressed air is
It is set to be able to discharge the water in the floater 6 to the outside against the water head corresponding to the stuttering water W2.

Next, the operation and function of the floater 6 will be explained.

Let's take the example of trying to make stuttering shallower.

It is now assumed that the ship is running at a speed of W2, and the floater 6 is in the retracted state. When the boat is not running (at boat speed), the lower part of the upper hull 1 and the lower part of the floater 6 are submerged in water (see Fig. 2), resulting in deep water. However, in harbors and near quays where the water is usually shallow, the water must be kept shallow.

First, the fixing means for the hook (device) 19 and wedge cleat 23 shown in FIG. 5 are released by remote control. In this case, the floater 6 does not descend because buoyancy is acting upward on the floater 6. Due to this buoyant action, release is also performed smoothly.

Then, the lower inlet/drain valve 13 and the upper air bleed valve 1
Let's open 2. Then, the inlet and drain valve 1 is installed inside the floater 6.
Seawater is naturally injected from 3, and the floaters 6 naturally fall due to gravity, that is, one floater 6 rotates clockwise and the other counterclockwise around the pivot point (pivot position) 8. (See Figure 3). During this rotation, the link member 10 slides while being guided by the guide rail 9, and finally hits the stopper 17 (the fourth
figure). At this point, the floater 6 is in a substantially vertical position where it is completely submerged in water. At this position, the link member 10 is fixed by actuating the fixing means 16 shown in FIG.
form a fixed state. At this time, the link member 10 is the third
As shown in the figure, a triangle is formed by the bottom surface IA of the upper hull 1 and the tapered surface 6b of the floater 6, so that the floater 6 can be positioned reliably.

Next, the air bleed valve 12 is closed. and air injection valve 1
1, compressed air at a predetermined pressure is injected into the floater 6 to drain the seawater present inside the floater 6. Then, the floater 6 itself becomes a floating body, and as the seawater inside the floater 6 is drained, the buoyancy gradually increases. As this buoyancy increases, the ship gradually rises to the surface, and the water gradually becomes shallower. A hiccup where the buoyancy of the upper hull 1, lower hull 2, floater 6, etc. is balanced with the overall weight of the ship (for example, the hiccup of Wl in Figure 2)
The ship will float. During such operation of the hull, the floaters 6 are on both sides of the center strut 3 and always work to ensure the stability of the hull, that is, the floaters 6 provide continuous stability to the hull during its operation. It also functions as a means for

Injection of compressed air is stopped when a predetermined shallow stasis is reached. In this way, the series of operations for shallowing the stuttering water is completed.

As described above, the floater 6 has both the function of a means for making water shallower and the function of a means for providing continuous stability to the hull during its operation.

Next, when the floater 6 is moved from the vertical position to the retracted state, water is poured into the floater 6 naturally by opening the water filling valve 13 and opening the air vent valve 12 to change the water from W1 to W2. At this time as well, the stuttering changes from Wl to W2 while stability is continuously ensured. Then, the air bleed valve 12 is closed and the fixing means 16 shown in FIG. 4 is removed. Then, air is injected from the air injection valve 11. As shown in FIG. 3, since the pivot position 8 of the floater 6 is located at the outermost end of the upper hull 1, the line of buoyancy action B acting on the floater 6 is shifted inward from this pivot position 8. A moment acts to try to rotate it in the original storage direction, and it gradually begins to rotate. .

In this way, the floater 6 naturally rotates and floats up to the storage position as air is injected, and is finally stored in the recess 1a of the bottom surface IA of the upper hull 1. Then, when all the water in the floater 6 is discharged by air injection in the stored state, the floater 6
The floater 6 acts as a part of the hull to ensure a predetermined displacement.As mentioned above, an upward buoyant force acts on the lower surface of the floater 6, so it can be easily fixed by operating the fixing means 19 (23) in Fig. 5. sell.

〔Effect of the invention〕

As explained above, according to the present invention, the following effects can be obtained.

(a) By installing a floater as a preliminary buoyancy that moves up and down, shallow water can be achieved smoothly.

As a result, it becomes possible to navigate in shallow harbors and dock over a wide range of areas, opening the door to a wide range of uses for such composite support types.

(b) During the shallowing operation, the floater also serves as a means to ensure continuous stability, and also serves as a means to ensure a predetermined displacement amount during navigation.

(C) When the floater is stored, it acts as a buoyant body for the upper hull, so there is no waste, and since it is built into the ship, it can be used anytime and anywhere.

(d) Since natural water injection and air-blown drainage are used for handling (rotation) of the floater, the desired movement can be achieved by natural forces, so there is no need to provide any special equipment.

[Brief explanation of drawings]

1 to 5 are explanatory diagrams of embodiments of the present invention, in which FIG. 1 is a perspective view of the composite support type ultra-high-speed ship of the present invention viewed from the bottom, and FIG. 2 is the same side view. 3 is a front view of the same, FIG. 4 is a perspective view of the main part of the guide means, and FIG. 5 is a perspective view of the main part of the floater fixing means. 6 and 7 are explanatory diagrams of the prior art. 1... Upper hull, 2... Lower hull, 3... Center strut, 4... Side strut, 5... Hydrofoil, 6...
・Floater, 7... Upper structure, 9... Guide rail, 10... Link member (guiding means), 19.23.
... Fixing means (of the floater), 11... Air injection valve,
12... Air bleed valve, I3... Inlet/drain valve, F...
Bow (section), A...Stern (section), Wl, W2...Hot water. Fig. 4 e Fig. 5 Fig. fig.

Claims (1)

[Claims] In a composite support type ship that has a hull consisting of an upper hull and a lower hull, and supports the traveling hull by both the buoyancy of the lower hull and the lifting force of hydrofoils attached to the lower hull, the ship is in a stowed state. A pair of floaters on both sides forming part of the bottom of the upper hull are rotatably supported on the sides of the upper hull, and for guiding the floaters from the bottom position to a substantially vertical position. A composite support type ultra-high-speed ship with a floater, characterized in that a guide means is provided between the upper hull and the floater, an inlet/exhaust valve is provided at the upper part of the floater, and an inlet/drainage valve is provided below the floater.