KR20230136020A - Ship - Google Patents

Abstract

(Task) Provide a ship in which it is easy to secure sufficient deck area at the bow.
(Solution) The ship 10 includes a hull main body 11 and a protrusion 6. The hull main body 11 has a stem 51 at the bow portion. The protrusion 6 protrudes forward from the upper end of the bow portion of the hull body 11. The outer peripheral edge of the protrusion 6 has a curved shape that becomes convex in a direction away from the stem 51 when viewed in plan.

Description

SHIP{SHIP}

The present disclosure relates to a ship having a hull body having a stem in the bow portion.

As related technology, ships (small ships) consisting of a hull, a propeller, a deck, a wheelhouse, etc. are known (for example, see Patent Document 1). A ship related to the related technology has a hull in which a deck is formed on the upper part of the hull body formed by FRP. The hull consists of a watertight space surrounded by shell plating (left and right side shell plating, aft side shell plating, and bottom shell plating) and a deck.

In a ship related to the related art, a bow sprit for mounting, for example, an anchor roller or the like is formed in the bow portion of the hull. The bowsprit is formed in a shape in which only the center portion in the left and right directions of the bow portion of the deck protrudes forward.

Japanese Patent Publication No. 2016-159714

As in the above-mentioned related technology, when only the central portion of the bow part of the deck in the left and right directions is formed with a bow sprit in a shape that protrudes forward, there is no deck on both sides in the left and right directions when viewed from the bow sprit. Therefore, there are cases where the deck area of the bow portion becomes insufficient.

The purpose of the present disclosure is to provide a ship in which it is easy to secure a sufficient deck area of the bow portion.

A ship according to one aspect of the present disclosure includes a hull main body and a protrusion. The hull main body has a stem at the front portion. The protrusion protrudes forward from the upper end of the bow portion of the hull body. The outer peripheral edge of the protrusion has a curved shape that becomes convex in a direction away from the stem when viewed in plan.

According to the present invention, it is possible to provide a ship in which it is easy to secure a sufficient deck area of the bow portion.

Fig. 1 is a schematic perspective view seen from the deck side of the ship according to Embodiment 1.
Fig. 2 is a schematic perspective view of the ship according to Embodiment 1 as seen from the bottom.
Fig. 3 is a schematic right side view of the ship according to Embodiment 1.
Fig. 4 is a schematic plan view of the ship according to Embodiment 1.
Fig. 5 is a schematic bottom view of the ship according to Embodiment 1.
Fig. 6 is a schematic front view of the ship according to Embodiment 1.
Fig. 7 is a schematic right side view showing the bow portion of the ship according to Embodiment 1.
Fig. 8 is a schematic plan view showing the bow portion of the ship according to Embodiment 1.
Fig. 9 is a schematic bottom view showing the bow portion of the ship according to Embodiment 1.
Fig. 10 is a schematic perspective view showing the bow portion of the ship according to Embodiment 1.
Fig. 11 is a schematic right side view showing a state in which the bow portion of the ship according to Embodiment 1 is stuck in the water.
Fig. 12 is a schematic perspective view showing the stern portion of the ship according to Embodiment 1.
Fig. 13 is a schematic right side view showing the stern portion of the ship according to Embodiment 1.
Fig. 14 is a schematic bottom view showing the section ratio of the ship according to Embodiment 1.
Fig. 15 is a schematic perspective view showing the bow portion of the ship according to Embodiment 1.

EMBODIMENT OF THE INVENTION Hereinafter, embodiment of this disclosure will be described with reference to the accompanying drawings. The following embodiment is an example that embodies the present disclosure and is not intended to limit the technical scope of the present disclosure.

(Embodiment 1)

[1] Overall configuration

First, the overall structure of the ship 10 according to this embodiment will be described with reference to FIGS. 1 to 6.

The ship 10 is a moving body that navigates (sails) on water such as the sea, lake, or river. In this embodiment, as an example, the ship 10 is a “pleasure boat” which is a small ship mainly used for sports or recreation at sea. In addition, in the present embodiment, the ship 10 is configured to operate in accordance with the operation (including remote operation) of a person (pilot), and in particular, it is assumed to be a manned type in which a person who is the operator can board.

The ship 10 is provided with a hull 1, a propulsion device 2 (see FIG. 3), a rudder device 3 (see FIG. 3), and a cabin 4. The ship 10 is equipped with a variety of on-board equipment, including operating devices that accept human (operator) operation, display devices, various sensors (including detectors), various instruments, communication devices, control devices, and lighting equipment. Additional equipment is provided. Here, in FIG. 3, the propulsion device 2 and the rudder device 3 are shown as imaginary lines (dashed and dotted lines), and in drawings other than FIG. 3, the propulsion device 2 and the rudder device 3 are shown. The city is omitted.

In this embodiment, as an example, the propulsion type of the ship 10 is a "shipboard" in which the power source 21 (see FIG. 3) of the propulsion device 2 is mounted near the center of the hull 1, and the ship ( 10) The stern type (stern type) is the “bracket type” (external propeller/external ship type). As for the size of the hull 1, as an example, a total length of 5 m to 20 m and a capacity of 10 to 15 people are assumed. In addition, in this embodiment, a semi-gliding type ship 10 with an internal gear ratio of 2.0 or more and 5.0 or less is assumed. Therefore, the ship 10 does not reach the point where the main body (hull body 11) slides on the water surface, but sails in an attitude in which the bow portion (bow) side of the ship body 1 is raised.

In this embodiment, for convenience of explanation, the vertical direction when the ship 10 is stopped on the water is defined as the vertical direction D1. Additionally, the forward-backward direction (D2) and the left-right direction (D3) are defined based on the direction seen from the person (pilot) sitting in the cockpit (in the cabin 4) of the ship 10. That is, the direction in which the hull 1 moves when the hull 1 moves forward, that is, when viewed from the center of the hull 1, the bow side (gun) is forward in the forward-forward direction (D2), and the The direction in which the hull 1 moves when moving backwards, that is, when viewed from the center of the hull 1, the stern side (aft) becomes the rear of the forward-forward direction D2. When viewed from the center of the hull (1), the port side becomes the left side in the left and right direction (D3), and when viewed from the center of the hull (1), the starboard side becomes the right side in the left and right direction (D3). However, these directions are not intended to limit the direction of use (direction at the time of use) of the ship 10.

In addition, "parallel" as used in the present disclosure refers to the case where two straight lines on one plane do not intersect no matter how far they extend, in other words, in addition to the case where the angle between the two is strictly 0 degrees (or 180 degrees), the angle between the two is 0 degrees. It refers to a relationship that falls within an error range of several degrees (for example, less than 10 degrees). Likewise, “orthogonal” as used in the present disclosure refers not only to the case where the angle between the two intersects at exactly 90 degrees, but also to the case where the angle between the two falls within an error range of several degrees (for example, less than 10 degrees) with respect to 90 degrees. It refers to being in a relationship.

As an example, the hull 1 and the cabin 4 are composed of FRP (Fiber Reinforced Plastics) as the main material. Therefore, for the hull 1 and the cabin 4, the degree of freedom of shape is increased while being high-strength and lightweight, and it is possible to realize the hull 1 of various shapes.

The hull 1 has a hull main body 11 and a deck 12. The hull main body 11 constitutes the hull. The hull body 11 has a dimension in the left-right direction (D3) larger than the dimension in the up-down direction (D1) (excluding the cabin 4), and the dimension in the fore-aft direction (D2) is larger than the dimension in the left-right direction (D3). By being set larger, it has length in the front-to-back direction (D2). The hull main body 11 is formed in a box shape with an open upper surface, and the power source 21 of the propulsion device 2 and the like are disposed therein.

The ship body 11 has a pair of side shell plating 111, a rear side shell plating 112, and a bottom shell plating 113. A pair of ship side shell plates 111 are arranged to oppose each other in the left-right direction D3, and constitute both sides (sides) of the ship body 11 in the left-right direction D3. The rear side shell plate 112 constitutes the rear side (transom) of the hull main body 11. The bottom shell plate 113 constitutes the lower surface (bottom) of the hull main body 11. This pair of side shell plating 111, rear side shell plating 112, and bottom shell plating 113 are formed integrally (seamlessly) and constitute the outer shell of the hull main body 11.

The deck 12 is coupled to the hull main body 11 so as to cover the opening surface (upper surface) of the hull main body 11. In short, the deck 12 constitutes the upper surface of the hull main body 11 and is a deck on which people are assumed to ride. Here, when the hull main body 11 is divided into three in the anteroposterior direction (D2) and defined as bow, midship, and stern in that order from the forward (bow) side, among deck 12, bow (bow side) The part located on the stern (stern side) becomes the “bow deck”, and the part located on the stern (stern side) becomes the “stern deck.”

A cabin 4 is arranged in the center portion (midship) of the deck 12 in the forward and backward directions D2. Side passages are secured on both sides of the cabin 4 in the left and right direction D3 on the deck 12, and people can move between the bow deck and the stern deck through the side passages.

In addition, in this embodiment, the deck 12 is not at the same height throughout, but is gradually raised from the stern side toward the bow side, and has steps (steps) in the side passages and bow deck. In addition, from the bow deck located in the bow portion (bow) of the deck 12, a bow rail 121 is formed as a fall prevention measure to surround the deck 12 along the outer circumference edge across the step of the side passage. .

The hull 1 includes a pair of side shell plating 111, aft side shell plating 112, and bottom shell plating 113 that form the exterior of the hull main body 11, and the deck 12 (and cabin 4). A watertight space surrounded by a watertight space is formed, and an engine room or the like is formed in the central part of the watertight space in the front-back direction D2. Additionally, a cabin or the like is formed on the front side of the engine room in the watertight space.

As shown in FIG. 3 , the propulsion device 2 has a power source 21, a power transmission unit 22, and a thrust generating unit 23.

The power source 21 includes, for example, an engine (internal combustion engine) that generates power by combustion of fuel. An example of an engine is a diesel engine that runs on diesel fuel. The power transmission unit 22 transmits power generated by the engine to the propulsion generation unit 23. The power transmission unit 22 includes a clutch, a reduction device (marine gear), a propeller shaft, etc. The power transmission unit 22 has a function of switching between a transmission state in which power is transmitted from the power source 21 to the thrust generating unit 23 and a blocking state in which power is not transmitted. In the present embodiment, the propulsion generating unit 23 includes a propeller, receives power generated from the power source 21, and rotates the propeller around a rotation axis (propeller shaft) to move the hull 1 forward or backward. generate momentum for

The propulsion device 2 is controlled according to the operation of the operating device. For example, if the operating device includes an operating lever that can be rotated (moved) from the neutral position to each of the forward and backward positions, with the operating lever in the neutral position, the propulsion device (2) provides propulsion. Since it does not occur, the thrust of the hull (1) is 0 (zero). In this case, to move the hull 1 forward, the operator operates the operation lever to rotate (move) from the neutral position to the forward position, and to move the hull 1 backward, the operator operates the operation lever to the neutral position. Operate to rotate (move) from to the reverse position. And, the propulsion device 2 increases the driving force (rotation speed of the propeller) for moving the hull 1 forward as the operation amount (rotation angle) of the operation lever from the neutral position to the forward position increases.

As shown in FIG. 3, the rudder device 3 is mounted on the stern portion of the hull 1 and adjusts the moving direction of the hull 1. In this embodiment, the rudder device 3 is arranged immediately after the thrust generating portion 23 of the propulsion device 2. The key device 3 is controlled according to the operation of the operating device. For example, when the operating device includes a rudder wheel, the driver rotates the rudder wheel to change the direction of the rudder device 3 to starboard or port.

The cabin 4 is equipped with a cockpit, and operating devices, display devices, various instruments, communication devices, etc. are arranged. The cabin 4 is located above the engine room, etc. The cabin 4 is configured to be accessible from the deck 12. The interior space of the cabin 4 is continuous with the space (baubus) below the deck 12. In the cabin 4, in addition to the cockpit, for example, passenger seats, tables, sinks, toilets, shower rooms, refrigerators, utility boxes, lockers, etc. are arranged. Additionally, the cabin 4 is also provided with an engine room hatch for accessing the engine room.

Hereinafter, the structure of the hull main body 11 will be explained in more detail.

In the hull main body, the front ends (ends on the bow side) of a pair of side shell plating 111 are joined to each other to form the bow. Additionally, the rear ends (ends on the stern side) of a pair of side shell plating 111 are joined to each other through the rear side shell plating 112, and together with the rear side shell plating 112, they constitute the stern. That is, the rear end of the port side shell plating 111 is coupled to the left end of the rear side shell plating 112, and the rear end of the starboard side shell plating 111 is coupled to the right end of the rear side shell plating 112. .

Additionally, the lower ends of the pair of side shell plating 111 and the lower ends of the rear side shell plating 112 are coupled to the bottom shell plating 113. In other words, the lower end of the port side shell plating 111 is joined to the left end of the bottom shell plating 113 in the left and right direction (D3), and the right end of the bottom shell plating 113 is joined to the left end of the starboard side shell plating 111. The bottom is joined. And, the lower end of the rear side shell plating 112 is coupled to the rear end of the bottom shell plating 113.

A pair of side shell plating 111 has a shape that is spaced apart from each other in the left and right direction D3 as it moves from the bow to the stern. In short, the hull main body 11 has a shape in which the dimension (width) in the left-right direction D3 gradually widens as it moves from the bow to the stern. In addition, the pair of side shell plating 111 has the maximum spacing in the midway portion of the hull body 11 in the forward and backward direction (D2), and the gap in this portion is in the left and right direction (D3) of the hull body 11. The dimensions match the line width. A pair of side shell plating 111 is parallel to each other until it reaches the stern (rear side shell plating 112) at the rear side of the area where the gap is maximum. In addition, the hull body 11 has a shape in which the dimension (width) in the left-right direction (D3) gradually narrows as it moves from the middle part of the forward-forward direction (D2) of the hull body 11 to the stern. You can stay.

Additionally, a pair of side shell plating 111 has a first knuckle 114 and a second knuckle 115. The first knuckle 114 and the second knuckle 115 both extend from the bow toward the stern and are inclined with respect to the horizontal plane to be located downward toward the stern. The second knuckle 115 is located above the first knuckle 114.

Each of the first knuckles 114 and the second knuckles 115 is a step extending along the front-back direction D2, and each is configured to protrude outward in the left-right direction D3 the further upward the step is. Therefore, when viewed from the same position in the front-to-back direction D2, the gap between the pair of side shell plating 111 in the left-right direction D3 is 1st with the lower part of the first knuckle 114 as a standard. The upper portion of the first knuckle 114 increases by one step, and the upper portion of the second knuckle 115 increases by another step. These first knuckles 114 and second knuckles 115 each function as knuckle lines (spray strips) for dropping water (waves).

The pair of side shell plating 111 and the rear side shell plating 112 are both protruded upward from the deck 12. That is, the upper ends of the pair of side shell plating 111 and rear side shell plating 112 project upward from the deck 12 when viewed from the side, and prevent water (waves) from entering the deck 12. It functions as a bulwark (breakwall). Water (sea water) etc. that infiltrates the deck 12 is discharged overboard through discharge ports formed in the bulwark. On the outer peripheral surface of the bulwark, a string member is installed as a cushioning material.

Additionally, the hull main body 11 has chines 116 formed at the joint portions of each of a pair of side shell plating 111 and the bottom shell plating 113. The chine 116, like the first knuckle 114 and the second knuckle 115, extends from the bow to the stern and is inclined with respect to the horizontal plane so as to be located downward toward the stern. And, the chine 116 is a step extending along the front-back direction D2, and is configured to protrude outward in the left-right direction D3 the further upward it is from the step. Therefore, when viewed from the same position in the forward and backward directions D2, the gap between a pair of side shell plating 111 in the left and right directions D3 is one step larger than the gap between the upper ends of the bottom shell plating 113. In this embodiment, the rear portion (part immersed in water) of the first knuckle 114 is formed along the chine 116, and forms a double chine together with the chine 116 (see Fig. 3). Therefore, if the chine 116 is made the inner chine, the rear part of the first knuckle 114 becomes the outer chine.

The hull main body 11 has a fin-shaped skeg 117 (fin keel) that protrudes from the central portion of the bottom shell 113 in the left and right direction D3 and extends from the bow toward the stern. The skeg 117 is formed from the front end (end on the bow side) of the bottom shell plating 113 to the middle part in the anteroposterior direction D2.

The hull main body 11 has a flat keel 118 formed at the rear of the skeg 117, that is, on the stern side, in the central portion of the bottom shell plate 113 in the left and right direction D3. The flat keel 118 is formed to be continuous with the skeg 117 in the front-back direction D2, and the position of the rear end of the skeg 117 in the front-back direction D2 is the front end of the flat keel 118. Matches (duplicates) with . The flat keel 118 is a ribbed portion whose lower surface is formed in a flat shape (flat portion) parallel to the horizontal plane. At the rear end of the flat keel 118, the propeller shaft of the power transmission unit 22 protrudes toward the rear.

Additionally, the hull main body 11 has a plurality of spray strips 119. In this embodiment, two spray strips (4 in total) are formed on each of the port and starboard sides of the bottom shell plating 113. Each spray strip 119, like the first knuckle 114 and the second knuckle 115, extends from the bow toward the stern and is inclined with respect to the horizontal plane to be located downward toward the stern.

The hull main body 11 has a plurality of hulls 120. In the present embodiment, three hull soles 120 (total of six) are formed on each pair of side shell plating 111. The three lower windows 120 are arranged in a row in the front-back direction D2.

Additionally, the hull main body 11 has a stem 51 at the bow portion. A pair of side shell plating 111 constitutes at least a portion of the stem 51 of the bow portion when viewed from the side. In short, the ridge that is the boundary of a pair of side shell plating 111 where the shear ends are joined to each other at the bow becomes at least a part of the stem 51. The stem 51 is inclined with respect to the vertical line so that the closer it is to the stern, the closer it is to the bottom when viewed from the side. In other words, the stem 51, which is the front end of the hull main body 11, is inclined downward.

Here, the stem 51 includes an upper stem 511 and a lower stem 512. The upper stem 511 is a portion of the stem 51 located on the deck 12 side, that is, above the chine 116, and is composed of a pair of side shell plates 111. The lower stem 512 is a portion of the stem 51 located on the bottom side, that is, lower than the chine 116, and is comprised by the skeg 117 formed on the bottom shell plate 113. The stem 51 is divided into an upper stem 511 and a lower stem 512 in the vertical direction D1 with the chine 116 as the boundary. In short, the skeg 117 constitutes at least a part of the stem 51.

The ship 10 configured as described above generates lift due to a change in the pressure of the water current flowing along the bottom of the ship when sailing. The bow side of the ship 10 is lifted at a sailing trim angle according to the lift force. The lift force generated at this time becomes approximately equal to the hull weight when the sailing speed exceeds a predetermined value. Accordingly, when the ship 10 exceeds a predetermined sailing speed, the bow (bow) side is lifted into the water, and the ship 10 sails in an attitude gliding on the water surface by the bottom (lower surface) of the stern (stern) side.

In addition, the hull 1 can adopt various configurations in addition to the configuration described above. For example, on the bow deck corresponding to the bow portion of the deck 12, an anchor store for accommodating an anchor reel, an anchor store hatch, etc. are appropriately arranged. Additionally, on the stern deck corresponding to the stern portion of the deck 12, a live fish tank, a locker, inspection ports (such as the rudder device 3 and a propeller), etc. are appropriately arranged.

[2] Details of the player part

Next, the configuration of the bow portion (bow) of the ship 10 according to the present embodiment will be described in more detail with reference to FIGS. 7 to 11.

In the present embodiment, as shown in FIG. 7, the stem 51 formed in the bow portion (front end) of the ship body 11 has a vertical axis in which the inclination angle θ1 with respect to the vertical line (up and down direction D1) is less than 45 degrees. It's a stem. In particular, among the stems 51, the upper stem 511, which serves as the deck 12 rather than the chine 116, is formed at an angle close to the vertical, and the inclination angle θ1 with respect to the vertical line (up and down direction D1) is It is set to 10 degrees or less. In this way, in this embodiment, the stem 51 at the front end (bow portion) of the hull body 11 is formed in an attitude close to vertical with respect to the horizontal plane (or deck 12) when viewed from the side. there is.

Here, the ship 10 is provided with a protrusion 6 that protrudes forward from the upper end of the stem 51 (upper stem 511) of the hull body 11 when viewed from the side. In short, the protrusion 6 protrudes outward from the upper ends of a pair of side shell plating 111 at the bow portion of the hull main body 11. In this embodiment, the protrusion 6 is formed integrally (seamlessly) with a pair of side shell plating 111. In this way, a flare is formed in the bulwark by the protruding portions 6 formed in a shape that protrudes outward from the upper ends of the pair of side shell plating 111.

The protrusion 6 protrudes parallel to the horizontal plane, and the deck 12 constituting the upper surface of the hull main body 11 extends to the protrusion 6. Thereby, the deck 12 constitutes the upper surface of the hull main body 11 and the upper surface of the protrusion 6. The thickness (dimension in the vertical direction D1) of the protrusion 6 is, for example, about several tens of cm, but it has sufficient strength, and a person can ride on the deck 12 on the protrusion 6. No structure is formed between the protrusion 6 and the water surface, and the lower surface of the protrusion 6 faces the water surface.

In other words, as shown in FIG. 7, when an imaginary line L1 extending from the upper stem 511 toward the deck 12 is assumed when viewed from the side, the imaginary line L1 and the deck 12 are Beyond the intersection P1, the protrusion 6 and the deck 12 protrude forward. As a result, the bow deck corresponding to the bow portion of the deck 12 is enlarged by the amount of the protrusion 6. The imaginary line (L1) is an imaginary line and does not carry substance.

However, as shown in FIGS. 8 and 9, the outer peripheral edge 61 of the protrusion 6 has a curved shape that is convex in a direction away from the stem 51 when viewed from the top. In FIGS. 8 and 9, halftone dots are provided to the portion that becomes the protrusion 6. In short, when looking at the plan view, when the stem 51 (upper stem 511) at the front end of the hull body 11 is used as a reference point, the outer peripheral edge 61 of the protrusion 6 is oriented on the opposite side from the reference point. It is formed in a roughly circular arc shape that is convex.

In other words, as shown in FIGS. 8 and 9, when a virtual arc V1 is set around the bow portion of the hull body 11 when viewed from the top, the outer peripheral edge 61 of the protrusion 6 becomes a shape along the virtual arc (V1). The virtual arc (V1) is a virtual arc and carries no substance. Here, the virtual arc V1 is not limited to a true circular arc, but also includes a non-perfect circular arc such as an ellipse (in the example of FIGS. 8 and 9, it is an elliptical arc).

In this way, the protrusion 6 has a shape such that not only the central portion of the hull body 11 in the left-right direction D3 but also the entire bow portion of the hull body 11 extends outward (outside). In short, the protrusion 6 protrudes forward not only at the front end of the hull main body 11 but also over the entire left and right direction D3 of the bow portion. Therefore, compared to the case without the protrusion 6, the bow portion of the hull 1 becomes larger when viewed from the top, and the deck 12 (bow deck) can be significantly enlarged.

In short, the ship 10 according to the present embodiment includes a hull main body 11 and a protrusion 6. The hull main body 11 has a stem 51 at the bow portion. The protrusion 6 protrudes forward from the upper end of the bow portion of the hull body 11. The outer peripheral edge 61 of the protrusion 6 has a curved shape that becomes convex in a direction away from the stem 51 when viewed in plan.

Thereby, it is possible to provide a ship 10 in which it is easy to secure a sufficient area of the deck 12 in the bow portion. Accordingly, more passengers can stand on the deck 12 at the same time, for example, when passengers are fishing on the bow portion of the deck 12, and the convenience of the vessel 10 is improved. Furthermore, when the ship 10 is sailing, the protrusion 6 functions as a flare, thereby preventing water (waves) from entering the deck 12. Additionally, when the ship 10 is sailing, the protruding portion 6 receives wind pressure from below, thereby assisting the buoyancy of the bow portion of the hull main body 11, making it easier for the ship 10 to glide. In addition, since the width of the hull main body 11 in the left and right directions D3 of the bow portion is not widened, an increase in the water resistance received by the hull main body 11 when the ship 10 is sailing can also be suppressed. .

Moreover, as shown in FIG. 10, a bowsprit 62 is formed in the central part of the protrusion 6 in the left-right direction D3. The bowsprit 62 is a portion for mounting (decorating) an anchor roller or the like. The bow sprit 62 consists of a rectangular concave portion in plan view that is open toward the front and downward. Therefore, the thickness of the protrusion 6 (dimension in the vertical direction D1) becomes smaller than the portions other than the bow split 62 in the bow split 62. When attaching an anchor roller, etc., a part of the protrusion 6 (bow split 62) is cut off so that the protrusion 6 penetrates in the vertical direction D1, and an anchor roller, etc. is attached to the cutout thus made. do.

In this way, in this embodiment, the protrusion 6 includes the bow split 62. Therefore, it becomes possible to mount an anchor roller or the like on the hull main body 11 without separately mounting the bowsprit on the hull main body 11. And, since the protrusions 6 are present on both sides of the bow split 62 in the left and right direction D3, it is possible to expand the deck 12 (bow deck) to both sides of the bow split 62. Equipment mounted on the bowsprit 62 is not limited to anchor rollers.

Additionally, as shown in FIGS. 7 and 10 , the upper end of the stem 51 (upper stem 511) is connected to the protrusion 6 through the concave portion 63. The concave portion 63 is made of a curved depression that has a curved shape when viewed from the side. In short, a concave portion 63 that has a curved shape when viewed from the side is formed at the boundary between the stem 51 and the protruding portion 6.

By forming such a concave portion 63, the protruding portion 6 can easily function as a flare during navigation of the ship 10, effectively preventing water (waves) from entering the deck 12. Suppression becomes possible. In addition, the curved concave portion 63 makes it difficult for stress concentration to occur, so that, for example, when the ship 10 is sailing, even if the protruding portion 6 receives wind pressure and/or water pressure from below, the protruding portion 6 (6) Damage becomes less likely to occur.

Moreover, in this embodiment, as shown in FIG. 8, the dimension W1 of the protrusion 6 in the left-right direction D3 is larger than the amount W2 of the protrusion 6 protruding from the hull main body 11. . Here, the protruding amount W2 of the protruding portion 6 from the hull body 11 is the forward protruding amount of the protruding portion 6 from the stem 51, that is, the front end of the protruding portion 6 from the stem 51. It is expressed by the distance to. In short, since the protrusion 6 is formed over the entire width of the hull body 11 in the left-right direction D3, the dimension W1 of the protrusion 6 in the left-right direction D3 is ) is approximately equal to the overall width of the hull main body 11 in . Therefore, the dimension W1 of the protrusion 6 in the left-right direction D3 is sufficiently large compared to the amount W2 of the protrusion 6 protruding from the hull main body 11.

As a result, the protrusion 6 is formed on most of the bow portion of the hull main body 11, and when the ship 10 is sailing, the protrusion 6 can easily function as a flare, so that the water (wave) is visible on the deck ( 12) Invasion into the bed can be effectively suppressed. In addition, when the ship 10 is sailing, the protrusion 6 that protrudes across the entire width of the hull body 11 in the left and right directions D3 efficiently receives wind pressure from below, thereby reducing the pressure of the hull body 11. It can effectively assist with the buoyancy of the bow.

In addition, by forming the protrusion 6 as described above, as shown in FIG. 11, for example, when sailing in strong waves, the buoyancy force when the bow part touches the water surface Lv1 An increase can be expected. That is, since the protrusion 6 is formed over a wide area of the hull body 11 in the left and right direction D3, when the protrusion 6 formed at the bow part is inserted into the water surface Lv1, the central portion in the left and right direction D3 Compared to the case where there is only a protrusion, the volume of the protrusion 6 that submerges in the water becomes larger. Accordingly, the buoyancy force acting on the protrusion 6 increases, making it easier for the bow portion to float.

[3] Details of the stern section

Next, the configuration of the stern portion (stern) of the ship 10 according to the present embodiment will be described in more detail with reference to FIGS. 12 and 13.

In this embodiment, a pair of inclined portions 71 are formed at the stern portion of the bottom shell plating 113. A pair of inclined portions 71 are disposed at both ends of the rear end of the bottom shell plating 113 in the left-right direction D3. As shown in FIG. 13, each of the pair of inclined portions 71 is a portion where a part of the bottom of the ship is tilted forward with respect to the horizontal plane so that it is positioned downward toward the rear. Here, the pair of inclined portions 71 are located on both sides in the left-right direction D3 with respect to the propeller of the thrust generating portion 23 (see Fig. 3) and the rudder device 3 (see Fig. 3).

In short, the hull main body 11 is disposed at the bottom of the stern portion and further has an inclined portion 71 inclined toward the forward direction. Thereby, it is possible to suppress the rising of the bow portion of the ship 10 when sailing. It is not essential that one pair of inclined portions 71 be formed. For example, only one inclined portion 71 may be formed, or three or more inclined portions 71 may be formed.

In addition, in this embodiment, a knuckle line 72 is formed at the stern portion of a pair of side shell plating 111 of the ship body 11. The knuckle line 72 extends toward the stern from the middle part of the front and rear direction D2 of the side shell plating 111, and is inclined with respect to the horizontal plane so as to be located upward toward the stern. And, the knuckle line 72 is a step extending along the front-back direction D2 and is configured to protrude outward in the left-right direction D3 the further upward it is from the step. Therefore, when viewed from the same position in the forward and backward directions D2, the gap between the pair of side shell plating 111 in the left and right directions D3 is based on the lower part of the knuckle line 72, and is equal to the knuckle line. It becomes one step larger in the upper part of (72).

In short, the hull main body 11 is disposed on the side of the stern portion and further has a knuckle line 72 extending along the anteroposterior direction D2. As a result, even in the stern portion of the ship body 11, water (waves) can be dropped from the knuckle line 72, and it is possible to suppress the rise of water when the ship 10 is sailing.

[4] Other detailed configuration

Next, other detailed structures of the ship 10 according to the present embodiment will be described with reference to FIGS. 14 and 15. The balloon in FIG. 14 shows a perspective view around the front end of the flat keel 118 as seen from the bottom.

In this embodiment, as described above, the ship body 11 has a flat keel 118. The flat keel 118 extends rearward from the rear end of the skeg 117 constituting the lower stem 512. In short, the skeg 117 and the flat keel 118 as fin keels are arranged in a line in the front-back direction D2 in the central part of the bottom of the ship in the left-right direction D3. Here, the front end of the flat keel 118 (and the rear end of the skeg 117) is in a position relatively near the bow in the front-back direction D2.

Here, as shown in FIG. 14, the intersection P1 of the deck 12 and the imaginary line L1 extending the upper stem 511 from the transom portion of the hull body 11 toward the deck 12 (FIG. 7 (Reference) Divide the distance in the fore-aft direction (D2) (fore-aft direction) into 10 equal parts, and set sections SS0 to SS10. These sections SS0 to SS10 are sequentially constructed from the stern side, SS1, SS2,... is counted as In this case, the front end of the flat keel 118 (and the rear end of the skeg 117) is located at an intermediate position between section SS6 and section SS7 (section 6.5) or on the bow side rather than the intermediate position.

In short, the hull body 11 has a flat keel 118 extending rearward from the rear end of the stem 51. The front end of the flat keel 118 is arranged at a position above section 6.5 (section 6.5 or the bow side thereof) of the hull body 11. In this way, by shifting the position of the front end of the flat keel 118 from the vicinity of general section 6 (SS6) to the bow side, it becomes possible to secure the flat keel 118 to a large extent. It is possible to secure a relatively large size not only in the front-back direction D2 of the flat keel 118 but also in the left-right direction D3 of the flat keel 118. As a result, it becomes easy to secure installation space for the oscillator of the sonar sensor installed on the flat keel 118. More preferably, the front end of the flat keel 118 is set in the range of section 6.5 or more and section 7 (SS7) or less.

Additionally, the flat keel 118 has a shape in which the rear end extends toward the stern so as to have sufficient length in the anteroposterior direction D2. In particular, from the position between section 2 (SS2) and section 3 (SS3) to the stern side, the flat keel 118 extends toward the stern side while gradually reducing the amount of protrusion from the bottom shell plating 113 toward the stern side. It is formed. In other words, the rear end of the flat keel 118 has a tapered surface that slopes diagonally downward (see Fig. 3). Since the rear end of the flat keel 118 extends toward the stern, sideways slipping of the hull main body 11 during sailing is easily suppressed, contributing to improvement of straight-line stability. In addition, there is also an advantage that the space in the hull main body 11 for accommodating the power source 21 and the power transmission unit 22 of the propulsion device 2 can be expanded to the size of the flat keel 118.

Additionally, in this embodiment, with respect to the relationship between the dimension (overall width) in the left-right direction (D3) and the dimension (overall length) in the front-to-back direction (D2) of the hull 1, the ratio of the overall width to the overall length is increased. Set it. Thereby, the stability of the hull 1 during sailing can be expected.

Additionally, in this embodiment, as shown in FIG. 15, the deck 12 has a raised portion 122 on the outer periphery of the bow portion. The raised portion 122 is formed on the deck 12 in the bow portion, that is, the deck 12 constituting the upper surface of the protruding portion 6, and has a shape that protrudes upward compared to parts other than the raised portion 122. Consists of. Here, the raised portion 122 is inclined with respect to the horizontal plane so that it is positioned upward as it approaches the outer peripheral edge of the deck 12 (outer peripheral edge 61 of the protruding portion 6).

In short, the ship 10 according to this embodiment is provided with a deck 12 that constitutes the upper surface of the hull main body 11 and the protrusion 6. The deck 12 has a raised portion 122 along the outer peripheral edge 61 of the protrusion 6. According to this configuration, for example, when a person standing on the deck 12 on the protrusion 6 steps on the raised portion 122 when casting, force is likely to be applied under the feet. The raised portion 122 is not limited to the bow portion, and may be formed, for example, also in the stern portion.

[5] Variation example

Hereinafter, modifications of Embodiment 1 are listed. The modifications described below can be applied in appropriate combination.

Vessel (10) is not limited to pleasure boats, but also includes merchant ships including cargo ships and passenger ships, work ships including tugboats and salvage ships, special ships including weather observation ships and practice ships, fishing ships, and ships. etc. may also be used. In addition, the ship 10 is not limited to a manned type in which a pilot rides, and may be an unmanned type that can be operated remotely by a person (pilot), or can operate autonomously.

In addition, the power source 21 is not limited to a diesel engine and may include, for example, a gasoline engine or a motor (electric motor). Additionally, the ship 10 may be equipped with a hybrid propulsion device 2 having multiple types of power sources 21, such as engines and motors, for example. In this case, the power transmission unit 22 synthesizes power generated from a plurality of types of power sources 21 and transmits it to the thrust generation unit 23.

In addition, it is not essential that the protrusion 6 includes the bow split 62, and the bow split 62 may be omitted. It is not essential that a concave portion 63 that is curved when viewed from the side is formed at the boundary between the stem 51 and the protruding portion 6. In addition, it is not an essential configuration for the ship 10 that the dimension of the protrusion 6 in the left-right direction D3 is larger than the amount of protrusion of the protrusion 6 from the hull main body 11.

In addition, it is not essential that the front end of the flat keel 118 is located at a position above section 6.5 of the hull body 11, and the front end of the flat keel 118 is located at a position below section 6.5 of the hull main body 11. It may be placed at the stern side. In addition, it is not essential that the ship body 11 has an inclined portion 71 at the bottom of the stern portion, and the inclined portion 71 may be omitted as appropriate. In addition, it is not essential that the hull main body 11 has a knuckle line 72 on the side of the stern portion, and the knuckle line 72 can be omitted as appropriate. The rising portion 122 of the deck 12 is also not an essential component and can be omitted as appropriate.

6: protrusion
10: ship
11: Hull body
12: deck
51: stem
61: outer edge (of protrusion)
62 : Bow Sprit
63: concave portion
71: inclined portion
72: Knuckle line
118: Flat Kill
122: rising part
D3: Left and right direction
W1: Dimension in the left and right directions of the protrusion
W2: Amount of protrusion from the hull body

Claims (8)

A hull body having a stem at the bow portion,
Provided with a protrusion protruding forward from the upper end of the bow portion of the hull body,
The outer peripheral edge of the protrusion has a curved shape that becomes convex in a direction away from the stem when viewed in plan. According to claim 1,
The protrusion includes a bowsprit. The method of claim 1 or 2,
A vessel in which a concave portion having a curved shape when viewed from the side is formed at a boundary portion of the stem and the protrusion. The method according to any one of claims 1 to 3,
The hull body further has a flat keel extending rearward from the rear end of the stem,
A ship, wherein the front end of the flat keel is disposed at a position above section 6.5 of the hull body. The method according to any one of claims 1 to 4,
The ship body is disposed at the bottom of the stern portion and further has a slanted portion inclined toward the stern forward. The method according to any one of claims 1 to 5,
The ship body is disposed on the side of the stern portion and further has a knuckle line extending along the fore-aft direction. The method according to any one of claims 1 to 6,
Additionally provided with a deck constituting the upper surface of the hull body and the protrusion,
and the deck has a raised portion along the peripheral edge of the protrusion. The method according to any one of claims 1 to 7,
A ship wherein the left-right dimension of the protrusion is larger than the amount of protrusion of the protrusion from the hull main body.

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