EP3498584B1

EP3498584B1 - Ship

Info

Publication number: EP3498584B1
Application number: EP16916239.3A
Authority: EP
Inventors: Kuniaki Yamato; Masanori Onzuka; Hirotake YOKOTA
Original assignee: Mitsubishi Shipbuilding Co Ltd
Current assignee: Mitsubishi Shipbuilding Co Ltd
Priority date: 2016-09-15
Filing date: 2016-09-15
Publication date: 2021-03-24
Anticipated expiration: 2036-09-15
Also published as: EP3498584A1; JPWO2018051457A1; EP3498584A4; WO2018051457A1; JP6734381B2

Description

[Technical Field]

The present invention relates to a ship.

[Background Art]

In ships such as a ferry, a roll-on/roll-off ship (RORO) and a pure car & truck carrier (PCTC), a safety level at the time of damage was enhanced and measures to ensure the ship stability at the time of damage were required, through a SOLAS treaty revision in 2009.
A main machine that generates a propulsive force for navigating a ship, and auxiliary machine such as a generator are accommodated inside a hull of the ship. The main machine and the auxiliary machine are disposed in an engine room. The engine room is partitioned from other spaces such as a cargo space, by transverse bulkheads which are provided at intervals in a bow-stern direction and extend in a ship width direction of the hull.
JP 2013-137168 A discloses a configuration in which a plurality of sets of main machines and auxiliary machines are disposed in the engine room formed between the transverse bulkheads provided at the front and rear in the bow-stern direction.
JP 2015-193380 A discloses a ship capable of preventing water from entering a plurality of rooms when damaged in an emergency. The ship includes a hull comprising bilateral sidewalls, a ship bottom, and a plurality of decks including a freeboard deck, a plurality of rooms existing in the interior of the hull and partitioned into front and rear parts in the longitudinal direction of the hull by a bulkhead, and flood suppression watertight compartments disposed in the interior of the plurality of rooms partitioning a space to a double bottom upper deck lower than the freeboard deck or to the freeboard deck from the ship bottom, and coming into contact with a port side sidewall or a starboard side sidewall, and the bulkhead.
JP S52-143689 A discloses a ship in the form of a tanker provided with a structure of a tank which can reduce flown oil amount to a minimum from the tank when the tanker is grounded or collided in an accident. The tank is separated into plural compartments by a plurality of bulkheads extending in the hull width and longitudinal directions.
JP S61-24293 U discloses a ship with a hull which has engine rooms provided along both sides of an oil fence arranged so as to extend along the central portion of the hull in the longitudinal direction thereof.
KR 2014-0072408 A discloses a ship with a hull which has engine rooms for respectively accommodating a main machine arranged one behind the other in a longitudinal direction of the hull and separated by a bent transverse bulkhead, wherein the main machines are displaced from each other in the transverse direction.
US 5417597 A discloses a ship with a hull which has individual engine rooms for respectively accommodating one of a pair of main machines and one of a pair of auxiliary machines. The main and auxiliary machines are are displaced from each other in the transverse direction.

[Summary of Invention]

[Technical Problem]

However, in the configuration disclosed in JP 2013-137168 A , since a plurality of main machines are disposed in the engine room, there is a possibility that the functions of all the main machines will be lost when broadsides are damaged and the engine room is flooded.
Also, by partitioning the engine room into a plurality of segments in the bow-stern direction by the transverse bulkheads, there are some cases in which the influence of flooding is suppressed. However, since it is necessary to dispose the machines on the front and rear of the transverse bulkheads, there are some cases in which the placement of the machines is restricted, which may lead to an increase in size of the engine room. As the size of the engine room increases, the area of other spaces such as a passenger space and a cargo space provided in the hull decreases.
An object of the present invention is to provide a ship in which the influence of flooding to the engine room is able to be suppressed, while suppressing the increase in size of the engine room.

[Solution to Problem]

According to the present invention, a ship includes the features of claim 1 comprising a hull, an engine room, and a partition wall. The hull includes a first broadside and a second broadside provided at intervals in a ship width direction. The engine room is provided in the hull and is partitioned by a front transverse bulkhead and a rear transverse bulkhead provided at intervals in a bow-stern direction of the hull. The partition wall partitions the engine room into a first engine room and a second engine room. The partition wall includes a first transverse bulkhead, a second transverse bulkhead, and a longitudinal bulkhead. The first transverse bulkhead extends in the engine room from the first broadside toward the second broadside, on a rear side of a center of the engine room in the bow-stern direction. The second transverse bulkhead extends from the second broadside toward the first broadside on a front side of the center of the engine room in the bow-stern direction. The longitudinal bulkhead extends in the bow-stern direction and connects the first transverse bulkhead and the second transverse bulkhead. Each of the first engine room and the second engine room includes a main machine accommodation portion and an auxiliary machine accommodation portion. The main machine accommodation portion is formed on a first side or a second side in the ship width direction with a virtual line including the longitudinal bulkhead as a boundary in a plan view, and accommodates the main machine. The auxiliary machine accommodation portion is formed on the second or first side in the ship width direction with the virtual line as a boundary, and accommodates an auxiliary machine.
According to such a configuration, the engine room is partitioned into the first engine room and the second engine room by the partition wall. Further, the main machine and the auxiliary machine are accommodated in the first engine room and the second engine room, respectively. As a result, even if one of the first engine room and the second engine room is flooded, the navigation function of the ship can be maintained by the other main machine and the other auxiliary machine of the first engine room and the second engine room.
Further, the main machine accommodation portion of the first engine room and the auxiliary machine accommodation portion of the second engine room are disposed on one side of the hull in the ship width direction, and the auxiliary machine accommodation portion of the first engine room and the main machine accommodation portion of the second engine room are disposed on the other side of the hull in the ship width direction. Thus, even in the case of including the main machine which requires an installation space larger than the auxiliary machine, it is possible to suppress the entire length of the engine room in the bow-stern direction. As a result, it is possible to expand the space such as a passenger space and a cargo space other than the engine room. Furthermore, when the length of the engine room in the bow-stern direction decreases, the position of the engine room on the stern side can be moved forward, and the degree of freedom of the stern shape of the hull is enhanced. As a result, the propulsion performance and the ship stability can be enhanced. Also, as the length of the engine room in the bow-stern direction decreases, the screw shaft can be shortened, and thus the used amount and cost of materials can be reduced.
According to the present invention, the main machine accommodation portion according to the invention has a length in the bow-stern direction larger than the auxiliary machine accommodation portion.
Therefore, it is possible to sufficiently secure the accommodation space of the main machine.
According to a preferred aspect of the present invention, the main machine accommodation portion of the first engine room and the main machine accommodation portion of the second engine room may overlap at least partially in the bow-stern direction when viewed from the ship width direction.
Thus, when the first engine room and the second engine room overlap each other when viewed from the ship width direction, it is possible to reduce the length of the engine room in the bow-stern direction.
According to a preferred aspect of the present invention, the longitudinal bulkhead may be provided at a center portion of the engine room in the ship width direction.
Thus, the first engine room and the second engine room can be disposed symmetrically (point symmetrically), and the arrangement of the main machine and the auxiliary machine becomes easy.
According to a preferred aspect of the present invention, the ship may further include a connecting pipe through which the first engine room and the second engine room communicate with each other; and an on-off valve which opens and closes the connecting pipe.
Thus, when one of the first engine room and the second engine room is flooded, the flooded water can be sent to the other of the first engine room and the second engine room. This makes it possible to enhance the restoring property of the ship.
According to a preferred aspect of the present invention, the ship may further include a bottom space located below the engine room inside the hull; a communicating pipe through which each of the first engine room and the second engine room communicates with the bottom space; and a valve which opens and closes the communicating pipe.
Therefore, when flooding in the first engine room or the second engine room, by sending the flooded water to the bottom space of the hull bottom, it is possible to enhance the stability of the ship and ensure the ship stability.
According to a preferred aspect of the present invention, the ship may further include a first flood prevention partition which is in contact with the first broadside and the first transverse bulkhead, and has a volume smaller than the first engine room and the second engine room; and a second flood prevention partition which is in contact with the second broadside and the second transverse bulkhead, and has a volume smaller than the first engine room and the second engine room.
Thus, when the first side and the second side are damaged to straddle the first transverse bulkhead and the second transverse bulkhead, the water enters the first engine room or the second engine room, and the first flood prevention partition or the second flood prevention partition. Since the first flood prevention partition and the second flood prevention partition have smaller volumes than the first engine room and the second engine room, it is possible to suppress the amount of flooding, as compared with the case where water enters both the first engine room and the second engine room.

[Advantageous Effects of Invention]

According to the above-described ship, it is possible to suppress the influence of flooding in the engine room, while suppressing an increase in size of the engine room.

[Brief Description of Drawings]

Fig. 1 is a plan view illustrating a configuration of an engine room of a hull in a first embodiment of the present invention.
Fig. 2 is an elevational sectional view of the engine room in the first embodiment of the present invention.
Fig. 3 is a plan view illustrating a configuration of a first modified example of the hull in the first embodiment of the present invention.
Fig. 4 is a plan view illustrating a configuration of a second modified example of the hull in the first embodiment of the present invention.
Fig. 5 is a plan view illustrating a configuration of an engine room of a hull in a second embodiment of the present invention.
Fig. 6 is a plan view illustrating a configuration of a first modified example of the hull in the second embodiment of the present invention.
Fig. 7 is a plan view illustrating a configuration of a second modified example of the hull in the second embodiment of the present invention.

[Description of Embodiments]

(First Embodiment)

Fig. 1 is a plan view illustrating a configuration of an engine room of a hull in a first embodiment of the present invention. Fig. 2 is an elevational sectional view of the engine room in the first embodiment of the present invention.
As illustrated in Figs. 1 and 2, a ship 1 of this embodiment includes a hull 2. The type of the ship 1 is not limited to a particular type, and ships of various types such as a ferry, a roll-on/roll-off ship (RORO ship), and a pure car & truck carrier (PCTC) can be adopted.
The hull 2 of the ship 1 has a broadside (a first broadside) 3A, a broadside (a second broadside) 3B, and a ship bottom 4 (see Fig. 2). The broadsides 3A and 3B include a pair of ship side outer plates each forming the left and right broadsides. The ship bottom 4 is made of a ship bottom outer plate which connects these broadsides 3A and 3B.
As illustrated in Fig. 2, a freeboard deck 5 extending in a transverse direction is provided inside the hull 2. For example, in a ship such as a car ferry, the freeboard deck 5 is generally a lowest full deck. Inside the hull 2, various decks are also provided above and below the freeboard deck 5 besides the freeboard deck 5.
The hull 2 includes a deck 7 which is double bottom between the freeboard deck 5 and the ship bottom 4, below the freeboard deck 5.
An engine room 10A is provided between the freeboard deck 5 and the deck 7 on a rearward side of the hull 2 in the bow-stern direction.
As illustrated in Fig. 1, the engine room 10A is partitioned between a front transverse bulkhead 11 and a rear transverse bulkhead 12 provided at intervals in the bow-stern direction, between the broadsides 3A and 3B on both sides in the ship width direction when viewed in a plan view.
A plurality of sets, in this embodiment, two sets of main machines 20 and auxiliary machines 21 are disposed inside the engine room 10A.
Each main machine 20 includes an engine, an electric motor, and the like, and rotationally drives a screw shaft 23 extending rearward in the bow-stern direction. The screw shaft 23 penetrates the stern and ship bottom of the hull 2 and protrudes rearward, and a screw 24 is provided at a rear end thereof. The main machine 20 rotates the screw 24 via the screw shaft 23, thereby exerting the propulsive force of the ship 1.
Here, a shaft chamber (not illustrated) through which the screw shaft 23 is inserted may be provided on the rearward side in the bow-stern direction of the rear transverse bulkhead 12 that partitions the engine room 10A.
The auxiliary machine 21 includes a shaft generator 21S and a main generator 21M.
The shaft generator 21S is operated by a screw shaft 23 that is rotationally driven by operation of the main machine 20.
The main generator 21M is provided separately from the main machine 20. In this embodiment, two main generators 21M are installed for a set of main machine 20 and shaft generator 21S.
The engine room 10A is divided into a first engine room 10F and a second engine room 10R in the bow-stern direction by a partition wall 30A. The partition wall 30A integrally includes a first transverse bulkhead 31A, a second transverse bulkhead 32A, and a longitudinal bulkhead 33A.
The first transverse bulkhead 31A is formed to extend inward (toward a broadside 3B) in the ship width direction from the broadside 3A, on the rear side of the center of the engine room 10A in the bow-stern direction.
The second transverse bulkhead 32A is formed to extend inward (toward a broadside 3A) in the ship width direction from the broadside 3B, on the front side of the center of the engine room 10A in the bow-stern direction. The second transverse bulkhead 32A is formed apart from the first transverse bulkhead 31A in the bow-stern direction.
The longitudinal bulkhead 33A is formed to extend in the bow-stern direction at the center C in the ship width direction. The longitudinal bulkhead 33A is formed to connect an inner end portion 31a of the first transverse bulkhead 31A in the ship width direction and an inner end portion 32a of the second transverse bulkhead 32A in the ship width direction. In this embodiment, a length L of the longitudinal bulkhead 33A in the bow-stern direction is set to, for example, 3 m or more.
The partition wall 30A forms a crank shape in a plan view, by the first transverse bulkhead 31A, the second transverse bulkhead 32A, and the longitudinal bulkheads 33A.
The first engine room 10F partitioned by the partition wall 30A has a main machine accommodation portion 13F and an auxiliary machine accommodation portion 14F.
The main machine accommodation portion 13F is formed on a side of the broadside 3A (a first side in the ship width direction) with respect to a virtual plane K including the longitudinal bulkhead 33A (a ship width direction center C) (in other words, with the virtual line K as the boundary in the plan view). The main machine accommodation portion 13F accommodates the main machine 20 and the shaft generator 21S. The auxiliary machine accommodation portion 14F is formed on the side of the broadside 3B (a second side in the ship width direction; in other words, a side opposite to the main machine accommodation portion 13F) with respect to the virtual plane K (in other words, with the virtual line K as a boundary in a plan view), and accommodates the auxiliary machine 21. In this embodiment, two main generators 21M are juxtaposed as the auxiliary machine 21 in the ship width direction.
Here, a length L1 of the main machine accommodation portion 13F in the bow-stern direction is longer than a length L2 of the auxiliary machine accommodation portion 14F in the bow-stern direction. As a result, the main machine accommodation portion 13F has a flat surface area larger than that of the auxiliary machine accommodation portion 14F.
The second engine room 10R partitioned by the partition wall 30A has a main machine accommodation portion 13R and an auxiliary machine accommodation portion 14R.
The main machine accommodation portion 13R is formed on the side of the broadside 3B (the second side in the ship width direction) with respect to the imaginary surface K including the longitudinal bulkhead 33A (center C in the ship width direction), and accommodates the main machine 20 and the shaft generator 21S.
The auxiliary machine accommodation portion 14R is formed on the side of the broadside 3A (the first side in the ship width direction) with respect to the imaginary surface K, and accommodates the auxiliary machine 21. In this embodiment, two main generators 21M are juxtaposed as the auxiliary machine 21 in the ship width direction.
Here, the length L1 of the main machine accommodation portion 13R in the bow-stern direction is larger than the length L2 of the auxiliary machine accommodation portion 14R in the bow-stern direction. As a result, the main machine accommodation portion 13R has a flat surface area larger than that of the auxiliary machine accommodation portion 14R.
In such a configuration, when viewed from the ship width direction, the main machine accommodation portion 13F of the first engine room 10F and the main machine accommodation portion 13R of the second engine room 10R partially overlap each other in the bow-stern direction.
The main machine accommodation portion 13F of the first engine room 10F and the auxiliary machine accommodation portion 14R of the second engine room 10R are adjacent to each other in the bow-stern direction. The main machine accommodation portion 13R of the second engine room 10R and the auxiliary machine accommodation portion 14R of the first engine room 10F are adjacent to each other in the bow-stern direction.
According to the ship 1 of the aforementioned embodiment, the engine room 10A is partitioned into the first engine room 10F and the second engine room 10R by the partition wall 30A. Further, the main machine 20 and the auxiliary machine 21 are accommodated in the first engine room 10F and the second engine room 10R, respectively. As a result, even if one of the first engine room 10F and the second engine room 10R is flooded, the navigation function of the ship 1 can be maintained by the other main machine 20 and the other auxiliary machine 21 of the first engine room 10F and the second engine room 10R.
Further, the main machine accommodation portion 13F of the first engine room 10F and the auxiliary machine accommodation portion 14R of the second engine room 10R are disposed on the side of the broadside 3A, which is a first side of the hull 2 in the ship width direction. Further, the auxiliary machine accommodation portion 14F of the first engine room 10F and the main machine accommodation portion 13R of the second engine room 10R are disposed on the side of the broadside 3B, which is a second side of the hull 2 in the ship width direction. Thus, even in the case of providing the main machine 20 which requires an installation space larger than the auxiliary machine 21, it is possible to reduce the entire length of the engine room 10A in the bow-stern direction. As a result, it is possible to expand the space S such as a passenger space and a cargo space other than the engine room 10A. Furthermore, when the length of the engine room 10A in the bow-stern direction decreases, the position of the rear transverse bulkhead 12 in the stern direction of the engine room 10A can be moved forward, and the degree of freedom of the stern shape of the hull 2 is enhanced. As a result, the propulsion performance and the ship stability of the ship 1 can be enhanced. Also, as the length of the engine room 10A in the bow-stern direction decreases, the screw shaft 23 can be shortened, and thus the used amount and cost of materials can be reduced.
In this manner, according to the above-described ship 1, it is possible to suppress the influence of flooding to the engine room 10A, while suppressing an increase in size of the engine room 10A.
Further, the main machine accommodation portions 13F and 13R have a length in the bow-stern direction larger than that of the auxiliary machine accommodation portions 14F and 14R. Therefore, it is possible to sufficiently secure the accommodation space of the main machine 20.
Furthermore, since the first engine room 10F and the second engine room 10R overlap each other when viewed from the ship width direction, it is possible to reduce the length of the engine room 10A in the bow-stern direction.
Furthermore, since the longitudinal bulkhead 33A is provided at the central portion of the engine room 10A in the ship width direction, the first engine room 10F and the second engine room 10R can be disposed symmetrically (point symmetrical), and the main machine 20 and the auxiliary machine 21 can be easily disposed.

(First modified example of first embodiment)

Fig. 3 is a plan view illustrating a configuration of a first modified example of the hull in the first embodiment of the present invention.
In the above-described first embodiment, for example, in order to enhance the flooding restoration performance, as illustrated in Fig. 3, a connecting pipe 50 through which the first engine room 10F and the second engine room 10R constituting the engine room 10A communicate with each other may be provided. The connecting pipe 50 is provided with an on-off valve 51. By opening the on-off valve 51, the first engine room 10F and the second engine room 10R communicate with each other, and by closing the on-off valve 51, the first engine room 10F and the second engine room 10R are separated from each other.
In such a configuration, when the first engine room 10F or the second engine room 10R is flooded, an on-off valve (not illustrated) of the connecting pipe 50 is opened. Accordingly, when one of the first engine room 10F and the second engine room 10R is flooded, the flooded water can be sent to the other of the first engine room 10F and the second engine room 10R. That is, since the flooded water flows into both the first engine room 10F and the second engine room 10R, it is possible to secure the restoring property of the boat 1.

(Second modified example of first embodiment)

Fig. 4 is a plan view illustrating a configuration of a second modified example of the hull in the first embodiment of the present invention.
In the above-described first embodiment, in order to enhance the flooding restoration performance, for example, as illustrated in Fig. 4, in the first engine room 10F and the second engine room 10R constituting the engine room 10A, a communicating pipe 52 communicating with a bottom space 9 formed between the deck 7 and the ship bottom 4 may be provided. The connecting pipe 50 is provided with a valve 53. By opening and closing the valve 53, it is possible to switch communication and separation between the first engine room 10F and the second engine room 10R.
In such a configuration, when the first engine room 10F or the second engine room 10R is flooded, an on-off valve (not illustrated) of the connecting pipe 50 communicating with the bottom space 9 is opened. As a result, the flooded water flows into the bottom space 9 from the first engine room 10F or the second engine room 10R, thereby enhancing the stability of the ship 1 and ensuring restoring property.

(Second embodiment)

Next, a second embodiment of a ship according to the present invention will be described. The ship illustrated in this second embodiment is different from the ship of the first embodiment only in a configuration having a flood prevention partition. Therefore, in the description of the second embodiment, the same parts as those of the first embodiment are denoted by the same reference numerals, and redundant explanations will be omitted. That is, the description of the overall configuration of the ship that is common to the configuration described in the first embodiment will be omitted.
Fig. 5 is a plan view illustrating the configuration of the engine room of the hull in the second embodiment of the present invention.
As illustrated in Fig. 5, an engine room 10B is provided in the rear part in the bow-stern direction of the hull 2 in the ship 1 of this embodiment. The engine room 10B is partitioned by the front transverse bulkhead 11 and the rear transverse bulkhead 12, which are provided at intervals in the bow-stern direction, between the broadsides 3A and 3B on both sides in the ship width direction when viewed in a plan view.
In the engine room 10B, a plurality of sets, in this embodiment, two sets of main machines 20 and auxiliary machines 21 are disposed. Each main machine 20 includes an engine, an electric motor, and the like, and rotationally drives the screw shaft 23 extending rearward in bow-stern direction. The auxiliary machine 21 includes a shaft generator 21S and a main generator 21M.
The engine room 10B is divided into two sections of the first engine room 10F and the second engine room 10R, by the partition wall 30B in the bow-stern direction. The partition wall 30B integrally includes a first transverse bulkhead 31B, a second transverse bulkhead 32B, and a longitudinal bulkhead 33B.
The first transverse bulkhead 31B is formed to extend from the side of the broadside 3A toward the inner side in the ship width direction (the side of the broadside 3B). The second transverse bulkhead 32B is formed to extend from the side of the broadside 3B toward the inner side in the ship width direction (toward the broadside 3A).
The second transverse bulkhead 32B is formed apart from the first transverse bulkhead 31B in the bow-stern direction.
The longitudinal bulkhead 33B is formed to extend in the bow-stern direction at the center portion in the ship width direction. The longitudinal bulkhead 33B is formed to connect the inner end portion 3 1 a of the first transverse bulkhead 31B in the ship width direction and the inner end portion 32a of the second transverse bulkhead 32B in the ship width direction. In this second embodiment, the length L of the longitudinal bulkhead 33B in the bow-stern direction is set to, for example, 3 m or more, as in the first embodiment.
The partition wall 30B forms a crank shape in a plan view, due to the first transverse bulkhead 31B, the second transverse bulkhead 32B, and the longitudinal bulkhead 33B.
In the engine room 10B, flood prevention partitions (first flood prevention partitions) 41A and 42A are provided to be adjacent to the broadside 3A. Likewise, flood prevention partitions (second flood prevention partitions) 41B and 42B are provided to be adjacent to the broadside 3B.
The flood prevention partitions 41A and 42A adjacent to the broadside 3A are partitioned by the intermediate bulkhead 43A, the end bulkheads 44A and 45A, and the side bulkhead 46A.
The intermediate bulkhead 43A is provided to extend continuously in the ship width direction from the first transverse bulkhead 31B between the broadside 3A and the first transverse bulkhead 31B. The end bulkheads 44A and 45A are spaced apart from the intermediate bulkhead 43A in the bow-stern direction, and are provided, for example, substantially to be parallel to the intermediate bulkhead 43A. The side bulkhead 46A is provided to be spaced apart inward in the ship width direction with respect to the broadside 3A and is provided parallel to the broadside 3A to connect the end bulkheads 44A and 45A.
The volumes of such flood prevention partitions 41A and 42A are smaller than the volumes of the first engine room 10F and the second engine room 10R
The flood prevention partitions 41B and 42B adjacent to the broadside 3B are partitioned by the intermediate bulkhead 43B, the end bulkheads 44B and 45B, and the side bulkhead 46B. The intermediate bulkhead 43B is provided to extend continuously from the second transverse bulkhead 32B in the ship width direction between the broadside 3B and the second transverse bulkhead 32B. The end bulkheads 44B and 45B are spaced apart from the intermediate bulkhead 43B in the bow-stern direction, and are provided, for example, substantially to be parallel to the intermediate bulkhead 43B. The side bulkhead 46B is provided to be spaced apart inward in the ship width direction with respect to the broadside 3B and is provided parallel to the broadside 3B to connect the end bulkheads 44B and 45B.
The flood prevention partitions 41B and 42B have a volume smaller than those of the first engine room 10F and the second engine room 10R
The first engine room 10F partitioned by the partition wall 30B has a main machine accommodation portion 13F and an auxiliary machine accommodation portion 14F, as in the first embodiment.
The main machine accommodation portion 13F is formed on the side of the broadside 3A with respect to the virtual plane K including the longitudinal bulkhead 33B (the center C in the ship width direction). The main machine accommodation portion 13F accommodates the main machine 20 and the shaft generator 21S.
The auxiliary machine accommodation portion 14F is formed on the side of the broadside 3B with respect to the imaginary surface K, and accommodates the auxiliary machine 21.
Also in the auxiliary machine accommodation portion 14F of the second embodiment, as in the first embodiment, two main generators 21M are juxtaposed in the ship width direction as the auxiliary machine 21. A length L1 of the main machine accommodation portion 13F in the bow-stern direction is larger than a length L2 of the auxiliary machine accommodation portion 14F in the bow-stern direction. As a result, the main machine accommodation portion 13F has a flat surface area larger than that of the auxiliary machine accommodation portion 14F.
The second engine room 10R partitioned by the partition wall 30B has a main machine accommodation portion 13R and an auxiliary machine accommodation portion 14R, as in the first embodiment.
The main machine accommodation portion 13R is formed on the side of the broadside 3B with respect to the imaginary surface K including the longitudinal bulkhead 33B (center C in the ship width direction), and accommodates the main machine 20 and the shaft generator 21S.
The auxiliary machine accommodation portion 14R is formed on the side of the broadside 3A with respect to the imaginary surface K, and accommodates the auxiliary machine 21.
Also in the auxiliary machine accommodation portion 14R of the second embodiment, as the auxiliary machine 21, two main generators 21M are juxtaposed in the ship width direction. The length L1 of the main machine accommodation portion 13R in the bow-stern direction is larger than the length L2 of the auxiliary machine accommodation portion 14R in the bow-stern direction. As a result, the main machine accommodation portion 13R has a flat surface area larger than that of the auxiliary machine accommodation portion 14R.
In such a configuration, the main machine accommodation portion 13F of the first engine room 10F and the main machine accommodation portion 13R of the second engine room 10R partially overlap each other in the bow-stern direction, when viewed from the ship width direction.
The main machine accommodation portion 13F of the first engine room 10F and the auxiliary machine accommodation portion 14R of the second engine room 10R are adjacent to each other in the bow-stern direction. The main machine accommodation portion 13R of the second engine room 10R and the auxiliary machine accommodation portion 14R of the first engine room 10F are adjacent to each other in the bow-stern direction.
According to the ship 1 of the aforementioned embodiment, when the broadside 3A is damaged with respect to the first transverse bulkhead 31B to straddle both sides in the bow-stern direction, the water enters the flood prevention partitions 41A and 42A. Further, when the broadside 3A is damaged to straddle both sides of the end bulkhead 44A in the bow-stern direction, the water enters the first engine room 10F and the flood prevention partition 41A. Further, when the broadside 3A is damaged to straddle the both sides of the end bulkhead 45A in the bow-stern direction, the water enters the second engine room 10R and the flood prevention partition 42A.
Similarly, when the broadside 3B is damaged to straddle both sides of the second transverse bulkhead 32B in the bow-stern direction, the water enters the flood prevention partitions 41B and 42B. Further, when the broadside 3B is damaged to straddle both sides with respect to the end bulkhead 44B in the bow-stern direction, the water enters the first engine room 10F and the flood prevention partition 41B. Furthermore, when the broadside 3B is damaged with respect to the end bulkhead 45B to straddle both sides in the bow-stern direction, the water enters the second engine room 10R and the flood prevention partition 42B.
Therefore, it is possible to suppress simultaneous flooding of the first engine room 10F and the second engine room 10R. Further, since the flood prevention partitions 41A, 42A, 41B and 42B have volumes smaller than the first engine room 10F and the second engine room 10R, the amount of water flooding can be suppressed, as compared to a case where the water enters both the first engine room 10F and the second engine room 10R.
Further, in the ship 1 of this embodiment, as in the first embodiment, since the engine room 10B is partitioned into the first engine room 10F and the second engine room 10R by the partition wall 30B, it is possible to suppress the influence of flooding to the engine room 10B, while suppressing an increase in size of the engine room 10B.

(First modified example of second embodiment)

The aforementioned second embodiment is configured so that the flood prevention partitions 41A and 42A are provided on both sides of the intermediate bulkhead 43A (in other words, the first transverse bulkhead 31B), and the flood prevention partitions 41B and 42B are provided on both sides of the intermediate bulkhead 43B (in other words, the second transverse bulkhead 32B). However, the embodiment is not limited to this configuration.
Fig. 6 is a plan view illustrating a configuration of a first modified example of the hull in the second embodiment of the present invention.
For example, as illustrated in Fig. 6, the flood prevention partitions 42A and 42B may be provided only on the stern side in the bow-stern direction with respect to the first transverse bulkhead 31B and the second transverse bulkhead 32B of the partition wall 30B.
Further, although it is not illustrated, the flood prevention partitions 41A and 41B may be provided only on the bow side in the bow-stern direction with respect to the first transverse bulkhead 31B and the second transverse bulkhead 32B of the partition wall 30B.

(Second modified example of second embodiment)

Fig. 7 is a plan view illustrating a configuration of a second modified example of the hull in the second embodiment of the present invention.
As illustrated in Fig. 7, flood prevention partitions 49A and 49B may be provided to straddle both sides in the bow-stern direction with respect to the first transverse bulkhead 31B and the second transverse bulkhead 32B of the partition wall 30B. In other words, the intermediate bulkheads 43A and 43B of the second embodiment may be omitted.

(Other embodiments)

For example, although the main generator 21M and the shaft generator 21S are included as the auxiliary machine 21, it is also possible to have a configuration having no shaft generator 21S.
Further, the auxiliary machine 21 may be other machines than the main generator 21M and the shaft generator 21S. In that case, the main generator 21M and the shaft generator 21S may be disposed in other places than the auxiliary machine accommodation portions 14F and 14R.

[Industrial Applicability]

The invention can be applied to the ship. According to the ship, it is possible to suppress the influence of flooding to the engine room, while suppressing an increase in size of the engine room.

[Reference Signs List]

1 Ship
2 Hull
3A Broadside (first broadside)
3B Broadside (second broadside)
4 Ship bottom
5 Freeboard deck
7 Deck
9 Bottom space
10A Engine room
10B Engine room
10F First engine room
10R Second engine room
11 Front transverse bulkhead
12 Rear transverse bulkhead
13F, 13R Main machine accommodation portion
14F, 14R Auxiliary machine accommodation portion
20 Main machine
21 Auxiliary machine
21M Main generator
21S Shaft generator
23 Screw shaft
24 Screw
30A, 30B Partition wall
31A, 31B First transverse bulkhead
31a, 32a Inner end portion
32A, 32B Second transverse bulkhead
33A, 33B Longitudinal bulkhead
41A, 42A Flood prevention partition (first flood prevention partition)
41B, 42B Flood prevention partition (second flood prevention partition)
43A, 43B Intermediate bulkhead
44A, 44B, 45A, 45B End bulkhead
46A, 46B Side bulkhead
49A, 49B Flood prevention partition
50 Connecting pipe
51 On-off valve
52 Communicating pipe
53 Valve
C Center in ship width direction
K Virtual plane

Claims

A ship (1) comprising:
a hull (2) including a first broadside (3A) and a second broadside (3B) provided at intervals in a ship width direction;

an engine room (10A;10B) which is provided in the hull (2) and is partitioned by a front transverse bulkhead (11) and a rear transverse bulkhead (12) provided at intervals in a bow-stern direction of the hull (2);

a partition wall (30A;30B) which partitions the engine room (10A;10B) into a first engine room (10F) and a second engine room (10R);

a first main machine (20) including a first engine or motor for exerting a propulsive force of the ship (1);

a second main machine (20) including a second engine or motor for exerting a propulsive force of the ship (1);

a first auxiliary machine (21) including a first generator (21M); and

a second auxiliary machine (21) including a second generator (21M),

wherein the partition wall (30A;30B) includes:
a first transverse bulkhead (31A;31B) which extends in the engine room (10A;10B) from the first broadside (3A) toward the second broadside (3B), on a rear side of a center of the engine room (10A;10B) in the bow-stern direction and on a rear side of the front transverse bulkhead (11),

a second transverse bulkhead (32A;32B) which extends from the second broadside (3B) toward the first broadside (3A) on a front side of the center of the engine room (10A;10B) in the bow-stern direction and on the rear side of the front transverse bulkhead (11), and

a longitudinal bulkhead (33A;33B) which extends in the bow-stern direction and connects the first transverse bulkhead (31A;31B) and the second transverse bulkhead (32A;32B), and

each of the first engine room (10F) and the second engine room (10R) includes:
a main machine accommodation portion (13F;13R) which is formed on one of a first side and a second side in the ship width direction with a virtual line (K) including the longitudinal bulkhead (33A;33B) as a boundary in a plan view, and accommodates one of the first main machine (20) and the second main machine (20), and

an auxiliary machine accommodation portion (14F;14R) which is formed on the other one of the first side and the second side on an opposite side to the main machine accommodation portion (13F;13R) in the ship width direction with the virtual line (K) as a boundary, and accommodates one of the first auxiliary machine (21) and the second auxiliary machine (21),

wherein a length (L1) of the main machine accommodation portion (13F;13R) in the bow-stern direction is larger than a length (L2) of the auxiliary machine accommodation portion (14F;14R), and

wherein a length (L) of the longitudinal bulkhead (33A;33B) in the bow-stern direction is larger than the length (L2) of the auxiliary machine accommodation portion (14F;14R) .
The ship (1) according to claim 1, wherein the main machine accommodation portion (13F) of the first engine room (10F) and the main machine accommodation portion (13R) of the second engine room (10R) overlap at least partially in the bow-stern direction when viewed from the ship width direction.
The ship (1) according to claim 1, wherein the longitudinal bulkhead (33A;33B) is provided at a center portion of the engine room (10A;10B) in the ship width direction.
The ship (1) according to claim 1, further comprising:
a connecting pipe (50) through which the first engine room (10F) and the second engine room (10R) communicate with each other; and

an on-off valve (51) which is configured to open and close the connecting pipe (50).
The ship (1) according to claim 1, further comprising:
a bottom space (9) located below the engine room (10A) inside the hull (2);

a communicating pipe (52) through which each of the first engine room (10F) and the second engine room (10R) communicates with the bottom space (9); and

a valve (53) which is configured to open and close the communicating pipe (52).
The ship (1) according to claim 1, further comprising:
a first flood prevention partition (41A,42A) which is in contact with the first broadside (3A) and the first transverse bulkhead (31B), and has a volume smaller than the first engine room (10F) and the second engine room (10R); and

a second flood prevention partition (41B,42B) which is in contact with the second broadside (3B) and the second transverse bulkhead (32B) and has a volume smaller than the first engine room (10F) and the second engine room (10R).