JP2001239992A - Enlarged ship - Google Patents
Enlarged shipInfo
- Publication number
- JP2001239992A JP2001239992A JP2000052661A JP2000052661A JP2001239992A JP 2001239992 A JP2001239992 A JP 2001239992A JP 2000052661 A JP2000052661 A JP 2000052661A JP 2000052661 A JP2000052661 A JP 2000052661A JP 2001239992 A JP2001239992 A JP 2001239992A
- Authority
- JP
- Japan
- Prior art keywords
- hull
- bilge
- ship
- stern
- bow
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明は、保針性能を向上
させるために、船首または船尾のビルジ部に保針性能向
上ビルジキ−ルを取り付けた肥大船に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an enlarged hull in which a bilge part for improving a needle keeping performance is attached to a bilge part of a bow or a stern in order to improve a needle keeping performance.
【０００２】[0002]
【従来の技術】大型の船舶においては、港湾内のような
狭い海域を安全に航行するため、また所定の航路から外
れないようにして燃料消費量を節減するために、その操
縦性が良好なことが要求される。船舶の操縦性は、舵を
切ったときに、船舶の方位角がいかに切った舵角に追従
するかによって評価される。このように船体の方位角が
舵角に追従する性能を保針性能というが、保針性能は一
般にＺ試験によって評価される。2. Description of the Related Art A large ship has good maneuverability in order to safely navigate a narrow sea area such as a harbor, and to save fuel consumption by keeping a predetermined course. Is required. The maneuverability of a ship is evaluated based on how the azimuth of the ship follows the steered angle when the rudder is turned. The performance in which the azimuth angle of the hull follows the rudder angle is referred to as the needle keeping performance. Generally, the needle keeping performance is evaluated by a Z test.
【０００３】Ｚ試験は、まず舵角を１０度に取り、船体
の方位角が１０度になった時点で、舵角を元に戻すよう
に舵を前回とは反対側に１０度取るという操作を繰り返
していく試験である。船体の向きは、舵角を切り返すと
同時に元に戻ろうとするのではなく慣性力のため、舵角
よりもある程度大きな最大方位角に達した後に元に戻る
という動きをする。In the Z test, the rudder angle is set to 10 degrees, and when the azimuth angle of the hull becomes 10 degrees, the rudder angle is set back to 10 degrees so that the rudder angle is returned to the original side. It is a test that repeats. The direction of the hull returns to its original position after reaching a maximum azimuth angle that is somewhat larger than the rudder angle due to inertial force, rather than trying to return to the original position at the same time as turning the rudder angle.
【０００４】このような船舶の最大方位角から、舵を切
り返したときの方位角を差し引いた値の絶対値をオ−バ
−シュ−ト角といい、第一回目の舵切り返し時のオ−バ
−シュ−ト角をファ−ストオ−バ−シュ−ト角、第二回
目の舵切り返し時のオ−バ−シュ−ト角をセカンドオ−
バ−シュ−ト角という。[0004] The absolute value of the value obtained by subtracting the azimuth when turning the rudder from the maximum azimuth of such a ship is called an overshoot angle. The overshoot angle is the fast overshoot angle, and the overshoot angle at the time of the second steering return is the second overshoot angle.
It is called the burst angle.
【０００５】図４は上述したＺ試験における舵角と船体
の方位角との経時的な変化を示す図である。図において
折れ線が舵角の経時変化を、滑らかな曲線が船体の方位
角の経時変化示し、θ1がファ−ストオ−バ−シュ−ト
角、θ2がセカンドオ−バ−シュ−ト角である。FIG. 4 is a diagram showing a change with time in the rudder angle and the azimuth angle of the hull in the Z test described above. Polyline changes with time of the steering angle in FIG smooth curve indicates temporal change of the azimuth angle of the hull, theta 1 is fa - Sutoo - bar - shoe - DOO angle, theta 2 is Sekandoo - bar - shoe - in DOO angle is there.
【０００６】この図では、最初に＋１０度に舵角を取る
場合を示しているが、これをＳ１０°Ｚ試験といい、逆
に最初に−１０度に舵角を取る場合をＰ１０°Ｚ試験と
いう。FIG. 1 shows a case where the steering angle is initially set to +10 degrees, which is called an S10 ° Z test, and a case where the steering angle is initially set to −10 degrees is a P10 ° Z test. That.
【０００７】ファ−ストオ−バ−シュ−ト角やセカンド
オ−バ−シュ−ト角が小さいほど、船舶は舵角よりもよ
けいに旋回する程度が小さく、船体の舵への追従性がよ
く保針性能が良好であるといわれる。[0007] As the fast overshoot angle and the second overshoot angle are smaller, the degree of turning of the ship is smaller than the rudder angle, and the followability of the hull to the rudder is better maintained. It is said that the needle performance is good.
【０００８】従来の船舶の保針性能を向上させる技術と
しては、特開平６−３２１１８０号公報に開示された保
進性能向上フィンを使用した技術がある。この保進性能
向上フィンは、肥大船の保進性の向上を目的としたもの
であり、図５（ａ）の船尾部側面図および図５（ｂ）の
船尾部を船底から見た図に示すように、高さおよび長さ
を満載喫水Ｈの１／１０以下に設定した小型のフィン２
１を、船尾オ−バ−ハング部２２の前方部２２ａから舵
２３の軸２３ａまでの範囲内に取り付けるとともに、該
フィン２１の取り付け角度βを船体の中心線２４と平行
な線２４ａに対して１０°未満に設定したものである。As a conventional technique for improving the needle keeping performance of a ship, there is a technique using a fin for improving the keeping performance disclosed in Japanese Patent Laid-Open No. 6-321180. The fins for improving the holding performance are intended to improve the holding ability of the enlarged ship. The fins are shown in a side view of the stern of FIG. 5A and a view of the stern of FIG. As shown, a small fin 2 whose height and length are set to 1/10 or less of the full load draft H
1 within the range from the forward portion 22a of the stern overhang portion 22 to the shaft 23a of the rudder 23, and the mounting angle β of the fin 21 is set with respect to a line 24a parallel to the center line 24 of the hull. It is set at less than 10 °.
【０００９】また、従来の保針性能を向上させる他の技
術としては、特開平８−３１８８９６号公報に開示され
た船舶の進路安定フィンを使用した技術がある。この進
路安定フィンは、図６の斜視図に示すように、船体３１
の船尾垂線ＡＰから船３１の長さの５〜２０％船首側の
範囲で、かつ、プロペラ３２軸心３２ａと船底３１ａの
範囲に、船体３１表面流線に沿って船体３１外板３１ｂ
にほぼ垂直に各舷に少なくとも１個の第１のフィン３３
を設け、この第１フィン３３をプロペラ３２直径のほぼ
１／１０のヒレ深さとしたものである。As another conventional technique for improving the needle keeping performance, there is a technique using a course stabilizing fin of a ship disclosed in Japanese Patent Application Laid-Open No. 8-318896. As shown in a perspective view of FIG.
The outer plate 31b of the hull 31 along the surface streamline of the hull 31 in the range of 5 to 20% of the length of the ship 31 from the stern perpendicular AP to the bow side and in the range of the propeller 32 axis 32a and the bottom 31a.
At least one first fin 33 on each side substantially perpendicular to
And the first fin 33 has a fin depth of approximately 1/10 of the diameter of the propeller 32.
【００１０】また、船体３１の船尾垂線ＡＰから船３１
の長さの３〜２０％船首側の範囲で、かつ、満水喫水線
とプロペラ３２軸心３２ａのほぼ中間に、船体３１表面
流線に沿って船体３１外板３１ｂにほぼ垂直に各舷に少
なくとも１個の第２のフィン３４を設け、この第２フィ
ン３４をプロペラ３２直径のほぼ１／１０のヒレ深さと
したものである。Further, the ship 31 is moved from the stern perpendicular AP of the hull 31 to the ship 31.
3 to 20% of the length of the bow, and approximately halfway between the full water draft line and the axis 32a of the propeller 32, along the surface streamline of the hull 31 and substantially perpendicular to the hull 31 outer plate 31b at least on each side. One second fin 34 is provided, and the second fin 34 has a fin depth substantially 1/10 of the diameter of the propeller 32.
【００１１】[0011]
【発明が解決しようとする課題】しかしながら、上述し
た従来の保針性能向上フィンには、次のような問題点が
ある。 （１）特開平６−３２１１８０号公報に開示された保進
性能向上フィン フィンを保針性能向上が期待できるビルジ部ではなく
て、プロペラよりも上方に取り付けるため、保針性能の
向上があまり期待できない。 （２）特開平８−３１８８９６号公報に開示された保針
性能向上フィン 第１のフィンはプロペラ軸心と船底の範囲に取り付ける
ようにしているので、取り付ける位置によっては保針性
能の向上が期待できるが、取り付け位置（高さ）が正確
に特定されていないので、保針性能の向上が期待できな
い場合もある。また、必要以上にフィンが取り付けられ
ているきらいがある。However, the above-mentioned conventional fins for improving the needle keeping performance have the following problems. (1) The fins for improving the holding performance disclosed in JP-A-6-321180 The fins are not mounted on the bilge where the improvement of the holding performance can be expected, but are mounted above the propeller. Can not. (2) The fins for improving the needle keeping performance disclosed in Japanese Patent Application Laid-Open No. 8-318896 Since the first fin is mounted in the range of the propeller shaft center and the bottom of the ship, the improvement of the needle keeping performance is expected depending on the mounting position. Although it is possible, since the mounting position (height) is not specified accurately, there is a case where improvement of the needle keeping performance cannot be expected. Also, there is a tendency that fins are attached more than necessary.
【００１２】本発明は、従来技術の上述のような問題点
を解消するためになされたものであり、少ないフィンで
効果的に保針性能を向上させることのできる肥大船の保
針性能向上フィンを提供することを目的としている。SUMMARY OF THE INVENTION The present invention has been made in order to solve the above-mentioned problems of the prior art, and a fin for improving the needle keeping performance of a large vessel capable of effectively improving the needle keeping performance with a small number of fins. It is intended to provide.
【００１３】[0013]
【課題を解決するための手段】この発明に係る第一の肥
大船は、船尾垂線（ＡＰ）から船首側に向かって船の長
さの１５〜２５％の範囲のビルジ部に、船体表面流線に
沿って船体両舷外板にほぼ垂直にビルジキ−ルを設けた
ものである。The first enlarged ship according to the present invention has a hull surface flow on a bilge portion ranging from 15 to 25% of the length of the ship from the stern perpendicular (AP) toward the bow. A bilge killer is provided almost vertically on both sides of the hull along the line.
【００１４】また、前記ビルジキ−ルの船体表面からの
高さを、境界層厚さの１０〜２０％としたものである。Further, the height of the bilge killer from the surface of the hull is set to 10 to 20% of the thickness of the boundary layer.
【００１５】この発明に係る第二の肥大船は、船首垂線
（ＦＰ）から船尾側に向かって船の長さの１５〜２５％
の範囲のビルジ部に、船体表面流線に沿って船体両舷外
板にほぼ垂直にビルジキ−ルを設けたものである。[0015] The second enlarged ship according to the present invention is 15 to 25% of the length of the ship from the bow normal (FP) toward the stern.
A bilge reel is provided in the bilge section in the range of (1) along the streamline of the hull surface almost perpendicular to the outer shell on both sides of the hull.
【００１６】また、前記ビルジキ−ルの船体表面からの
高さを、境界層厚さの１０〜２０％としたものである。Further, the height of the bilge kill from the surface of the hull is set to 10 to 20% of the thickness of the boundary layer.
【００１７】この発明に係る第三の肥大船は、船尾垂線
（ＡＰ）から船首側に向かって船の長さの１５〜２５％
の範囲のビルジ部、および 船首垂線（ＦＰ）から船尾
側に向かって船の長さの１５〜２５％の範囲のビルジ部
に、船体表面流線に沿って船体両舷外板にほぼ垂直にビ
ルジキ−ルを設けたものである。The third enlarged ship according to the present invention has a length of 15 to 25% of the length of the ship from the stern perpendicular (AP) toward the bow.
And approximately perpendicular to the hull shells along the hull surface streamlines, to the bilge in the range of 15-25% of the ship's length from the bow normal (FP) to the stern side. A bilge key is provided.
【００１８】また、前記ビルジキ−ルの船体表面からの
高さを、境界層厚さの１０〜２０％としたものである。Further, the height of the bilge killer from the surface of the hull is set to 10 to 20% of the thickness of the boundary layer.
【００１９】この発明に係る第一、第二および第三の肥
大船のビルジ部に保針性能向上ビルジキ−ルを取り付け
たのは、次の理由によるものである。The bilge part of the first, second and third enlarged vessels according to the present invention is provided with the bilge reel for improving the needle keeping performance for the following reasons.
【００２０】肥大船の保針性能は、船首および船尾の船
体ビルジ部の曲率により大きく異なる。図２に示すよう
に、船体４１が進行方向に対して角度θ旋回し斜航して
いる際に、船体４１の幅方向に働く横力Ｙが、図の正
（＋）の方向に働く方が、船体４１を斜航が少なくなる
方へ働き、船体４１が大きく旋回するのを防ぐことがで
きることは明らかである。[0020] The needle keeping performance of an enlarged ship varies greatly depending on the curvature of the hull bilge at the bow and stern. As shown in FIG. 2, when the hull 41 turns obliquely at an angle θ with respect to the traveling direction, the lateral force Y acting in the width direction of the hull 41 acts in the positive (+) direction in the drawing. However, it is apparent that the hull 41 works in a direction where the oblique traveling is reduced, and the hull 41 can be prevented from turning significantly.
【００２１】船首および船尾のビルジ部の曲率が大きい
船型の船舶においては、旋回時に旋回の内側のビルジ部
で流れが剥離して、正の船体表面圧力に変化し、旋回方
向とは逆の横力（正の方向の横力）が発生して、船体が
大きく旋回するのを防止している。その結果、オ−バ−
シュ−ト角が小さくなり、保針性能は良好である。In a ship of a hull type having a large curvature at the bilge portion at the bow and stern, at the time of turning, the flow separates at the bilge portion inside the turning, the pressure changes to a positive hull surface pressure, and the lateral direction is opposite to the turning direction. A force (lateral force in the positive direction) is generated to prevent the hull from turning significantly. As a result, over-
The shot angle is small, and the needle keeping performance is good.
【００２２】逆に、船首および船尾のビルジ部の曲率が
小さい船型の船舶では、旋回時に剥離が生じず、船体表
面圧力が小さく、横力が小さいので、オ−バ−シュ−ト
角が大きくなり、保針性能が低い。Conversely, in a hull type ship having a small curvature at the bow and stern bilge portions, separation does not occur when turning, the hull surface pressure is small, and the lateral force is small, so that the overshoot angle is large. The needle keeping performance is low.
【００２３】肥大船において船首および船尾のビルジ部
の曲率を大きくして、保針性能の向上を図ろうとする
と、抵抗が大きくなり推進性能の悪化を招いてしまう。When the curvature of the bilge portion at the bow and stern of a large vessel is increased to improve the needle keeping performance, the resistance increases and the propulsion performance deteriorates.
【００２４】そこで、本発明においては、肥大船の船首
および船尾のビルジ部の曲率は小さくして、抵抗を小さ
くし、船首および船尾のビルジ部にビルジキ−ルを設け
ることにより、ビルジ部の曲率を見かけ上大きくして、
旋回の内側のビルジ部での流れを剥離させて、正の船体
表面圧力に変化させ、旋回方向とは逆の横力を発生させ
て、船体が大きく旋回するのを防止するようにし、かつ
推進性能を低下させないようにした。Therefore, in the present invention, the curvature of the bilge at the bow and stern of the enlarged ship is reduced, the resistance is reduced, and the bilge kill is provided at the bilge at the bow and stern, so that the curvature of the bilge is obtained. Look bigger,
Separates the flow at the bilge part inside the turn, changes it to a positive hull surface pressure, generates a lateral force opposite to the turning direction, prevents the hull from turning greatly, and propells The performance was not reduced.
【００２５】また、保針性能の向上に寄与する横力は、
船長方向のどの位置のビルジ部にビルジキ−ルを設けた
ときに有効に発生するかを、計算流体力学（ＣＦＤ）に
よる斜航時の流場計算で求めた。The lateral force contributing to the improvement of the needle keeping performance is as follows:
The position of the bilge in the ship's direction where the bilge kill was effectively generated was determined by computational fluid dynamics (CFD) during oblique flow calculations.
【００２６】図３は、６°斜航時の流場計算から、生じ
る船体表面圧力をガ−ス方向に積分して、船体の横断面
に働く断面横力（ΔＹ）を求め、この断面横力ΔＹを
０．５・ρ・ｄ・ｖ2（ρ：水密度、ｄ：喫水、ｖ：船
速）で除して無次元化した値の、船長方向の分布を示す
図である。船長方向の軸は、船首垂線ＦＰを０、船尾垂
線ＡＰを１００として示した。FIG. 3 is a graph showing a cross-sectional lateral force (ΔY) acting on the cross section of the hull obtained by integrating the generated hull surface pressure in the gas direction from the flow field calculation during the 6 ° oblique navigation. It is a figure which shows distribution in the ship length direction of the value which made dimensionless by dividing force (DELTA) Y by 0.5 * p * dv * 2 (p: water density, d: draft, v: boat speed). The axis in the direction of the master's length is shown with the bow normal FP as 0 and the stern vertical AP as 100.
【００２７】図３において、実線はビルジ部の曲率の大
きい船型の船舶の分布を、破線はビルジ部の曲率の小さ
い船型の船舶の分布を示すものであり、両方の船舶の主
要目（船長、幅、喫水）は同じである。図３から分かる
ように、船首垂線（ＦＰ）から船尾側に向かって船体の
１５〜２５％の範囲、および船尾垂線（ＡＰ）から船首
側に向かって船体の１５〜２５％の範囲において、正の
方向に働く横力の無次元値（ΔＹ／０．５・ρ・ｄ・ｖ
2）は、ビルジ部の曲率の大きい船型の船舶の方が、ビ
ルジ部の曲率の小さい船型の船舶よりも大きくなってい
る。In FIG. 3, the solid line shows the distribution of hull-shaped vessels having a large curvature in the bilge section, and the dashed line shows the distribution of hull-shaped vessels having a small curvature in the bilge section. Width and draft) are the same. As can be seen from FIG. 3, in the range of 15-25% of the hull from the bow normal (FP) to the stern side, and in the range of 15-25% of the hull from the stern perpendicular (AP) to the bow side, Dimensionless value of the lateral force acting in the direction (ΔY / 0.5 · ρ · dv)
In the case of 2 ), the ship with a large bilge curvature is larger than the ship with a small curvature in the bilge.
【００２８】その結果、保針性能の向上に寄与する横力
は、船尾垂線（ＡＰ）から船首側に向かって船の長さの
１５〜２５％の範囲のビルジ部、または船首垂線（Ｆ
Ｐ）から船尾側に向かって船の長さの１５〜２５％の範
囲のビルジ部に発生することが分かった。As a result, the lateral force contributing to the improvement of the needle keeping performance is from the stern perpendicular (AP) to the bow side in the range of 15 to 25% of the length of the ship from the bilge portion or the bow normal (F).
From P), it was found that it occurred in the bilge part in the range of 15 to 25% of the length of the ship from the stern side.
【００２９】したがって、ビルジキ−ルは船尾垂線（Ａ
Ｐ）から船首側に向かって船の長さの１５〜２５％の範
囲のビルジ部、船首垂線（ＦＰ）から船尾側に向かって
船の長さの１５〜２５％の範囲のビルジ部、または船尾
垂線（ＡＰ）から船首側に向かって船の長さの１５〜２
５％の範囲のビルジ部と船首垂線（ＦＰ）から船尾側に
向かって船の長さの１５〜２５％の範囲のビルジ部の双
方に設けることにより、保針性能を向上させることがで
きる。Therefore, the bilge killer has a vertical stern (A
A bilge portion ranging from 15 to 25% of the length of the ship from P) to the bow, a bilge portion ranging from 15 to 25% of the length of the ship from the bow normal (FP) to the stern, or From the stern perpendicular (AP) to the bow side, the length of the ship is 15 to 2
By providing the bilge portion in a range of 5% and the bilge portion in a range of 15 to 25% of the length of the ship from the bow perpendicular (FP) toward the stern side, the needle keeping performance can be improved.
【００３０】また、上述したビルジキ−ルの船の長さ方
向の形状は、船体表面流速に沿う形状とすることが、船
体の推進上の抵抗とならないので好ましい。The shape of the bilge killer in the longitudinal direction of the ship is preferably in accordance with the hull surface flow velocity because it does not cause resistance in propulsion of the hull.
【００３１】また、上述したビルジキ−ルの船体表面か
らの高さは、層流底層の厚さを超えれば流体力学的には
十分効果を発揮することができるが、境界層（船の流速
よりも遅い領域）厚さの１０〜２０％の範囲が、船舶の
推進性能の上で影響がないので好ましい。If the height of the bilge killer above the hull surface exceeds the thickness of the laminar bottom layer, it can exert a sufficient hydrodynamic effect. (Slow region) A range of 10 to 20% of the thickness is preferable since it has no effect on the propulsion performance of the ship.
【００３２】[0032]
【発明の実施の形態 】本発明の実施の形態を、図面を
参照して説明する。図１は本発明の肥大船の一実施例を
示す斜視図である。この肥大船１は船尾垂線（ＡＰ）か
ら船首側に向かって船体２の長さの１５〜２５％の範囲
のビルジ部と船首垂線（ＦＰ）から船尾側に向かって船
の長さの１５〜２５％の範囲のビルジ部の双方に、保針
性能向上のためのビルジキ−ル３および４を取り付けて
いる。Embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a perspective view showing an embodiment of the enlarged ship according to the present invention. The enlarged boat 1 has a bilge portion ranging from 15 to 25% of the length of the hull 2 from the stern perpendicular (AP) toward the bow, and the stern length from the stern perpendicular to the stern from the bow perpendicular (FP). The bilge rolls 3 and 4 for improving the needle keeping performance are attached to both the bilge portions in the range of 25%.
【００３３】本実施例の場合は、ビルジキ−ル３および
ビルジキ−ル４を取り付けているが、ビルジキ−ル３の
み、またはビルジキ−ル４のみでも十分に保針性能は向
上する。In this embodiment, the bilge-killer 3 and the bilge-killer 4 are attached, but the bilge-killer 3 alone or the bilge-killer 4 alone sufficiently improves the needle keeping performance.
【００３４】また、ビルジキ−ル３および４の船体表面
からの高さは、層流底層の厚さを超えれば流体力学的に
は十分効果を発揮することができるが、船舶の推進性能
の上で影響がないように、境界層厚さの１０〜２０％と
している。If the height of the bilge killers 3 and 4 from the surface of the hull exceeds the thickness of the laminar bottom layer, the hydrodynamic effect can be sufficiently exerted. The thickness is set to 10 to 20% of the thickness of the boundary layer so as not to have an influence.
【００３５】ビルジキ−ル３を船尾垂線（ＡＰ）から船
首側に向かって船の長さの１５〜２５％の範囲のビルジ
部に、またビルジキ−ル４を船首垂線（ＦＰ）から船尾
側に向かって船の長さの１５〜２５％の範囲のビルジ部
に設けたのは、計算流体力学（ＣＦＤ）による斜航時の
計算結果から、上記の位置に設けるのが、保針性能の向
上に寄与する横力を最も発生させることを見いだしたか
らである。The bilge reel 3 is moved from the stern perpendicular (AP) toward the bow to the bilge within a range of 15 to 25% of the length of the ship, and the bilge reel 4 is moved from the stern perpendicular (FP) to the stern. According to the calculation result at the time of oblique navigation by computational fluid dynamics (CFD), the bilge provided in the bilge part in the range of 15 to 25% of the length of the ship toward This is because it has been found that the lateral force that contributes to the air force is generated most.
【００３６】[0036]
【発明の効果】この発明により、肥大船の保針性能を少
ないビルジキ−ルで効果的に向上させることができる。According to the present invention, the needle keeping performance of an enlarged ship can be effectively improved with a small bilge killer.
【図１】本発明の肥大船の一実施例を示す斜視図であ
る。FIG. 1 is a perspective view showing an embodiment of an enlarged ship according to the present invention.
【図２】船体が進行方向に対して旋回し斜航している際
に船体の幅方向に働く横力を示す図である。FIG. 2 is a diagram showing lateral forces acting in the width direction of the hull when the hull is turning and obliquely moving in the traveling direction.
【図３】無次元化した横力の船長方向の分布を示す図で
ある。FIG. 3 is a diagram showing a dimensionless lateral force distribution in a ship length direction.
【図４】Ｚ試験における舵角と船体の方位角との経時的
な変化を示す図である。FIG. 4 is a diagram showing a change with time in a rudder angle and an azimuth angle of a hull in a Z test.
【図５】従来の保進性能向上フィンを使用した船舶の説
明図であり、（ａ）は船尾部側面図、（ｂ）は船尾部を
船底から見た図である。FIGS. 5A and 5B are explanatory views of a ship using the conventional fins for improving the holding performance, wherein FIG. 5A is a side view of a stern portion, and FIG.
【図６】従来の他の保針性能向上フィンを使用した船舶
の斜視図である。FIG. 6 is a perspective view of a conventional ship using another needle keeping performance improving fin.
１ 肥大船 ２ 船体 ３ ビルジキ−ル ４ ビルジキ−ル DESCRIPTION OF SYMBOLS 1 Big ship 2 Hull 3 Bilge kill 4 Bilge kill
Claims (6)
船の長さの１５〜２５％の範囲のビルジ部に、船体表面
流線に沿って船体両舷外板にほぼ垂直にビルジキ−ルを
設けたことを特徴とする肥大船。1. A bilge key extending from a stern perpendicular (AP) to a bow side in a range of 15 to 25% of a length of a ship, substantially perpendicular to a hull side shell along a hull surface streamline. A large ship characterized by the provision of
を、境界層厚さの１０〜２０％としたことを特徴とする
請求項１に記載の肥大船。2. The enlarged ship according to claim 1, wherein the height of the bilge killer from the surface of the hull is 10 to 20% of the thickness of the boundary layer.
船の長さの１５〜２５％の範囲のビルジ部に、船体表面
流線に沿って船体両舷外板にほぼ垂直にビルジキ−ルを
設けたことを特徴とする肥大船。3. A bilge key, which extends from the bow normal (FP) to the stern side in a range of 15 to 25% of the length of the ship, substantially perpendicular to the hull outer shell along the hull surface streamline. A large ship characterized by the provision of
を、境界層厚さの１０〜２０％としたことを特徴とする
請求項３に記載の肥大船。4. The enlarged ship according to claim 3, wherein the height of the bilge killer from the surface of the hull is 10 to 20% of the thickness of the boundary layer.
船の長さの１５〜２５％の範囲のビルジ部、および 船
首垂線（ＦＰ）から船尾側に向かって船の長さの１５〜
２５％の範囲のビルジ部に、船体表面流線に沿って船体
両舷外板にほぼ垂直にビルジキ−ルを設けたことを特徴
とする肥大船。5. A bilge portion ranging from 15 to 25% of the length of the ship from the stern perpendicular (AP) to the bow, and from 15 to 25% of the length of the ship from the bow perpendicular (FP) to the stern.
A bloated ship characterized in that a bilge kill is provided in a bilge portion in a range of 25% along a hull surface streamline and almost perpendicular to the outer shell on both sides of the hull.
を、境界層厚さの１０〜２０％としたことを特徴とする
請求項５に記載の肥大船。6. The enlarged ship according to claim 5, wherein the height of the bilge killer from the surface of the hull is 10 to 20% of the thickness of the boundary layer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000052661A JP2001239992A (en) | 2000-02-29 | 2000-02-29 | Enlarged ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000052661A JP2001239992A (en) | 2000-02-29 | 2000-02-29 | Enlarged ship |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JP2001239992A true JP2001239992A (en) | 2001-09-04 |
Family
ID=18574142
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000052661A Withdrawn JP2001239992A (en) | 2000-02-29 | 2000-02-29 | Enlarged ship |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2001239992A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6626609B1 (en) * | 1999-10-21 | 2003-09-30 | Eco-Plan 21 Co., Ltd. | Water storing block and connecting member for water storing block and rain water storing/infiltrating structure |
| CN101612978A (en) * | 2008-06-25 | 2009-12-30 | 住友重机械海洋工程株式会社 | Hull structure |
-
2000
- 2000-02-29 JP JP2000052661A patent/JP2001239992A/en not_active Withdrawn
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6626609B1 (en) * | 1999-10-21 | 2003-09-30 | Eco-Plan 21 Co., Ltd. | Water storing block and connecting member for water storing block and rain water storing/infiltrating structure |
| CN101612978A (en) * | 2008-06-25 | 2009-12-30 | 住友重机械海洋工程株式会社 | Hull structure |
| JP2010006175A (en) * | 2008-06-25 | 2010-01-14 | Sumitomo Heavy Industries Marine & Engineering Co Ltd | Hull structure |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP5175281B2 (en) | boat | |
| CN108698669B (en) | Stable monohull vessel dragon sail/power sailboat hull | |
| JP2012530021A (en) | Ship having step type hull and outboard fin | |
| JP2003160090A (en) | Bow shape of vessel | |
| US8740660B2 (en) | Pod drive installation and hull configuration for a marine vessel | |
| JP2001239992A (en) | Enlarged ship | |
| JP2005537175A (en) | Ships with foil located below the waterline | |
| JP2598950Y2 (en) | Stern structure | |
| JP2836738B2 (en) | High speed ship trim tub device | |
| CN107089297A (en) | Ship | |
| JP3054116B2 (en) | Semi-submersible catamaran and its traveling method | |
| JP5143510B2 (en) | Hull structure | |
| JPH0341997Y2 (en) | ||
| JP3414306B2 (en) | Boat rudder | |
| JP2006232086A (en) | Bow valve and vessel with the same | |
| JP2022119343A (en) | Ship | |
| JPH08216992A (en) | Course stabilizing device for ship | |
| US3016862A (en) | Bow and stern construction of barges or like vessels adapted to be towed | |
| JP3203896B2 (en) | Ship rudder | |
| JPH0514959Y2 (en) | ||
| JP2006051915A (en) | Bow cap for vessels | |
| JP4229239B2 (en) | Ship bottom structure | |
| JPH05338582A (en) | Drift prevention device for hull | |
| JPH035516Y2 (en) | ||
| JPH0594091U (en) | Hydrofoil keel structure |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A300 | Withdrawal of application because of no request for examination |
Free format text: JAPANESE INTERMEDIATE CODE: A300 Effective date: 20070501 |