JP2007118950A - Enlarged vessel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an enlarged vessel with Cb of 0.78 or more capable of effectively exhibiting reduction effect of resistance increase in a billow even in such a state that a draft becomes shallow or even in full-loading. <P>SOLUTION: In a bow upper than the minimum draft line and lower than the maximum draft line, an angle γ measured from a hull center line of a linear line (a) connecting a point (E) at a front end of a hull on the hull center line on all water line surface, a vertical line (B-B) relative to the hull center line at a horizontal distance C (=0.02×L<SB>OA</SB>) rear position measured from the front end of the hull and an intersection (D) of a water line surface shape 4 is set to 0°<γ≤55°. A ratio of a horizontal distance F from FP to the front end of the bow and the whole length L<SB>OA</SB>is set to 0≤F/L<SB>OA</SB>≤0.02. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a large-sized ship such as a tanker or a bulk carrier, and more particularly to a bow shape that can reduce an increase in resistance in waves when the large-sized ship navigates a real sea area.

  Ships navigating the actual sea area receive resistance from water. The resistance is classified into resistance that is received when navigating in plain water without waves and resistance that is increased compared to navigating in plain water by navigating in waves, so-called increased resistance in waves. The increase in resistance in waves is an increase in resistance due to reflection of waves (referred to as incident waves) that enter the hull at the bow and ship motion that occurs in the waves.

  A large ship that carries a lot of luggage such as a tanker or a bulk carrier generally has a very thick bow and has a shape like a convex part of a spoon. When such a huge ship navigates in the waves, especially when navigating in the opposite waves, the incident waves are reflected forward by the fattened bow and cause wave collapse. Due to this phenomenon, the hull is subjected to a backward reaction force, and resistance increases in waves compared to plain water. In addition, when a wave is incident on the bow, the bow moves up and down with respect to the mountain valley of the wave. Wave collapse caused by the vertical movement is a factor that increases resistance in the wave. If these wave breaking phenomena can be suppressed to a small level, the increase in resistance in the waves can be reduced, and the resistance force applied to ships navigating the actual sea area can be reduced.

  In order to reduce such resistance increase in waves, Japanese Patent Application Laid-Open No. 8-142974 (Patent Document 1) shows a large-sized enlarged ship equipped with a wedge-shaped appendage having a pointed edge. Since this invention is provided with an appendage at the bow, the part where the hull and the appendage meet is discontinuous. There is a problem in that the flow of smooth fluid (water) is hindered by the discontinuous portion and causes resistance. As a bow shape that reduces the increase in resistance in the waves without providing an appendage, the bow shape formed by protruding from the lower part to the upper part of the bow part at the upper part of the maximum waterline and projecting forward is projected. It is known (see JP-A-9-290796: Patent Document 2). However, since a bow valve is formed below the maximum water line to reduce resistance to plain water, the curved surface connecting the projected bow on the maximum water line and the bow valve below the water surface becomes a large curved surface. In other words, there is a problem that the bow shape near the maximum waterline has a large bend and it is difficult to design and work the bow.

The enlargement ship described in Japanese Patent Application Laid-Open No. 2000-335478 (Patent Document 3) solves this design and work problem, and connects the bow on the maximum water line and the bow valve below the water surface with a smooth curved surface. We are trying to solve it. The shape of the bow portion provided to reduce the increase in resistance in the waves is the front of the hull on the maximum waterline in front of the FP, the point (E) at the front edge of the hull on the hull centerline, and the hull on all waterline surfaces. The center of the hull of the straight line (a) connecting the intersection (D) of the vertical line (BB) and the waterline surface shape with respect to the hull center line at the horizontal distance C (0.02 × L _OA ) measured from the front end The angle γ measured from the line is set to 0 ° <γ ≦ 50 °, and is limited to a range above the maximum water line.

JP-A-8-142974 JP-A-9-290796 JP 2000-335478 A

  However, in the enlargement ship described in Patent Document 3, the range for setting the angle γ from the hull center line in the water line surface of the hull side surface at the front end of the bow provided in order to reduce the increase in resistance in the wave is Since it is limited to a range above the maximum water line, the effect of reducing the increase in resistance in the waves is effective only when the waves rise above the maximum water line. Since the wavefront of the waves goes up and down, the wavefront comes below the maximum water line when it is lowered, but at that time, there is a problem that the effect cannot be exhibited effectively. On the other hand, tankers, bulk carriers, etc. sail with a small cargo load in about half of the voyage. In that case, the draft becomes shallow and the incident wavefront does not reach the maximum draft. In such a shallow draft state, there was a problem that the effect of reducing the increase in resistance in the waves disappeared at all.

  Therefore, an object of the present invention is to provide an enlarged vessel with excellent propulsion performance in waves, which can effectively exhibit the effect of reducing the increase in resistance in waves even when the draft is shallow even when fully loaded.

  In a large-sized ship, incident waves are reflected forward by a fattened bow and cause wave collapse, increasing resistance in waves. In order to alleviate the wave reflection and wave breaking phenomenon at the bow, that is, to control the wave reflection direction to reduce the reaction force caused by the waves and reduce the resistance increase, Sharpen as far as possible and scrape it sideways without breaking the waves. The present inventor has found that it is effective to set a sharp portion between the maximum water line and the minimum water line in order to reduce an increase in resistance in waves even in a shallow draft state.

That is, the invention according to claim 1 is that at the bow above the minimum water line and below the maximum water line, the point (E) at the front end of the hull on the center line of the hull and the horizontal distance measured from the front end of the hull on all water surface. C (0.02 × L _OA ) Measured from the hull centerline of the straight line (a) connecting the intersection (D) of the vertical line (BB) and waterline surface shape (4) to the hull centerline at the rear position The above-mentioned problem is solved by a large-sized ship having C _b = ∇ / (L _PP × B × d) of about 0.78 or more, characterized in that the angle γ is set to 0 ° <γ ≦ about 55 °. Resolve.

  According to the present invention, even when the draft becomes shallow, the action of scraping the waves sideways works effectively, and the resistance in the waves can be reduced even in a shallow draft state that could not be realized by the prior art. In addition, even when full, the action of scraping the waves sideways when the up and down waves drop can work, and the resistance in the waves can be reduced.

  In order to sharpen the bow as far forward as possible, it is considered that the smaller the waterline surface angle γ defined in the present invention, the better. Actually, in the case of a large-sized ship, there is a cargo tank near the bow, so the area near the bow is considerably fattened. If γ is made extremely small, the lateral width of the bow portion is extremely reduced, and an extreme step is generated at the connecting portion between the hull and the bow, and there is a concern that the resistance in the waves increases at this step portion. In addition, since there is a restriction on the total length, there is a limitation in reducing γ by extending it forward. Therefore, γ is preferably greater than 15 °. When γ exceeds 55 °, most of the wave reflection direction at the bow is forward, and the hull is subjected to a backward reaction force and resistance increases. Therefore, in view of further reduction in resistance increase in design, practical use and in waves, γ is preferably in the range of 15 ° ≦ γ ≦ 55 °, and γ is more preferably in the range of 15 ° ≦ γ ≦ 50 °.

The present invention also provides a point (E) at the front end of the hull on the center line of the hull at the bow above the minimum water line and below the maximum water line, and a horizontal distance C (0.02 × L _OA ) measured from the front end of the hull. The angle γ, measured from the hull centerline, of the straight line (a) connecting the intersection (D) of the vertical line (BB) to the hull centerline at the position and the waterline surface shape (4) is 0 ° <γ ≦ A water surface with an angle of about 55 ° is set to 70% or more of the bow range, and the enlargement ship having C _b = ∇ / (L _PP × B × d) of about 0.78 or more Can be configured.

  When designing an actual ship, it is necessary to consider that when the bow shape near the maximum waterline is retracted backward, the retracted part inevitably becomes fertile (γ increases). For this reason, the waterline surface where γ is 0 ° <γ ≦ about 55 ° may be set to 70% or more of the bow range above the minimum waterline and below the maximum waterline.

Further, the present invention provides a point (E) at the front end of the hull on the center line of the hull at all bows except the vicinity of the deck at the bow above the minimum waterline, and a horizontal distance C (0.02 ×) measured from the front end of the hull. L _OA ) The angle γ measured from the hull center line of the straight line (a) connecting the intersection (D) of the vertical line (BB) and the waterline surface shape (4) with respect to the hull center line at the rear position is 0 It can also be configured as an enlarged ship having C _b = ∇ / (L _PP × B × d) of about 0.78 or more, characterized in that it is set to ° <γ ≦ about 55 °.

  In order to increase the effect of reducing the increase in resistance in the waves, not only the bow above the minimum waterline and below the maximum waterline, but also the sharp part at the bow above the maximum waterline. Is effective. Here, if a sharp portion is set near the deck, the deck area becomes narrow, which may deteriorate workability. Considering that waves may not reach the vicinity of the deck, a bow shape that does not sharpen the vicinity of the deck can also be adopted.

Further, the present invention provides a point (E) at the front end of the hull on the center line of the hull at the bow above the minimum waterline and a vertical to the center line of the hull at a position behind the horizontal distance C (0.02 × L _OA ) measured from the front end of the hull. Water line in which the angle γ measured from the hull center line of the straight line (a) connecting the intersection (D) of the line (BB) and the water line surface shape (4) is 0 ° <γ ≦ about 55 ° The surface can be set to 80% or more of the bow range, and it can be configured as an enlarged ship having C _b = / (L _PP × B × d) of about 0.78 or more.

  When designing an actual ship, it is necessary to consider ensuring the deck area and continuity of the bow shape. For this reason, at the bow above the minimum waterline, the waterline surface where γ is 0 ° <γ ≦ about 55 ° may be set to 80% or more of the bow range.

Furthermore, the present invention relates to a point (E) at the front end of the hull on the hull center line and a horizontal distance C measured from the front end of the hull in at least a part of the waterline surface at the bow above the minimum waterline and below the maximum waterline. (0.02 × L _OA ) Measured from the hull centerline of the straight line (a) connecting the intersection (D) of the vertical line (BB) and the waterline surface shape (4) with respect to the hull centerline at the rear position The angle γ is set to 0 ° <γ ≦ about 55 °, and at the bow above the minimum water line, the point (E) of the hull front end on the hull center line and the horizontal distance C (0. 02 × L _OA ) The angle γ measured from the hull centerline of the straight line (a) connecting the intersection (D) of the vertical line (BB) and waterline surface shape (4) with respect to the hull centerline at the rear position , 0 ° <γ ≦ about 55 °, wherein the water line surface is set to 50% or more of the bow range, It can be configured as an enlargement ship having C _b = ∇ / (L _PP × B × d) of about 0.78 or more.

When the bow shape near the maximum waterline is moved backward in the range where the horizontal distance F from the FP to the tip of the bow is F / L _OA ≦ about 0.02, the retracted portion is inevitably fertilized (γ is large This also occurs when γ exceeds 55 °. For this reason, at the bow above the minimum waterline and below the maximum waterline, at least a part of the waterline surface is set to 0 ° <γ ≦ about 55 °, and at the bow above the minimum waterline. The surface of the water line where γ is 0 ° <γ ≦ about 55 ° may be set to 50% or more of the bow range.

Also, if the side shape of the bow tip is made as close to a straight line as possible, that is, if only the FP is moved forward as much as possible without changing the position and size of the cargo tank closest to the bow, the minimum The sharp angle γ of the bow can be reduced on all the water surface from the water line to the upper end of the bow. When the horizontal distance F from the FP to the tip of the bow is as close as possible to 0 or 0, the sharpness of the bow can be made the sharpest without changing the overall length of the ship. Accordingly, the ratio of the horizontal distance F to the total length L _OA is preferably in the range of about 0 ≦ F / L _OA ≦ about 0.02, and more preferably in the range of about 0 ≦ F / L _OA ≦ about 0.015. Here, the ratio of the horizontal distance F to the total length L _OA may be set to F / L _OA = about 0.

  As will be described in detail later, in the conventional enlarged hull form, a bow valve protruding at the lower part of the tip of the bow is attached in order to reduce wave resistance in the plain water. Protruding the FP to the tip or the vicinity of the tip as in the present invention breaks the shape near the bow including the bow valve, and the deterioration of resistance performance in plain water, especially the effect of reducing wave resistance is reduced. Previously it was considered. The present inventor has made various studies using a CFD tool (TUMMAC IV; developed at the University of Tokyo) that analyzes a waveform created by a moving hull, and even if the FP protrudes to the tip or near the tip, A shape of the present invention was developed that does not increase the wave resistance in water. Moreover, it was confirmed by a model test that the shape of the present invention does not increase the wave resistance in plain water.

  Propulsion resistance can be reduced by connecting the bow portion above the maximum water line and the bow portion of the minimum water line portion with a smooth curved surface. In a conventional enlarged hull form having a bow valve, if γ and F are connected with a smooth curved surface so as to be in the above range from the bow valve part on the line of the minimum draft line to the bow part above the maximum draft line, It is possible to reduce the resistance increase in the waves without impairing the propulsion resistance in the flat water.

  Further, according to a preferred aspect of the present invention, the front end of the bow has a forward extension line (5) of the inclined lower surface (2a) and a forward direction of the bow upper surface (2c) in accordance with a limit dimension of the entire hull. It is characterized by retreating from the intersection position (P) of the extension line (6).

  According to this invention, the tip of the bow is retracted from the intersection of the forward extension line of the inclined lower surface of the bow and the forward extension line of the upper surface of the bow in accordance with the limit size of the entire hull. Even if there is a total length restriction when entering the port, it can be handled.

  As explained above, according to the present invention, the wave front can be divided and reflected not only when a wave mountain comes to the bow part but also when a wave valley comes, so that the wave front can be reflected forward. Wave reflection and wave breaking phenomena can be alleviated, and resistance increase in waves can be reduced. Moreover, even when the load of the ship is small and the draft is shallower than the maximum draft, since the sharp angle of the bow front end near the water surface is acute, the effect of reducing the increase in resistance in waves is sufficiently exhibited.

First, terms used in the present invention are defined and explained based on FIG. In the figure, FP is an abbreviation of Fore Perpendicular, and is the tip of the bow (vertical line) that intersects the maximum water line: LWL. L _PP is the length of the ship measured by the horizontal distance from the FP position to the rudder axle center position: AP (Aft Perpendicular), and L _OA is the total length of the ship. Further, L _B represents a minimum ship navigable waterline. The enlargement ship in the present invention is a fertile ship that carries a lot of cargo such as a tanker or a bulk carrier, and C _b = / (L _PP × B × d) is about 0.78 or more. Here, d is the depth below the maximum waterline of the ship, B is the full width of the ship, and dredge is the die drainage volume corresponding to d.

FIG. 2 shows the definition of γ. In the figure, (A) shows the shape of the vicinity of the bow 2 of the ship as viewed from the side, and (B) in the figure shows the shape of the water line in the AA section (or A'-A 'section). The vertical line BB and the shape of the waterline on the hull centerline on the hull centerline and the hull centerline at the rear of the horizontal distance C (0.02 x _LOA ) measured from the hull front edge on the hull centerline The angle measured from the hull center line of the straight line a connecting the intersection D with 4 is defined as γ (a sharp angle). As shown to (A) in a figure, the side surface shape of the two-dimensional curved surface which connects the perpendicular line BB with respect to the hull centerline in all the water surface becomes a shape along the hull front edge.

  In this embodiment, in the bow above the minimum draft line LB and below the maximum draft line LWL, γ in all the waterline surfaces is set to 0 ° <γ ≦ 55 °. Considering further reduction in resistance increase in design, practical use, and waves, the range of 15 ° ≦ γ ≦ 55 ° is desirable, and the range of 15 ° ≦ γ ≦ 50 ° is more desirable.

  When designing an actual ship, it is necessary to consider that when the bow shape near the maximum waterline is retracted backward, the retracted part inevitably becomes fertile (γ increases). For this reason, at the bow above the minimum waterline LB and below the maximum waterline LWL, the waterline surface where γ is 0 ° <γ ≦ about 55 ° may be set to 70% or more of the bow range.

  In this embodiment, all the sharp angles γ except for the vicinity of the deck from the bow upper end 2b to the navigable minimum draft LB are set to 0 ° <γ ≦ 55 °.

  When designing an actual ship, it is necessary to consider securing the deck area. For this reason, at the bow above the minimum waterline LB, the waterline surface where γ is 0 ° <γ ≦ about 55 ° may be set to 80% or more of the bow range.

FIG. 3 shows an enlargement ship in one embodiment of the present invention. In the figure, (A) is a side view in the vicinity of the bow, and (B) in the figure shows the water line shape of one side of the hull front edge at the gg line. A broken curve i in FIG. 3 indicates a temporary bow shape in the design process of the present invention. In the figure, FP ′ indicates a temporary Fore Perpendicular in the design process. The shape of the enlargement ship of this invention with respect to this is shown with the curve j. In the present invention, the provisional bow shape in the development process indicated by the curve i is a shape that extends to the front as much as possible without exceeding the bow front end (3b or 2b), the horizontal distance F from the FP to the bow front end, and the total length L _OA. Is set in the range of about 0 ≦ F / L _OA ≦ about 0.02. By bringing the FP forward in this way, the waterline surface shape j of the bow above the minimum waterline in the figure (A) becomes the temporary waterline surface in the design process as shown in the figure (B). Compared to the shape i, the degree of an acute angle toward the front of the bow increases. As a result, the sharp angle γ can be made more acute in a wide range above the minimum waterline LB, so that the degree of decrease in the wave resistance increases. Accordingly, the smaller the horizontal distance F, the greater the effect, and a range of about 0 ≦ F / L _OA ≦ about 0.02 is desirable.

The ratio of the horizontal distance F from the FP to the front end of the bow and the total length L _OA may be set to F / L _OA = about 0 so that the shape of the side of the bow tip is a straight line.

When the horizontal shape F from the FP to the tip of the bow is moved backward in the range of F / L _OA ≦ about 0.02 in the bow shape in the vicinity of the maximum water line LWL, the retracted portion is inevitably fertile (γ is This also occurs when γ exceeds 55 °. For this reason, at the bow above the minimum waterline LB and below the maximum waterline LWL, γ on at least some of the waterline surfaces is set to 0 ° <γ ≦ about 55 ° and above the minimum waterline LB The water line surface where γ is 0 ° <γ ≦ about 55 ° may be set to 50% or more of the bow range.

  In FIG. 3A, 3 is a bow valve. By connecting the bow portion above the maximum water line and the bow valve 3 with a smooth curved surface, the effect of reducing the resistance increase in waves can be exhibited without impairing the effect of reducing the propulsion resistance by the bow valve.

As shown in FIG. 3A, the intersection P between the forward extension line 5 of the inclined lower surface 2a of the bow above the maximum draft line LWL and the extension line 6 extending horizontally from the bow upper surface 2c is the total length L _OA. When the range exceeds the limit range, the excess shape portion (shaded portion 4 in the figure) is cut so that the sharp angle γ of the water line surface of the cut portion also falls within a predetermined range.

  When the sharp angle γ in the vicinity of the deck (that is, the range from the bow upper surface 2c to a predetermined distance below) is set to 0 ° <γ ≦ 55 °, the deck area becomes narrow, which may deteriorate the workability. Considering that waves may not reach the vicinity of the deck, the sharp angle γ near the deck may exceed 55 °.

  By doing as described above, the effect of reducing the increase in resistance in waves, which was a problem of the prior art, is limited to the bow portion above the maximum draft line, and is effective when the draft becomes shallow The problem of disappearance could be solved.

  By the way, the use of the bow valve which protrudes and is attached to the lower part of the tip of the bow has begun to be used in medium and high speed ships. When navigating in flat water, the hull generates waves. The resistance component generated by creating a wave is called wave-making resistance. The bow valve has the effect of reducing the wave resistance by suppressing the energy loss by making the wave produced by itself interfere with the wave produced in the front half of the main hull and reducing the wave height of the wave produced as a whole ship. In medium and high speed ships, the wave-making resistance is large, so that the effect is prominent and it is generally used. Since then, optimization has progressed over the years, and the most effective bow valve shape has been created and thought to reduce the resistance in plain water on low-speed enlarged vessels.

  Protruding the FP to the tip or near the tip as in the present invention breaks the shape of the vicinity of the bow including the above-mentioned bow valve, which deteriorates the resistance performance in plain water, especially increases the wave resistance. Concerned.

  The present inventor has made various studies using a CFD tool (TUMMAC IV; developed at the University of Tokyo) that analyzes the waveform created by the advancing hull. A shape that does not increase wave resistance has been developed.

In order to calculate the effect of the present invention, a tanker hull form having a side-shaped bow shape shown in FIG. 4C was created. The main points are the total length L _OA = 277.3 m, the total width B = 50 m, and the draft d = 14.4 m. The horizontal distance F from the boat-shaped FP shown in FIG. 3 to the bow front end is set to 0, and the FP coincides with the bow front end. This is a hull form (hereinafter referred to as “C hull form”) in which the sharp angle γ of the waterline surface shape shown in FIG. The range in which γ is set is a range from the minimum water line in FIG. 4C to the upper end of the bow. In order to confirm the effect of the present invention, it is described in a ship type having a general bow shape ((A) in FIG. 4, hereinafter referred to as “A ship type”) and a conventional type “Japanese Patent Laid-Open No. 2000-335478”. The increase in resistance in waves is compared with the existing ship type (FIG. 4B, hereinafter referred to as “B ship type”). The ship type B has a F / _LOA of about 0.02 and a sharp angle γ at the front end portion of the waterline surface of the bow portion set in a range from the maximum water line to the bow upper end. The sharp angle γ on the waterline surface at the average draft during navigation of each ship type is about 70 ° for the A type, about 40 ° for the B type, and about 35 ° for the C type. The reason why the C-shaped ship is smaller than the B-shaped ship is that the FP coincides with the bow front end.

  FIG. 5 shows the wave height distribution by TUMMAC IV of a conventional bow (B type) having a protruding bow valve and sharpening the range above the maximum draft of the bow and the bow (C type) of the present invention. Comparison of calculation results is shown. There is no significant difference between the wave pattern produced by the bow of the present invention and the wave pattern produced by the conventional bow, and the coefficient indicating the wave height at the bow tip is slightly smaller in the bow of the present invention. It is judged that there is almost no difference between the bow of the present invention and the conventional bow.

  In addition, wave resistance was measured by a water tank test and verified. FIG. 6 shows the test results. There is no superiority or inferiority to the conventional ship (B type). From this test result, it was verified that the bow of the present invention (C type) was greatly different from the conventional type (B type) with a protruding bow valve, but the wave resistance was not deteriorated at all. .

  In addition, the effect of reducing the increase in resistance in waves has been verified by a water tank test. FIG. 7 shows a comparison of the resistance increase amount in the full load state, and FIG. 8 shows the reduction amount from a general bow shape (A type) in percentage. Similarly, FIGS. 9 and 10 show the results of the ballast state. The numerical values shown in FIG. 8 and FIG. 10 show the average value of the resistance increase amount reduction rate in the wavelength range where the ship frequently encounters in actual voyages. For the first time by using these computer analysis techniques and water tank tests, it has become possible to devise the present invention that can significantly reduce the resistance increase in waves without deteriorating the resistance performance in plain water.

It is a side view of a ship. In the figure, (A) shows a side view of the bow, and (B) in the figure shows the waterline shape of the bow. In the figure, (A) shows a side view of the bow in one embodiment of the present invention, and (B) in the figure shows the water surface shape of the bow in one embodiment of the present invention. A comparison of the side view of the bow shape is shown ((A) in the figure shows a general bow shape, (B) shows a conventional bow shape, and (C) in the figure shows the bow shape of the present invention). Show). The graph which shows the waveform analysis by TUMMAC ((A) in the figure shows a conventional bow, and (B) in the figure shows the bow of the present invention). The graph which shows the result of a wave-making resistance test. Graph showing the test results of resistance increase measurement (full load). Graph showing the effect of reducing the increase in resistance in waves based on the general bow shape (full load state). The graph (ballast state) which shows the test result of resistance increase measurement. The graph which shows the reduction effect of the increase in resistance in waves based on the conventional bow shape (ballast state).

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Hull 2 ... Bow part 2a ... Inclined lower surface of bow 2b ... Upper part of bow part 2c ... Upper surface of bow 3 ... Bow valve part 3b ... Intersection of the minimum draft line which can navigate a ship, and the side shape of the bow part 5 ... Inclined shape of the bow Front extension line of lower surface 2a 6 ... Front extension line of bow upper surface 2b D ... Horizontal distance C (= 0.02 × L _OA ) measured from the front edge of the hull Vertical line to the hull center line (BB) E ... Point on the hull center line F ... Horizontal distance from FP to the front edge of the bow _LOA ... Full length _LPP ... Intervertical length P ... Intersection of extension lines 5 and 6 a ... Connecting point E and point D Straight line γ ... An angle measured from the hull center line of straight line a

Claims (9)

At the bow above the minimum waterline and below the maximum waterline, the point (E) at the front edge of the hull on the hull centerline and the horizontal distance C (0.02 × L _OA ) measured from the front edge of the hull on all waterline surfaces ) The angle γ, measured from the hull centerline, of the straight line (a) connecting the intersection (D) of the vertical line (BB) and the waterline surface shape (4) with respect to the hull centerline at the rear position is 0 ° < An enlargement ship having C _b = ∇ / (L _PP × B × d) of about 0.78 or more, characterized in that γ ≦ about 55 °.
L _PP : Length of the ship measured by the horizontal distance from the FP position to the rudder axle center position (AP) d: Depth below the maximum waterline of the ship B: Full width of the ship ∇: Mold drainage volume corresponding to d L _OA : Total length of the ship FP: Abbreviation for Fore Perpendicular, position of the tip of the bow that intersects the maximum water line (vertical line) At the bow above the minimum waterline and below the maximum waterline, the hull front point on the hull centerline (E) and the hull centerline at the rear of the horizontal distance C (0.02 × L _OA ) measured from the hull front end The angle γ measured from the center line of the hull of the straight line (a) connecting the intersection (D) of the vertical line (BB) and the waterline surface shape (4) to 0 ° <γ ≦ about 55 ° An enlarged ship having C _b = ∇ / (L _PP × B × d) of about 0.78 or more, wherein the water line surface is set to 70% or more of the bow range.
L _PP : Length of the ship measured by the horizontal distance from the FP position to the rudder axle center position (AP) d: Depth below the maximum waterline of the ship B: Full width of the ship ∇: Mold drainage volume corresponding to d L _OA : Total length of the ship FP: Abbreviation for Fore Perpendicular, position of the tip of the bow that intersects the maximum water line (vertical line) At the bow above the minimum waterline, the hull front end point (E) on the hull centerline and the horizontal distance C (0.02 x L _OA ) rearward position measured from the hull front end on all waterline surfaces except near the deck The angle γ, measured from the hull centerline, of the straight line (a) connecting the intersection (D) of the vertical line (BB) to the hull centerline (4) and the waterline surface shape (4) is 0 ° <γ ≦ about An enlargement ship having C _b = ∇ / (L _PP × B × d) of about 0.78 or more, characterized by being set to 55 °.
L _PP : Length of the ship measured by the horizontal distance from the FP position to the rudder axle center position (AP) d: Depth below the maximum waterline of the ship B: Full width of the ship ∇: Mold drainage volume corresponding to d L _OA : Total length of the ship FP: Abbreviation for Fore Perpendicular, the tip position of the bow (vertical line) that intersects the maximum waterline At the bow above the minimum waterline, the point (E) at the front end of the hull on the center line of the hull and the vertical line (BB) with respect to the center line of the hull at a position behind the horizontal distance C (0.02 × L _OA ) measured from the front end of the hull ) And the waterline surface shape (4) connecting the intersection (D), the waterline surface where the angle γ measured from the hull center line is 0 ° <γ ≦ about 55 ° is defined as the bow An enlargement ship having C _b = ∇ / (L _PP × B × d) of about 0.78 or more, characterized by being set to 80% or more of the range.
L _PP : Length of the ship measured by the horizontal distance from the FP position to the rudder axle center position (AP) d: Depth below the maximum waterline of the ship B: Full width of the ship ∇: Mold drainage volume corresponding to d L _OA : Total length of the ship FP: Abbreviation for Fore Perpendicular, position of the tip of the bow that intersects the maximum water line (vertical line) At the bow above the minimum waterline and below the maximum waterline, at least a part of the waterline surface, the point (E) of the hull front end on the hull center line and the horizontal distance C (0.02 × L _OA ) The angle γ measured from the hull center line of the straight line (a) connecting the intersection (D) of the vertical line (BB) and the waterline surface shape (4) with respect to the hull center line at the rear position is 0 Set it to ° <γ ≦ about 55 °,
In addition, at the bow above the minimum waterline, a point (E) at the front end of the hull on the center line of the hull and a vertical line (B) with respect to the hull center line at a position behind the horizontal distance C (0.02 × L _OA ) measured from the front end of the hull -B) and the water line surface where the angle γ measured from the center line of the hull of the straight line (a) connecting the intersection (D) of the water line surface shape (4) is 0 ° <γ ≦ about 55 °, An enlargement ship having C _b = ∇ / (L _PP × B × d) of about 0.78 or more, characterized by being set to 50% or more of the bow range.
L _PP : Length of the ship measured by the horizontal distance from the FP position to the rudder axle center position (AP) d: Depth below the maximum waterline of the ship B: Full width of the ship ∇: Mold drainage volume corresponding to d L _OA : Total length of the ship FP: Abbreviation for Fore Perpendicular, position of the tip of the bow that intersects the maximum water line (vertical line) 6. The ratio of the horizontal distance F from the FP to the front end of the bow and the total length L _OA is set in a range of about 0 ≦ F / L _OA ≦ about 0.02. Enlargement ship.   The enlargement ship according to claim 6, wherein the bow part above the maximum water line and the bow part of the minimum water line part are connected by a smooth curved surface. The enlargement ship according to claim 6, wherein the ratio of the horizontal distance F from the FP to the front end of the bow and the total length L _OA is set to F / L _OA = about 0.   The front end of the bow above the maximum draft is aligned with the forward extension line (5) of the inclined lower surface (2a) and the forward extension line (6) of the bow upper surface (2c) in accordance with the limit size of the entire hull. The enlargement ship according to any one of claims 1 to 8, wherein the enlargement ship moves backward from an intersection position (P).

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