JP2012017089A - Bow shape and ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a bow shape capable of reducing influences of wave resistance and wind pressure resistance at the same time, and to provide a ship having the bow shape.SOLUTION: The bow shape for the ship includes a bow section 1 composing a front end portion of a hull and a stern section composing a rear end portion of the hull. In this case, a bow profile 4 composing the exterior shape of a cross section in the length direction of the hull of the bow section 1 includes a bottom section bow profile 4a including a front end section T in a region located below a load line LL and a top section bow profile 4b inclining backward toward the stern section along the whole region which is located above the load line LL. A horizontal cross section shape of the hull composing the exterior shape of a cross section in the width direction of the hull for the bow section 1 includes a negative flaring angle inclining inward over the whole region located above the load line LL.

Description

  The present invention relates to a bow shape of a ship and a ship, and more particularly to a bow shape that reduces the effects of wave resistance and wind pressure resistance and a ship having the bow shape.

  In general, since a ship navigating on the water is exposed to waves and winds, the required horsepower tends to increase and fuel consumption tends to deteriorate due to the wave resistance and wind pressure resistance that the hull receives. In particular, in a tanker, a bulk carrier, or a large ship or a container ship having a large bow flare, the wave resistance tends to increase. Further, in a ship having a wheelhouse or a residential area on the deck, wind pressure resistance tends to increase. Therefore, various methods have already been proposed to reduce these resistances (see, for example, Patent Documents 1 to 3).

  For example, Patent Document 1 describes a bow shape formed so as to have an exposed deck area that is narrower than the full waterline area. With this configuration, even if the bow shape is enlarged under the water line, Further, it is described that since it has a bowl-like shape on the water line, it is possible to reduce wave breaking and reduce wave resistance.

  Patent Document 2 describes a bow shape that projects forward from the bottom of the ship, tilts the bow profile above the waterline, and arranges a wave removal portion at the top.

  Further, in Patent Document 3, the height of the bridge is reduced, the length of the bridge wing in the width direction of the hull is reduced, or the bridge wing is not provided, while ensuring the front view or the side of the bow with the monitoring device. Describes a ship in which wind resistance is reduced.

Japanese Patent Laid-Open No. 58-14984 International Publication No. 2006/096066 JP 2009-241902 A

  However, the bow shape or the ship described in Patent Documents 1 to 3 does not have a shape that simultaneously reduces wave resistance and wind pressure resistance.

  For example, in the bow shape described in Patent Document 1, the bow tip portion is formed narrowly and is formed so as to expand rearward up to the width of the boat. There was a problem that became larger. In particular, when the cross wind goes around the bow profile, the airflow is separated, and eddy currents are generated, which tends to increase the wind pressure resistance. Further, in such a bow shape, since the inclination angle of the bow profile is tilted forward, there is a problem that the resistance to the wave is easily received at the tip of the bow near the water line, and the effect of reducing the wave resistance is small.

  Moreover, in the bow shape of patent document 2, since the wave removal part was formed in the bow upper part, there existed a problem that the part of this wave removal part received a wind, and wind pressure resistance became large. In particular, in the vicinity of the upper end portion of the wave removal portion, when the wind passes over the wave removal portion, the air flow is separated, and eddy current is generated, and the wind pressure resistance is likely to increase. Furthermore, in such a bow shape, the most advanced portion of the bow profile is disposed above the water line, and the tilt angle of the bow profile is formed to be forwardly inclined (see, for example, FIG. 1 of Patent Document 2). ), The tip of the bow near the waterline is susceptible to wave resistance, and there is a problem that the effect of reducing wave resistance is small. In addition, since it has a “positive flare angle (an angle inclined toward the outside in the hull width direction)” at the portion above the waterline (see, for example, FIG. 2 of Patent Document 2), the bow side surface near the waterline However, there is a problem that the wave resistance is less likely to be received and the effect of reducing the wave resistance is small.

  Further, in the ship described in Patent Document 3, even if the wind pressure resistance due to the upper structure on the deck can be reduced, the bow shape remains the same as before, so the wave resistance and wind pressure resistance at the bow portion are reduced. There was a problem that I could not do it.

  The present invention has been devised in view of the above-described problems, and an object thereof is to provide a bow shape that can simultaneously reduce the effects of wave resistance and wind pressure resistance, and a ship having the bow shape.

  According to the present invention, it is a bow shape of a ship having a bow portion constituting a front end portion of a hull and a stern portion constituting a rear end portion of the hull, and an outer shape of a cross section in the hull length direction of the bow portion. A bow profile that has a foremost portion in a region below the waterline, and an upper bow profile that tilts backward in the direction of the stern over the region above the waterline, There is provided a bow shape characterized in that a hull transverse cross-sectional shape constituting an outer shape of a cross section in the hull width direction of the bow portion has a negative flare angle that is inclined inward and above the waterline. In the present invention, the “bow” means a portion ahead of the parallel portion formed in the center of the hull.

  Further, according to the present invention, there is a ship having a bow portion constituting the front end portion of the hull and a stern portion constituting the rear end portion of the hull, and the outer shape of the cross section in the hull length direction of the bow portion is provided. The bow profile to be configured has a lower bow profile having a foremost portion in a region below the waterline, and an upper bow profile tilted backward in the direction of the stern over the region above the waterline, There is provided a ship characterized in that a hull transverse cross-sectional shape constituting an outer shape of a cross section in the hull width direction of the bow portion has a bow shape having a negative flare angle inclined inward and above the waterline.

  In the above-described bow shape and ship, the upper bow profile and the hull cross-sectional shape may have an upwardly convex shape. Further, the upper bow profile may be formed so that the curvature increases toward the stern portion.

  Moreover, the horizontal cross-sectional shape which comprises the external shape of the horizontal direction cross section of the said bow part may have a shape convex ahead in the area | region above a waterline.

  Moreover, as for the said hull cross-sectional shape which has the said upper bow profile, the part of the said upper bow profile may comprise the tip part.

  Moreover, you may have the baffle plate extended in the said stern direction on the side surface of the said bow part. Moreover, the said water line is set between the ballast water line and the full load water line, for example. In addition, the lower bow profile may have a curve that includes a Barbus bow or is continuous with the upper bow profile.

  Further, the bow shape and the ship may have a wave removing member arranged to cover at least a part of an upper portion of the bow portion.

  Further, according to the present invention, a bow shape of a ship having a bow portion constituting the front end portion of the hull and a stern portion constituting the rear end portion of the hull, the hull length direction cross section of the bow portion. The center bow profile in the axial center portion of the hull has the most advanced portion in the region below the water line, and the most prominent profile across the region from the most advanced portion to the deck of the hull. It has a shape that extends vertically from the tip, and the side bow profile on both sides of the hull has a leading edge in a region below the waterline and spans a region from the leading edge to the waterline. A lower bow profile extended to tilt backward in the direction of the stern, and a shape extended to tilt backward in at least the direction of the stern in a region above the waterline An upper bow profile including the hull transverse cross-sectional shape constituting the outer shape of the cross section in the hull width direction of the bow portion, and having a negative flare angle inclined inward in a region below the waterline. A bow shape is provided.

  Further, according to the present invention, there is a ship having a bow portion constituting the front end portion of the hull and a stern portion constituting the rear end portion of the hull, and the outer shape of the cross section in the hull length direction of the bow portion is provided. The bow profile to be configured is such that the center bow profile in the axial center portion of the hull has the most advanced portion in the region below the water line and from the most advanced portion across the region from the most advanced portion to the deck of the hull. The stern portion has a vertically extended shape, and a side bow profile on both sides of the hull has a leading edge portion in a region below the waterline and extends from the leading edge portion to the waterline. A lower bow profile extended to tilt backward in the direction of the upper ship and a shape extended to tilt backward in the direction of at least the stern in the region above the waterline A hull cross-sectional shape that forms an outer shape of a cross section in the hull width direction of the bow portion, and has a negative flare angle inclined inward in a region below the waterline. Is provided.

  In the bow shape of paragraph 0019 and the vessel of paragraph 0020 described above, the upper bow profile has a vertex in the direction of the stern portion, and extends vertically in a region above the vertex or in the direction of the bow portion. You may extend so that it may incline.

  In addition, the hull cross-sectional shape may have a negative flare angle inclined inward, a flare angle of 0 °, or a positive flare angle inclined outward in a region above the waterline.

  Moreover, the said water line is set to a full load water line, for example. Further, the bow shape and the ship may have a wave removing member arranged to cover at least a part of an upper portion of the bow portion.

  According to the bow shape and the ship according to the present invention described above, the bow profile is formed in a shape that has the most advanced portion in the region below the waterline and tilts backward over the entire region above the waterline, By configuring the cross-sectional shape of the hull in front of the parallel part into a shape with a negative flare angle above the waterline, the entire bow shape can be formed into a smooth curved surface, and the effects of wave resistance and wind pressure resistance Can be reduced at the same time. Further, by reducing the wave resistance and wind pressure resistance, it is possible to reduce the required horsepower and improve the fuel consumption.

  Further, according to the bow shape and the ship according to the present invention described above, the center bow profile is configured vertically from the most advanced part to the deck, and the side bow profile is tilted backward over at least the region from the most advanced part to the water line. The shape of the cross section of the hull in front of the parallel part at the center of the hull is configured to have a negative flare angle below the waterline, thereby reducing the amount of wave rebound at the tip of the bow. In addition, the flow of wind at the tip of the bow can be made smooth, and the effects of wave resistance and wind pressure resistance can be reduced simultaneously. Further, by reducing the wave resistance and wind pressure resistance, it is possible to reduce the required horsepower and improve the fuel consumption.

It is a side view of the bow part of a ship, (a) is 1st embodiment, (b) has shown the prior art. It is a front view of the bow part of a ship, (a) is 1st embodiment, (b) has shown the prior art. It is the water line figure of the bow part of a ship, (a) is 1st embodiment, (b) has shown the prior art. It is a figure which shows the flow of the wind in the bow part which concerns on 1st embodiment, (a) is a side view which shows the flow of the wind from a bow front, (b) is a top view which shows the flow of the wind from a bow side, (C) has shown the front view which shows the flow of the wind from a bow side. It is a figure which shows other embodiment of the bow part which concerns on this invention, (a) is 2nd embodiment, (b) is a side view of 3rd embodiment, (c) is a top view of 3rd embodiment, (D) has shown the modification of 3rd embodiment. It is a figure which shows other embodiment of the bow part which concerns on this invention, (a) is 4th embodiment, (b) has shown 5th embodiment. It is a figure which shows 6th embodiment of the bow part which concerns on this invention, (a) is a perspective view, (b) is a side view, (c) is a front view. It is a figure which shows 7th embodiment of the bow part which concerns on this invention, (a) is a perspective view, (b) is a side view, (c) is a front view. It is a front line figure which shows the transition of the bow shape which concerns on 1st embodiment, 6th embodiment, and 7th embodiment. It is a figure which shows other embodiment of the bow part which concerns on this invention, (a) has shown 8th embodiment, (b) has shown 9th embodiment. It is a figure which shows 10th embodiment of the bow part which concerns on this invention, (a) is a side view, (b) is a top view, (c) is a 1st modification, (d) is a 2nd modification, Show. It is a figure which shows embodiment of the ship which concerns on this invention, (a) is a schematic whole block diagram of the ship which employ | adopted the bow shape of 1st embodiment, (b) is a modification of FIG. ) Shows a schematic overall configuration diagram of a ship adopting the bow shape of the sixth embodiment.

  A bow-shaped first embodiment according to the present invention will be described below with reference to FIGS. Here, FIG. 1 is a side view of the bow of a ship, where (a) shows the first embodiment and (b) shows the prior art. FIG. 2 is a front view of the bow of the ship, where (a) shows the first embodiment and (b) shows the prior art. FIG. 3 is a water surface diagram of the bow of the ship, where (a) shows the first embodiment and (b) shows the prior art. 4A and 4B are diagrams showing the flow of wind at the bow portion according to the first embodiment, wherein FIG. 4A is a side view showing the flow of wind from the front of the bow, and FIG. 4B is the flow of wind from the side of the bow. The top view to show, (c) has shown the front view which shows the flow of the wind from a bow side.

  The side view diagram is obtained by cutting the hull at regular intervals in the width direction (left-right direction) of the ship and displaying the cross-sectional shape on the basis of the lattice frame to make it two-dimensional. Further, the front view diagram is obtained by cutting the hull from the bow portion toward the stern portion at regular intervals, displaying the cross-sectional shape on the basis of the lattice frame, and making it two-dimensional. The waterline diagram is a two-dimensional view obtained by cutting the hull at a constant interval in the height direction (vertical direction) of the ship and displaying the cross-sectional shape on the basis of the grid frame.

  As shown in FIGS. 1 (a), 2 (a), and 3 (a), the bow shape according to the first embodiment of the present invention includes the bow portion 1 constituting the front end portion of the hull, The bow profile 4 which is the bow shape of the ship 3 having the stern part 2 constituting the rear end portion and which forms the outer shape of the cross section in the hull length direction of the bow part 1 is the most advanced in the region below the waterline LL. A lower bow profile 4a having a portion T, and an upper bow profile 4b that tilts backward in the direction of the stern portion 2 over a region above the water line LL, and constitutes the outer shape of the cross section in the hull width direction of the bow portion 1 The hull transverse cross-sectional shape 5 to be formed has a negative flare angle θ inclined inward above the waterline LL. In the present embodiment, the “bow” means a portion ahead of the parallel portion formed in the center of the hull.

  Although the said water line LL has shown the full load water line, the ballast water line BL shown with the dashed-dotted line may be sufficient, and the arbitrary water lines set between the ballast water line BL and the full load water line LL may be sufficient as it. . The ballast water line BL can also be expressed as the minimum water line, and the full water line can be expressed as the maximum water line.

  As shown in FIG. 1A, the bow profile 4 has a cross-sectional shape that forms an outer shape along the hull center line of the bow portion 1. The bow profile 4 includes a lower bow profile 4a below the waterline LL and an upper bow profile 4b above the waterline LL. In addition, the broken line part in a figure has shown the deck D. FIG.

  The lower bow profile 4a has a shape projecting forward from the bottom B, and the most distal portion T of the bow 1 is arranged. Further, the lower bow profile 4a between the foremost portion T and the waterline LL has a convex shape upward. Thus, by arranging the most advanced portion T in the lower bow profile 4a, the most advanced portion T of the bow portion 1 can be made difficult to be exposed above the water line LL, and lower than the most advanced portion T. It becomes difficult for the portion to float near the waterline LL, and the occurrence of wave resistance can be suppressed. The most advanced portion T may be a vertex or may be arranged in a line as a part of the straight line portion.

  The upper bow profile 4b has a shape that inclines backward as a whole, and has an upwardly convex shape. The lower bow profile 4a and the upper bow profile 4b are connected so as to have a continuous curve. Therefore, the bow profile 4 is inclined upward in the direction of the stern part 2 and has an upwardly convex shape in the upper part from the foremost part T. That is, the inclination angle φ of the bow profile 4 has an angle that tilts backward. Note that the upper bow profile 4b does not necessarily have a convex shape as long as it tilts backward in the direction of the stern portion 2, and may be formed in a straight line.

  Further, as shown in the side view diagram of FIG. 1A, each cross-sectional shape in the width direction of the bow portion 1 is configured to be a shape approximate to the bow profile 4 described above. With this configuration, the bow portion 1 is formed in a smooth substantially curved surface shape that protrudes forward as a whole. In addition, “substantially curved surface” means that a plane portion may be partially provided.

  On the other hand, in the typical bow shape in the prior art, as shown in FIG. 1 (b), the bow profile 104 constituting the outer shape of the cross section in the hull length direction of the bow portion 101 has a Barbus bow in a region below the waterline LL. It has a lower bow profile 104a having a (spherical bow) 104c and an upper bow profile 104b tilted forward in a region above the waterline LL.

  According to the bow shape of the prior art, since the inclination angle φ ′ of the bow profile 104 with respect to the waterline LL is vertical or forward inclined, the wave resistance in the vicinity of the waterline LL is easily received, and the wave resistance is increased. Moreover, since the upper bow profile 104b is inclined forward, it is easy to receive the wind from the front surface of the hull, and wind pressure resistance becomes large. In particular, in the vicinity of the upper end portion of the bow portion 101, when the wind passes over the bow portion 101, air current separation occurs, and eddy currents are generated, and the wind pressure resistance tends to increase.

  On the other hand, according to the first embodiment described above, since the inclination angle φ of the bow profile 4 with respect to the waterline LL is inclined backward, it is difficult to receive wave resistance near the waterline LL, and wave resistance is reduced. Can do. In addition, since the upper bow profile 4b is formed in an upwardly convex shape, the wind from the front of the hull can be passed rearward as shown in FIG. Can do. In addition, when the wind gets over the bow portion 1, it is possible to reduce the separation of the airflow generated in the vicinity of the upper end portion of the bow portion 1. Therefore, generation | occurrence | production of the vortex | eddy_current by peeling of airflow can be reduced, and wind pressure resistance can be made small.

  The hull transverse cross-sectional shape 5 is a cross-sectional shape constituting the outer shape of the cross section of the bow 1 in the hull width direction. Specifically, for example, as shown in FIG. 2A, the hull cross-sectional shape 5 is displayed by a front diagram, and the hull cross-sectional shapes 5a and 5b are displayed from the front side of the bow 1 for each cross-sectional shape. , 5c, 5d,. And each hull cross-sectional shape 5 has the negative flare angle (theta) which incline inward above the waterline LL ahead of the parallel part of the hull center part. Here, the “flare angle” means the inclination angle of the ship side skin. Further, “having a negative flare angle” means that the ship side skin is inclined inward in the width direction of the hull.

  Each hull cross-sectional shape 5 has an upwardly convex shape in a region above the waterline LL. Therefore, from the shape of the hull cross-sectional shape 5, the bow portion 1 has a shape that projects forward in a region below the waterline LL and gradually increases in area toward the rear of the hull.

  On the other hand, as shown in FIG. 2 (b), a typical bow shape in the prior art has a hull cross-sectional shape 105a, 105b, 105c, 105d,. It is comprised by the hull cross-sectional shape 105 containing. The bow 101 has a positive flare angle θ ′ that is inclined outward in a region above the waterline LL.

  According to the bow shape of this prior art, since the positive flare angle θ ′ is provided in the region above the waterline LL, the hull is projected outward, and this portion is susceptible to wave resistance, and the wave resistance is reduced. growing. Similarly, at a portion having a positive flare angle θ ′, it is easy to receive wind from the side of the hull, and wind pressure resistance increases.

  On the other hand, according to the first embodiment described above, since the hull cross-sectional shape 5 has the negative flare angle θ, it is possible to easily receive the received waves along the hull, and the wave resistance. Can be reduced. Similarly, wind from the side of the hull can be easily received along the hull, and wind pressure resistance can be reduced. Further, when the wind passes over the bow portion 101, it is possible to reduce the separation of the airflow generated in the vicinity of the upper end portion of the bow portion 1. Therefore, generation | occurrence | production of the vortex | eddy_current by peeling of airflow can be reduced, and wind pressure resistance can be made small.

  In FIG. 2A, a line indicated by a one-dot chain line at the center of the hull indicates a bow profile 4 (a lower bow profile 4a and an upper bow profile 4b). In the hull transverse cross-sectional shapes 5 a, 5 b, and 5 c having the bow profile 4, the bow profile 4 constitutes the tip 51. In other words, the bow portion 1 is formed with a sharp corner portion along the bow profile 4, and a peak portion is formed along the center of the hull. With this configuration, it is possible to make it easy for the waves launched to the projecting portion of the bow 1 to fall to both sides along the hull cross-sectional shape 5, and to reduce the waves that run to the rear of the hull along the bow 1. In addition, it is possible to reduce the wave driving into the superstructure and deck behind the hull. The tip 51 need not be formed in all hull cross-sectional shapes 5 having the bow profile 4, and may gradually disappear toward the upper side of the hull. The region below the portion does not necessarily have the pointed portion 51.

  The bow shape of 1st embodiment mentioned above has the some horizontal cross-sectional shape 6 which comprises the external shape of the horizontal direction cross section of the bow part 1, as shown in FIG. For example, as shown in FIG. 3A, the horizontal cross-sectional shape 6 is displayed by a water plane, and a plurality of horizontal cross-sectional shapes 6 a, 6 b, 6 c are displayed from the bottom B side of the bow 1 for each cross-sectional shape. , 6d, 6e, 6f, 6g. Here, the horizontal cross-sectional shapes 6a, 6b, 6c, and 6d constitute the horizontal cross-sectional shape 6 in the region below the waterline LL, and the horizontal cross-sectional shapes 6e, 6f, and 6g are the horizontal cross-sectional shapes in the region above the waterline LL. 6 is constituted. And the horizontal cross-sectional shape 6 has a shape convex ahead in the area | region (namely, horizontal cross-sectional shape 6e-6g) above the waterline LL. Moreover, the horizontal cross-sectional shape 6 comprises the horizontal cross-sectional shape 6c, and is comprised so that it may reduce gradually in the ship inner side direction in order of horizontal cross-sectional shape 6d, 6e, 6f, 6g. Therefore, the bow portion 1 above the waterline LL does not have a portion that protrudes outward in the hull direction, and does not have a narrow tip portion.

  On the other hand, as shown in FIG. 3 (b), a typical bow shape in the prior art has a plurality of horizontal sectional shapes 106a, 106b, 106c, 106d, 106e, from the bottom B side of the bow 101 for each sectional shape. It is comprised by the horizontal cross-sectional shape 106 containing 106f and 106g. The horizontal sectional shape 106 forms the outermost shape with the horizontal sectional shape 106g. Accordingly, the bow portion 101 above the waterline LL has a shape protruding in the hull outer direction, and is easily subjected to wave resistance and wind pressure resistance in this portion.

  On the other hand, according to the above-described first embodiment, the bow portion 1 above the water line LL does not have a portion projecting to the outside of the hull, so that it is difficult to be affected by waves and winds. Resistance can be reduced. Further, since the horizontal cross-sectional shape 6 above the waterline LL (for example, the horizontal cross-sectional shapes 6f and 6g in the vicinity of the upper end portion) is not narrowly formed, the wind from the side surface and the front surface can be easily received. Resistance can be reduced. For example, as shown in FIG. 4 (b), in this embodiment, it does not have a narrow bow tip as in Patent Document 1, but has a forwardly convex shape, so it is easy to receive cross wind. . Moreover, as shown in FIG.4 (c), the peeling | exfoliation of the airflow which arises when a cross wind goes over the upper part of the bow profile 4 to the other side can also be reduced. Therefore, generation | occurrence | production of the vortex | eddy_current by peeling of airflow can be reduced, and wind pressure resistance can be made smaller.

  Next, another embodiment of the bow 1 according to the present invention will be described. Here, FIG. 5 is a figure which shows other embodiment of the bow part which concerns on this invention, (a) is 2nd embodiment, (b) is a side view of 3rd embodiment, (c) is 1st. The top view of 3 embodiment and (d) have shown the modification of 3rd embodiment. Moreover, FIG. 6 is a figure which shows other embodiment of the bow part which concerns on this invention, (a) has shown 4th embodiment, (b) has shown 5th embodiment. In addition, in each figure, about the same component as 1st embodiment mentioned above, the same code | symbol is attached | subjected and the overlapping description is abbreviate | omitted.

  The second embodiment shown in FIG. 5 (a) does not form a pointed portion in a hull cross-cut shape 5 (for example, a hull cross-cut shape 5a, 5b, 5c) having a bow profile 4 above the foremost portion T. It is comprised as follows. Thus, when the bow profile 4 does not constitute a pointed portion, the tip portion of the bow portion 1 is configured to have a curved shape protruding forward as a whole. The configuration of the second embodiment also has substantially the same effect as the first embodiment described above.

  In the third embodiment shown in FIG. 5 (b), a rectifying plate 7 extending in the stern direction is disposed on the side surface of the bow 1. The rectifying plate 7 is disposed above the draft line LL, preferably in the vicinity of the deck D. This is because the wave resistance may be increased if it is disposed near the waterline LL. Further, as shown in the drawing, the rectifying plate 7 is preferably disposed so as to be inclined such that the front side is high and the rear side is low. In this way, the water flow can be effectively received backward by inclining the current plate 7. Moreover, the length (width) which protruded from the hull of the baffle plate 7 should just be a width | variety which can guide the water flow which flows along a hull side surface.

  Furthermore, as shown in FIG. 5C, the rectifying plate 7 may be configured by a single rectifying plate 7 on both side surfaces and the tip. As described above, by arranging the rectifying plate 7 at the tip of the hull, the effect of reducing the wave resistance and wind pressure resistance is somewhat sacrificed, but the water flow that runs up the bow 1 is effectively suppressed. be able to. Further, unlike the wave removing portion formed at the upper end portion of the bow portion 1, the rectifying plate 7 is disposed in the middle portion of the bow profile 4, so that large-scale separation or vortex flow of the air current as in the wave removing portion is performed. Therefore, a constant wind pressure resistance reduction effect can be obtained.

  Moreover, as shown in the modification of FIG.5 (d), you may comprise the baffle plate 7 by a pair of baffle plates 7 and 7 which were each arrange | positioned at both side surface parts except the front-end | tip part. According to such a configuration, it is possible to effectively receive the water flow in the side surface portion of the bow portion 1 backward while suppressing an increase in wind pressure resistance from the front surface of the hull.

  In the fourth embodiment shown in FIG. 6A, the upper bow profile 4 b is formed so that the curvature increases toward the stern part 2. With this configuration, the wind pressure resistance can be effectively reduced.

  In the fifth embodiment shown in FIG. 6 (b), a barbus bow 8 is formed on the lower bow profile 4a. Thus, the bow shape concerning the present invention can be applied also to a ship (for example, container ship etc.) which has Barbus bow 8, and there is the same effect as a 1st embodiment mentioned above. In the case of a low-speed ship such as a tanker or a bulk carrier, since the effect of the Barbus bow 8 is small, the Barbus bow 8 is not necessarily arranged at the bow 1 as in the first embodiment.

  Next, another embodiment of the bow shape according to the present invention will be further described. Here, FIG. 7 is a figure which shows 6th embodiment of the bow part which concerns on this invention, (a) is a perspective view, (b) is a side view, (c) is a front view. FIG. 8 is a view showing a seventh embodiment of the bow portion according to the present invention, in which (a) is a perspective view, (b) is a side view, and (c) is a front view. FIG. 9 is a front view showing the transition of the bow shape according to the first embodiment, the sixth embodiment, and the seventh embodiment. FIG. 10 is a view showing another embodiment of the bow portion according to the present invention, in which (a) shows the eighth embodiment and (b) shows the ninth embodiment. FIG. 11 is a view showing a tenth embodiment of the bow according to the present invention, in which (a) is a side view, (b) is a plan view, (c) is a first modification, and (d) is a second view. The modification is shown. In addition, in each figure, about the same component as 1st-5th embodiment of the bow shape mentioned above, the same code | symbol is attached | subjected and the overlapping description is abbreviate | omitted.

  In the sixth to ninth embodiments described in FIGS. 7, 8, and 10, the center bow profile 41 in the axial center portion of the hull is formed substantially vertically. Specifically, in the bow profile 4 constituting the outer shape of the cross section in the hull length direction of the bow portion 1, the center bow profile 41 in the axial center portion of the hull has the most advanced portion T in the region below the waterline LL. It has a shape that extends vertically from the most advanced part T over the region from the most advanced part T to the deck D of the hull, and the side bow profile 42 on both sides of the hull is the most advanced in the area below the waterline LL. A lower bow profile 42a having a portion T and extending backward in the direction of the stern portion 2 over the region from the most advanced portion T to the waterline LL, and at least the stern portion 2 in the region above the waterline LL. An upper bow profile 42b including a shape extended so as to tilt backward in the direction, and a hull cross-sectional shape 56 constituting the outer shape of the cross section in the hull width direction of the bow portion 1, It has a negative flare angle θ which is inclined inwardly in the region below than water line LL. In addition, the front view shown in FIG.7 (c) and FIG.8 (c) has shown only the half of the hull.

  The illustrated water line LL indicates a full water line, and the full water line can also be expressed as a maximum water line. However, the water line LL is not limited to the full water line or the maximum water line, and may be a lower water line.

  In the sixth embodiment, as shown in FIGS. 7A and 7B, the center bow profile 41 on the center line of the hull is formed vertically from the most distal portion T. Here, the axial center portion of the hull is intended to include at least the center line of the hull and have a certain width in the hull width direction so as to include the vicinity of the center line. Thus, by forming a straight pointed end at the tip of the bow 1, it is possible to improve drainage and wind cutting. In the case where a bow tower is formed in the bow section 1, the center bow profile 41 may be formed vertically up to the bow tower section, or only the bow tower section may be tilted forward. Also good.

  Further, the bow profile 4 in the portion other than the center bow profile 41, that is, the side bow profile 42 has a lower bow profile 42a and an upper bow profile 42b as shown in FIG. 7B.

  The lower bow profile 42a is formed in a shape projecting forward from the ship bottom B, and has a most distal portion T. And the lower bow profile 42a is formed so that it may incline in the direction of the stern part 2 over the area | region from the most advanced part T to the waterline LL. Here, although the case where it inclines back on a substantially straight line is shown in figure, you may make it incline back like a curve like 1st embodiment. The most advanced portion T may be a vertex or may be arranged in a line as a part of the straight line portion.

  The upper bow profile 42b has a shape that inclines backward as a whole, and is formed to have a larger inclination than the lower bow profile 42a. Since the upper bow profile 42b is a portion that mainly receives wind pressure, it is preferable that the upper bow profile 42b is formed in a smooth curved shape so as to flow the wind backward. The lower bow profile 42a and the upper bow profile 42b are connected so as to have a continuous curve.

  Further, as shown in FIG. 7 (c), the hull cross-sectional shape 56 is displayed by a front diagram, and the hull cross-sectional shapes 56a, 56b, 56c, 56d, from the front side of the bow 1 are shown for each cross-sectional shape. ···including. And each hull cross-sectional shape 56 has the negative flare angle | corner (theta) inclined inward below the waterline LL ahead of the parallel part of the hull center part. Further, the hull cross-sectional shape 56 of the sixth embodiment is formed so as to have a negative flare angle θ inclined inward also in a region above the waterline LL.

  That is, the bow shape according to the sixth embodiment is obtained by forming the center bow profile 41 in the first embodiment substantially vertically, and the shape of the side bow profile 42 and the hull cross-sectional shape 56 according to the change of the shape. Can be said to have been adjusted.

  According to such a configuration, it is possible to reduce the amount of rebound of the wave at the tip of the bow portion 1 and to smooth the wind flow at the tip of the bow portion 1 and to simultaneously influence the effects of wave resistance and wind pressure resistance. Can be reduced. Further, by reducing the wave resistance and wind pressure resistance, it is possible to reduce the required horsepower and improve the fuel consumption.

  In the seventh embodiment, as shown in FIGS. 8A and 8B, the center bow profile 41 on the center line of the hull is formed vertically from the most distal portion T, as in the sixth embodiment. . Further, as shown in FIGS. 8B and 8C, the seventh embodiment also includes the shape of the lower bow profile 42a of the side bow profile 42 and the shape below the waterline LL of the hull transverse plane shape 57. It is comprised in the shape similar to 6 embodiment. As shown in FIG. 8C, the hull cross-sectional shape 57 includes hull cross-sectional shapes 57a, 57b, 57c, 57d,... From the front side of the bow 1 for each cross-sectional shape.

  Further, as shown in FIG. 8B, the upper bow profile 42b of the seventh embodiment has a vertex U in the direction of the stern portion 2, and the direction of the bow portion 1 over a region above the vertex U. It is extended to lean forward. In addition, the upper bow profile 42b in the region from the waterline LL to the vertex U has a shape extended so as to tilt backward in the direction of the stern part 2, and has a continuous curve with the upper bow profile 42b tilting forward. It is connected to the.

  Moreover, as shown in FIG.8 (c), the hull cross-sectional shape 57 of 7th embodiment has the positive flare angle | corner (theta) inclined outside in the area | region above the waterline LL. In this manner, by providing a small positive flare angle θ in a narrow region above the water line LL of the bow portion 1, seawater can be prevented from being driven into the bow portion 1. In particular, the upper bow profile 42b includes a shape extending so as to tilt backward in the direction of the stern portion 2 in the region above the waterline LL, and in the direction of the bow portion 1 over the region above the vertex U. By extending so as to incline forward, seawater can be prevented from being driven in while suppressing an increase in wave resistance due to flare.

  In addition, since the bow shape which concerns on 7th embodiment is comprised in the part similar to 6th embodiment in parts other than the area | region above the waterline LL of the hull cross-sectional shape 57, 6th embodiment And substantially the same effect.

  Here, the transition of the bow shape according to the first embodiment, the sixth embodiment, and the seventh embodiment will be described with reference to the front view diagram shown in FIG. In FIG. 9, the dotted line shows the hull cross-sectional shape 5 of the first embodiment, the alternate long and short dash line shows the hull cross-sectional shape 56 of the sixth embodiment, and the solid line shows the hull cross-sectional shape 57 of the seventh embodiment. Each front line diagram shown in FIG. 9 shows only half of the hull.

  As shown in FIG. 9, the hull cross-sectional shapes 5, 56, and 57 according to the first embodiment, the sixth embodiment, and the seventh embodiment are negative flares inclined inward in the region below the waterline LL. It is common in that it has an angle θ. Further, the hull cross-sectional shape 5 of the first embodiment has a shape in which the bow shape protrudes forward in the center of the hull, whereas the hull cross-cut shape 56 and the sixth shape of the sixth embodiment. The hull cross-sectional shape 57 of the seventh embodiment is different in that the bow shape has a shape perpendicular to the axial center of the hull.

  And the hull cross-sectional shape 5,56 which concerns on 1st embodiment and 6th embodiment is common in the point which has the negative flare angle | corner (theta) which inclined inside in the area | region above the waterline LL. On the other hand, the hull cross-sectional shape 57 according to the seventh embodiment is different from the other hull cross-sectional shapes 5, 56 in that it has a positive flare angle θ inclined outward in the region above the waterline LL. .

  The bow shape according to the present invention is not limited to the illustrated first embodiment, sixth embodiment, and seventh embodiment. For example, the bow shape 5 to the sixth embodiment according to the first embodiment. In the range which changes so that it may reach the hull cross-sectional shape 57 which concerns on 7th embodiment via the hull cross-sectional shape 56 which concerns on, it can comprise in arbitrary shapes.

  Here, in the bow shape which concerns on 8th embodiment shown to Fig.10 (a), the hull cross-sectional shape 58 has the flare angle (theta) of 0 degree in the area | region above the waterline LL. That is, the bow shape according to the eighth embodiment is a form in the middle of changing from the bow shape of the sixth embodiment to the bow shape of the seventh embodiment. Even if it is this shape, there exists an effect similar to 6th embodiment and 7th embodiment. Although not specifically illustrated, if FIG. 10A is taken into consideration, the upper bow profile 42b in the eighth embodiment has a vertex U in the direction of the stern portion 2, and is in a region above the vertex U. It can be said that it is extended vertically.

  Moreover, the bow shape which concerns on 9th embodiment shown in FIG.10 (b) is a bow shape which concerns on 6th embodiment. WHEREIN: The area | region above the waterline LL of the center bow profile 41 is back in the direction of the stern part 2. FIG. It is tilted (tilt angle φ). The bow shape according to the ninth embodiment is a form in the middle of changing from the bow shape of the first embodiment to the bow shape of the sixth embodiment. That is, it can be said that the bow shape according to the ninth embodiment has a shape in which the region below the waterline LL is vertically extended from the most distal portion T in the bow shape according to the first embodiment. Even if it is this shape, there exists an effect similar to 1st embodiment and 6th embodiment.

  Next, a tenth embodiment of the bow 1 according to the present invention will be described with reference to FIG. The tenth embodiment shown in FIGS. 11 (a) and 11 (b) has a wave removal member 12 arranged so as to cover at least a part of the upper part of the bow 1. The wave removing member 12 is disposed so as to cover the upper portion of the deck D at the tip portion of the bow 1 and is formed in a bonnet shape or a hood shape. Thus, by placing the wave removal member 12 on the upper portion of the bow portion 1, seawater can be prevented from being driven into the bow portion 1. 11A and 11B illustrate the case where the wave removing member 12 is disposed on the upper portion of the bow portion 1 according to the sixth embodiment, the wave removing member 12 is disposed on the upper portion of the bow portion 1 according to another embodiment. May be arranged. The wave removing member 12 may be fixed on the upper deck D of the bow 1 or may be welded to a hull or a bow that constitutes an edge of the deck D.

  Further, the wave removing member 12 may be partially disposed along the edge portion of the deck D at the upper portion of the tip portion of the bow portion 1 as in the first modified example shown in FIG. . Further, the wave removing member 12 may be inclined so that the rear end side is higher than the front end side as in the second modification shown in FIG. Here, although the case where the wave removal member 12 is linearly inclined is illustrated, it may be formed in a curve so that the rear end side is higher than the front end side. According to the second modification, the wave removal member 12 can be disposed in a cowl shape or a fairing shape, and seawater can be prevented from being driven in the bow 1 and can also function as a windbreak.

  Finally, an embodiment of a ship according to the present invention will be described. Here, FIG. 12 is a figure which shows embodiment of the ship which concerns on this invention, (a) is a schematic whole block diagram of the ship which employ | adopted the bow shape of 1st embodiment, (b) is FIG. (C) is a schematic overall configuration diagram of a ship adopting the bow shape of the sixth embodiment. In addition, in each figure, about the same component as embodiment of the bow shape mentioned above, the same code | symbol is attached | subjected and the overlapping description is abbreviate | omitted.

  The ship shown in FIG. 12 (a) is a ship 3 having a bow part 1 constituting the front end part of the hull and a stern part 2 constituting the rear end part of the hull. The bow profile 4 constituting the profile of the transverse section is tilted backward in the direction of the stern portion 2 over the lower bow profile 4a having the most distal portion T in the region below the waterline LL and the region above the waterline LL. The hull transverse cross-sectional shape 5 having the upper bow profile 4b and constituting the outer shape of the cross section in the hull width direction of the bow portion 1 has a negative flare angle θ inclined inwardly above the draft line LL. In the present embodiment, the “bow” means a portion ahead of the parallel portion formed in the center of the hull.

  That is, the ship 3 shown to Fig.12 (a) applies the bow shape which concerns on 1st embodiment of this invention mentioned above to the bow part 1. FIG. Of course, as the bow shape, the bow shapes according to the second to fifth embodiments described above can be appropriately selected and applied.

  In addition, the illustrated ship 3 is a bulk carrier having a deck crane 9 and an upper structure 10 such as a wheelhouse or a residential area on a deck. Of course, it may be a ship other than the bulk carrier, for example, a tanker, a container ship, a ferry and the like. In particular, the present invention is effective when applied to an enlarged ship in which the bow 1 is formed wide.

  According to the above-described ship 3 according to the present invention, the bow profile 4 is configured to have the most advanced portion T in the region below the water line LL and to be inclined backward over the region above the water line LL. By forming the shape 5 into a shape having a negative flare angle θ above the waterline LL in front of the parallel portion at the center of the hull, the entire bow shape can be formed into a smooth curved surface protruding forward. The influence of wave resistance and wind pressure resistance can be reduced at the same time. Further, by reducing the wave resistance and wind pressure resistance, it is possible to reduce the required horsepower and improve the fuel consumption.

  In the modification shown in FIG. 12B, the bow tower 11 is formed at the upper end portion of the bow portion 1. As described above, even in the ship 3 in which the bow tower 11 is arranged, the portion is also formed so as to satisfy the conditions of the bow profile 4 and the hull cross-sectional shape 5 described above. Therefore, the same effect as that of the embodiment shown in FIG. Moreover, the wave resistance of the ship 3 can be improved by forming the bow tower 11.

  A ship 3 shown in FIG. 12 (c) is a ship having a bow portion 1 constituting the front end portion of the hull and a stern portion 2 constituting the rear end portion of the hull, and the hull length of the bow portion 1. The bow profile 4 constituting the profile of the transverse section has a center bow profile 41 in the axial center portion of the hull having a leading edge T in a region below the waterline LL and from the leading edge T to the deck D of the hull. The side bow profile 42 on both sides of the hull has the most advanced portion T in the region below the draft line LL and the draft line from the most advanced portion T to the draft line. The lower bow profile 42a extended so as to tilt backward in the direction of the stern 2 over the region up to LL, and extended so as to tilt backward in the direction of the stern 2 at least in the region above the waterline LL. A hull cross-sectional shape 5 having an upper bow profile 42b including a shape and constituting an outer shape of a cross section in the hull width direction of the bow portion 1 has a negative flare angle θ inclined inward in a region below the waterline LL. Have. The water line LL means a full water line.

  That is, the ship 3 shown in FIG. 12C is obtained by applying the bow shape according to the sixth embodiment of the present invention described above to the bow portion 1. Of course, the bow shape according to the seventh embodiment to the tenth embodiment described above can be appropriately selected and applied as the bow shape. Since the other configuration is the same as that of the ship 3 shown in FIG. 12A, detailed description thereof is omitted here.

  According to the above-described ship 3 according to the present invention, the amount of wave rebound at the tip of the bow portion 1 can be reduced, and the flow of wind at the tip of the bow portion 1 can be made smooth. The influence of wind pressure resistance can be reduced at the same time. Further, by reducing the wave resistance and wind pressure resistance, it is possible to reduce the required horsepower and improve the fuel consumption.

  The present invention is not limited to the above-described embodiment, and may be applied by appropriately combining the above-described bow-shaped first to tenth embodiments according to the present invention, as long as it does not depart from the spirit of the present invention. Of course, various modifications are possible.

DESCRIPTION OF SYMBOLS 1 ... Bow part 2 ... Stern part 3 ... Ship 4 ... Bow profile 4a, 42a ... Lower bow profile 4b, 42b ... Upper bow profile 5, 5a, 5b, 5c, 5d, 5e ... Hull cross-sectional shape 6 ... Horizontal cross-sectional shape 6a, 6b, 6c, 6d, 6e, 6f, 6g ... Horizontal sectional shape 7 ... Rectifying plate 8 ... Barbasse bow 9 ... Container 10 ... Upper structure 11 ... War tower 12 ... Wave removal member 41 ... Center bow profile 42 ... Side bow profile 51 ... Point 56, 56a, 56b, 56c, 56d, 56e ... Hull cross-sectional shape 57,58 ... Hull cross-sectional shape

Claims (14)

A bow shape of a ship having a bow portion constituting a front end portion of the hull and a stern portion constituting a rear end portion of the hull,
The bow profile that forms the outer shape of the cross section in the hull length direction of the bow portion is a lower bow profile having the most distal portion in the region below the waterline, and the rearward tilt toward the stern portion over the region above the waterline. An upper bow profile, and
The hull cross-sectional shape that forms the outer shape of the cross section in the hull width direction of the bow has a negative flare angle that is inclined inward above the waterline,
A bow shape characterized by that.   2. The bow shape according to claim 1, wherein the upper bow profile and the hull cross-sectional shape have an upwardly convex shape.   The bow shape according to claim 2, wherein the upper bow profile is formed so that a curvature increases toward a direction of the stern part.   2. The bow shape according to claim 1, wherein a horizontal cross-sectional shape constituting an outer shape of a horizontal cross-section of the bow portion has a forward convex shape in a region above the water line.   2. The bow shape according to claim 1, wherein the cross-sectional shape of the hull having the bow profile is such that a portion of the bow profile constitutes a pointed portion.   The bow shape according to claim 1, further comprising a current plate extending in a stern direction on a side surface of the bow portion.   The bow shape according to claim 1, wherein the water line is set between a ballast water line and a full load water line.   The bow shape of claim 1, wherein the lower bow profile has a curve that includes a Barbasse bow or is continuous with the upper bow profile. A bow shape of a ship having a bow portion constituting a front end portion of the hull and a stern portion constituting a rear end portion of the hull,
The bow profile constituting the outer shape of the cross section in the hull length direction of the bow portion is:
The center bow profile at the axial center of the hull has a leading edge in a region below the water line and extends vertically from the leading edge over the region from the leading edge to the deck of the hull. Have
Side bow profiles on both sides of the hull are extended so as to have a leading edge in a region below the waterline and tilt backward in the direction of the stern over the region from the leading edge to the waterline. A lower bow profile, and an upper bow profile including a shape extended to tilt backward in the direction of the stern at least in a region above the waterline,
The hull transverse cross-sectional shape constituting the outer shape of the hull width direction cross section of the bow portion has a negative flare angle inclined inward in a region below the waterline,
A bow shape characterized by that.   The upper bow profile has a vertex in the direction of the stern part, and is extended so as to tilt forward in a direction perpendicular to the direction of the bow part over an area above the vertex. The bow shape according to claim 9.   10. The hull cross-sectional shape has a negative flare angle inclined inward, a 0 ° flare angle, or a positive flare angle inclined outward in a region above the waterline. The stated bow shape.   The bow shape according to claim 9, wherein the waterline is a full-length waterline.   The bow shape according to claim 1, further comprising a wave removal member disposed so as to cover at least a part of an upper portion of the bow portion.   14. A ship having a bow portion constituting a front end portion of a hull and a stern portion constituting a rear end portion of the hull, wherein the bow portion is a bow shape according to any one of claims 1 to 13. The ship characterized by having.