JP2012224354A - Method for reducing air resistance of container and ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a container which reduces air resistance of a ship when loaded on the upper deck of the ship.SOLUTION: The container 1a is mounted on the ship. The container 1a includes a body portion 1a formed by removing a part of a rectangular parallelepiped. In this case, the tangential plane of a face 1a-3:C which is partially removed intersects a plane 1a-1, which includes the bottom of the rectangular parallelepiped, at an acute angle.

Description

  The present invention relates to a container and a ship air resistance reduction method.

  Ships that carry containers are known. In that ship, the container is not only stored in the hold but also mounted above the upper deck. The container is fixed by a container fixing jig installed on the hull or a container fixing jig provided on the upper part of the lower container, and is stacked several stages above the upper deck. The container has a substantially rectangular parallelepiped shape, and is exemplified by an ISO standard 668 20-foot container and a 40-foot container. Containers are mounted side by side in a vertical direction and a horizontal direction on a ship, for example, and further loaded upward.

  As a related technique, JP 2007-253976 A (Patent Document 1) discloses a container with a wind pressure reducing member and a ship operating method. This shipping container includes a wind pressure resistance reducing member that can be deployed. In this transport container, the wind resistance reducing member is formed by a planar member rotatably supported on at least one surface of a hexahedral transport container, and the transport container is stacked by rotating the planar member. You may comprise so that the slope which has a wind-pressure-resistance reduction effect can be formed with respect to at least one surface other than the bottom face of this transport container in the attached state. You may comprise the said wind-pressure-resistance reduction member in the structure which can be expanded by a slide system, or the structure which can be folded by a hinge system.

  Further, as a related technique, Japanese Unexamined Patent Application Publication No. 2009-280067 (Patent Document 2) discloses a low fuel consumption type transport ship. This low fuel consumption type transport ship is provided with a bow front end portion of one or more 1/4 to 1/2 substantially hollow spheres having a partially spherical top lower end outer diameter exposed at the upper front end portion of the bow, which is approximately equal to or less than the width of the ship. A water line structure with low air resistance is provided, which has an outer wall that is continuous with the bow front end portion and continues to the stern side substantially parallel to the stern side.

  Japanese Patent Laying-Open No. 2001-328587 (Patent Document 3) discloses a hull structure and an air resistance reduction method. The hull structure is composed of a main hull that is partitioned by an outer wall and a deck, and an upper structure that receives the resistance of air flowing from the bow to the stern on the deck. In this hull structure, a resistance member for controlling the flow of air is installed on the deck ahead of the bow side of the superstructure. A resistance member that controls the flow of air to the upper structure at the rear of the stern side may be further installed in a part of the upper structure.

JP 2007-253976 A JP 2009-280067 A JP 2001-328587 A

  In a ship that carries containers, rectangular parallelepiped containers are mounted side by side in the vertical direction and the horizontal direction, and further loaded upward. Therefore, the area of the surface substantially perpendicular to the upper deck formed by the collection of the side surfaces of the container increases. The substantially vertical surface acts like a wall that blocks the flow of natural wind in the atmosphere and relative wind generated by navigation. FIG. 1 is a schematic diagram showing the flow of wind around a conventional container. A plurality of containers 150 are stacked on the hull 130 so as to gradually increase from the bow side. Thereby, the air resistance of the wind W when the wind W hits the container 150 on the hull 130 is suppressed to some extent. However, the substantially vertical plane exists, and the vortex V is likely to be generated above, in front, and behind the container 150, and the air resistance due to this is still present. Thus, the air resistance of the ship which carries a container becomes large with the container loaded on the upper deck. Therefore, there is a possibility that adverse effects such as deterioration of the fuel consumption of the ship or reduction in speed may occur. A technique for reducing the air resistance of a ship by a container loaded on the upper deck of the ship is desired.

  An object of the present invention is to provide a container and a method for reducing the air resistance of a ship that can reduce the air resistance of the ship even when the container is loaded above the upper deck of the ship.

  These objects and other objects and benefits of the present invention can be easily confirmed by the following description and the accompanying drawings.

  Hereinafter, means for solving the problem will be described using the numbers and symbols used in the embodiments for carrying out the invention. These numbers and symbols are added with parentheses in order to clarify the correspondence between the description of the claims and the mode for carrying out the invention. However, these numbers and symbols should not be used for interpreting the technical scope of the invention described in the claims.

  The container of the present invention is mounted on a ship. The container (1; 1a to 1n) includes a main body (1a to 1f, 11g to 11n) having a shape in which a part of a rectangular parallelepiped is removed. The tangent plane of the surface (1a to 1f-3, 11g to 11n-3) of the part from which a part thereof is removed is relative to the plane including the bottom surface (1a to 1f-1, 11g to 11n-1) of the rectangular parallelepiped. Intersects at an acute angle.

  In the container described above, the main body (1a) is preferably chamfered so that the corner at the upper end in the longitudinal direction of the rectangular parallelepiped has a curved surface.

  In the container described above, the main body (1b) is preferably chamfered so that the upper corner of the rectangular parallelepiped has a curved surface.

  In the container described above, the main body (1c) is preferably chamfered at the same time so that the corners at the upper end in the longitudinal direction of the rectangular parallelepiped and the corners at the upper end in the lateral direction have curved surfaces.

  In the container described above, the main body (1d) is preferably chamfered so that the corner at the upper end in the longitudinal direction of the rectangular parallelepiped has a flat surface.

  In the container described above, the main body (1e) is preferably chamfered so that the upper corner of the rectangular parallelepiped has a flat surface.

  In the container described above, the main body (1f) is preferably chamfered at the same time so that the corners at the upper end in the longitudinal direction of the rectangular parallelepiped and the corners at the upper end in the lateral direction have a flat surface.

  It is preferable that the container further includes a frame (10) assembled in a rectangular parallelepiped frame shape. It is preferable that the main-body part (11g-11n) is settled in the flame | frame (10).

  The method for reducing air resistance of a ship according to the present invention includes a step of stacking a plurality of marine containers (50) on a hull (30), and at least one of an upper, front, rear, or corner portion of the plurality of stacked marine containers (50). The container (1; 1a-1n) as described in any one of said each paragraph is arrange | positioned in one position so that air resistance may be reduced.

  According to the present invention, it is possible to provide a container capable of reducing the air resistance of a ship and a method for reducing the air resistance of a ship even when the container is loaded above the upper deck of the ship.

FIG. 1 is a schematic diagram showing the flow of wind around a conventional container. FIG. 2A is a schematic side view showing an example of the configuration of a ship that implements the container and the air resistance reduction method according to the embodiment of the present invention. FIG. 2B is a schematic cross-sectional view along AA ′ of FIG. 2A. 2C is a schematic cross-sectional view taken along the line BB ′ of FIG. 2A. FIG. 3A is a schematic perspective view showing an example of the configuration of the container according to the first embodiment of the present invention. FIG. 3B is a schematic perspective view showing another example of the configuration of the container according to the first embodiment of the present invention. FIG. 3C is a schematic perspective view illustrating still another example of the configuration of the container according to the first embodiment of the present invention. FIG. 4 is a schematic perspective view showing an example in which the containers of FIGS. 3A to 3C are arranged on a plurality of stacked containers. FIG. 5 is a schematic diagram showing an example of a wind flow around the container according to the first embodiment of the present invention. FIG. 6A is a schematic perspective view showing a modified example of the configuration of the container according to the first embodiment of the present invention. FIG. 6B is a schematic perspective view illustrating another modified example of the configuration of the container according to the first embodiment of the present invention. FIG. 6C is a schematic perspective view showing still another modified example of the configuration of the container according to the first embodiment of the present invention. FIG. 7 is a schematic perspective view showing an example in which the containers of FIGS. 6A to 6C are arranged on a plurality of stacked containers. FIG. 8A is a schematic perspective view showing an example of the configuration of a container according to the second embodiment of the present invention. FIG. 8B is a schematic perspective view showing another example of the configuration of the container according to the second embodiment of the present invention. FIG. 8C is a schematic perspective view illustrating still another example of the configuration of the container according to the second embodiment of the present invention. FIG. 9 is a schematic perspective view showing an example in which the containers of FIGS. 8A to 8C are arranged on a plurality of stacked containers. FIG. 10A is a schematic perspective view showing a modified example of the configuration of the container according to the second exemplary embodiment of the present invention. FIG. 10B is a schematic perspective view showing another modified example of the configuration of the container according to the second embodiment of the present invention. FIG. 10C is a schematic perspective view showing still another modified example of the configuration of the container according to the second exemplary embodiment of the present invention. FIG. 11 is a schematic perspective view showing an example in which the containers of FIGS. 10A to 10C are arranged on a plurality of stacked containers. FIG. 12A is a schematic perspective view showing another modified example of the configuration of the container according to the second embodiment of the present invention. FIG. 12B is a schematic perspective view showing still another modified example of the configuration of the container according to the second embodiment of the present invention.

  Hereinafter, a container and a ship air resistance reduction method according to embodiments of the present invention will be described with reference to the accompanying drawings.

(First embodiment)
The container and the ship air resistance reduction method according to the first embodiment of the present invention will be described.
FIG. 2A is a schematic side view showing an example of the configuration of a ship that implements the container and ship air resistance reduction method according to the first embodiment of the present invention. 2B is a schematic cross-sectional view taken along line AA ′ of FIG. 2A. 2C is a schematic cross-sectional view taken along the line BB ′ of FIG. 2A. In this figure, the ship's hull direction 30 of the ship's hull direction, the ship width direction, and directions perpendicular to them are shown as the x direction, the y direction and the z direction, respectively. Further, the configuration inside the hull 30 is omitted.

  This ship is a container ship that carries and transports the container 50 not only in the hold of the hull 30 but also above the upper deck 30a. Here, the container 50 (marine container) is a conventionally used marine container, and is exemplified by a 20-foot container and a 40-foot container compliant with ISO standard 668. The containers 50 are mounted side by side in the ship width direction (y direction) and the ship length direction (x direction). Furthermore, they are stacked in the vertical direction (z direction) with respect to them. The container 50 is stacked, for example, about several levels above the upper deck while being fixed by a container fixing jig disposed on the hull 30 or a container fixing jig provided on the upper part of the container below.

The container 1 in the present embodiment does not have a substantially rectangular parallelepiped shape like the normal container 50 but partially has an inclined surface or a curved surface similar thereto. That is, the container 1 has a shape in which a part of the rectangular parallelepiped (upper corner portion in the longitudinal direction or the lateral direction) is removed (chamfered). At that time, the tangent plane of the surface (plane or curved surface) of the part from which a part has been removed intersects at an acute angle with respect to the plane including the bottom surface of the original rectangular parallelepiped. In this case, the partial surface and the bottom surface are on the same side with respect to the position where the tangential plane and the plane including the bottom surface intersect. However, the plane or curved surface of the chamfered corner portion may or may not reach the adjacent corner portion. And the container 1 is arrange | positioned in the at least 1 position of the upper direction, the front, back, or a corner | angular part in the some container 50 stacked to the upper part of the upper deck. By providing such a container 1 on the upper, front, rear (FIG. 2A) or corner (FIG. 2B or 2C) of a plurality of stacked containers 50, the flow of wind is inclined or curved similar to that. Can be arranged. Thereby, the vortex | eddy_current generated in the upper direction of the container 50, the front, back, and a corner | angular part can be suppressed, and air resistance can be suppressed significantly.
The containers 1a to 1l in FIG. 2 will be described later.

Hereinafter, the container 1 will be further described.
FIG. 3A is a schematic perspective view showing an example of the configuration of the container according to the first embodiment of the present invention. The container 1a as the container 1 has a shape in which the upper end corner in the longitudinal direction of the rectangular parallelepiped is removed so as to form a curved surface that descends from the upper surface toward the bottom surface. At that time, the tangent plane of the curved surface of the portion from which the upper corner is removed intersects at an acute angle with respect to the plane including the bottom surface of the rectangular parallelepiped. In this case, the curved surface and the bottom surface are on the same side with respect to the position where the tangential plane and the plane including the bottom surface intersect. That is, the container 1a is chamfered so that the corner portion at the upper end in the longitudinal direction of the rectangular parallelepiped has a curved surface. The container 1a includes a first surface 1a-1, a second surface 1a-2, a third surface 1a-3, a fourth surface 1a-4, and a fifth surface 1a-5.

  The first surface 1a-1 is a rectangular plane having four boundary lines including the first boundary line α and the second boundary line β. The first boundary line α and the second boundary line β are opposed to each other. The second surface 1a-2 is a rectangular plane having four boundary lines including the third boundary line γ and the fourth boundary line δ. The third boundary line γ and the fourth boundary line δ are opposed to each other. The third surface 1a-3 is a curved surface having four boundary lines including a fifth boundary line ε and a sixth boundary line ζ and having a rectangular shape in plan view. It has a rectangular flat surface portion F and a curved surface portion C having a cylindrical partial curved surface that gently sinks therefrom. The fifth boundary line ε and the sixth boundary line ζ are opposed to each other. The curved surface portion C may be a pseudo curved surface configured by a plurality of planes. The second boundary line β and the third boundary line γ are combined, and the first surface 1a-1 and the second surface 1a-2 are vertically coupled. The fourth boundary line δ and the fifth boundary line ε are combined, and the second surface 1a-2 and the third surface 1a-3 are coupled. The sixth boundary line ζ and the first boundary line α are combined to join the third surface 1a-3 and the first surface 1a-1. At this time, the 1st surface 1a-1 respond | corresponds to the bottom face of a rectangular parallelepiped, and the 3rd surface 1a-3 contains the curved surface (curved surface part C) of the part from which the upper end corner | angular part was removed.

  The fourth surface 1a-4 is a plane having three boundary lines. Each boundary line overlaps with the remaining one boundary line of the first surface 1a-1, the second surface 1a-2, and the third surface 1a-3. Accordingly, the fourth surface 1a-4 is vertically coupled to the first surface 1a-1, the second surface 1a-2, and the third surface 1a-3. The fifth surface 1a-5 is a plane having three boundary lines. Each boundary line overlaps with the other remaining boundary line of the first surface 1a-1, the second surface 1a-2, and the third surface 1a-3. Thus, the fifth surface 1a-5 is vertically coupled to the first surface 1a-1, the second surface 1a-2, and the third surface 1a-3.

  In the container 1a, when the wind comes from the front (front side of the drawing) of the curved surface portion C of the third surface 1a-3, the flow of the wind can be adjusted in front of or above the container 1a. Thereby, the vortex | eddy_current which arises in front of the container 1a or upper direction can be suppressed, and air resistance can be suppressed significantly. Further, when the wind comes from behind the curved surface portion C (the back side of the drawing), the flow of the wind can be adjusted behind the container 1a. Thereby, the vortex | eddy_current which arises behind the container 1a can be suppressed, and air resistance can be suppressed significantly.

  Note that the container 1a may have a shape in which the upper end corner in the longitudinal direction of the rectangular parallelepiped is removed so as to form a flat surface (inclined surface) that descends from the top surface toward the bottom surface. At that time, the plane of the portion from which the upper corner portion is removed has an acute angle with respect to the bottom surface of the rectangular parallelepiped. Further, the curvature radius of the third surface 1a-3 is not particularly limited, and the entire surface may be a curved surface. Moreover, the combination of a curved surface and an inclined surface may be sufficient. In addition, the first surface to the fifth surface may have a structure in which irregularities and the like that exist on each surface of a conventional container are formed. preferable.

  FIG. 3B is a schematic perspective view showing another example of the configuration of the container according to the first embodiment of the present invention. The container 1b as the container 1 has a shape in which the upper end corner in the short direction of the rectangular parallelepiped is removed so as to form a curved surface that descends from the upper surface toward the bottom surface. At that time, the tangent plane of the curved surface of the portion from which the upper corner is removed intersects at an acute angle with respect to the plane including the bottom surface of the rectangular parallelepiped. In this case, the curved surface and the bottom surface are on the same side with respect to the position where the tangential plane and the plane including the bottom surface intersect. In other words, the container 1b has a configuration in which the corners at the upper end in the short direction of the rectangular parallelepiped are chamfered so as to have a curved surface, and the longitudinal direction and the short direction in the container 1a are generally interchanged. The container 1b includes a first surface 1b-1, a second surface 1b-2, a third surface 1b-3, a fourth surface 1b-4, and a fifth surface 1b-5.

  The first surface 1b-1 is a rectangular plane having four boundary lines including the first boundary line α and the second boundary line β. The first boundary line α and the second boundary line β are opposed to each other. The second surface 1b-2 is a rectangular plane having four boundary lines including the third boundary line γ and the fourth boundary line δ. The third boundary line γ and the fourth boundary line δ are opposed to each other. The third surface 1b-3 has four boundary lines including a fifth boundary line ε and a sixth boundary line ζ, and the plan view is a rectangular shape, and has a partially curved surface of a cylinder that sinks gently. . The fifth boundary line ε and the sixth boundary line ζ are opposed to each other. The third surface 1b-3 may be a pseudo curved surface composed of a plurality of planes similar to the above shape. The second boundary line β and the third boundary line γ are combined, and the first surface 1b-1 and the second surface 1b-2 are vertically coupled. The 4th boundary line (delta) and the 5th boundary line (epsilon) are put together, and 2nd surface 1b-2 and 3rd surface 1b-3 have couple | bonded. The sixth boundary line ζ and the first boundary line α are combined to join the third surface 1b-3 and the first surface 1b-1. At this time, the 1st surface 1b-1 respond | corresponds to the bottom face of a rectangular parallelepiped, and the 3rd surface 1b-3 contains the curved surface of the part from which the upper end corner | angular part was removed.

  The fourth surface 1b-4 is a plane having three boundary lines. Each boundary line overlaps with the remaining one boundary line of the first surface 1b-1, the second surface 1b-2, and the third surface 1b-3. Accordingly, the fourth surface 1b-4 is vertically coupled to the first surface 1b-1, the second surface 1b-2, and the third surface 1b-3. The fifth surface 1b-5 is a plane having three boundary lines. Each boundary line overlaps with the remaining one boundary line of the first surface 1b-1, the second surface 1b-2, and the third surface 1b-3. Thereby, the 5th surface 1b-5 has couple | bonded perpendicularly | vertically with the 1st surface 1b-1, the 2nd surface 1b-2, and the 3rd surface 1b-3.

  In the container 1b, when the wind comes from the front of the curved surface of the third surface 1b-3 (the right side in the drawing), the flow of the wind can be adjusted in front of or above the container 1b. Thereby, the vortex | eddy_current which arises in the front and upper direction of the container 1b can be suppressed, and air resistance can be suppressed significantly. Further, when the wind comes from behind the curved surface of the third surface 1b-3 (left side of the drawing), the flow of the wind can be adjusted behind the container 1b. Thereby, the vortex | eddy_current which arises behind the container 1b can be suppressed, and air resistance can be suppressed significantly.

  The curvature radius of the third surface 1b-3 is not particularly limited, and may be partially a curved surface or an inclined surface, or a combination of a curved surface and an inclined surface. In addition, the first surface to the fifth surface may have a structure in which irregularities and the like are present on each surface of a conventional container, but are more smooth to suppress eddy currents more. preferable.

  FIG. 3C is a schematic perspective view illustrating still another example of the configuration of the container according to the first embodiment of the present invention. The container 1c as the container 1 has a shape in which both the short-side upper end corner and the long-side upper end corner of the rectangular parallelepiped are removed so as to form a curved surface that descends from the top surface toward the bottom surface. . At that time, the tangent plane of the curved surface of the portion from which the upper end corner portion is removed intersects at an acute angle with respect to the plane including the bottom surface of the rectangular parallelepiped. In this case, the curved surface and the bottom surface are on the same side with respect to the position where the tangential plane and the plane including the bottom surface intersect. That is, the container 1c is chamfered so that the corners at the upper end in the longitudinal direction and the corner at the upper end in the short direction of the rectangular parallelepiped have curved surfaces at the same time, and the container 1c has a configuration in which the container 1a and the container 1b are generally combined. Yes. The container 1c includes a first surface 1c-1, a second surface 1c-2, a third surface 1c-3, a fourth surface 1c-4, and a fifth surface 1c-5.

  The first surface 1c-1 has three boundary lines including the first boundary line α and the second boundary line β, and is a flat surface having a rounded corner. The first boundary line α and the second boundary line β are opposed to each other. The second surface 1c-2 has three boundary lines including the third boundary line γ and the fourth boundary line δ, and is a flat surface having a rounded corner portion of the rectangle. The third boundary line γ and the fourth boundary line δ are opposed to each other. The third surface 1c-3 has three boundary lines including the fifth boundary line ε and the sixth boundary line ζ, and has a bell-shaped shape with a half vertical plan view, and has a curved surface that gently sinks. . The fifth boundary line ε and the sixth boundary line ζ are opposed to each other. The third surface 1c-3 may be a pseudo curved surface composed of a plurality of planes similar to the above shape. The second boundary line β and the third boundary line γ are combined, and the first surface 1c-1 and the second surface 1c-2 are vertically coupled. The 4th boundary line (delta) and the 5th boundary line (epsilon) are joined, and the 2nd surface 1c-2 and the 3rd surface 1c-3 are couple | bonded. The sixth boundary line ζ and the first boundary line α are combined to join the third surface 1c-3 and the first surface 1c-1. At this time, the 1st surface 1c-1 respond | corresponds to the bottom face of a rectangular parallelepiped, and the 3rd surface 1c-3 contains the curved surface of the part from which the upper end corner | angular part was removed.

  The fourth surface 1c-4 is a plane having three boundary lines. Each boundary line overlaps with the remaining one boundary line of the first surface 1c-1, the second surface 1c-2, and the third surface 1c-3. Thus, the fourth surface 1c-4 is vertically coupled to the first surface 1c-1, the second surface 1c-2, and the third surface 1c-3.

  In the container 1c, when the wind comes from the front (front side of the drawing) or the side (right side of the drawing) of the curved surface of the third surface 1c-3, or the diagonal direction between them, the front, upper or side of the container 1c. You can adjust the flow of the wind. Thereby, the vortex | eddy_current which arises in front of the container 1c, the upper direction, or a side can be suppressed, and air resistance can be suppressed significantly. In addition, when the wind comes from behind the curved surface of the third surface 1c-3 (the back side of the drawing) or another side (the left side of the drawing), the flow of the wind can be adjusted behind the container 1c. Thereby, the vortex | eddy_current produced behind and the side of the container 1c can be suppressed, and air resistance can be suppressed significantly.

  The third surface 1c-3 may be partially a curved surface or an inclined surface, or may be a combination of a curved surface and an inclined surface. In addition, the first surface to the fourth surface may have a structure in which irregularities or the like that exist on each surface of a conventional container are formed. However, the first surface to the fourth surface should be smooth so as to further suppress eddy currents. preferable. The container 1c may have a shape that is plane-symmetric with respect to the container 1c in FIG. 3C and the second surface 1c-2.

  The containers 1a to 1c have a container fixing jig that can be fixedly coupled to the container 50 below the first surfaces 1a-1, 1b-1, and 1c-1 serving as bottom surfaces. preferable. Moreover, it is preferable that the shape of the basic rectangular parallelepiped is, for example, the shape of an ISO standard 668 container. This is because it can be easily loaded on a ship such as an actual container ship. Further, since the containers 1a to 1c are loaded on the ship, the containers 1a to 1c may have a function and a configuration as an original container for storing luggage so as not to waste the internal space. Alternatively, the containers 1a to 1c may be used only for adjusting the flow of wind. In that case, it is preferable to manufacture using a material as light as possible so as not to affect the fuel consumption of the ship. In addition, it is preferably manufactured using a material having a strength that does not break due to strong winds at sea.

Next, the air resistance reduction method for a ship according to the first embodiment of the present invention will be described. With reference to FIGS. 2A to 2C, in this ship air resistance reduction method, first, a plurality of containers 50 are stacked above the upper deck 30 a of the hull 30. next,
The above-described containers 1a to 1c (FIGS. 3A to 3C) are arranged at at least one of the upper, front, rear, and corner portions of the plurality of stacked containers 50 so as to reduce air resistance. Below, arrangement | positioning is demonstrated so that air resistance may be reduced.

  FIG. 4 is a schematic perspective view showing an example in which the containers 1a to 1c of FIGS. 3A to 3C are arranged on a plurality of stacked containers 50. FIG. In this example, the plurality of containers 50 are mounted side by side in the ship width direction (y direction) and the ship length direction (x direction), and stacked in the vertical direction (z direction) with respect to them. The containers 1c are arranged on both side surfaces in the ship width direction (y direction) of the upper front surface (surface in the + x direction) with respect to the plurality of containers 50 loaded. Further, the containers 1a are arranged side by side between the containers 1c arranged on both side surfaces thereof. The container 1b is arrange | positioned on the both sides | surfaces of the ship width direction (y direction) in the container 50 arrange | positioned along with the ship width direction (y direction) on the back side (-x side).

  By arranging the containers 1a, 1b, and 1c with respect to the container 50 in this manner, when the wind comes from the front (+ x direction), the side (+ y direction or -y direction), and the oblique direction, the containers 1a and 1b With the curved surface 1c, it is possible to adjust the flow of the wind forward, upward or sideways. Thereby, the vortex | eddy_current which arises in front of container 1a, 1b, 1c, upper direction, a side, etc. can be suppressed, and air resistance can be suppressed significantly. Further, when the wind comes from the rear (−z direction), the flow of the wind can be adjusted behind the containers 1a and 1c. Thereby, the vortex | eddy_current which arises behind the containers 1a and 1c and a side can be suppressed, and air resistance can be suppressed significantly.

  FIG. 5 is a schematic diagram showing an example of the wind flow around the container according to the present embodiment. A plurality of containers 50 are stacked on the hull 30 so as to gradually increase from the bow side. In the present embodiment, the container 1 is arranged as shown in FIG. 5 by applying the arrangement illustrated in FIG. 4 to these. Thereby, even if the wind W hits the container 50 loaded on the hull 30, unlike the case of FIG. 1, the vortex generated above, in front and behind the container 50 is greatly suppressed, and air resistance is remarkably suppressed. can do. As a result, there will be no adverse effects such as a deterioration in fuel efficiency of the ship or a reduction in speed.

Subsequently, a modified example of the container 1 will be described.
6A to 6C are schematic perspective views showing a modification of the configuration of the container according to the first embodiment of the present invention. The containers 1d, 1e, and 1f shown in FIGS. 6A to 6C as the container 1 are the same as the containers 1a, 1b, and 1c shown in FIGS. 3A to 3C. These are replaced with the third surfaces 1d-3, 1e-3, and 1f-3, which are flat surfaces. About others, it is the same as that of the case of FIG. 3A-FIG. 3C. In this case, the first surfaces 1d-1, 1e-1, 1f-1 correspond to the first surfaces 1a-1, 1b-1, 1c-1, respectively, and the second surfaces 1d-2, 1e-2, 1f. -2 corresponds to the second surfaces 1a-2, 1b-2, and 1c-2, respectively, and the fourth surfaces 1d-4, 1e-4, and 1f-4 correspond to the fourth surfaces 1a-4, 1b-4, respectively. 1c-4, and the fifth surfaces 1d-5 and 1e-5 correspond to the fifth surfaces 1a-5 and 1b-5, respectively. That is, the container 1d is chamfered so that the upper end corner of the rectangular parallelepiped has a flat surface. The container 1e is chamfered so that the upper corner of the rectangular parallelepiped has a flat surface. The container 1f is chamfered at the same time so that the corners at the upper end in the longitudinal direction of the rectangular parallelepiped and the corners at the upper end in the lateral direction have a flat surface.

In this case, the arrangement for reducing the air resistance in the ship air resistance reduction method is as follows.
FIG. 7 is a schematic perspective view showing an example in which the containers 1d to 1f of FIGS. 6A to 6C are arranged on a plurality of stacked containers 50. FIG. In this example, the plurality of containers 50 are mounted side by side in the ship width direction (y direction) and the ship length direction (x direction), and stacked in the vertical direction (z direction) with respect to them. Containers 1f are arranged on both side surfaces in the ship width direction (y direction) of the upper front surface (surface in the + x direction) with respect to the plurality of stacked containers 50. Further, the containers 1d are arranged side by side between the containers 1f arranged on both side surfaces thereof. The container 1e is arrange | positioned on the both sides | surfaces of the ship width direction (y direction) in the container 50 arrange | positioned along with the ship width direction (y direction) on the back side (-x side).

  6A to 6C and FIG. 7 (modified example), the container and ship air reducing method also has the same effect as the case of FIGS. 3A to 3C and FIG. 4 (including the case of FIG. 5). Obtainable. In addition, the containers 1d, 1e, and 1f are easier to manufacture because the third surfaces 1d-3, 1e-3, and 1f-3 are flat surfaces.

(Second Embodiment)
An air resistance reduction method for a container and a ship according to a second embodiment of the present invention will be described.
The present embodiment is different from the first embodiment in that the container 1 is covered with a frame assembled in a rectangular parallelepiped frame shape. In the following, differences from the first embodiment will be mainly described.

Hereinafter, the container 1 will be described.
FIG. 8A is a schematic perspective view showing an example of the configuration of a container according to the second embodiment of the present invention. A container 1 g as the container 1 includes a container main body 11 g and a frame 10. The container main body 11g has the same shape (but smaller than the frame 10) and configuration as the container 1a in FIG. 3A. In that case, the first surface 11g-1 corresponds to the first surface 1a-1, the second surface 11g-2 corresponds to the second surface 1a-2, and the third surface 11g-3 corresponds to the third surface 1a-3. The fourth surface 11g-4 corresponds to the fourth surface 1a-4, and the fifth surface 11g-5 corresponds to the fifth surface 1a-5. The frame 10 is assembled in a rectangular parallelepiped frame shape. The rectangular parallelepiped preferably has a container shape conforming to ISO standard 668. Moreover, it is preferable to have a container fixing jig that can be fixedly coupled to the container 50 below. This is because it can be easily loaded on a ship such as an actual container ship. The container body 11g is housed in the frame 10. Specifically, the first surface 11g-1 and the second surface 11g-2 of the container main body 11g are coupled to positions corresponding to two adjacent surfaces of the rectangular parallelepiped in the frame 10, respectively. Moreover, the 4th surface 11g-4 and the 5th surface 11g-5 are couple | bonded with the position corresponding to two surfaces which the rectangular parallelepiped in the flame | frame 10 opposes, respectively.

  FIG. 8B is a schematic perspective view showing another example of the configuration of the container according to the second embodiment of the present invention. A container 1 h as the container 1 includes a container main body 11 h and a frame 10. The container main body 11h has the same shape (but smaller than the frame 10) and configuration as the container 1b of FIG. 3B. In that case, the first surface 11h-1 corresponds to the first surface 1b-1, the second surface 11h-2 corresponds to the second surface 1b-2, and the third surface 11h-3 corresponds to the third surface 1b-3. The fourth surface 11h-4 corresponds to the fourth surface 1b-4, and the fifth surface 11h-5 corresponds to the fifth surface 1b-5. The frame 10 is assembled in a rectangular parallelepiped frame shape. The rectangular parallelepiped preferably has a container shape conforming to ISO standard 668. Moreover, it is preferable to have a container fixing jig that can be fixedly coupled to the container 50 below. This is because it can be easily loaded on a ship such as an actual container ship. The container body 11h is accommodated in the frame 10. Specifically, the first surface 11h-1 and the second surface 11h-2 of the co-container main body 11h are coupled to positions corresponding to two adjacent surfaces of the rectangular parallelepiped in the frame 10, respectively. Further, the fourth surface 11h-4 and the fifth surface 11h-5 are coupled to positions corresponding to two opposing surfaces of the rectangular parallelepiped in the frame 10, respectively.

  FIG. 8C is a schematic perspective view illustrating still another example of the configuration of the container according to the second embodiment of the present invention. A container 1 i as the container 1 includes a container main body 11 i and a frame 10. The container main body 11i has the same shape (but smaller than the frame 10) and configuration as the container 1c in FIG. 3C. In that case, the first surface 11i-1 corresponds to the first surface 1c-1, the second surface 11i-2 corresponds to the second surface 1c-2, and the third surface 11i-3 corresponds to the third surface 1c-3. The fourth surface 11i-4 corresponds to the fourth surface 1c-4. The frame 10 is assembled in a rectangular parallelepiped frame shape. The rectangular parallelepiped preferably has a container shape conforming to ISO standard 668. Moreover, it is preferable to have a container fixing jig that can be fixedly coupled to the container 50 below. This is because it can be easily loaded on a ship such as an actual container ship. The container main body 11 i is accommodated in the frame 10. Specifically, the first surface 11i-1 and the second surface 11i-2 of the co-container main body 11i are coupled to positions corresponding to two adjacent surfaces of the rectangular parallelepiped in the frame 10, respectively. The fourth surface 11g-4 is coupled to a corresponding position of the rectangular parallelepiped in the frame 10.

In this case, the arrangement for reducing the air resistance in the ship air resistance reduction method is as follows.
FIG. 9 is a schematic perspective view showing an example in which the containers 1g to 1i of FIGS. 8A to 8C are arranged on a plurality of stacked containers 50. FIG. In this example, the plurality of containers 50 are mounted side by side in the ship width direction (y direction) and the ship length direction (x direction), and stacked in the vertical direction (z direction) with respect to them. Containers 1i are arranged on both side surfaces in the ship width direction (y direction) of the upper front surface (surface in the + x direction) with respect to the plurality of containers 50 loaded. Further, the containers 1g are arranged side by side between the containers 1i arranged on both side surfaces. The container 1h is arrange | positioned on the both sides | surfaces of the ship width direction (y direction) in the container 50 arrange | positioned along with the ship width direction (y direction) on the back side (-x side).

  8A to 8C and FIG. 9, the container and ship air reduction method is the same as that in the case of FIGS. 3A to 3C and 4 in the first embodiment (including the case of FIG. 5). The effect of can be obtained. In addition, since the containers 1g, 1h, and 1i have the rectangular parallelepiped frame 10, they can be handled in the same manner as the normal container 50, and thus can be easily loaded on a ship such as a container ship. be able to.

Subsequently, a modified example of the container 1 will be described.
FIG. 10A to FIG. 10C are schematic perspective views illustrating modifications of the configuration of the container according to the first embodiment of the present invention. The containers 1j, 1k, and 1l of FIGS. 10A to 10C as the container 1 are the same as the containers 1g, 1h, and 1i of FIGS. These are replaced with the third surfaces 11j-3, 11k-3, and 11l-3, which are flat surfaces. About others, it is the same as that of the case of FIG. 8A-FIG. 8C. In that case, the first surfaces 11j-1, 11k-1, and 11l-1 correspond to the first surfaces 11g-1, 11h-1, and 11i-1, respectively, and the second surfaces 11j-2, 11k-2, and 11l. -2 corresponds to the second surfaces 11g-2, 11h-2, and 11i-2, respectively, and the fourth surfaces 11j-4, 11k-4, and 11l-4 respectively correspond to the fourth surfaces 11g-4 and 11h-4. , 11i-4, and the fifth surfaces 11j-5 and 11k-5 correspond to the fifth surfaces 11g-5 and 11h-5, respectively.

  FIG. 11 is a schematic perspective view showing an example in which the containers 1j to 1l of FIGS. 10A to 10C are arranged on a plurality of stacked containers 50. FIG. In this example, the plurality of containers 50 are mounted side by side in the ship width direction (y direction) and the ship length direction (x direction), and stacked in the vertical direction (z direction) with respect to them. Containers 11 are arranged on both side surfaces in the ship width direction (y direction) of the upper front surface (the surface in the + x direction) with respect to the plurality of stacked containers 50. Further, the containers 1j are arranged side by side between the containers 1l arranged on both side surfaces thereof. The container 1k is arrange | positioned on the both sides | surfaces of the ship width direction (y direction) in the container 50 arrange | positioned along with the ship width direction (y direction) on the back side (-x side).

  In the cases of FIGS. 10A to 10C and FIG. 11, the same effects as those of FIGS. 8A to 8C and FIG. 9 can be obtained. In addition, since the third surfaces 11j-3, 11k-3, and 11l-3 are flat surfaces, the containers 1j, 1k, and 11 are more easily manufactured.

  Each container 1 may be placed vertically to adjust the flow of wind. For example, the containers 1m and 1n in FIGS. 12A and 12B are obtained by vertically placing the containers 1h and 1k in FIGS. 8B and 10B, respectively. These are also provided at both ends of the containers 50 loaded in a matrix, thereby making it possible to smooth the flow of wind and suppress the generation of vortex flow.

  The present invention is not limited to the embodiments described above, and it is obvious that the embodiments can be appropriately modified or changed within the scope of the technical idea of the present invention.

1, 1a, 1b, 1c, 1d, 1e, 1f, 1g, 1h, 1i, 1j, 1k, 1l, 1m, 1n container 1a-1, 1b-1, 1c-1, 1d-1, 1e-1, 1f-1 1st surface 1a-2, 1b-2, 1c-2, 1d-2, 1e-2, 1f-2 2nd surface 1a-3, 1b-3, 1c-3, 1d-3, 1e- 3, 1f-3 Third surface 1a-4, 1b-4, 1c-4, 1d-4, 1e-4, 1f-4 Fourth surface 1a-5, 1b-5, 1d-5, 1e-5 5 sides 10 frames 11g, 11h, 11i, 11j, 11k, 11l, 11m, 11n Container body
11g-1, 11h-1, 11i-1, 11d-j, 11k-1, 11l-1 First surface 11g-2, 11h-2, 11i-2, 11d-j, 11k-2, 11l-2 2nd surface 11g-3, 11h-3, 11i-3, 11d-j, 11k-3, 11l-3 3rd surface 11g-4, 11h-4, 11i-4, 11d-j, 11k-4, 11l- 4 4th surface 11g-5, 11h-5, 11j-5, 11k-5 5th surface 30, 130 Hull 30a, 130a Upper deck 50, 150 Container

Claims (9)

A container mounted on a ship,
A main body having a shape in which a part of a rectangular parallelepiped is removed;
The tangent plane of the surface of the part from which the part has been removed intersects at an acute angle with respect to the plane including the bottom surface of the rectangular parallelepiped container. The container according to claim 1,
The container is chamfered so that a corner portion at an upper end in a longitudinal direction of the rectangular parallelepiped has a curved surface. The container according to claim 1,
The container is chamfered so that a corner portion at an upper end in a short direction of the rectangular parallelepiped has a curved surface. The container according to claim 1,
The main body is chamfered at the same time such that the corners at the upper end in the longitudinal direction and the corners at the upper end in the lateral direction of the rectangular parallelepiped have curved surfaces. The container according to claim 1,
The container is chamfered so that a corner of an upper end in a longitudinal direction of the rectangular parallelepiped has a flat surface. The container according to claim 1,
The container is chamfered so that a corner of an upper end in a short direction of the rectangular parallelepiped has a flat surface. The container according to claim 1,
The main body is chamfered at the same time so that the upper corner in the longitudinal direction and the upper corner in the lateral direction of the rectangular parallelepiped have a flat surface. In the container according to any one of claims 1 to 7,
Further comprising a frame assembled in the shape of a rectangular parallelepiped frame,
The main body is contained in the frame. Stacking multiple marine containers on the hull;
Arranging the container according to any one of claims 1 to 8 so as to reduce air resistance at at least one of an upper position, a front position, a rear position, and a corner portion of the plurality of stacked marine containers. A method for reducing the air resistance of a ship, comprising:

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