JP2013154756A - Multi-hull ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a multi-hull ship that can optimize hull arrangement and improve propelling performance while considering interference with longitudinal waves (Kelvin waves).SOLUTION: A multi-hull ship 1 includes a center hull 2 arranged at the center, and side hulls 3 arranged on both sides of the center hull 2. The side hulls 3 are arranged at further frontward positions than longitudinal waves K (Kelvin waves) to prevent interference with the longitudinal waves K generated from the center hull 2. The side hulls 3 can be a first side hull arranged at a further frontward position than the longitudinal waves K to prevent interference with the longitudinal waves K and a second side hull arranged at a further rearward position than the longitudinal waves K.

Description

  The present invention relates to a multihull ship having a plurality of hulls, and more particularly to a multihull ship capable of optimizing the hull arrangement.

  A multihull ship having a plurality of hulls is generally composed of a center hull disposed in the center and a plurality of side hulls disposed on both sides of the center hull, and is sometimes called a multi-hull ship. For example, a multihull with one center hull and two side hulls is called a trihull (trimaran), and a multihull with one center hull and four side hulls is called a five hull (pentamaran). Such a multihull ship is superior to a single hull consisting only of a center hull in terms of hull stability, speeding up of the ship, wide deck area, etc., and various hull arrangements have already been proposed. (For example, refer to Patent Document 1 and Patent Document 2).

  For example, the trimarine described in Patent Document 1 has a wedge-shaped member disposed at the rear end of the bottom of each hull in order to reduce the flooded area and reduce the resistance. Further, the drawings disclose a configuration in which the center hull is disposed in front of the side hull and a configuration in which the side hull is disposed in front of the center hull.

  Moreover, the multihull described in Patent Document 2 generates lift in a direction perpendicular to the front-rear direction of the side hull by rotating the side hull in the horizontal direction and adjusting the angular posture with respect to the traveling direction. The propulsion performance of the multihull ship is improved by using as a thrust the component parallel to the traveling direction of the multihull ship of the lift generated in the side hull. Further, the drawing discloses a three-hull boat in which a side hull is arranged near the rear end portion of the center hull, and a five-hull boat in which the side hull is arranged in the front-rear direction.

Japanese Utility Model Publication No.59-17792 JP 2011-157019 A

  In order to improve the propulsion performance of a high-speed multihull ship with a ship speed of 30 to 40 knots (about 15 to 20 m / s) or more, wave-making characteristics and attitude changes due to interference between the hulls (main hull and side hull) are important. It becomes. However, these studies are still insufficient, and in the field of multihull ships, the criteria for optimal hull arrangement are not clear. Therefore, when designing a multihull ship, the hull arrangement of a multihull ship already in service is often referred to, and the optimum hull arrangement has not always been made.

  By the way, when the ship moves on the surface of the water, the hull pushes the water separately, giving wave energy to the water, a transverse wave perpendicular to the traveling direction of the ship, and a longitudinal wave that diverges from the bow at a central angle of about 40 ° ( (Kelvin wave). When the longitudinal wave (Kelvin wave) generated by the center hull collides with the side hull, the wave resistance due to the wave interference and the frictional resistance due to the posture change increase, and the propulsion performance cannot be improved.

  In many of the multihull ships described in Patent Document 1 and Patent Document 2 described above, the side hull is disposed inside the longitudinal wave (Kelvin wave) generated by the center hull, and as a result, the longitudinal wave (Kelvin wave) is generated. It is configured not to collide with the side hull. However, considering the stability of the hull (sway), the expandability of the deck, etc., being limited to the hull arrangement described in the above-mentioned prior art deprives the design freedom and improves the propulsion performance. There is a limit.

  The present invention was devised in view of the above-described problems, and it is possible to optimize the hull arrangement in consideration of interference with longitudinal waves (Kelvin waves), and to improve propulsion performance. The purpose is to provide a multihulled ship.

  According to the present invention, in a multihull having a center hull disposed in the center and side hulls disposed on both sides of the center hull, the side hull interferes with a longitudinal wave generated from the center hull. In order to avoid this, a multihull boat is provided, which is arranged at a position ahead of the longitudinal wave.

  The said side hull may be arrange | positioned in the position where the hull center part and the hull center part of the said center hull correspond.

  The side hull includes a first side hull disposed at a position ahead of the longitudinal wave and a second side hull disposed at a position behind the longitudinal wave so as not to interfere with the longitudinal wave. You may have.

  Further, the first side hull may be disposed at a position where a center portion of the hull coincides with a center portion of the hull of the center hull. The second side hull may be disposed at a position where a rear end portion of the hull coincides with a rear end portion of the hull of the center hull.

  The separation distance of the second side hull from the center hull may be smaller than the separation distance of the first side hull from the center hull. Further, the first separation distance of the first side hull from the center hull has a relationship of (first separation distance / ship width) ≧ 1 with respect to the ship width of the center hull, The second separation distance from the center hull may have a relationship of (second separation distance / ship width) ≧ ½ with respect to the ship width of the center hull.

  According to the multihull ship of the present invention described above, the side hull is disposed at a position ahead of the longitudinal wave (Kelvin wave) of the center hull so that the side hull and the longitudinal wave (Kelvin wave) do not interfere with each other. Therefore, it is possible to suppress an increase in wave resistance due to wave interference and frictional resistance due to posture change. Therefore, the hull arrangement can be optimized in consideration of the interference with the longitudinal wave (Kelvin wave), and the propulsion performance can be improved.

  Moreover, by comprising a side hull with the 1st side hull arrange | positioned in the position ahead of a longitudinal wave (Kelvin wave), and the 2nd side hull arrange | positioned in the position behind a longitudinal wave (Kelvin wave). For example, even in the case of a five-hull ship, the hull arrangement can be optimized in consideration of interference with longitudinal waves (Kelvin waves), and the propulsion performance can be improved.

It is draft drawing sectional drawing which shows the hull arrangement | positioning of the multihull ship which concerns on 1st embodiment of this invention. It is a top view of the multihull shown in FIG. 1, (a) is 1st embodiment, (b) has shown the modification. It is draft sectional drawing which shows the multihull ship which concerns on other embodiment of this invention, (a) is 2nd embodiment, (b) has shown 3rd embodiment. It is draft drawing sectional drawing which shows the hull arrangement | positioning of the multihull ship which concerns on 4th embodiment of this invention. It is a top view of the multihull ship shown in FIG. 4, (a) has shown 4th embodiment, (b) has shown the modification. It is draft sectional drawing which shows the multihull ship which concerns on other embodiment of this invention, (a) has shown 5th embodiment, (b) has shown 6th embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. Here, FIG. 1 is a draft sectional view showing a hull arrangement of the multihull ship according to the first embodiment of the present invention. 2A and 2B are plan views of the multihull ship shown in FIG. 1, in which FIG. 2A shows the first embodiment, and FIG. 2B shows a modification.

  As shown in FIG. 1, the multihull 1 according to the first embodiment of the present invention includes a center hull 2 disposed in the center and side hulls 3 disposed on both sides of the center hull 2. The side hull 3 is arranged at a position ahead of the longitudinal wave K so as not to interfere with the longitudinal wave K (Kelvin wave) generated from the center hull 2. A longitudinal wave (Kelvin wave) generated by each hull (center hull 2 and side hull 3) is shown by a broken line.

  As shown in FIG. 1, the multihull ship 1 has a so-called trimaran structure having three hulls to be submerged, and includes one center hull 2 and both sides of the center hull 2. Two side hulls 3 arranged one by one.

  When the center hull 2 travels on the water surface, the center hull 2 pushes the water separately and generates a longitudinal wave K (Kelvin wave) that diverges from the bow at a central angle θ (= about 40 °). When the longitudinal wave K and the side hull 3 interfere with each other, the wave-making resistance due to the wave-making interference and the frictional resistance due to the posture change increase, and the propulsion performance cannot be improved. Therefore, the side hull 3 is disposed at a position ahead of the longitudinal wave K. Here, if the area ahead of the longitudinal wave K is displayed as a filled area as shown, the side hull 3 is arranged in the filled area.

  By the way, when the side hull 3 is arrange | positioned in the front position with respect to the center hull 2, it has been confirmed from the result of the water tank test that the resistance increase in waves becomes large, and it is preferable to arrange it as far back as possible. . On the other hand, as described above, it is necessary to avoid interference between the side hull 3 and the longitudinal wave K. Therefore, the side hull 3 in the first embodiment is disposed at a position where the center part of the hull (midship) and the center part of the hull of the center hull 2 (midship) coincide. In FIG. 1, the positions of the center part of the hull (midship) of the center hull 2 and the side hull 3 are indicated by a dashed line M.

  When the center line of the center hull 2 is L1 and the center line of the side hull 3 is L2, the distance D from the center hull 2 of the side hull 3 is defined by the distance from the ship side of the center hull 2 to the center line L2. Is done. Here, when the ship width of the center hull 2 is W, in the illustrated first embodiment, the relationship of the separation distance D> the ship width W is satisfied, and (the separation distance D / the ship width W)> 1. Have a relationship. The lower limit of the separation distance D is defined by the positional relationship with the longitudinal wave K, and the upper limit is defined by various conditions such as the size of the multihull ship 1 and the loading capacity.

  A longitudinal wave (Kelvin wave) is also generated from the side hull 3. When the longitudinal wave of the side hull 3 collides with the center hull 2, the frictional resistance is increased due to the posture change, but this longitudinal wave interferes with the longitudinal wave K of the center hull 2 at the point P as shown in the figure. . In general, since the longitudinal wave of the side hull 3 is smaller than the longitudinal wave K of the center hull 2, the longitudinal wave of the side hull 3 is attenuated by the interference with the longitudinal wave K of the center hull 2, and the above-described increase in frictional resistance is caused. Can be reduced.

  In particular, the side hull 3 is arranged such that the separation distance D of the side hull 3 is adjusted so that the longitudinal valley (phase) of the longitudinal wave of the side hull 3 and the trough (phase) of the longitudinal wave K of the center hull 2 are inverted. By doing so, the longitudinal wave of the side hull 3 and the longitudinal wave K of the center hull 2 can be effectively attenuated.

  Further, as shown in FIG. 2A, the multihull 1 includes a deck 4 disposed on the center hull 2, a steering chamber 5 disposed on the deck 4, and a frame 6 that supports the side hull 3. And have. On the deck 4, in addition to the wheelhouse 5, necessary facilities and equipment such as a living area, a guest room, a heliport, a cargo handling space, and the like are arranged. For example, the frame 6 extends from the side surface portion of the center hull 2 and is connected to the upper portion of the side hull 3. Further, as shown in FIG. 2B, the multihull ship 1 may be configured such that the frame 6 is formed large and the upper part thereof is used as the deck 4.

  As shown in FIG. 1, the center hull 2 is formed so that the center angle φ from the bow is smaller than the center angle θ of the longitudinal wave K. However, the center hull 2 is not limited to such a configuration. May be formed larger than the central angle θ of the longitudinal wave K.

  According to the multihull 1 according to this embodiment described above, the side hull 3 and the longitudinal wave K (Kelvin wave) are arranged in a position ahead of the longitudinal wave K (Kelvin wave) of the center hull 2. Can be prevented from interfering with each other, and it is possible to suppress an increase in wave resistance due to wave-making interference and frictional resistance due to posture change. Accordingly, the hull arrangement can be optimized in consideration of the interference with the longitudinal wave K (Kelvin wave), and the propulsion performance can be improved.

  Here, another embodiment of the present invention in the case where the multihull ship 1 is a trihull ship will be described with reference to FIG. Drawing 3 is a draft sectional view showing a multihull ship concerning other embodiments of the present invention, (a) shows a second embodiment and (b) shows a third 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.

  In the multihull 1 according to the second embodiment shown in FIG. 3A, the side hull 3 is arranged behind the center part of the hull (midship) of the center hull 2. If the position of the center part of the hull of the center hull 2 is indicated by a one-dot chain line M1, and the position of the center part of the hull of the side hull 3 is indicated by a one-dot chain line M2, the one-dot chain line M2 is arranged behind the one-dot chain line M1. Also in the second embodiment, the side hull 3 is arranged at a position ahead of the longitudinal wave K so as not to interfere with the longitudinal wave K (Kelvin wave) generated from the center hull 2. Therefore, also in the multihull 1 which concerns on 2nd embodiment, there exists an effect similar to 1st embodiment mentioned above.

  The multihull ship 1 according to the third embodiment shown in FIG. 3B has a relationship of separation distance D = ship width W. That is, the multihull ship 1 has a relationship of (separation distance D / ship width W) = 1. By setting the structure of the center hull 2 and the side hull 3 and the hull arrangement to such conditions, it is possible to effectively suppress the increase of the wave resistance due to the wave interference and the frictional resistance due to the attitude change, thereby improving the propulsion performance. Can be achieved.

  Next, another embodiment of the present invention in the case where the multihull ship 1 is a five-hull ship will be described with reference to FIGS. Here, FIG. 4 is a draft sectional view showing a hull arrangement of the multihull ship according to the fourth embodiment of the present invention. FIG. 5 is a plan view of the multihull ship shown in FIG. 4, wherein (a) shows a fourth embodiment and (b) shows a modification. Drawing 6 is a draft sectional view showing a multihull ship concerning other embodiments of the present invention, (a) shows a 5th embodiment and (b) shows a 6th 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 multihull 1 according to the fourth embodiment shown in FIG. 4 includes a first side hull 31 arranged at a position ahead of the longitudinal wave K so that the side hull 3 does not interfere with the longitudinal wave K (Kelvin wave). And a second side hull 32 disposed at a position behind the longitudinal wave K. As shown in the figure, the multihull ship 1 has five hulls and is generally called a five-hull ship (pentamaran).

  In the fourth embodiment, the relationship between the center hull 2 and the first side hull 31 has the same configuration as the trimaran according to the first embodiment described above. Therefore, for example, the first side hull 31 is arranged at a position where the center part of the hull (midship) and the center part of the hull of the center hull 2 (midship) coincide.

  By the way, it has been confirmed from the results of the water tank test that the second side hull 32 is more advantageous in terms of rocking performance than the rear side of the center hull 2. It is preferable to arrange in. On the other hand, when the hull rear end portion of the second side hull 32 is arranged behind the hull rear end portion of the center hull 2, the captain of the multihull ship 1 is changed. The impact on the hull design is great.

  Therefore, the second side hull 32 is disposed at a position where the rear end of the hull coincides with the rear end of the hull of the center hull 2. In FIG. 4, the positions of the hull rear ends of the center hull 2 and the side hull 3 are indicated by a one-dot chain line R.

  Further, when the center line of the center hull 2 is L1, the center line of the first side hull 31 is L2, and the center line of the second side hull 32 is L3, the first separation distance D1 from the center hull 2 of the first side hull 31 Is defined by the distance from the ship side of the center hull 2 to the center line L2, and the second separation distance D2 of the second side hull 32 from the center hull 2 is determined by the distance from the ship side of the center hull 2 to the center line L3. Defined.

  The second separation distance D2 of the second side hull 32 from the center hull 2 is formed smaller than the first separation distance D1 of the first side hull 31 from the center hull 2. That is, the center line L2 and the center line L3 do not coincide with each other, and the center line L3 is arranged on the inner side (closer to the center line L1) than the center line L2.

  In this way, by disposing the second side hull 32 inward rather than directly behind the first side hull 31, interference between the wake of the first side hull 31 and the second side hull 32 can be suppressed. The momentum deficiency of the second side hull 32 can be suppressed, and the separation of the water flow in the second side hull 32 can be suppressed, and the increase in resistance in the second side hull 32 can be suppressed.

  When the ship width of the center hull 2 is W, in the illustrated fourth embodiment, the first separation distance D1 from the center hull 2 of the first side hull 31 is (first The separation distance D1 / ship width W)> 1 and the second separation distance D2 from the center hull 2 of the second side hull 32 is (second separation distance D2 // The ship width W)> 1/2.

  The lower limit of the first separation distance D1 is defined by the positional relationship with the longitudinal wave K, the upper limit is defined by various conditions such as the size and loading capacity of the multihull ship 1, and the upper limit of the second separation distance D2 is the longitudinal wave. The lower limit is defined by various conditions such as the size of the multihull ship 1 and the loading capacity.

  Moreover, the multihull 1 supports the deck 4 arrange | positioned on the center hull 2, the wheelhouse 5 arrange | positioned on the deck 4, and the 1st side hull 31, as shown to Fig.5 (a). A first frame 61 and a second frame 62 that supports the second side hull 32 are provided. On the deck 4, in addition to the wheelhouse 5, necessary facilities and equipment such as a living area, a guest room, a heliport, a cargo handling space, and the like are arranged. The first frame 61 and the second frame 62 are extended from, for example, a side surface portion of the center hull 2, and are connected to upper portions of the first side hull 31 and the second side hull 32, respectively. Further, as shown in FIG. 5B, the frame 6 in which the first frame 61 and the second frame 62 are integrated may be formed, and the upper part thereof may be used as the deck 4.

  As described above, the multihull ship 1 is a five-hull ship having the first side hull 31 and the second side hull 32, so that the stability of the hull can be achieved. In particular, the deck 4 is expanded. The hull can be reduced. In particular, by arranging the first side hull 31 and the second side hull 32 so as not to interfere with the longitudinal wave K (Kelvin wave) of the center hull 2, the hull arrangement can be optimized and the propulsion performance can be improved. You can plan.

  In the multihull ship 1 according to the fifth embodiment shown in FIG. 6A, the hull rear end portion of the second side hull 32 is arranged at a position ahead of the hull rear end portion of the center hull 2. In FIG. 6A, the position of the hull rear end of the center hull 2 is indicated by a one-dot chain line R. As described above, the second side hull 32 is preferably arranged as far back as possible. However, depending on the shape, loading capacity, use, etc. of the multihull ship 1, as shown in the figure, the rear end of the hull of the second side hull 32 is shown. The position of the part and the position of the rear end of the hull of the center hull 2 may not be matched.

  The multihull ship 1 according to the sixth embodiment shown in FIG. 6B has a relationship of the first separation distance D1 = the ship width W and the second separation distance D2 = ½ of the ship width W. is there. That is, the multihull ship 1 has a relationship of (first separation distance D1 / ship width W) = 1 and (second separation distance D2 / ship width W) = 1/2. Furthermore, the first separation distance D1 can be paraphrased as being twice as large as the second separation distance D2. By setting the structure and hull arrangement of the center hull 2 and the first side hull 31 and the second side hull 32 to such conditions, it is possible to effectively suppress an increase in wave resistance due to wave interference and frictional resistance due to posture changes. The propulsion performance can be improved.

  The present invention is not limited to the above-described embodiment, for example, the configuration of the second embodiment may be combined with the fourth embodiment, can be applied to a multi-hull boat of seven or more boats, etc. Of course, various modifications can be made without departing from the spirit of the present invention.

1 Multihull 2 Center hull 3 Side hull

Claims (7)

In a multihull having a center hull disposed in the center and side hulls disposed on both sides of the center hull,
The multihull, wherein the side hull is disposed at a position ahead of the longitudinal wave so as not to interfere with the longitudinal wave generated from the center hull.   2. The multihull ship according to claim 1, wherein the side hull is disposed at a position where a center portion of the hull and a center portion of the hull of the center hull coincide with each other.   The side hull includes a first side hull disposed at a position ahead of the longitudinal wave and a second side hull disposed at a position behind the longitudinal wave so as not to interfere with the longitudinal wave. The multihull ship according to claim 1.   4. The multihull ship according to claim 3, wherein the first side hull is disposed at a position where a center portion of the hull and a center portion of the hull of the center hull coincide with each other.   5. The multihull ship according to claim 3, wherein the second side hull is disposed at a position where a rear end portion of the hull and a rear end portion of the center hull coincide with each other.   The multi-body of claim 3, wherein a separation distance of the second side hull from the center hull is smaller than a separation distance of the first side hull from the center hull. boat.   The first separation distance from the center hull of the first side hull has a relationship of (first separation distance / ship width) ≧ 1 with respect to the ship width of the center hull, and the center hull of the second side hull 7. The multihull ship according to claim 6, wherein the second separation distance from the center hull has a relationship of (second separation distance / ship width) ≧ 1/2 with respect to the ship width of the center hull.