JP2014148282A - Craft - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide craft capable of achieving improvement of fuel efficiency of the craft by reducing wind resistance generated in a superstructure.SOLUTION: Craft 1 includes a superstructure 10 that is provided on an upper deck 2. The superstructure 10 has a first structure division 12a, and a second structure division 12b that is arranged adjacently to a stern side with respect to the first structure division 12a. Both side surfaces s3 of the second structure division 12b in a craft width direction are positioned outside with respect to both side surfaces s2 of the first structure division 12a in the craft width direction.

Description

  The present invention relates to a ship.

  In general, an upper structure including a bridge and a residential area is provided on the upper deck of a ship (see Patent Document 1). The upper structure projects upward from the upper deck in order to secure a field of view in a wider range. In addition, it becomes an upper structure having a relatively large volume in order to secure a specification room, public room, bridge, warehouse, and the like. Therefore, the upper structure basically has a rectangular parallelepiped shape. Accordingly, the upper structure is subject to wind, and a large wind pressure resistance is likely to be generated in the upper structure.

Japanese Patent Laid-Open No. 11-029090

  Therefore, an object of the present invention is to provide a ship capable of reducing the wind pressure resistance generated in the superstructure and improving the fuel efficiency of the ship.

  A ship according to one aspect of the present invention includes an upper structure provided on an upper deck, and the upper structure is adjacent to the stern side of the first structure part and the first structure part. The both side parts of the second structure part in the ship width direction are located outside the both side parts of the first structure part in the ship width direction.

  In the ship according to one aspect of the present invention, both side portions of the second structure portion in the ship width direction are positioned outside both side portions of the first structure portion in the ship width direction. In this case, since the front projected area of the upper structure is increased, it seems that the wind pressure resistance received by the upper structure is increased. However, as a result of intensive studies by the present inventors, it has been found that the wind pressure resistance is rather reduced when the superstructure is configured as described above. The reason for this is considered as follows. When the wind relatively flows from the bow side toward the stern side, the first structure portion receives the wind when viewed from above. At this time, separation of the flow occurs in the vicinity of the side portion located on the bow side and both sides of the first structure portion, and the wind flows separately on both sides of the first structure portion. When viewed from above, the separated flow generates a laminar flow that flows toward the stern side (downstream side) and spreads in the width direction as it goes toward the stern, and a vortex flow that flows inside the laminar flow. Here, as in the case of a ship according to one aspect of the present invention, both side portions of the second structure portion in the ship width direction are located outside the both side portions of the first structure portion in the ship width direction. The laminar flow can easily flow smoothly along the outer shape of the upper structure. Therefore, the air resistance coefficient (so-called Cd value) of the upper structure is reduced. The degree of improvement of the air resistance coefficient at this time is extremely large compared to the increase of the front projection area. Therefore, it is possible to reduce the wind pressure resistance proportional to the multiplication value of the front projected area and the air resistance coefficient. As described above, the fuel efficiency of the ship can be improved, and it is possible to greatly contribute to energy saving. In addition, since the upper structure has the second structure part that is wider than the first structure part, the volume of the upper structure is increased, so that the width of the first structure part in the ship width direction is further reduced. In addition, it becomes possible to chamfer the corners of the first structure portion located on the bow side and on both sides, and wind pressure resistance can be further reduced.

  The length of the first structure part in the ship length direction is X, and in the ship width direction, the side part located on the starboard side in the second structure part from the side part located on the starboard side in the first structure part. Is Yr, and in the ship width direction, the linear distance from the side portion located on the port side of the first structure portion to the side portion located on the port side of the second structure portion is Yl. In this case, Yr ≦ 0.5X and Yl ≦ 0.5X may be satisfied. In this case, both side portions of the second structure portion in the ship width direction are likely to be located in the boundary region between the laminar flow and the vortex generated at the downstream side of the separation point. Therefore, the laminar flow becomes easier to flow along the outer shape of the upper structure, and the air resistance coefficient becomes smaller. As a result, wind pressure resistance can be further reduced.

  You may satisfy | fill 0.2X <= Yr <= 0.35X and 0.2X <= Yl <= 0.35X. In this case, both side portions of the second structure portion in the ship width direction are more easily located in the boundary region between the laminar flow and the vortex flow generated on the downstream side of the separation point. Therefore, the laminar flow becomes easier to flow along the outer shape of the upper structure, and the air resistance coefficient becomes smaller. As a result, wind pressure resistance can be further reduced.

  The upper structure further includes a third structure portion arranged so as to be adjacent to both sides of the first structure portion in the ship width direction, and the height of the third structure portion is the second structure portion. It may be lower than the height. In this case, when viewed from the side, the upper structure is stepped so as to become higher toward the stern, so that the wind that flows above the upper structure from the bow side toward the stern side, It becomes easy to flow smoothly along. Therefore, the air resistance coefficient of the upper structure becomes smaller. As a result, wind pressure resistance can be further reduced.

  ADVANTAGE OF THE INVENTION According to this invention, the ship which can reduce the wind-pressure resistance which arises in a superstructure, and can aim at the fuel consumption improvement of a ship can be provided.

FIG. 1 is a perspective view mainly showing an upper structure in a ship according to the present embodiment. FIG. 2 is a top view showing the upper structure. FIG. 3 is a perspective view showing a model of the superstructure used in the wind tunnel test. FIG. 4 is a perspective view showing a model of the superstructure used in the wind tunnel test. FIG. 5 is a diagram showing a wind tunnel test result.

  Embodiments of the present invention will be described with reference to the drawings. However, the following embodiments are exemplifications for explaining the present invention and are not intended to limit the present invention to the following contents. In the description, the same reference numerals are used for the same elements or elements having the same function, and redundant description is omitted.

  The ship 1 which concerns on this embodiment is provided with the hull 3 which has the upper deck 2, and the upper structure 10 provided on the upper deck 2, as FIG.1 and FIG.2 shows.

  The superstructure 10 includes a residential area 12, a bridge 14, a dodger 16, and a chimney 18. The residential area 12 is a structure used as a sailor's room or the like. The residential area 12 includes a first structure portion 12a, a pair of second structure portions 12b, and a pair of third structure portions 12c.

  Each of the first to third structure portions 12a to 12c has a rectangular parallelepiped shape. The first structure portion 12a and the pair of second structure portions 12b are arranged in the direction of the ship length (front and back) so that the first structure portion 12a is located on the bow side and the second structure portion 12b is located on the stern side. Direction). That is, the first structure portion 12a and the pair of second structure portions 12b are adjacent to each other in the ship length direction. The pair of third structure parts is located on both sides of the first and second structure parts 12a, 12b so that the captain extends from the bow side of the first structure part 12a to the stern side of the second structure part 12b. Extending in the direction. That is, the 1st and 2nd structure parts 12a and 12b and the 3rd structure part 12c are adjacent in the ship width direction. The first to third structure parts 12a to 12c are integrally formed with each other.

  The first structure portion 12a includes a side surface s1 that faces the bow side, a pair of side surfaces s2 that faces both sides, and a pair of corner portions c1 that connect the side surfaces s1 and s2. Therefore, a pair of corner | angular part c1 is located in the bow side and both sides. In the present embodiment, the corner portion c1 has a substantially right-angle shape. The corner portion c1 may be chamfered in a flat shape or a curved shape.

  A pair of 2nd structure part 12b is located in a line with the ship width direction so that the chimney part 18 may be located in between. The height of the second structure portion 12b is set to be approximately the same as the height of the first structure portion 12a in the present embodiment. The second structure portion 12b includes a pair of side surfaces s3 that face each other in the ship width direction. These side surfaces s3 are located outside the side surfaces s2 of the first structure. Therefore, a step is formed at the boundary between the first structure portion 12a and the second structure portion 12b in the ship length direction.

In this embodiment, parameters X, Yr and Yl are respectively
X: Length of the first structural part 12a in the ship length direction Yr: Positioned on the starboard side of the second structure part 12b from the side surface s2 located on the starboard side of the first structure part 12a in the ship width direction Linear distance to the side surface s3 to be performed Yl: In the ship width direction, a linear distance from a side portion located on the port side of the first structure portion to a side portion located on the port side of the second structure portion , It is preferable that the expressions (1) and (2) are satisfied, and it is more preferable that the expressions (3) and (4) are satisfied.
Yr ≦ 0.5X (1)
Yl ≦ 0.5X (2)
0.2X ≦ Yr ≦ 0.35X (3)
0.2X ≦ Yl ≦ 0.35X (4)
Note that the length X may satisfy Expression (5) in relation to the width Yo of the first structure portion in the ship width direction.
X <1.71 Yo (5)

  The pair of third structure portions 12c are arranged in the ship width direction so that the first and second portions 12a and 12b are located therebetween. The height of the third portion 12c is set to be lower than the height of the first and second portions 12a and 12b in the present embodiment.

  The bridge 14 includes a maneuvering room, and is positioned above the first structure portion 12a so that the front can be widely viewed during maneuvering. The dodger 16 extends from both sides of the bridge 14 toward the side, and is supported by the third structure portion 12c via a support column 16a. The dodger 16 is provided for the purpose of monitoring both sides of the ship 1 when maneuvering at the time of berthing or leaving the berth.

  By the way, in the ship 1 which concerns on this embodiment, when a wind flows relatively toward a stern side from a bow side, seeing from upper direction, the 1st structure part 12a receives a wind first. At this time, separation of the flow occurs in the vicinity of the corners c1 located on the bow side and both sides of the first structure portion 12a, and the wind flows separately on both sides of the first structure portion 12a. When viewed from above, the separated flow generates a laminar flow F1 that flows in the stern side (downstream side) while expanding in the width direction as it goes toward the stern, and a vortex flow that flows inside the laminar flow F1 (FIG. 1). reference).

  At this time, in the ship 1 according to the present embodiment, both side surfaces s3 of the second structure portion 12b in the ship width direction are positioned outside the both side surfaces s2 of the first structure portion 12a in the ship width direction. Therefore, the laminar flow F <b> 1 can easily flow smoothly along the outer shape of the upper structure 10. Therefore, the air resistance coefficient (so-called Cd value) of the upper structure 10 is reduced. The degree of improvement of the air resistance coefficient at this time is extremely large compared to the increase of the front projection area. Therefore, it is possible to reduce the wind pressure resistance proportional to the multiplication value of the front projected area and the air resistance coefficient. As described above, the fuel efficiency of the ship 1 can be improved, and it can greatly contribute to energy saving. In addition, since the upper structure 10 has the second structure part 12b wider than the first structure part 12a, the volume of the upper structure 10 is increased, so that the width of the first structure part in the ship width direction is increased. It is possible to further narrow Yo, and to chamfer the corner portion c1 of the first structure portion located on the bow side and on both sides, so that the wind pressure resistance can be further reduced.

  In the ship 1 which concerns on this embodiment, Formula (1) and Formula (2) are satisfy | filled, Preferably Formula (3) and Formula (4) are satisfy | filled. Therefore, the laminar flow F1 is likely to flow more smoothly along the outer shape of the upper structure 10, and the air resistance coefficient is further reduced. As a result, wind pressure resistance can be further reduced.

  In the ship 1 according to the present embodiment, the upper structure 10 further includes a third structure portion 12c disposed so as to be adjacent to both sides of the first and second structure portions 12a and 12b in the ship width direction. And the height of the third structure portion 12c is lower than the height of the first and second structure portions 12a and 12b. Therefore, since the upper structure 10 has a stepped shape so as to increase toward the stern when viewed from the side, the wind F2 flowing above the upper structure 10 from the bow side toward the stern side (see FIG. 1). However, it becomes easy to flow smoothly along the outer shape of the upper structure 10. Therefore, the air resistance coefficient of the upper structure 10 becomes smaller. As a result, wind pressure resistance can be further reduced.

  Here, a test for confirming that the wind pressure resistance was reduced in the upper structure 10 included in the ship 1 according to the present embodiment was performed. Specifically, models A to C of the upper structure 10 were prepared and a wind tunnel test was performed to determine the wind pressure resistance. As shown in FIG. 3, the model A was provided with a residential area 12, a bridge 14, a dodger 16, and a chimney 18. The residential area 12 of the model A had a first structure part 12a and a third structure part 12c arranged adjacent to both sides of the first structure part 12a and the chimney part 18. As shown in FIG. 4, the residential area 12 of the model B includes first to third structure parts 12 a to 12 c, and both side surfaces of the second structure part 12 b in the ship width direction are in the ship width direction. It is the same surface as the both side surfaces of the first structure portion 12a, and the pair of third portions 12c is located on both sides of the first and second structure portions 12a and 12b from the bow side of the first structure portion 12a. It was the same as the model A except that it extended toward the stern side of the second structure portion 12b. As shown in FIG. 1, the model C had a shape corresponding to the upper structure 10 of the ship 1 according to the above-described embodiment. In these models A to C, the test was performed using a total of six models, with the corner portion c1 having a substantially right-angled shape as type 1 and the corner portion c1 chamfered in a planar shape as type 2.

  The test results are shown in FIG. In FIG. 5, the resistance reduction rate is taken as the vertical axis, and the test results were evaluated based on the magnitude of this resistance reduction rate. The resistance reduction rate is a percentage of the wind pressure resistance of the target model based on the wind pressure resistance obtained in the type 1 model A. Therefore, the resistance reduction rate of the type 1 model A is 100%. If the wind pressure resistance of the target model is smaller than the wind pressure resistance of the type 1 model A, the resistance reduction rate becomes smaller than 100%. That is, the smaller the resistance reduction rate, the smaller the wind pressure resistance generated in the upper structure 10.

  As shown in FIG. 5, when the models A to C were compared with the same type, the resistance reduction rate of the model C was the smallest. Therefore, it was confirmed that the wind pressure resistance is reduced in the upper structure 10 included in the ship 1 according to the present embodiment, and the fuel efficiency of the ship 1 according to the present embodiment is improved. Further, when the type 1 model and the type 2 model are compared, the wind pressure resistance is lower in the upper structure 10 in the other type 2 type in which the corner c1 is chamfered, and the fuel efficiency of the ship 1 is improved. It was confirmed.

  As mentioned above, although embodiment of this invention was described in detail, this invention is not limited to above-described embodiment. For example, although the first to third structure portions 12a to 12c are integrally configured in the above embodiment, they may be separated so as to have a predetermined interval.

  In the above embodiment, the height of the second structure portion 12b is approximately the same as the height of the first structure portion 12a. However, the height of the second structure portion 12b is higher than the height of the first structure portion 12a. May be higher. When the height of the second structure portion 12b is higher than the height of the first structure portion 12a, the first and second structures 12a and 12b are stepped so as to increase toward the stern when viewed from the side. Therefore, the wind that flows above the upper structure from the bow side toward the stern side becomes easier to flow along the outer shape of the upper structure. Therefore, the air resistance coefficient of the upper structure becomes smaller. As a result, the wind pressure resistance can be further reduced.

  DESCRIPTION OF SYMBOLS 1 ... Ship, 10 ... Superstructure, 12 ... Living area, 12a ... 1st structure part, 12b ... 2nd structure part, 12c ... 3rd structure part.

Claims (4)

It has a superstructure on the upper deck,
The upper structure has a first structure part and a second structure part arranged so as to be adjacent to the stern side of the first structure part,
The ship in which the both sides of the 2nd structure part in the ship width direction are located outside the both sides of the 1st structure part in the ship width direction. The length of the first structure portion in the ship length direction is X,
In the ship width direction, Yr is a linear distance from the side portion located on the starboard side of the first structure portion to the side portion located on the starboard side of the second structure portion,
In the ship width direction, when the linear distance from the side portion located on the port side of the first structure portion to the side portion located on the port side of the second structure portion is Yl,
The ship according to claim 1 satisfying Yr ≦ 0.5X and Yl ≦ 0.5X.   The ship according to claim 2 satisfying 0.2X ≦ Yr ≦ 0.35X and 0.2X ≦ Yl ≦ 0.35X. The upper structure further includes a third structure portion arranged so as to be adjacent to both sides of the first structure portion in the ship width direction,
The ship according to any one of claims 1 to 3, wherein a height of the third structure portion is lower than a height of the second structure portion.

Images