JP2016094178A - Ship type of high speed vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a ship type which reduces wave-making resistance in a high speed vessel having a sea speed of a Froude number 0.32 or greater.SOLUTION: A ship type has a shape in which, in a shape of load water line, width is gradually narrowed in a curved manner from an SS6 position backward, and it is the narrowest at 1/2 position of SS4 and formed to be 90% of the maximum width, and toward the rear side from there, the width is widened gradually in a curved manner, and the width is the widest at an SS3 position, and also, at each position between the SS6 position and the SS3 position, the width below the load water line does not become wider than the width at the load water line. Thereby, in a region from the SS6 position to the SS3 position especially in a high speed region in which a Froude number is 0.32 or greater while a ship body is travelling, a pressure drop phenomenon occurred in a conventional ship type is alleviated and a so-called wave valley becomes small, so that a wave-making phenomenon generating around the ship body is also alleviated. Therefore, an effect can be acquired in which a wave-making resistance reduces, and accordingly, a main machine horse power required for propelling the ship body is further reduced than that of the conventional ship type.SELECTED DRAWING: Figure 14

Description

  The present invention relates to a hull form of a high-speed ship.

  As shown in FIG. 1 for the conventional hull form of a high-speed ship having a voyage speed of a speed function representing a ship speed of 0.32 or more, the front end of the hull 1 is composed of a bow material 2 and a bow valve 3; The rear end is composed of the stern material 4, and the bottom between the front end and the rear end is composed of the ship bottom 5. In the front half of the hull 1, the bottom 5 is composed on the base line BL, Is substantially straight from the base line BL and rounded up to the rear. The rear end is connected to the stern material 4. Further, in the latter half of the hull 1, a skeg 6 is provided between the bottom 5 and the base line BL. Moreover, although the top view of the full load water line LWL of the hull 1 is shown in FIG.2 and FIG.3, the longitudinal direction shape of the full load water line LWL of the hull 1 is gradually curvilinear and width | variety toward the back from the bow line FP of the front end. It is formed to have a maximum width B1 at the SS6 position 40% behind the length Lpp between the bow normal FP and the SS3 position between the SS6 position and 70% behind the length Lpp between the bow perpendicular FP. It is formed in a straight line with a large B1 and further connected to the stern member 4 at the rear end with a gradually curving shape from the SS3 position toward the rear. Further, as shown in FIG. 8 to FIG. 10, at each position from the SS6 position to the SS3 position, it is formed in a cross-sectional shape in which the width below the full load water line is not wider than the maximum width B1. 4 to 13 show a cross-sectional shape between the vicinity of the full-length draft line LWL and the bottom 5 at each position of the hull 1 between the bow perpendicular line FP and the stern perpendicular line AP. 2 to 13, since the hull 1 is bilaterally symmetrical with respect to the hull center line CL, only the port side is shown and the starboard side is omitted.

When the hull 1 of the above-described conventional high-speed ship is running, waves are generated from around the hull. Especially when the fluid number representing the ship speed is 0.32 or more, the so-called hull between SS6 and SS3. The pressure drop in the central area becomes so great that the so-called wave troughs become larger, which increases the wave-making phenomenon around the hull, which increases the wave-making resistance, and accordingly the main horsepower required for propulsion of the hull. Is also increased. The fluid number Fn of the function representing the ship speed is expressed by the following equation.
Fn = V / (g * L) ^0.5 where V is the ship speed, g is the acceleration of gravity, and L is the captain

  As described above, when the hull is moving in a conventional high-speed ship, the wave-making resistance due to the phenomenon of the waves generated around the hull is particularly between SS6 and SS3 when the fluid number reaches a high-speed range of 0.32 or more. The pressure drop in the so-called hull central area and so-called wave troughs increase, so that the wave-making phenomenon around the hull increases, so the wave-making resistance increases rapidly, which is necessary for propulsion of the hull. There is a problem that the main horsepower is also increased.

Means for Solving the Invention

  Therefore, the present application has been invented in view of the above problems, and is a hull form of a high-speed ship having a voyage speed with a fluid number representing a ship speed of 0.32 or more. The width gradually increases in a curved line from the bow perpendicular to the rear, and the maximum width is formed at the SS6 position 40% behind the length between the bow perpendicular and 70% of the length between the SS6 position and the bow perpendicular to the perpendicular. Between the rear SS3 positions, the straight line is formed with the maximum width, and further, the width is gradually reduced from the SS3 position toward the rear, and the width is narrowed to be connected to the rear stern material, and the SS6 position and the SS3 position are also formed. In a hull form with a cross-sectional shape in which the width below the full load water line does not extend beyond the maximum width at each position between the positions, the longitudinal direction shape of the full load water line is rearward from the SS6 position 40% behind the vertical line from the bow perpendicular Gradually curving and narrowing towards The narrowest at the SS4 1/2 position 50% and 5 minutes behind the length from the bow perpendicular to the SS4 1/2 position, forming the maximum width of 90%, and gradually widen in the curve toward the rear, the bow It is formed in the maximum width at the SS3 position 70% behind the vertical line to the vertical line, and the width below the full load water line is not wider than the width at the full load water line at each position between the SS6 position and the SS3 position. Features a hull form.

Effect of the invention

  When the hull is sailing with the hull shape as described above, the pressure drop seen in the conventional hull shape, especially in the high hull region where the fluid number is 0.32 or more, in the hull central area between the SS6 position and the SS3 position This phenomenon is alleviated and so-called wave troughs are reduced, so that the wave-making phenomenon that occurs around the hull is also mitigated, so that the wave-making resistance is reduced, and the main horsepower required for propulsion of the hull is also increased compared to the conventional hull form. A reduced effect is obtained.

  Examples of the present application will be described below. 14 shows a side view of the hull, FIG. 15 shows an XV-XV sectional arrow view in FIG. 14, and FIG. 16 shows an XVI-XVI sectional arrow view in FIG. In the figure, the same reference numerals and the same reference numerals as those of the conventional ones represent the same constituent members as those of the conventional ones, and the description thereof will be omitted. As shown in FIG. 14, the hull 7 is composed of the bow material 2 and the bow valve 3, the rear end is composed of the stern material 4, and the ship bottom between the front end and the rear end is composed of the ship bottom material 5. . At this time, the bottom material 5 is configured on the base line BL in the front half of the hull 7, and the bottom material 5 is configured by gradually rounding up from the base line BL in the rear half, and the rear end is connected to the stern material 4. ing. Further, a skeg 6 is provided from the front of the stern vertical line AP between the bottom 5 of the hull 7 and the base line BL. On the other hand, the longitudinal shape of the full load water line LWL of the hull 7 is shown in FIG. 15 and FIG. 16, but the width of the full load water line LWL of the hull 7 gradually increases in a curved line as it goes rearward from the bow perpendicular line FP. It is formed so as to have the maximum width B1, and gradually narrows in a curved shape from the SS6 position to the rear, and is narrowed most at the SS41 / 2 position between SS5 and SS4 to 90% of the maximum width B1 to B2. It is formed so as to gradually expand in a curved shape as it goes rearward from the position, and is formed so as to have the maximum width B1 at the SS3 position, and further, gradually becomes narrower in a curved shape as it goes rearward from the SS3 position, and the rear end is formed in the stern material 4. Concatenated structure. Next, between SS6 and SS3 of the hull 7, FIG. 17 shows a cross-sectional view at SS51 / 2 at an intermediate position between SS6 and SS5, FIG. 18 shows a cross-sectional view at SS5, and FIG. 20 shows a cross-sectional view at SS41 / 2 at an intermediate position between SS4 and SS4, and FIG. 20 shows a cross-sectional view at SS31 / 2 at an intermediate position between SS4 and SS3, respectively. The width below the full load water line LWL at the position is formed so as not to be wider than the width at the full load water line LWL. 15 to 20, since the hull 7 is symmetrical, only the port side is displayed with respect to the hull center line CL, and the starboard side is omitted.

  When the hull 7 of the high-speed ship shown in the embodiment of the present application is sailing, a wave generation phenomenon is observed around the hull 7, but from SS3 particularly in a high-speed region where the fluid number is 0.32 or more. In the central region of the hull during SS6, the pressure drop is alleviated more than when the conventional hull 1 is sailing, the amount of water drop is reduced, the so-called wave valley is reduced, and the wave resistance is thereby reduced. As a result, the main horsepower for propulsion by the hull 7 is reduced.

  It is a side view which shows the hull form of the conventional one.   It is an II-II cross-sectional arrow view in FIG.   It is an III-III arrow line view in FIG.   It is the IV-IV arrow line view in FIG.   It is a VV cross-sectional arrow view in FIG.   It is a VI-VI cross-sectional arrow view in FIG.   It is a VII-VII cross section arrow view in FIG.   It is a VIII-VIII cross-sectional arrow view in FIG.   FIG. 3 is a cross-sectional view taken along the line IX-IX in FIG. 2.   FIG. 4 is a cross-sectional view taken along the line XX in FIG. 3.   It is a XI-XI cross-sectional arrow view in FIG.   FIG. 4 is a cross-sectional view taken along the line XII-XII in FIG. 3.   FIG. 4 is a cross-sectional view taken along the line XIII-XIII in FIG. 3.   It is a side view which shows the hull form of the thing of this application.   It is a XV-XV cross-sectional arrow view in FIG.   It is a XVI-XVI cross section arrow view in FIG.   FIG. 16 is a sectional view taken along the line XVII-XVII in FIG. 15.   FIG. 16 is a cross-sectional view taken along line XVIII-XVIII in FIG. 15.   It is a XIX-XIX cross section arrow view in FIG.   It is XX-XX cross-sectional arrow view in FIG.

1 Hull 2 Bow Material 3 Bow Valve 4 Stern Material 5 Ship Bottom 6 Skeg LWL Full Load Water Line BL Base Line CL Hull Center Line AP Stern Vertical Line FP Bow Vertical Line Lpp Horizontal length between stern vertical line AP and bow vertical line FP From SS1 FP Lpp 90% length rear position SS2 FP to Lpp 80% length rear position SS3 FP to Lpp 70% length rear position SS3 1/2 FP to Lpp 60% length rear position SS4 FP to Lpp 60% long rear position SS4 1/2 FP to Lpp 50% long rear position SS5 FP to Lpp 50% long rear position SS5 1/2 FP to Lpp 40% long rear position SS6 FP to Lpp 40% rear position SS7 FP to Lpp 30% length rear position SS8 FP to Lpp 20% length rear position SS9 FP to Lpp 10% length rear direction

Claims (1)

  It is a hull form of a high-speed ship with a voyage speed with a fluidity of a speed function representing a ship speed of 0.32 or more, and the longitudinal shape of the full load water line is gradually widened in a curved line from the bow perpendicular to the front end, The maximum width is formed at the SS6 position 40% behind the length between the bow perpendicular and the SS6 position between the SS6 position and 70% behind the length between the bow perpendicular and the straight line with the maximum width. In addition, the width gradually narrows from the SS3 position toward the rear in a curvilinear manner and is connected to the stern material at the rear end, and the width below the full load water line is the maximum at each position between the SS6 position and the SS3 position. In a hull form with a cross-sectional shape that does not spread significantly, the longitudinal shape of the full-length waterline is gradually curvilinearly narrowed from the SS6 position, 40% behind the vertical line to the rear, and the width between the vertical line and the vertical line SS4 1/50% 5 minutes behind Narrowest at the position and formed to 90% of the maximum width, then gradually widened in a curved shape toward the rear, and formed at the maximum width at the SS3 position 70% behind the length from the bow perpendicular to the perpendicular. The hull form of a high-speed ship characterized by a hull form having a cross-sectional shape in which the width below the full load water line is not wider than the width at the full load water line at each position between the SS6 position and the SS3 position

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