JP2016182893A - Ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a ship capable of maintaining high effect for reducing wave resistance regardless of a position of a draft.SOLUTION: There is provided a ship comprising: a ship body comprising a bow valve 30; and a steering shaft in which a rudder plate is rotated around the steering shaft as a shaft. The bow valve 30 is disposed below a design water line D.W.L in a vertical direction, and projects forward relative to a nodal point of the design water line D.W.L and the ship body, in which a tip end 32 which projects foremost, is between the design water line D.W.L and a ballast water line B.W.L in the vertical direction.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a ship provided with a bow valve.

  Some ships have a bow valve (Barbus bow). Ships can reduce wave resistance by providing a bow valve. The bow valve is provided below the planned full water line and protrudes forward from the intersection of the planned full water line and the bow. Patent Document 1 describes a bow valve that partially protrudes above a planned full-length water line. Patent Document 2 also describes a structure in which auxiliary bubbles are provided in addition to the bow valve.

Utility Model Registration No. 3098848 JP-A-9-66885

  The ship becomes the deepest draft with a full load, passengers, etc. (the distance from the ship bottom to the draft becomes longer). The design draft position at this time becomes the planned full draft line. By making the bow valve below the planned full load water line and projecting forward from the intersection of the planned full water line and the bow, wave resistance at full load can be reduced. Here, the draft of the ship changes depending on the loaded state. For example, when the load is not mounted, the draft position becomes shallow. In this way, when sailing in a draft with a light load, the bow valve becomes resistance and the fuel consumption may deteriorate. On the other hand, by setting the bow valve so that it is not exposed from the water surface even when the load is light, it is possible to suppress the bow valve from becoming resistance when sailing in the draft where the load is light. The effect of reducing the wave resistance of the bow valve will be reduced.

  This invention solves the subject mentioned above, and aims at providing the ship which can maintain the effect which reduces wave-making resistance highly irrespective of the position of draft.

  In order to achieve the above-described object, the ship of the present invention has a hull including a bow valve and a rudder shaft on which a rudder plate is rotated about the rudder shaft, and the bow valve is a planned full load water line. It is provided in the lower vertical direction than the intersection of the planned full load water line and the hull, and the frontmost protruding tip is between the planned full load water line and the ballast water line in the vertical direction. It is characterized by.

  The ship is located between the planned full load water line and the ballast water line with the position of the tip of the bow valve. W. While maintaining the effect of reducing the wave resistance when sailing in the state of L, the draft is the ballast draft line. W. The effect of reducing the wave resistance when sailing in the state of L can be increased.

  Further, the bow valve has a relationship between 0 <da ≦ 0..., Where d is the distance between the planned full load water line and the ballast water line, and da is the distance in the vertical direction between the frontmost protruding tip and the ballast water line. It is preferable to satisfy 8d. As a result, the draft is full of planned drafts. W. The effect of reducing the wave resistance when sailing in the state of L can be more suitably maintained.

  The bow valve preferably satisfies 0.3d ≦ da ≦ 0.8d. As a result, the draft is full of planned drafts. W. While maintaining the effect of reducing the wave resistance when sailing in the state of L, the draft is the ballast draft line. W. The effect of reducing the wave resistance when sailing in the state of L can be increased.

  Further, when the distance in the ship length direction between the intersection of the planned full load water line and the hull and the rudder shaft is Lpp, the bow valve has a lower end in the vertical direction in the center line extending from the rudder shaft to the bow. It is preferably at a position moved 0.9Lpp to 0.98Lpp to the side. Thereby, the draft is the ballast draft line B.R. W. The effect of reducing the wave resistance when sailing in the state of L can be increased, and the manufacturing can be facilitated.

  Further, when the distance in the ship length direction between the intersection of the planned full load water line and the hull and the rudder shaft is Lpp, the bow valve protrudes most forward in the horizontal plane passing through the tip protruding most forward. It is preferable that the angle formed by the straight line passing through the front end and the point on the wall surface at the position 0.01 Lpp after the front end protruding to the most front side and the center line is 30 ° or less. Draft is ballast water line W. The effect of reducing the wave resistance when sailing in the state of L can be increased.

  In addition, the bow valve has a distance between the center line and a wall surface at a position 0.01 Lpp after the front end that protrudes the most forward side, and 0.005 Lpp after the front end that protrudes the most front side. When the distance between the wall surface of the position and the center line is b, it is preferable that 0.5a ≦ b ≦ 0.85a. Draft is ballast water line W. The effect of reducing the wave resistance when sailing in the state of L can be increased, and the manufacturing can be facilitated.

  In addition, the bow valve is provided with a tip that passes through the intersection of the planned full-length water line and the hull and has the widest position in the cross section perpendicular to the ship length direction, and the front end protrudes most forward in the vertical direction. It is preferable that it is a position of the height. Draft is ballast water line W. The effect of reducing the wave resistance when sailing in the state of L can be increased, and the manufacturing can be facilitated.

  According to the present invention, the effect of reducing wave-making resistance can be maintained high regardless of the draft position.

FIG. 1 is a side view showing a schematic configuration of the ship of the present embodiment. FIG. 2 is a front view of the ship shown in FIG. FIG. 3 is a view when the outer shape of the bow valve is viewed from the side, and is a cross-sectional view taken along line AA of FIG. FIG. 4 is a view when the outer shape of the bow valve is viewed from the front side, and is a cross-sectional view taken along the line BB of FIG. FIG. 5 is a view when the outer shape of the bow valve is viewed from the upper surface side, and is a cross-sectional view taken along the line CC in FIG. 3. Drawing 6 is a figure at the time of seeing the outline of the bow valve of other embodiments from the side. 7 is a view of the outer shape of the bow valve as viewed from the front side, and is a cross-sectional view taken along the line DD of FIG. FIG. 8 is a view when the outer shape of the bow valve of the bow valve of another embodiment is viewed from the upper surface side.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same. The ship can be various ships such as an LNG ship, a container ship, a bulk carrier, a car ferry, and a passenger ship.

  FIG. 1 is a schematic side view of a ship to which the rudder according to the present embodiment is applied. FIG. 2 is a front view of the ship shown in FIG. The ship 1 includes a hull 10, a main engine 18, a propeller 19, and a rudder 20. The hull 10 includes a bow 11, a stern 12, a ship bottom 13, a port (ship side) 14, and a starboard (ship side) 15. In the hull 10, one bow valve (Barbus bow) 30 is formed on the bow 11. In this embodiment, the ship length direction (front-rear direction) of the hull 10 is represented as the X direction, the ship width direction (width direction) as the Y direction, and the ship height direction (up and down direction) as the Z direction. The center line CL represents the center line (plane) of the hull 10 and the planned full-length draft line D.D. W. L is a draft line of the hull 10 when a load or the like is mounted on the hull 10 up to the maximum design value (when fully loaded). Planned draft line W. L is L. W. It may be expressed as L. Ballast water line (ballast water line) B. W. L is a draft line of the hull 10 in the minimum loading state (cargo zero / ballast zero) that can be taken by the hull form. Here, the planned full waterline D.D. W. L and the ballast waterline B.L. W. L may have a different trim angle during operation, and may not be parallel as in this embodiment. The ship of the present embodiment is operated with a trim to prevent the propeller 19 from being exposed from the water surface during operation in the minimum loading state that the hull form can take. On the other hand, if the plan is full, it will operate with no trim and a trim angle of 0 °. For this reason, the ballast waterline B.R. W. L is a plan-filled water line. W. Inclined with respect to L. The ballast water line B.B. W. L and planned full load water line W. The relationship with L varies from ship to ship, and the ballast waterline B.L. W. L and planned full load water line W. L may be parallel.

  In the hull 10, an engine room 17 is partitioned by a partition wall 16 on the stern 12 side. A main engine (for example, a diesel engine) 18 is disposed in the engine room 17. The main engine 18 is connected to a propeller 19 that transmits a propulsive force. The marine vessel 1 may be provided with a pair (two) of propellers 19 shifted from the center of the width of the hull 10 to the left or right, or one on the center line CL. The ship 1 may be provided with a main engine 18 corresponding to each propeller 19, and a plurality of propellers 19 and one main engine 18 are connected by a power transmission mechanism, and a plurality of propellers 19 are connected by one main engine 18. May be driven.

  The rudder 20 is disposed on the stern 12 and controls the direction of the hull 10. The rudder 20 has a rudder main body (rudder plate) 22 supported so as to be rotatable with respect to the hull 10. In the present embodiment, the rudder main body 22 is attached to the rudder shaft 24, and the rudder shaft 24 is rotatably attached to the hull 10. Further, the rudder main body 22 is connected to a rudder shaft 24 with a driving machine (for example, a motor) 26. The rudder body 22 is formed in a plate shape, and is configured with a center surface of the plate thickness as a reference surface. The rudder 20 sets the reference surface of the rudder main body 22 in a direction parallel to the center line CL of the hull 10, thereby moving the hull 10 in the straight traveling direction, that is, in a state of traveling in the direction along the ship length direction. The rudder 20 sets the reference surface of the rudder main body 22 in a direction inclined with respect to the center line CL of the hull 10, so that the rudder 20 moves in a direction inclined with respect to the direction along the ship length direction, that is, turns. .

  Here, the ship 1 is on the center line CL and in the plan full load water line D.D. W. Let the position of the intersection of L and the hull 10 (the bow 11) be the bow perpendicular line Fp, and the position of the rotation axis of the rudder axle 24 be the stern perpendicular line Ap. The ship 1 sets the distance between the bow perpendicular line Fp and the stern perpendicular line Ap in the ship length direction (X direction) as a distance Lpp.

  Next, the bow valve 30 will be described with reference to FIGS. 3 to 5 in addition to FIGS. 1 and 2. FIG. 3 is a view when the outer shape of the bow valve is viewed from the side, and is a cross-sectional view taken along line AA of FIG. FIG. 4 is a view when the outer shape of the bow valve is viewed from the front side, and is a cross-sectional view taken along the line BB of FIG. FIG. 5 is a view when the outer shape of the bow valve is viewed from the upper surface side, and is a cross-sectional view taken along the line CC in FIG. 3. FIG. 4 shows the shape of a surface that passes through the bow perpendicular line Fp and is orthogonal to the ship length direction. FIG. 5 shows the shape of the ballast draft surface.

  The bow valve 30 is a draft full load water line of the bow 11. W. It is provided vertically below L. The bow valve 30 is a planned full load water line. W. It is provided vertically below L. In addition, the bow valve 30 is a planned full load water line D.E. W. It projects to the front side of the intersection of L and the hull 10 (the bow 11), that is, the bow perpendicular Fp. The bow valve 30 is a fully loaded draft line D.B. W. It is arranged below L. The bow valve 30 protrudes toward the front side of the hull 10. The bow valve 30 has a shape in which curved surfaces are combined or a shape in which curved surfaces and planes are combined, and the joint portion of each surface is smoothly joined. The bow valve 30 is smoothly connected to other parts of the bow 11.

  The bow valve 30 has a tip 32 that protrudes to the foremost side (the tip side of the bow 11) in the vertical direction. W. L and ballast water line W. L. In other words, the bow valve 30 is connected to the planned full-length water line D.E. W. L and ballast water line W. The distance between the tip 32 and the ballast water line B. W. When the vertical distance from L is da, 0 <da <d is satisfied. The bow valve 30 moves in the vertical direction from the upper side of the vertical direction toward the bottom of the ship 12 from the position of the bow normal Fp to the position of the tip 32, and the portion below the tip 32 in the vertical direction The wall surface moves to the stern side. In addition, the bow valve 30 has an end on the upper side in the vertical direction of the line when the portion that protrudes to the foremost side (the tip side of the bow 11) extends in the vertical direction, that is, when the section is a line instead of a point. The position of the part is a tip 32.

  In addition, the bow valve 30 is a planned full load water line D.E. W. In the cross section passing through the intersection of L and the hull 10 (the bow perpendicular line Fp) and orthogonal to the ship length direction, that is, in the cross section of the bow perpendicular line Fp shown in FIG. This is the height position. In other words, the bow valve 30 is at the position where the width w of the horizontal plane passing through the tip 32 is the widest in the cross section passing through the bow perpendicular Fp and perpendicular to the ship length direction.

  The bow valve 30 has a tip 32 in a vertical direction and a planned full-length draft line D.D. W. L and ballast water line W. By placing it between the ballast water line B. and L. as shown in FIG. W. The shape at L can be sharpened, and the capacity can be increased as shown in FIGS. Specifically, as shown in the bow valve 40 indicated by a dotted line in FIGS. 3 to 5, the tip 42 protruding to the foremost side (the tip side of the bow 11) is a ballast water line B.B. W. Compared to the case where the shape overlaps L, the ballast water line B.B. W. The width at L can be reduced.

  As a result, the ship 1 has a draft line D. W. While maintaining the effect of reducing the wave resistance when sailing in the state of L, the draft is the ballast draft line. W. The effect of reducing the wave resistance when sailing in the state of L can be increased. That is, the entire capacity of the bow valve 30 is maintained, and the tip 32 is a ballast water line B.B. W. By making the shape vertically above L, the draft is a full load draft line D.D. W. When sailing in the state of L, the wave generated due to the shape of the bow valve 30 can be increased, and the effect of reducing the wave resistance, which is the effect of canceling the wave formed at the bow 11 is increased. be able to. In addition, the draft valve D. W. The draft is a full load draft line D.D. W. When sailing in a state of L, the entire bow valve 30 can be placed in water, and the effect of reducing wave resistance can be increased. Further, the tip 32 is connected to the ballast water line B.B. W. By making the shape vertically above L, the draft is the ballast draft line B. W. When sailing in the state of L, the wave-making resistance caused by the bow valve 30 can be reduced. The ship 1 is provided with only one bow valve 30 at the bow 11.

  Here, the bow valve 30 preferably satisfies 0 <da ≦ 0.8d. By setting the distance da to 0.8 d or less, the draft is a full load draft line D.D. W. When sailing in a state of L, it is possible to reduce an increase in wave resistance due to the bow valve 30. More preferably, the bow valve 30 satisfies 0.3d ≦ da ≦ 0.8d. By setting the distance da to be 0.3 d or more, it is possible to avoid the formation of a concave portion in the frame line of the bow valve 30 and to prevent deterioration of resistance.

  Drawing 6 is a figure at the time of seeing the outline of the bow valve of other embodiments from the side. 7 is a view of the outer shape of the bow valve as viewed from the front side, and is a cross-sectional view taken along the line DD of FIG. The basic configuration of the bow valve 30 a shown in FIGS. 6 and 7 is the same as that of the bow valve 30. Hereinafter, points unique to the bow valve 30a will be described. In the bow valve 30a, the lower end 50, which is the lower end of the center line CL in the vertical direction, is positioned on the stern 12 side of the bow perpendicular line Fp. The lower end 50 is an intersection of the bow valve 30 a and the ship bottom 13. That is, the lower end 50 is a position that becomes a base point that curves upward from the flat surface in the direction from the stern 12 toward the bow 11. The bow valve 30a has a lower end 50 at a position moved from 0.9 Lpp to 0.98 Lpp from the stern perpendicular Ap to the bow perpendicular Fp, that is, 0.02 Lpp to 0.1 Lpp from the bow perpendicular Fp to the stern perpendicular Ap. It is in the moved position below.

  The bow valve 30a is located at a position where the lower end 50 is moved from 0.9 Lpp to 0.98 Lpp from the stern perpendicular Ap to the bow perpendicular Fp side. W. When sailing in the state of L, the wave-making resistance caused by the bow valve 30a can be further reduced. Further, the bow valve 30a can increase the distance from the tip 32a to the lower end 50a, so that the change in shape can be made gradual and easy to manufacture.

  FIG. 8 is a view when the outer shape of the bow valve of the bow valve of another embodiment is viewed from the upper surface side. The basic configuration of the bow valve 30 b shown in FIG. 8 is the same as that of the bow valve 30. Hereinafter, the points peculiar to the bow valve 30b will be described. The bow valve 30b has an angle formed by a center line and a straight line passing through the front end 32b and a point 60 on the wall surface at a position 0.01 Lpp after the front end 32b in a horizontal plane passing through the front end 32b protruding forward. θ is 30 ° or less.

  The bow valve 30b has a shape that becomes narrower from the stern 12 toward the bow 11 in a horizontal plane passing through the tip 32b. That is, in the horizontal plane passing through the tip 32 b, there is no portion where the width increases from the stern 12 toward the bow 11. Further, the bow valve 30b has a R-shaped tip 32b on a horizontal plane passing through the tip 32b. The bow valve 30b may be a flat plate other than the round shape of the tip 32b. That is, it is good also as a shape where parts other than R of the front-end | tip 32b become a straight line in the cross section of a horizontal surface. Here, in the bow valve 30b, when the tip 32b has an R shape, the radius of the R shape is preferably 75 mm or more and a distance a or less. The distance a is a distance between the wall surface at a position 0.01 Lpp after the tip 32 b and the center line CL, and is a valve diameter behind 0.01 Lpp from the tip 32 b.

  The bow bubble 30b is sharper by making the angle formed by the center line CL and the straight line passing through the tip 32b and the point 60 on the wall surface 0.01 Lpp from the tip 32b 30 ° or less. The draft can be a ballast waterline B. W. When sailing in the state of L, the wave-making resistance caused by the bow valve 30 can be reduced.

  Further, the bow valve 30b has a relation between the distance a and the distance b of 0.5a ≦ b ≦ 0.b, where b is the distance between the wall surface at the position 0.005 Lpp from the tip 32b and the center line CL. It is preferable to be 85a. By satisfying the relationship between the distance a and the distance b, the bow valve 30b can have a structure that is easy to manufacture while sharpening the shape of the tip.

10 Hull 11 Bow 13 Ship Bottom 19 Propeller 20 Rudder 22 Rudder Main Body 24 Rudder Axes 30, 30a, 30b, 40 Bow Valve (Barbasse Bow)
32 Front end 50 Lower end CL Center line (center line, center plane)
B. W. L Ballast water line (ballast water line)
D. W. L Plan-filled waterline θ angle

Claims (7)

A hull including a bow valve;
A rudder shaft on which a rudder plate is rotated about the rudder shaft,
The bow valve is provided vertically below the planned full load water line, protrudes forward from the intersection of the planned full load water line and the hull, and the tip protruding most forward is the planned full load in the vertical direction. A ship characterized by being between a water line and a ballast water line. The bow valve has a distance between the planned full water line and the ballast water line as d,
2. The ship according to claim 1, wherein 0 <da ≦ 0.8d is satisfied, where da is a distance in a vertical direction between a front end protruding most forward and the ballast water line.   The ship according to claim 2, wherein the bow valve satisfies 0.3 d ≦ da ≦ 0.8 d. When the distance in the ship length between the intersection of the planned full waterline and the hull and the rudder shaft is Lpp,
The said bow valve | bulb exists in the position which the edge part of the vertical direction lower side in the center line moved to the bow side from the said rudder shaft 0.9Lpp or more and 0.98Lpp or less. A ship according to one item. When the distance in the ship length between the intersection of the planned full waterline and the hull and the rudder shaft is Lpp,
The bow valve passes through a front end that protrudes the most front side and a point on the wall surface that is 0.01 Lpp behind the front end that protrudes the most front side in a horizontal plane that passes through the front end that projects the most front side. 5. The ship according to claim 1, wherein an angle formed by the straight line and the center line is 30 ° or less.   The bow valve has a distance between the center line and a wall surface at a position 0.01 Lpp after the front end that protrudes to the front, and a position at a position 0.005 Lpp after the front end that protrudes to the front. The ship according to claim 5, wherein when the distance between the wall surface and the center line is b, 0.5a ≦ b ≦ 0.85a.   The bow valve passes through the intersection of the planned full load water line and the hull, and is provided with a widest position in the cross section orthogonal to the ship length direction, the tip projecting most forward in the vertical direction. The ship according to any one of claims 1 to 6, wherein the ship is located at a certain height.

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