JP2017052311A - Ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure sufficient stability in hull breakage time in a ship comprising a single hull structure.SOLUTION: A hull is partitioned into plural cargo holds 18 by partition walls 16 in a longitudinal direction. Between the partition walls 16 and a side strake 15, double hull structures 20A, 20B are provided respectively. The double hull structures 20A are double hull structures which are provided near a bow side relative to a longitudinal direction center of a part comprising a maximum width on a water plane in full load draft of an icy sea area of a ship 10, and a length of the double hull structure in the longitudinal direction is 4.5% or more of a hull length on the water plane in full load draft of an icy sea area. The double hull structure 20B is a double hull structure which is provided near a stern side relative to the longitudinal direction center of the part comprising the maximum width on the water plane in full load draft of the icy sea area, and a length of the double hull structure in the longitudinal direction is 1.5% or more of the hull length on the water plane in full load draft of the icy sea area.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a ship hull structure having a single hull structure.

  Tankers that load oil as cargo use a double hull structure, but for ships such as bulk carriers that do not load oil as cargo, there is no regulation for a double hull structure, so it is common. A single hull structure is used for the. However, a bulk cargo ship is also known that adopts a double hull structure from the viewpoint of safety against damage due to corrosion of the ship side skin (Patent Document 1).

JP 09-301266 A

  On the other hand, a ship navigating in an ice-covered sea area or an ice-floating sea area (hereinafter referred to as an ice sea area) generally has the possibility that the ice collides with the hull outer plate and damages the hull. The hull structure is reinforced by increasing the thickness of the outer plate. However, even if reinforcement is applied, the hull may be damaged, and in a ship with a single hull structure, if the damage occurs near the bulkhead that partitions the cargo hold, the two cargo holds will be flooded at the same time. It is difficult to secure enough. In addition, the ice sea area is more difficult to rescue than the general sea area, and because it is in a special environment, it has a large impact on the natural environment due to water pollution, and there is a high need to ensure stability in the event of damage.

  An object of the present invention is to ensure sufficient stability when a hull is damaged in a ship having a single hull structure.

  The ship of the present invention includes a plurality of sections each partitioned by a partition along the longitudinal direction of the hull, and at least one of the two adjacent sections partitioned by the partition is at least partially along the longitudinal direction from the partition. And a structure having a double hull structure, and at least one of a plurality of sections is provided with a region having a single hull structure, and these sections are cargo holds or tanks.

  The double hull structure is preferably provided in a range of heights up to at least 120% of the full draft of the ice sea area. Further, the double hull structure is provided near the draft, so that a higher effect can be obtained. The width of the double hull structure is preferably less than 20% of the mold width. The length in the longitudinal direction of the double hull structure on the bow side is preferably longer than the length in the longitudinal direction of the double hull structure on the stern side. The length in the longitudinal direction of the double hull structure on the bow side from the center in the longitudinal direction of the maximum width on the waterline surface in the full-scale draft of the ice sea area is 4.5% of the hull length on the waterline surface The above is preferable. The length in the longitudinal direction of the double hull structure on the stern side from the center in the longitudinal direction of the maximum width on the waterline surface in a full draft in the ice sea area is 1.5% of the hull length on the waterline surface The above is preferable. Moreover, it is preferable that the double hull structure in the range of the height up to at least 120% of the full sea draft in the ice sea area has a width of 760 mm or more.

  ADVANTAGE OF THE INVENTION According to this invention, sufficient stability can be ensured at the time of hull damage in the ship of single hull structure.

It is a cross-sectional view of the ship of 1st Embodiment. It is a horizontal sectional view in the full load draft L of the ice sea area of the ship of a 1st embodiment. It is a horizontal sectional view in the full load draft L of the ice sea area of the ship of a 2nd embodiment. It is a horizontal sectional view in the full load draft L of the ice sea area of the ship of a 3rd embodiment. It is a horizontal sectional view in the full load draft L of the ice sea area of the ship of a 4th embodiment. It is a cross-sectional view of the ship of 5th Embodiment. It is a cross-sectional view of the ship of 6th Embodiment.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
FIG. 1 is a schematic hull cross-sectional view showing a configuration of a ship according to a first embodiment of the present invention. FIG. 2 is a schematic hull plan view showing the configuration of the ship. FIG. 1 is a cross-sectional view taken along the line II of FIG. 2 in which the double hull structure is employed in the first embodiment.

  The ship of this embodiment is a ship generally adopting a single hull structure, for example, a bulk carrier, a general cargo ship, an ore carrier ship, or the like. The ship 10 illustrated in FIG. 1 is a bulk cargo ship, and a hatch 12 is provided on the upper deck of the hull 11, and top side tanks 13 are disposed on both sides thereof. Further, a bilge hopper tank 14 is disposed in each bilge portion. In addition, in FIG. 1, draft L is a full load draft of an ice sea area.

  The ship body 11 is covered on the ship side with a ship-side outer plate 15, and the ship body is partitioned into a plurality of cargo holds 18 by partition walls 16 in the longitudinal direction (in the illustrated example, five cargo holds). Further, in the first embodiment, double hull structures 20A and 20B are provided between the partition wall 16 and the ship side outer plate 15 between the top side tank 13 and the bilge hopper tank 14, respectively.

  As shown in FIG. 2, the double hull structure 20 </ b> A has a double hull provided on the bow side of the center in the longitudinal direction of the portion having the maximum width on the waterline surface in the full load draft L in the ice sea area of the ship 10. It is a structure and the length of the longitudinal direction is 4.5% or more of the hull length of the water line surface in the full load draft L of an ice sea area. On the other hand, the double hull structure 20B is a double hull structure provided on the stern side of the center in the longitudinal direction of the portion having the maximum width on the waterline surface in the full-scale draft L in the ice sea area. The length is 1.5% or more of the hull length of the waterline surface in the full draft D in the ice sea area.

As shown in FIG. 1, the width Bd of the double hull structure 20A, 20B, that is, the distance from the ship side outer plate 15 to the ship side inner plate 21 constituting the double hull structure 20A, 20B is, for example, the type of the hull 10 less than 20% of the width _{B M.} Further, in order to narrow the space occupied by the double hull structures 20A and 20B, the double hull structures 20A and 20B should be provided in a range A1 having a height up to at least 120% of the full load draft L in the ice sea area. In order to further narrow the space occupied by the double hull structures 20A and 20B, the space between the bilge hopper tank 14 and the full load draft L in the ice sea area may be set in a range A2 of 120%. In the present embodiment, the width Bd of the double hull structure in the range A2 is set to 760 mm or more.

  As described above, in the first embodiment of the present invention, in consideration of the possibility that damage due to collision with ice may occur at any longitudinal position of the hull outer plate, the partition walls of two adjacent cargo holds are considered. Only the vicinity has a double hull structure. This prevents two cargo holds from being flooded at the same time, even if ice is damaged near the partition. That is, in this embodiment, sufficient stability can be ensured at the time of damage without providing a double hull structure on the entire ship side. Therefore, according to the present embodiment, it is possible to ensure sufficient stability at the time of damage while suppressing a decrease in cargo hold volume and suppressing an increase in hull weight and manufacturing cost.

  Moreover, in this embodiment, the space which the structure occupies for the whole hull is further reduced by arrange | positioning the double hull structure centering on the full load draft L of an ice sea area. Further, in this embodiment, damage during navigation due to ice is more likely to occur on the bow side, and the range of scratches is likely to be wider, so the longitudinal length of the double hull structure on the bow side is relative to that on the stern side. (For example, approximately 1/3). As a result, the ratio of the double hull structure to the entire hull can be further reduced.

  Next, with reference to FIGS. 3 to 5, second to fourth embodiments in which the arrangement of the double hull structure in the longitudinal direction is changed from the first embodiment will be described. Since other configurations are the same as those in the first embodiment, the same reference numerals are used for the same configurations, and descriptions thereof are omitted.

  In the second embodiment shown in FIG. 3, every other cargo hold 18 is provided with a double hull structure 20, and the cargo hold 18 therebetween has a single hull structure. In the cargo hold 18 in which the double hull structure 20 is adopted, a double hull structure is adopted in the entire longitudinal direction on the ship side. Further, the third embodiment shown in FIG. 4 moves the double hull structures 20A and 20B of the first embodiment to the front cargo holds 18 until their rear ends coincide with the bulkheads 16, respectively. The double hull structures 23A and 23B are used. That is, the double hull structures 20A and 20B of the first embodiment are provided across two adjacent cargo holds 18, but all the double hull structures 23A and 23B of the third embodiment are respectively It is provided in one cargo hold 18. The lengths of the double hull structures 23A and 23B of the third embodiment are the same as the double hull structures 20A and 20B of the first embodiment. In the arrangement of the fourth embodiment shown in FIG. 5, the double hull structure 20 in the middle of the second embodiment partially extends to the front and rear cargo holds 18 to form a double hull structure 24. Is.

  Next, fifth and sixth embodiments will be described with reference to the cross-sectional views of FIGS. 6 and 7 (only the right side of the center line CL is shown). In the first embodiment, the double hull structures 20A and 20B are provided between the top side tank 13 and the bilge hopper tank 14, respectively. On the other hand, in the fifth and sixth embodiments, the double hull structure 25 is provided in the range A1 having a height up to 120% of the full load draft L in the ice sea area and does not reach the top side tank 13. Furthermore, in the sixth embodiment shown in FIG. 7, the top surface of the double hull structure 25 is inclined obliquely toward the center of the hull so that cargo such as grains easily slides down.

  As described above, also in the second to sixth embodiments, substantially the same effect as that of the first embodiment can be obtained. The fifth and sixth embodiments can be configured in combination with each of the first to fourth embodiments.

  In the third embodiment, the double hull structure is moved to the front cargo hold with respect to the first embodiment, but the double hull structure can also be moved to the rear cargo hold. In addition, the double hull structure only needs to prevent two adjacent cargo holds from being simultaneously flooded with one damage, and does not need to be arranged symmetrically.

  Incidentally, in a ship having a large wing tank on the ship side such as an ore carrier, the cargo hold is generally not in contact with the outer plate. In addition, since the wing tank is a large section, if the wing tank is submerged in two sections, a sufficient restoring force cannot be ensured in the same manner as the two sections inundated in the cargo hold. Therefore, when applying this invention to an ore carrier, the double hull structure of this invention is applied with respect to the wing tank (tank) divided in the hull longitudinal direction. By configuring in this way, an ore carrier ship provided with a wing tank can obtain the same effect as that of a bulk carrier.

DESCRIPTION OF SYMBOLS 10 Ship 11 Hull 12 Hatch 13 Top side tank 14 Bilge hopper tank 15 Ship side skin 16 Bulkhead 18 Cargo hold 20, 20A, 20B, 23A, 23B, 24, 25 Double hull structure 21 Ship side inner plate L Full load of ice sea area Water line CL Center line

Claims (7)

  A plurality of compartments each partitioned by a bulkhead along the longitudinal direction of the hull, wherein at least one of the two adjacent compartments partitioned by the bulkhead is at least partly a double ship along the longitudinal direction from the bulkhead A ship having a shell structure, wherein at least one of the plurality of sections includes a region having a single hull structure, and the section is a cargo hold or a tank.   The ship according to claim 1, wherein the double hull structure is provided in a range of a height of at least 120% of a full draft of an ice sea area.   The ship according to claim 1 or 2, wherein a width of the double hull structure is less than 20% of a mold width.   The longitudinal length of the double hull structure on the bow side is longer than the length in the longitudinal direction of the double hull structure on the stern side. The listed ship.   3. The length in the longitudinal direction of the double hull structure on the bow side with respect to the center in the longitudinal direction of the maximum width portion on the waterline surface in the full-scale draft of the ice sea area is the hull length of the waterline surface. It is 5% or more, The ship as described in any one of Claims 1-4 characterized by the above-mentioned.   The length in the longitudinal direction of the double hull structure on the stern side with respect to the longitudinal center of the portion that is the maximum width on the waterline surface in the full-scale draft of the ice sea area is the hull length of the waterline surface. It is 5% or more, The ship as described in any one of Claims 1-5 characterized by the above-mentioned.   The ship according to any one of claims 1 to 6, wherein the double hull structure in a range of a height up to at least 120% of a full draft in the ice sea area has a width of 760 mm or more.

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