JP2019171982A - Ship - Google Patents

Abstract

To provide a ship capable of easily performing a painting work inside a luggage tank.SOLUTION: A ship 100 comprises wall parts 51, 53 extending in the longitudinal direction of the ship between an upper deck 10 and a bulkhead 16. The wall parts 51, 53 are arranged on a starboard side (one side) in the ship width direction with respect to the bulkhead 16 and cover the connecting part 50 between the upper deck 10 and the bulkhead 16. The wall parts 51, 53 can cover the area concentrated by the reinforced members of the upper deck 10 and the bulkhead 16 when reinforced members such as a longe 19 and so on are provided on the starboard side in the ship width direction with respect to the bulkhead 16. Hereby, the worker can paint the wall parts 51, 53 in place of a difficult area to perform a painting work. As described above, the worker can easily perform the painting work because the main surface on the side of the luggage tank 3 of the wall parts 51, 53 is a smooth surface.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a ship.

  Conventionally, as described in Patent Literature 1 below, a ship body is partitioned into a plurality of regions (chambers; tanks) by a plurality of partition walls. In patent document 1, a ship is a tanker which is an oil tank ship which conveys cargo oil (it is also called coin oil). The ship body is divided by a bulkhead extending in the ship length direction and a bulkhead extending in the ship width direction.

JP 2008-132974 A

  Here, in the ship as described above, it is necessary to paint the inside of the luggage tank. However, since a member for reinforcing the wall portion may be provided inside the luggage tub, a protrusion is formed on the painted surface. Thereby, it may be difficult to perform the painting work.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a ship capable of easily performing a painting operation inside a luggage tank.

  The ship according to the present invention is a ship having a luggage tank, and a ceiling portion provided on the upper side of the luggage tank, a partition wall extending in the vertical direction and the ship length direction in the luggage tank, and dividing the luggage tank in the ship width direction. A first wall portion extending in the ship length direction between the ceiling portion and the partition wall, the first wall portion being disposed on one side of the ship width direction with respect to the partition wall, and a connection portion between the ceiling portion and the partition wall Cover.

  According to such a ship, the ceiling portion provided on the upper side of the luggage tank and the partition wall that divides the luggage tank in the ship width direction are connected by the connection portion. Here, since the reinforcing member is provided on the ceiling part and the partition wall, the reinforcing member is easily concentrated in the vicinity of the connecting part. Here, the ship is provided with the 1st wall part extended in a ship length direction between a ceiling part and a partition. A 1st wall part is arrange | positioned at the one side of the ship width direction with respect to a partition, and covers the connection part of a ceiling part and a partition. When the reinforcing member is provided on one side in the ship width direction with respect to the partition wall, the first wall portion can cover the portion where the ceiling member and the reinforcing member of the partition wall are concentrated. Thereby, the operator can paint the first wall portion instead of the place where the painting work is difficult to perform. As described above, the painting operation inside the luggage tank can be easily performed.

  In the ship, the first wall portion may be inclined so as to approach the partition wall as it goes downward from the ceiling portion. In this case, since the first wall portion is inclined between the ceiling portion and the partition wall, the vicinity of the connection portion can be supported, so that the structural strength in the vicinity of the connection portion can be improved.

  The ship may further include a second wall portion that extends in the ship length direction between the ceiling portion and the bulkhead, is disposed on the other side of the bulkhead direction with respect to the bulkhead, and covers the connection portion. In this case, the second wall portion can cover the connection portion on the opposite side of the first wall portion with the partition wall interposed therebetween. Therefore, the painting operation can be performed more easily. Further, the second wall portion can be reinforced by supporting the connection portion on the opposite side of the first wall portion with the partition wall interposed therebetween.

  In a ship, the 1st reinforcement part which protrudes below from a ceiling part, extends in a ship width direction along a ceiling part, and the 2nd reinforcement which protrudes from the partition to one side of a ship width direction, and extends up and down along a partition And the entire region of the first wall portion may be disposed at a position overlapping at least one of the first reinforcing portion and the second reinforcing portion when viewed from the captain direction. In this case, it can be set as the structure where the 1st wall part does not protrude from the 1st reinforcement part and the 2nd reinforcement part. Therefore, the end portion of the first wall portion in the ship length direction can be connected to at least one of the first reinforcing portion and the second reinforcing portion. Thereby, a 1st wall part can be provided easily.

  Thus, according to the present invention, it is possible to provide a ship that can easily perform the painting operation inside the luggage tank.

It is a schematic side view which shows the ship which concerns on embodiment of this invention. It is a schematic plan view of the ship shown in FIG. It is a schematic perspective view which shows the internal structure of a luggage tank. It is a schematic sectional drawing which shows the structure of the upper side of a luggage tank. It is a schematic sectional drawing which shows the structure of the upper side of the luggage tank of the ship which concerns on a comparative example.

  Hereinafter, preferred embodiments of a ship according to the present invention will be described with reference to the drawings. FIG. 1 is a schematic side view showing a ship according to an embodiment of the present invention, and FIG. 2 is a schematic plan view of the ship shown in FIG. The ship 100 here is a tanker.

  As shown in FIGS. 1 and 2, in this ship 100, an engine room 1 is provided on the stern side (the left side of FIGS. 1 and 2) in the hull, and the bow side (FIG. 1) is provided from the engine room 1. 2 and the right side of FIG. 2, the pump chamber 2 is provided across the first partition 4, and a plurality of luggage tanks 3 are provided across the second partition 5 on the bow side from the pump chamber 2. A plurality of first ballast tanks 6 are provided on the cargo tank 3 side of the ship 100, and a second ballast tank 7 is provided on the stern side from the engine room 1. The engine room 1, the pump room 2, and the cargo tank 3 have ceilings 10 formed on an upper deck 10 and a floor surface, as shown in FIGS. 1 and 2, is a ship bottom skin 11 that forms the outer shell of the hull. A double ship bottom structure is formed by an inner bottom plate 12 provided inside the hull of the ship bottom outer plate 11. The first bulkhead 4 and the second bulkhead 5 are provided so as to extend in the ship width direction (vertical direction in FIG. 2) and from the ship bottom outer plate 11 to the upper deck 10.

  The engine room 1 is provided with devices such as a main engine. The main engine is the largest device in the engine room 1 and drives a propeller that generates a propulsive force. Above the engine room 1, a ship upper structure 15 including a residential area and a steering room is provided. The ship upper structure 15 is provided on the upper deck 10.

  The pump chamber 2 is provided with a ballast pump that pumps seawater, a cargo oil pump that pumps cargo oil as cargo. The cargo oil pump sucks the cargo oil in the cargo tank 3 and sends it to the manifold on the upper deck 10 serving as a connection port for the land facility to unload it to the land facility.

  The cargo tank 3 stores cargo oil such as crude oil and refined oil transported by the ship 100. The cargo tank 3 is divided into a total of 14 sections by dividing the inner side of the hull into, for example, two in the ship width direction and seven in the ship length direction. The partition wall 16 extends in the vertical direction and the ship length direction in the luggage tank 3, and divides the luggage tank 3 in the ship width direction. The partition wall 16 is disposed at the center position in the ship width direction. The partition wall 17 extends in the vertical direction and the ship width direction in the luggage tank 3, and divides the luggage tank 3 in the ship length direction. The partition walls 17 are arranged at predetermined intervals in the ship length direction.

  At the upper end of the partition wall 16, an upper space 20 is formed that is separated from the space of the luggage tank 3. The upper space 20 is a space extending in the ship length direction along the upper end portion of the partition wall 16. The upper space 20 is formed for all the cargo tanks 3 in the captain direction. However, there may be a luggage tank 3 in which the upper space 20 is provided only for some of the luggage tanks 3 and the upper space 20 is not provided. A detailed configuration of the upper space 20 will be described later.

  The first ballast tank 6 is a tank that is provided on the luggage tank 3 side and stores ballast water. Specifically, the first ballast tank 6 is provided between the ship bottom outer plate 11 and the inner bottom plate 12 so as to surround the luggage tank 3 from the lower side and both sides in the ship width direction. The second ballast tank 7 is a tank that is provided on the stern side and accommodates ballast water. Specifically, the second ballast tank 7 is provided near the center in the vertical direction on the stern side of the engine room 1.

  The first and second ballast tanks 6 and 7 are in a state in which an amount of ballast water corresponding to the weight of the cargo oil loaded on the ship 100 is accommodated. When the weight of the load oil is small, the first and second ballast tanks 6 and 7 each suck up seawater (ballast water) with a ballast pump and increase the ballast water contained therein. On the other hand, when the weight of the loaded cargo oil is large, the ballast water is discharged to the sea, and the stored ballast water is reduced. Thereby, the weight as the ship 100 whole containing cargo oil and ballast water is adjusted so that it may become the weight which can ensure sufficient draft while ensuring the stability of the ship 100.

  With reference to FIG.3 and FIG.4, the structure of the luggage tank 3 is demonstrated in detail. FIG. 3 is a schematic perspective view showing the internal structure of the luggage tank. FIG. 4 is a schematic cross-sectional view showing the upper structure of the luggage tank. In addition, since the thickness of the plate member which comprises each wall is thin compared with the whole structure, the thickness of each wall is abbreviate | omitted and shown in FIG.3 and FIG.4.

  As shown in FIG. 3, the ship bottom skin 11 includes a bottom part 11 a that extends in the horizontal direction at the bottom part of the ship 100, and side parts 11 b and 11 c that rise upward from the end of the bottom part 11 a in the ship width direction. The inner bottom plate 12 includes a bottom portion 12a, side portions 12b and 12c, and inclined portions 12d and 12e. The bottom portion 12a extends in the horizontal direction so as to face the bottom portion 11a on the upper side. The side portions 12b and 12c expand so as to face the side portions 11b and 11c on the inner side in the ship width direction. The inclined portion 12d extends in an oblique direction between the bottom portion 12a and the side portion 12b. The inclined portion 12e extends in an oblique direction between the bottom portion 12a and the side portion 12c. The side portions 11b and 12b are arranged on the starboard side in the ship width direction, and the side portions 11c and 12c are arranged on the port side in the ship width direction. Accordingly, in the following description, the term “starboard side” indicates the direction closer to the side portions 11b and 12b, and the term “port side” indicates the direction closer to the side portions 11c and 12c.

  The upper deck 10 constituting the ceiling portion of the luggage tank 3 spreads in the horizontal direction so as to close the first ballast tank 6 and the luggage tank 3 at the upper ends of the side portions 11b and 11c and the side portions 12b and 12c. . However, in FIG. 3, in order to show the internal structure of the luggage tank 3, the upper deck 10 is partially omitted. As shown in FIG. 4, in the first ballast tank 6, a plurality of longages 19 are provided on the ship bottom outer plate 11 and the inner bottom plate 12. The longe 19 is fixed to the surface of each plate member and extends in the ship length direction to reinforce each plate member. The main surface of the inner bottom plate 12 on the side of the luggage tub 3 is not provided with the longe 19 and is configured to have a smooth surface that extends over a wide range. 4 may be provided as long as it does not excessively impair the smoothness of the main surface of the inner bottom plate 12 on the cargo tub 3 side. As shown in FIG. 19 may be provided. A plurality of longes 19 are provided on the lower surface of the upper deck 10.

  The partition wall 16 extends upward from the center position of the bottom portion 12a in the ship width direction. The upper end of the partition wall 16 is connected to the lower surface of the upper deck 10. The lower end portion of the partition wall 16 is connected to the upper surface of the bottom portion 12a. Thereby, the partition 16 can completely divide the space formed by the inner bottom plate 12 and the upper deck 10 in the ship width direction. As shown in FIG. 4, a plurality of longages 19 are provided on one main surface of the partition wall 16 in the ship width direction. In the present embodiment, the longe 19 is provided on the main surface on the starboard side of the partition wall 16. On the other hand, the main surface on the port side of the partition wall 16 is substantially not provided with the longe 19 and is configured to have a smooth surface extending over a wide range. However, it may be provided as long as it has a length 19 that does not excessively impair the smoothness of the smooth surface on the port side of the partition wall 16, and only one long 19 is provided near the upper end as shown in FIG. May be provided.

  The ship 100 includes a reinforcing structure 30 at a predetermined position in the captain direction. The reinforcing structure 30 includes a partition wall 31 provided in the first ballast tank 6 and a frame portion 32 protruding into the luggage tank 3. A plurality of reinforcing structures 30 are provided at predetermined intervals in the ship length direction. In FIGS. 1 and 2, the reinforcing structure 30 is shown only in some luggage tanks 3.

  The partition wall 31 is provided so as to spread in the ship width direction and the vertical direction so as to close the gap between the ship bottom outer plate 11 and the inner bottom plate 12. The frame portion 32 reinforces the upper deck 10 and the partition wall 16 in the luggage tank 3. The frame portion 32 includes upper reinforcing portions 34 and 36 provided along the upper deck 10 and a vertical reinforcing portion 37 provided along the partition wall 16. A bracket (not shown) is provided on the opposite side of the vertical reinforcing portion 37.

  The upper reinforcing portion (first reinforcing portion) 34 constitutes a web provided between the partition wall 16 and the starboard side portion 12b. The upper reinforcing portion 34 projects downward from the upper deck 10 and extends in the ship width direction along the upper deck 10. The upper reinforcing portion 34 extends in the ship width direction in a state where the upper end portion is connected to the upper deck 10. The starboard side end of the upper reinforcing portion 34 is connected to the side portion 12b. The port side end of the upper reinforcing portion 34 is connected to the partition wall 16.

  The upper reinforcing portion 36 constitutes a web provided between the partition wall 16 and the port side 12c. The upper reinforcing portion 36 protrudes downward from the upper deck 10 and extends in the ship width direction along the upper deck 10. The upper reinforcing portion 36 extends in the ship width direction in a state where the upper end portion is connected to the upper deck 10. The port side end of the upper reinforcing portion 36 is connected to the side portion 12c. The starboard side end of the upper reinforcing portion 34 is connected to the partition wall 16.

  The vertical reinforcing portion (second reinforcing portion) 37 constitutes a web provided between the bottom portion 12 a and the upper deck 10. The vertical reinforcing portion 37 protrudes from the partition wall 16 toward the starboard side and extends in the vertical direction along the partition wall 16. The vertical reinforcing portion 37 extends in the up-down direction with the port-side end connected to the partition wall 16. A lower end portion of the vertical reinforcing portion 37 is connected to the bottom portion 12a. The upper end portion of the vertical reinforcing portion 37 is connected to the upper deck 10. That is, the vertical reinforcing portion 37 and the upper reinforcing portion 34 are connected to each other at the corner portions of the upper deck 10 and the partition wall 16. The vertical reinforcing portion 37 and the upper reinforcing portion 34 may be configured as separate members, or may be configured as an integral member.

  An inclined portion or a curved portion is formed at each end and corner of the frame portion 32. Two-stage inclined portions 41 and 42 are formed at a portion where the vertical reinforcing portion 37 and the upper reinforcing portion 34 are connected. The inclined portions 41 and 42 are inclined so as to approach the partition wall 16 as going downward. The inclined portion 41 is formed above the inclined portion 42 and has a larger inclination angle with respect to the vertical direction than the inclined portion 42. However, the inclined portion is not limited to a two-step inclination, and may be a one-step inclination or an inclination of three or more steps. An inclined portion 43 is formed at a portion where the upper reinforcing portion 36 is connected to the partition wall 16. The inclination part 43 inclines so that it may approach the partition 16 as it goes below. The lower end of the inclined portion 42 and the lower end of the inclined portion 43 are substantially the same in the vertical direction.

  The ship 100 includes a wall (first wall) 51, a wall (second wall) 52, and a wall (second wall) 52 for forming the upper space 20 near the corner between the upper deck 10 and the bulkhead 16. A wall (first wall) 53 is provided. The wall portions 51, 52, and 53 cover the connection portion 50 (see FIG. 4) between the upper deck 10 and the partition wall 16. The wall portions 51, 52, 53 extend in the captain direction, and both end portions in the captain direction are connected to the partition wall 17 that divides the frame portion 32 or the cargo tank 3.

  As shown in FIG. 4, the wall 51 extends in the captain direction at the corner on the starboard side between the upper deck 10 and the bulkhead 16. The wall portion 51 is disposed on the starboard side with respect to the partition wall 16 and covers the connection portion 50 between the upper deck 10 and the partition wall 16. The wall 51 is provided so as to extend in the vertical direction. The wall part 51 inclines so that it may approach the partition 16 side as it goes below from the upper deck 10. As shown in FIG. In the present embodiment, the wall portion 51 is inclined so as to partially coincide with the edge portion of the inclined portion 41 of the frame portion 32. The upper end portion of the wall portion 51 is connected to the lower surface of the upper deck 10. The upper end of the wall 51 is connected to the upper deck 10 at a position spaced from the partition wall 16 toward the starboard side. The lower end of the wall 51 is spaced downward from the upper deck 10 and is disposed at a position spaced from the bulkhead 16 toward the starboard side. In the present embodiment, the lower end portion of the wall portion 51 is disposed near the lower end portion of the inclined portion 42.

  The wall 52 extends in the captain direction at the corner on the port side between the upper deck 10 and the bulkhead 16. The wall portion 52 is disposed on the port side with respect to the partition wall 16 and covers the connection portion 50 between the upper deck 10 and the partition wall 16. The wall 52 is provided so as to extend in the vertical direction. The wall part 52 inclines so that it may approach the partition 16 side as it goes below from the upper deck 10. As shown in FIG. In the present embodiment, the wall portion 52 is inclined so as to partially coincide with the edge portion of the inclined portion 43 of the frame portion 32. The upper end portion of the wall portion 52 is connected to the lower surface of the upper deck 10. The upper end portion of the wall portion 52 is connected to the upper deck 10 at a position spaced from the partition wall 16 toward the port side. The lower end portion of the wall portion 51 is connected to the partition wall 16 at a position spaced downward from the upper deck 10. In the present embodiment, the lower end portion of the wall portion 52 is disposed near the lower end portion of the inclined portion 43.

  The wall 53 extends in the captain direction at the starboard corner between the upper deck 10 and the bulkhead 16. The wall portion 53 is disposed on the starboard side with respect to the partition wall 16 and covers the connection portion 50 between the upper deck 10 and the partition wall 16 from below. The wall portion 53 is provided so as to extend in the ship width direction. The wall portion 53 is disposed at a position spaced downward from the upper deck 10. The starboard side end of the wall 53 is connected to the lower end of the wall 51. The port side end of the wall 53 is connected to the partition wall 16. The port side end of the wall 53 is disposed at the same height as the lower end of the wall 52.

  The wall portions 51 and 53 are arranged at positions overlapping at least one of the upper reinforcing portion 34 and the vertical reinforcing portion 37 when viewed from the captain direction (as shown in FIG. 4). In other words, the wall portions 51 and 53 do not protrude from either the upper reinforcing portion 34 or the vertical reinforcing portion 37 when viewed from the ship length direction. In this embodiment, the wall part 51 is arrange | positioned in the location where the upper side reinforcement part 34 and the vertical reinforcement part 37 cross | intersect and are connected. Further, since a part of the wall portion 51 is disposed so as to coincide with the edge portion of the inclined portion 42, it does not protrude from the inclined portion 42. The wall portion 53 is disposed so as to fall within the size range of the vertical reinforcing portion 37 in the ship width direction.

  In the present embodiment, as described above, a part of the wall portions 51 and 53 is disposed so as to coincide with the edge portion of the upper reinforcing portion 34 and the vertical reinforcing portion 37 on the luggage tank 3 side. Thereby, since it can be set as the structure which made the wall parts 51 and 53 respond | correspond to the shape of the frame part 32, it can suppress that a level | step difference and protrusion shape generate | occur | produce between the wall parts 51 and 53 and the frame part 32. . This facilitates the painting operation. However, instead of this, the entire wall portions 51, 53 may be disposed so as to be completely inside the upper reinforcing portion 34 and the vertical reinforcing portion 37. In this case, the upper space 20 can be made more compact.

  When viewed from the captain direction (as shown in FIG. 4), the wall portion 52 is disposed at a position overlapping the upper reinforcing portion 36. That is, the wall portion 52 does not protrude from the upper reinforcing portion 36 when viewed from the captain direction. In the present embodiment, the wall portion 52 is disposed near the starboard side end portion of the upper reinforcing portion 36. Further, a part of the wall portion 52 is arranged so as to coincide with the edge portion of the inclined portion 43, and therefore does not protrude from the inclined portion 43. In the present embodiment, as described above, a part of the wall portion 52 is disposed so as to coincide with the edge portion of the upper reinforcing portion 36 on the luggage tank 3 side. Thereby, since the wall part 52 can be set as the structure corresponding to the shape of the frame part 32, it can suppress that a level | step difference and a protrusion shape generate | occur | produce between the wall part 52 and the frame part 32. FIG. This facilitates the painting operation. However, instead of this, the entire wall portion 52 may be disposed so as to be completely inside the upper reinforcing portion 36. In this case, the upper space 20 can be made more compact.

  With the above arrangement, the upper space 20 is formed in the upper portion of the luggage tub 3 by the combination of the wall portions 51, 52, 53 and the upper deck 10. More specifically, the first space 20 </ b> A is formed by a combination of the walls 51 and 53, the partition wall 16, and the upper deck 10. The second space 20 </ b> B is formed by the combination of the wall portion 52, the partition wall 16, and the upper deck 10. The upper space 20 is used as a compartment for an application different from the luggage tank 3. For example, the upper space 20 may be used as a fuel tank, a ballast tank, a cleaning fresh water storage tank, or the like.

  Longages 19 are provided on the main surfaces of the walls 51, 52, 53 on the upper space 20 side. On the other hand, the main surface of the walls 51, 52, 53 on the luggage tank 3 side is configured as a smooth surface without the Longe 19 being provided. Thereby, the longe 19 can reinforce the walls 51, 52, 53. The longe 19 is disposed so as to be stored in the upper space 20. On the other hand, of the main surfaces of the walls 51, 52, and 53, the main surface exposed to the luggage tank 3 is a smooth surface without the longe 19. Therefore, the operator can apply a smooth smooth surface instead of applying the uneven surface on which a large number of the longes 19 are formed, so that it is easy to apply the walls 51, 52, 53 from the outside. Here, the “smooth surface” includes those that are not smooth over the entire main surfaces of the wall portions 51, 52, and 53. That is, the main surface of the wall portions 51, 52, 53 on the luggage tank 3 side only needs to ensure smoothness within a range where the coating can be efficiently performed rather than directly coating the connecting portion 50. For example, as long as the workability of the coating is not excessively impaired, a part of the longe 19 (however, the longer 19 of the wall 19, 52, 53 on the main surface of the luggage tank 3 side than the main surface of the upper space 20). Other members may be provided.

  Here, at the time of manufacturing the ship 100, the structure on the upper side of the luggage tank 3 can be handled as an independent member as the unit PT1 and the unit PT2. The handling of the members is not particularly limited, but in the example shown in FIG. 4, the upper reinforcing portion 36, the wall portion 52, the vicinity of the upper end portion of the partition wall 16, the upper end portion of the vertical reinforcing portion 37, and the wall portion 53 are provided. Belongs to the unit PT1. The partition wall 16 and the vertical reinforcing portion 37 can be separated from the lower structure at the position of the cutting line CL. On the other hand, the upper reinforcing portion 34 and the wall portion 51 belong to the unit PT2.

  Therefore, at the time of manufacture, the luggage tank 3 is in an open state without the upper units PT1 and PT2. Therefore, the operator can perform operations such as assembling the lower structure of the luggage tank 3 from above. Thereby, work efficiency improves. On the other hand, the units PT1 and PT2 are members that can be handled independently. Therefore, the operator can perform operations such as assembling in a state where the units PT1 and PT2 are turned upside down with respect to the finished product. In other words, the worker can work efficiently with the wall portions 51, 52, 53 facing upward. When the processing such as the assembly of the lower structure of the luggage tank 3 and the units PT1 and PT2 is completed, the operator places the units PT1 and PT2 on the upper part of the luggage tank 3 and fixes them by welding or the like. Thus, the structure of the ship 100 is assembled.

  Next, operations and effects of the ship 100 according to the present embodiment will be described.

  First, with reference to FIG. 5, the structure of the ship 200 which concerns on a comparative example is demonstrated. The ship 200 has a configuration in which the walls 51, 52, and 53 are omitted from the ship 100 shown in the present embodiment. In such a ship 200, the upper deck 10 provided on the upper side of the luggage tank 3 and the partition wall 16 that divides the luggage tank in the three ship width direction are connected by the connection portion 50. Here, since the upper deck 10 and the partition wall 16 are provided with reinforcing members such as the longe 19, the reinforcing members are easily concentrated in the vicinity of the connecting portion 50. Therefore, when an operator tries to paint such a part, the projections are concentrated and it is difficult to perform the painting work.

  On the other hand, the ship 100 according to the present embodiment is a ship 100 having the luggage tank 3 and extends in the vertical direction and the ship length direction in the upper deck 10 provided on the upper side of the luggage tank 3 and in the luggage tank 3. , A partition wall 16 that divides the cargo tank 3 in the ship width direction, and wall portions 51 and 53 that extend in the ship length direction at corners between the upper deck 10 and the partition wall 16. It is arrange | positioned at the one side of the ship width direction with respect to, and covers the connection part 50 of the upper deck 10 and the partition 16.

  According to such a ship 100, the ship 100 includes the wall portions 51 and 53 extending in the ship length direction at the corner portion between the upper deck 10 and the partition wall 16. The wall portions 51 and 53 are arranged on the starboard side (one side) in the ship width direction with respect to the bulkhead 16 and cover the connection portion 50 between the upper deck 10 and the bulkhead 16. When a reinforcing member such as the longe 19 is provided on the starboard side in the ship width direction with respect to the bulkhead 16, the wall portions 51 and 53 can cover a portion where the reinforcing members of the upper deck 10 and the bulkhead 16 are concentrated. . Thereby, the worker can paint the walls 51 and 53 instead of the places where the painting work is difficult to perform. As described above, since the main surface of the walls 51 and 53 on the side of the luggage tub 3 is a smooth surface, the painting operation can be easily performed. As described above, the painting operation inside the luggage tank 3 can be easily performed. Moreover, since the wall parts 51 and 53 can also form the upper space 20 in the upper end part of the partition 16, the said upper space 20 can be utilized effectively.

  In the ship 100, the wall part 51 inclines so that it may approach the partition 16 side as it goes below from the upper deck 10. As shown in FIG. In this case, since the wall portion 51 is inclined between the upper deck 10 and the partition wall 16, the vicinity of the connection portion 50 can be supported, so that the structural strength in the vicinity of the connection portion 50 can be improved.

  The ship 100 further includes a wall portion 52 that extends in the ship length direction at the corner between the upper deck 10 and the bulkhead 16 and that is disposed on the port side (the other side) in the ship width direction with respect to the bulkhead 16 and covers the connection portion 50. ing. In this case, the wall 52 can cover the connecting portion 50 on the opposite side of the partition wall 16 from the walls 51 and 53. Therefore, the painting operation can be performed more easily. Moreover, the wall part 52 can support and reinforce the connection part 50 on the opposite side to the wall parts 51 and 53 across the partition wall 16.

  In the ship 100, the upper reinforcing portion 34 protrudes downward from the upper deck 10 and extends in the ship width direction along the upper deck 10, and protrudes toward the starboard side in the ship width direction from the partition wall 16, and extends in the vertical direction along the partition wall 16. A vertical reinforcing portion 37, and the entire area of the wall portions 51 and 53 is disposed at a position overlapping at least one of the upper reinforcing portion 34 and the vertical reinforcing portion 37 when viewed from the ship's length direction. In this case, the wall portions 51 and 53 can be structured so as not to protrude from the upper reinforcing portion 34 and the vertical reinforcing portion 37. Accordingly, the end portions of the wall portions 51 and 53 in the ship length direction can be connected to at least one of the upper reinforcing portion 34 and the vertical reinforcing portion 37. Thereby, the wall parts 51 and 53 can be provided easily.

  For example, when the wall portions 51 and 53 protrude from the upper reinforcing portion 34 and the vertical reinforcing portion 37, the protruding portions of the end portions in the ship length direction of the wall portions 51 and 53 are connected to the upper reinforcing portion 34 and the vertical reinforcing portion 37. The part that does not protrude must be connected to the end of the adjacent walls 51 and 53. In such a case, it may take time to assemble the walls 51 and 53. However, such a form that protrudes is not excluded from the present invention. For example, when it is desired to increase the volume of the upper space 20, this form may be adopted.

  As mentioned above, although this invention was concretely demonstrated based on the embodiment, this invention is not limited to the said embodiment. For example, the mode of partitioning by the partition walls 16 and 17 is not limited to the above-described embodiment, and may be changed as appropriate. For example, two or more partition walls 16 may be provided. In this case, two or more connecting portions 50 between the upper deck 10 and the partition wall 16 are provided. Therefore, the wall portions 51, 52, 53 may be provided in each connection portion 50.

  The shape and size of the walls 51, 52, 53 are not limited to the above-described embodiment, and may be changed as appropriate. For example, you may arrange | position the upper end part of wall part 51,52 along the upper side reinforcement parts 34 and 36 to the outer side of a ship width direction. Alternatively, the lower end portions of the wall portions 51 and 52 may be disposed downward along the vertical reinforcing portion 37. In this case, the number of longes 19 that can be covered by the walls 51 and 52 can be increased. However, it is preferable to consider the balance with the increase in the hull weight by increasing the wall portions 51 and 52. Moreover, the wall parts 51 and 52 do not need to incline and may extend straightly in the up-down direction. Further, the wall portion 53 may be omitted and the wall portion 51 may be directly connected to the partition wall 16. Further, the wall 52 may be omitted. In this case, the number of members can be reduced. Further, whether the longge 19 is provided on the port side or the starboard side of the partition wall 16 may be appropriately changed. Moreover, the structure which made the port side and starboard side left-right symmetric as the structure of the above-mentioned embodiment may be employ | adopted. That is, the longe 19 and the vertical reinforcing portion 37 are provided on the port side of the partition wall 16, and the wall portions 51, 52, 53 are also in a symmetrical relationship.

  In the above embodiment, the ship is a tanker because it is particularly suitable. However, the present invention is also applicable to a combined ship that loads not only oil but also solid cargo (bulk) such as ore and coal.

DESCRIPTION OF SYMBOLS 3 ... Luggage tank, 10 ... Upper deck (ceiling part), 16 ... Bulkhead, 34 ... Upper reinforcement part (1st reinforcement part), 37 ... Vertical reinforcement part (2nd reinforcement part), 50 ... Connection part, 51 , 53 ... wall part (first wall part), 52 ... wall part (second wall part), 100 ... ship.

Claims (4)

A ship having a luggage tank,
A ceiling provided on the upper side of the luggage tub,
A partition wall extending in the up-down direction and the ship length direction in the luggage tank, and dividing the luggage tank in the ship width direction;
A first wall portion extending in a ship length direction between the ceiling portion and the partition wall,
The first wall portion is disposed on one side in the ship width direction with respect to the bulkhead, and covers a connection portion between the ceiling portion and the bulkhead.   The ship according to claim 1, wherein the first wall portion is inclined so as to approach the bulkhead side as it goes downward from the ceiling portion.   The apparatus according to claim 1, further comprising a second wall portion that extends in the ship length direction between the ceiling portion and the bulkhead, is disposed on the other side of the bulkhead direction with respect to the bulkhead, and covers the connection portion. The listed ship. A first reinforcing portion protruding downward from the ceiling portion and extending in the ship width direction along the ceiling portion;
A second reinforcing portion protruding from the bulkhead to one side in the ship width direction and extending in the vertical direction along the bulkhead;
The entire region of the first wall portion is disposed at a position overlapping at least one of the first reinforcing portion and the second reinforcing portion when viewed from the ship direction. Ship described in.

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