JP2023137083A - ship - Google Patents

Abstract

To provide a ship which is easy to secure a sufficient deck area of a bow portion.SOLUTION: A ship 10 comprises a hull body 11 and a projection part 6. The hull body 11 has a stem 51 at a bow portion. The projection part 6 projects forward from an upper end of the bow portion of the hull body 11. An outer peripheral edge of the projection part 6 has a curved shape which is a convex shape in a direction away from the stem 51 in a plane view.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to a ship that includes a hull body having a stem in the bow portion.

As a related technology, a ship (small ship) composed of a hull, a propeller, a deck, a wheelhouse, etc. is known (for example, see Patent Document 1). A ship according to the related technology includes a ship body formed of FRP and a deck provided on the upper part of the ship body. The hull includes a watertight space surrounded by the outer panels (left and right outer panels, rear outer panels, and bottom outer panels) and the deck.

In a ship according to related technology, a bowsprit for attaching, for example, an anchor roller or the like is provided on the hull at the bow portion. The bowsprit is formed in such a shape that only the center portion of the bow portion of the deck in the left-right direction protrudes forward.

Japanese Patent Application Publication No. 2016-159714

As in the above-mentioned related technology, when a bowsprit is provided in which only the center portion of the bow portion of the deck in the left-right direction protrudes forward, there is a deck on both sides in the left-right direction when viewed from the bowsprit. This may result in insufficient deck area at the bow.

An object of the present disclosure is to provide a ship in which it is easy to secure a sufficient deck area in the bow portion.

A ship according to one aspect of the present disclosure includes a hull main body and a protrusion. The hull body has a stem at the bow portion. The protruding portion protrudes forward from an upper end of the bow portion of the hull main body. The outer peripheral edge of the protrusion has a curved shape that is convex in a direction away from the stem in plan view.

According to the present invention, it is possible to provide a ship in which it is easy to secure a sufficient deck area in the bow portion.

FIG. 1 is a schematic perspective view of a ship according to Embodiment 1, seen from the deck side. FIG. 2 is a schematic perspective view of the ship according to the first embodiment, viewed from the bottom side. FIG. 3 is a schematic right side view of the ship according to the first embodiment. FIG. 4 is a schematic plan view of the ship according to the first embodiment. FIG. 5 is a schematic bottom view of the ship according to the first embodiment. FIG. 6 is a schematic front view of the ship according to the first embodiment. FIG. 7 is a schematic right side view showing the bow portion of the ship according to the first embodiment. FIG. 8 is a schematic plan view showing the bow portion of the ship according to the first embodiment. FIG. 9 is a schematic bottom view showing the bow portion of the ship according to the first embodiment. FIG. 10 is a schematic perspective view showing the bow portion of the ship according to the first embodiment. FIG. 11 is a schematic right side view showing a state in which the bow portion of the ship according to the first embodiment is stuck into the water surface. FIG. 12 is a schematic perspective view showing the stern portion of the ship according to the first embodiment. FIG. 13 is a schematic right side view showing the stern portion of the ship according to the first embodiment. FIG. 14 is a schematic bottom view showing the section layout of the ship according to the first embodiment. FIG. 15 is a schematic perspective view showing the bow portion of the ship according to the first embodiment.

Embodiments of the present disclosure will be described below with reference to the accompanying drawings. The following embodiment is an example embodying the present disclosure, and is not intended to limit the technical scope of the present disclosure.

(Embodiment 1)
[1] Overall Configuration First, the overall configuration of the ship 10 according to the present embodiment will be described with reference to FIGS. 1 to 6.

The ship 10 is a moving body that sails (cruises) on water such as the sea, a lake, or a river. In this embodiment, as an example, the boat 10 is a "pleasure boat" which is a small boat mainly used for sports or recreation at sea. Furthermore, in the present embodiment, the ship 10 has a configuration that operates in response to operations (including remote control) by a person (operator), and is particularly a manned type in which a person who is the operator can board. shall be.

The ship 10 includes a hull 1, a propulsion device 2 (see FIG. 3), a rudder device 3 (see FIG. 3), and a cabin 4. The ship 10 includes various inboard equipment, including an operating device that receives operations from a person (pilot), a display device, various sensors (including detectors), various instruments, communication devices, control devices, lighting equipment, etc. It also has the following. Here, in FIG. 3, the propulsion device 2 and the rudder device 3 are shown by imaginary lines (two-dot chain lines), and illustration of the propulsion device 2 and the rudder device 3 is omitted in drawings other than FIG. 3.

In this embodiment, as an example, the propulsion type of the ship 10 is an "inboard engine" in which the power source 21 (see FIG. 3) of the propulsion device 2 is mounted near the center of the hull 1, and the stern type ( The stern configuration is a "bracket type" (outer propeller/outer rudder type). As an example, the size of the hull 1 is assumed to have a total length of 5 m or more and 20 m or less, and a capacity of 10 or more people and 15 or less people. Furthermore, in this embodiment, a semi-sliding type ship 10 with a speed/length ratio of 2.0 or more and 5.0 or less is assumed. Therefore, the boat 10 sails with the bow side of the boat body 1 raised, although the boat body (hull body 11) does not slide on the water surface.

In this embodiment, for convenience of explanation, the vertical direction in a state where the ship 10 is stopped on water is defined as the up-down direction D1. Further, a front-rear direction D2 and a left-right direction D3 are defined based on the direction seen from the person (operator) sitting in the cockpit (inside the cabin 4) of the ship 10. That is, the direction in which the hull 1 moves when the hull 1 moves forward, that is, the bow side (fore) when viewed from the center of the hull 1, is the front in the longitudinal direction D2, and the direction in which the hull 1 moves when the hull 1 moves backward, that is, the fore side when seen from the center of the hull 1. The stern side (aft) when viewed from the center of is the rear side in the longitudinal direction D2. The port side when viewed from the center of the hull 1 is the left side in the left-right direction D3, and the starboard side when viewed from the center of the hull 1 is the right side in the left-right direction D3. However, these directions are not intended to limit the direction in which the vessel 10 is used (direction during use).

In addition, "parallel" as used in the present disclosure refers to two straight lines on one plane that do not intersect no matter how far they extend, that is, when the angle between the two is strictly 0 degrees (or 180 degrees). In addition, it means that the angle between the two is within an error range of several degrees (for example, less than 10 degrees) from 0 degrees. Similarly, "orthogonal" as used in the present disclosure refers to not only the case where the angle between the two intersects at exactly 90 degrees, but also the case where the angle between the two is several degrees (for example, less than 10 degrees) relative to 90 degrees. This means that the relationship is within the error range.

The hull 1 and the cabin 4 are mainly made of, for example, FRP (Fiber Reinforced Plastics). Therefore, the hull 1 and the cabin 4 have a high degree of freedom in shape while having high strength and light weight, and it is possible to realize the hull 1 in various shapes.

The hull 1 has a hull main body 11 and a deck 12. The main body 11 constitutes a hull. The hull main body 11 has a dimension in the horizontal direction D3 larger than a dimension in the vertical direction D1 (excluding the cabin 4), and a dimension in the longitudinal direction D2 is set larger than a dimension in the horizontal direction D3, so that the dimension in the longitudinal direction D2 is larger than the dimension in the longitudinal direction D2. It has a length of . The hull main body 11 is formed into a box shape with an open top surface, and a power source 21 of the propulsion device 2 and the like are arranged inside the box.

The main body 11 has a pair of side outer plates 111, a rear outer plate 112, and a bottom outer plate 113. The pair of ship side outer plates 111 are arranged so as to face each other in the left-right direction D3, and constitute both side surfaces (board sides) of the hull main body 11 in the left-right direction D3. The rear hull side outer plate 112 constitutes the rear surface (transom) of the hull main body 11. The bottom shell plate 113 constitutes the lower surface (bottom) of the hull main body 11 . These pair of ship side outer plates 111 , rear ship side outer plates 112 , and bottom outer plate 113 are integrally (seamlessly) formed and constitute the outer shell of the hull main body 11 .

The deck 12 is coupled to the hull body 11 so as to cover the opening surface (upper surface) of the hull body 11. In other words, the deck 12 constitutes the upper surface of the hull main body 11, and is a deck on which people are supposed to ride. Here, if the hull main body 11 is divided into three parts in the longitudinal direction D2 and defined as bow, midship, and stern in order from the front (bow) side, the part of the deck 12 located on the bow (bow side) is " The part located on the stern (stern side) is the stern deck.

A cabin 4 is arranged in the center (midship) of the deck 12 in the longitudinal direction D2. Side passages are secured on both sides of the cabin 4 in the left-right direction D3 on the deck 12, and people can move between the bow deck and the stern deck through the side passages.

Furthermore, in this embodiment, the deck 12 is not at the same height over its entire area, but gradually increases in height from the stern side to the bow side, and has steps in the side passage and bow deck. ing. Furthermore, a bow rail 121 as a fall prevention fence is provided along the outer periphery of the deck 12 from the bow deck located at the bow of the ship to the step of the side passageway so as to surround the deck 12.

In the hull 1, a watertight space is formed that is surrounded by a pair of side outer panels 111, a rear outer panel 112, and a bottom outer panel 113 that form the outer shell of the hull main body 11, and the deck 12 (and the cabin 4). An engine room and the like are provided in the center of the watertight space in the longitudinal direction D2. Further, a cabin or the like is provided on the front side of the engine room in the watertight space.

As shown in FIG. 3, the propulsion device 2 includes a power source 21, a power transmission section 22, and a propulsive force generation section 23.

The power source 21 includes, for example, an engine (internal combustion engine) that generates power by burning fuel. An example of the engine is a diesel engine that is driven using light oil as fuel. The power transmission section 22 transmits the power generated by the engine to the propulsive force generation section 23. The power transmission section 22 includes a clutch, a reduction gear (marine gear), a propeller shaft, and the like. The power transmission section 22 has a function of switching between a transmission state in which power is transmitted from the power source 21 to the propulsive force generation section 23 and a cutoff state in which power is not transmitted. In this embodiment, the propulsive force generation unit 23 includes a propeller, and receives the power generated by the power source 21 and rotates the propeller around a rotating shaft (propeller shaft) to move the hull 1 forward or backward. generates a propulsive force.

The propulsion device 2 is controlled according to the operation of the operating device. For example, when the operating device includes an operating lever that can be rotated (moved) from a neutral position to a forward position and a reverse position, the propulsion device 2 does not generate propulsive force when the operating lever is in the neutral position. , the propulsive force of the hull 1 is 0 (zero). In this case, in order to move the hull 1 forward, the operator operates the operating lever to rotate (move) it from the neutral position to the forward position, and in order to move the hull 1 astern, the operator operates the operating lever in the neutral position. Operate to rotate (move) from the position to the reverse position. The propulsion device 2 increases the propulsive force (rotation speed of the propeller) for moving the hull 1 forward as the amount of operation (rotation angle) of the control lever from the neutral position to the forward position side increases.

As shown in FIG. 3, the rudder device 3 is attached to the stern portion of the hull 1 and adjusts the traveling direction of the hull 1. In this embodiment, the rudder device 3 is arranged immediately after the propulsive force generating section 23 of the propulsion device 2. The rudder device 3 is controlled according to the operation of the operating device. For example, when the operating device includes a steering wheel, when the operator rotates the steering wheel, the rudder device 3 steers in a surface rudder or steering direction.

The cabin 4 includes a pilot's seat, and includes an operating device, a display device, various instruments, communication devices, and the like. The cabin 4 is arranged above an engine room or the like. The cabin 4 is configured to be accessible from the deck 12. The interior space of the cabin 4 is continuous with the space below the deck 12 (bow berth). In addition to the cockpit, the cabin 4 includes a passenger seat, a table, a sink, a toilet, a shower room, a refrigerator, a utility box, a locker, and the like. Furthermore, an engine room hatch and the like for accessing the engine room are also arranged in the cabin 4.

The configuration of the hull body 11 will be described in more detail below.

In the hull main body, the front ends (ends on the bow side) of the pair of ship side outer plates 111 are coupled to each other to form a bow. Further, the rear ends (ends on the stern side) of the pair of side outer plates 111 are coupled to each other via the rear outer plate 112, and together with the rear outer plate 112 constitute the stern. In other words, the rear end of the port side outer plate 111 is connected to the left end of the rear side outer plate 112, and the rear end of the starboard side outer plate 111 is connected to the right end of the rear side outer plate 112. There is.

Furthermore, the lower ends of the pair of ship side outer plates 111 and the lower ends of the rear ship side outer plates 112 are coupled to the bottom outer plate 113. In other words, the lower end of the port side outer plate 111 is coupled to the left end of the bottom outer plate 113 in the left-right direction D3, and the lower end of the starboard side outer plate 111 is coupled to the right end of the bottom outer plate 113. ing. The lower end of the rear side outer plate 112 is coupled to the rear end of the bottom outer plate 113.

The pair of ship side outer plates 111 have shapes that are spaced apart from each other in the left-right direction D3 as they go from the bow to the stern. That is, the hull main body 11 has a shape in which the dimension (ship width) in the left-right direction D3 gradually increases from the bow to the stern. The distance between the pair of ship side outer plates 111 is maximum at a midpoint in the longitudinal direction D2 of the hull main body 11, and the dimension of the hull main body 11 in the left-right direction D3 at this region matches the width of the ship. The pair of ship side outer plates 111 are parallel to each other up to the stern (rear ship side outer plate 112) on the rear side of the part where the distance between them is maximum. Further, the hull body 11 may have a shape in which the dimension (ship width) in the left-right direction D3 gradually narrows from a midway portion of the hull body 11 in the longitudinal direction D2 to the stern toward the stern.

Further, the pair of ship side outer plates 111 includes a first knuckle 114 and a second knuckle 115. The first knuckle 114 and the second knuckle 115 both extend from the bow to the stern, and are inclined with respect to the horizontal plane so as to be positioned downward toward the stern. The second knuckle 115 is located above the first knuckle 114.

Each of the first knuckle 114 and the second knuckle 115 is a step extending along the front-rear direction D2, and both are configured to protrude outward in the left-right direction D3 as they move upward from the step. . Therefore, when viewed from the same position in the longitudinal direction D2, the distance between the pair of side shell plates 111 in the left-right direction D3 is one step at the upper part of the first knuckle 114, with the lower part of the first knuckle 114 as a reference. It becomes larger, and the upper part of the second knuckle 115 becomes larger by one step. These first knuckles 114 and second knuckles 115 each function as a knuckle line (spray strip) for removing water (wave) spray.

A pair of ship side outer plates 111 and a rear ship side outer plate 112 both protrude above the deck 12. That is, the upper end portions of the pair of side shell panels 111 and rear shell panels 112 protrude upward from the deck 12 in side view, and serve as bulwarks (breakwater walls) to prevent water (waves) from entering the deck 12. functions as Water (seawater) that has entered the deck 12 is discharged out of the ship from a water outlet formed in the bulwark. The outer circumferential surface of the bulwark is equipped with a gauntlet material as a cushioning material.

Further, the hull main body 11 has a chine 116 formed at a joint portion between each of the pair of side outer panels 111 and the bottom outer panel 113. Like the first knuckle 114 and the second knuckle 115, the chine 116 extends from the bow to the stern, and is inclined with respect to the horizontal plane so as to be positioned downward toward the stern. The chine 116 is a step extending along the front-rear direction D2, and is configured to protrude outward in the left-right direction D3 toward the upper side of the step. Therefore, when viewed from the same position in the longitudinal direction D2, the interval between the pair of side shell plates 111 in the left-right direction D3 is one step larger than the interval between the upper ends of the bottom shell plates 113. In this embodiment, the rear part (the part immersed in water) of the first knuckle 114 is formed along the chine 116, and forms a double chine together with the chine 116 (see FIG. 3). Therefore, if the chine 116 is an inner chine, the rear part of the first knuckle 114 is an outer chine.

The hull main body 11 has a fin-shaped skeg 117 (fin keel) that protrudes from the center of the bottom outer plate 113 in the left-right direction D3 and extends from the bow to the stern. The skeg 117 is provided from the front end (the end on the bow side) of the bottom shell plate 113 to an intermediate portion in the longitudinal direction D2.

The hull main body 11 has a flat keel 118 provided at the rear of the skeg 117, that is, on the stern side of the center portion of the bottom shell plate 113 in the left-right direction D3. The flat keel 118 is formed to be continuous with the skeg 117 in the longitudinal direction D2, and the position of the rear end of the skeg 117 in the longitudinal direction D2 coincides with (overlaps with) the front end of the flat keel 118. The flat keel 118 is a rib-shaped portion whose lower surface is formed in a flat shape (flat portion) parallel to a horizontal surface. A propeller shaft of the power transmission section 22 projects rearward from the rear end of the flat keel 118.

Furthermore, the main body 11 has a plurality of spray strips 119. In this embodiment, two spray strips 119 (four in total) are provided on each of the port and starboard sides of the bottom shell 113. Like the first knuckle 114 and the second knuckle 115, each spray strip 119 extends from the bow to the stern, and is inclined with respect to the horizontal plane so as to be positioned downward toward the stern.

The hull main body 11 has a plurality of hull windows 120. In this embodiment, three hull windows 120 (six in total) are provided on each of the pair of side outer panels 111. The three hull windows 120 are arranged side by side in the longitudinal direction D2.

Further, the hull main body 11 has a stem 51 at the bow portion. The pair of ship side outer plates 111 constitute at least a portion of the stem 51 in the bow portion when viewed from the side. In other words, at least a portion of the stem 51 is a ridge line that is a boundary between a pair of ship side outer plates 111 whose front ends are joined at the bow portion. In side view, the stem 51 is inclined with respect to the vertical line so that the closer to the stern the closer the stem 51 is to the bottom of the ship. In other words, the stem 51, which is the front end of the hull body 11, is inclined diagonally downward.

Here, the stem 51 includes an upper stem 511 and a lower stem 512. The upper stem 511 is a portion of the stem 51 located closer to the deck 12 than the chine 116, that is, located above, and is constituted by a pair of ship side outer plates 111. The lower stem 512 is a portion of the stem 51 that is located closer to the bottom of the ship than the chine 116, that is, located below, and is constituted by a skeg 117 provided on the bottom shell plate 113. The stem 51 is divided into an upper stem 511 and a lower stem 512 in the vertical direction D1 with the chine 116 as a boundary. In short, the skeg 117 constitutes at least a portion of the stem 51.

The ship 10 configured as described above generates lift due to pressure changes in the water flow flowing through the bottom of the ship during navigation. The bow side of the ship 10 is lifted at a sailing trim angle according to the lift force. The lift force generated at this time becomes approximately equal to the weight of the ship when the cruising speed exceeds a predetermined value. Therefore, when the vessel 10 reaches a predetermined cruising speed or higher, the vessel 10 sails in such a posture that the bow side is raised above the water and the vessel 10 glides on the water surface using the bottom (lower surface) of the stern side.

Further, the hull 1 can adopt various configurations in addition to the configuration described above. For example, on the bow deck corresponding to the bow portion of the deck 12, an anchor store for accommodating an anchor reel, an anchor store hatch, and the like are appropriately arranged. Further, on the stern deck, which is the stern portion of the deck 12, a stern, a rocker, an inspection port (for the rudder device 3, propeller, etc.), and the like are appropriately arranged.

[2] Details of Bow Portion Next, the configuration of the bow portion of the ship 10 according to the present embodiment will be described in more detail with reference to FIGS. 7 to 11.

In this embodiment, as shown in FIG. 7, the stem 51 provided at the bow portion (front end) of the hull body 11 is a vertical stem whose inclination angle θ1 with respect to the vertical line (vertical direction D1) is smaller than 45 degrees. . In particular, the upper stem 511 of the stem 51 that forms the deck 12 than the chine 116 is provided at an angle close to the vertical, and the inclination angle θ1 with respect to the vertical line (vertical direction D1) is 10 degrees or less. It is set. As described above, in this embodiment, the stem 51 at the front end (bow portion) of the hull main body 11 is provided in a posture close to perpendicular to the horizontal plane (or the deck 12) when viewed from the side.

Here, the boat 10 includes a protrusion 6 that protrudes forward from the upper end of the stem 51 (upper stem 511) of the hull main body 11 when viewed from the side. That is, the protruding portion 6 protrudes outward from the upper end of the pair of ship side outer plates 111 in the bow portion of the hull main body 11. In this embodiment, the protrusion 6 is formed integrally (seamlessly) with the pair of ship side outer plates 111. In this way, the projecting portions 6 extending outward from the upper ends of the pair of side shell plates 111 form a flare in the bulwark.

The protrusion 6 protrudes in parallel to the horizontal plane, and the deck 12 forming the upper surface of the hull body 11 extends to the protrusion 6. Thereby, the deck 12 constitutes the upper surface of the hull main body 11 and the upper surface of the protrusion 6 . Although the thickness (dimension in the vertical direction D1) of the protrusion 6 is, for example, about several tens of centimeters, it has sufficient strength, and a person can also ride on the deck 12 above the protrusion 6. No structure is provided between the protrusion 6 and the water surface, and the lower surface of the protrusion 6 faces the water surface.

In other words, as shown in FIG. 7, when assuming an imaginary line L1 extending the upper stem 511 toward the deck 12 side, the protrusion 6 and the The deck 12 protrudes forward. As a result, the bow deck, which corresponds to the bow portion of the deck 12, is expanded by the amount of the protrusion 6. The virtual line L1 is a virtual line and has no substance.

By the way, as shown in FIGS. 8 and 9, the outer peripheral edge 61 of the protrusion 6 has a curved shape that is convex in a direction away from the stem 51 when viewed from above. In FIGS. 8 and 9, the portion that will become the protrusion 6 is shaded. In other words, when the stem 51 (upper stem 511) that is the front end of the hull body 11 is used as a reference point in plan view, the outer peripheral edge 61 of the protrusion 6 has a substantially arc shape that is convex on the opposite side from the reference point. It is formed.

In other words, as shown in FIGS. 8 and 9, when a virtual arc V1 is set around the bow portion of the hull body 11 in plan view, the outer peripheral edge 61 of the protrusion 6 has a shape along the virtual arc V1. becomes. The virtual arc V1 is a virtual arc and has no substance. Here, the virtual arc V1 is not limited to a perfect circular arc, but also includes a non-perfect circular arc such as an ellipse (in the examples of FIGS. 8 and 9, it is an elliptical arc).

In this way, the protruding portion 6 has a shape in which not only the center portion of the hull body 11 in the left-right direction D3 but also the entire bow portion of the hull body 11 is extended outward (outside). That is, the protruding portion 6 protrudes forward not only from the front end of the hull main body 11 but also from the entire bow portion in the left-right direction D3. Therefore, compared to the case where there is no protrusion 6, the bow portion of the hull 1 becomes slightly larger in plan view, and the deck 12 (bow deck) can be significantly enlarged.

In short, the ship 10 according to the present embodiment includes a hull main body 11 and a protrusion 6. The hull main body 11 has a stem 51 at the bow portion. The protrusion 6 protrudes forward from the upper end of the bow portion of the hull body 11. The outer peripheral edge 61 of the protrusion 6 has a curved shape that is convex in a direction away from the stem 51 in plan view.

Thereby, it is possible to provide a ship 10 in which it is easy to secure a sufficient area of the deck 12 at the bow portion. Therefore, for example, when passengers go fishing on the bow portion of the deck 12, more passengers can stand on the deck 12 at the same time, and the convenience of the ship 10 is improved. Furthermore, when the vessel 10 is running, the protrusion 6 functions as a flare, making it possible to suppress water (wave) spray from entering onto the deck 12. In addition, when the ship 10 is sailing, the protrusion 6 receives wind pressure from below, which can assist the buoyancy of the bow portion of the ship body 11, making it easier for the ship 10 to plan. Furthermore, since the width of the bow portion of the hull body 11 in the left-right direction D3 is not increased, it is possible to suppress an increase in water resistance that the hull body 11 receives when the vessel 10 is running.

Further, as shown in FIG. 10, a bowsprit 62 is provided at the center of the protrusion 6 in the left-right direction D3. The bowsprit 62 is a part for attaching (equipping) an anchor roller and the like. The bowsprit 62 is made of a rectangular recessed portion opened forward and downward in a plan view. Therefore, the thickness of the protruding portion 6 (dimension in the vertical direction D1) is smaller in the bowsprit 62 than in parts other than the bowsprit 62. When attaching an anchor roller or the like, a part (bowsprit 62) of the protrusion 6 is cut out so that the protrusion 6 penetrates in the vertical direction D1, and the anchor roller or the like is attached to the cutout thus created.

Thus, in this embodiment, the protrusion 6 includes the bowsprit 62. Therefore, anchor rollers and the like can be attached to the hull body 11 without separately attaching a bowsprit to the hull body 11. Since the protrusions 6 are also present on both sides of the bowsprit 62 in the left-right direction D3, the deck 12 (bow deck) can be extended to both sides of the bowsprit 62. The equipment attached to the bowsprit 62 is not limited to the anchor roller.

Further, as shown in FIGS. 7 and 10, the upper end of the stem 51 (upper stem 511) is connected to the protrusion 6 via a recess 63. The recess 63 is a curved depression that has a curved shape when viewed from the side. In short, a recess 63 having a curved shape in side view is formed at the boundary between the stem 51 and the protrusion 6.

By providing such a recess 63, the protrusion 6 can easily function as a flare when the ship 10 is running, and it is possible to efficiently suppress water (wave) spray from entering onto the deck 12. Become. Furthermore, the curved recess 63 makes stress concentration less likely to occur, and the protrusion 6 is less likely to be damaged, for example, even if the protrusion 6 receives wind pressure and/or water pressure from below while the ship 10 is sailing.

Further, in this embodiment, as shown in FIG. 8, the dimension W1 of the protrusion 6 in the left-right direction D3 is larger than the amount W2 of the protrusion 6 protruding from the hull body 11. Here, the protrusion amount W2 of the protrusion 6 from the hull body 11 is expressed by the amount of forward protrusion of the protrusion 6 from the stem 51, that is, the distance from the stem 51 to the front end of the protrusion 6. That is, since the protrusion 6 is provided over the entire width of the hull body 11 in the left-right direction D3, the dimension W1 of the protrusion 6 in the left-right direction D3 is approximately equal to the full width of the hull body 11 in the left-right direction D3. Therefore, the dimension W1 of the protrusion 6 in the left-right direction D3 is sufficiently larger than the amount of protrusion W2 of the protrusion 6 from the hull body 11.

As a result, the protrusion 6 is provided in most of the bow part of the hull body 11, and when the vessel 10 is sailing, the protrusion 6 easily functions as a flare, causing water (wave) spray to flow onto the deck 12. Infiltration can be effectively suppressed. Furthermore, when the ship 10 is sailing, the protrusion 6 that protrudes over the entire width of the ship body 11 in the left-right direction D3 efficiently receives wind pressure from below, thereby efficiently assisting the buoyancy of the bow portion of the ship body 11. be able to.

Furthermore, by providing the protruding portion 6 as described above, as shown in FIG. 11, it is expected that the buoyancy will increase when the bow part pierces the water surface Lv1, for example, when sailing in rough waves. can. That is, since the protrusion 6 is provided over a wide range in the left-right direction D3 of the hull main body 11, when the protrusion 6 provided at the bow portion pierces the water surface Lv1, the protrusion is only in the center part in the left-right direction D3. Compared to a certain case, the volume of the protrusion 6 submerged in water becomes larger. Therefore, the buoyant force acting on the protrusion 6 increases, making it easier for the bow portion to float.

[3] Details of Stern Portion Next, the configuration of the stern portion (stern) of the ship 10 according to the present embodiment will be described in more detail with reference to FIGS. 12 and 13.

In this embodiment, a pair of inclined portions 71 are formed at the stern portion of the bottom outer plate 113. The pair of inclined parts 71 are arranged at both ends of the rear end of the bottom shell plate 113 in the left-right direction D3. As shown in FIG. 13, each of the pair of inclined portions 71 is a portion of the bottom of the ship that is inclined diagonally forward with respect to a horizontal plane so that it is located lower toward the rear. Here, the pair of inclined portions 71 are located on both sides in the left-right direction D3 with respect to the propeller of the propulsive force generating portion 23 (see FIG. 3) and the rudder device 3 (see FIG. 3).

In short, the main body 11 further includes an inclined portion 71 that is disposed at the bottom of the stern portion and is inclined diagonally forward. Thereby, it is possible to suppress lifting of the bow portion when the vessel 10 is running. It is not essential that a pair of sloped portions 71 be provided; for example, only one sloped portion 71 may be provided, or three or more sloped portions 71 may be provided.

Further, in this embodiment, a knuckle line 72 is provided at the stern portion of the pair of side outer plates 111 of the hull main body 11. The knuckle line 72 extends toward the stern from a midpoint in the longitudinal direction D2 of the ship side outer plate 111, and is inclined with respect to the horizontal plane so as to be positioned upward toward the stern. The knuckle line 72 is a step extending along the front-rear direction D2, and is configured to protrude outward in the left-right direction D3 toward the upper side of the step. Therefore, when viewed from the same position in the longitudinal direction D2, the distance between the pair of side shell plates 111 in the left-right direction D3 increases by one step at the upper part of the knuckle line 72 with respect to the lower part of the knuckle line 72. .

In short, the main body 11 further includes a knuckle line 72 that is arranged on the side of the stern portion and extends along the longitudinal direction D2. Thereby, water (wave) spray can be dropped at the knuckle line 72 even in the stern portion of the hull main body 11, and it is possible to suppress water from rising when the ship 10 is running.

[4] Other detailed configurations Next, other detailed configurations of the ship 10 according to the present embodiment will be described with reference to FIGS. 14 and 15. A perspective view of the vicinity of the front end of the flat keel 118 as seen from the bottom of the ship is shown inside the air outlet in FIG.

In this embodiment, the hull main body 11 has the flat keel 118, as described above. The flat keel 118 extends rearward from the rear end of the skeg 117 that constitutes the lower stem 512. That is, a skeg 117 serving as a fin keel and a flat keel 118 are arranged side by side in the longitudinal direction D2 at the center of the bottom of the boat in the left-right direction D3. Here, the front end of the flat keel 118 (and the rear end of the skeg 117) is located relatively close to the bow in the longitudinal direction D2.

Here, as shown in FIG. 14, a longitudinal direction D2 (ship (Success direction) is divided into 10 equal parts, and sections SS0 to SS10 are set. These sections SS0 to SS10 are counted as SS1, SS2, . . . in order from the stern side, with section SS0 as the end on the stern side (transom part) and section SS10 as the end on the bow side (intersection P1). In this case, the front end of the flat keel 118 (and the rear end of the skeg 117) is located at an intermediate position (section 6.5) between section SS6 and section SS7, or closer to the bow than the intermediate position.

In short, the hull main body 11 has a flat keel 118 extending rearward from the rear end of the stem 51. The front end of the flat keel 118 is disposed at a position above section 6.5 of the hull main body 11 (section 6.5 or closer to the bow). In this way, by shifting the position of the front end of the flat keel 118 from near the general section 6 (SS6) to the bow side, it becomes possible to secure a large flat keel 118. Not only the dimension of the flat keel 118 in the front-rear direction D2 but also the dimension of the flat keel 118 in the left-right direction D3 can be ensured to be relatively large. As a result, it becomes easier to secure an installation space for the vibrator of the sonar sensor installed in the flat keel 118. More preferably, the front end of the flat keel 118 is set to a range of section 6.5 or more and section 7 (SS7) or less.

Moreover, the flat keel 118 has a shape in which the rear end portion extends toward the stern side so as to have a sufficient length in the longitudinal direction D2. In particular, from the position between section 2 (SS2) and section 3 (SS3) to the stern side, the flat keel 118 gradually decreases the amount of protrusion from the bottom shell 113 toward the stern side. It has been extended to In other words, the rear end portion of the flat keel 118 has a tapered surface that slopes diagonally downward (see FIG. 3). Since the rear end of the flat keel 118 extends toward the stern side, skidding of the main body 11 during navigation is easily suppressed, contributing to improvement in straight-line stability. In addition, there is an advantage that the space for accommodating the power source 21, the power transmission section 22, etc. of the propulsion device 2 in the hull main body 11 can be saved by the flat keel 118.

Furthermore, in this embodiment, regarding the relationship between the dimension (full width) in the left-right direction D3 and the dimension (full length) in the longitudinal direction D2 of the hull 1, the ratio of the full width to the full length is set to be large. As a result, stability of the hull 1 during navigation can be expected.

Furthermore, in this embodiment, as shown in FIG. 15, the deck 12 has an upright portion 122 on the outer periphery of the bow portion. The rising portion 122 is provided on the deck 12 of the bow portion, that is, the deck 12 constituting the upper surface of the protruding portion 6, and is configured to protrude upward compared to the portion other than the rising portion 122. Here, the upright portion 122 is inclined with respect to the horizontal plane so that it is located upward as it approaches the outer peripheral edge of the deck 12 (the outer peripheral edge 61 of the protruding portion 6).

In short, the ship 10 according to the present embodiment includes a hull main body 11 and a deck 12 that constitutes the upper surface of the protrusion 6 . The deck 12 has a raised portion 122 along the outer peripheral edge 61 of the protrusion 6 . According to this configuration, for example, when a person standing on the deck 12 on the protruding part 6 puts his or her feet on the standing part 122 during casting, it becomes easier to apply force to the feet. The rising portion 122 may be provided not only at the bow portion but also at the stern portion, for example.

[5] Modification Examples Modification examples of the first embodiment will be listed below. The modified examples described below can be applied in combination as appropriate.

The vessel 10 is not limited to a pleasure boat, but may also be a commercial vessel including a cargo ship and a cargo-passenger vessel, a work vessel including a tug boat and a salvage vessel, a special vessel including a weather observation vessel, a training vessel, etc., a fishing boat, a naval vessel, etc. good. Furthermore, the ship 10 is not limited to a manned type with an operator on board, but may be an unmanned type that can be operated remotely by a person (operator) or autonomously operated.

Further, the power source 21 is not limited to a diesel engine, and may include, for example, a gasoline engine or a motor (electric motor). Further, the ship 10 may include a hybrid propulsion device 2 having multiple types of power sources 21 such as engines and motors, for example. In this case, the power transmission section 22 combines the power generated by the plurality of types of power sources 21 and transmits it to the propulsive force generation section 23 .

Furthermore, it is not essential that the protrusion 6 includes the bowsprit 62, and the bowsprit 62 may be omitted. It is also not an essential configuration that a recess 63 having a curved shape in side view is formed at the boundary between the stem 51 and the protrusion 6. Furthermore, it is not an essential configuration in the ship 10 that the dimension of the protrusion 6 in the left-right direction D3 is larger than the amount of protrusion of the protrusion 6 from the hull main body 11.

Further, it is not essential that the front end of the flat keel 118 be located above section 6.5 of the hull body 11; position (stern side). Further, it is not essential that the hull main body 11 has the inclined part 71 on the bottom of the stern portion, and the inclined part 71 can be omitted as appropriate. Further, it is not essential that the hull main body 11 has the knuckle line 72 on the side of the stern portion, and the knuckle line 72 can be omitted as appropriate. The rising part 122 of the deck 12 is also not an essential structure and can be omitted as appropriate.

6 Projection part 10 Ship 11 Hull body 12 Deck 51 Stem 61 Outer periphery (of the projection part) 62 Bowsprit 63 Recessed part 71 Inclined part 72 Knuckle line 118 Flat keel 122 Standing part D3 Lateral direction W1 Lateral dimension of the projection part W2 Projection Amount of protrusion from the main body of the hull

Claims (8)

a hull body having a stem at the bow portion;
a protrusion protruding forward from an upper end of the bow portion of the hull body,
The outer peripheral edge of the protrusion has a curved shape that is convex in a direction away from the stem in plan view.
ship. the protrusion includes a bowsprit;
A ship according to claim 1. A concave portion having a curved shape in side view is formed at the boundary between the stem and the protrusion.
The ship according to claim 1 or 2. The hull body further includes a flat keel extending rearward from the rear end of the stem,
The front end of the flat keel is located at a position above section 6.5 of the hull main body,
The ship according to any one of claims 1 to 3. The main body of the ship further includes an inclined portion disposed at the bottom of the stern portion and inclined diagonally forward.
The ship according to any one of claims 1 to 4. The hull main body further includes a knuckle line that is disposed on the side of the stern portion and extends along the fore-and-aft direction.
The ship according to any one of claims 1 to 5. further comprising a deck forming an upper surface of the hull main body and the protrusion,
The deck has a raised portion along the outer peripheral edge of the protrusion.
The ship according to any one of claims 1 to 6. The horizontal dimension of the protrusion is larger than the amount of protrusion of the protrusion from the hull body.
The ship according to any one of claims 1 to 7.