JP3170843U - Ship wind resistance reduction device - Google Patents

Abstract

There is provided a ship wind pressure resistance reduction device that effectively reduces wind pressure resistance of a ship having a wing portion and a support portion. A ship 100 having a wing portion 2 projecting from a residential area 3 in a ship width direction and a columnar support portion 1 for supporting the wing portion 2 from below is provided with a specific gravity higher than that of iron as a wind pressure resistance reducing device. A long box-shaped appendage formed from small members is attached. The adduct is a long box-shaped body made of FRP and has a hollow inside. The appendage is composed of a plurality of units. [Selection] Figure 1

Description

  The present invention relates to an apparatus for reducing wind pressure resistance of a ship.

  Conventionally, in a ship such as a tanker or a bulk carrier, a residential area having a steering room, a sailor's room, etc. is installed on the upper deck of the hull. Since this residential area receives wind pressure resistance from the front when navigating the ship, it is an increase factor in fuel consumption. In addition, Bridge Wing (hereinafter referred to as “wing part”) protrudes from the residential area in the ship width direction, and this wing part also receives wind resistance.

  On the other hand, the invention which reduces the wind pressure resistance of a wing part is disclosed. For example, Patent Document 1 describes a belt-like plate 8 protruding from a dodger 2 (wing part), and Patent Document 2 describes a current plate 18 attached to the wing part. Further, Patent Document 3 describes a corner cut portion 10 formed in the dodger 2, and Patent Document 4 describes a projecting front surface of the dodger 3 in a horizontal semi-cylindrical shape.

JP-A-11-129976 Japanese Utility Model Publication No. 58-143785 JP-A-11-29090 Japanese Utility Model Publication No. 1-99792

  On the other hand, in large ships such as CAPE (Capesize: Cape-sized large ships), VLCC (Very Large Crude Carrier: large tankers), VLOC (Very Large Ore Carrier: large-sized bulk ships), etc., the wing part is wide. In many cases, a columnar support portion is installed to support the wing portion from below. 6 to 8 show a conventional large-sized ship having such a support part. FIG. 6 is a side view showing the ship, FIG. 7 is a front view showing the residential area of the ship, and FIG. It is a side view which shows a residential area.

  On the upper deck of the ship 100, a residential area 3 having a wheelhouse, a sailor's room, and the like is installed. In the ship width direction from the residential area 3, wings 2 and 2 project toward the port and starboard. Further, in order to support the wing portions 2 and 2 from below, columnar support portions 1 and 1 are installed between the wing portions 2 and 2 and the upper deck. Although the support part shown in FIG. 6 thru | or FIG. 8 is set as the structure which has arrange | positioned two columnar members in the figure of 8 like a stepladder, not only such a structure but the shape is various.

  Such a support is often provided not only for large ships but also for ships having tower-type residential areas in which the width of the main body of the residential area is reduced to reduce the frontal area in order to enhance the energy saving effect.

  However, in a ship having a support part in addition to the wing part, the wind pressure resistance that the support part receives from the front during navigation of the ship is large, which causes an increase in fuel consumption. It is also necessary to reduce

  On the other hand, the invention described in Patent Documents 1 to 4 is intended to reduce the wind pressure resistance of the wing part, and cannot reduce the wind pressure resistance of the support part.

  Moreover, it is necessary to reduce the wind pressure resistance of a wing part and a support part also about the ship which is already in service not only for a newly built ship.

  This invention solves the said conventional subject, and provides the wind pressure resistance reduction apparatus of a ship which reduces effectively the wind pressure resistance of the ship which has a wing part and a support part.

  The apparatus for reducing wind pressure resistance of a ship according to claim 1 is a wind pressure resistance reduction apparatus attached to a ship having a wing portion protruding in a ship width direction from a residential area and a columnar support portion for supporting the wing portion from below. It is an apparatus, and is an addition product of a long box-like body formed from a member having a specific gravity smaller than that of iron.

  A device according to a second aspect is characterized in that, in the wind pressure resistance reducing apparatus for a ship according to the first aspect, the additional object is a long box-shaped body made of FRP.

  The invention according to claim 3 is the ship wind resistance reduction apparatus according to claim 1 or 2, wherein the inside of the additional object is a cavity.

  A device according to a fourth aspect is characterized in that in the wind pressure resistance reducing apparatus for a ship according to any one of the first to third aspects, the additional object is composed of a plurality of units.

  According to the first aspect of the present invention, an appendage of a long box-like body is attached to a ship having a wing portion that protrudes in the ship width direction from a residential area and a columnar support portion that supports the wing portion from below. Since the wind pressure resistance reducing device is used, the wind pressure resistance of the wing part and the support part can be reduced. In addition, since the appendage is formed of a member having a specific gravity smaller than that of iron, the vibration characteristics can be made difficult to change not only for new ships but also for ships that are already in service.

  Moreover, according to the invention concerning Claim 2, since the additional object was made into the long box-shaped body made from FRP, it can measure, maintaining intensity | strength.

  Further, according to the invention according to claim 3, since the inside of the appendage is hollow, further weight reduction can be achieved.

  Further, according to the invention according to claim 4, since the appendage is composed of a plurality of units, the attachment work is facilitated, and it is possible to cope with wing portions and support portions of various lengths.

  As mentioned above, according to this invention, the wind pressure resistance reduction apparatus of a ship which reduces effectively the wind pressure resistance of the ship which has a wing part and a support part can be provided.

It is a front view which shows the residential area of the ship which attached the wind pressure resistance reduction apparatus of the ship which concerns on embodiment of this invention. It is a side view which shows the residential area of the ship which attached the wind pressure resistance reduction apparatus of the ship which concerns on embodiment of this invention. It is (a) XX expanded sectional view of FIG. 1, (b) YY expanded sectional view. It is a cross-sectional view showing an appendage. It is a front view which shows an addition thing. It is a side view which shows a ship. It is a front view which shows the residential area of a ship. It is a side view which shows the residence area of a ship.

  Next, with reference to FIG. 1 thru | or FIG. 5, the wind pressure resistance reduction apparatus of the ship which concerns on embodiment of this invention is demonstrated. FIG. 1 is a front view showing a residential area 3 of a ship to which a wind pressure resistance reducing device for a ship according to the present embodiment is attached, and FIG. 2 is a side view showing the residential area 3. 3 is (a) XX enlarged sectional view of FIG. 1, and (b) YY enlarged sectional view of FIG.

  On the upper deck of the ship 100, a residential area 3 having a wheelhouse, a sailor's room, and the like is installed. In the ship width direction from the residential area 3, wings 2 and 2 project toward the port and starboard. Further, in order to support the wing portions 2 and 2 from below, columnar support portions 1 and 1 are installed between the wing portions 2 and 2 and the upper deck. Although the support part shown in FIG.1 and FIG.2 is set as the structure which has arrange | positioned two columnar members in the figure of 8 like a stepladder, not only such a structure but the shape is various.

  A support part appendage 10 is attached to the front side of the support part 1 (the side that receives wind pressure during vessel navigation). The support portion appendage 10 is attached between the vicinity of the upper end portion and the vicinity of the lower end portion along the vertical direction of the support portion 1.

  The support part appendage 10 is a long box-like body, and its width is slightly narrower than the width of the support part 1. And as shown to Fig.3 (a), the support part addition 10 is attached to the position which leaves the both right and left sides of the width direction of the support part 1 left. Thereby, a level | step difference arises in the right-and-left edge parts A and B of the front side of the support part 1, and there exists a corner cutting effect with respect to the wind pressure received at the time of ship navigation. As will be described later, depending on the cross-sectional shape of the appendage, the width of the support portion appendage 10 may be the same as the width of the support portion 1.

  On the other hand, a wing part appendage 20 is attached to the front side of the wing part 2 (the side that receives wind pressure during vessel navigation). The wing part appendage 20 is attached between the vicinity of the base end part and the vicinity of the front end part along the horizontal direction of the wing part 2.

  The wing portion appendage 20 is a long box-like body, and its width is slightly narrower than the width of the wing portion 2. And as shown in FIG.3 (b), the wing part addition 20 is attached to the position which leaves the upper and lower sides of the width direction of the wing part 2 left. Thereby, a level | step difference arises in the up-and-down edge parts C and D of the front side of the wing part 2, and there exists a corner cutting effect with respect to the wind pressure received at the time of ship navigation. As will be described later, depending on the cross-sectional shape of the appendage, the width of the wing portion appendage 20 can be made the same as the width of the support portion 1.

  As the members of the support part appendage 10 and the wing part appendage 20, it is preferable to use a member having a specific gravity smaller than iron, which is a member constituting most of the ship, such as FRP (fiber reinforced plastic). Moreover, as an attachment method, the method with few new weight loads, such as a bolt connection, is preferable. Generally, since the wing part and the support part are likely to generate vibrations by resonating with the rotation speed of the propeller or the engine, the structural design is performed in consideration of the natural frequency in advance. Therefore, it is possible to make it difficult to change the vibration characteristics by using a lightweight member.

  The support part appendage 10 and the wing part appendage 20 shown in FIG. 1 to FIG. 3 have a rectangular cross-sectional shape, but it is only necessary to reduce the wind pressure resistance received during navigation. Various cross-sectional shapes are possible as shown. FIG. 4 shows the support part appendage 10, but the same applies to the wing part appendage 20.

Moreover, as the long box-like body of the support part appendage 10 and the wing part appendage 20, both those having no cavity and those having a cavity can be used. In FIG. 4, the support part additions 10 a ₁ , 10 b ₁ , 10 c ₁ , 10 d ₁ , and 10 e ₁ shown on the left side are clogged to the inside, and the support part additions 10 a ₂ , shown on the right side, 10b ₂ , 10c ₂ , 10d ₂ , and 10e ₂ are those in which the inside is hollow. Further weight reduction can be achieved by making the inside hollow like the support part addition shown on the right side.

  The appendage 10a in FIG. 4A has a rectangular cross-sectional shape, and its width is slightly narrower than the width of the support portion 1. And a level | step difference arises in the right-and-left edge part A and B of the front side of the support part 1, and the wind pressure resistance received at the time of ship navigation is reduced by the cornering effect of a level | step difference.

  The additive 10b in FIG. 4B has a trapezoidal cross-sectional shape, and its width is the same as the width of the support portion 1. And an inclined surface is formed so that the both sides of the longitudinal direction of an appendage are chamfered, and the wind pressure resistance received at the time of ship navigation is reduced by an inclined surface.

  The appendage 10c in FIG. 4C is a kamaboko shape with a flat cross-sectional shape on the upper surface, and the width thereof is the same as the width of the support portion 1. And the R-shaped inclined surface is formed in the both sides of the longitudinal direction of an appendage, and the wind pressure resistance received at the time of ship navigation is reduced by an inclined surface.

  The adduct 10d shown in FIG. 4 (d) has a flat kamaboko shape in which the cross-sectional shape is flat on both sides, and its width is slightly narrower than the width of the support portion 1. And a level | step difference arises in the right-and-left edge part A and B of the front side of the support part 1, and the wind pressure resistance received at the time of ship navigation is reduced by the cornering effect of a level | step difference. Moreover, the wind pressure resistance reduction effect by the swelling of the upper surface can also be expected.

  The additive 10e shown in FIG. 4 (e) has a dome shape in cross section, and its width is the same as the width of the support portion 1. And the R-shaped inclined surface is formed in the both sides of the longitudinal direction of an appendage, and the wind pressure resistance received at the time of ship navigation is reduced by an inclined surface. Moreover, the wind pressure resistance reduction effect by the swelling of the upper surface can also be expected.

  Note that the adduct 10a in FIG. 4A is considered to be inferior to the other adducts 10b to 10e in terms of the wind resistance reduction effect, but because the structure is the simplest, the manufacturing cost, weight, It is thought that it is excellent in terms of mounting work burden.

  Moreover, as shown in FIG. 5, the support part addition 10 and the wing part addition 20 can also be comprised from several units. A support part appendage 10 shown in FIG. 5A is composed of a plurality of support part appendage units 11. Further, the wing part appendage 20 shown in FIG. 5B is composed of a plurality of wing part appendage units 21. As a result, the attachment work becomes easy, and it is possible to cope with support portions and wing portions of various lengths.

  Hereinafter, the result of the wind tunnel experiment by the ship wind pressure resistance reducing apparatus according to the present embodiment will be described. In the experiment, a model (1/50 of the actual ship size) of the living area of a ship having a wing part and a support part was used, and the fluid force in the longitudinal direction of the hull was measured while changing the wind direction. The difference in wind resistance coefficient with and without presence was calculated.

The wing part appendage is a long box-like body narrower than the wing part as shown in FIGS. 1 to 3, and has a slightly shorter length than the wing part. Similarly, the support part appendage is a long box-like body narrower than the support part, and has a slightly shorter length than the support part. The sizes of the wing part appendage and the support part appendage are as follows.
Wing part adjunct: width 20mm, length 252mm, thickness 10mm
Support part addition: width 16mm, length 216mm, thickness 5mm

Table 1 shows the results of the wind tunnel experiment. In Table 1, the horizontal axis indicates the wind direction (degree), and the vertical axis indicates the wind pressure resistance coefficient (Cfx). Note that the wind direction (degree) indicates an angle with respect to the hull longitudinal direction (x-axis) (0 degree = frontal wind). The wind pressure resistance coefficient (Cfx) is a numerical value obtained by the following mathematical formula.
Cfx = Fx / {(1/2) ρV ² S}
Fx: Fluid force in the x-axis direction ρ: Air density V: Wind speed S: Representative area (projected area)

  As shown in Table 1, the wind pressure resistance coefficient was reduced in the half range of the wind direction of 0 to 40 degrees in the case of “with additive” than in the case of “without additive”, and an effect of reducing the wind pressure resistance was seen. The reduction effect is about 10% at a wind direction of 0 degrees (however, it is a reduction effect for the residential area alone and not 10% for the entire hull).

  According to the wind pressure resistance reducing device for a ship according to the present embodiment, the ship 100 having the wing part 2 protruding from the residential area 3 in the ship width direction and the columnar support part 1 supporting the wing part 2 from below is long. Since the addends 10 and 20 of the shank box are attached to form the wind pressure resistance reducing device, the wind pressure resistance of the wing part 2 and the support part 1 can be reduced. Moreover, since the appendages 10 and 20 are formed from a member having a specific gravity smaller than that of iron, the vibration characteristics can be made difficult to change not only for newly built ships but also for ships that have already been in service.

  Moreover, by making the appendages 10 and 20 into a long box-shaped body made of FRP, it is possible to measure the weight while maintaining the strength.

  Further, by making the inside of the appendages 10 and 20 hollow, further weight reduction can be achieved.

  Moreover, by comprising the appendages 10 and 20 from the plurality of units 11 and 21, the attachment work can be facilitated and the wing part 2 and the support part 1 having various lengths can be handled.

  As mentioned above, according to the wind pressure resistance reduction apparatus of the ship which concerns on this embodiment, the wind pressure resistance reduction apparatus of a ship which reduces effectively the wind pressure resistance of the ship which has a wing part and a support part can be provided.

  The long box-like body used as the support part appendage 10 and the wing part appendage 20 is not limited to the cross-sectional shape shown in FIG. 4 as long as the wind pressure resistance received during navigation can be reduced.

  Moreover, in this embodiment, although the attachment was attached to both the support part 1 and the wing part 2, even if it attached to either one, it is possible to reduce wind pressure resistance. However, it is preferable to attach to both.

  Moreover, by reducing the wind pressure resistance of the support part 1 and the wing part 2, the air flow field around the support part and the wing part is rectified, and the effect of reducing the vibration of the ship can be expected.

DESCRIPTION OF SYMBOLS 1 Support part 2 Wing part 3 Residential area 10 Support part addition 11 Support part addition unit 20 Wing part addition 21 Wing part addition unit 100 Ship

Claims (4)

A wind pressure resistance reducing device attached to a ship having a wing part projecting in a ship width direction from a residential area and a columnar support part that supports the wing part from below,
An apparatus for reducing wind pressure resistance of a ship, which is an addition product of a long box-like body formed of a member having a specific gravity smaller than that of iron.   The apparatus for reducing wind pressure resistance of a ship according to claim 1, wherein the additional object is a long box-shaped body made of FRP.   The wind pressure resistance reducing device for a ship according to claim 1 or 2, wherein an inner side of the appendage is a cavity.   The ship's wind pressure resistance reducing device according to any one of claims 1 to 3, wherein the additional object includes a plurality of units.

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