JP3870265B2 - Ship with lateral bending buffer type bow - Google Patents

Ship with lateral bending buffer type bow Download PDF

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Publication number
JP3870265B2
JP3870265B2 JP2003112715A JP2003112715A JP3870265B2 JP 3870265 B2 JP3870265 B2 JP 3870265B2 JP 2003112715 A JP2003112715 A JP 2003112715A JP 2003112715 A JP2003112715 A JP 2003112715A JP 3870265 B2 JP3870265 B2 JP 3870265B2
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Prior art keywords
ship
valve
bow
lateral bending
lateral
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JP2004314824A (en
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久芳 遠藤
安平 山田
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National Maritime Research Institute
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National Maritime Research Institute
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

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Description

【０００１】
【発明の属する技術分野】
本発明は、造波抵抗を減少させるための球状船首（バルバスバウ）を有する船舶に関する。特には、他の船と衝突した場合に相手方の船の損傷を極力低減でき、油流出等による海洋汚染事故の予防に貢献できる船舶に関する。
【０００２】
【従来の技術】
従来、船舶の船首は他の船と衝突した場合の緩衝効果を想定した設計がなされていなかった。しかし最近、衝突された油タンカーからの貨油漏洩事故が後を絶たないことから、特に球状船首（バルバスバウ）を有する船舶において、緩衝効果を備えた船首の要請が高まっている。この一従来例として、例えば特開平８−１６４８８７号公報（特許文献１）を挙げることができる。
【０００３】
図４（Ａ）は、特許文献１に開示された衝突エネルギー吸収型球状船首要部の縦断面図であり、図４（Ｂ）は図４（Ａ）のＡ―Ａ矢視の断面図である。また、図４（Ｃ）はその衝突時のバルブ圧潰状態を示す水平断面図である。
図４（Ａ）、（Ｂ）には、船首前端部において水密横置隔壁１２よりも前方へ突出したバルブ１１が示されており、バルブ１１はバルブ先端面を形成されるように配置された水密性の先端壁部材１３と、同先端壁部材１３の周縁部を水密横置隔壁１２の近傍の船体外板１４に連結する非耐圧殻としての衝突エネルギー吸収用周壁部１５とを備えている。
【０００４】
この衝突エネルギー吸収型球状船首においては、図４（Ｃ）からわかるように、船首バルブが他船の船腹に衝突するような事故を起こした場合に、同バルブの非耐圧殻としての周壁部が衝突エネルギーを吸収しながらつぶれることで、他船に破口を生じさせるのを極力抑制しようとしている。
【０００５】
【特許文献１】
特開平８−１６４８８７号公報（図１から図３）
【０００６】
【発明が解決しようとする課題】
上記特許文献１は、緩衝型船首の１つの有力な提案と考えられる。
本発明は、比較的簡単な工作によっても相当な効果を期待できる緩衝型船首を有する船舶を提供することを目的とする。
【０００７】
【課題を解決するための手段】
上記課題を解決するため、本発明の横曲げ緩衝型船首を有する船舶は、球状船首（バルバスバウ）を有する船舶であって、該バルバスバウにおける球状突起（バルブ）の根本部の外板の、上部（天井）および下部（底）を除く両側面に、該バルブの横方向の曲げ剛性を低下させるための、上下方向に延びる溝状の肉厚減少部が設けられており、該バルブの上下方向の曲げ剛性を大幅に下げることなく横方向の曲げ剛性を３０％〜６０％低下させたことを特徴とする横曲げ緩衝型船首を有する船舶。
【０００８】
本発明の横曲げ緩衝型船首を有する船舶では、他の船と衝突した場合でも、自船船首部が衝突の反力で折れ曲がることにより、相手方の船腹に本船の船首部（バルブ）がメリ込むことを防止でき、相手側の船体の損傷を極力抑えることができる。
【０００９】
なお、横方向の曲げ剛性とは、船の首尾線に対して左右方向の曲げ剛性のことである。
また、バルブの根本部とは、バルブの船体本体への取り付け部及びそのやや前の部分を表している。
横方向の曲げ剛性低下の割合は一例として３０％〜６０％マイナスが考えられる。
なお、バルブの上下方向の曲げ剛性は極力低下させないことが好ましい。
【００１０】
また、本発明の横曲げ緩衝型船首を有する船舶は、前記バルブ外板の内面に横肋骨部材が首尾線方向にある寸法を隔てて複数枚取り付けられている場合に、前記肉厚減少部が、隣り合う前記横肋骨部材間において、横肋骨部材の位置から肋骨部材間隔の０．１８〜０．２５倍の距離にある外板側面部に設けられていることが好ましい。
【００１１】
この場合、肉厚減少部の位置を工夫することによって、水圧等の外力に対して従来と同等の強度を保持しながら、衝突した場合には折れ曲がり易いという緩衝型船首として望ましい性能が確保できる。
【００１２】
【発明の実施の形態】
以下、図面を参照しつつより詳しく説明する。
図１、図２は本発明の１つの実施の形態に係る横曲げ緩衝型船首のバルバスバウの部分を示す図である。
図１（Ａ）は、その側面図であり、図１（Ｂ）は、図１（Ａ）のＢ−Ｂの正面断面図であり、 図１（Ｃ）は、図１（Ａ）のＣ−Ｃの水平断面図である。図１（Ｃ）には、バルブ１に対して直角から少しずれた衝突角度ｆで衝突する他船の船腹５をも示している。
図２は他船の船腹（図示されず）に衝突した場合の自船の船首（バルブ）が変形する状況を示す斜視図である。
図３（Ａ）はバルブ根本の肉厚減少部を拡大して示す断面図である。
【００１３】
図１（Ａ）、（Ｃ）には、船首底部から前方に突き出た造波抵抗減少用のバルブ１が示されている。バルブ１は首尾線垂直断面が楕円形で、前端に向けて突出したドーム状のものである。バルブ１内には、バルブ１の本体を形成するバルブ外板４を内側から補強するため、リング状の横肋骨部材３ａ〜３ｄが取り付けられている。この横肋骨部材３ａ〜３ｄは船体の前後方向にほぼ等間隔のピッチＬで配設されている。
【００１４】
バルブ１の根本部に最も近い横肋骨部材３ａと横肋骨部材３ｂとの間には、バルブ１の横方向の曲げ剛性を低下させるための溝状の肉厚減少部２が形成されている。
この肉厚減少部２は、図１からわかるように、バルブ外板４の両側面において横肋骨部材３ａ、３ｂに平行に沿うように、帯状の溝をつけたものである。同肉厚減少部２は、バルブ１のＢ−Ｂの正面断面（図１（Ｂ）参照）の楕円形の中心振り分けで、左右それぞれ配設されている。
なお、肉厚減少部２は、バルブ１の上部（天井）および下部（底）には設けられていない。これは、バルブ１の縦方向（上下方向）の曲げ剛性は低下させたくないからである
【００１５】
以下に肉厚減少部２の数値例を説明する。肉厚減少部２は横肋骨部材３ａからピッチＬの０．２１倍の間隔を置いた場所に位置し、片側の長さは楕円形の半周長の約３分の２である。また、図３（Ａ）に示す通り、肉厚減少部２の溝はバルブ外板４の内側にあり、断面形状はＵ字形状であり溝幅は１０ｍｍで溝の深さはバルブ外板４の板厚の２分の１である。従ってこの場合の肉厚減少量は５０％となる。
図１において、バルブ１の全長を２３００ｍｍ、バルブ外板４の板厚を９ｍｍ、横肋骨部材３ａと３ｂのピッチＬを５５０ｍｍ、バルブ１のＢ−Ｂ矢視断面（肉厚減少部２のある断面、図１（Ｂ）参照）の楕円形状の長辺を３２００ｍｍ、短辺を１２５０ｍｍとした時の肉厚減少前後の断面係数は
(1) 減肉しなかった場合： Z = 2.17×104 cm3
(2) 減肉した場合 ： Z = 1.32×104 cm3
となり、（１）と（２）の割合から横方向の曲げ剛性すなわち、水平方向の曲げモーメントに対する抵抗力が61％に減少したことになる。このことが他船との衝突時に、自船船首部（バルブ１）が衝突反力Ｐ（図１（Ｃ）参照）で折れ曲がり易くなるという作用を生み出している。
【００１６】
図２は、以上の実施例でバルブ１が他船の船腹５に７０度の衝突角度ｆで衝突した場合におけるバルブ１の変形状態のシミュレーション結果である。図２（Ｂ）にあるように、バルブ１が肉厚減少部を基点として折れ曲がっており、その分衝突した相手方の船へのバルブのメリ込みは少なくなることが期待できる。
なお、折れ曲がったバルブ１が有る程度の大きさを有していれば、衝突時に相手方の船腹と大きな接触面積をもって接することになる。その場合、損傷面積は大きくなったとしても単位面積あたりの衝突反力は小さく抑えられるため、相手方の船腹の損傷深さを小さくすると同時に、破孔を防ぐことができる。
【００１７】
図３（Ａ）は、肉厚減少部２のバルブ外板４に加わる外力（等分布水圧６、後述）を、船体の前後方向に模式的に示したものである。
航行時に加わる外力の中で支配的となるのは、衝撃水圧及び静的水圧である。これらの水圧は局部的に見れば等分布荷重（等分布水圧６）に近いと考えることができる。
図３（Ａ）に示すように横肋骨部材３で支持されているバルブ外板４に等分布水圧６が作用した場合には、バルブ外板４に発生する曲げモーメントの分布は、図３（Ｂ）のようになり、曲げモーメントの大きさが横肋骨部材３のスパンLの中でほぼ０になる位置がある。この断面位置ａは、横肋骨部材３の位置から0.21L近辺（０．１８〜０．２５）の距離にある。この断面位置ａでは上記外力（等分布水圧６）に起因して発生する応力が極めて小さくなることから、この断面位置ａを肉厚減少部２としても、バルブ１の耐水圧強度に影響があまりないので好ましい。
【００１８】
また、図１（Ｂ）に示すように、肉厚減少部２を楕円形の中心振り分けに配設し、肉厚減少部２の片側の長さを楕円形の半周長の３分の２とすることにより、バルブ１の縦方向（上下方向）の曲げ剛性を大幅に下げることなく、垂直方向の波浪衝撃力等に対するバルブ１の上下方向の強度が確保できる。
【００１９】
以上の作用により、本発明の実施の形態では、バルブ外板４に作用する衝撃水圧及び静的水圧等の外力に対しての強度と垂直方向の波浪衝撃力等に対するバルブ１の縦方向（上下方向）の強度を確保しつつ、衝突時における相手方の船腹の損傷深さを小さくすると同時に、破孔を防ぐことができる。そして相手方の船が油タンカー等の危険物運搬船であった場合には、積荷の漏洩事故を防止するという利点を備える横曲げ緩衝型船首を有する船舶を提供できる。
【００２０】
【発明の効果】
以上の説明で明らかなように、本発明によれば、衝突時に自船船首部が衝突反力で折れ曲がることにより相手方の船腹の損傷の深さを小さくすると同時に、破孔を防ぎ、積荷の漏洩事故を防止するという利点を備える船舶を提供できる。
【図面の簡単な説明】
【図１】本発明の１つの実施の形態に係る横曲げ緩衝型船首のバルバスバウの部分を示す図で
（Ａ） 側面図である。
（Ｂ）（Ａ）のＢ−Ｂの正面断面図である。
（Ｃ）（Ａ）のＣ−Ｃの水平断面図である。
【図２】図１に示すバルバスバウが他船の船腹（図示されず）に衝突した場合の自船の船首（バルブ）が変形する状況を示す斜視図で
（Ａ） 衝突前の様子を示している。
（Ｂ） 衝突した時の様子を示している。
【図３】図１に示す肉厚減少部の拡大図である。
（Ａ） 肉厚減少部が等分布水圧を受けている状況を示している。
（Ｂ）（Ａ）に対応した、等分布水圧を受けているバルブ外板に発生する曲げモーメントの分布図である。
【図４】特許文献１に開示された衝突エネルギー吸収型球状船首要部を示していて、
（Ａ） 船首要部の縦断面図である。
（Ｂ）（Ａ）のＡ−Ａ矢視断面図である。
（Ｃ）（Ａ）のバルバス・バウ構造の衝突時におけるバルブ圧潰状態を（Ｂ）に対応させて示す水平断面図である。
【符号の説明】
１ バルブ ａ 断面位置
２ 肉厚減少部 ｆ 衝突角度
３、３ａ，３ｂ，３ｃ，３ｄ 横肋骨部材 Ｌ ピッチ
４ バルブ外板 Ｐ 衝突反力
５ 他船の船腹
６ 等分布水圧
１１ バルブ
１２ 水密横置隔壁
１３ 先端壁部材
１４ 船体外板
１５ 周壁部[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a ship having a spherical bow (Barbasse bow) for reducing wave resistance. In particular, the present invention relates to a ship that can reduce damage to the other ship as much as possible when colliding with another ship and contribute to prevention of marine pollution accidents due to oil spills and the like.
[0002]
[Prior art]
Conventionally, the bow of a ship has not been designed assuming a buffering effect when it collides with another ship. Recently, however, there has been no end to the accident of oil leaks from collided oil tankers, and there is a growing demand for bows with a buffering effect, especially in ships with a spherical bow (Barbasse Bow). As one conventional example, for example, Japanese Patent Laid-Open No. 8-164487 (Patent Document 1) can be cited.
[0003]
4A is a vertical cross-sectional view of the main part of the collision energy absorption type spherical bow disclosed in Patent Document 1, and FIG. 4B is a cross-sectional view taken along the line AA in FIG. 4A. is there. FIG. 4C is a horizontal cross-sectional view showing a valve crushing state at the time of the collision.
4 (A) and 4 (B) show a valve 11 protruding forward from the watertight horizontal partition wall 12 at the front end of the bow, and the valve 11 is arranged so as to form a valve front end surface. A watertight tip wall member 13 and a collision energy absorbing peripheral wall portion 15 as a non-pressure-resistant shell that connects the peripheral edge portion of the tip wall member 13 to the hull outer plate 14 in the vicinity of the watertight lateral partition wall 12 are provided. .
[0004]
In this collision energy absorption type spherical bow, as can be seen from FIG. 4C, when an accident occurs such that the bow valve collides with the hull of another ship, the peripheral wall portion as the non-pressure shell of the valve is By collapsing while absorbing collision energy, we are trying to suppress as much as possible the occurrence of breaks in other ships.
[0005]
[Patent Document 1]
Japanese Patent Application Laid-Open No. Hei 8-164487 (FIGS. 1 to 3)
[0006]
[Problems to be solved by the invention]
The above-mentioned Patent Document 1 is considered as one promising proposal of a buffer type bow.
An object of this invention is to provide the ship which has a buffer type bow which can anticipate a considerable effect by comparatively simple work.
[0007]
[Means for Solving the Problems]
In order to solve the above-described problem, a ship having a lateral bending buffer type bow according to the present invention is a ship having a spherical bow (Barbus bow), and an upper portion of an outer plate of a root portion of a spherical protrusion (valve) in the Barbus bow ( on both sides with the exception of the ceiling) and bottom (bottom) of the valve lateral bending to reduce the rigidity, a groove-like reduced wall thickness extending in the vertical direction is provided, the vertical direction of the valve A ship having a lateral bending buffer type bow, wherein the bending rigidity in the lateral direction is reduced by 30% to 60% without significantly reducing the bending rigidity .
[0008]
In the case of a ship having a lateral bending buffer type bow of the present invention, even if it collides with another ship, the bow of the ship is bent into the other side of the ship because the bow of the ship is bent by the reaction force of the collision. This can prevent the damage to the hull of the other party as much as possible.
[0009]
The lateral bending stiffness is the bending stiffness in the left-right direction with respect to the ship's tail line.
Further, the valve root portion represents a portion where the valve is attached to the hull body and a portion slightly in front thereof.
As an example, the rate of decrease in bending rigidity in the lateral direction can be 30% to 60% minus .
It is preferable that the bending rigidity in the vertical direction of the valve is not reduced as much as possible.
[0010]
Further, in the ship having a lateral bending buffer type bow according to the present invention, when a plurality of lateral rib members are attached to the inner surface of the valve outer plate with a dimension in the tail line direction, the thickness reducing portion is It is preferable that the adjacent lateral rib members are provided on the side surface of the outer plate at a distance of 0.18 to 0.25 times the rib member interval from the position of the lateral rib members.
[0011]
In this case, by devising the position of the reduced thickness portion, it is possible to secure a desirable performance as a buffer type bow that is easy to bend in the event of a collision while maintaining the same strength as the conventional force against an external force such as water pressure.
[0012]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, it demonstrates in detail, referring drawings.
FIG. 1 and FIG. 2 are views showing a part of a barbasse bow of a lateral bending buffer type bow according to one embodiment of the present invention.
1A is a side view thereof, FIG. 1B is a front sectional view taken along line BB in FIG. 1A, and FIG. 1C is a cross-sectional view of FIG. It is a horizontal sectional view of -C. FIG. 1C also shows a hull 5 of another ship that collides with the valve 1 at a collision angle f slightly shifted from a right angle.
FIG. 2 is a perspective view showing a state in which the bow (valve) of the own ship is deformed when it collides with the hull (not shown) of another ship.
FIG. 3A is an enlarged cross-sectional view showing a thickness reducing portion of the valve root.
[0013]
FIGS. 1A and 1C show a wave resistance reducing valve 1 protruding forward from the bow bottom. The valve 1 has an elliptical cross section at the tail line and has a dome shape protruding toward the front end. In the valve 1, ring-shaped lateral rib members 3 a to 3 d are attached to reinforce the valve outer plate 4 that forms the main body of the valve 1 from the inside. The lateral rib members 3a to 3d are arranged at substantially equal intervals L in the longitudinal direction of the hull.
[0014]
Between the lateral rib member 3a and the lateral rib member 3b closest to the root portion of the bulb 1, a groove-like thickness reducing portion 2 for reducing the lateral bending rigidity of the bulb 1 is formed.
As can be seen from FIG. 1, the thickness reducing portion 2 has a belt-like groove on both sides of the valve outer plate 4 so as to be parallel to the lateral rib members 3 a and 3 b. The same thickness reduction portion 2 is arranged on the left and right sides of an elliptical center distribution of a front cross section of the valve 1 along BB (see FIG. 1B).
In addition, the thickness reduction part 2 is not provided in the upper part (ceiling) and the lower part (bottom) of the valve | bulb 1. FIG. This is because the bending rigidity in the vertical direction (vertical direction) of the valve 1 is not desired to be reduced.
Hereinafter, numerical examples of the thickness reducing portion 2 will be described. The thickness reducing portion 2 is located at a position spaced 0.21 times the pitch L from the transverse rib member 3a, and the length on one side is about two-thirds of the half circumference of the ellipse. Further, as shown in FIG. 3A, the groove of the thickness reducing portion 2 is inside the valve outer plate 4, the cross-sectional shape is U-shaped, the groove width is 10 mm, and the groove depth is the valve outer plate 4. Is half the plate thickness. Accordingly, the thickness reduction amount in this case is 50%.
In FIG. 1, the total length of the valve 1 is 2300 mm, the thickness of the valve outer plate 4 is 9 mm, the pitch L between the lateral rib members 3a and 3b is 550 mm, and the cross section taken along the line B-B of the valve 1 (with the thickness reduction portion 2) The section modulus before and after the thickness reduction when the long side of the elliptical shape of the cross section, see FIG. 1 (B) is 3200 mm and the short side is 1250 mm is
(1) If the thickness is not reduced: Z = 2.17 × 10 4 cm 3
(2) When the thickness is reduced: Z = 1.32 × 10 4 cm 3
From the ratio of (1) and (2), the bending stiffness in the lateral direction, that is, the resistance force against the bending moment in the horizontal direction is reduced to 61%. This produces an effect that the bow (valve 1) of the ship is easily bent by the collision reaction force P (see FIG. 1C) at the time of collision with another ship.
[0016]
FIG. 2 shows a simulation result of the deformed state of the valve 1 when the valve 1 collides with the hull 5 of another ship at a collision angle f of 70 degrees in the above embodiment. As shown in FIG. 2 (B), the valve 1 is bent with the thickness reduction portion as a base point, and it can be expected that the valve becomes less likely to get into the other ship that has collided.
If the bent valve 1 has a certain size, it will come into contact with the other ship's hull at a collision with a large contact area. In that case, even if the damage area becomes large, the collision reaction force per unit area can be kept small, so that it is possible to reduce the damage depth of the other ship's flank and at the same time prevent the piercing.
[0017]
FIG. 3A schematically shows an external force (uniformly distributed water pressure 6, which will be described later) applied to the valve outer plate 4 of the thickness reducing portion 2 in the longitudinal direction of the hull.
Among the external forces applied during navigation, the impact water pressure and the static water pressure are dominant. It can be considered that these water pressures are close to a uniform load (uniform water pressure 6) when viewed locally.
As shown in FIG. 3A, when the equally distributed water pressure 6 is applied to the valve outer plate 4 supported by the lateral rib member 3, the distribution of the bending moment generated in the valve outer plate 4 is as shown in FIG. B), and there is a position where the magnitude of the bending moment becomes almost zero in the span L of the lateral rib member 3. This cross-sectional position a is at a distance of about 0.21 L (0.18 to 0.25) from the position of the lateral rib member 3. Since the stress generated due to the external force (uniformly distributed water pressure 6) is extremely small at the cross-sectional position a, even if the cross-sectional position a is used as the thickness reducing portion 2, the water pressure resistance strength of the valve 1 is not significantly affected. It is preferable because it is not present.
[0018]
Further, as shown in FIG. 1 (B), the thickness reducing portion 2 is arranged in an elliptical center distribution, and the length of one side of the thickness reducing portion 2 is set to 2/3 of the elliptical half circumference. By doing so, the strength in the vertical direction of the valve 1 against the wave impact force in the vertical direction and the like can be secured without significantly reducing the bending rigidity in the vertical direction (vertical direction) of the valve 1.
[0019]
With the above operation, in the embodiment of the present invention, the strength of the valve 1 against the external force such as impact water pressure and static water pressure acting on the valve outer plate 4 and the vertical direction of the valve 1 against the vertical wave impact force etc. The strength of the direction) can be ensured, and the damage depth of the other ship's flank can be reduced at the time of collision, and at the same time, the piercing can be prevented. When the other ship is a dangerous goods carrier such as an oil tanker, it is possible to provide a ship having a laterally-bending buffer type bow having an advantage of preventing a cargo leakage accident.
[0020]
【The invention's effect】
As apparent from the above description, according to the present invention, the bow of the ship's bow is bent by the collision reaction force at the time of collision, thereby reducing the depth of damage on the other side of the ship's flank, and at the same time preventing piercing and leakage A ship having the advantage of preventing accidents can be provided.
[Brief description of the drawings]
FIG. 1A is a side view showing a part of a Barbasse bow of a lateral bending buffer type bow according to an embodiment of the present invention.
(B) It is front sectional drawing of BB of (A).
(C) It is a horizontal sectional view of CC of (A).
FIG. 2 is a perspective view showing a situation in which the bow (valve) of the own ship is deformed when the Barbus bow shown in FIG. 1 collides with the hull (not shown) of another ship. FIG. 2 (A) shows a state before the collision. Yes.
(B) Shows the situation at the time of collision.
FIG. 3 is an enlarged view of a reduced thickness portion shown in FIG.
(A) The state where the thickness reduction part is subjected to the uniform water pressure.
(B) Corresponding to (A), it is a distribution diagram of a bending moment generated in a valve outer plate that is subjected to equally distributed water pressure.
FIG. 4 shows a collision energy absorption type spherical bow principal part disclosed in Patent Document 1,
(A) It is a longitudinal cross-sectional view of the bow principal part.
(B) It is AA arrow sectional drawing of (A).
(C) It is a horizontal sectional view which shows the valve crushing state at the time of the collision of the Barbus-Bau structure of (A) corresponding to (B).
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Valve a Cross-sectional position 2 Thickness reduction part f Collision angle 3, 3a, 3b, 3c, 3d Lateral rib member L Pitch 4 Valve outer plate P Collision reaction force 5 Other ship's flank 6 Uniform distribution water pressure 11 Valve 12 Watertight lateral placement Bulkhead 13 Tip wall member 14 Hull skin 15 Circumferential wall

Claims (2)

球状船首（バルバスバウ）を有する船舶であって、
該バルバスバウにおける球状突起（バルブ）の根本部の外板の、上部（天井）および下部（底）を除く両側面に、該バルブの横方向の曲げ剛性を低下させるための、上下方向に延びる溝状の肉厚減少部が設けられており、該バルブの上下方向の曲げ剛性を大幅に下げることなく横方向の曲げ剛性を３０％〜６０％低下させたことを特徴とする横曲げ緩衝型船首を有する船舶。A ship having a spherical bow (Barbasse bow),
Grooves extending in the vertical direction on both sides of the outer plate of the base of the spherical projection (valve) in the Barbus Bau except for the upper part (ceiling) and the lower part (bottom) to reduce the lateral bending rigidity of the bulb A lateral bending buffer type bow characterized in that the lateral bending stiffness is reduced by 30% to 60% without significantly reducing the vertical bending stiffness of the valve. A ship with 前記バルブ外板の内面に横肋骨部材が首尾線方向にある寸法を隔てて複数枚取り付けられている場合に、
前記肉厚減少部が、隣り合う前記横肋骨部材間において、横肋骨部材の位置から肋骨部材間隔の０．１８〜０．２５倍の距離にある外板側面部に設けられていることを特徴とする請求項１記載の横曲げ緩衝型船首を有する船舶。When a plurality of transverse rib members are attached to the inner surface of the bulb outer plate with a dimension in the direction of the tail line,
The said thickness reduction part is provided in the outer-plate side part which is 0.18-0.25 times the distance of a rib member from the position of a horizontal rib member between the said adjacent rib members. A ship having a lateral bending shock-absorbing bow according to claim 1.
JP2003112715A 2003-04-17 2003-04-17 Ship with lateral bending buffer type bow Expired - Lifetime JP3870265B2 (en)

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WO2009142553A1 (en) * 2008-05-22 2009-11-26 Ab Volvo Penta Gear housing for an aquatic vessel, breakaway safety system for an aquatic vessel and aquatic vessel
CN102381437A (en) * 2010-08-30 2012-03-21 联合船舶设计发展中心 Side-bend energy absorbing buffer stem
CN103144739B (en) * 2013-03-11 2015-08-19 韩通（上海）新能源船舶设计研发有限公司 The initiatively manufacture method of divergence type bulbous bow
KR101940307B1 (en) * 2017-07-28 2019-01-18 대우조선해양 주식회사 Ship Having Short Bulbous Bow
CN107792313B (en) * 2017-10-25 2019-05-14 德清海德游艇有限公司 A kind of Small yacht anticollision device, collision-prevention device

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