JP4264328B2 - Ship - Google Patents

Description

  The present invention relates to a ship.

When a ship navigates, in addition to resistance caused by water and waves, the ship also receives resistance caused by air and wind (air resistance and aerodynamic resistance). The air resistance is generated when a portion exposed on the waterline of the ship receives both a wind caused by a natural phenomenon and a relative wind caused by navigation.
In general, when the air resistance is large, problems such as deterioration in fuel consumption (fuel consumption), reduction in maximum speed, and deterioration in maneuverability occur. In particular, PCTC ships (Pure Car and
A ship having a large main hull and exposed on the waterline, such as a truck carrier (car / truck carrier), has a large air resistance, and the problem due to the air resistance becomes serious.

  Air resistance in a ship can be broadly divided into air resistance caused by the main hull portion partitioned by the ship outer wall and deck, and air resistance caused by the superstructure portion.

The air resistance caused by the main hull part is the resistance caused by the wind receiving the main hull and the rearward direction in the navigation direction applied to the ship due to the negative pressure generated when the airflow around the stern is pulled away from the stern. There is a tensile force to.
On the other hand, the air resistance caused by the superstructure part is the resistance caused by the superstructure receiving wind, and the dominant air resistance among the air resistances in ships is the air resistance acting on this superstructure. There are many cases.

In order to reduce such air resistance, the shape of the main hull may be changed to a shape with less air resistance, but in this case, the economical efficiency is lowered, for example, the load amount is reduced. there is a possibility.
Therefore, conventionally, as described in Patent Document 1 described later, a resistance member that controls the flow of air is installed in front of the upper structure, which is a resistance member, to reduce air resistance.

JP 2001-328587 A (paragraph [00059] and FIG. 1)

However, even if the resistance member is provided on the front side in the traveling direction with respect to the upper structure in this manner, the effect of reducing the resistance cannot be obtained so much. In fact, since the wind does not blow only from the front of the ship, the effect of providing such a resistance member was not so high.
Furthermore, there is a problem that providing such a resistance member blocks the forward view.

  This invention is made | formed in view of such a situation, Comprising: It aims at providing the ship which reduced air resistance, without changing the structure of a main hull.

In order to solve the above problems, the ship of the present invention employs the following means.
That is, a ship according to the present invention is a ship having a main hull partitioned by an outer wall and a deck, and an upper structure provided on the deck, the ship side upper portion of the main hull being positioned away from the bow A windbreak fence is provided from the ship side of the superstructure to the ship side of the superstructure to receive the wind hitting the superstructure and guide it upward, and the height of the fence increases from the ship side of the superstructure toward the bow. It is characterized by being reduced .

Here, in a general ship, the distance from the ship side to the upper structure is shorter than the distance from the bow to the upper structure. For this reason, the airflow that hits the bow side of the ship's outer wall is mostly separated from the ship before reaching the superstructure after ascending along the ship's outer wall, whereas the airflow that hits the ship's side of the ship's outer wall. After climbing along the outer wall of the ship, it wraps around the deck and mostly hits the superstructure.
That is, most of the air resistance generated by the wind hitting the superstructure is derived from the airflow hitting the ship.

In the ship according to the present invention, since the windbreak fence is provided on the ship side upper part of the main hull, the airflow rising along the ship outer wall from the ship side is received by the windbreak fence and further guided upward. For this reason, in this ship, compared with the ship of the conventional structure, it is hard for a wind to hit an upper structure directly, and the air resistance received from a wind is reduced significantly.
For example, the windbreak fence can be configured such that the fence height at the bow center is the lowest, and the height gradually increases toward the ship side. In this configuration, the windbreak fence has the lowest height in the center of the bow, so the front of the bow can be seen from the ship. That is, in this ship, even if a windbreak fence is provided, the visibility is not hindered, so that safe navigation is possible.

  Moreover, the ship concerning this invention is a ship of Claim 1, Comprising: The said windbreak fence has an opening part, It is characterized by the above-mentioned.

In a ship configured in this way, the windbreak fence has an opening, and the other side of the windbreak fence can be seen from the ship through this opening. That is, in this ship, even if a windbreak fence is provided, the visibility is not hindered, so that safe navigation is possible.
As such a windbreak fence, the structure in which a windbreak fence itself has an opening part, for example, one part or the whole was comprised by the net | network, the grating | lattice, the louver, etc. can be used.
For example, the windbreak fence may be configured such that the height is constant from the bow side to the boat side and a part of the bow side portion is provided with an opening. In this configuration, the front of the bow can be seen from the ship through the opening of the windbreak fence.

  Moreover, the ship concerning this invention is a ship of Claim 1 or 2, Comprising: The surface which faces the outer side of the said main hull in the said windbreak fence is an inclined surface where an upper end is located in the said upper structure side rather than a lower end. It is said that it is said.

  In a ship configured in this manner, the surface that receives the airflow in the windbreak fence is an inclined surface, and the airflow that hits the windbreak fence is received upward, so the air resistance that the windbreak fence itself receives is also low. For this reason, in this ship, the air resistance received from a wind is still lower.

  The ship according to the present invention is the ship according to claim 1 or 2, characterized in that the surface facing the outside of the main hull in the windbreak fence is a curved surface rising from the lower end toward the upper end. To do.

In a ship constructed in this way, the wind that hits the windbreak fence is smoothly guided upward along the curved surface of the windbreak fence, and the flow is changed upward, so even if the windbreak fence is low, the superstructure Airflow is hard to hit.
That is, in this ship, since the windbreak fence can be lowered, it is possible to secure a wider view from the ship, reduce the construction cost of the windbreak fence, and reduce the installation space of the windbreak fence on the ship. Can be planned.

  In the ship according to the present invention, the air resistance received by the ship is remarkably reduced only by providing a windbreak fence or a current plate, so that the air resistance can be reduced without changing the structure of the main hull.

Embodiments according to the present invention will be described below with reference to the drawings.
[First embodiment]
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. 1 to 4.
A ship 1 (ships 1 (a) to 1 (c)) according to the present embodiment includes a main hull 2 partitioned by a ship outer wall 2a and a deck 2b, and an upper structure 3 provided on the deck 2b. .
In this ship 1, the structures of the main hull 2 and the upper structure 3 are substantially the same as those of a conventional ship. This also means that the ship 1 has a shorter distance from the ship side S to the upper structure 3 than the distance from the bow N to the upper structure 3 as in the case of a conventional general ship. is doing.

A windbreak fence 6 is provided on the ship side S upper portion of the main hull 2 at a position closer to the bow N than the upper structure 3. Hereinafter, the example of this windbreak fence 6 is shown.
The windbreak fence 6 may be configured to have a constant height from a position separated from the bow N to the ship side portion of the upper structure as in the windbreak fence 6a shown in FIG. 1 (a), for example. The windbreak fence 6b shown in FIG. 1 may rise from a position separated from the bow N and gradually increase in height toward the stern. Alternatively, the windbreak fence 6c shown in FIG. Alternatively, the fence height at the center of the bow N may be the lowest, and the height may gradually increase toward the stern.
Moreover, the surface which faces the outer side of the main hull 2 in the windbreak fence 6 is made into the inclined surface where an upper end is located in the upper structure 3 side rather than a lower end, as shown in FIG. Here, this inclination angle is set to 45 °, for example.
Further, the windbreak fence 6 is configured to have an opening. For example, a part or the whole of the windbreak fence 6 is configured by a net, a lattice, a louver, or the like.

Since the ship 1 constructed in this manner is provided with the windbreak fence 6 at the upper part of the ship side S of the main hull 2, as shown by the solid line arrow in FIG. The airflow is received by the windbreak fence 6 and guided further upward.
For this reason, in this ship 1, compared with the ship of the conventional structure, it is hard for a wind to hit the upper structure 3 directly, and the air resistance received from a wind is reduced significantly.
That is, the ship 1 according to the present embodiment can reduce the air resistance while the main hull 2 has the same structure as a conventional ship.

  Further, the surface facing the outside of the main hull 2 in the windbreak fence 6 is an inclined surface whose upper end is located on the upper structure 3 side than the lower end. As a result, the airflow hitting the windbreak fence 6 is received upward as shown by the solid line arrow in FIG. 2, and therefore the air resistance received by the windbreak fence 6 itself is low, and the air resistance of the ship 1 as a whole is low. Is even lower.

  Moreover, in this ship 1, since the bow part of the windbreak fence 6 has an opening part or the height of a fence is the lowest, the bow front side can be seen from this ship through this opening part. That is, in this ship 1, even if the windbreak fence 6 is provided, the field of view is not hindered, so that safe navigation is possible.

Here, in order to verify the performance of the ship 1 according to the present invention, a model (example) of the ship 1 according to the present embodiment is created, wind is actually applied to the model, and relative to the example. The relationship between the typical wind direction and the air resistance generated in the examples was determined based on actual measurements.
Further, for comparison, a model (comparative example) having the same configuration as that of the example except that the windbreak fence 6 is not provided is prepared, and the relative wind direction and air resistance are also compared with this model. Sought a relationship.
In this test, as shown in FIG. 3, with the starboard direction being positive with respect to the center line C of the model, wind was applied to the model from directions inclined by 0 °, 15 °, 30 °, and 45 °, respectively. The drag coefficient C _X with respect to the traveling direction X generated with respect to the wind direction was determined. The result is shown in the graph of FIG.

In the comparative example, it can be seen that the air resistance is increased at the wind direction of 30 ° and taking the maximum negative value of the drag coefficient C _X.
In the comparative example, it can be understood from the following reason that the air resistance is maximized at the wind direction of 30 ° instead of the wind direction of 0 ° at which the velocity component in the center line C direction is the largest.
Also in the comparative example, since the distance from the ship side to the upper structure is shorter than the distance from the bow N to the upper structure, the airflow hitting the bow N side of the ship outer wall 2a is shown by a solid line in FIG. As shown by the arrow of FIG. 2, after rising along the ship outer wall 2a, most of them are separated from the ship before reaching the upper structure 3.
On the other hand, the airflow which hits the ship side S of the ship outer wall rises along the ship outer wall 2a and then flows along the deck 2b as shown by the solid line arrow in FIG. It hits the upper structure 3.
That is, in the comparative example, when the wind direction angle becomes large and the airflow hits the ship side S on the outer wall of the ship, more airflow hits the upper structure 3 and the air resistance increases.

On the other hand, in the example, the drag coefficient C _X is about the same as that of the comparative example at 0 °, but is closer to zero at 15 ° than in the comparative example, as shown in FIG. In addition, the ratio of the wind pressure resistance of the example in which the wind pressure resistance of the comparative example in each wind direction is set to 1 decreases as the wind direction angle increases.
As can be seen from this, it can be seen that the windbreak fence 6 effectively acts in the oblique wind, and the air resistance is reduced as compared with the comparative example not having the windbreak fence 6.

Here, in the present embodiment, the configuration in which the surface facing the outside of the main hull 2 in the windbreak fence 6 is an inclined surface is shown, but the present invention is not limited to this, for example, as a ship 11 shown in FIG. Instead of the windbreak fence 6, the windbreak fence 12 having a curved surface that rises from the lower end toward the upper end may be provided on the main hull 2.
In the ship 11 adopting this configuration, as shown by the solid line arrow in FIG. 6, the wind rising along the ship outer wall 2 a and hitting the windbreak fence 12 is smoothly moved upward along the curved surface of the windbreak fence 12. Therefore, even if the windbreak fence 12 is low, it is difficult for the airflow to hit the upper structure 3.
That is, in a ship adopting this configuration, since the windbreak fence can be lowered, it is possible to secure a wider field of view from the ship, reduce the construction cost of the windbreak fence, and install the windbreak fence on the ship. Space can be reduced.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIG. Here, FIG. 7A is a perspective view showing the configuration of the stern T of the ship 21 according to the present embodiment, and FIG. 7B is a side view showing the configuration of the stern T of the ship 21.
The ship 21 according to the present embodiment has the main hull 2 and the upper structure 3 shown in the first embodiment, and guides the airflow backward on the stern T side of the main hull 2. A rectifying plate 22 is provided.
In the present embodiment, the current plate 22 is provided substantially horizontally along the width direction (vertically as viewed from the stern T side) on the upper end side of the stern T of the main hull 2.

In the ship 21 configured as described above, the airflow that has reached the stern T from the deck 2b tends to sneak into the stern T as shown by a broken arrow in FIG. . When the airflow goes around the stern T in this way, a negative pressure is generated when the airflow is peeled off from the stern T, so that the ship 21 receives a tensile force in the rearward direction of the navigation.
However, the ship 21 is provided with a rectifying plate 22, and the airflow that has reached the stern T from the deck 2b does not wrap around the stern T as shown by the solid arrows in FIG. Be guided to.
For this reason, it becomes difficult for the vessel 21 to be subjected to a tensile force that pulls the vessel rearward in the navigation direction, and resistance to navigation is reduced.
That is, the ship 21 according to the present embodiment can reduce the air resistance while making the main hull 2 the same structure as a conventional ship.

Here, although the example which provided the baffle plate 22 along the width direction of the main hull 2 was shown in this Embodiment, it is not restricted to this, Like the ship 26 shown in FIG. May be provided behind the both ship sides S of the main hull 2 along the height direction (vertically as viewed from the stern T side) and parallel to the ship side S. 8A is a perspective view showing the configuration of the stern T of the ship 26, and FIG. 8B is a plan view showing the configuration of the stern T of the ship 26. FIG.
In this case, the airflow that has reached the stern T along the stern side S is guided rearward by the rectifying plate 22 as shown by the solid line arrow in FIG. It is possible to prevent the airflow from flowing around (the flow indicated by the broken arrow in FIG. 8B) and reduce the resistance to navigation.

Further, the current plate 22 may be provided in both the width direction and the height direction of the main hull 2.
As an example of the ship adopting such a configuration, the ship 31 is shown in the perspective view of FIG. 9, the ship 36 is shown in the perspective view of FIG. 10, and the ship 41 is shown in the perspective view of FIG.

A ship 31 shown in FIG. 9 is inclined at the upper end of the stern T of the main hull 2 along the width direction so that the other end side is located below the connection end with the main hull 2. Provided.
Further, at both ends of the rectifying plate 22 in the width direction, small rectifying plates 22a for connecting the end of the rectifying plate 22 and the ship side S are provided.

A ship 36 shown in FIG. 10 has a pair of ship-side rectifying plates 22A smoothly connected to the outer surfaces of the ship-side S and a deck-side rectifying smoothly connected to the upper surface of the deck 2b and connected to the pair of ship-side rectifying plates 22A. The connection part J of these ship side rectifying plates 22A and deck side rectifying plates 22B is made into a chamfered shape.
Specifically, the ship-side rectifying plate 22A is provided behind the both ship-sides S along the height direction and in parallel with the ship-side S. The deck-side rectifying plate 22B is a stern T of the main hull 2. The upper end is provided substantially horizontally along the width direction.
The connecting portion J is constituted by a connecting plate B that is inclined so as to approach the axial line side of the main hull 2 as the distance from the main hull 2 increases. Further, with this configuration, the ship-side rectifying plate 22A and the connecting plate B, and the connecting plate B and the deck-side rectifying plate 22B cross each other at an obtuse angle.

  A ship 41 shown in FIG. 11 is provided with an arch-shaped rectifying plate 22C that is convex upward with respect to the stern T when viewed from the stern T side.

  In these ships 31, 36, 41, it is possible to prevent both the airflow reaching the stern T from the deck 2b and the airflow reaching the stern T along the stern side S from entering the stern T. Reduction effect is increased.

Further, in the ship 36, the ship side rectifying plate 22A and the deck side rectifying plate 22B are smoothly connected to the ship side S and the deck 2b, respectively, and the turbulence of the airflow hardly occurs at these boundaries.
Further, since the connecting portion J between the ship side rectifying plate 22A and the deck side rectifying plate 22B is chamfered, the turbulence of the airflow in the vicinity of the connecting portion J hardly occurs.
Thus, in this ship 36, since the airflow around the rectifying plate 22 flows smoothly, resistance to navigation is reduced.
In the ship 41, the same effect as that of the ship 36 can be obtained.

[Third embodiment]
Next, a third embodiment of the present invention will be described with reference to FIG. Here, FIG. 12A is a perspective view showing the configuration of the stern T of the ship 46 according to the present embodiment, and FIG. 12B is a side view showing the configuration of the stern T of the ship 46.
The ship 46 according to the present embodiment is the ship 21 shown in the second embodiment in which the rectifying plate 22 is arranged with a gap D with respect to the main hull 2.
The rectifying plate 22 is attached to the main hull 2 via, for example, a stay (not shown).

In the ship 46 configured as described above, a part of the airflow flowing along the periphery of the ship 46 is between the rectifying plate 22 and the main hull 2 as indicated by solid arrows in FIG. Flows into the space behind the stern T through the gap D. In this way, when the airflow flows into the space behind the stern T, the turbulent flow generated in this space, for example, the airflow that has entered the stern T from the rear end of the rectifying plate 22 indicated by the dashed arrow in FIG. Etc. are canceled out, and the tensile force applied to the ship 31 is further reduced.
That is, the ship 46 according to the present embodiment can reduce the air resistance while the main hull 2 has the same structure as a conventional ship.

  Here, the configuration of the present embodiment may be applied to any ship as long as it uses a current plate such as the ships 21, 26, 31, 36, and 41 shown in the second embodiment.

[Fourth embodiment]
Next, a fourth embodiment of the present invention will be described with reference to FIG. Here, FIG. 13 is a perspective view showing a configuration of the stern T side of the ship 51 according to the present embodiment.
The ship 51 according to the present embodiment is such that the rectifying plate 22D is provided not on the stern T of the main hull 2 but on the stern T side of the upper structure 3 in the ship 21 shown in the second embodiment.
Further, the rectifying plate 22D is provided on the upper wall surface of the upper structure 3 on the stern T side so as to be inclined along the width direction so that the other end side is located below the connection end with the upper structure 3. ing.
Moreover, it is set as the structure which has this baffle plate opening part. For example, a part or the whole of the rectifying plate 22 is configured by a net, a lattice, a louver, or the like.

In the ship 51 configured as described above, the airflow that has reached the stern T side from the upper structure 3 is guided rearward by the rectifying plate 22D, so that the airflow to the stern T is prevented and the ship 51 is Generation of tensile force pulling backward in the navigation direction can be prevented, and resistance to navigation is reduced.
That is, the ship 51 according to the present embodiment can reduce the air resistance while the main hull 2 has the same structure as a conventional ship.

  The rectifying plate 22D has an opening, and the other side of the rectifying plate 22D can be seen through the opening from the ship. That is, in this ship 51, even if the rectifying plate 22D is provided, the visibility is not hindered, so that safe navigation is possible.

Here, the configuration shown in the first embodiment may be combined with the configuration shown in the second, third, and fourth embodiments.
In this case, the air resistance received by the ship can be further reduced.

It is a perspective view which shows the ship concerning 1st embodiment of this invention. It is a side view which shows the ship concerning 1st embodiment. It is a figure which shows the method of the air resistance measurement test of the ship concerning 1st embodiment. It is a graph which shows the result of the air resistance measurement test of the ship concerning a first embodiment. It is a figure which shows the flow of the airflow which contacted the ship outer wall of the ship of a comparative example. It is a side view which shows the other structural example of 1st embodiment. It is a figure which shows the ship concerning 2nd embodiment of this invention, Comprising: (a) is a perspective view, (b) is a side view. It is a figure which shows the other example of a form of 2nd embodiment of this invention, Comprising: (a) is a perspective view, (b) is a top view. It is a perspective view which shows the other example of a form of 2nd embodiment of this invention. It is a perspective view which shows the other example of a form of 2nd embodiment of this invention. It is a perspective view which shows the other example of a form of 2nd embodiment of this invention. It is a figure which shows the structure of the ship concerning 3rd embodiment of this invention, Comprising: (a) is a perspective view, (b) is a side view. It is a perspective view which shows the structure of the ship concerning 4th embodiment of this invention.

Explanation of symbols

1, 11, 21, 26, 31, 36, 41, 46, 51 Ship 2 Main hull 2a Outer wall 2b Deck 3 Upper structure 6, 12 Windproof fences 22, 22a, 22C, 22D Rectifier plate 22A Ship side rectifier plate 22B Deck Side straightening plate J Connection part N Bow S Ship side T Stern

Claims (4)

A ship having a main hull partitioned by an outer wall and a deck, and an upper structure provided on the deck;
On the ship side upper part of the main hull, a windbreak fence that guides upward by receiving wind hitting the upper structure from a position spaced from the bow to the ship side part of the upper structure is provided ,
The ship is characterized in that the height of the windbreak fence is reduced from the ship side of the superstructure toward the bow .   The ship according to claim 1, wherein the windbreak fence has an opening.   3. The ship according to claim 1, wherein a surface of the windbreak fence facing the outside of the main hull is an inclined surface with an upper end positioned on the upper structure side with respect to a lower end.   The ship according to claim 1 or 2, wherein a surface of the windbreak fence facing the outside of the main hull is a curved surface that rises from the lower end toward the upper end.

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