JP4454644B2 - The bow structure of a car carrier - Google Patents

The bow structure of a car carrier Download PDF

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JP4454644B2
JP4454644B2 JP2007037328A JP2007037328A JP4454644B2 JP 4454644 B2 JP4454644 B2 JP 4454644B2 JP 2007037328 A JP2007037328 A JP 2007037328A JP 2007037328 A JP2007037328 A JP 2007037328A JP 4454644 B2 JP4454644 B2 JP 4454644B2
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bow
line
car carrier
motion
hull
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JP2008201185A (en
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史朗 片岡
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Shin Kurushima Dockyard Co Ltd
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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
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Description

本発明は、自動車運搬船の船首の構造に関し、とくに船舶のピッチング運動の低減装置に関するものである。   The present invention relates to a bow structure of a car carrier, and more particularly to a device for reducing pitching motion of a ship.

従来例の自動車運搬船の船首部の形状について、図７を基に説明する。なお、図７は、従来例の自動車運搬船の船首部の形状図であり、図７（ａ）は側面図、図７（ｂ）は正面線図である。   The shape of the bow of the conventional automobile carrier will be described with reference to FIG. 7A and 7B are shape diagrams of a bow portion of a conventional automobile carrier ship. FIG. 7A is a side view and FIG. 7B is a front view.

従来例の自動車運搬船２の船首部１０は、満載喫水線（Ｌ．Ｗ．Ｌ）下にバルバス・バウと呼ばれる球状船首２３を有し、満載喫水線上はいわゆる舳先であって、舳先の先端部である従来例に係る船首先端部１７は、船舶の垂線間長（Ｌｐｐ）を基準値として、船首垂線（Ｆ．Ｐ）から２％Ｌｐｐ〜２．５％Ｌｐｐ突き出している。この船首先端部１７は、船舷側から見て、略垂直線となっていて、当該垂直線は略係船甲板２１の上部まで延伸し、その下端と満載喫水線と船首垂線（Ｆ．Ｐ）の略交点が直線的に結ばれて従来例に係る船首船底１３の線が形成されていて、この船首船底１３の線は、やや斜め船首先端側に傾いた略垂直に近い直線となっている。そして、この船首船底１３の両舷方向の横断面はＶ字を描いている。   The bow portion 10 of the conventional car carrier 2 has a spherical bow 23 called a barbus bow below a full load water line (LWL). The bow tip portion 17 according to a conventional example protrudes from 2% Lpp to 2.5% Lpp from the bow perpendicular (FP) using the length between the perpendiculars (Lpp) of the ship as a reference value. The bow tip 17 is a substantially vertical line when viewed from the side of the ship, and the vertical line extends substantially to the upper part of the mooring deck 21 and has a lower end, an abundant draft line, and a bow line (FP). The line of the bow bottom 13 according to the conventional example is formed by connecting the intersections in a straight line, and the line of the bow bottom 13 is a straight line that is slightly inclined to the tip end side of the bow and is almost vertical. And the cross section of the both sides of this bow bottom 13 has drawn V shape.

ところで、自動車運搬船は積荷の固縛の関係から、波浪中を航走した際の船体運動、とくに進行方向に上下するピッチング運動の振幅は小さい方が望ましいが、このようなピッチング運動を始めとする船体運動を低減するための配慮はなされていなかった。   By the way, from the relationship of securing cargo, it is preferable that the amplitude of the hull motion when navigating in the waves, especially the pitching motion that moves up and down in the traveling direction, is small. No consideration was given to reducing hull motion.

一方で、「船首部において、満載喫水線よりも上方の船体外板面に、海水との相互作用で造波減衰力の増大をもたらす突起または溝部を適切に形成することにより、船体運動の低減を効率よく図れるようにした装置を提供する」ことを目的としたものが特開２００４−１３６７８０号公報に開示されている。
この装置の概要を図８に基づいて説明する。なお、図８は、特開２００４−１３６７８０号公報に開示の船体運動低減装置を備えた２つの実施例に係る船首部の側面図である。
船首部１０１において、満載喫水線１０２よりも上方の船体外板面１０１ａに、船首端から左右両舷側部に沿いながら後方へゆくにしたがい低下するように傾斜した帯状突起部１０３が、相互に間隔をあけて設けられていて、各帯状突起部１０３の船体外板面１０１ａからの突出高さは、後方へゆくにしたがい減少するように設定されている。その結果、波浪中を航行する際に帯状突起部１０３の海水との相互作用でもたらされる造波減衰力の増大により、船体運動の低減効果が得られるようになる、というものである。
特開２００４−１３６７８０号公報 On the other hand, "At the bow, the hull motion can be reduced by appropriately forming protrusions or grooves on the hull outer plate surface above the full load water line that increase the wave-damping force due to the interaction with seawater. Japanese Patent Application Laid-Open No. 2004-136780 discloses an object of “providing an apparatus capable of achieving efficiency”.
The outline of this apparatus will be described with reference to FIG. FIG. 8 is a side view of the bow portion according to two embodiments provided with the hull motion reduction device disclosed in Japanese Patent Application Laid-Open No. 2004-136780.
In the bow 101, strip-like protrusions 103 that are inclined so as to fall back on the hull outer plate surface 101a above the full load water line 102 along the left and right sides of the bow are spaced apart from each other. The height of protrusion of each band-like protrusion 103 from the hull outer plate surface 101a is set so as to decrease as it goes rearward. As a result, when navigating in the waves, an increase in the wave-making damping force caused by the interaction of the band-like protrusion 103 with the seawater can reduce the hull motion.
JP 2004-136780 A

しかしながら、特開２００４−１３６７８０号公報に開示の装置は、外板に突起物を付加して波を散逸させることにより、運動の低減を図ることとしているため、建造時に帯状突起部を溶接する作業が増加するだけでなく、帯状突起部に作用する局所的な圧力についても十分な検討を行う必要がある、という強度上の課題を有している。さらに、大きなうねりの波により帯状突起部が海面下に没したときには、造渦影響により、船体の進行方向に対する船体抵抗が増加するおそれがある。   However, since the apparatus disclosed in Japanese Patent Application Laid-Open No. 2004-136780 is designed to reduce movement by adding protrusions to the outer plate to dissipate waves, work for welding the band-shaped protrusions during construction Not only increases, but also has a strength problem that it is necessary to sufficiently study the local pressure acting on the band-shaped protrusion. Furthermore, when the band-like projection is submerged under the sea surface due to a large wave of swell, the hull resistance in the traveling direction of the hull may increase due to the effect of vortex formation.

そこで、本願発明は、自動車運搬船の船首部に適用することができるピッチング運動の低減装置であって、建造時に帯状突起部等の溶接作業が不要であり、船首部が海面下に突入した場合であっても、船体の進行方向に対する船体抵抗が増大するおそれのない自動車運搬船の船首構造を提供することを目的とする。   Therefore, the present invention is a device for reducing pitching motion that can be applied to the bow portion of an automobile carrier ship, and does not require welding work such as a belt-like projection during construction, and the bow portion enters under the sea surface. Even if it exists, it aims at providing the bow structure of the motor vehicle carrier which does not have a possibility that the hull resistance with respect to the advancing direction of a hull may increase.

本願出願人は、「自動車運搬船の舳先の下に浮力体を垂設することによりピッチング運動が低減する」との仮説を立て、その仮説に基づいて、鋭意研究した結果、自動車運搬船の船首を所定の形状とすることにより船舶のピッチング運動が低減するとともに、航行中における船舶の抵抗増加を軽減し、燃料消費量を押えることができる、との知見を得た。本願発明は、この知見に基づくものである。   The applicant of the present application has made a hypothesis that "pitching motion is reduced by suspending a buoyant body under the tip of the car carrier", and as a result of earnest research based on that hypothesis, the bow of the car carrier is predetermined. As a result, the knowledge that the pitching motion of the ship is reduced, the increase in the resistance of the ship during navigation can be reduced, and the fuel consumption can be suppressed. The present invention is based on this finding.

このため、本願請求項１に係る自動車運搬船の船首構造は、満載喫水線下に球状船首を有する自動車運搬船の船首垂線よりも船首側の該満載喫水線の上方には船首船底部から浮力体が垂設され、該浮力体は船体に一体化されてその両舷方向の断面は緩やかなＶ字を描くように形成され、船舷側から見た該浮力体の下面の線は該船首垂線と該満載喫水線との略交点の上方略１％Ｌｐｐを起点とし該満載喫水線との仰角が略３５°の斜め上方向に向けた略直線であって、該船首垂線から２％Ｌｐｐ〜２．５％Ｌｐｐ突き出した船首先端部が形成する略垂直な船首先端線と係船甲板よりも下方で結ばれる、ことを特徴とする。
なお、浮力体とは、当該浮力体が水中に没したときに、船体に上向きの復原力が働く概ね内部が空洞の船舶の付属物をいう。 For this reason, the bow structure of the car carrier according to claim 1 of the present application is such that a buoyant body is suspended from the bottom of the bow ship above the full water line on the bow side of the car carrier having a spherical bow under the full water line. The buoyancy body is integrated with the hull, and the cross section in both sides is formed so as to draw a gentle V shape. The lines on the lower surface of the buoyancy body viewed from the ship side are the bow perpendicular line and the full load draft line. Approximately 1% Lpp above the approximate intersection with the full load water line , and the elevation angle with the full load line is approximately 35 ° in an obliquely upward direction, 2% Lpp to 2.5% Lpp from the bow perpendicular It is characterized in that it is connected to a substantially vertical bow tip line formed by the projected bow tip portion below the mooring deck.
The buoyancy body refers to an appendage of a ship whose inside is generally hollow so that when the buoyancy body is submerged in water, an upward restoring force is exerted on the hull.

本願発明は上記の構成により、以下の効果を奏する。
（１）船首船底部に浮力体を垂設することにより、満載喫水線の船首部の容積が増加する。このため、波浪の波長(λ)が船舶の垂線間長（Ｌｐｐ）の１．２〜１．４倍（λ／Ｌ＝１．２〜１．４、Ｌ：Ｌｐｐ）となる同調点の近傍で、船体に比較的大きなピッチング運動が発生するときには、船首没水時に増加させた船首部の容積に相応する復原モーメントが作用することになる。そして、この復原モーメントは運動を抑制する方向に作用するため、結果として、ピッチング運動が小さくなり、さらにピッチング運動に起因する抵抗増加も低減される。なお、同調点は船速と関係していて、船速が遅くなるとλ／Ｌは１.０に近づき、船速が速くなるとλ／Ｌは大きくなる。
（２）水槽実験の結果、満載喫水線上の船首端部のみの船体形状変化により、平穏時の性能に影響を与えることなく、波浪時のピッチング運動を１０〜２０％低減することができるとともに、ピッチング運動が低減されることにより、このピッチング運動に起因する波浪中の抵抗増加もまた、同程度低減されることが判明した。
なお、水槽実験については、後述する。 The present invention has the following effects by the above configuration.
(1) By hanging a buoyant body at the bow bottom, the volume of the bow of the full-length waterline increases. For this reason, the vicinity of the tuning point where the wave wavelength (λ) is 1.2 to 1.4 times the length (Lpp) between the normals of the ship (λ / L = 1.2 to 1.4, L: Lpp) Thus, when a relatively large pitching motion is generated in the hull, a restoring moment corresponding to the volume of the bow increased when the bow is submerged acts. And since this restoring moment acts in the direction which suppresses a motion, as a result, a pitching motion becomes small and also the resistance increase resulting from a pitching motion is also reduced. Note that the tuning point is related to the ship speed. When the ship speed decreases, λ / L approaches 1.0, and when the ship speed increases, λ / L increases.
(2) As a result of the tank test, the hull shape change only at the bow end on the full waterline can reduce the pitching motion during the wave by 10 to 20% without affecting the performance during calm, It has been found that by reducing the pitching motion, the increase in resistance in the waves due to this pitching motion is also reduced to the same extent.
The water tank experiment will be described later.

以下、本願発明を実施するための最良の形態に係る実施例について、図１ないし図６に基づいて説明する。なお、図１は、実施例に係る自動車運搬船の船首構造図であり、図１(ａ)は船首部側面図、図１(ｂ)は船首部正面線図、図２は、実施例に係る自動車運搬船の船体運動と波面形状の関係図であり、図２（ａ）はヒーブ運動と波面形状の関係図、図２（ｂ）はピッチング運動と波面形状の関係図、図３は、実施例に係る自動車運搬船の船首部沈下時の船体運動と波面形状の関係図であり、図４は、実施例に係る自動車運搬船および従来例に係る自動車運搬船の復原モーメントの径時変化比較図であり、図５は、実施例に係る自動車運搬船および従来例に係る自動車運搬船の船体運動水槽試験結果を示す図であり、図５（ａ）は実施例に係る自動車運搬船の船体運動水槽試験結果を示す図、図５（ｂ）は従来例に係る自動車運搬船の船体運動水槽試験結果を示す図、図６は、実施例に係る自動車運搬船および従来例に係る自動車運搬船の波浪中の抵抗増加の水槽試験結果を示す図であり、図６（ａ）は実施例に係る自動車運搬船の波浪中の抵抗増加の水槽試験結果を示す図、図６（ｂ）は従来例に係る自動車運搬船の波浪中の抵抗増加の水槽試験結果を示す図である。   Hereinafter, an embodiment according to the best mode for carrying out the present invention will be described with reference to FIGS. 1 is a bow structure diagram of a car carrier according to the embodiment, FIG. 1 (a) is a side view of the bow, FIG. 1 (b) is a front view of the bow, and FIG. 2 is according to the embodiment. FIG. 2A is a relationship diagram between a hull motion and a wavefront shape of an automobile carrier, FIG. 2A is a relationship diagram between a heave motion and a wavefront shape, FIG. 2B is a relationship diagram between a pitching motion and a wavefront shape, and FIG. FIG. 4 is a diagram showing the relationship between the hull movement and the wavefront shape when the bow of the car carrier according to the present invention sinks, and FIG. 4 is a comparison diagram of the time variation of the restoring moment of the car carrier according to the example and the car carrier according to the conventional example, FIG. 5 is a diagram illustrating a hull motion water tank test result of the car carrier according to the example and a car carrier according to the conventional example, and FIG. 5A is a diagram illustrating a hull motion tank test result of the car carrier according to the example. Fig. 5 (b) shows the hull motion water tank test of a conventional car carrier. FIG. 6 is a diagram showing test results, and FIG. 6 is a diagram showing a water tank test result of resistance increase in the waves of the car carrier according to the example and the car carrier according to the conventional example, and FIG. 6A is a car according to the example. The figure which shows the tank test result of the resistance increase in the wave of a carrier ship, FIG.6 (b) is a figure which shows the tank test result of the resistance increase in the wave of the motor vehicle carrier which concerns on a prior art example.

図１ないし図３において、符号１は実施例に係る船首構造を備える自動車運搬船、符号１０は船首部、符号１１は浮力体、符号１３は従来例に係る船首船底、符号１５は実施例に係る船首船底、符号１７は従来例に係る船首先端部、符号１９は実施例に係る船首先端部、符号２１は係船甲板、符号２３は球状船首、符号２５は波浪、である。また、Ｌ．Ｗ．Ｌは満載喫水線、Ｆ．Ｐは船首垂線、Ｃ．Ｌは船舶中心線、Ｇは船舶の重心、である。
なお、従来例の自動車運搬船について、図７および図８で説明した要素と同一の要素については、図１ないし図３においても同一の符号を付している。 1 to 3, reference numeral 1 denotes an automobile carrier having a bow structure according to the embodiment, reference numeral 10 denotes a bow portion, reference numeral 11 denotes a buoyant body, reference numeral 13 denotes a bow bottom according to a conventional example, and reference numeral 15 denotes an embodiment. The bow bottom, symbol 17 is a bow tip according to the conventional example, symbol 19 is a bow tip according to the embodiment, symbol 21 is a mooring deck, symbol 23 is a spherical bow, and symbol 25 is a wave. L. W. L is full load water line, F.R. P is the bow perpendicular, and C.I. L is a ship center line and G is the center of gravity of the ship.
In addition, about the same element as the element demonstrated in FIG. 7 and FIG. 8 about the motor vehicle carrier of a prior art example, the same code | symbol is attached | subjected also in FIG.

図１ないし図３に示すように、自動車運搬船１の船首部１０は、従来例の自動車運搬船２と同様に、満載喫水線（Ｌ．Ｗ．Ｌ）下にバルバス・バウと呼ばれる球状船首２３を有している。船首側の先端部である船首先端部１９は、船舶の垂線間長（Ｌｐｐ）を基準値として、船首垂線（Ｆ．Ｐ）から２％Ｌｐｐ〜２．５％Ｌｐｐ突き出している。   As shown in FIG. 1 to FIG. 3, the bow portion 10 of the car carrier 1 has a spherical bow 23 called a barbus bow under the full load water line (LWL), like the car carrier 2 of the conventional example. is doing. The bow tip portion 19 which is the tip portion on the bow side protrudes from 2% Lpp to 2.5% Lpp from the bow perpendicular (FP) with the length between the normals (Lpp) of the ship as a reference value.

この船首先端部１９は、船舷側から見て、略垂直線となっていて、当該垂直線は略係船甲板２１下部まで延伸している。そして、船首垂線（Ｆ．Ｐ）上にあって満載喫水線（Ｌ．Ｗ．Ｌ）と船首垂線（Ｆ．Ｐ）との交点の略１％Ｌｐｐ上方の点をＰ点としたときに、このＰ点と船首先端部１９が形成する船首先端線の下端が結ばれて船首船底１５の船首船底線が形成される。船首船底１５の船首船底線は略直線であって、満載喫水線（Ｌ．Ｗ．Ｌ）となす角が略３５°となっている。   The bow tip 19 is a substantially vertical line when viewed from the ship side, and the vertical line extends to the lower part of the mooring deck 21. And when the point on the bow perpendicular (FP) and approximately 1% Lpp above the intersection of the full load draft line (LWL) and the bow perpendicular (FP) is P point, The lower end of the bow tip line formed by the point P and the bow tip 19 is connected to form the bow bottom line of the bow bottom 15. The bow bottom line of the bow bottom 15 is substantially straight, and the angle formed with the full load water line (LWL) is approximately 35 °.

すなわち、図１（ａ）に示すように、実線である実施例に係る船首船底１５の船首船底線は点線である従来例に係る船首船底１３の船首船底線よりも満載喫水線（Ｌ．Ｗ．Ｌ）となす角が小さくなるように構成されていて、主に、船首船底１５の船首船底線と従来例に係る船首船底１３の船首船底線とに挟まれた部分が、浮力体１１を構成している。換言すると、従来例に係る船首船底１３に浮力体１１が垂設された状態となっている。   That is, as shown in FIG. 1 (a), the full bottom draft line (L.W.) is higher than the bow bottom line of the bow bottom 13 according to the conventional example in which the bow bottom line of the bow bottom 15 according to the embodiment which is a solid line is a dotted line. L) is configured such that the angle between the bow bottom 15 and the bow bottom line of the bow bottom 15 and the bow bottom line of the bow bottom 13 according to the conventional example constitutes the buoyancy body 11. is doing. In other words, the buoyancy body 11 is suspended from the bow bottom 13 according to the conventional example.

この浮力体１１についてさらに説明すると、図１（ａ）の線分ｃにおける正面線が図１（ｂ）の線分ｃであるが、図１（ｂ）に点線で示した線が従来例に係る船首先端部１７の正面線を示していて、図１（ｂ）における線分ｃと点線で囲まれた部分が浮力体１１となっている。図１（ｂ）に示すように浮力体１１は船体に一体化されて、その両舷方向の断面は緩やかなＶ字を描くように形成されていて、外観上は船体と渾然一体となっている。   The buoyancy body 11 will be further described. The front line in the line segment c in FIG. 1A is the line segment c in FIG. 1B, but the dotted line in FIG. The front line of the bow front-end | tip part 17 which shows is shown, The part enclosed by the line segment c and dotted line in FIG.1 (b) is the buoyancy body 11. FIG. As shown in FIG. 1 (b), the buoyancy body 11 is integrated with the hull, and the cross section in both sides is formed so as to draw a gentle V-shape. Yes.

つぎに、自動車運搬船１における浮力体１１の効果について説明する。
船舶の進行方向に対する船体運動には、図２（ａ）に示すヒーブ運動と、図２（ｂ）に示すピッチング運動とがある。ヒーブ運動は船舶全体が略水平を保持しながら、上下に揺れる船体運動であり、ピッチング運動は縦方向に揺れる船体運動である。このヒーブ運動およびピッチング運動は、波浪の波長(λ)と船舶の垂線間長（Ｌｐｐ）との相関関係で決まり、波浪の波長(λ)と船舶の垂線間長（Ｌｐｐ）との同調点(λ／Ｌ≒１．４)では、波浪２５とヒーブ運動の位相差は０ｄｅｇ．となり、ピッチング運動の位相差は−１８０ｄｅｇ．〜−９０ｄｅｇ．となる。また、同調点では、ヒーブ運動およびピッチング運動とも運動振幅は最大となる。 Next, the effect of the buoyancy body 11 in the car carrier 1 will be described.
The hull motion with respect to the traveling direction of the ship includes a heave motion shown in FIG. 2A and a pitching motion shown in FIG. The heave motion is a hull motion that swings up and down while keeping the entire ship substantially horizontal, and the pitching motion is a hull motion that swings in the vertical direction. This heave motion and pitching motion are determined by the correlation between the wave wavelength (λ) and the ship's normal length (Lpp), and the tuning point of the wave wavelength (λ) and the ship's normal length (Lpp) ( (λ / L≈1.4), the phase difference between the wave 25 and the heave motion is 0 deg. And the phase difference of the pitching motion is -180 deg. ~ -90 deg. It becomes. Further, at the tuning point, the movement amplitude becomes maximum for both the heave movement and the pitching movement.

ここで、ピッチング運動をしているときの自動車運搬船１のメカニズムについて、図３を基に説明する。なお、図３では、図の右側が船首側であり、図の左側が船尾側であって、自動車運搬船１は右方向に航行している。   Here, the mechanism of the car carrier 1 during the pitching motion will be described with reference to FIG. In FIG. 3, the right side of the figure is the bow side, the left side of the figure is the stern side, and the car carrier 1 is navigating in the right direction.

自動車運搬船１には、常に自動車運搬船１の重心Ｇに自動車運搬船１自体の荷重であるＷが下向きに作用しているが、波浪２５の波長(λ)が自動車運搬船１の垂線間長（Ｌｐｐ）の略１．４倍となると、波浪２５の波頂部２５１が船尾部分に達したときには、波浪２５の次の波頂部２５２が未だ船首部分に達していないため、自動車運搬船１には波頂部２５１による船尾部分を上に押し上げる力が作用し、重心Ｇには右回りのモーメントＭＲが働いて、自動車運搬船１の船首部１０を押し下げる（以下「ステップ１」という。）。 In the car carrier 1, the load W of the car carrier 1 itself always acts on the center of gravity G of the car carrier 1 downward, but the wavelength (λ) of the wave 25 is the length between the vertical lines (Lpp) of the car carrier 1. When the crest portion 251 of the wave 25 reaches the stern portion, the next crest portion 252 of the wave 25 has not yet reached the bow portion, so that the car carrier 1 is caused by the crest portion 251. force acts to push the stern portion above the center of gravity G at work clockwise moment M R, push down the bow 10 of the car carrier 1 (hereinafter referred to as "step 1".).

押し下げられた船首部１０は波頂部２５２に没する（以下「ステップ２」という。）。
船首部１０が波頂部２５２に没すると、浮力体１１の大部分もまた波頂部２５２に没する（以下「ステップ３」という。）。ここで、自動車運搬船１と自動車運搬船２とを比較すると、図３において斜線を施した部分が自動車運搬船１にはあって自動車運搬船２にはない部分ということになる。このため、自動車運搬船１では、自動車運搬船２では存在しなかった図３における斜線を施した部分による浮力が上向きの力Ｆとなって作用し、重心Ｇには左回りのモーメントＭＬが働く（以下「ステップ４」という。）。この左回りのモーメントＭＬを復原モーメントＭＬということにする。 The bow part 10 pushed down is immersed in the wave crest part 252 (hereinafter referred to as “step 2”).
When the bow portion 10 is submerged in the wave crest 252, most of the buoyancy body 11 is also submerged in the wave crest 252 (hereinafter referred to as “step 3”). Here, when the car carrier 1 and the car carrier 2 are compared, the hatched portion in FIG. 3 is in the car carrier 1 but not in the car carrier 2. Therefore, in the car carrier 1, buoyancy acts become upward force F by partial indicated by hatching in FIG. 3 that did not exist in the car carrier 2, acts counterclockwise moment M L is the center of gravity G ( Hereinafter referred to as “Step 4”). Will be the moment M L of the left-handed that the righting moment M L.

この復原モーメントＭＬはモーメントＭＲを打ち消すように作用するため、重心Ｇに働くモーメント全体としては、自動車運搬船２の重心に働くモーメントよりも小さくなる。 Since this restoration moment M L is acting so as to cancel the moment M R, as a whole moment acting on the center of gravity G is smaller than the moment acting on the center of gravity of the car carrier 2.

復原モーメントＭＬの径時的変化を示したものが図４である。図４では、縦軸を復原モーメントＭＬの大きさ（自動車運搬船１の船首部１０を押し上げる方向に作用するときを「＋」としている。）とし、横軸を時間経過とし、自動車運搬船１の復原モーメントＭＬを実線で表し、自動車運搬船２の復原モーメントＭＬを点線で表している。図４に示すように、自動車運搬船２の復原モーメントＭＬに比べて自動車運搬船１の復原モーメントＭＬはマイナス側では同一であるものの、プラス側では大きくなっている。 It shows the径時change in righting moment M L is 4. In Figure 4, the vertical axis size of the righting moment M L (when acting in a direction to push up the bow 10 of the car carrier 1 is set to "+".), And the horizontal axis is time, the car carrier 1 it represents righting moment M L by the solid line, represents the righting moment M L of car carrier 2 by a dotted line. As shown in FIG. 4, although the righting moment M L of the car carrier 1 as compared with the righting moment M L pure car carrier 2 are identical with the negative side is larger in the plus side.

波浪２５の波頂部２５１が船尾部分を通り過ぎると波頂部２５２が船首部分に達し、自動車運搬船１には波頂部２５２による浮力が作用して、重心Ｇを中心に左回りに回転し、船尾部を押し下げる（以下「ステップ５」という。）。   When the wave crest portion 251 of the wave 25 passes the stern portion, the wave crest portion 252 reaches the bow portion, the buoyancy by the wave crest portion 252 acts on the car carrier 1 and rotates counterclockwise around the center of gravity G. Press down (hereinafter referred to as “Step 5”).

このステップ１ないしステップ５を繰り返すことにより、船体運動であるピッチング運動が繰り返しおこなわれるが、ステップ４により、自動車運搬船１には自動車運搬船２よりも大きな復原モーメントＭＬが作用して、結果としてピッチング運動が低減することになる。 By repeating this step 1 to step 5, but pitching is ship motion is repeated, in step 4, the car carrier 1 acts large righting moment M L than car carrier 2, the pitching as a result Movement will be reduced.

つぎに、水槽実験およびその結果について説明する。
当該実験では、実施例に係る船首構造を備える自動車運搬船の模型（以下、水槽実験においても「自動車運搬船１」という。）と従来例に係る船首形状の自動車運搬船の模型（以下、水槽実験においても「自動車運搬船２」という。）とを比較しながら、ヒーブ運動の振幅およびピッチング運動の振幅を測定するとともに、波浪中における船体の受ける抵抗についても測定した。 Next, the water tank experiment and the results will be described.
In this experiment, a model of a car carrier having a bow structure according to the embodiment (hereinafter also referred to as “car carrier 1” in the aquarium experiment) and a model of a bow-shaped car carrier according to a conventional example (hereinafter also referred to as a tank experiment). In comparison with “Automobile Carrier 2”), the amplitude of the heave motion and the amplitude of the pitching motion were measured, and the resistance received by the hull in the waves was also measured.

まず、図５を基に、ヒーブ運動およびピッチング運動についての水槽試験結果を説明する。
図５（ａ）は自動車運搬船２の船体運動水槽試験結果を示す図であって、左図はヒーブ運動の水槽試験結果であり、右図はピッチング運動の水槽試験結果である。そして、左図の上段は縦軸をξ３／Ａ（ξ３：ヒーブ運動振幅、Ａ：入射波の波振幅）とし、横軸をλ／Ｌ（λ：波長、Ｌ：Ｌｐｐ（垂線間長））としていて、左図の下段はヒーブ運動の位相差を示している。また、右図の上段は縦軸をξ５／ｋ０Ａ（ξ５：ピッチング運動振幅、ｋ０：入射波の波数、Ａ：入射波の波振幅）とし、横軸をλ／Ｌとしていて、右図の下段はピッチング運動の位相差を示している。
一方、図５（ｂ）は自動車運搬船１の船体運動水槽試験結果を示す図であって、左図はヒーブ運動の水槽試験結果であり、右図はピッチング運動の水槽試験結果である。そして、左図の上段は縦軸をξ３／Ａとし、横軸をλ／Ｌとしていて、左図の下段はヒーブ運動の位相差を示している。また、右図の上段は縦軸をξ５／ｋ０Ａとし、横軸をλ／Ｌとしていて、右図の下段はピッチング運動の位相差を示している。 First, based on FIG. 5, the water tank test result about heave exercise | movement and pitching exercise | movement is demonstrated.
FIG. 5A is a diagram showing the hull motion water tank test result of the car carrier 2, wherein the left diagram is the heave motion water tank test result, and the right diagram is the pitching motion water tank test result. In the upper part of the left figure, the vertical axis is ξ3 / A (ξ3: heave motion amplitude, A: wave amplitude of incident wave), and the horizontal axis is λ / L (λ: wavelength, L: Lpp (length between perpendiculars)). The lower part of the left figure shows the phase difference of the heave motion. In the upper part of the right figure, the vertical axis is ξ5 / k 0 A (ξ5: pitching motion amplitude, k 0 : wave number of incident wave, A: wave amplitude of incident wave), and the horizontal axis is λ / L. The lower part of the figure shows the phase difference of the pitching motion.
On the other hand, FIG. 5B is a diagram showing the hull motion water tank test results of the car carrier 1, the left diagram is the heave motion aquarium test results, and the right diagram is the pitching motion aquarium test results. In the upper part of the left diagram, the vertical axis is ξ3 / A and the horizontal axis is λ / L, and the lower part of the left diagram shows the phase difference of the heave motion. In the upper part of the right figure, the vertical axis is ξ5 / k 0 A and the horizontal axis is λ / L, and the lower part of the right figure shows the phase difference of the pitching motion.

図５（ａ）と図５（ｂ）を比較すると、ヒーブ運動では、自動車運搬船１と自動車運搬船２との有意な差は見当たらないが、ピッチング運動では、自動車運搬船２において、λ／Ｌ＝１．４近傍で現れた同調現象（図５（ａ）の矢印部分）が、自動車運搬船１においては、図５（ｂ）の矢印部分に示すように、明確に現れてはいない。また、全体的に、自動車運搬船１のピッチング運動振幅は自動車運搬船２のピッチング運動振幅よりも低くなっている。
この実験結果から、波浪時における自動車運搬船１のピッチング運動は、自動車運搬船２のピッチング運動を１０〜２０％低減していることになる。 Comparing FIG. 5A and FIG. 5B, there is no significant difference between the car carrier 1 and the car carrier 2 in the heave motion, but λ / L = 1 in the car carrier 2 in the pitching motion. .4, the synchronization phenomenon (arrow portion in FIG. 5A) that appears in the vicinity of the vehicle carrier 1 does not appear clearly in the car carrier 1 as shown by the arrow portion in FIG. 5B. Also, as a whole, the pitching motion amplitude of the car carrier 1 is lower than the pitching motion amplitude of the car carrier 2.
From this experimental result, the pitching motion of the car carrier 1 at the time of the wave is reduced by 10 to 20% of the pitching motion of the car carrier 2.

つぎに、図６を基に、波浪中における船舶の抵抗増加についての水槽試験結果を説明する。
図６（ａ）は自動車運搬船２の波浪中における抵抗増加水槽試験結果を示す図であって、縦軸をＲＡＷ／ρｇζ２（Ｂ２／Ｌ）（ＲＡＷ：波浪中抵抗増加量、ρ：密度、ｇ：重力加速度、ζ：入射波の波振幅、Ｂ：船腹、Ｌ：Ｌｐｐ）とし、横軸をλ／Ｌとしている。また、図６（ｂ）は自動車運搬船１の波浪中における抵抗増加水槽試験結果を示す図であって、縦軸をＲＡＷ／ρｇζ２（Ｂ２／Ｌ）とし、横軸をλ／Ｌとしている。 Next, based on FIG. 6, the results of a water tank test for increasing the resistance of the ship in the waves will be described.
FIG. 6A is a diagram showing a resistance increase tank test result in the waves of the car carrier 2, and the vertical axis indicates R AW / ρgζ 2 (B 2 / L) (R AW : resistance increase in waves, ρ : Density, g: gravitational acceleration, ζ: wave amplitude of incident wave, B: ship's side, L: Lpp), and the horizontal axis is λ / L. Further, FIG. 6B is a diagram showing the resistance increase water tank test result in the wave of the car carrier 1, wherein the vertical axis is R AW / ρgζ 2 (B 2 / L) and the horizontal axis is λ / L. Yes.

図６（ａ）と図６（ｂ）を比較すると、自動車運搬船２においては、波浪中の抵抗増加は、波との相対運動が最大となるλ／Ｌ＝１．０近傍では、図６（ａ）では現れた抵抗増加（図６（ａ）の矢印部分）が、図６（ｂ）の矢印部分に示すように現れず、λ／Ｌ＝１．０をピーク値として、波浪中における抵抗増加が全体的に軽減している。すなわち、実施例に係る船首構造を備える自動車運搬船１では、λ／Ｌ＝０．９〜１．５の範囲で運動が減少しており、抵抗増加は、λ／Ｌ＝１．０近傍で顕著に現れており、したがって、フルード数が０．２４〜０．２５で航行する場合には、波浪時のピッチング運動が１０〜２０％低減するとともに、このピッチング運動の低減にともなって、波浪中における抵抗増加も同程度低減されることとなる。   Comparing FIG. 6A and FIG. 6B, in the car carrier 2, the increase in resistance in the waves is as shown in FIG. The resistance increase that appears in (a) (the arrow portion in FIG. 6 (a)) does not appear as shown in the arrow portion in FIG. 6 (b), and λ / L = 1.0 as a peak value. The increase is mitigated overall. That is, in the car carrier 1 having the bow structure according to the embodiment, the movement is reduced in the range of λ / L = 0.9 to 1.5, and the increase in resistance is remarkable in the vicinity of λ / L = 1.0. Therefore, when navigating at a fluid number of 0.24 to 0.25, the pitching motion during the wave is reduced by 10 to 20%, and with the reduction of this pitching motion, The increase in resistance will be reduced to the same extent.

図１は、実施例に係る自動車運搬船の船首構造図である。FIG. 1 is a bow structure diagram of a car carrier according to an embodiment. 図２は、実施例に係る自動車運搬船の船体運動と波面形状の関係図であり、図２（ａ）はヒーブ運動と波面形状の関係図、図２（ｂ）はピッチング運動と波面形状の関係図である。2A and 2B are relationship diagrams between the hull motion and the wavefront shape of the car carrier according to the embodiment, FIG. 2A is a relationship diagram between the heave motion and the wavefront shape, and FIG. 2B is a relationship between the pitching motion and the wavefront shape. FIG. 図３は、実施例に係る自動車運搬船の船首部沈下時の船体運動と波面形状の関係図である。FIG. 3 is a diagram illustrating the relationship between the hull motion and the wavefront shape when the bow of the car carrier according to the embodiment sinks. 図４は、実施例に係る自動車運搬船および従来例に係る自動車運搬船の復原モーメントの径時変化比較図である。FIG. 4 is a comparison diagram of changes over time in the restoring moment of the car carrier according to the example and the car carrier according to the conventional example. 図５は、実施例に係る自動車運搬船および従来例に係る自動車運搬船の船体運動水槽試験結果を示す図であり、図５（ａ）は実施例に係る自動車運搬船の船体運動水槽試験結果を示す図、図５（ｂ）は従来例に係る自動車運搬船の船体運動水槽試験結果を示す図である。FIG. 5 is a diagram illustrating a hull motion water tank test result of the car carrier according to the example and a car carrier according to the conventional example, and FIG. 5A is a diagram illustrating a hull motion tank test result of the car carrier according to the example. FIG.5 (b) is a figure which shows the hull motion water tank test result of the motor vehicle carrier which concerns on a prior art example. 図６は、実施例に係る自動車運搬船および従来例に係る自動車運搬船の波浪中の抵抗増加の水槽試験結果を示す図であり、図６（ａ）は実施例に係る自動車運搬船の波浪中の抵抗増加の水槽試験結果を示す図、図６（ｂ）は従来例に係る自動車運搬船の波浪中の抵抗増加の水槽試験結果を示す図である。FIG. 6 is a diagram illustrating a water tank test result of an increase in resistance in the waves of the car carrier according to the example and the car carrier according to the conventional example, and FIG. 6A is a resistance in the wave of the car carrier according to the example. FIG. 6B is a diagram showing the results of an increase in aquarium test, and FIG. 6B is a diagram showing the results of an aquarium test for increasing resistance in the waves of a car carrier according to a conventional example. 図７は、従来例の自動車運搬船の船首部の形状図であり、図７（ａ）は側面図、図７（ｂ）は正面線図である。7A and 7B are shape diagrams of a bow portion of a conventional automobile carrier ship, in which FIG. 7A is a side view and FIG. 7B is a front view. 図８は、特開２００４−１３６７８０号公報に開示の船体運動低減装置を備えた２つの実施例に係る船首部の側面図である。FIG. 8 is a side view of a bow portion according to two embodiments provided with the hull motion reduction device disclosed in Japanese Patent Application Laid-Open No. 2004-136780.

符号の説明Explanation of symbols

１ 実施例に係る船首構造を備える自動車運搬船
１０ 船首部
１１ 浮力体
１５ 実施例に係る船首船底
１９ 実施例に係る船首先端部
２１ 係船甲板
２３ 球状船首 DESCRIPTION OF SYMBOLS 1 Car carrier ship provided with the bow structure which concerns on an Example 10 Bow part 11 Buoyancy body 15 Bow bow bottom which concerns Example 19 Bow tip part which concerns 21 Example Mooring deck 23 Spherical bow

Claims (1)

満載喫水線下に球状船首を有する自動車運搬船の船首垂線よりも船首側の該満載喫水線の上方には船首船底部から浮力体が垂設され、
該浮力体は船体に一体化されてその両舷方向の断面は緩やかなＶ字を描くように形成され、
船舷側から見た該浮力体の下面の線は該船首垂線と該満載喫水線との略交点の上方略１％Ｌｐｐを起点とし該満載喫水線との仰角が略３５°の斜め上方向に向けた略直線であって、該船首垂線から２％Ｌｐｐ〜２．５％Ｌｐｐ突き出した船首先端部が形成する略垂直な船首先端線と係船甲板よりも下方で結ばれる、ことを特徴とする自動車運搬船の船首構造。 A buoyancy body is suspended from the bottom of the bow above the full-length draft line above the full-length draft line of the car carrier having a spherical bow under the full-length draft line,
The buoyancy body is integrated with the hull, and the cross section in both sides is formed so as to draw a gentle V-shape,
The line on the lower surface of the buoyant body as viewed from the ship side starts from approximately 1% Lpp above the approximate intersection of the bow perpendicular line and the full load water line , and is directed obliquely upward at an elevation angle of approximately 35 ° with the full load water line. An automotive vehicle characterized by being connected to a substantially vertical bow tip line formed by a bow tip protruding from the bow normal line by 2% Lpp to 2.5% Lpp below the mooring deck The bow structure of a carrier ship.
JP2007037328A 2007-02-19 2007-02-19 The bow structure of a car carrier Expired - Fee Related JP4454644B2 (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103538694A (en) * 2012-07-06 2014-01-29 现代重工业株式会社 Ship

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NO334428B1 (en) 2009-01-27 2014-03-03 Vard Design As Hull arrangement for a floating vessel
JP2016193697A (en) * 2015-04-02 2016-11-17 三井造船株式会社 Ship

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103538694A (en) * 2012-07-06 2014-01-29 现代重工业株式会社 Ship
CN103538694B (en) * 2012-07-06 2016-04-27 现代重工业株式会社 Boats and ships

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