JP5412259B2 - boat - Google Patents

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JP5412259B2
JP5412259B2 JP2009279430A JP2009279430A JP5412259B2 JP 5412259 B2 JP5412259 B2 JP 5412259B2 JP 2009279430 A JP2009279430 A JP 2009279430A JP 2009279430 A JP2009279430 A JP 2009279430A JP 5412259 B2 JP5412259 B2 JP 5412259B2
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bow
spherical
ship
spherical bow
width
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JP2011121427A (en
Inventor
利伸 坂本
亮 西垣
孝則 渡辺
浩 田村
靖 栄田
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Mitsubishi Heavy Industries Ltd
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Mitsubishi Heavy Industries Ltd
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Priority to JP2009279430A priority Critical patent/JP5412259B2/en
Priority to CN201010527927.2A priority patent/CN102092457B/en
Priority to KR1020100105996A priority patent/KR20110065315A/en
Publication of JP2011121427A publication Critical patent/JP2011121427A/en
Priority to KR1020130135533A priority patent/KR101528050B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B63B1/063—Bulbous bows
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • 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

Description

本発明は、積荷が満載状態の時の満載喫水と、軽荷状態（バラスト状態）の時の軽荷喫水とに対応した船の構造に関する。   The present invention relates to a structure of a ship corresponding to a full draft when a load is full and a light draft when a light load (ballast state).

船舶の推進性能を向上させる技術として、船首バルブや球状船首（Ｂｕｌｂｏｕｓ Ｂｏｗ：バルバス・バウ）などと呼ばれる船首形状により、造波抵抗を低減させる技術が知られている。球状船首は、球状の構造物を船首水面下に備えている。その球状の構造物の作用により、航走中に船の前面の水圧が上がり、水面が盛り上がる。船首のすぐ後部は、通常は最も波の高くなりやすい場所であるが、球状の構造物の作用により、船首のすぐ後部の水圧は低くなり、波の発生が押さえられる。これにより航走中の造波抵抗が少なくなり、通常の船首形状の船舶よりも、同じ燃料消費量でよりスピードが出せることになる。   As a technique for improving the propulsion performance of a ship, a technique for reducing wave resistance by a bow shape called a bow valve or a bulbous bow (Bulbus Bow) is known. The spherical bow has a spherical structure below the water surface of the bow. Due to the action of the spherical structure, the water pressure at the front of the ship rises while sailing and the water surface rises. The portion just behind the bow is usually the place where waves are most likely to rise, but due to the action of the spherical structure, the water pressure just behind the bow is lowered and the generation of waves is suppressed. As a result, the wave-making resistance during cruising is reduced, and the speed can be increased with the same fuel consumption as compared with a normal bow-shaped ship.

大型タンカーやＬＰＧ船などの排水型の船舶は、積荷を満載した満載状態と、積荷を積載しない軽荷状態（バラスト状態）との２つの状態で航走する場合がほとんどである。満載状態と軽荷状態との両方の状態で、航走時の推進性能を改善する技術が知られている（例えば、特許文献１〜３参照。）。   In most cases, a drainage type ship such as a large tanker or an LPG ship sails in two states, a full load state in which the load is fully loaded and a light load state (ballast state) in which the load is not loaded. A technique for improving the propulsion performance during traveling in both a full load state and a light load state is known (see, for example, Patent Documents 1 to 3).

特許文献１には、船首部に大型バルブを有する肥大船において、大型バルブの満載時の造波抵抗低減効果を活かしつつ、軽荷状態（バラスト状態）における推進性能の改善を図るための技術が記載されている。   Patent Document 1 discloses a technology for improving propulsion performance in a light load state (ballast state) while utilizing the effect of reducing wave resistance when a large valve is fully loaded in a large ship having a large valve at the bow. Have been described.

特許文献２には、油槽船などで、積載状態がほとんど満載喫水と軽荷喫水の二喫水である船舶に関する技術が記載されている。特許文献２の技術では、船舶の主要寸法を変えることなく、駆動・変形用の動力を必要とせず、主船体との繋がり不連続性が生じないよう球状船首を形成している。その球状船首により、いずれの喫水でも造波抵抗および砕波抵抗の減少を図り、推進性能を向上させている。   Patent Document 2 describes a technology related to a ship that is an oil tanker ship and the like, and the loaded state is almost a full draft and a light draft. In the technique of Patent Document 2, a spherical bow is formed without changing the main dimensions of the ship, without requiring power for driving and deformation, and without causing discontinuity in connection with the main hull. The spherical bow improves the propulsion performance by reducing wave resistance and wave resistance at any draft.

特許文献３に記載の技術では、船首バルブを有する船舶において、満載状態のみならず、軽荷状態における推進性能も改善できる船首バルブ付き船舶に関する技術が記載されている。   The technique described in Patent Document 3 describes a technique related to a ship with a bow valve that can improve propulsion performance not only in a full load state but also in a light load state in a ship having a bow valve.

特開２００６−１８８１２５号公報JP 2006-188125 A 特開平８−４０３４６号公報JP-A-8-40346 特開２００５−２３８９０９号公報JP-A-2005-238909

本願発明が解決しようとする課題は、満載喫水と軽荷喫水との各々の喫水における航走での推進性能を、改善することにある。   The problem to be solved by the present invention is to improve the propulsion performance in sailing in each of the full draft and the light draft.

以下に、［発明を実施するための形態］で使用される番号を用いて、［課題を解決するための手段］を説明する。これらの番号は、［特許請求の範囲］の記載と［発明を実施するための形態］との対応関係を明らかにするために付加されたものである。ただし、それらの番号を、［特許請求の範囲］に記載されている発明の技術的範囲の解釈に用いてはならない。   [Means for Solving the Problems] will be described below using the numbers used in [DETAILED DESCRIPTION]. These numbers are added to clarify the correspondence between the description of [Claims] and [Mode for Carrying Out the Invention]. However, these numbers should not be used to interpret the technical scope of the invention described in [Claims].

上記の課題を解決するために、船首乾舷部分と、前記船首乾舷部分より下方に設けられた球状船首（３）とを具備する船（１）を構成する。ここで、前記球状船首（３）は、満載喫水線と前記満載喫水線より下の軽荷喫水線との間に位置し、第１曲面に沿って形成される球状船首上方部分（４）と、前記軽荷喫水線よりも下に位置し、前記第１曲面に交差する第２曲面に沿って形成される球状船首下方部分（５）とを備えることが好ましい。そして、船（１）の長さ方向を法線方向とするときの横断面における前記球状船首上方部分（４）の最大幅を最大上方幅とし、前記横断面における前記球状船首下方部分（５）の最大幅を最大下方幅とするとき、前記球状船首（３）は、前記最大上方幅よりも大きい前記最大下方幅を有することが好ましい。   In order to solve the above-mentioned problems, a ship (1) including a bow freeboard portion and a spherical bow (3) provided below the bow freeboard portion is configured. Here, the spherical bow (3) is located between the full load water line and the light load water line below the full load water line, and the spherical bow upper part (4) formed along the first curved surface, It is preferable to include a spherical bow lower portion (5) formed along a second curved surface located below the cargo water line and intersecting the first curved surface. The maximum width of the upper part (4) of the spherical bow in the cross section when the length direction of the ship (1) is the normal direction is the maximum upper width, and the lower part of the spherical bow (5) in the cross section. It is preferable that the spherical bow (3) has the maximum downward width that is larger than the maximum upward width.

その船（１）において、前記球状船首（３）は、前記球状船首上方部分（４）と前記球状船首下方部分（５）との境界を含む中間部分（６）を備えることが好ましい。そして、前記中間部分（６）は、前記横断面において、前記最大上方幅よりも小さい中間幅を有することが好ましい。   In the ship (1), the spherical bow (3) preferably includes an intermediate part (6) including a boundary between the spherical bow upper part (4) and the spherical bow lower part (5). And it is preferable that the said intermediate part (6) has an intermediate width smaller than the said maximum upper width in the said cross section.

その船（１）において、前記中間部分（６）は、前記球状船首上方部分（４）と前記球状船首下方部分（５）とを滑らかに接合する曲面を含むことが好ましい。   In the ship (1), the intermediate part (6) preferably includes a curved surface that smoothly joins the spherical bow upper part (4) and the spherical bow lower part (5).

その船（１）において、前記球状船首（３）は、前記球状船首上方部分（４）と前記球状船首下方部分（５）との境界を含む中間部分（６）を備えることが好ましい。そして、前記中間部分（６）は、前記横断面と、船（１）の幅方向を法線方向とするときの縦断面との少なくとも一方において、線分となるように形成されることが好ましい。   In the ship (1), the spherical bow (3) preferably includes an intermediate part (6) including a boundary between the spherical bow upper part (4) and the spherical bow lower part (5). And it is preferable that the said intermediate part (6) is formed so that it may become a line segment in at least one of the said cross section and a vertical cross section when the width direction of a ship (1) is made into a normal line direction. .

その船（１）において、前記球状船首（３）は、船（１）の垂線間長の前端（Ｆ．Ｐ．）よりも前方に設けられるものとする。ここにおいて、前記球状船首上方部分（４）は、船（１）の長さ方向を法線方向とするときの前記前端（Ｆ．Ｐ．）を含む前端横断面から、最も遠い位置を最前部とすることが好ましい。そして、前記球状船首下方部分（５）は、前記球状船首上方部分（４）の前記最前部よりも前方に突出する突出部（７）を有することが好ましい。   In the ship (1), the spherical bow (3) is provided in front of the front end (FP) of the inter-perpendicular length of the ship (1). Here, the spherical bow upper part (4) is located at the farthest position from the front end cross section including the front end (FP) when the length direction of the ship (1) is the normal direction. It is preferable that And it is preferable that the said spherical bow lower part (5) has a protrusion part (7) which protrudes ahead rather than the said foremost part of the said spherical bow upper part (4).

その船（１）において、前記球状船首上方部分（４）は、船（１）の幅方向を法線方向とした前記前端（Ｆ．Ｐ．）を含む縦断面における前記球状船首上方部分（４）と、前記軽荷喫水線とが交差する位置を、前記球状船首上方部分（４）の前記最前部とすることが好ましい。   In the ship (1), the upper part (4) of the spherical bow is the upper part (4) of the spherical bow in the longitudinal section including the front end (FP) with the width direction of the ship (1) as the normal direction. ) And the light load draft line are preferably the foremost part of the upper part (4) of the spherical bow.

その船（１）において、前記満載喫水線から船底までの深さを基準深さｄとし、垂線間長の前端（Ｆ．Ｐ．）を含む船（１）の長さ方向を法線方向とする前端面から、前方への前記球状船首（３）の突出量の最大値を最大突出量Ｌとするとき、前記球状船首上方部分（４）は、前記満載喫水線から０．２ｄの位置で、前記前端面から前方への突出量が０．６Ｌ以上であることが好ましい。また、前記球状船首下方部分（５）は、前記船底から０．３ｄの位置で、前記前端面から前方への突出量が０．８Ｌ以上であることが好ましい。   In the ship (1), the depth from the full load water line to the bottom of the ship is defined as a reference depth d, and the length direction of the ship (1) including the front end (FP) of the length between the normals is defined as the normal direction. When the maximum value of the protrusion amount of the spherical bow (3) forward from the front end surface is the maximum protrusion amount L, the upper portion of the spherical bow (4) is 0.2d from the full load water line, It is preferable that the forward protrusion amount from the front end face is 0.6 L or more. Moreover, it is preferable that the spherical bow lower part (5) has a protrusion amount of 0.8L or more forward from the front end surface at a position of 0.3d from the ship bottom.

その船（１）において、前記満載喫水線から船底までの深さを基準深さｄとし、垂線間長の前端（Ｆ．Ｐ．）を含む船（１）の長さ方向を法線方向とする前端面における前記球状船首の幅の最大値を、船首最大幅Ｂとするとき、前記球状船首（３）は、前記満載喫水線から０．５ｄの位置と前記満載喫水線から０．８ｄの位置との間で、前記前端面における最大幅（船首最大幅Ｂ）となることが好ましい。また、前記球状船首上方部分（４）は、前記満載喫水線から０．２ｄの位置で、前記前端面における幅が、０．６Ｂ以上であることが好ましい。そして、前記球状船首下方部分（５）は、前記船底から０．３ｄの位置で、前記前端面における幅が、０．８Ｂ以上であることが好ましい。   In the ship (1), the depth from the full load water line to the bottom of the ship is defined as a reference depth d, and the length direction of the ship (1) including the front end (FP) of the length between the normals is defined as the normal direction. When the maximum value of the width of the spherical bow at the front end surface is the maximum bow width B, the spherical bow (3) is located at a position 0.5d from the full load water line and a position 0.8d from the full load water line. It is preferable that the maximum width at the front end surface (the maximum bow width B) is obtained. Moreover, it is preferable that the spherical bow upper part (4) is at a position 0.2d from the full load water line, and the width at the front end face is 0.6B or more. The spherical bow lower part (5) is preferably at a position of 0.3d from the ship bottom and has a width of 0.8B or more at the front end face.

本願において開示される発明のうち、代表的なものによって得られる効果を簡単に説明すれば、満載喫水と軽荷喫水との各々の喫水における航走での推進性能を、改善することができるという効果がある。   If the effect obtained by the representative one of the inventions disclosed in the present application is briefly described, it is possible to improve the propulsion performance in sailing in each of the full draft and the light draft. effective.

図１は、本実施形態の船１の構成を例示する側面図である。FIG. 1 is a side view illustrating the configuration of the ship 1 according to this embodiment. 図２は、本実施形態の船１の構成を例示する正面図である。FIG. 2 is a front view illustrating the configuration of the ship 1 of this embodiment. 図３は、本実施形態の船１の速度と船体抵抗（造波抵抗）係数との関係を例示するグラフである。FIG. 3 is a graph illustrating the relationship between the speed of the ship 1 and the hull resistance (wave resistance) coefficient of the present embodiment. 図４は、船１０１の船首１０２を例示する側面図である。FIG. 4 is a side view illustrating the bow 102 of the ship 101. 図５は、船１０１の、速度と船体抵抗（造波抵抗）係数との関係を例示するグラフである。FIG. 5 is a graph illustrating the relationship between the speed and the hull resistance (wave resistance) coefficient of the ship 101. 図６は、船２０１の船首２０２を例示する側面図である。FIG. 6 is a side view illustrating the bow 202 of the ship 201. 図７は、船２０１の、速度と船体抵抗（造波抵抗）係数との関係を例示するグラフである。FIG. 7 is a graph illustrating the relationship between the speed and the hull resistance (wave resistance) coefficient of the ship 201. 図８は、船１と、船１０１および船２０１における、速度と船体抵抗（造波抵抗）係数との関係を例示するグラフである。FIG. 8 is a graph illustrating the relationship between the speed and the hull resistance (wave-making resistance) coefficient in the ship 1, the ship 101, and the ship 201. 図９は、船１、船１０１および船首１０２が、軽荷状態で航走するときの、速度と船体抵抗（造波抵抗）係数との関係を例示するグラフである。FIG. 9 is a graph illustrating the relationship between the speed and the hull resistance (wave-making resistance) coefficient when the ship 1, the ship 101, and the bow 102 sail in a light load state. 図１０は、本願発明の船１の可変喫水型球状船首３の他の構成を例示する側面図である。FIG. 10 is a side view illustrating another configuration of the variable draft type spherical bow 3 of the ship 1 of the present invention. 図１１は、本願発明の船１の可変喫水型球状船首３の他の構成を例示する側面図である。FIG. 11 is a side view illustrating another configuration of the variable draft type spherical bow 3 of the ship 1 of the present invention.

［第１実施形態］
以下、本発明の実施の形態を図面に基づいて説明する。なお、実施の形態を説明するための図において、同一の部材には原則として同一の符号を付し、その繰り返しの説明は省略する。 [First Embodiment]
Hereinafter, embodiments of the present invention will be described with reference to the drawings. Note that components having the same function are denoted by the same reference symbols throughout the drawings for describing the embodiment, and the repetitive description thereof will be omitted.

図１は、本実施形態の船１を側面から見た形状を例示する側面図である。本実施形態の船１は、航走時の喫水と停船時の喫水とが、概ね同じである。また、船１は、積荷を満載した満載状態と、積荷を積載せずバラストのみの軽荷状態（バラスト状態）との２つの状態で航走する。本実施形態の船１としては、大型タンカーやＬＰＧ船などの排水型の船舶が例示される。なお、以下の実施形態においては、本願発明の理解を容易にするために、船１の全体構造に関する説明を省略する。   FIG. 1 is a side view illustrating the shape of a ship 1 according to this embodiment as viewed from the side. In the ship 1 of this embodiment, the draft at the time of sailing and the draft at the time of stopping are substantially the same. The ship 1 sails in two states: a full state in which the load is fully loaded, and a light load state (ballast state) in which the load is not loaded and only the ballast is loaded. Examples of the ship 1 of the present embodiment include drainage-type ships such as large tankers and LPG ships. In the following embodiments, the description of the overall structure of the ship 1 is omitted to facilitate understanding of the present invention.

図１を参照すると、本実施形態の船１は、船首２に可変喫水型球状船首３を備えている。その可変喫水型球状船首３は、船１の乾舷用船首垂線に対応する位置（以下、Ｆ．Ｐ．位置と記載する）よりも前方に突き出すように設けられている。その可変喫水型球状船首３は、球状船首上側部分４と球状船首下側部分５とを含んでいる。その球状船首上側部分４と球状船首下側部分５とは、球状船首中間部分６を境界とするように設けられている。その球状船首中間部分６は、軽荷喫水線の位置に対応している。   Referring to FIG. 1, a ship 1 according to this embodiment includes a variable draft type spherical bow 3 on a bow 2. The variable draft type spherical bow 3 is provided so as to protrude forward from a position corresponding to the freeboard bow perpendicular of the ship 1 (hereinafter referred to as FP position). The variable draft spherical bow 3 includes a spherical bow upper part 4 and a spherical bow lower part 5. The spherical bow upper part 4 and the spherical bow lower part 5 are provided so as to have the spherical bow middle part 6 as a boundary. The spherical bow intermediate portion 6 corresponds to the position of the light load water line.

換言すると、球状船首上側部分４は、満載状態の時の喫水を示す満載喫水線と、軽荷状態の時の喫水を示す軽荷喫水線との間に設けられている。球状船首下側部分５は、軽荷喫水線と、船底に対応する位置を示す線（以下、船底線と記載する）との間に設けられている。球状船首上側部分４が形成する曲面と。球状船首下側部分５が形成する曲面とは、異なる形状であり、それらの曲面は、軽荷喫水線に対応する面で交差する。   In other words, the spherical bow upper part 4 is provided between a full load water line indicating a draft in a full load state and a light load water line indicating a draft in a light load state. The spherical bow lower part 5 is provided between a light load draft line and a line indicating a position corresponding to the ship bottom (hereinafter referred to as a ship bottom line). A curved surface formed by the upper part 4 of the spherical bow. The curved surface formed by the spherical bow lower portion 5 has a different shape, and these curved surfaces intersect at a surface corresponding to the light load water line.

図１に示されているように、球状船首上側部分４の最前部を球状船首上部分長さＵＦとするとき、球状船首下側部分５は、その球状船首上部分長さＵＦよりも前方に突出する突出部７を備えている。換言すると、本実施形態の船１において、球状船首下側部分５の最前部を球状船首下部分長さＬＦとするとき、その球状船首下部分長さＬＦは、可変喫水型球状船首３の最前部として作用する。   As shown in FIG. 1, when the foremost portion of the spherical bow upper portion 4 is the spherical bow upper portion length UF, the spherical bow lower portion 5 is more forward than the spherical bow upper portion length UF. The protrusion part 7 which protrudes is provided. In other words, in the ship 1 of this embodiment, when the foremost part of the spherical bow lower part 5 is the spherical bow lower part length LF, the spherical bow lower part length LF is the forefront of the variable draft spherical bow 3. Act as a part.

船１において、球状船首上側部分４は、満載状態における造波抵抗を低減させる。また、球状船首下側部分５は、軽荷状態における造波抵抗を低減させる。満載状態のときの航走では、船１の船首２は、乾舷部分で水に圧力を与えて、その水を押しのける。このときに、船首２が水面に起こす波による造波抵抗を、可変喫水型球状船首３の球状船首上側部分４と球状船首下側部分５の両方の作用によって効果的に打ち消すことが可能となる。   In the ship 1, the spherical bow upper portion 4 reduces wave resistance in the full load state. Moreover, the spherical bow lower part 5 reduces the wave-making resistance in a light load state. When sailing in a full state, the bow 2 of the ship 1 applies pressure to the water at the freeboard portion and pushes the water away. At this time, it is possible to effectively cancel the wave-making resistance caused by the waves generated by the bow 2 on the water surface by the action of both the spherical bow upper portion 4 and the spherical bow lower portion 5 of the variable draft spherical bow 3. .

軽荷状態の時の航走では、球状船首上側部分４は、船首２の乾舷の一部となる。したがって、軽荷状態で船１が水面を進むとき、船１の船首２は、球状船首上側部分４で水に圧力を与えて、その水を押しのける。このときに、球状船首下側部分５によって効果的に打ち消されるような波を、球状船首上側部分４の最前部で水面に起こすことで、造波抵抗を減少することが可能となる。   When sailing in a light load state, the spherical bow upper part 4 becomes part of the freeboard of the bow 2. Therefore, when the ship 1 travels on the water surface in a light load state, the bow 2 of the ship 1 applies pressure to the water at the upper part 4 of the spherical bow and pushes the water away. At this time, it is possible to reduce the wave-making resistance by causing a wave that is effectively canceled out by the lower part 5 of the spherical bow to the water surface at the foremost part of the upper part 4 of the spherical bow.

また、図１に示されているように、満載喫水線から船底線までを、満載喫水深さｄとし、Ｆ．Ｐ．位置から前方への可変喫水型球状船首３の最大突出量を、球状船首長さＬとする。このとき、球状船首上側部分４は、満載喫水線から下方に０．２ｄの位置で、Ｆ．Ｐ．位置から前方への突出量が、０．６Ｌ以上であることが好ましい。また、球状船首下側部分５は、船底線から上方に、０．３ｄの位置で、Ｆ．Ｐ．位置から前方への突出量が、０．８Ｌ以上であることが好ましい。   In addition, as shown in FIG. P. The maximum protrusion amount of the variable draft spherical bow 3 from the position forward is defined as a spherical bow length L. At this time, the upper part 4 of the spherical bow is at a position 0.2d downward from the full load water line. P. It is preferable that the forward protrusion amount from the position is 0.6 L or more. In addition, the spherical bow lower part 5 is located at a position of 0.3d above the ship bottom line at the position of F.F. P. It is preferable that the forward protrusion amount from the position is 0.8 L or more.

図２は、本実施形態の船１を、正面から見た形状を例示する船体線図（正面図）である。なお、その船体線図は、本願発明の理解を容易にするために、主として船１のに関する形状を表している。船体線１２は、船１のＦ．Ｐ．位置に対応している。船体線１３は、船１のＦ．Ｐ．位置と球状船首上部分長さＵＦとの中間の位置に対応している。   FIG. 2 is a hull diagram (front view) illustrating the shape of the ship 1 of this embodiment as viewed from the front. Note that the hull diagram mainly represents the shape of the ship 1 in order to facilitate understanding of the present invention. The hull line 12 is connected to the F. P. Corresponds to the position. The hull line 13 is connected to the F. P. Corresponds to an intermediate position between the position and the spherical bow top part length UF.

図２を参照すると、本実施形態の船１の船首２において、可変喫水型球状船首３の球状船首下側部分５は、可変喫水型球状船首３の球状船首上側部分４よりも幅が広くなるように形成されている。また、本実施形態の船１において、可変喫水型球状船首３は、球状船首中間部分６に括れを備えている。   Referring to FIG. 2, in the bow 2 of the ship 1 of this embodiment, the spherical bow lower portion 5 of the variable draft spherical bow 3 is wider than the spherical bow upper portion 4 of the variable draft spherical bow 3. It is formed as follows. Further, in the ship 1 of the present embodiment, the variable draft spherical bow 3 is provided with a constriction at the spherical bow intermediate portion 6.

図２に示されているように、船首２の、Ｆ．Ｐ．位置での可変喫水型球状船首３の最大幅を船首最大幅Ｂとし、船１の満載喫水線から船底線までを、満載喫水深さｄとするとき、Ｆ．Ｐ．位置での満載喫水線より下での最大幅を取る位置は、満載喫水線より下方に０．５ｄ〜０．８ｄの位置になることが好ましい。また、満載喫水線から下方に、０．２ｄの位置での幅が、０．６Ｂ以上であることが好ましい。また、船底線から上方に、０．３ｄの位置での幅が、０．８Ｂ以上であることが好ましい。   As shown in FIG. P. When the maximum width of the variable draft type spherical bow 3 at the position is the bow maximum width B and the full draft line of the ship 1 to the bottom line is the full draft depth d. P. The position that takes the maximum width below the full load water line at the position is preferably at a position of 0.5d to 0.8d below the full load water line. Moreover, it is preferable that the width | variety in the position of 0.2d is 0.6 B or more below from a full load water line. Moreover, it is preferable that the width | variety in the position of 0.3d is 0.8 B or more upwards from a ship bottom line.

図３は、本実施形態の船１の速度と船体抵抗（造波抵抗）係数との関係を例示するグラフである。実線１５は、上述の可変喫水型球状船首３を船首２に備える船１が、満載状態のときの速度の船体抵抗係数との関係を例示している。点線１６は、その船１が、軽荷状態の時の速度の船体抵抗係数との関係を例示している。図３に示されているように、その船１は、軽荷状態のときに計画速力で航走すると、第１軽荷状態抵抗Ｒ１Ｅを受ける。また、その船１は、満載状態のときに計画速力で航走すると、第１満載状態抵抗Ｒ１Ｆを受ける。   FIG. 3 is a graph illustrating the relationship between the speed of the ship 1 and the hull resistance (wave resistance) coefficient of the present embodiment. The solid line 15 exemplifies the relationship between the hull resistance coefficient of the speed when the ship 1 having the above-described variable draft type spherical bow 3 on the bow 2 is in a fully loaded state. The dotted line 16 exemplifies the relationship between the speed and the hull resistance coefficient when the ship 1 is in a light load state. As shown in FIG. 3, when the ship 1 sails at a planned speed in a light load state, the ship 1 receives a first light load state resistance R1E. Further, when the ship 1 sails at the planned speed in the full state, the ship 1 receives the first full state resistance R1F.

図４は、本実施形態の可変喫水型球状船首３を備えていない船１０１の船首１０２を例示する側面図である。図４に示されているように、その船１０１は、本実施形態の可変喫水型球状船首３と異なる形状の球状船首（船首バルブ）１０３を備えている。   FIG. 4 is a side view illustrating the bow 102 of the ship 101 that does not include the variable draft spherical bow 3 of the present embodiment. As shown in FIG. 4, the ship 101 includes a spherical bow (bow valve) 103 having a shape different from that of the variable draft spherical bow 3 of the present embodiment.

図５は、図４に示されている球状船首（船首バルブ）１０３を有する船１０１の、速度と船体抵抗（造波抵抗）係数との関係を例示するグラフである。実線１７は、上述の球状船首（船首バルブ）１０３を船首１０２に備える船１０１が、満載状態のときの速度の船体抵抗係数との関係を例示している。点線１８は、その船１０１が、軽荷状態の時の速度の船体抵抗係数との関係を例示している。   FIG. 5 is a graph illustrating the relationship between the speed and the hull resistance (wave-making resistance) coefficient of the ship 101 having the spherical bow (bow valve) 103 shown in FIG. The solid line 17 illustrates the relationship between the hull resistance coefficient of the speed when the ship 101 having the above-mentioned spherical bow (bow valve) 103 on the bow 102 is in a full load state. A dotted line 18 exemplifies a relationship between a speed and a hull resistance coefficient when the ship 101 is in a light load state.

図５に示されているように、その船１０１は、軽荷状態のときに計画速力で航走すると、第２軽荷状態抵抗Ｒ２Ｅを受ける。また、その船１０１は、満載状態のときに計画速力で航走すると、第２満載状態抵抗Ｒ２Ｆを受ける。   As shown in FIG. 5, when the ship 101 sails at the planned speed in a light load state, the ship 101 receives a second light load state resistance R2E. Further, when the ship 101 sails at the planned speed in the full state, the ship 101 receives the second full state resistance R2F.

図６は、本実施形態の可変喫水型球状船首３を備えていない船２０１の船首２０２を例示する側面図である。図４に示されているように、その船２０１は、本実施形態の可変喫水型球状船首３と異なる形状の球状船首（船首バルブ）２０３を備えている。   FIG. 6 is a side view illustrating the bow 202 of the ship 201 that does not include the variable draft type spherical bow 3 of the present embodiment. As shown in FIG. 4, the ship 201 includes a spherical bow (bow valve) 203 having a shape different from that of the variable draft spherical bow 3 of the present embodiment.

図７は、図６に示されている球状船首（船首バルブ）２０３を有する船２０１の、速度と船体抵抗（造波抵抗）係数との関係を例示するグラフである。実線１９は、上述の球状船首（船首バルブ）２０３を船首２０２に備える船２０１が、満載状態のときの速度の船体抵抗係数との関係を例示している。点線２０は、その船２０１が、軽荷状態の時の速度の船体抵抗係数との関係を例示している。図７に示されているように、その船２０１は、軽荷状態のときに計画速力で航走すると、第３軽荷状態抵抗Ｒ３Ｅを受ける。また、その船２０１は、満載状態のときに計画速力で航走すると、第３満載状態抵抗Ｒ３Ｆを受ける。   FIG. 7 is a graph illustrating the relationship between the speed and the hull resistance (wave-making resistance) coefficient of the ship 201 having the spherical bow (bow valve) 203 shown in FIG. The solid line 19 illustrates the relationship between the hull resistance coefficient of the speed when the ship 201 having the above-mentioned spherical bow (head valve) 203 on the bow 202 is in a full load state. The dotted line 20 illustrates the relationship between the ship resistance coefficient of the speed when the ship 201 is in a light load state. As shown in FIG. 7, when the ship 201 sails at a planned speed in a light load state, the ship 201 receives a third light load state resistance R3E. Further, when the ship 201 sails at the planned speed in a full state, the ship 201 receives a third full state resistance R3F.

図８は、船首２に可変喫水型球状船首３を備える船１と、その可変喫水型球状船首３を備えていない船舶（船１０１、船２０１）とにおける、速度と船体抵抗（造波抵抗）係数との関係を例示するグラフである。図８は、船１、船１０１、船首１０２が満載状態で航走するときの、速度と船体抵抗（造波抵抗）係数との関係を例示している。図８に示されているように、本実施形態の可変喫水型球状船首３を備える船１は、計画速力で航走する場合、第１満載状態抵抗Ｒ１Ｆを受ける。その第１満載状態抵抗Ｒ１Ｆは、第３満載状態抵抗Ｒ３Ｆよりも大幅に小さい。   FIG. 8 shows the speed and hull resistance (wave-making resistance) in a ship 1 having a variable draft spherical bow 3 on the bow 2 and a ship (ship 101, ship 201) that does not have the variable draft spherical bow 3. It is a graph which illustrates the relationship with a coefficient. FIG. 8 illustrates the relationship between the speed and the hull resistance (wave resistance) coefficient when the ship 1, the ship 101, and the bow 102 navigate in a full state. As shown in FIG. 8, the ship 1 including the variable draft spherical bow 3 according to the present embodiment receives the first full load resistance R1F when sailing at the planned speed. The first full load state resistance R1F is significantly smaller than the third full load state resistance R3F.

図９は、船１、船１０１、船首１０２が軽荷状態で航走するときの、速度と船体抵抗（造波抵抗）係数との関係を例示するグラフである。図９に示されているように、本実施形態の可変喫水型球状船首３を備える船１は、計画速力で航走する場合、第１軽荷状態抵抗Ｒ１Ｅを受ける。その第１軽荷状態抵抗Ｒ１Ｅは、第２軽荷状態抵抗Ｒ２Ｅよりも大幅に小さい。   FIG. 9 is a graph illustrating the relationship between the speed and the hull resistance (wave-making resistance) coefficient when the ship 1, the ship 101, and the bow 102 sail in a light load state. As shown in FIG. 9, the ship 1 including the variable draft spherical bow 3 according to the present embodiment receives the first light load state resistance R1E when sailing at the planned speed. The first light load state resistance R1E is significantly smaller than the second light load state resistance R2E.

図８および図９に示されているように、本実施形態の船１は、船首２に可変喫水型球状船首３を備えることで、満載状態と軽荷状態の両方の状態で、効率的に計画速力で航走することが可能となる。   As shown in FIGS. 8 and 9, the ship 1 of the present embodiment includes the variable draft type spherical bow 3 on the bow 2, so that it can be efficiently performed in both a full load state and a light load state. It is possible to sail at the planned speed.

［第２実施形態］
以下に、本願発明の第２実施形態について説明を行う。図１０は、本願発明の船１の可変喫水型球状船首３の、他の構成を例示する側面図である。図１０に示されているように、第２実施形態の船首２の可変喫水型球状船首３は、球状船首中間部分６において、括れ部分のナックル部（湾局部）を有することなく形成されている。球状船首中間部分６をフェアリングすることによって、満載状態と軽荷状態の両方の状態で、効率的に計画速力で航走する船１を、適切に製造することが可能となる。 [Second Embodiment]
Below, 2nd Embodiment of this invention is described. FIG. 10 is a side view illustrating another configuration of the variable draft spherical bow 3 of the ship 1 of the present invention. As shown in FIG. 10, the variable draft spherical bow 3 of the bow 2 of the second embodiment is formed in the spherical bow intermediate portion 6 without having a knuckle portion (bay portion) of a constricted portion. . By fairing the spherical bow intermediate portion 6, it is possible to appropriately manufacture the ship 1 that navigates efficiently at the planned speed in both the full load state and the light load state.

［第３実施形態］
以下に、本願発明の第３実施形態について説明を行う。図１１は、本願発明の船１の可変喫水型球状船首３の、さらに他の構成を例示する側面図である。図１１に示されているように、第３実施形態の船首２の可変喫水型球状船首３は、球状船首中間部分６において、縦断面と横断面が直線的になるように形成されている。そのような形状の球状船首中間部分６を形成することによって、満載状態と軽荷状態の両方の状態で、効率的に計画速力で航走する船１を製造する時間と費用とを削減することが可能となる。 [Third Embodiment]
The third embodiment of the present invention will be described below. FIG. 11 is a side view illustrating still another configuration of the variable draft type spherical bow 3 of the ship 1 of the present invention. As shown in FIG. 11, the variable draft type spherical bow 3 of the bow 2 of the third embodiment is formed in the spherical bow intermediate portion 6 so that the longitudinal section and the transverse section are linear. By forming the spherical bow intermediate portion 6 having such a shape, it is possible to reduce the time and cost of manufacturing a ship 1 that can efficiently travel at a planned speed in both a full load state and a light load state. Is possible.

以上、本願発明の実施の形態を具体的に説明した。本願発明は上述の実施の形態に限定されるものではなく、その要旨を逸脱しない範囲で種々変更可能である。   The embodiment of the present invention has been specifically described above. The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the invention.

１…船
２…船首
３…可変喫水型球状船首
４…球状船首上側部分
５…球状船首下側部分
６…球状船首中間部分
７…突出部
１２…船体線
１３…船体線
１５…実線
１６…点線
１７…実線
１８…点線
１９…実線
２０…点線
１０１…船
１０２…船首
１０３…球状船首（船首バルブ）
２０１…船
２０２…船首
２０３…球状船首（船首バルブ）
Ｌ…球状船首長さ
Ｂ…船首最大幅
ｄ…満載喫水深さ
ＵＦ…球状船首上部分長さ
ＬＦ…球状船首下部分長さ
Ｒ１Ｅ…第１軽荷状態抵抗
Ｒ１Ｆ…第１満載状態抵抗
Ｒ２Ｅ…第２軽荷状態抵抗
Ｒ２Ｆ…第２満載状態抵抗
Ｒ３Ｅ…第３軽荷状態抵抗
Ｒ３Ｆ…第３満載状態抵抗 DESCRIPTION OF SYMBOLS 1 ... Ship 2 ... Bow 3 ... Variable draft type spherical bow 4 ... Spherical bow upper part 5 ... Spherical bow lower part 6 ... Spherical bow middle part 7 ... Projection part 12 ... Hull line 13 ... Hull line 15 ... Solid line 16 ... Dotted line 17 ... Solid line 18 ... Dotted line 19 ... Solid line 20 ... Dotted line 101 ... Ship 102 ... Bow 103 ... Spherical bow (bow valve)
201 ... ship 202 ... bow 203 ... spherical bow (bow valve)
L ... Spherical bow length B ... Maximum bow width d ... Full load draft depth UF ... Spherical bow upper part length LF ... Spherical bow lower part length R1E ... First light load state resistance R1F ... First full load state resistance R2E ... 2nd light load state resistance R2F ... 2nd full load state resistance R3E ... 3rd light load state resistance R3F ... 3rd full load state resistance

Claims (1)

船首乾舷部分と、
前記船首乾舷部分より下方に設けられた球状船首（Ｂｕｌｂｏｕｓ Ｂｏｗ：バルバスバウ）と
を具備し、
前記球状船首は、
満載喫水線と前記満載喫水線より下の軽荷喫水線との間に位置し、第１曲面に沿って形成される球状船首上方部分と、
前記軽荷喫水線よりも下に位置し、前記第１曲面に交差する第２曲面に沿って形成される球状船首下方部分と
を備え、
前記球状船首は、船の船首垂線に対応する位置としてのＦ．Ｐ．位置よりも前方に設けられ、
船の長さ方向を法線方向とするときの、前記Ｆ．Ｐ．位置より前方における所定横断面における前記球状船首上方部分の最大幅を最大上方幅とし、前記所定横断面における前記球状船首下方部分の最大幅を最大下方幅とするとき、
前記球状船首は、前記最大上方幅よりも大きい前記最大下方幅を有し、
前記球状船首は、前記球状船首上方部分と前記球状船首下方部分との境界を含む中間部分を備え、
前記中間部分は、前記所定横断面において、前記最大上方幅よりも小さい中間幅を有し、
前記中間部分は、前記球状船首上方部分と前記球状船首下方部分とを滑らかに接合する曲面を含み、
前記球状船首上方部分は、前記法線方向に前記Ｆ．Ｐ．位置を含む縦断面の前方に最前部を有し、
前記球状船首下方部分は、前記球状船首上方部分の前記最前部よりも前方に突出する突出部を有し、
前記球状船首上方部分は、前記縦断面における前記球状船首上方部分と前記軽荷喫水線とが交差する位置を、前記球状船首上方部分の前記最前部とし、
前記満載喫水線から船底までの深さを基準深さｄとし、前記Ｆ．Ｐ．位置を含む横断面としてのＦ．Ｐ．横断面から、前方への前記球状船首の突出量の最大値を最大突出量Ｌとするとき、
前記球状船首上方部分は、前記満載喫水線から０．２ｄの位置で、前記Ｆ．Ｐ．横断面から前方への突出量が０．６Ｌ以上であり、
前記球状船首下方部分は、前記船底から０．３ｄの位置で、前記Ｆ．Ｐ．横断面から前方への突出量が０．８Ｌ以上であり、
前記Ｆ．Ｐ．横断面より前方の前記所定横断面における前記球状船首の幅の最大値を、船首最大幅Ｂとするとき、
前記球状船首は、前記満載喫水線から０．５ｄの位置と前記満載喫水線から０．８ｄの位置との間で、前記船首最大幅Ｂとなり、
前記球状船首上方部分は、前記満載喫水線から０．２ｄの位置で、０．６Ｂ以上の幅を有し、
前記球状船首下方部分は、前記船底から０．３ｄの位置で、０．８Ｂ以上の幅を有する
船。 Bow psoriasis part,
A spherical bow (Bulbous Bow) provided below the prone portion of the bow,
The spherical bow is
A spherical bow upper portion formed along the first curved surface, located between the full load water line and the light load water line below the full load water line;
A spherical bow lower part formed along a second curved surface located below the light load water line and intersecting the first curved surface;
The spherical bow is an F.F. as a position corresponding to the bow normal of the ship. P. Provided in front of the position,
When the ship length direction is the normal direction, the F.S. P. When the maximum width of the upper part of the spherical bow in the predetermined cross section ahead of the position is the maximum upper width, and the maximum width of the lower part of the spherical bow in the predetermined cross section is the maximum lower width,
The spherical bow has the maximum lower width greater than the maximum upper width;
The spherical bow includes an intermediate portion including a boundary between the spherical bow upper portion and the spherical bow lower portion;
The intermediate portion has an intermediate width smaller than the maximum upper width in the predetermined cross section;
The intermediate portion includes a curved surface that smoothly joins the spherical bow upper portion and the spherical bow lower portion;
The bulbous bow upper portion, said F. in the normal direction P. It has a foremost part in front of the vertical plane containing the position,
The spherical bow lower part has a protruding part that projects forward from the foremost part of the spherical bow upper part,
The bulbous bow upper portion, a position where the said bulbous bow upper portion in the longitudinal section and light load waterline crosses, and the foremost portion of the bulbous bow upper part,
The depth from the full load water line to the bottom of the ship is defined as a reference depth d . P. F. as a cross section including the position . P. From the cross section , when the maximum protrusion amount of the spherical bow forward is the maximum protrusion amount L,
The upper part of the spherical bow is at a position 0.2d from the full load water line . P. The amount of forward protrusion from the cross section is 0.6 L or more,
The lower part of the spherical bow is at a position 0.3d from the bottom of the ship . P. The amount of protrusion from the cross section forward is 0.8L or more,
F. above. P. When the maximum value of the width of the spherical bow in the predetermined cross section ahead of the cross section is the bow maximum width B,
The spherical bow has the bow maximum width B between a position 0.5d from the full load water line and a position 0.8d from the full load water line,
The upper part of the spherical bow has a width of 0.6B or more at a position 0.2d from the full load water line,
The lower part of the spherical bow has a width of 0.8B or more at a position of 0.3d from the bottom of the ship.
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