JP5986856B2 - Commercial cargo ship - Google Patents

Description

  The present invention relates to a commercial cargo ship provided with a bow flare that can suppress an increase in resistance in waves.

  As shown in FIG. 9, in the bow of a conventional commercial cargo ship 1X, the planned full-length water line W.D. is used to protect the mooring device provided on the upper deck. L. A bow flare 3X shaped to return the waves downward and escape sideways is provided at the upper part, and the bulwark 8 is provided on the upper deck 2 to increase the height of the bow part and enter from the bow direction. The incoming waves are not driven into the upper deck 2. In addition, in FIG. L. The following hull shapes are omitted.

  However, if this commercial cargo ship receives waves while sailing, a part of this wave is reflected in the bow direction and a new wave is generated by the hull movement generated by this wave, so the propulsion resistance is in the waves. In this case, it increases more than when navigating in plain water, causing an increase in resistance in waves. This increase in resistance in the waves reduces the ship speed or increases the engine output to maintain the prescribed sailing speed, so reducing the increase in resistance in the waves is an energy-saving measure for commercial cargo ship operations. Has become an important issue.

  On the other hand, conventional commercial cargo ships can be classified into high-speed cargo ships, medium-speed cargo ships, low-speed enlarged cargo ships, and the like. This high-speed cargo ship is a relatively thin ship type with a normal length Lpp of about 100 m to 250 m and a square coefficient Cb of about 0.50 to 0.70, such as a container ship or a refrigerated container ship, and has a fluid number Fn of 0. .Ships that run at high speeds of about 20 to 0.35, and medium-speed cargo ships have a vertical length Lpp of about 150 m to 300 m, such as a bulk carrier, and a rectangular coefficient Cb of about 0.75 to 0.90. This is a medium-sized ship with a Froude number Fn operating at a medium speed of about 0.14 to 0.20. The low-speed enlarged cargo ship is a relatively thick ship shape with a vertical length Lpp of about 150 m to 400 m, such as a tanker, and a square coefficient Cb of about 0.80 to 0.90, and a fluid number Fn of 0.12 to 0. The ship operates at a low speed of about 18.

  In relation to the medium-speed cargo ship, the present inventors have formed a ship formed with a concavity constricted closer to the center of the hull than the vertical line in order to suppress or reduce an increase in resistance in waves (for example, Patent Documents). 1), a ship in which the inclination angle of the bow flare is set with respect to the vertical direction (see, for example, Patent Document 2), and the rising angle of the bow flare is made substantially vertical, and the flare shape is gradually increased above that. A ship (see, for example, Patent Document 3) formed in a widened shape has been proposed.

  Further, although the present inventors are not involved, the bow profile constituting the outer shape of the cross section in the hull length direction of the bow portion is lower than the draft line for the purpose of simultaneously reducing the effects of wave resistance and wind pressure resistance. A hull cross-sectional surface that has a lower bow profile having a foremost portion in the region and an upper bow profile that tilts backward in the stern direction over the entire region above the waterline, and constitutes the outer shape of the hull width direction cross section of the bow portion As for the shape, a bow shape and a ship having a negative flare angle inclined inward over the entire region above the water line have been proposed (for example, see Patent Document 4).

  However, in this ship, the shape on the water surface is retreated and narrowed from below, and there is a problem that it is difficult to lower the anchoring anchor from above the water surface of the bow. In addition, since the bow shape has a close relationship between the hull shape above the water surface and the hull shape below the water surface, when trying to adopt the bow shape of this ship, it is not possible to simply change the shape of the bow flare. There is a problem that the shape of the entire hull shape, including the underwater surface, needs to be changed significantly.

  And in the case of a high-speed cargo ship, because it is relatively thin, the increase in resistance in waves is small for waves with small wave heights, but with large waves, especially when the captain and wavelength are approximately the same, The hull motion caused by the waves increases, and the bow flare part may be pushed into the wave. In this case, in the bow flare that expands upward in the conventional technology, the wave that collides with the bow flare Therefore, there is a problem that the resistance increase in the waves is increased and the bow flare is easily damaged.

Japanese Patent No. 4744329 Japanese Patent No. 4722072 Japanese Patent No. 4721836 JP 2012-17089 A

  On the other hand, in the prior art, in order to protect the mooring device etc. on the upper deck, there was a technical idea of returning the incoming wave downward in order to avoid driving the wave into the upper deck as much as possible. In order to reduce the impact of waves on the bow flare and reduce the increase in wave resistance, the inventors conducted a number of water tank experiments, etc. to guide the waves to the upper part of the bow and divert the force of the waves. I came up with the knowledge that is effective.

  The present invention has been made in view of the above-described situation, and the object of the present invention is to be able to guide waves that collide with the bow flare upward along the shape of the bow flare, and the impact of the waves on the bow flare. An object of the present invention is to provide a commercial cargo ship having a bow flare shape that can reduce an increase in resistance in waves.

In order to achieve the above object, the commercial cargo ship of the present invention, in the first region including the ship end direction and the first position 3% behind the length of the hull perpendicular from the bow end and the bow normal, The upper part of the bow flare with a cross section perpendicular to the bow direction is bent inward from the lower part above the planned full load water line to the outside upward and from the side to above the lower part. And a flare top connected to the upper part of the upper part is provided at a position above the upper deck.
Note that the commercial cargo ship which is a reference of the present invention is in the bow direction in the first region including the bow position between the bow end and the first position 3% behind the length of the hull perpendicular from the bow edge and the bow perpendicular. The upper part of the bow flare with a vertical cross-section, the lower part extending outward from the lower part above the planned full water line, and the upper part bent inward from the side part above the lower part And a part of a side surface is provided on the rear side of the first region between the lower part and the upper part.

The prior art bow flare has a shape that expands upward and connects to the upper deck, and waves that collide with the lower side of the bow flare break down or sideward along the shape of the bow flare that spreads upward. On the other hand, according to this configuration, the waves are separated at the lower part of the bow flare under sea conditions where the waves are small at the time of navigation, there is almost no possibility of the waves being driven into the upper deck, and the resistance increase in the waves is small. Can sail. Also, under oceanic conditions where the waves are large, the wave reaching the upper part of the bow flare can be smoothly guided upward along the shape of the bow flare, so the impact of the wave on the bow flare can be reduced, The increase in resistance in the waves can also be reduced. These effects have been confirmed by water tank experiments in waves.
And if the flare top plate connected to the upper part of the upper part is provided at a position above the upper deck, the wave rising from the upper part of the bow flare is guided on the flare top plate and the rear side on the flare top plate Can be dropped to the side, avoiding the surfing into the upper deck.
Further, if a side portion is partially provided between the lower portion and the upper portion, the side portion 33 can secure a large volume inside the bow flare 3, The incident wave can be smoothly guided upward, and the large wave rising along the side portion can be smoothly guided upward without being scattered in the left-right direction of the hull by the upper portion above the wave.

  In the above commercial cargo ship, when the shape of the bow profile of the bow flare in the side view is floated on the planned full load water line, the lower inclination is inclined forward and upward from below the full load water line toward the upper side. When formed into a shape having a line part and an upper bent part that is bent upward and upward from the lower inclined line part, the wave incident from the front of the bow flare is generated from the front of the bow flare at the upper bent part. Since it can be smoothly guided upward, the impact of the wave on the bow flare is reduced, and the increase in resistance in the wave is also reduced.

  In addition, regarding the resistance to wind blowing from the front, the provision of the upper bends allows the air flow to flow smoothly upward from the front of the bow flare, so that vortex flow is generated above the front of the bow flare. Wind pressure resistance can be reduced.

  In the commercial cargo ship described above, the shape of the cross-section of the bow flare includes between the second position 2% behind the vertical line from the bow perpendicular to the length of the hull and the first position with respect to the length of the hull. In two regions, the angle between the lower part and the upper part is plus or minus 5 degrees, preferably 3 degrees or less with respect to the vertical line when floating on the planned full load waterline. The following effects can be obtained by forming the side portion to be formed.

  In other words, this side portion makes it possible to secure a large volume inside the bow flare, and this side portion makes it easier to smoothly guide incident waves upward, and rises along this side portion. Since the incoming wave can be smoothly guided upward without being scattered in the left and right direction of the hull by the upper portion above it, the impact of the wave on the bow flare can be reduced and the increase in resistance in the waves can be reduced. In addition, in this side portion, even when the bow portion rushes into the waves due to the hull motion, there is almost no change in the water line area, so that the impact of the waves on the bow flare can be reduced.

  In the above-mentioned commercial cargo ship, the shape of the bow profile in a side view of the bow flare is higher than the vertical line when floating on the planned full load water line between the lower inclined line part and the upper bent part. The following effects can be obtained by forming the upper inclined line portion with an inclination in the backward direction of plus or minus 10 degrees, preferably an angle of 5 degrees or less.

  With this configuration, a small wave can be divided into right and left around the lower inclined line portion, and an increase in resistance in plain water can be prevented. In addition, the upper inclined line portion allows a relatively small wave incident from the front to be guided downward, and a relatively large wave to be guided upward. In addition, even when the bow flare rushes into the waves due to hull motion, the impact on the bow flare can be reduced because there is little change in the waterline area.

  In the above commercial cargo ship, if the flare top plate is provided with a wave removing member for eliminating the wave launched on the flare top plate to the side, the wave launched on the flare top plate reaches the cargo portion. Since this wave can be excluded from the flare top plate to the side of the hull before the freight top, the cargo or the like can be prevented from being damaged by the wave launched on the flare top plate.

  In the above-mentioned commercial cargo ship, in particular, it is a relatively thin hull form having a square coefficient Cb of about 0.50 to 0.70, such as a container ship or a refrigerated container ship, and a fluid number Fn is 0.20 to 0.35. The effect can be demonstrated more in a high-speed cargo ship that operates at a high speed. In addition, these container ships, refrigerated container ships, etc. are normally formed in the length Lpp between perpendiculars of about 100 m to 250 m.

  According to the commercial cargo ship of the present invention, when navigating in the waves, waves that collide with the lower side of the bow flare can be smoothly guided upward along the shape of the bow flare. Wave impact and wave resistance increase can be reduced.

It is a perspective view of the bow part which shows the shape of the bow flare in the commercial cargo ship of embodiment which concerns on this invention. It is a front view which shows the shape of the cross section of the bow flare of FIG. It is a front view which shows the inclination of the part of the side surface of a bow flare. It is a side view which shows the shape of the side view of the bow flare of FIG. It is a top view for demonstrating the horizontal cross-sectional shape of the lower part of the lower part of the bow flare shown in FIG. It is a top view for demonstrating the horizontal cross-sectional shape of the upper part of the lower part of the bow flare shown in FIG. It is a top view for demonstrating the horizontal cross-sectional shape of the part of the side surface of the bow flare shown in FIG. It is a perspective view of the bow flare which shows the wave removal member of a bow flare. It is a front view which shows the shape of the bow flare of the ship of a prior art.

  Hereinafter, a commercial cargo ship according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIGS. 1 to 7, the commercial cargo ship 1 according to the embodiment of the present invention has a bow end Pf and a bow perpendicular line F.V. P. In the first region Ra (= Pf to Pa) including R1 between the first position Ps1 behind 3% (preferably 4%, more preferably 5%, and so on) of the length Lpp between the hull and the hull in the bow direction The shape above the bow flare 3 with a cross section perpendicular to the L. It is formed and formed in a shape having lower portions 31 and 32 that are expanded outward from the lower side to the upper side above, and an upper portion 34 that is bent inward from the side to the upper side above the lower portions 31 and 32. To do. Further, a flare top plate 30 connected to the upper portion 34 and the upper portion of the partially provided side surface portion 33 is provided at a position above the upper deck 2 so as to cover the bow flare 3.

  In the commercial cargo ship 1 of this embodiment, as shown in FIG. 1 and FIG. P. The lower end of the lower portion 31 is set at the point where it begins to move away from the front and upward. L. It is parallel to.

  In addition, in FIG. L. A bow valve 4 is provided below, but in the present invention, the planned full load water line W.W. L. There is no particular limitation regarding the lower hull shape, and the bow valve 4 may or may not be provided.

  FIG. 2 shows a cross section of the bow side of the hull. In FIG. 2, the upper deck 2 is provided on the upper side of the hull, and the hull is composed of the bottom 5, the bilge parts 6 on both sides thereof, and the side ship-side outer plates 7 on the lower side.

  And as shown in FIG. 2, the shape above the bow flare 3 of the cross section (YZ surface) perpendicular | vertical to a bow direction is made into plan full load water line W.R. L. Planned full-length water line W. L. Further, lower portions 31 and 32 that are expanded outward from the lower side to the upper side, side surface portions 33 that are partially provided as necessary, and a flare top plate 30 that is bent inward from the side to the upper side. It is formed in a shape having an upper portion 34 to be connected. The cross-sectional shape of the bow flare 3 is a concave shape on the outer side in the lower side portion 31 of the lower portions 31 and 32, and a linear shape or a convex shape on the outer side in the upper side portion 32 of the lower portions 31 and 32. It is formed. When it is formed in a straight line, the workability is improved as compared with the case where it is formed with a curved surface.

  The lower portions 31 and 32 improve the wave cutting to prevent an increase in resistance when sailing at a relatively small wave height, and the side portion 33 on the upper side increases the volume inside the bow flare 3. The incident wave can be smoothly guided upward, and the large wave rising along this side portion is not scattered by the upper portion on the left and right sides of the hull. , Can be smoothly guided upward.

  The side portion 33 has a length between the second position Ps2 and the first position Ps1 of 2%, preferably 1%, and more preferably 0.5% of the length between the vertical line from the bow normal line to the ship vertical direction. In the second region Rb (= Pc to Pb) including the space R2, it is provided between the lower parts 31, 32 and the upper part 34. In FIGS. 1 and 2, the point Pa at the rear end of the first region Ra and the point Pb at the rear end of the second region Rb are made coincident with each other, but may be different points. Further, in FIG. 2, the range of the first region Ra and the second region Rb illustrated is shown with respect to the flare ceiling 30.

  In addition, as shown in FIG. L. It is preferable that the upper side of the vertical line Lv1 is inclined to an angle α of plus or minus 5 degrees (degrees), preferably within 3 degrees when floating at the bow. The volume inside the flare 3 can be easily secured. Further, in the substantially vertical side portion 33, even when the bow flare 3 is thrust into the waves by the hull motion, there is almost no change in the water line area, so that the impact of the waves on the bow flare 3 can be reduced.

  In addition, the upper portion 34 above can guide the wave rising along the side portion 33 onto the flare top plate 30 without being scattered in the horizontal direction of the hull. Impact can be reduced, and the increase in wave resistance can be reduced. The flare top plate 30 and the upper portion 34 are preferably connected so as to have a smooth curve and no corners at the front portion of the bow flare 3 when viewed in cross section. In consideration of the effective use of the inside of the bow flare 3, the portions may be connected so that corners are formed to some extent.

  Also, as shown in FIG. 3, the shape of the bent portion of the upper portion 34 is such that the bend (radius, etc.) gradually increases from the front of the bow flare 3 to the rear, that is, the bend is gradual. Preferably, the wave received in front of the bow flare 3 is on the flare top plate 30, and the wave received on the side slightly behind the bow flare 3 is along the side of the bow flare 3. It is possible to reduce the number of waves that reach the rear of the flare top plate 30 so as to be deviated.

  The curved portion of the upper portion 34 may be circular or elliptical, and is not necessarily limited to a circular shape. However, when the curved portion is formed in a circular shape, the radius R34 is that portion (the position in the front-rear direction is the same). It is preferable to set it to 10% or more and 50% or less of the maximum width Ba (FIGS. 1 and 2) in the transverse cross section. That is, R34max = 0.5 × Ba and R34min = 0.10 × Ba. Thereby, securing of the internal volume of the bow flare 3 and the effect of wave escape can be easily achieved in a balanced manner. Even when the bent portion of the upper portion 34 is not circular, it is preferable that the bent portion of the upper portion 34 is contained between the maximum circle having the radius R34max and the minimum circle having the radius R34min.

  And as for the shape of this bow flare 3, as shown in FIG. 4, the shape above the bow profile of the bow flare 3 of a side view (Y direction) is set to plan full load water line W.A. L. Planned full-length water line W. L. It is formed in a shape having a lower inclined line portion 35 that is inclined upward and upward from below to above and an upper bent portion 37 that is bent upward and upward from the lower inclined line portion 35. The upper bent portion 37 is connected to the flare top plate 30 on the upper side thereof. As a result, the wave incident from the front of the bow flare 3 can be smoothly guided to the upper flare top plate 30 by the upper bent portion 37, so that the impact of the wave on the bow flare 3 is reduced and the waves are waved. The resistance increase also decreases.

Further, as shown in FIG. 4, the shape of the bow profile in a side view of the bow flare 3 is set between the lower inclined line portion 35 and the upper bent portion 37. L. Is formed by providing an upper inclined line portion 36 having an angle β of plus or minus 10 degrees, preferably within 5 degrees with respect to the vertical line Lv2. Thereby, a relatively small wave entering from the front can be guided downward by the lower inclined line portion 35 , and a relatively large wave can be guided upward by the upper inclined line portion 36 , and the bow flare 3 is caused by a large hull movement. Even when rushing into the wave, the waterline area changes little, so the impact on the bow flare 3 can be reduced.

  In addition, as shown in FIG. L. The angle γ with respect to the horizontal line (Lh1) of the lower inclined line portion 35 is set to plus 10 degrees or more and 30 degrees or less, preferably 10 degrees or more and 25 degrees or less, with the angle at which the front is upward as a plus. . By setting the angle to 10 degrees or more, a wave having a small wave height around the lower inclined line portion 35 can be efficiently divided into right and left, and an increase in resistance in a small wave height can be prevented. Moreover, the volume suitable for practical use can be ensured regarding the internal volume of the bow flare 3 by setting it as this 30 degrees or less.

  The curved portion of the upper curved portion 37 may be circular or elliptical, and is not necessarily limited to a circular shape. However, when the curved portion is formed in a circular shape, the radius R37 is set to the planned full-length water line W. L. And 10% or more and 40% or less, preferably 15% or more and 30% or less of the height Ha of the flare top plate 30 to the highest position. That is, R37max = 0.40 × Ha and R37min = 0.10 × Ha. Thereby, securing of the internal volume of the bow flare 3 and the effect of escaping the wave to the flare top plate 30 can be easily achieved in a balanced manner. Even when the upper bend portion 37 is not circular, it is preferable that the upper bend portion 37 fits between the maximum circle having the radius R37max and the minimum circle having the radius R37min.

  Further, it is preferable to provide a lower bent portion 38 that is rounded with a curve such as an arc at a portion where the lower inclined line portion 35 and the upper inclined line portion 36 intersect to be connected so as to be smoothly continuous. The radius R38 of the lower bent portion 38 is a planned full-length water line W.W. L. And 10% or more and 40% or less, preferably 10% or more and 30% or less of the height Ha of the flare top plate 30 to the highest position. That is, R38max = 0.40 × Ha and R38min = 0.10 × Ha. This improves the wave cutting. Even when the lower bent portion 38 is not circular, it is preferable that the lower bent portion 38 is contained between the maximum circle having the radius R38max and the minimum circle having the radius R38min.

  In the hull structure shown in FIGS. 2 and 4, the lower part 31 of the lower parts 31 and 32 in FIG. 2 includes the first inclined line part 35 in FIG. 4, and the upper part of the lower parts 31 and 32 in FIG. 4 includes the lower side of the upper inclined line portion 36 in FIG. 4 and the upper portion 34 in FIG. 2 is formed to include the upper bent portion 37 in FIG.

  And the shape of this bow flare 3 is comprised as follows in the shape of planar view, ie, a horizontal cross-sectional shape.

  As shown in FIG. 5, the horizontal cross-sectional shape of the lower portion 31 of the lower portions 31 and 32 formed in a concave shape in the cross-section (FIG. 2) of the bow flare 3 (h <b> 2 to h <b> 4: illustrated by h <b> 3 in FIG. 5). ) In the plan view in the plan direction (X direction) of the hull. P. A straight line Lc31 connecting the outer position Qa31 of the hull at the first position Ps1 3% behind the vertical length Lpp of the hull and the foremost position Pf31 of the lower portion 31 of the lower portions 31, 32 and the ship length direction (X direction) The angle δf31 formed by is set to 5 degrees or more and 30 degrees or less, more preferably 10 degrees or more and 25 degrees or less.

  Thereby, by making the shape of the lower side portion 31 of the bow flare 3 thin, a wave incident on the bow flare 3 from the front, in particular, a wave having a relatively small wave height is caused to follow the lower side portion 31 along the left and right sides. The amount of increase in resistance when the wave height is small can be reduced.

  Moreover, as shown in FIG. 6, the horizontal cross-sectional shape (h5-h7: in FIG. 5) of the upper part 32 of the lower parts 31 and 32 formed in a linear or convex shape in the cross section (FIG. 2) of the bow flare 3 , H6) in the plan view with respect to the ship length direction (X direction) of the hull. P. A straight line Lc32 connecting the outer position Qa32 of the hull at the first position Ps1 3% behind the vertical length Lpp of the hull and the foremost position Pf32 of the upper portion 32 of the lower portions 31, 32, and the ship length direction (X direction) Is set to be 10 degrees or more and 40 degrees or less, more preferably 15 degrees or more and 35 degrees or less.

  Thereby, by making the shape of the upper side portion 32 of the bow flare 3 relatively thin, a wave incident on the bow flare 3 from the front and rising upward, particularly a wave having a relatively high wave height, It can flow along the portion 32 to the rear upper side and can be led to the flare top plate 30, and when the wave height is relatively high, the impact on the bow flare 3 and the increase in resistance in the waves can be reduced.

  Further, as shown in FIG. 7, the horizontal cross-sectional shape (illustrated by h8 in FIG. 7) including the side portions (rear portions of h8 and h9) 33 is also similar to the lower portions 31 and 32 in the ship length direction. (X direction), in a plan view, the bow perpendicular F.R. P. An angle δf33 formed by a straight line Lc33 connecting the outer position Qa33 of the hull and the foremost position Pf33 of the side portion 33 at the first position Ps1 3% behind the vertical length Lpp of the hull from the ship length direction (X direction). 20 degrees or more and 40 degrees or less, more preferably 25 degrees or more and 35 degrees or less.

  Accordingly, by making the shape of the side portion 33 of the bow flare 3 into an appropriate shape, a wave incident on the bow flare 3 from the front, in particular, a wave having a relatively high wave height is directed upward along the side portion 33. The amount of increase in resistance in waves when the wave height is high can be reduced.

  Further, as shown in FIG. 8, a wave removing member 30 a is provided on the flare top plate 30 in order to eliminate the waves launched on the flare top plate 30 to the side. Thereby, since the wave launched on the flare top plate 30 can be eliminated laterally before reaching the cargo portion, it is possible to prevent the cargo from being damaged by the wave launched on the flare top plate 30.

  The shape of the wave removing member 30a is not limited as long as the water flowing from the front on the flare top plate 30 is allowed to flow laterally and discharged to the side of the hull so that water does not flow into the rear of the flare top plate 30. Formed with a curved shape such as a convex arc, elliptical arc, or U-shape in a plan view, a V-shape with a sharp front, a straight shape such as a transverse single-character shape, or a combination of these To do. In addition, it is preferable that the upper side of the flare top plate 30 is inclined forward so that it is difficult for water to get over the wave removal member 30a.

  According to the commercial cargo ship 1 configured as described above, the wave that enters and collides with the lower side of the bow flare 3 can be guided to the upper flare top plate 30 along the shape of the bow flare 3. The impact of waves on the flare 3 can be reduced, and the increase in resistance in waves can also be reduced.

  In particular, it is a relatively thin hull shape with a normal length Lpp of about 100 m to 250 m and a square coefficient Cb of about 0.50 to 0.70, such as a container ship or a refrigerated container ship, and a fluid number Fn of 0.20 to 0. In a high-speed ship sailing at a high speed of about 35, the resistance increase in the waves (coefficient Raw) is reduced by about 5% for waves with a wavelength λ of approximately the same as the length L (λ / L ≒ 1). And the effect can be demonstrated more.

  The commercial cargo ship according to the present invention can guide the wave that enters and collides with the lower side of the bow flare upward along the shape of the bow flare, so that the impact of the wave on the bow flare can be reduced. It can be used as a commercial cargo ship because it can reduce the increase in resistance in waves.

1, 1X commercial cargo ship 2 upper deck 3 bow flare 8 bulwark 30 flare top plate 31, 32 lower part 33 side part 34 upper part 35 lower inclined line part 36 upper inclined line part 37 upper bent part 38 lower bent part Ba crossing Maximum width in surface P. Bow vertical line Ha Height between the planned full-length water line and the highest position of the flare top plate Lpp Vertical length Lv1, Lv2 Vertical line Lh1 Horizontal line Pa Rear end Pb of the first region Rear end Pc of the second region Front end of the second region Pf The most advanced Ps1 of the bow flare First position Ps2 Second position Ra First area Rb Second area W. L. Planned waterline α, β, γ, δf31, δf32, δf33 Angle

Claims (4)

With respect to the ship's hull direction, the shape above the bow flare in the cross section perpendicular to the bow direction in the first region including between the bow end and the first position 3% behind the hull perpendicular from the bow end and the hull perpendicular line, Formed in a shape having a lower part that spreads outward from the lower part to the upper part above the planned full waterline, and an upper part that is bent inward from the side to the upper part above the lower part,
A commercial cargo ship characterized in that a flare top plate connected to the upper part of the upper part is provided at a position above the upper deck.   When the shape of the upper portion of the bow profile of the bow flare in side view is floated on the planned full load water line, the lower inclined line portion that inclines forward and upward from below the planned full load water line, and the lower inclination The commercial cargo ship according to claim 1, wherein the commercial cargo ship is formed in a shape having an upper bent portion that is bent rearward from above the line portion and upward. When the shape of the bow profile in a side view of the bow flare is floated on the planned full load water line between the lower inclined line part and the upper bent part, the inclination in the rearward direction above the vertical line is positive. The commercial cargo ship according to claim 2, wherein the commercial cargo ship is formed by providing an upper inclined line portion having an angle within minus 10 degrees . The shape of the cross-section of the bow flare in a second region including between the first position and the second position 2% behind the length between the normal to the hull from the bow perpendicular to the length of the hull.
Formed between the lower part and the upper part by providing a side part where the inclination in the upper outer direction is within plus or minus 5 degrees with respect to the vertical line when floating on the planned full load water line The commercial cargo ship according to any one of claims 1 to 3, wherein

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