JP6608584B2 - Ship - Google Patents

Description

  The present invention relates to a ship.

  Conventionally, as described in Patent Literature 1 and Non-Patent Literature 1 below, a ship body is partitioned into a plurality of regions (chambers; tanks) by a plurality of partition walls. Here, FIG. 15 and FIG. 16 show the ship structures described in Patent Document 1 and Non-Patent Document 1 in an easy-to-understand manner. 15 is a schematic plan view showing a main part of the ship, and FIG. 16 is a schematic side view of the ship shown in FIG.

  In Patent Document 1, the ship is a tanker that is an oil tank ship that transports cargo oil (also referred to as coin oil). As shown in FIGS. 15 and 16, the inside of the hull is shown from the stern side on the left side to the right side in the figure. Engine room 11 (see Non-Patent Document 1), pump ( It is divided into a pump chamber 12 in which a (loading oil pump) 17 is arranged and a loading oil tank 13. In such a tanker, generally, as shown in FIG. 15, a plurality of pumps 17 are juxtaposed in the ship width direction, and as shown in FIG. Correspondingly, for example, a pump turbine 18 or the like is arranged, and the pump 17 is driven by the pump turbine 18 to lift the cargo oil in the cargo oil tank 13.

JP 2008-132974 A

“Significant Ships of 1996” published in January 1997 by The Royal Institute of Naval Architects 31

  Here, in the case of a tanker, it is required to increase the volume of the cargo oil tank 13 in order to increase the amount of cargo oil to be transported under the dimensional restrictions at a harbor or the like.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a ship that can increase the volume of a cargo space (cargo space) represented by a cargo oil tank and increase the load. And

  A ship according to the present invention includes an engine room in which a main engine is disposed, a pump room positioned with a first bulkhead on the bow side from the engine room, and a luggage room positioned with a second bulkhead on the bow side from the pump room, The first bulkhead includes a first part and a second part arranged in the width direction of the ship, and the second part is located on the stern side of the first part.

  According to such a ship, the second part of the first partition is located on the stern side of the first part. Therefore, as compared with the conventional bulkhead in which all portions in the width direction are aligned, the second bulkhead is positioned closer to the stern than the conventional position because the second portion is located closer to the stern than the first portion. Can be made. For this reason, the volume of the luggage compartment can be increased and the amount of cargo can be increased.

  In the ship according to the present invention, the first bulkhead includes an engine compartment front bulkhead facing the main engine, an engine compartment front port bulkhead and an engine compartment connected to the port side and starboard sides of the engine compartment front bulkhead, respectively. A front starboard bulkhead, and the engine room front bulkhead is configured as a first portion, and at least one of the engine room front port bulkhead and the engine room front starboard bulkhead is stern side of the engine room front bulkhead It may be configured as a second part located at. According to such a ship, since at least one of the engine room front port bulkhead and the engine room front starboard wall is located on the stern side of the engine room front wall, Compared to a conventional bulkhead in which the engine room front port bulkhead and engine room front starboard bulkhead are aligned in the ship width direction, at least one of the engine room front port bulkhead and engine room front starboard bulkhead is the engine. The second bulkhead can be positioned on the stern side of the conventional position by the amount located on the stern side of the front partition. For this reason, the volume of the luggage compartment can be increased and the amount of cargo can be increased.

  Here, the engine compartment front port side bulkhead and the engine room front starboard bulkhead are aligned in a row in the ship width direction with respect to the engine room front bulkhead, and the third bulkhead that partitions the luggage compartment on the bow side is moved to the bow side. If it does so, the center of gravity of a ship will move to the bow side according to this, and the hull will be turned forward, which is not preferable in terms of propulsion. However, in the present invention, as described above, since the second partition wall can be positioned on the stern side from the conventional position, the center of gravity of the ship can be positioned on the stern side from the conventional position. For this reason, it is possible to prevent the hull from turning forward even if the third bulkhead is positioned closer to the bow than the conventional position. That is, the third bulkhead can be positioned on the bow side from the conventional position without impairing propulsiveness. As a result, the volume of the luggage compartment can be further increased and the load can be further increased.

  In the ship according to the present invention, the engine room front port bulkhead and the engine room front starboard bulkhead may be configured as a second portion located on the stern side of the engine room front partition wall. As described above, both the engine room front port bulkhead and the engine room front starboard bulkhead are located on the stern side of the engine room front bulkhead, so that the second bulkhead can be positioned on the stern side accordingly. .

  In the ship according to the present invention, the first bulkhead is disposed above the lower bulkhead in which the first portion and the second portion are formed, and includes an upper bulkhead disposed on the bow side of the lower bulkhead, The residential area provided above the engine room may be provided on the stern side of the upper partition. Even if the upper bulkhead is arranged on the stern side, the second quarter is located on the stern side, so that the residential quarter is located above the engine room by providing the residential quarter on the stern side. The state can be maintained.

  Further, in the ship according to the present invention, the pump chamber is provided with a plurality of pumps in the ship width direction so as to face the first partition wall, and the plurality of pumps are provided with a space in the center in the ship width direction. It may be arranged close to the port side and starboard side. With such a configuration, the first portion is disposed at a position facing the space in the center portion, and the second portion is disposed at a position facing the pump, thereby positioning the pump together with the second portion on the stern side. Can do. Accordingly, the second partition wall can be arranged on the stern side without being obstructed by the pump.

  Further, in the ship according to the present invention, piping extending along the reference line is connected to each of the plurality of pumps, and the reference line of any one of the plurality of pumps is relative to the reference line of the other pump. It may be inclined. Thus, by inclining the direction of the reference line of one of the pumps with respect to the reference line of the other pump, a plurality of pumps can be connected to the port side and the starboard side without interfering with the surrounding structures. Can be placed side by side.

  Thus, according to the present invention, it is possible to provide a ship that can increase the volume of the luggage compartment and increase the load.

1 is a schematic side view showing an overall configuration of a ship according to a first embodiment of the present invention. 1 is a system configuration diagram of a ship according to a first embodiment of the present invention. It is a schematic plan view which shows the principal part of the ship which concerns on 1st Embodiment of this invention. It is an enlarged view which shows the structure of a 1st partition. It is a schematic plan view which shows piping of each pump. It is a schematic plan view which shows the structure of the upper stage rather than FIG. It is a schematic side view of the ship shown in FIG. It is a schematic side view which shows the piping structure with respect to a pump. It is a schematic side view which shows the piping structure with respect to a pump. It is a schematic side view which shows the gravity center position of the conventional ship. It is a schematic side view which shows the gravity center position at the time of moving the 3rd partition of the conventional ship to the bow side. It is a schematic side view which shows the gravity center position of the ship which concerns on 1st Embodiment of this invention. It is a schematic side view which shows the gravity center position of the ship at the time of moving a 3rd partition to the bow side from the state of FIG. It is a schematic plan view which shows the principal part of the ship which concerns on 2nd Embodiment of this invention. It is a schematic plan view which shows the principal part of the conventional ship. It is a schematic side view of the ship shown in FIG.

  Hereinafter, preferred embodiments of a ship according to the present invention will be described with reference to the drawings. FIG. 1 is a schematic side view showing the overall configuration of a ship according to the first embodiment of the present invention. FIG. 2 is a system configuration diagram of the ship according to the first embodiment of the present invention. FIG. 3 is a schematic plan view showing a main part of the ship according to the first embodiment of the present invention. FIG. 4 is an enlarged view showing the configuration of the first partition. FIG. 5 is a schematic plan view showing the piping of each pump. FIG. 6 is a schematic plan view showing the configuration on the upper side of FIG. FIG. 7 is a schematic side view of FIG. FIG. 8 is a schematic side view showing a piping configuration for the pump. FIG. 9 is a schematic side view showing a piping configuration for the pump. The ship 100 here is a tanker.

  In this tanker, as shown in FIGS. 1 and 3 to 8, an engine room 1 is provided on the stern side (the left side in the figure) inside the hull, and the first is located on the bow side (the right side in the figure) from the engine room 1. A pump chamber 2 is provided across the partition wall 4, and a cargo oil tank (luggage chamber) 3 is provided across the second partition wall 5 on the bow side from the pump chamber 2. The ceiling surfaces of the engine room 1, the pump chamber 2, and the cargo oil tank 3 are composed of an upper deck 20, and the floor side is a ship bottom skin 21 that forms a hull of the ship hull, and the hull inner side of the ship bottom skin 21. A double ship bottom structure is formed by an inner bottom plate 22 provided on the bottom. The first bulkhead 4 and the second bulkhead 5 extend in the ship width direction and are provided so as to extend from the bottom bottom plate 21 to the upper deck 20.

  The overall configuration of the ship 100 will be described in more detail with reference to FIG. The bow side of the engine room 1 is partitioned by the first partition 4 and the stern side is partitioned by the fourth partition 23. The first bulkhead includes a lower bulkhead DW extending in the vertical direction on the ship bottom side, a stepped portion SW extending horizontally from the upper end portion of the lower bulkhead DW to the bow side, an end portion on the bow side of the stepped portion SW, and the upper deck 20. And an upper partition wall UW extending in the vertical direction. The upper partition wall UW is disposed on the upper side of the lower partition wall DW and is disposed on the bow side of the lower partition wall DW. The stepped portion SW is provided at a position lower than the upper surface of the main engine 6 (see, for example, FIG. 7), and the pump 7 is disposed in the pump chamber 2 below the stepped portion SW so that the engine above the stepped portion SW. A pump turbine 8 is disposed in the chamber 1 (see FIG. 7).

  A residential area 31 is provided above the engine room 1, and a bridge (steering room) 32 is provided above the residential area 31. The residential area 31 is provided on the upper deck 20 at a position corresponding to the engine room 1. The residential area 31 is a position closer to the bow in the engine room 1 and is provided on the stern side from the upper partition wall UW. Here, the state where the residential area 31 is provided on the stern side from the upper bulkhead UW means that the end 31a on the bow side of the residential area 31 is at the same position as the upper bulkhead UW or the stern from the upper bulkhead UW in the captain direction. It shall show the state arrange | positioned at the side. An engine casing 33 is provided above the engine room 1, and a chimney 34 is provided above the engine casing 33. The engine casing 33 is provided on the upper deck 20 at a position corresponding to the engine room 1. The engine casing 33 is provided at a position closer to the stern in the engine room 1 (that is, a position closer to the stern than the residential area 31) and closer to the bow than the fourth partition wall 23. The engine casing 33 is configured as a part of the engine room 1. Further, a control room 36 for controlling the system in the ship 100 is provided in the engine room 1.

  A rudder room 37 is provided on the stern side of the engine room 1 with a fourth partition wall 23 therebetween. The rudder room 37 is surrounded by the upper deck 20 and a floor wall 24 provided below the upper deck 20. The rudder room 37 is a section in which a steering device and the like for steering the ship 100 are installed. A space 41 is provided on the stern side of the engine room 1 and below the rudder room 37. The space 41 may be provided with a bilge, a tank for storing medicine, lubricating oil, or the like, or may be a space used for other purposes. On the bow side of the ship 100, a bow chamber 38 is provided on the bow side of the cargo oil tank 3 with a third partition wall 9 therebetween. The bow chamber 38 is surrounded by the upper deck 20 and a floor wall 26 provided below the upper deck 20. A space 46 is provided on the bow side of the cargo tank 3 and below the bow chamber 38. The space 46 may be used as a ballast tank or may be a space used for other purposes.

  Further, the engine room 1, the pump room 2, and the cargo oil tank 3 have a double bottom structure on the floor surface side by a ship bottom outer plate 21 and an inner bottom plate 22. Accordingly, a space 42 is provided at the bottom of the engine room 1. The space portion 42 may be provided with a bilge, a tank for storing medicine, lubricating oil, or the like, or may be a space used for other purposes. A space 43 is provided at the bottom of the pump chamber 2. The space 43 may be used as a ballast tank, and a tank for other purposes may be disposed. A space 44 is provided at the bottom of the cargo tank 3. The space 44 may be used as a ballast tank or a space used for other purposes. From the pump chamber 2, a cargo oil discharge pipe 39 for discharging the cargo oil pumped up from the cargo oil tank 3 by the pump extends. In the example shown in FIG. 1, the cargo oil discharge pipe 39 extends to the bow side along the upper deck 20, and a cargo oil discharge port is provided in the vicinity of the approximate center position of the cargo oil tank 3.

  As shown in FIGS. 4 to 8, equipment such as a main engine 6 that is a main engine is disposed in the engine room 1. The main engine 6 is the largest device in the engine room 1 and drives a propeller that generates a propulsive force. The main engine 6 is disposed substantially at the center in the ship width direction (vertical direction in FIG. 3). It extends in the stern direction; As described above, the residential area 31 and the bridge 32 (steering room) are provided above the engine room 1.

  As shown in FIG. 6, a space 48 is provided at a position corresponding to the upper partition wall UW in the vertical direction with the partition wall 27 between the port side and the starboard side of the engine room 1. FIG. 6 is a schematic cross-sectional view taken along the line VI-VI shown in FIG. The space 48 is provided with a tank 47 for storing fuel. The partition wall 27 is provided at a position separated from the main engine 6 in the ship width direction. The partition wall 27 extends from the upper partition wall UW to the stern side, and is connected to a lateral wall 28 that is inclined so as to taper toward the stern.

  In the pump chamber 2, a plurality (four in this case) of pumps 7 are provided so as to be aligned in a row in the ship width direction. A pump turbine 8 for driving each pump 7 is disposed above the pump 7 in the engine room 1. Then, the pump 7 is driven by the pump turbine 8 to suck the cargo oil in the cargo oil tank 3 and sends it to the manifold on the upper deck 20 serving as a connection port of the land facility to unload it to the land facility. The pump 7 may be given a driving force by an electric motor 8A instead of the pump turbine 8 (see FIG. 2A). In addition, a part of the plurality of pumps 7 may be used as a cargo oil pump for sucking cargo oil, and another part may be used as a ballast pump for sucking ballast water. Moreover, you may arrange | position the low capacity | strength stripping pump 7A for sucking up residual oil as the pump 7 in the pump chamber 2 (refer FIG.2 and FIG.5).

  Here, the system configuration in the ship 100 will be described with reference to FIG. 2A is a system configuration diagram in the case where a motor 8A is employed as the drive unit of the pump 7. FIG. FIG. 2B is a system configuration diagram in the case where the pump turbine 8 is employed as the drive unit of the pump 7. As shown in FIG. 2A, the system of the ship 100 includes a control room 36 for outputting a control signal to control the main engine 6 and the pump 7, and a main engine controller 54 for controlling the main engine 6. A steam supply unit 51 for supplying steam to the pump 7 (here, the stripping pump 7A), a steam supply unit controller 52 for controlling the steam supply unit 51, and a steam supply unit controller 52 An input unit 53 for inputting a signal, a tank 47 for supplying fuel to the main machine 6 and the steam supply unit 51, and a generator 57 for supplying electricity to the motor 8A are provided. The steam supply unit 51 is disposed in the engine room 1.

  The control room 36 outputs a signal (or automatically) by an operator's operation. A signal from the control room 36 is input to the main machine controller 54, and the main machine controller 54 controls the main machine 6 based on the input signal. A signal from the control chamber 36 is input to the steam supply unit controller 52 via the input unit 53, and the steam supply unit controller 52 controls the steam supply unit 51 based on the input signal. Thereby, steam is supplied to the stripping pump 7A, and the stripping pump 7A is driven. An operator may directly input a signal to the input unit 53 provided at a position different from the control room 36. Further, a signal from the control room 36 is input to the generator 57. The generator 57 operates based on the signal, and drives the pump 7 by supplying electricity to the motor 8A. The system shown in FIG. 2B has a system configuration similar to that shown in FIG. 2A except that the drive unit of the pump 7 is the pump turbine 8 and the generator 57 is not provided. Yes. In the system shown in FIG. 2B, piping is branched from the steam supply unit 51 toward the stripping pump 7A and the pump turbine 8, and the supply destination of the steam is controlled by operating the valve. In the above-described system, water circulates in the order of the boiler (steam supply unit 51), the pump turbine 8, the condenser (not shown), the tank (not shown), and the boiler (steam supply unit 51).

  Here, with reference to FIG.3 and FIG.5, arrangement | positioning of the some pump 7 in the pump chamber 2 is demonstrated. FIG. 3 is a schematic cross-sectional view taken along the line III-III shown in FIG. 4 and 5 are also schematic cross-sectional views at the same positions as in FIG. As shown in FIGS. 3 and 5, a plurality (four in this embodiment) of pumps 7 are arranged in the pump chamber 2 so as to face the lower partition DW of the first partition 4 in the ship width direction. The plurality of pumps 7 are arranged in a line along the first partition 4 at a position near the stern in the pump chamber 2. In this embodiment, the position of each pump 7 in the ship length direction is almost the same. However, the position of each pump 7 in the ship length direction may be shifted within a slight range (for example, a range of about 200 to 300 mm) in order to avoid interference with a structural member or to secure a maintenance space. The plurality of pumps 7 are arranged close to the port side and starboard side so as to provide a space SP at the center in the ship width direction. That is, the plurality of pumps 7 are not arranged at regular intervals in the ship width direction (for example, like the conventional ship shown in FIG. 15). Thus, the pump 7 is arranged in a state where the interval is narrowed in the ship width direction as compared with the conventional case. Therefore, as shown in FIG. 5, the direction of the piping of any one of the plurality of pumps 7 (here, the central-side pump 7) is set to be different from the direction of the piping of the other pumps 7. Has been.

Specifically, a reference line CL1 extending in the ship length direction is set for the pumps 7 ₁ , 7 ₃ , and 7 ₄ . Further, pipes 61 and 62 extending along the reference line CL1 are connected to the pumps 7 ₁ , 7 ₃ and 7 ₄ . The pipe 61 extends straight from the pump 7 along the reference line CL1. The pipe 61 only needs to extend straight from the pump 7 along the reference line CL1 in the vicinity of the connection portion (flange surface) to the pump 7, and may be bent at the tip side from the portion. That is, the state in which the pipes 61 of the pumps 7 ₁ , 7 ₃ , and ₄ extend along the reference line CL1 is a state in which the connection portion (flange surface) between the pump 7 and the pipe 61 faces the bow direction. The pipe 61 extends from the pump 7 in the lateral direction, is bent, and extends along the direction of the reference line CL1. In contrast, among the plurality of pump 7, the reference line CL2 of the pump _{7 2} arranged in the center portion side is inclined with respect to the other pump _{7 1,} 7 3, _{7 4} reference line CL1 . In the example shown in FIG. 5, the reference line CL2 is inclined by 45 ° with respect to the reference line CL1, but the angle is not particularly limited. Thus, the pipe 61 and 62 extending from the pump _{7 2} extends inclined by 45 ° direction with respect to the other pump _{7 1,} 7 3, _{7 4} reference line CL1. However, the pipe 61 of the pump _{7 2,} bent at a predetermined distance extending portion, the reference line CL1 may extend in the same direction. That is, the state in which the pipe 61 of the pump 7 ₂ extends in a direction inclined with respect to the reference line CL1, the direction in which connection between the pump 7 and the pipe 61 and 62 (flange surface) is inclined relative to the fore direction It is a state suitable for. In the example shown in FIG. 5, a reference line CL2 of the pump _{7 2} in the central portion side, but inclined with respect to the reference line CL1 of other pumps _{7 1,} 7 3, _{7 4,} a pump tilting is , Any of pumps 7 ₁ , 7 ₂ , 7 ₃ , 7 ₄ may be used. A plurality of pumps may be inclined.

  With reference to FIG.8 and FIG.9, the flow of the liquid pumped up with the pump 7 is demonstrated. As shown in FIG. 8, a pipe 64 extending from a suction port provided in the cargo oil tank 3 is connected to the pump 7 applied as a cargo oil pump. The pump 7 is connected to a cargo oil discharge pipe 39 extending to a cargo oil discharge port (see FIG. 1). With such a configuration, the pump 7 sucks up the load oil from the load oil tank 3 through the pipe 64 and discharges the load oil to the outside through the load oil discharge pipe 39. 8 may correspond to the pipe 62 in FIG. 5, and the pipe 64 in FIG. 8 may correspond to the pipe 61 in FIG.

  As shown in FIG. 9A, a pump 7 applied as a ballast pump is connected to a sea chest 65, pumps seawater from the sea chest 65 as ballast water, and uses the ballast water from the ballast tank to the sea chest 65. To discharge from. Specifically, as shown in FIG. 9B, the pump 7 is connected to a water supply / drain port 67 provided in the ballast tank via a pipe L1. The pump 7 and the sea chest 65 are connected by a pipe L2. A pipe L3 is branched from the midway position of the pipe L2, and the pipe L3 is connected to the pipe L1. The pipe L5 is also branched from this branch position and connected to the discharge port 66. Further, a pipe L4 that relays the pipe L2 and the pipe L1 at an intermediate position is connected. Each of the pipes L1 to L5 is provided with a valve as shown in FIG. When the ballast water in the ballast tank is discharged from the sea chest 65 and the discharge port 66 by controlling the opening and closing of the valve, the ballast water is discharged through the path indicated by the broken line. Further, when the seawater of the sea chest 65 is supplied to the ballast tank, the seawater is supplied to the ballast water through a path indicated by an alternate long and short dash line. Note that the pipe L2 in FIG. 9B may correspond to the pipe 62 in FIG. 5, and the pipe L1 in FIG. 9B may correspond to the pipe 61 in FIG.

  Here, particularly in the present embodiment, the first partition wall 4 is connected to the engine room front partition wall 4a facing the main engine 6 and the port side of the engine room front partition wall 4a (upper side in FIG. 3). The engine room front port bulkhead 4b facing the two pumps 7 on the port side, and the starboard side (lower side in FIG. 3) of the engine room front wall 4a are connected to the starboard side. The engine room front starboard bulkhead 4c facing the pumps 7 and 7 is configured such that the engine room front port bulkhead 4b and the engine room front starboard bulkhead 4c are located on the stern side of the engine room front bulkhead 4a. It is said that. In other words, the engine room front port partition wall 4b and the engine room front port wall 4c are recessed to the stern side with respect to the engine room front partition wall 4a.

  In the present embodiment, the engine room front partition wall 4a constitutes the “first portion” in the claims, and the engine room front port partition wall 4b and the engine room front starboard partition wall 4c constitute the “second portion” in the claims. To do. That is, the first bulkhead 4 includes an engine compartment front bulkhead (first portion) 4a, an engine compartment front port bulkhead (second portion) 4b, and an engine compartment front starboard bulkhead (second portion) 4c arranged in the ship width direction. Is provided. The engine room front port bulkhead (second portion) 4b and the engine room front starboard partition (second portion) 4c are located on the stern side of the engine room front partition (first portion) 4a.

  In this way, the engine room front partition wall 4a is located on the bow side with respect to the engine room front port partition wall 4b and the engine room front starboard partition wall 4c (compared with the conventional engine room front partition wall 4a. Is located at the same position as the conventional partition wall 14) because the engine room front partition wall 4a faces the main engine 6 and cannot move further to the stern side.

  Further, the engine room front port side bulkhead partition 4b and the engine room front side starboard partition wall 4c are disposed on the stern side from the engine room front partition wall 4a within a range that does not interfere with the equipment in the engine room 1 (conventionally). And located on the stern side of the partition wall 14). Further, as the engine room front port bulkhead partition 4b and the engine room front starboard partition wall 4c are arranged on the stern side of the engine room front partition wall 4a, the upper partition wall UW is entirely formed (the conventional upper partition wall It can also be placed on the stern side (from the position).

  The second bulkhead 5 is also arranged in accordance with the fact that the engine room front port bulkhead 4b and the engine room front starboard bulkhead 4c are located on the stern side of the engine room front wall 4a, that is, the engine room front port port. The bulkhead 4b and the engine room front starboard bulkhead 4c are located on the stern side from the position of the conventional bulkhead 15 because the bulkhead 4c is located on the stern side of the engine room front bulkhead 4a. Further, the second bulkhead 5 can be positioned on the stern side from the position of the conventional bulkhead 15 by the amount of the upper bulkhead UW disposed on the stern side.

  Specifically, the engine room front port bulkhead partition 4b and the engine room front port partition wall 4c are arranged, for example, 700 mm apart from the engine room front partition wall 4a on the stern side. That is, the engine room front port side bulkhead partition 4b and the engine room front side starboard partition wall 4c are disposed at a position moved 700 mm toward the stern side from the position of the conventional partition wall 14. Accordingly, the second bulkhead 5 is also arranged at a position moved 700 mm from the position of the conventional bulkhead 15 to the stern side in accordance with the amount of movement of the engine room front port bulkhead 4b and engine room front starboard bulkhead 4c to the stern side. Has been.

  A passage R is provided between the main engine 6 and the engine room front partition 4a. Further, a space S1 required for maintenance, for example, is provided between the engine room front port partition wall 4b and the engine room front starboard partition wall 4c and the pump 7, and each pump 7 and the second partition wall 5 are provided. Is provided with a space S2 in which pipes such as a header pipe extending in the ship width direction are disposed.

  With reference to FIG. 4, the structure of the lower partition DW of the first partition 4 will be described in more detail. The lower partition wall DW of the first partition wall 4 includes the engine room front partition wall 4a, the engine room front port partition wall 4b, and the engine room front starboard partition wall 4c described above. In the example shown in FIG. 4, the lower partition DW of the first partition 4 includes an inclined portion 4d between the engine compartment front partition 4a and the engine compartment front port partition 4b, and the engine compartment front partition 4a. And an inclined part 4e is provided between the engine room front starboard bulkhead partition 4c. That is, the engine room front port partition wall 4b is connected to the engine room front partition wall 4a via the inclined portion 4d. The engine room front starboard partition wall 4c is connected to the engine room front partition wall 4a via an inclined portion 4e. The engine room front partition 4a is a part of the lower partition DW of the first partition 4 that faces the end 6a on the bow side of the main engine 6 in the whole or a part in the ship width direction. In the example shown in FIG. 4, the port side end portion P3 of the engine compartment front partition wall 4a coincides with the port side end portion 6b of the main engine 6 in the ship width direction. It may be arranged on the side or on the starboard side. The starboard side end portion P4 of the engine room front partition 4a coincides with the starboard side end portion 6c of the main engine 6 in the ship width direction, but may be disposed on the starboard side from the end portion 6c. It may be arranged on the port side.

  The engine room front port bulkhead 4 b is a portion of the lower partition DW of the first partition 4 that is disposed on the port side of the port 6 side end 6 b of the main engine 6. The starboard side end portion P1 of the engine room front port side partition wall 4b may be arranged on the port side further than the position shown in FIG. 4, or may be further arranged on the starboard side (in a range in which the passage is not too narrow). Good. The width of the engine room front port bulkhead 4b is preferably larger than the width of the main engine 6 and the engine room front partition 4a, and occupies more than half of the distance between the lateral wall 28 and the end 6b of the main engine 6. It is preferable. In the example shown in FIG. 4, the position of the engine room front port bulkhead 4 b in the ship length direction coincides with the end 6 a of the main engine 6, but may be arranged on the stern side of the end 6 a. . The engine room front starboard bulkhead 4c is a portion of the lower bulkhead DW of the first bulkhead 4 that is disposed on the starboard side of the starboard side end 6c of the main engine 6. The port side end portion P2 of the engine room front starboard bulkhead partition 4c may be arranged further to the starboard side than the position shown in FIG. 4, or may be further arranged to the port side (in a range in which the passage is not too narrow). Good. The width of the engine room front starboard partition wall 4c is preferably larger than the width of the main engine 6 and the engine room front partition wall 4a, and occupies more than half of the distance between the lateral wall 28 and the end 6c of the main engine 6. It is preferable. In the example shown in FIG. 4, the position of the engine room front starboard bulkhead partition 4 c in the ship length direction coincides with the end portion 6 a of the main engine 6, but may be disposed on the stern side with respect to the end portion 6 a. .

  Further, instead of the inclined portions 4d and 4e, a configuration that bends perpendicularly to 90 ° (the positions of the end P1 and the end P3 in the ship width direction match, and the end P2 and the end P4 in the ship width direction). A configuration in which the positions at the same positions may be employed. However, when the configuration such as the inclined portions 4d and 4e is adopted, the pump chamber 2 can be secured even in a small volume, and the second partition wall 5 can be positioned to the stern side as much as possible. In the example shown in FIG. 4, the first partition 4 has a line-symmetric shape with respect to the center line of the ship 100, but may not be line-symmetric. For example, the positions of the engine room front port side bulkhead partition 4b and the engine room front side starboard partition wall 4c in the ship length direction may be shifted.

  As described above, in the example shown in FIG. 4, the positions of the engine room front port bulkhead partition 4 b and the engine room front starboard partition wall 4 c in the ship length direction coincide with the end 6 a of the main engine 6. However, if the position of the engine room front port side bulkhead 4b and the engine room front starboard wall 4c in the ship length direction is on the stern side from the end 6a of the main engine 6, the entire pump chamber 2 is arranged further toward the stern side. This has the advantage that the load capacity of the oil tank 3 can be increased. Further, the position of the engine room front port side bulkhead partition 4b and the engine room front side starboard partition wall 4c in the ship length direction may be closer to the bow than the end portion 6a of the main engine 6. As long as the effect of the present invention is not affected, a small recess that is recessed toward the bow may be formed in a part of the engine room front port bulkhead partition 4b and the engine room front starboard partition wall 4c. Further, the positional relationship as shown in FIG. 4 may be established in the entire region extending in the vertical direction of the lower partition wall DW. However, a part of the vertical direction (for example, the lower partition wall DW of the lower partition wall DW is not affected). In a part of the upper end part, a part of the lower end part, etc., the positional relationship as shown in FIG. 4 does not hold, and the partition walls 4a, 4b, 4c may be on the same plane.

  Thus, in the present embodiment, the engine room front port bulkhead partition 4b and the engine room front starboard partition wall 4c are located on the stern side of the engine room front partition wall 4a. Compared to the conventional bulkhead 14 in which the engine room front port bulkhead and the engine room front starboard bulkhead are aligned in the ship width direction, the engine room front port bulkhead 4b and the engine room front starboard bulkhead 4c are located in front of the engine room. The second bulkhead 5 can be positioned on the stern side from the position of the conventional bulkhead 15 by the amount located on the stern side from the partial bulkhead 4a. For this reason, the volume of the oil tank 3 can be increased and the amount of cargo can be increased.

  Here, as shown in FIG. 10, the engine room front port bulkhead and the engine room front starboard bulkhead are aligned in a row in the ship width direction with respect to the engine room front bulkhead as in the conventional bulkhead 14, and the center of gravity G of the ship. Is moved to the bow side from the position indicated by the conventional imaginary line as shown in FIG. 11, the third partition wall 19 that partitions the cargo tank 13 on the bow side as shown in FIG. Accordingly, the center of gravity G of the ship also moves from the position indicated by the conventional imaginary line to the bow side, and the hull is bent forward, which is not preferable in terms of propulsion.

  However, in the present embodiment, as shown in FIG. 12, the second bulkhead 5 can be positioned on the stern side of the bulkhead 15 indicated by a conventional imaginary line according to the first bulkhead 4, so G can be positioned on the stern side from the position indicated by the conventional virtual line (solid line position in FIG. 10). For this reason, as shown in FIG. 13, even if the third bulkhead 9 that partitions the cargo oil tank 3 on the bow side is positioned on the bow side from the position of the third bulkhead 19 indicated by the conventional imaginary line, the hull is turned forward. Can be prevented. That is, the third partition wall 9 can be positioned closer to the bow side than the position of the third partition wall 19 indicated by a conventional imaginary line without impairing propulsion. As a result, the volume of the cargo oil tank 3 can be further increased, and the load can be further increased.

  In the ship 100 according to the present embodiment, both the engine room front port bulkhead partition 4b and the engine room front starboard partition wall 4c are located on the stern side of the engine room front partition wall 4a. Accordingly, the second partition wall 5 can be positioned on the stern side.

  In the ship 100 according to the present embodiment, the first bulkhead 4 is disposed above the lower bulkhead DW and includes an upper bulkhead UW disposed on the bow side of the lower bulkhead DW. The residential area 31 is provided on the stern side from the upper partition wall UW. Even if the upper bulkhead UW is arranged on the stern side, the occupant area 31 is moved from the upper bulkhead UW to the stern as the engine compartment front port side bulkhead 4b and the engine room front starboard bulkhead 4c are located on the stern side. By providing in the side, the state where the said residential area 31 is arrange | positioned above the engine room 1 can be maintained.

  In the ship 100 according to the present embodiment, the pump chamber 2 is provided with a plurality of pumps 7 in the ship width direction so as to face the first partition wall 4. It is arranged close to the port side and starboard side so as to provide the space SP. With such a configuration, the engine room front partition wall 4a is disposed at a position facing the space SP in the central portion, and the engine room front port partition wall 4b and the engine room front starboard partition wall 4c are disposed at a position facing the pump 7. By doing so, the pump 7 can be positioned on the stern side together with the engine room front port bulkhead partition 4b and the engine room front starboard partition wall 4c. Thereby, the second partition wall 5 can be arranged on the stern side without being obstructed by the pump 7. For example, when the pumps 7 are arranged at regular intervals as in the conventional example shown in FIG. 15, the pump 7 cannot be positioned on the stern side due to interference with the engine room front partition 4a.

  Further, in the boat 100 according to the present embodiment, pipes 61 and 62 extending along the reference line CL1 are connected to the plurality of pumps 7, respectively, and any one of the plurality of pumps 7 (example of FIG. 5). Then, the reference line CL2 of the pump 7) disposed on the center side may be inclined with respect to the reference line CL1 of the other pumps 7. In this way, by inclining the direction of the reference line CL2 of the pump 7 disposed on the center side with respect to the reference line CL1 of the other pump 7, the piping of the pump 7 does not interfere with surrounding structures. The plurality of pumps 7 can be arranged close to the port side and starboard side.

  Here, when adopting the configuration of the first bulkhead 4 such as the ship 100 according to the present embodiment, it may be necessary to make the following changes to the conventional stern side structure. For example, as the pump chamber 2 moves to the stern side, the residential area 31 and the bridge 32 also need to move to the stern side. Further, as described with reference to FIG. 5, it is necessary to arrange the pump 7 close to the port side and the starboard side, and it may be necessary to devise the configuration of the pipe connected to the pump 7. Further, as shown in FIG. 6 and the like, the lateral wall 28 of the hull is inclined so as to taper toward the stern on the stern side. Therefore, when the first bulkhead 4 is moved to the stern side, it is simply in the direction of the captain. The first partition wall 4 is affected not only by the effect of the shortening of the length but also by the effect that the volume of the part having a large size in the width direction of the ship is deleted (that is, the part where the lateral wall 28 extends in parallel). The degree of decrease in the volume of the engine room 1 becomes larger than when the engine room is moved), and the volume of the engine room 1 becomes smaller. In FIG. 6, the positions of the first partition 4 and the partition 27 having the conventional structure are indicated by two-dot chain lines.

  Further, since the volume of the space portion 48 for arranging the fuel tank 47 is also affected, it is necessary to place the partition wall 27 of the space portion 48 close to the center side in order to secure a sufficient volume of the tank 47. (Or when the volume of the space 48 is not secured, the tank 47 becomes small and the amount of fuel stored decreases). By receiving this influence, the volume of the engine room 1 is further reduced. Therefore, in order to secure the volume of the engine room 1, it may be necessary to enlarge the engine casing 33 (see FIG. 1) configured as a part of the space of the engine room 1. However, while recognizing the necessity for the change of the structure as described above, the present inventors have an extremely large merit by adopting the structure according to the present embodiment to compensate for the demerit as described above. As a result, the structure of the ship 100 according to the present embodiment has been adopted.

  In the present embodiment, a mode in which the pump 7 is not disposed facing the engine room front partition 4a is described as being particularly suitable. However, the pump 7 faces the engine chamber front partition 4a. May be arranged. In this case, the first partition 4 has the same shape as that of the first embodiment, but only the pump 7 facing the engine compartment front partition 4a cannot move further to the stern side. If necessary, only the portion facing the engine compartment front partition 4a is positioned on the bow side with respect to the other portions of the second partition 5 (positioned at the same position as the conventional partition 15), and the engine It is preferable to secure the space S2 such as the pipes described above between the pump 7 facing the front chamber partition 4a and the portion of the second partition 5 facing the pump 7.

  FIG. 14 is a schematic plan view showing a main part of a ship according to the second embodiment of the present invention.

  This second embodiment differs from the first embodiment in that either the engine room front port bulkhead 4b or the engine room front starboard wall 4c is positioned on the stern side of the engine room front wall 4a. It is a point. In the present embodiment, the engine room front partition wall 4a constitutes the “first portion” in the claims, and either one of the engine room front port partition wall 4b and the engine room front starboard partition wall 4c is “second” in the claims. "Part", and either one of them constitutes "first part" in the claims.

  Here, for example, equipment is arranged in the engine room 1 near the stern side of the engine room front starboard bulkhead 4c, and the engine room front starboard bulkhead 4c cannot be moved further to the stern side. Only the left port bulkhead 4b is disposed on the stern side.

  And only the part 5b facing the engine room front port bulkhead 4b of the second bulkhead 5 of the second bulkhead 5 is arranged in the second bulkhead 5 in accordance with the fact that only the engine room front port bulkhead 4b is arranged on the stern side. It is located on the stern side with respect to other parts. Here, the portion 5c of the second bulkhead 5 that faces the engine room front starboard bulkhead 4c is not positioned on the stern side to secure the space S2, and faces the engine compartment front bulkhead 4a. It is in the same position as the part 5a to be.

  In contrast to this, only the engine room front starboard bulkhead 4c is arranged on the stern side, and only the portion 5c of the second bulkhead 5 facing the engine room front starboard bulkhead 4c is disposed on the second bulkhead 5. In some cases, the other portions 5a and 5b are positioned on the stern side.

  Even in the second embodiment, either the engine room front port bulkhead partition 4b or the engine room front starboard partition wall 4c is located on the stern side of the engine room front partition wall 4a. Compared to the conventional bulkhead 14 in which the engine room front port bulkhead and the engine room front starboard bulkhead are aligned in the ship width direction with respect to the engine room front bulkhead, the engine room front port bulkhead 4b or the engine room front The part of the second bulkhead 5 corresponding to the bulkhead located on the stern side is replaced with the conventional bulkhead by the amount that either bulkhead bulkhead bulkhead 4c is located on the stern side of the engine room front bulkhead 4a. It can be located on the stern side from position 15. As a result, similarly to the first embodiment, the volume of the oil tank 3 can be increased and the amount of cargo can be increased.

  Moreover, since it has such a structure, the 3rd partition 9 can be located in the bow side rather than the position of the conventional 3rd partition 19 similarly to 1st Embodiment, without impairing propulsiveness, As a result The volume of the cargo oil tank 3 can be further increased, and the load can be further increased.

  Although the present invention has been specifically described above based on the embodiment, the present invention is not limited to the above embodiment. For example, in the above embodiment, the main engine 6 and the engine room front partition 4a A passage R is provided between them, but there is no passage R, and the main engine 6 and the engine room front partition 4a may be in contact with each other.

  Further, some of the plurality of cargo pumps 7 may be ballast pumps.

  Moreover, in the said embodiment, although ship is used as a tanker as being especially suitable, it is applicable also to the combined ship which loads not only oil but solid cargos (bulk), such as an ore and coal. The invention can be applied to a ship in which an engine room, a pump room, and a luggage room are arranged in parallel with a partition wall from the stern side toward the bow side.

DESCRIPTION OF SYMBOLS 1 ... Engine room, 2 ... Pump room, 3 ... Oil tank (luggage room), 4 ... 1st partition, 4a ... Engine room front partition (1st part), 4b ... Engine room front port partition (1st Part, second part), 4c ... engine compartment front starboard bulkhead (first part, second part), 5 ... second bulkhead, 5a ... part of the second bulkhead facing the engine compartment front bulkhead, 5b ... Part of the second partition facing the engine room front port bulkhead, 5c ... Part of the second partition facing the engine room front starboard partition, 6 ... Main machine, 7 ... Pump, 9 ... Third partition, 100 ... Ship, G ... Center of gravity.

Claims (8)

An engine room in which the main engine is disposed, a first bulkhead located on the bow side from the engine room, a pump chamber in which the pump is disposed, and a second bulkhead located on the bow side from the pump room In a ship equipped with a luggage compartment,
The pump is disposed at a position near the stern in the pump chamber,
Said first partition comprises a first portion and a second portion arranged in the ship width direction, the second portion is located on the stern side of said first portion,
The first end portion on the second portion side in the first portion and the second end portion on the first portion side in the second portion are between the first end portion and the second end portion. A ship that extends and is provided continuously through an inclined part that is inclined with respect to the ship width direction. An engine room in which the main engine is disposed, a first bulkhead located on the bow side from the engine room, a pump chamber in which the pump is disposed, and a second bulkhead located on the bow side from the pump room In a ship equipped with a luggage compartment,
The pump is disposed at a position near the stern in the pump chamber,
Said first partition comprises a first portion and a second portion arranged in the ship width direction, the second portion is located on the stern side of said first portion,
The first end portion on the second portion side in the first portion is disposed on the inner side in the ship width direction than the third end portion on the second portion side in the main engine,
The ship, wherein the second end portion of the second portion on the first portion side is disposed on the outer side in the ship width direction with respect to the third end portion. The first partition wall is
An engine room front partition facing the main engine;
An engine room front port bulkhead and an engine room front starboard bulkhead connected to the port side and starboard side of the engine room front partition wall, respectively,
The engine room front partition is configured as the first part,
The at least one partition of the engine room front port side bulkhead and the engine room front side starboard partition wall is configured as the second portion located on the stern side from the engine room front partition wall. Or the ship of 2.   4. The ship according to claim 3, wherein the engine room front port bulkhead and the engine room front starboard bulkhead are configured as the second portion located on the stern side of the engine room front partition wall. The first partition wall is
The first partition and the second partition are disposed on the upper side of the lower partition, and the upper partition is disposed on the bow side of the lower partition,
The ship according to any one of claims 1 to 4, wherein a residential area provided above the engine room is provided on the stern side of the upper bulkhead. In the pump chamber, a plurality of the pumps are arranged in the ship width direction so as to face the first partition wall,
The plurality of pumps are arranged close to a port side and a starboard side so as to provide a space in a central portion in the ship width direction, according to any one of claims 1 to 5, Ship. Pipes extending along a reference line are connected to the plurality of pumps,
The ship according to claim 6, wherein a reference line of any one of the plurality of pumps is inclined with respect to a reference line of another pump. The first partition wall is
An upper bulkhead disposed above the lower bulkhead in which the first portion and the second portion are formed, and disposed on the bow side of the lower bulkhead;
A step portion extending from the upper end of the lower partition toward the bow toward the lower end of the upper partition,
The ship according to any one of claims 1 to 7, wherein a plurality of the pumps are arranged in the ship width direction in the pump chamber so as to face the first partition wall below the stepped portion. .

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