JP6734381B2 - Ship - Google Patents

Description

This invention relates to a ship.

For ships such as ferries, RORO (Roll-on/Roll-off ships), and PCTC (Pure Car & Truck Carrier), the safety level at the time of damage was strengthened by the revision of the 2009 SOLAS Convention, and the restoration performance at the time of damage was improved. It is necessary to take measures to secure

The main body of the ship, which generates a propulsive force for navigating the ship, and auxiliary equipment such as a generator are housed. These main machine and auxiliary machines are arranged in the engine room. The engine room is partitioned from other spaces such as a cargo space by lateral bulkheads provided at intervals in the bow-stern direction and extending in the ship width direction of the hull.
Patent Document 1 discloses a configuration in which a plurality of sets of a main machine and an auxiliary machine are arranged in an engine room formed between lateral bulkheads provided in front and rear of a bow-stern direction.

JP, 2013-137168, A

However, in the configuration disclosed in Patent Document 1, since a plurality of main engines are arranged in the engine room, if the port side is damaged and the engine room is flooded, the functions of all the main engines may be lost. is there.
In addition, by dividing the engine room into multiple parts in the fore-and-aft direction by horizontal bulkheads, the effect of water infiltration may be suppressed, but since the equipment needs to be placed before and after the horizontal bulkhead, There may be restrictions, which may lead to an increase in the size of the engine room. As the engine room becomes larger, the area of other spaces such as passenger space and cargo space provided inside the hull decreases.
An object of the present invention is to provide a ship that can suppress the influence of water infiltration into the engine room while suppressing the increase in the size of the engine room.

According to the first aspect of the present invention, the ship includes the hull, the engine room, and the partition wall. The hull includes a first port side and a second port side provided at intervals in the ship width direction. The engine room is provided in the hull and is partitioned by a front horizontal partition and a rear horizontal partition that are provided at intervals in the bow-stern direction of the hull. The partition wall partitions the engine room into a first engine room and a second engine room. The partition wall includes a first horizontal partition wall, a second horizontal partition wall, and a vertical partition wall. The first lateral bulkhead extends toward the second port side from the first port side behind the center of the engine chamber in the bow-stern direction in the engine chamber. The second transverse bulkhead extends toward the first port side from the second port side in front of the center of the engine room in the bow-stern direction. The vertical bulkhead extends along the bow-stern direction and connects the first horizontal bulkhead and the second horizontal bulkhead. The first engine room and the second engine room each include a main machine housing section and an auxiliary machine housing section. The main engine accommodating portion is formed on the first or second side in the ship width direction with a virtual line including the vertical bulkhead as a boundary in a plan view, and accommodates the main engine. The accessory housing part is formed on the second or first side in the ship width direction with the imaginary line as a boundary, and houses the accessory. The main machine accommodating portion is longer than the auxiliary equipment accommodating portion in the bow-stern direction, and the vertical bulkhead is longer than the auxiliary equipment accommodating portion in the bow-stern direction.
According to this structure, the engine room is divided into the first engine room and the second engine room by the partition wall, and the main engine and the auxiliary machine are housed in each of the first engine room and the second engine room. .. As a result, even when one of the first engine room and the second engine room is flooded, the navigation function of the ship can be maintained by the other main engine and auxiliary machinery of the first engine room and the second engine room. it can.
Further, the main engine housing part of the first engine room and the auxiliary machine housing part of the second engine room are arranged on one side in the ship width direction of the hull, and the auxiliary machine housing part of the first engine room and the second engine room are arranged. The main engine accommodating portion of the vehicle is arranged on the other side of the hull in the ship width direction. As a result, the length of the entire engine room in the fore-and-aft direction can be suppressed even when the main machine that requires a larger installation space than the auxiliary machine is provided. As a result, it becomes possible to expand the space other than the engine room, such as passenger space and cargo space. Further, if the length of the engine room in the stern direction is reduced, the position of the stern side of the engine room can be moved forward, and the degree of freedom of the stern shape of the hull is increased. As a result, it becomes possible to improve the propulsion performance and the restoration performance of the ship. Further, when the length of the engine room in the bow-stern direction is reduced, the screw shaft can be shortened, and the amount of material used and the cost can be suppressed.

Further , it is possible to secure a sufficient accommodation space for the main engine.

According to the second aspect of the present invention, the main engine accommodating portion of the first engine room and the main engine accommodating portion of the second engine room according to the first aspect, when viewed from the ship width direction. Alternatively, they may overlap at least partly in the bow-stern direction.
Thus, when viewed from the ship width direction, the first engine room and the second engine room overlap each other, so that the length of the engine room in the bow-stern direction can be suppressed.

According to the third aspect of the present invention, the vertical partition according to the first aspect may be provided in the center portion of the engine room in the ship width direction.
As a result, the first engine room and the second engine room can be arranged symmetrically (point-symmetrical), and the arrangement of the main machine and the auxiliary machines becomes easy.

According to a fourth aspect of the present invention, the ship according to the first aspect includes a connection pipe that communicates the first engine room and the second engine room, and an opening/closing valve that opens and closes the connection pipe. May be.
Accordingly, when water is infiltrated into one of the first engine room and the second engine room, the invading water can be sent to the other of the first engine room and the second engine room. This can improve the stability of the ship.

According to a fifth aspect of the present invention, the boat according to the first aspect further includes a bottom space located below the engine room in the hull, and the bottom space of the first engine room and the second engine room is provided. A communication pipe that communicates with each of the bottom spaces and a valve that opens and closes the communication pipe may be provided.
Thereby, when water is infiltrated into the first engine room or the second engine room, the invading water is sent to the bottom space of the bottom of the hull, so that the stability of the ship can be enhanced and the restoration performance can be secured.

According to a sixth aspect of the present invention, the ship according to the first aspect is in contact with the first port side and the first lateral bulkhead, and has a smaller volume than the first engine room and the second engine room. A water infiltration prevention section and a second water infiltration prevention section that is in contact with the second port side and the second lateral partition wall and has a smaller volume than the first engine room and the second engine room may be provided.
As a result, when the first port side and the second port side are damaged so as to straddle the first horizontal partition wall and the second horizontal partition wall, the water is the first engine room or the second engine room and the first inundation prevention section or the first engine room. (Ii) Intrude into the inundation prevention area. Since the first and second infiltration prevention compartments have a smaller volume than the first engine room and the second engine room, compared to the case where water enters both the first engine room and the second engine room. The amount of inundation can be suppressed.

According to the ship described above, it is possible to suppress the influence of water infiltration into the engine room while suppressing the increase in the size of the engine room.

It is a top view showing composition of an engine room of a hull in a first embodiment of this invention. It is a vertical cross-sectional view of the engine room in the first embodiment of the present invention. It is a top view which shows the structure of the 1st modification of the hull in 1st embodiment of this invention. It is a top view which shows the structure of the 2nd modification of the hull in 1st embodiment of this invention. It is a top view showing the composition of the engine room of the hull in a second embodiment of this invention. It is a top view which shows the structure of the 1st modification of the hull in 2nd embodiment of this invention. It is a top view which shows the structure of the 2nd modification of the hull in 2nd embodiment of this invention.

(First embodiment)
FIG. 1 is a plan view showing a configuration of an engine room of a hull in a first embodiment of the present invention. FIG. 2 is a vertical sectional view of the engine room in the first embodiment of the present invention.
As shown in FIGS. 1 and 2, the marine vessel 1 of this embodiment includes a hull 2. The ship type of the ship 1 is not limited to a specific type, and various ship types such as a ferry, a RORO ship (Roll-on/Roll-off ship), and a PCTC (Pure Car & Truck Carrier) can be adopted.

The hull 2 of the boat 1 has a port side (first port side) 3A, a port side (second port side) 3B, and a ship bottom 4 (see FIG. 2). The port sides 3A and 3B are composed of a pair of ship side outer plates that form the port side, respectively. The ship bottom 4 is composed of a ship bottom outer plate that connects these port sides 3A, 3B.

As shown in FIG. 2, a freeboard deck 5 extending in the horizontal direction is provided inside the hull 2. For example, in a ship such as a car ferry, the freeboard deck 5 is generally the bottommost all-deck deck. Inside the hull 2, in addition to the freeboard deck 5, various decks are provided above and below the freeboard deck 5.

Below the freeboard deck 5, the hull 2 is provided with a double deck 7 between the freeboard deck 5 and the ship bottom 4.
An engine room 10A is provided between the freeboard deck 5 and the deck 7 behind the hull 2 in the bow-stern direction.

As shown in FIG. 1, when viewed in plan, the engine room 10A includes a front transverse bulkhead 11 and a rear transverse transverse bulkhead 11 provided at intervals in the bow-stern direction between the port sides 3A and 3B on both sides in the ship width direction. It is partitioned between the partition wall 12.

In this engine room 10A, a plurality of sets, in this embodiment, two sets of main machine 20 and auxiliary machine 21 are arranged.
Each main engine 20 includes an engine, an electric motor, and the like, and rotationally drives a screw shaft 23 extending rearward in the bow-stern direction. The screw shaft 23 penetrates the stern bottom of the hull 2 and projects rearward, and has a screw 24 at its rear end. The main engine 20 exerts the propulsive force of the boat 1 by rotating the screw 24 via the screw shaft 23.
Here, a shaft chamber (not shown) in which the screw shaft 23 is inserted may be provided at the rear of the rear horizontal partition 12 partitioning the engine room 10A in the bow-stern direction.

The auxiliary machine 21 includes a shaft generator 21S and a main generator 21M.
The shaft generator 21S operates by the screw shaft 23 that is rotationally driven by the operation of the main machine 20.
The main generator 21M is provided independently of the main engine 20. In this embodiment, two main generators 21M are installed for one set of main engine 20 and shaft generator 21S.

The engine room 10A is divided into a first engine room 10F and a second engine room 10R by a partition wall 30A in the bow-stern direction. The partition wall 30A integrally includes a first horizontal partition wall 31A, a second horizontal partition wall 32A, and a vertical partition wall 33A.

The first lateral partition wall 31A is formed behind the center of the engine room 10A in the bow-stern direction and extends from the port side 3A toward the inner side in the ship width direction (port side 3B side).
The second horizontal partition wall 32A is formed in front of the center of the engine room 10A in the bow-stern direction and extends from the port side 3B toward the inner side in the ship width direction (port side 3A side). The second horizontal partition wall 32A is formed apart from the first horizontal partition wall 31A in the bow-stern direction.

The vertical partition wall 33A is formed so as to extend in the bow-stern direction at the center C in the ship width direction. The vertical partition wall 33A is formed to connect the inner end portion 31a of the first horizontal partition wall 31A in the ship width direction and the inner end portion 32a of the second horizontal partition wall 32A in the ship width direction. In this embodiment, the length L of the vertical bulkhead 33A in the bow-stern direction is set to, for example, 3 m or more.
The partition wall 30A has a crank shape in plan view by the first horizontal partition wall 31A, the second horizontal partition wall 32A, and the vertical partition wall 33A.

The first engine room 10F partitioned by such a partition wall 30A has a main engine housing section 13F and an auxiliary machine housing section 14F.
The main engine accommodating portion 13F is on the port side 3A side (first side in the ship width direction) with respect to the imaginary plane K including the vertical bulkhead 33A (center C in the ship width direction) (in other words, with the imaginary line K in plan view as a boundary). Is formed in. The main engine accommodating portion 13F accommodates the main engine 20 and the shaft generator 21S. The auxiliary equipment accommodating portion 14F is on the port side 3B side (in other words, the second side in the ship width direction; in other words, opposite to the main engine accommodating portion 13F) with respect to the virtual plane K (in other words, with the virtual line K in plan view as a boundary). ) And accommodates the accessory 21. In this embodiment, as the auxiliary machine 21, two main generators 21M are arranged side by side in the ship width direction.
Here, in the main engine housing portion 13F, the length L1 in the bow-stern direction is larger than the length L2 in the bow-stern direction in the auxiliary equipment housing portion 14F. As a result, the main machine housing portion 13F has a larger plane area than the auxiliary machine housing portion 14F.

The second engine room 10R partitioned by the partition wall 30A has a main engine housing section 13R and an auxiliary machine housing section 14R.
The main engine accommodating portion 13R is formed on the port side 3B side (the second side in the ship width direction) with respect to the virtual plane K including the vertical partition wall 33A (center C in the ship width direction), and connects the main engine 20 and the shaft generator 21S. It is housed.
The auxiliary equipment accommodating portion 14R is formed on the port side 3A side (first side in the ship width direction) with respect to the virtual plane K and accommodates the auxiliary equipment 21. In this embodiment, as the auxiliary machine 21, two main generators 21M are arranged side by side in the ship width direction.
Here, in the main engine housing portion 13R, the length L1 in the bow-stern direction is greater than the length L2 in the bow-stern direction in the auxiliary equipment housing portion 14R. As a result, the main machine housing portion 13R has a larger plane area than the auxiliary machine housing portion 14R.

In such a configuration, the main engine housing portion 13F of the first engine room 10F and the main engine housing portion 13R of the second engine room 10R are partially overlapped with each other in the bow-stern direction when viewed from the ship width direction. There is.
The main engine housing section 13F of the first engine room 10F and the auxiliary machine housing section 14R of the second engine room 10R are adjacent to each other in the bow-stern direction. The main engine housing section 13R of the second engine room 10R and the auxiliary machine housing section 14R of the first engine room 10F are adjacent to each other in the bow-stern direction.

According to the ship 1 of the above-described embodiment, the engine room 10A is partitioned by the partition wall 30A into the first engine room 10F and the second engine room 10R. Further, a main engine 20 and an auxiliary machine 21 are housed in each of the first engine room 10F and the second engine room 10R. As a result, even when one of the first engine room 10F and the second engine room 10R is flooded, the other main engine 20 and auxiliary machine 21 of the first engine room 10F and the second engine room 10R can be used to The navigation function can be maintained.
Further, the main engine housing section 13F of the first engine room 10F and the auxiliary machine housing section 14R of the second engine room 10R are arranged on the side of the ship 3A, which is the first side in the ship width direction, on the side of the port side 3A. Further, the auxiliary machine housing portion 14F of the first engine room 10F and the main machine housing portion 13R of the second engine room 10R are arranged on the port side 3B side which is the second side in the ship width direction of the hull 2. As a result, even if the main machine 20 that requires a larger installation space than the auxiliary machine 21 is provided, the length of the entire engine room 10A in the bow-stern direction can be suppressed. As a result, the space S other than the engine room 10A, such as a passenger space or a cargo space, can be expanded. Further, when the length of the engine room 10A in the stern direction is reduced, the position of the rear transverse bulkhead 12 in the stern direction of the engine room 10A can be moved forward, and the degree of freedom of the stern shape of the hull 2 is increased. As a result, it becomes possible to improve the propulsion performance and the restoration performance of the ship 1. Further, when the length of the engine room 10A in the bow-stern direction is reduced, the screw shaft 23 can be shortened, and the amount of material used and the cost can be suppressed.
In this way, according to the above-described ship 1, it is possible to suppress the influence of water infiltration into the engine room 10A while suppressing the increase in the size of the engine room 10A.

Furthermore, the main machine accommodating parts 13F and 13R are longer in the bow-stern direction than the auxiliary machine accommodating parts 14F and 14R. Therefore, the accommodation space for the main engine 20 can be sufficiently secured.

Furthermore, when the first engine room 10F and the second engine room 10R overlap with each other when viewed in the ship width direction, the length of the engine room 10A in the bow-stern direction can be suppressed.

Furthermore, since the vertical partition wall 33A is provided in the center portion of the engine room 10A in the ship width direction, the first engine room 10F and the second engine room 10R can be arranged symmetrically (point symmetry), and the main engine 20 It is easy to arrange the auxiliary equipment 21.

(First Modification of First Embodiment)
FIG. 3 is a plan view showing the configuration of a first modified example of the hull in the first embodiment of the present invention.
In the above-described first embodiment, in order to improve the flood recovery performance, for example, as shown in FIG. 3, a connection pipe 50 that connects the first engine room 10F and the second engine room 10R that form the engine room 10A is provided. May be. An opening/closing valve 51 is provided in the connecting pipe 50. By opening the open/close valve 51, the first engine room 10F and the second engine room 10R communicate with each other, and by closing the open/close valve 51, the first engine room 10F and the second engine room 10R are separated from each other.

In such a configuration, when the first engine room 10F or the second engine room 10R is flooded, the opening/closing valve (not shown) of the connection pipe 50 is opened. Thereby, when one of the first engine room 10F and the second engine room 10R is flooded, the invading water can be sent to the other of the first engine room 10F and the second engine room 10R. That is, since the flooded water flows into both the first engine room 10F and the second engine room 10R, the stability of the ship 1 can be ensured.

(Second Modification of First Embodiment)
FIG. 4 is a plan view showing the configuration of the second modified example of the hull in the first embodiment of the present invention.
In the above-described first embodiment, in order to improve the flood recovery performance, for example, as shown in FIG. 4, the deck 7 and the ship bottom 4 are provided in the first engine room 10F and the second engine room 10R that form the engine room 10A. A communication pipe 52 may be provided which communicates with the bottom space 9 formed therebetween. The connection pipe 50 is provided with a valve 53, and by opening and closing the valve 53, communication and separation between the first engine room 10F and the second engine room 10R can be switched.

In such a configuration, when the first engine room 10F or the second engine room 10R is flooded, the opening/closing valve (not shown) of the connecting pipe 50 communicating with the bottom space 9 is opened. Thereby, the flooded water flows into the bottom space 9 from the first engine room 10F or the second engine room 10R, and the stability of the ship 1 can be enhanced and the stability can be secured.

(Second embodiment)
Next, a second embodiment of the ship according to the present invention will be described. The ship shown in the second embodiment is different from the ship in the first embodiment only in the configuration including the inundation prevention section. Therefore, in the description of the second embodiment, the same parts as those in the first embodiment will be designated by the same reference numerals, and duplicate description will be omitted. That is, the description of the overall configuration of the vessel that is common to the configuration described in the first embodiment will be omitted.

FIG. 5 is a plan view showing the configuration of the engine room of the hull in the second embodiment of the present invention.
As shown in FIG. 5, an engine room 10B is provided behind the hull 2 in the bow-stern direction of the ship 1 of this embodiment. In a plan view, the engine room 10B is partitioned by a front horizontal partition wall 11 and a rear horizontal partition wall 12 that are provided between the port sides 3A and 3B on both sides in the ship width direction at intervals in the bow-stern direction. There is.

Inside this engine room 10B, a plurality of sets, in this embodiment, two sets of main machine 20 and auxiliary machine 21 are arranged. Each main engine 20 includes an engine, an electric motor, etc., and rotationally drives a screw shaft 23 extending rearward in the bow-stern direction. The auxiliary machine 21 includes a shaft generator 21S and a main generator 21M.

The engine room 10B is divided into a first engine room 10F and a second engine room 10R by a partition wall 30B in the bow-stern direction. The partition wall 30B integrally includes a first horizontal partition wall 31B, a second horizontal partition wall 32B, and a vertical partition wall 33B.
The first horizontal partition wall 31B is formed so as to extend from the port side 3A side toward the inside in the ship width direction (port side 3B side). The second horizontal partition wall 32B is formed to extend from the port side 3B side toward the ship width direction inner side (port side 3A side).
The second horizontal partition wall 32B is formed apart from the first horizontal partition wall 31B in the bow-stern direction.

The vertical partition wall 33B is formed so as to extend along the bow-stern direction at the central portion in the ship width direction. The vertical partition wall 33B is formed so as to connect the inner end portion 31a of the first horizontal partition wall 31B in the ship width direction and the inner end portion 32a of the second horizontal partition wall 32B in the ship width direction. In the second embodiment, the length L of the vertical partition wall 33B in the bow-stern direction is set to, for example, 3 m or more, as in the first embodiment.
The partition wall 30B has a crank shape in plan view by the first horizontal partition wall 31B, the second horizontal partition wall 32B, and the vertical partition wall 33B.

In the engine room 10B, water infiltration prevention sections (first water infiltration prevention sections) 41A and 42A are provided so as to be adjacent to the port side 3A. Similarly, water infiltration prevention sections (second water infiltration prevention sections) 41B and 42B are provided so as to be adjacent to the port side 3B.

The inundation prevention sections 41A and 42A adjacent to the port side 3A are defined by an intermediate partition wall 43A, end partition walls 44A and 45A, and a side partition wall 46A.
The intermediate bulkhead 43A is provided between the port side 3A and the first horizontal bulkhead 31B so as to extend in the ship width direction continuously with the first horizontal bulkhead 31B. The end partition walls 44A and 45A are spaced apart from the intermediate partition wall 43A in the bow-stern direction, and are provided substantially parallel to the intermediate partition wall 43A, for example. The side partition wall 46A is provided to be spaced inward of the port side 3A in the ship width direction, and is provided parallel to the port side 3A so as to connect the end partition walls 44A and 45A.
The volumes of such water infiltration prevention sections 41A and 42A are smaller than the volumes of the first engine room 10F and the second engine room 10R.

The water infiltration prevention sections 41B and 42B adjacent to the port side 3B are defined by an intermediate partition 43B, end partition walls 44B and 45B, and a side partition wall 46B. The intermediate partition wall 43B is provided between the port side 3B and the second horizontal partition wall 32B so as to extend in the ship width direction continuously with the second horizontal partition wall 32B. The end partition walls 44B and 45B are spaced from each other in the bow-stern direction with respect to the intermediate partition wall 43B, and are provided substantially parallel to the intermediate partition wall 43B, for example. The side partition wall 46B is provided so as to be spaced inward of the port side 3B in the ship width direction, and is provided in parallel with the port side 3B so as to connect the end partition walls 44B and 45B.
The water immersion prevention sections 41B and 42B have a smaller volume than the first engine room 10F and the second engine room 10R.

The first engine room 10F partitioned by such a partition wall 30B has the main machine housing portion 13F and the auxiliary machine housing portion 14F, as in the first embodiment.
The main engine housing portion 13F is formed on the port side 3A side with respect to the virtual plane K including the vertical partition wall 33B (center C in the ship width direction). The main engine accommodating portion 13F accommodates the main engine 20 and the shaft generator 21S.
The auxiliary device accommodating portion 14F is formed on the port side 3B side with respect to the virtual plane K and accommodates the auxiliary device 21.
In the auxiliary equipment housing portion 14F of the second embodiment, as in the first embodiment, as the auxiliary equipment 21, two main generators 21M are arranged side by side in the ship width direction. The length L1 in the bow-stern direction of the main engine housing portion 13F is larger than the length L2 in the bow-stern direction of the auxiliary equipment housing portion 14F. As a result, the main machine housing portion 13F has a larger plane area than the auxiliary machine housing portion 14F.

The second engine room 10R partitioned by the partition wall 30B has a main engine housing portion 13R and an auxiliary machine housing portion 14R, as in the first embodiment.
The main engine accommodating portion 13R is formed on the port side 3B side with respect to the virtual plane K including the vertical partition wall 33B (center C in the ship width direction) and accommodates the main engine 20 and the shaft generator 21S.
The auxiliary device accommodating portion 14R is formed on the port side 3A side with respect to the virtual plane K and accommodates the auxiliary device 21.
Also in the accessory housing portion 14R of the second embodiment, as the accessory 21, two main generators 21M are arranged side by side in the ship width direction. The length L1 in the bow-stern direction of the main engine housing portion 13R is larger than the length L2 in the bow-stern direction of the auxiliary equipment housing portion 14R. As a result, the main machine housing portion 13R has a larger plane area than the auxiliary machine housing portion 14R.

In such a configuration, the main engine housing portion 13F of the first engine room 10F and the main engine housing portion 13R of the second engine room 10R are partially overlapped with each other in the bow-stern direction when viewed from the ship width direction. There is.
The main engine housing section 13F of the first engine room 10F and the auxiliary machine housing section 14R of the second engine room 10R are adjacent to each other in the bow-stern direction. The main engine housing section 13R of the second engine room 10R and the auxiliary machine housing section 14R of the first engine room 10F are adjacent to each other in the bow-stern direction.

According to the ship 1 of the above-described embodiment, when the port side 3A is damaged so as to straddle both sides of the first transverse bulkhead 31B in the bow-stern direction, water enters the inundation prevention sections 41A and 42A. Further, when the port side 3A is damaged with respect to the end partition wall 44A so as to straddle both sides in the fore-and-aft direction, water enters the first engine room 10F and the inundation prevention section 41A. Further, when the port side 3A is damaged with respect to the end partition wall 45A so as to straddle both sides in the fore-and-aft direction thereof, water enters the second engine room 10R and the inundation prevention section 42A.

Similarly, when the port side 3B is damaged with respect to the second transverse bulkhead 32B so as to straddle both sides in the fore-and-aft direction thereof, water enters the inundation prevention sections 41B and 42B. Further, when the port side 3B is damaged so as to straddle both ends of the end partition wall 44B in the bow-stern direction, water enters the first engine room 10F and the inundation prevention section 41B. Further, when the port side 3B is damaged with respect to the end partition wall 45B so as to straddle both sides in the fore-and-aft direction thereof, water enters the second engine room 10R and the inundation prevention section 42B.

Therefore, it is possible to prevent the first engine room 10F and the second engine room 10R from being flooded at the same time. Furthermore, since the inundation prevention sections 41A, 42A, 41B, 42B have a smaller volume than the first engine room 10F and the second engine room 10R, water enters both the first engine room 10F and the second engine room 10R. The amount of inundation can be suppressed as compared with the case of doing.

Further, in the marine vessel 1 of this embodiment, as in the first embodiment, the engine room 10B is partitioned into the first engine room 10F and the second engine room 10R by the partition wall 30B, so that the engine room 10B has a large size. It is possible to suppress the influence of water infiltration on the engine room 10B while suppressing the deterioration.

(First modification of the second embodiment)
In the second embodiment, the water immersion prevention sections 41A and 42A are provided on both sides of the intermediate partition 43A (in other words, the first horizontal partition 31B), and the water immersion prevention sections 41B and 42B are arranged in the intermediate partition 43B (in other words, the second horizontal partition). The structure is provided on both sides of the partition wall 32B). However, the configuration is not limited to this.

FIG. 6 is a plan view showing the configuration of a first modified example of the hull in the second embodiment of the present invention.
For example, as shown in FIG. 6, the inundation prevention sections 42A and 42B may be provided only on the stern side in the bow-stern direction with respect to the first horizontal partition wall 31B and the second horizontal partition wall 32B of the partition wall 30B.

Further, although not shown, the inundation prevention sections 41A, 41B may be provided only on the bow side in the bow-stern direction with respect to the first horizontal partition wall 31B and the second horizontal partition wall 32B of the partition wall 30B.

(Second Modification of Second Embodiment)
FIG. 7: is a top view which shows the structure of the 2nd modification of the hull in 2nd embodiment of this invention.
As shown in FIG. 7, the inundation prevention sections 49A and 49B may be provided so as to straddle both sides in the bow-stern direction with respect to the first horizontal partition wall 31B and the second horizontal partition wall 32B of the partition wall 30B. In other words, the intermediate partition walls 43A and 43B of the second embodiment may be omitted.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and design changes can be made without departing from the spirit of the present invention.
For example, the auxiliary machine 21 is provided with the main generator 21M and the shaft generator 21S, but the auxiliary machine 21 may be configured without the shaft generator 21S.

Further, the auxiliary machine 21 may be another device other than the main generator 21M and the shaft generator 21S. In that case, the main power generator 21M and the shaft power generator 21S may be arranged in a place other than the auxiliary equipment accommodating portions 14F and 14R.

This invention can be applied to a ship. According to this ship, it is possible to suppress the influence of water infiltration into the engine room while suppressing the increase in the size of the engine room.

1 Ship 2 Hull 3A Port side (First port side)
3B port side (second port side)
4 Ship Bottom 5 Freeboard Deck 7 Deck 9 Bottom Space 10A Engine Room 10B Engine Room 10F First Engine Room 10R Second Engine Room 11 Front Horizontal Bulkhead 12 Rear Horizontal Bulkhead 13F, 13R Main Machine Housing 14F, 14R Auxiliary Machine Housing Part 20 Main machine 21 Auxiliary machine 21M Main generator 21S Shaft generator 23 Screw shaft 24 Screws 30A, 30B Partition walls 31A, 31B First horizontal partition walls 31a, 32a Inner end portions 32A, 32B Second horizontal partition walls 33A, 33B Vertical partition wall 41A , 42A Flood Prevention Section (First Flood Prevention Section)
41B, 42B Inundation prevention section (second inundation prevention section)
43A, 43B Intermediate bulkheads 44A, 44B, 45A, 45B End bulkheads 46A, 46B Side bulkheads 49A, 49B Water leakage prevention section 50 Connection pipe 51 Open/close valve 52 Communication pipe 53 Valve C Center of ship width direction K Virtual plane

Claims (6)

A hull provided with a first port side and a second port side provided at intervals in the ship width direction,
An engine room provided in the hull and partitioned by a front horizontal partition and a rear horizontal partition provided at intervals in the bow-stern direction of the hull,
A partition wall for partitioning the engine room into a first engine room and a second engine room,
The partition wall, in the engine room, a first transverse bulkhead extending from the first port side to the second port side behind the center of the engine room in the fore and aft direction,
A second transverse bulkhead extending toward the first port side from the second port side in front of the center of the engine room in the bow-stern direction,
A vertical partition that extends along the bow-stern direction and connects the first horizontal partition and the second horizontal partition,
The first engine room and the second engine room,
A main engine accommodating portion that is formed on the first or second side in the ship width direction with a virtual line including the vertical bulkhead as a boundary in a plan view and that accommodates a main engine,
An auxiliary equipment accommodating portion that is formed on the second or first side in the ship width direction with the virtual line as a boundary and accommodates an auxiliary equipment ,
The main engine accommodating portion has a length in the bow-stern direction larger than that of the auxiliary machinery accommodating portion,
The vertical partition has a length in the bow-stern direction larger than that of the auxiliary equipment accommodating portion . The main engine housing part of the first engine room and the main engine housing part of the second engine room overlap at least in part in the bow-stern direction when viewed from the ship width direction. Ship described in. The marine vessel according to claim 1, wherein the vertical partition wall is provided in a central portion of the engine room in the ship width direction. A connecting pipe that connects the first engine room and the second engine room,
The on-off valve which opens and closes the said connection pipe, The ship of Claim 1. In the hull, further comprising a bottom space located below the engine room,
Each of the first engine room and the second engine room, a communication pipe that communicates with the bottom space,
The ship according to claim 1, further comprising a valve that opens and closes the communication pipe. In contact with the first port side and the first horizontal partition wall, a first inundation prevention section having a smaller volume than the first engine room and the second engine room,
In contact with the second port side and the second horizontal partition wall, a second inundation prevention section having a smaller volume than the first engine room and the second engine room,
The ship according to claim 1, further comprising:

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