JP7002474B2 - Bow shape - Google Patents

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JP7002474B2
JP7002474B2 JP2018558616A JP2018558616A JP7002474B2 JP 7002474 B2 JP7002474 B2 JP 7002474B2 JP 2018558616 A JP2018558616 A JP 2018558616A JP 2018558616 A JP2018558616 A JP 2018558616A JP 7002474 B2 JP7002474 B2 JP 7002474B2
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bow
bow shape
wave
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shape
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JPWO2018123031A1 (en
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秀夫 折原
直也 岡本
裕樹 齋藤
聖始 増田
憲璽 ▲高▼岸
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Japan Marine United Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B63B1/063—Bulbous bows
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Description

本発明は、船首形状に関する。 The present invention relates to a bow shape.

下記特許文献１には、オリジナル形状の船体形状をえぐり取ってステム形状を波浪の入射波に対して傾斜させた船首形状が開示されている。特許文献１の船首形状は、船体形状を波浪の入射波に対して傾斜させる、つまり船舶の進行方向に尖った形状を採用することによって、反射波を低減することにより波浪中における抵抗増加量の低減を図ることができる。このような船首形状の設計思想は、方形係数が比較的大きな所謂「肥大船」において採用されている。 The following Patent Document 1 discloses a bow shape in which the hull shape of the original shape is scooped out and the stem shape is inclined with respect to the incident wave of the wave. The bow shape of Patent Document 1 tilts the hull shape with respect to the incident wave of the wave, that is, adopts a shape sharpened in the traveling direction of the ship to reduce the reflected wave and thereby increase the resistance in the wave. It can be reduced. Such a bow-shaped design concept is adopted in so-called "hypertrophic ships" with a relatively large square coefficient.

日本国特開２００６－２２４８１１号公報Japanese Patent Application Laid-Open No. 2006-224811

ところで、船舶には、上述した反射波だけではなく、入射波によっても抵抗が発生する。しかしながら、特許文献１に係る船首形状は、船舶の進行方向に対して対向する方向へと進む波（向波）が船体により反射する反射波を低減させるものであり、入射波を考慮するものではない。船舶の抵抗をより低減するためには、入射波を考慮した船首形状とする必要がある。 By the way, resistance is generated in a ship not only by the above-mentioned reflected wave but also by an incident wave. However, the bow shape according to Patent Document 1 reduces the reflected wave reflected by the hull of a wave traveling in a direction opposite to the traveling direction of the ship (direction wave), and does not consider an incident wave. do not have. In order to further reduce the resistance of the ship, it is necessary to have a bow shape that takes into account the incident waves.

本発明は、上記の課題に鑑み、入射波及び反射波を低減させることにより波浪による船舶の抵抗を低減することを目的としている。 In view of the above problems, it is an object of the present invention to reduce the resistance of a ship due to waves by reducing incident waves and reflected waves.

本発明の態様に係る船首形状は、船舶の船首形状であって、船首端を除く左右両側の領域であると共に少なくとも満載喫水線よりも下方において、バルジ状に突出する突出部を有する。 The bow shape according to the aspect of the present invention is the bow shape of a ship, and has a bulge-like protrusion in the regions on both the left and right sides excluding the bow end and at least below the full waterline.

上記実施形態に係る船首形状において、上記突出部は、船首端からの長さＬＢ／Ｌ≧０．０５の範囲において形成され、最大突出位置から船首端までの長さＬＢ，ｍａｘがＬＢ，ｍａｘ／Ｌ≧０．０２５の範囲で定められ、最大突出量ＢＢ，ｍａｘが船体最大幅Ｂに対してＢＢ，ｍａｘ／Ｂ≧０．０３の範囲で定められ、満載喫水線から上記最大突出位置までの深さｄＢ，ｍａｘがｄＢ，ｍａｘ／ｄ≦０．３０の範囲で定められてもよい。In the bow shape according to the above embodiment, the protruding portion is formed in the range of the length LB / L ≧ 0.05 from the bow end, and the length LB , max from the maximum protruding position to the bow end is L. B, max / L ≧ 0.025, maximum protrusion amount BB, max is determined in the range of BB , max / B ≧ 0.03 with respect to the maximum width B of the hull, and the above from the full load waterline. The depths dB and max to the maximum protrusion position may be defined in the range of dB and max / d ≦ 0.30.

上記実施形態に係る船首形状において、上記船舶は、方形係数ＣＢが０．７５以上としてもよい。In the bow shape according to the embodiment, the ship may have a square coefficient CB of 0.75 or more.

上記実施形態に係る船首形状において、上記船舶は、全長Ｌと船体最大幅ＢとがＬ／Ｂ≦８．０の範囲としてもよい。 In the bow shape according to the embodiment, the ship may have a total length L and a hull maximum width B in the range of L / B ≦ 8.0.

上記実施形態に係る船首形状において、上記船舶は、１８０ｍ以上としてもよい。 In the bow shape according to the embodiment, the ship may be 180 m or more.

本発明の上記態様によれば、船首端を除く左右領域に形成された突出部が、入射波を形成する水粒子の回転運動を阻害することにより、入射波を減衰させる。突出部において入射波の一部が反射されることにより、突出部以外の部位における反射波と、突出部における反射波とが干渉し、突出部以外の部位における反射波を減衰させる。したがって、入射波及び反射波を低減させ、波浪による船舶の抵抗を低減することができる。 According to the above aspect of the present invention, the protrusions formed in the left and right regions other than the bow end inhibit the rotational movement of the water particles forming the incident wave, thereby attenuating the incident wave. When a part of the incident wave is reflected at the protruding portion, the reflected wave at the portion other than the protruding portion interferes with the reflected wave at the protruding portion, and the reflected wave at the portion other than the protruding portion is attenuated. Therefore, the incident wave and the reflected wave can be reduced, and the resistance of the ship due to the wave can be reduced.

本発明の一実施形態に係る船首形状のＹ－Ｚ断面図である。It is a YY cross-sectional view of the bow shape which concerns on one Embodiment of this invention. 本発明の一実施形態に係る船首形状のＸ－Ｙ断面図である。It is XY sectional view of the bow shape which concerns on one Embodiment of this invention. 本発明の一実施形態に係る船首形状における船首端から突出部の端部までの長さの変化による抵抗増加係数の変化に関するシミュレーション結果である。It is a simulation result about the change of the resistance increase coefficient by the change of the length from the bow end to the end of the protrusion in the bow shape which concerns on one Embodiment of this invention. 本発明の一実施形態における船首端から最大突出位置までの長さの変化による抵抗増加係数の変化に関するシミュレーション結果である。It is a simulation result about the change of the resistance increase coefficient by the change of the length from the bow end to the maximum protrusion position in one Embodiment of this invention. 本発明の一実施形態に係る船首形状における突出部の最大突出量の変化による抵抗増加係数の変化に関するシミュレーション結果である。It is a simulation result about the change of the resistance increase coefficient by the change of the maximum protrusion amount of the protrusion in the bow shape which concerns on one Embodiment of this invention. 本発明に係る船首形状における最大喫水線から最大突出位置までの深さの変化による抵抗増加係数の変化に関するシミュレーション結果である。It is a simulation result about the change of the resistance increase coefficient by the change of the depth from the maximum waterline to the maximum protrusion position in the bow shape which concerns on this invention. 本発明に係る船首形状における船体長さの変化による抵抗増加係数の変化に関するシミュレーション結果である。It is a simulation result about the change of the resistance increase coefficient by the change of the hull length in the bow shape which concerns on this invention. 本発明の一実施形態に係る船首形状の抵抗増加係数の変化を示すグラフである。It is a graph which shows the change of the resistance increase coefficient of the bow shape which concerns on one Embodiment of this invention. 本発明の一実施形態に係る船首形状の抵抗増加係数の変化を示すグラフである。It is a graph which shows the change of the resistance increase coefficient of the bow shape which concerns on one Embodiment of this invention. 本発明の一実施形態に係る船首形状の抵抗増加係数の変化を示すグラフである。It is a graph which shows the change of the resistance increase coefficient of the bow shape which concerns on one Embodiment of this invention. 本発明の一実施形態に係る船首形状の推進馬力について従来船首形状の推進馬力と比較するグラフである。It is a graph which compares the propulsion horsepower of the bow shape which concerns on one Embodiment of this invention with the propulsion horsepower of the conventional bow shape.

以下、図面を参照して、本発明に係る船体形状の一実施形態について説明する。以下の説明においては、船体の全長方向をＸ方向とし、船体の幅方向をＹ方向とし、船体の高さ方向をＺ方向として説明する。以下の図面において、各部材を認識可能な大きさとするために、各部材の縮尺を適宜変更している。図１は、本実施形態に係る船首形状１のＹ－Ｚ断面図である。図２は、本実施形態に係る船首形状１のＸ－Ｙ断面図である。 Hereinafter, an embodiment of the hull shape according to the present invention will be described with reference to the drawings. In the following description, the total length direction of the hull is the X direction, the width direction of the hull is the Y direction, and the height direction of the hull is the Z direction. In the following drawings, the scale of each member is appropriately changed in order to make each member recognizable. FIG. 1 is a cross-sectional view taken along the line YZ of the bow shape 1 according to the present embodiment. FIG. 2 is a cross-sectional view taken along the line XY of the bow shape 1 according to the present embodiment.

本実施形態に係る船首形状１が適用される船舶Ｓは、全長Ｌ≧１８０ｍ、方形係数（船体肥大度）ＣＢ≧０．７５により定義される、幅広の低速航行の船舶である。船舶Ｓにおいて従来適用されている従来船首形状Ｏは、図１及び図２に破線で示すように、船首端から船側にかけて一様かつ緩やかな曲面を有している。図１に示すように、従来船首形状Ｏの船首の外壁面は、船底に対して、略垂直となっている。The ship S to which the bow shape 1 according to the present embodiment is applied is a wide low - speed navigation ship defined by a total length L ≧ 180 m and a square coefficient (hull hypertrophy degree) CB ≧ 0.75. The conventional bow shape O conventionally applied to the ship S has a uniform and gentle curved surface from the bow end to the ship side, as shown by the broken lines in FIGS. 1 and 2. As shown in FIG. 1, the outer wall surface of the bow of the conventional bow shape O is substantially perpendicular to the bottom of the bow.

本実施形態に係る船首形状１は、図１に示すように、船首端において、従来船首形状Ｏと同様に船底に対して略垂直であり、かつ一様な壁面である。船首形状１には、図１及び図２に併せて示すように、満載喫水線に近い位置から船底にかけて、突出部１ａが形成されている。 As shown in FIG. 1, the bow shape 1 according to the present embodiment is a wall surface that is substantially perpendicular to the bottom of the bow and has a uniform wall surface at the bow end, similar to the conventional bow shape O. As shown in FIGS. 1 and 2, the bow shape 1 has a protrusion 1a formed from a position close to the full load waterline to the bottom of the ship.

突出部１ａは、船首端を除く船首の左右両側において、船首端方向と船側方向との間の方向に向けてバルジ状に突出しており、船首端と船側との間の位置Ｐにおいて、従来船首形状Ｏからの突出量が最大となる。突出部１ａは、図１の最大突出位置Ｐを通るＹ－Ｚ断面図に示すように、満載喫水線に近い位置においては船首壁面から急峻に突出しており、船底に向けて接続されている。最大突出位置Ｐは、船首端からの長さＬＢ，ｍａｘ、満載喫水線からの深さｄＢ，ｍａｘにより定義される。突出部１ａは、船首端の周囲から船体幅が最大となる位置まで形成されており、船首端及び船側の外壁面に対して、滑らかに接続されている。The protruding portion 1a protrudes in a bulge shape in the direction between the bow end direction and the bow side direction on both the left and right sides of the bow except the bow end, and at the position P between the bow end and the bow side, the conventional bow The amount of protrusion from the shape O is maximized. As shown in the cross-sectional view taken along the line YZ passing through the maximum projecting position P in FIG. 1, the projecting portion 1a projects steeply from the bow wall surface at a position close to the full load waterline and is connected toward the bottom of the ship. The maximum protrusion position P is defined by the length LB, max from the bow end and the depth dB , max from the full waterline. The protrusion 1a is formed from the periphery of the bow end to a position where the hull width is maximum, and is smoothly connected to the bow end and the outer wall surface on the ship side.

突出部１ａの形成における好適な条件を、図３～７に基づいて説明する。
図３は、船首端から突出部１ａの端部までの長さの変化による抵抗増加係数ＫＡＷの変化に関するシミュレーション結果である。図３は、横軸をＬＢ／Ｌ、縦軸をＫＡＷとするグラフである。抵抗増加係数ＫＡＷは、平水中における航行と比較したときに、規則波における波浪中における抵抗の増加度合いを示す無次元数である。図３のグラフに示すように、本実施形態に係る船首形状１では、ＬＢ／Ｌ≧０．０５において、従来船首形状Ｏと比較して、抵抗増加係数ＫＡＷが大きく減少していることがわかる。Suitable conditions for forming the protrusion 1a will be described with reference to FIGS. 3-7.
FIG. 3 shows the simulation results regarding the change in the resistance increase coefficient KAW due to the change in the length from the bow end to the end of the protrusion 1a. FIG. 3 is a graph in which the horizontal axis is LB / L and the vertical axis is KAW . The resistance increase coefficient KAW is a dimensionless number indicating the degree of increase in resistance during waves in a regular wave when compared with navigation in plain water. As shown in the graph of FIG. 3, in the bow shape 1 according to the present embodiment, the resistance increase coefficient KAW is significantly reduced at LB / L ≧ 0.05 as compared with the conventional bow shape O. I understand.

図４は、船首端から最大突出位置Ｐまでの長さの変化による抵抗増加係数ＫＡＷの変化に関するシミュレーション結果である。図４は、横軸をＬＢ，ｍａｘ／Ｌ、縦軸を抵抗増加係数ＫＡＷとするグラフである。図４のグラフに示すように、本実施形態に係る船首形状１では、ＬＢ，ｍａｘ／Ｌ≧０．０２５において、従来船首形状Ｏと比較して、抵抗増加係数ＫＡＷが大きく減少していることがわかる。FIG. 4 shows the simulation results regarding the change in the resistance increase coefficient KAW due to the change in the length from the bow end to the maximum protrusion position P. FIG. 4 is a graph in which the horizontal axis is LB, max / L and the vertical axis is the resistance increase coefficient KAW . As shown in the graph of FIG. 4, in the bow shape 1 according to the present embodiment, the resistance increase coefficient KAW is significantly reduced in LB , max / L ≧ 0.025 as compared with the conventional bow shape O. You can see that there is.

図５は、船首形状１における突出部１ａの最大突出量ＢＢ，ｍａｘの変化による抵抗増加係数ＫＡＷの変化に関するシミュレーション結果である。図５は、横軸を最大突出量ＢＢ，ｍａｘ／Ｂ、縦軸を抵抗増加係数ＫＡＷとするグラフである。Ｂは、船体最大幅を示している。図５のグラフに示すように、本実施形態に係る船首形状１では、ＢＢ，ｍａｘ／Ｂ≧０．０３において、従来船首形状Ｏと比較して、抵抗増加係数ＫＡＷが大きく低下することがわかる。FIG. 5 shows the simulation results regarding the change in the resistance increase coefficient KAW due to the change in the maximum protrusions BB and max of the protrusion 1a in the bow shape 1. FIG. 5 is a graph in which the horizontal axis is the maximum protrusion amount BB, max / B, and the vertical axis is the resistance increase coefficient KAW . B indicates the maximum width of the hull. As shown in the graph of FIG. 5, in the bow shape 1 according to the present embodiment, the resistance increase coefficient KAW is significantly reduced in BB , max / B ≧ 0.03 as compared with the conventional bow shape O. I understand.

図６は、船首形状１における最大喫水線から最大突出位置Ｐまでの深さの変化による抵抗増加係数ＫＡＷの変化に関するシミュレーション結果である。図６は、横軸をｄＢ，ｍａｘ／ｄ、縦軸を抵抗増加係数ＫＡＷとするグラフである。図６のグラフに示すように、本実施形態に係る船首形状１では、ｄＢ，ｍａｘ／ｄ≦０．３０において、従来船首形状Ｏと比較して、抵抗増加係数ＫＡＷが大きく減少していることがわかる。FIG. 6 is a simulation result regarding the change in the resistance increase coefficient KAW due to the change in the depth from the maximum waterline to the maximum protrusion position P in the bow shape 1. FIG. 6 is a graph in which the horizontal axis is dB , max / d and the vertical axis is the resistance increase coefficient KAW . As shown in the graph of FIG. 6, in the bow shape 1 according to the present embodiment, the resistance increase coefficient KAW is significantly reduced in dB , max / d ≦ 0.30 as compared with the conventional bow shape O. You can see that there is.

図７は、全長Ｌの変化による抵抗増加係数ＫＡＷの変化に関するシミュレーション結果である。図７は、横軸を全長Ｌ、縦軸を抵抗増加係数ＫＡＷとするグラフである。図７のグラフに示すように、本実施形態に係る船首形状１では、全長Ｌ≧１８０ｍにおいて、従来船首形状Ｏと比較して、抵抗増加係数ＫＡＷが大きく減少していることがわかる。FIG. 7 is a simulation result regarding the change of the resistance increase coefficient KAW due to the change of the total length L. FIG. 7 is a graph in which the horizontal axis is the total length L and the vertical axis is the resistance increase coefficient KAW . As shown in the graph of FIG. 7, in the bow shape 1 according to the present embodiment, it can be seen that the resistance increase coefficient KAW is significantly reduced in the total length L ≧ 180 m as compared with the conventional bow shape O.

以上より、船首形状１の突出部１ａは、ＬＢ／Ｌ≧０．０５、ＬＢ，ｍａｘ／Ｌ≧０．０２５、ＢＢ，ｍａｘ／Ｂ≧０．０３、ｄＢ，ｍａｘ／ｄ≦０．３０の範囲で形状設定されることにより、従来船首形状Ｏと比較して、船首における抵抗を効果的に減少させることができると考えられる。本実施形態に係る船首形状１を全長Ｌ≧１８０ｍの船舶Ｓに対して適用することにより、より効果的に船首における抵抗を減少させることができる。From the above, the protruding portion 1a of the bow shape 1 has LB / L ≧ 0.05, LB, max / L ≧ 0.025, BB , max / B ≧ 0.03 , dB , max / d ≦. By setting the shape in the range of 0.30, it is considered that the resistance at the bow can be effectively reduced as compared with the conventional bow shape O. By applying the bow shape 1 according to the present embodiment to the ship S having a total length L ≧ 180 m, the resistance at the bow can be reduced more effectively.

本実施形態に係る船首形状１の効果について、図８及び図９を参照して説明する。
図８Ａのグラフは、横軸にビューフォート風力階級、縦軸に不規則波中抵抗増加係数を取り、船舶Ｓの進行方向に対して遭遇する多方向不規則波の主波向きが向波方向の場合のグラフである。図８Ｂのグラフは、船舶Ｓの進行方向に対して遭遇する多方向不規則波の主波向きが横波方向の場合のグラフである。図８Ｃのグラフは、船舶Ｓの進行方向に対して遭遇する多方向不規則波の主波向きが斜向波方向の場合のグラフである。The effect of the bow shape 1 according to the present embodiment will be described with reference to FIGS. 8 and 9.
In the graph of FIG. 8A, the horizontal axis is the Beaufort wind class, the vertical axis is the irregular wave resistance increase coefficient, and the main wave direction of the multidirectional irregular wave encountered with respect to the traveling direction of the ship S is the heading direction. It is a graph in the case of. The graph of FIG. 8B is a graph when the main wave direction of the multidirectional irregular wave encountered with respect to the traveling direction of the ship S is the transverse wave direction. The graph of FIG. 8C is a graph in the case where the main wave direction of the multidirectional irregular wave encountered with respect to the traveling direction of the ship S is the oblique wave direction.

上記の多方向不規則波は、多数の波長及び方向特性を有する成分波を重ね合わせた波である。斜向波とは、遭遇する多方向不規則波の主たる進行方向が船舶Ｓの進行方向に対して斜めの方向であることを示す。図８において、実線が本実施形態に係る船首形状１を示し、破線が従来船首形状Ｏを示している。ビューフォート風力階級は、風によって生じる波の強さを示している。 The above-mentioned multidirectional irregular wave is a wave in which component waves having a large number of wavelengths and directional characteristics are superimposed. The oblique wave indicates that the main traveling direction of the multidirectional irregular wave encountered is an oblique direction with respect to the traveling direction of the ship S. In FIG. 8, the solid line shows the bow shape 1 according to the present embodiment, and the broken line shows the conventional bow shape O. The Beaufort scale indicates the strength of the waves generated by the wind.

図８Ａから図８Ｃのグラフに示すように、全ての風力階級に対して、従来船首形状Ｏの波浪中抵抗増加係数より本実施形態に係る船首形状１の波浪中抵抗増加係数が下回っている。したがって、本実施形態に係る船首形状１は、向波、横波及び斜向波について、波浪中抵抗増加係数を低減することができる。 As shown in the graphs of FIGS. 8A to 8C, the wave resistance increase coefficient of the bow shape 1 according to the present embodiment is lower than the wave resistance increase coefficient of the conventional bow shape O for all the wind classes. Therefore, the bow shape 1 according to the present embodiment can reduce the wave resistance increase coefficient for the head wave, the transverse wave, and the oblique wave.

図９は、本実施形態に係る船首形状１の推進馬力ＢＨＰについて、実海域での代表的な波浪条件での従来船首形状Ｏの推進馬力ＢＨＰと比較するシミュレーション結果である。図９は、横軸に推進速度、縦軸に推進馬力を取ったグラフであり、実線が本実施形態に係る船首形状１を示し、破線が従来船首形状Ｏを示している。図９のグラフに示すように、従来船首形状Ｏと比較して、本実施形態に係る船首形状１によれば、推進馬力を５％程度低減する効果が得られることがわかる。 FIG. 9 is a simulation result comparing the propulsion horsepower BHP of the bow shape 1 according to the present embodiment with the propulsion horsepower BHP of the conventional bow shape O under typical wave conditions in the actual sea area. FIG. 9 is a graph in which the horizontal axis represents the propulsion speed and the vertical axis represents the propulsion horsepower. The solid line indicates the bow shape 1 according to the present embodiment, and the broken line indicates the conventional bow shape O. As shown in the graph of FIG. 9, it can be seen that the effect of reducing the propulsion horsepower by about 5% can be obtained according to the bow shape 1 according to the present embodiment as compared with the conventional bow shape O.

本実施形態に係る船首形状１によれば、突出部１ａは、船首に向けて入射する入射波における一部の水粒子の回転運動を阻害し、分離させることにより、入射波のエネルギを減少させ、入射波を減衰することができる。船首の突出部１ａ以外の部位における反射波は、突出部１ａにおける反射波と干渉することにより減衰される。したがって、本実施形態に係る船首形状１は、船首に入射する波による抵抗を低減することができる。本実施形態に係る船首形状１では、満載喫水線より下方に突出部１ａが形成されている。このため、船舶Ｓが満載喫水未満の積載量で航行している場合においても、入射波は、突出部１ａに入射し、入射波及び反射波を低減させる波浪中抵抗低減効果を有している。 According to the bow shape 1 according to the present embodiment, the protruding portion 1a reduces the energy of the incident wave by inhibiting the rotational movement of some water particles in the incident wave incident toward the bow and separating them. , The incident wave can be attenuated. The reflected wave at the portion other than the protruding portion 1a of the bow is attenuated by interfering with the reflected wave at the protruding portion 1a. Therefore, the bow shape 1 according to the present embodiment can reduce the resistance due to the wave incident on the bow. In the bow shape 1 according to the present embodiment, the protrusion 1a is formed below the full waterline. Therefore, even when the ship S is navigating with a load capacity less than the full load draft, the incident wave is incident on the protrusion 1a and has a wave resistance reducing effect of reducing the incident wave and the reflected wave. ..

本実施形態に係る船首形状１によれば、突出部１ａは、ＬＢ／Ｌ≧０．０５、ＬＢ，ｍａｘ／Ｌ≧０．０２５、ＢＢ，ｍａｘ／Ｂ≧０．０３、ｄＢ，ｍａｘ／ｄ≦０．３０の範囲で形状設定されることにより、従来船首形状Ｏと比較して、より効果的に抵抗を低減することができる。According to the bow shape 1 according to the present embodiment, the projecting portion 1a has LB / L ≧ 0.05, LB, max / L ≧ 0.025, BB , max / B ≧ 0.03, dB. By setting the shape in the range of , max / d ≦ 0.30, the resistance can be reduced more effectively as compared with the conventional bow shape O.

本実施形態に係る船首形状１は、全長Ｌ≧１８０ｍの船舶Ｓに対して適用することにより、従来船首形状Ｏと比較して効果的に抵抗を低減することができる。 By applying the bow shape 1 according to the present embodiment to the ship S having a total length L ≧ 180 m, the resistance can be effectively reduced as compared with the conventional bow shape O.

本実施形態に係る船首形状１は、方形係数ＣＢ≧０．７５とＬ／Ｂ≦８．０との少なくともいずれかを満たす船舶Ｓに適用することにより、より効果的に抵抗を低減することができる。The bow shape 1 according to the present embodiment is applied to a ship S satisfying at least one of a square coefficient C B ≧ 0.75 and L / B ≦ 8.0 to more effectively reduce resistance. Can be done.

本発明は上記実施形態に限定されるものではなく、例えば以下のような変形例が考えられる。
上記実施形態の図１においては、最大突出位置Ｐが満載喫水線よりも下方に位置しているが、本発明はこれに限定されない。図６に示すように、最大突出位置Ｐは、ｄＢ，ｍａｘ／ｄ＝０においても抵抗低減効果を得ることができる。したがって、最大突出位置Ｐは、満載喫水線上となるように形状設定されるものとしてもよい。The present invention is not limited to the above embodiment, and for example, the following modifications can be considered.
In FIG. 1 of the above embodiment, the maximum protrusion position P is located below the full waterline, but the present invention is not limited to this. As shown in FIG. 6, the maximum protrusion position P can obtain the resistance reducing effect even at dB , max / d = 0. Therefore, the maximum protrusion position P may be shaped so as to be on the full waterline.

本発明は、船舶の船首形状に利用することができる。 The present invention can be used for the bow shape of a ship.

Ｓ……船舶
１……船首形状
１ａ……突出部S …… Ship 1 …… Bow shape 1a …… Protruding part

Claims (4)

船舶の船首形状であって、
船首端を除く左右両側の領域であると共に少なくとも満載喫水線よりも下方において、バルジ状に突出する突出部を有し、
前記突出部は、
船首端からの長さＬ Ｂ ／Ｌ≧０．０５の範囲において形成され、
最大突出位置から船首端までの長さＬ Ｂ，ｍａｘ がＬ Ｂ，ｍａｘ ／Ｌ≧０．０２５の範囲で定められ、
最大突出量Ｂ Ｂ，ｍａｘ が船体最大幅Ｂに対してＢ Ｂ，ｍａｘ ／Ｂ≧０．０３の範囲で定められ、
満載喫水線から前記最大突出位置までの深さｄ Ｂ，ｍａｘ がｄ Ｂ，ｍａｘ ／ｄ≦０．３０の範囲で定められることを特徴とする船首形状。 The shape of the bow of a ship
It has a bulge-like protrusion in the area on both the left and right sides excluding the bow end and at least below the full waterline.
The protrusion is
Formed in the range of length LB / L ≧ 0.05 from the bow end,
The length LB , max from the maximum protrusion position to the bow end is defined in the range of LB , max / L ≧ 0.025.
The maximum protrusion amount BB , max is determined in the range of BB , max / B ≧ 0.03 with respect to the maximum width B of the hull.
A bow shape characterized in that the depths dB and max from the full load waterline to the maximum protrusion position are defined in the range of dB and max / d ≦ 0.30 . 前記船舶は、方形係数Ｃ Ｂ が０．７５以上であることを特徴とする請求項１記載の船首形状。 The bow shape according to claim 1, wherein the ship has a square coefficient CB of 0.75 or more. 前記船舶は、全長Ｌと船体最大幅ＢとがＬ／Ｂ≦８．０の範囲であることを特徴とする請求項１または２記載の船首形状。 The bow shape according to claim 1 or 2, wherein the total length L and the maximum hull width B are in the range of L / B ≦ 8.0. 前記船舶は、全長Ｌが１８０ｍ以上であることを特徴とする請求項１～３のいずれか一項に記載の船首形状。 The bow shape according to any one of claims 1 to 3, wherein the ship has a total length L of 180 m or more.
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