JPH01212691A - Structure of ship - Google Patents
Structure of shipInfo
- Publication number
- JPH01212691A JPH01212691A JP3681088A JP3681088A JPH01212691A JP H01212691 A JPH01212691 A JP H01212691A JP 3681088 A JP3681088 A JP 3681088A JP 3681088 A JP3681088 A JP 3681088A JP H01212691 A JPH01212691 A JP H01212691A
- Authority
- JP
- Japan
- Prior art keywords
- ship
- water tank
- water
- air
- sailing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims abstract description 77
- 230000007935 neutral effect Effects 0.000 claims abstract description 10
- 238000006243 chemical reaction Methods 0.000 abstract description 2
- 238000000034 method Methods 0.000 abstract 1
- 238000005096 rolling process Methods 0.000 abstract 1
- 230000000694 effects Effects 0.000 description 7
- 230000007423 decrease Effects 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
- 239000002023 wood Substances 0.000 description 1
Landscapes
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
Abstract
Description
【発明の詳細な説明】 （産業上の利用分野） 本発明は船の構造に関するものである。[Detailed description of the invention] (Industrial application field) The present invention relates to the structure of ships.
、（従来技術）
船に要求される性能にはその用途により色々存在する訳
であるが、あらゆる船にとって低馬力で速く走行でき、
しかも安定性の高いことは欠くことのできない性能であ
る。船の主要寸法は長さり１幅Ｂ、深さＤから成り、こ
れら長さ、幅、深さの相乗積（ＬＸＢＸＤ）は船体の体
積を表示するもので、船の総トン数に対してほぼ定まっ
た比率となっている。, (Prior Art) There are various performance requirements for ships depending on their purpose, but for all ships, it is possible to run quickly with low horsepower,
Moreover, high stability is an indispensable performance. The main dimensions of a ship are length, width B, and depth D. The multiplicative product of length, width, and depth (LXBXD) indicates the volume of the ship, and is approximately determined based on the ship's gross tonnage. It is a ratio.
ところで、上記「長さ」は船の大きさを表わす最も基本
的な数字で、該船の性能に大きく影響し、同一排水量で
はＬを大きくすれば小さな馬力で速く走行することがで
きる。すなわち、Ｌを大きくすることは同一排水量であ
るため幅が小さくなって、造波抵抗が減少、するためで
ある、しかし１幅が小さくなることは横メタセンターの
位置が低くなり、復元力は悪くなると同時に、漁船等、
船上にて作業をしなければならない場合、横幅の狭い船
は非常に不便を感じる。又漁船では停止して作業する場
合が多く、船幅を大きくする方が便利であるが、大きく
すれば浮力が大きく水面上に浮き上がり、小さな波にも
影響されて安定せず、船は常時揺れてしまうといった事
態が起き問題となっている。By the way, the above-mentioned "length" is the most basic number that represents the size of a ship, and it has a great effect on the performance of the ship, and for the same displacement, increasing L allows the ship to travel faster with less horsepower. In other words, increasing L will reduce the width for the same displacement and reduce wave-making resistance. However, if the width becomes smaller, the position of the lateral metacenter will be lower, and the restoring force will decrease. As the situation worsens, fishing boats, etc.
When you have to work on a ship, a narrow ship is very inconvenient. Fishing boats often have to stop for work, so it is more convenient to make the boat wider, but increasing the width increases the buoyancy and causes it to float above the water, making it unstable due to the effects of small waves and causing the boat to constantly sway. This has become a problem.
第４図、第５図は従来から多用されている小型船の概略
であるが、船幅を大きくとって、しかも安定させるため
船底中立軸部には、下方に大きく突出したキールが形成
されている。該キールは上記のごとく船の安定を図る他
に、陸に引き上げる際には、該キールが支持体となるこ
とができて便利であるが、走行する場合には大きな造波
抵抗を生じ、大きな馬力が必要となってくる。Figures 4 and 5 are schematic diagrams of small ships that have been widely used in the past.In order to increase the width of the ship and further stabilize it, a keel that protrudes significantly downward is formed on the neutral axis of the bottom of the ship. There is. In addition to stabilizing the ship as described above, the keel is convenient because it can serve as a support when the ship is pulled ashore, but when the ship is moving, it creates a large wave resistance and causes a large amount of damage. Horsepower is required.
（本発明の目的）
このように漁船等、比較的小さい船は勿論のこと、船上
にて作業をしなければならない船舶の場合、従来の形式
の船では上記のごとき問題が残されている０本発明はこ
れら問題点の解決を目的としたもので、低馬力でより速
く走行でき、しかも船幅は広くて揺れは少なく、安定性
にも優れた船を提供する。(Objective of the present invention) In the case of not only relatively small vessels such as fishing boats, but also vessels that require work on board, the above-mentioned problems remain with conventional types of vessels. The present invention aims to solve these problems, and provides a boat that can run faster with low horsepower, has a wide boat width, has little swaying, and has excellent stability.
（本発明の構成）
本発明に係る船は上記問題点の解決を図るため１次の特
徴をもって構成されている。すなわち、船を低馬力にて
より速く走行させるためには、船幅を縮少する他に、船
体を浮かすことにより造波抵抗を小さくすることで達成
可能である。(Configuration of the present invention) A ship according to the present invention is configured with the following primary characteristics in order to solve the above-mentioned problems. That is, in order to make a ship run faster with low horsepower, it is possible to achieve this by not only reducing the width of the ship but also lowering the wave-making resistance by raising the ship's hull.
したがって、船幅は十分に広くとっており、船が走行す
る場合、船体は水面上に浮き上がるように、船底横断面
は三角形を成している。しかし、幅広で三角形の船底を
形成することは、走行の際、該船体を浮き上げることは
できるが、逆に停止すれば大きく揺れを招く結果となる
ため、停止時には船体の底に水を侵入させて安定させる
構造となっている。したがって、該船底には水が侵入す
べき水タンクが設けられていて、船が停止すれば自然に
該水タンクに水が侵入し得る侵入口が。Therefore, the width of the ship is sufficiently wide, and the cross section of the bottom of the ship is triangular so that the hull floats on the water surface when the ship is running. However, the wide, triangular bottom of the ship allows the ship to float while moving, but conversely, when it comes to a stop, it causes a large amount of shaking, so when the ship stops, water enters the bottom of the ship. It has a structure that allows it to move and stabilize. Therefore, a water tank is provided at the bottom of the ship, and when the ship stops, there is an inlet that allows water to naturally enter the water tank.
水タンク後端に形成されている。そして、走行中は該水
を侵入口から排出しなければならず、船底に侵入した水
は走行によって発生する空圧（風圧）で排出されるよう
に、空気の取入口としての空気口が船の先頭に形成され
、該空気口から連続して空気孔を通し、船底に設けられ
た上記水タンクに連がっている。It is formed at the rear end of the water tank. While the ship is running, the water must be discharged from the inlet, and the air inlet, which serves as the air intake, is designed so that the water that has entered the bottom of the ship is discharged by the air pressure (wind pressure) generated by the ship. The air port is formed at the top of the ship, and is connected to the water tank provided at the bottom of the ship through an air hole.
すなわち１本発明の要旨は走行する場合には。That is, one gist of the present invention is when driving.
船底の水タンクから水を排出して走行し、停止した場合
には、自然に該水タンクに水が侵入して船体が一定深さ
まで沈むことができるように構成していて、船底の横断
面形状は２次的要素であり、従来のような形状であって
も本発明の効果を得ることはできる。したがって、水タ
ンク内の水を排出する手段としては、走行時の風圧を利
用するのみならず、エアーコンプレッサーを用いた強制
排出を行なうこともあり得る。The structure is such that when water is drained from the water tank at the bottom of the ship and the ship is stopped, water naturally enters the water tank and the ship sinks to a certain depth. The shape is a secondary element, and the effects of the present invention can be obtained even with a conventional shape. Therefore, as a means of discharging the water in the water tank, it is possible not only to utilize the wind pressure during driving, but also to perform forced discharge using an air compressor.
以下、本発明に係る船の構造に関する実施例を図面に基
づいて詳細に説明する。Embodiments of the structure of a ship according to the present invention will be described in detail below with reference to the drawings.
（実施例）
第１図、第２図は本発明に係る船の構造を表わしたもの
で、同図に示すごとく該船は比較的小型の場合であって
、内部にエンジン（図示なし）を搭載し、該エンジンか
らスクリューシャフトｌが後方へ伸び、該スクリューシ
ャフトｌの端にはスクリュー２が取着されている。そし
て該スクリュー２の後方には舵３が装着されていて、こ
れらの構造に関しては従来の船と何ら特異性を持つもの
ではない、又該船の船底４は中立軸（Ｍ−Ｍ）を基準に
左右対称に傾斜し、略三角形を成しており、該船底４の
中央には水タンク５を有している。該水タンク５は全長
にわたって形成されていて、船頭には空気口６が設けら
れ、該空気１−１６は船が走行する際に空気が侵入し易
い位置に設けられ、該空気口６から空気孔７を通し、上
記水タンク５に連通している。一方、該水タンク５の後
端には水の侵入口８が形成されていて、該侵入口８から
木が出入し、該水タンク５を満たすことになる。すなわ
ち、該船が走行すれば、中立軸（Ｍ −Ｍ）を中心に大
きく左右に傾斜した船底４に水が当たり、船は必然的に
造波抵抗の反力として浮き上がり、それと同時に空気口
６からは空気が侵入して、水タンク５内の水を侵入口８
から排出してしまう、該水タンク５が空になればなお一
層船体は軽くなって浮き上がり、水の抵抗を少なくして
走行する。しかし、−旦速度を緩めれば該空気口６から
入る空気圧は低下するため、水タンク５の後端部に設け
られた侵入口８から水が再び入り込み、完全に船が停止
してしまえば、該水タンク５は水で満たされる。ここで
、該水タンク５は船の中立軸であって、船底に配置され
るべきであるが、その大きさ、形状は任意である。(Example) Figures 1 and 2 show the structure of a ship according to the present invention. As shown in the figures, the ship is relatively small and has an internal engine (not shown). A screw shaft 1 extends rearward from the engine, and a screw 2 is attached to the end of the screw shaft 1. A rudder 3 is attached to the rear of the screw 2, and the structure thereof is not unique to conventional ships, and the bottom 4 of the ship is based on the neutral axis (M-M). The ship is symmetrically inclined to form a substantially triangular shape, and has a water tank 5 in the center of the bottom 4. The water tank 5 is formed over the entire length, and an air port 6 is provided at the bow of the boat, and the air port 1-16 is provided at a position where air can easily enter when the boat is running. It communicates with the water tank 5 through the hole 7. On the other hand, a water inlet 8 is formed at the rear end of the water tank 5, and wood enters and exits through the inlet 8 to fill the water tank 5. That is, as the ship travels, water hits the bottom 4, which is tilted left and right around the neutral axis (M-M), and the ship inevitably rises as a reaction force from wave-making resistance, and at the same time, the air ports 6 Air enters the water tank 5 through the inlet port 8.
When the water tank 5 is empty, the hull becomes even lighter and floats, and travels with less water resistance. However, once the speed is slowed down, the air pressure entering from the air port 6 will drop, so water will enter again from the entry port 8 provided at the rear end of the water tank 5, and if the ship comes to a complete stop, , the water tank 5 is filled with water. Here, the water tank 5 is the neutral axis of the ship and should be placed at the bottom of the ship, but its size and shape are arbitrary.
第３図は本発明の他の実施例であって、従来型式の断面
をもった船に水タンク５を形成したもので、該水タンク
５は中立軸（Ｍ−Ｍ）の船底４に設けられたキール９を
利用して形成されている。FIG. 3 shows another embodiment of the present invention, in which a water tank 5 is formed on a ship with a conventional cross section, and the water tank 5 is installed on the bottom 4 of the ship on the neutral axis (M-M). It is formed using a keel 9 that has been made.
勿論、該キール９を設けることは造波抵抗を増大し、高
速走行するにはマイナス効果となる訳であるが、水タン
ク５への水の出入れによって船体の浮力は増減し、船の
安定性を図る上では大きな効果がある。Of course, providing the keel 9 increases wave-making resistance and has a negative effect on high-speed running, but the buoyancy of the hull increases or decreases as water enters and exits the water tank 5, which improves the stability of the ship. It has a great effect on improving sexuality.
以上述べたように１本発明に係る船の構造は船底に水タ
ンクを配置し、該水タンクの先端には空気口を設けた空
気孔と連通させ、若しくはエヤーコンプレッサーからの
エヤーを導くための管を連結させ、後端部には水の侵入
口を形成したもので１次のような効果を得ることができ
る。As described above, the structure of the ship according to the present invention is such that a water tank is arranged on the bottom of the ship, and the tip of the water tank is connected to an air hole provided with an air port, or a water tank is connected to an air hole for guiding air from an air compressor. By connecting the pipes and forming a water inlet at the rear end, the following effects can be obtained.
（効果）
（１）このように、本発明に係る船は船底に水タンクを
配置していて、船が走行すれば該水タンクの水は空気口
から侵入する空気によって排出されて船は軽くなり、低
馬力でより速く走行することができる。特に船底を傾斜
させて三角形状にすれば、水をかきわけて船体は水面を
浮くように走行し得る。しかも該水タンクからの水の排
出は特別な動力を用いるもの↑なく２船が走行する際の
風圧を利用するものであって、構造的には至って簡単で
あると共に、走行速度に応じた浮力が得られる。又、多
少大型船の場合には、エヤーコンプレッサーを利用して
水タンク内の水を排出でき、より低馬力で走行できる省
エネタイプの船舶となり得る。(Effects) (1) As described above, the ship according to the present invention has a water tank located at the bottom of the ship, and when the ship runs, the water in the water tank is discharged by the air entering from the air port, making the ship lighter. This allows you to run faster with less horsepower. In particular, if the bottom of the boat is tilted and shaped into a triangular shape, the boat can move through the water and float on the surface of the water. Moreover, the water is discharged from the water tank by using the wind pressure when the two ships are moving, rather than using special power.The structure is extremely simple, and the buoyancy is proportional to the speed of the boat. is obtained. Additionally, in the case of a rather large ship, an air compressor can be used to discharge the water in the water tank, making it possible to create an energy-saving type of ship that can run with lower horsepower.
（２）又逆に船が停止すれ゛ば、侵入口から自然に水が
水タンクに侵入して船体は沈み、船は揺れが少なく安定
する。したがって、船幅も従来型式のものに比べ大きく
することができ、大きくしても水を入れることで安定す
るため、船上での作業は至って好都合である。(2) On the other hand, if the ship stops, water will naturally enter the water tank from the entrance and the ship will sink, making the ship stable with less shaking. Therefore, the width of the ship can be increased compared to conventional types, and even if the width is increased, it is stabilized by filling with water, making it very convenient to work on board.
（３）更に、水タンク内の水は船の走行によって必ず排
出されるものではなく、空気口に栓をすれば空気圧が作
用しないため、水は該水タンクから排出されない、すな
わち、速度を上げることはできないが、安定して走行で
きるものであって、海が□しけた場合には非常に安全で
ある・(3) Furthermore, the water in the water tank is not necessarily discharged when the ship runs, and if the air port is plugged, air pressure will not act, so water will not be discharged from the water tank, that is, increase the speed. Although it is not possible to do so, it is able to run stably and is extremely safe when the sea is rough.
第１図は本発明に係る船の構造を表わした具体例であり
、第２図は該船の断面拡大図、第３図は他の実施例で水
タンクの形態を示し、第４図は従来の船の構造で、第５
図はその断面拡大図をそれぞれ示している。
ｌ・・・・・スクリューシャフトFIG. 1 is a specific example showing the structure of a ship according to the present invention, FIG. 2 is an enlarged cross-sectional view of the ship, FIG. 3 is another example showing the form of a water tank, and FIG. In the conventional ship structure, the fifth
The figures each show an enlarged cross-sectional view. l...Screw shaft
Claims (3)
、該水タンクの先端は船の走行によって風圧を受ける箇
所に設けた空気口を有す空気孔と連通し、後端部には該
水タンクに水が侵入することのできる侵入口を形成した
ことを特徴とする船の構造。(1) A water tank is provided along the entire length of the neutral axis of the bottom of the ship, and the tip of the water tank communicates with an air hole provided at a location that receives wind pressure as the ship runs, and the rear end of the water tank communicates with A structure of a ship characterized by forming an inlet through which water can enter a water tank.
せ、該中立軸部に上記水タンクを設けた特許請求の範囲
第１項記載の船の構造。(2) The structure of a ship according to claim 1, wherein the bottom of the ship is tilted symmetrically about a neutral axis, and the water tank is provided at the neutral axis.
内に水を侵入させるための侵入口を水タンクに設け、一
方、侵入した水を該侵入口から排出するエアーを導入す
るためにコンプレッサーからのエアー管を一端に連結し
たことを特徴とする船の構造。(3) A water tank is formed in the neutral shaft part of the bottom of the ship, and an inlet is provided in the water tank to allow water to enter the water tank, while air is introduced to discharge the entered water from the inlet. A ship structure characterized by having an air pipe from a compressor connected to one end.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3681088A JPH01212691A (en) | 1988-02-19 | 1988-02-19 | Structure of ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3681088A JPH01212691A (en) | 1988-02-19 | 1988-02-19 | Structure of ship |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH01212691A true JPH01212691A (en) | 1989-08-25 |
Family
ID=12480130
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3681088A Pending JPH01212691A (en) | 1988-02-19 | 1988-02-19 | Structure of ship |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH01212691A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08169395A (en) * | 1994-12-16 | 1996-07-02 | K B Shokuhin Kk | Liquid ballast device and fuel tank devise |
| US7856937B2 (en) | 2008-03-26 | 2010-12-28 | Bombardier Recreational Products Inc. | Personal watercraft ballast |
| CN107000823A (en) * | 2014-11-19 | 2017-08-01 | 井爪雅幸 | Glding type ship and its manufacture method |
| CN107618633A (en) * | 2017-09-12 | 2018-01-23 | 浙江海洋大学 | A kind of ship type of wind and wave resistance |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5645838A (en) * | 1979-09-19 | 1981-04-25 | Furukawa Electric Co Ltd:The | Production of infrared light transmitting body |
| JPS5651696B2 (en) * | 1977-01-19 | 1981-12-07 | ||
| JPS59176186A (en) * | 1983-03-22 | 1984-10-05 | Achilles Corp | Gliding boat |
-
1988
- 1988-02-19 JP JP3681088A patent/JPH01212691A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5651696B2 (en) * | 1977-01-19 | 1981-12-07 | ||
| JPS5645838A (en) * | 1979-09-19 | 1981-04-25 | Furukawa Electric Co Ltd:The | Production of infrared light transmitting body |
| JPS59176186A (en) * | 1983-03-22 | 1984-10-05 | Achilles Corp | Gliding boat |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH08169395A (en) * | 1994-12-16 | 1996-07-02 | K B Shokuhin Kk | Liquid ballast device and fuel tank devise |
| US7856937B2 (en) | 2008-03-26 | 2010-12-28 | Bombardier Recreational Products Inc. | Personal watercraft ballast |
| CN107000823A (en) * | 2014-11-19 | 2017-08-01 | 井爪雅幸 | Glding type ship and its manufacture method |
| EP3222509A4 (en) * | 2014-11-19 | 2018-06-27 | Masayuki Izume | Planing ship and method for manufacturing same |
| US10150542B2 (en) | 2014-11-19 | 2018-12-11 | Masayuki Izume | Planing boat and method for manufacturing the same |
| CN107618633A (en) * | 2017-09-12 | 2018-01-23 | 浙江海洋大学 | A kind of ship type of wind and wave resistance |
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