JPH11129977A - Accommodation space of ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the wind resistance and to improve the energy saving by forming the slant parts cut by a specific size on the corner parts respectively formed by a front face and a side face of the accommodation space which receives the wind pressure in the navigation of a ship. SOLUTION: The eddy is generated by the exfoliation of the wind flow on a side 9a forming a slant part 9 of a front face 4 in a lower layer part 1a, and a side 10a forming a slant part 10 of the front face 4 in an upper layer part 1b, but the flow is attracted by the interference of a side 9b forming the slant part 9 of a side face 5 in the lower layer part 1a and a side 10b forming the slant part 10 of a side face 7 in the upper layer part 1b, and the generated eddy is weakened, which reduces the wind resistance in comparison with that in a conventional accommodation space. Whereby the wind resistance generated during the navigation can be properly reduced by the comparatively simple works without changing the layout of an accommodation in the accommodation space, and the energy saving of a ship can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a residential area of a ship.

[0002]

2. Description of the Related Art In a cargo ship such as a tanker or a bulk carrier, a living space in which a steering room, a crew's room, and the like are arranged on an upper deck of a hull is provided. As shown in FIG. 4, the residential area 1 has a multi-layer structure having a front surface 4 in the ship width direction and a side surface 5 in the hull length direction substantially perpendicular to the front surface 4, which receives wind pressure resistance when the ship is navigating. A lower portion 1a having a predetermined width a and a predetermined height c;
The upper layer portion 1b is provided with a dodger 2 which extends left and right in the width direction of the hull and is used for watching over a shore.
3 is a chimney. Such a residential area 1 is usually arranged on the stern side of the hull.

[0003] The front 4 of the living quarter 1 installed on the stern side of the upper deck of the hull receives large wind pressure resistance during the navigation of the ship, so that navigation is hindered and energy is wasted.
An increase in fuel economy is inevitable. Accordingly, various studies have been made on measures for reducing the wind pressure resistance of the living quarters 1 during navigation and improving energy saving.

For example, Japanese Unexamined Patent Publication (Kokai) No. 58-164492 discloses a ship provided with a resistance reducing body having a shape which becomes smaller before and after the upper hull structure. And Japanese Utility Model Laid-Open No. 57-81993 discloses an upper structure of a ship (hereinafter referred to as Prior Art 2) in which the wind pressure resistance due to a head wind is as small as possible and the tailwind can be effectively used. Japanese Patent Publication No. Sho 62-112988 discloses a living quarter structure (hereinafter referred to as Prior Art 3) of a ship in which the wind pressure is reduced by locating the corner of the living quarter toward the forward side of the bow.
Japanese Patent Application Laid-Open No. 61-27789 discloses a device in which a flow guide plate is disposed at a corner of a structure on a deck, and the wind pressure resistance of a ship is reduced by the flow guide plate (hereinafter referred to as a prior art). 4
Is disclosed.

[0005]

However, in the case of a structure in which the shape of the living quarter is largely changed as in the prior arts 1 to 3, it becomes difficult to arrange the living room, and there is a possibility that wasteful space may be generated in the living quarter. There is. In addition, installing the flow guide plate at the corner of the structure on the deck as in the prior art 4 has a problem that the installation work requires a lot of trouble.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to solve the above-mentioned problems, and to reduce the wind resistance generated during navigation by a habitat installed on the upper deck of a cargo ship such as a tanker or a bulk carrier. It is an object of the present invention to provide a living area of a ship that can be appropriately reduced by relatively simple construction without changing the arrangement of rooms and the like in the ward and that can improve energy saving of the ship.

[0007]

Means for Solving the Problems The present inventors change the wind pressure resistance generated at the time of navigation by a residential area installed on a cargo ship such as a tanker or a bulk carrier, and change the arrangement of rooms and the like in the residential area. The intense research was conducted to develop a ship habitation area that can be appropriately reduced with relatively simple construction without the necessity. As a result, it was found that if the corners in front of the living quarters, which receive wind pressure resistance during navigation, were cut off at a fixed width and formed into a slope, this slope could reduce wind resistance during navigation. .

The invention described in claim 1 of the present application has been made based on the above-mentioned knowledge, and is provided on a deck of a hull, and receives a wind pressure resistance during navigation of the marine vessel, and has a frontal surface in a width direction of the hull. A living space composed of a structure having a side surface in the longitudinal direction of the hull substantially perpendicular to the front surface, each corner portion formed by the front surface and the side surface is cut off at a predetermined width.
The present invention is characterized in that a slope portion for reducing wind pressure resistance is formed.

According to a second aspect of the present invention, in the slope formed by cutting off at the corner formed by the front and side surfaces of the living quarter, each of the front and side surfaces is cut from the corner before cutting off. The cut-off width in the width direction is characterized in that it is within a range of 5 to 20% of the front width of the living quarter before the cut-off.

[0010]

Next, the present invention will be described with reference to the drawings. FIG. 1 is a schematic perspective view showing an embodiment of the present invention, and FIG. 2 is a horizontal sectional view of a lower layer portion of a living area. And a lower layer portion 1a having a predetermined width a and a predetermined height c having a front surface 4 in a ship width direction and side surfaces 5 in a hull length direction substantially perpendicular to the front surface 4. The upper layer 1 having a width b smaller than the lower layer 1a.
The upper layer portion 1b is provided with a dodger 2 which extends left and right in the width direction of the hull and is used for lookout and the like at the time of berthing, as in the related art.

In the present invention, the predetermined width a of the living quarter 1
And a predetermined height c at each of corners formed by the front surface 4 in the ship width direction receiving the wind pressure and the side surface 5 in the hull length direction substantially perpendicular to the front surface 4 in the lower layer portion 1a having the predetermined height c. The front surface 4 and the side surface 5 in the upper layer portion 1b of the living quarter 1 are also formed with the slope portion 9 cut off by the width of the dimension.
At each of the corners formed by the above, there is formed a slope 10 cut off with a width of a predetermined size.

As shown in the horizontal sectional view of FIG. 2, each of the cut-off widths of the front surface 4 and the side surface 5 that form the sloped portion 9 of the lower layer portion 1a in the width direction, that is, the cut in the lower layer portion 1a. The length a 'from the corner 6 before dropping to the side 9a forming the slope 9 of the front surface 4 of the lower layer portion 1a, and
The length a '' from the corner 6 before cutting off to the side 9b forming the slope 9 of the side surface 5 of the lower part 1a is 5 to 20% of the front width a of the lower part 1a before cutting off. Is appropriate.

Similarly, as shown in a horizontal sectional view in FIG.
Each cut-off width in the width direction of the front surface 4 and the side surface 7 forming the inclined portion 10 of the upper layer portion 1b, that is, from the corner 8 before cutting off to the upper layer portion 1 in the upper layer portion 1b.
b, the length b 'reaching the side 10a forming the inclined portion 10 of the front surface 4, and the corner portion 8 before cutting off from the upper portion 1
The length b '' of the side surface 7b of the side surface 7 reaching the side 10b forming the inclined portion 10 is 5 times the front width b before the upper layer portion 1b is cut off.
It is appropriate to set it to 20%.

In the case of the conventional living quarter shown in FIG. 4 in which the above-mentioned inclined portions 9 and 10 are not formed, the corner portions 6 and 8 constituting the front 4 of the living quarter in the forward direction of the ship during navigation. At this point, the flow of wind received from the front is separated, and a large vortex is generated, which results in resistance.

On the other hand, in the case of the present invention, the side 9a forming the inclined portion 9 of the front surface 4 in the lower layer portion 1a and the side 10a forming the inclined portion 10 of the front surface 4 in the upper layer portion 1b. However, the flow of the wind is separated and a vortex is generated, but it interferes with the side 9b forming the slope 9 of the side surface 5 in the lower part 1a and the side 10b forming the slope 10 of the side 7 in the upper part 1b. As a result, the flow is drawn and the generated vortex is weakened. As a result, the wind pressure resistance is reduced as compared with the conventional living quarters.

As described above, the cut-off widths of the lower layer portion 1a and the upper layer portion 1b in the direction of the front surface 4 and the side surface 5 are the same as the front width a of the lower layer portion 1a and the front width b of the upper layer portion 1b. It is appropriate to set each to 5 to 20%. Each of the above cut-off widths is lower part 1
If each of the front width a of a and the front width b of the upper layer portion 1b is less than 5%, the separated flow flows backward as it is, so that the wind pressure resistance cannot be reduced.

On the other hand, each of the cut-off widths corresponds to the lower layer portion 1.
a of the front width a and the front width b of the upper layer portion 1b
%, The separated flow hits the slope portions 9 and 10 to form the side 9b forming the slope portion 9 of the side surface 5 in the lower layer portion 1a and the slope portion 10 of the side surface 7 in the upper layer portion 1b. As a result of the occurrence of new separation from the side 10b to be formed, the wind pressure resistance cannot be reduced. A more preferable cut-off width is about 10% of each of the front width a of the lower layer portion 1a and the front width b of the upper layer portion 1b.

[0018]

FIG. 5A is a schematic perspective view, FIG. 6B is a schematic front view, and FIG. c) The actual size of the ship equipped with the living quarters of the present invention shown in a schematic side view in FIG.
A wind tunnel test was performed using a / 50 model. FIG.
(B) and (c) show the actual ship dimensions (m) of each part. Also,
6A, 6B and 6C, a / A =
0.14, b / B = 0.14, c / C = 0.086, d
/D=0.17.

FIG. 7 shows the results of the wind tunnel test. In FIG. 7, the horizontal axis indicates the wind direction (deg), and the vertical axis indicates the wind pressure resistance coefficient (C
x). In addition, the mark ● indicates Cx when the living quarter of the present invention shown in FIG. 6 is used, and the mark ○ indicates Cx when the conventional living quarter shown in FIG. 5 is used. The wind pressure resistance coefficient (C
x) is a numerical value obtained by the following equation.

Cx = Fx / (1/2 ρgV ² S) where Fx: resistance in the front-rear direction V: wind speed S: front projected area ρ: air density g: acceleration As is clear from FIG. °), the wind pressure resistance coefficient (Cx) is 1.118 in the case of using the conventional residential area, whereas it is 0.894 in the case of using the residential area of the present invention. It was reduced by 20% compared to the residential area.

Regarding the sea margin, which is used as an index for evaluating the operational profitability of a ship and is expected to increase the required horsepower due to wind resistance and wave resistance, in the case of a full-sized ship such as a tanker or a bulk carrier, it is in a fully loaded state. It is said that about one third of the sea margin is due to wind pressure resistance, and about one half of the sea margin in a ballast state is due to wind pressure resistance. According to the present invention, since the wind pressure resistance is reduced by about 20%, the sea margin of the ship can be reduced by about 3% in a full load state, and can be reduced by about 5% in a ballast state. .

[0022]

As described above, according to the present invention,
Relatively simple construction without the need to change the layout of rooms, etc. in the living quarters due to the wind resistance generated during navigation due to the living quarters installed on the upper deck of cargo ships such as tankers and bulk carriers Can be appropriately reduced, and the energy saving of the ship can be improved,
An industrially useful effect is provided.

[Brief description of the drawings]

FIG. 1 is a schematic side view showing one embodiment of a living quarter of the present invention.

FIG. 2 is a horizontal sectional view of a lower part of a living quarter according to the present invention.

FIG. 3 is a horizontal sectional view of an upper layer portion of a living quarter according to the present invention.

FIG. 4 is a schematic side view showing a conventional residential area.

FIG. 5 is a schematic perspective view of a model of a conventional living space used for a wind tunnel test.

FIG. 6 is a schematic perspective view, a schematic front view, and a schematic side view of a model of the living quarter of the present invention used in a wind tunnel test.

FIG. 7 is a diagram showing the results of a wind tunnel test.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Living area 1a Lower area of living area 1b Upper layer of living area 2 Dodger 3 Chimney 4 Front of living area 5 Lower side of living area 6 Corner 7 Upper side of living area 8 Corner 9 Slope 10 Slope

Claims (2)

[Claims] 1. A structure provided on a deck of a hull and having a front surface in a width direction that receives wind pressure resistance during navigation of the ship, and a side surface in a hull length direction substantially perpendicular to the front surface. In each of the corners between the front and side of the residential area,
A living quarter for a ship, wherein a sloped portion for reducing wind pressure resistance, which is cut off at a predetermined width, is formed. 2. A cut-off from a corner before cut-off in a width direction of the front and the side in a slope formed by cutting off at a corner formed by a front and a side of the living quarter. The width is 5-20% of the front width of the living quarters before cutting off
The residential area according to claim 1, which is within the range of: