JPS59167397A - Ship - Google Patents

Abstract

PURPOSE:To obtain proper draft at the time of both full loading and light loading and enable a stable navigation by forming a trapezoidal hull water tight while placing ballast tanks in each corners, constructing said hull freely invertible upside down. CONSTITUTION:A trapezoidal hull 1 is formed water tight through top and bottom shell platings 2, 5 and side shell platings 3, 4, and ballast tanks 7 to 7''' are placed at respective corners. The hull 1 is freely invertible upside down by means of the adjustment of the ballast water in each ballast tank. At the time of full loading, navigation is made in the state of small draft A with the short side shell plating 2 being positioned upward. At the time of light loading, the position of draft is made proper with the long side shell plating 5 being positioned upward, enabling a stable navigation.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to the structure of a ship, and more particularly to a new ship structure capable of stably navigating in an attitude overturned at a predetermined angle.

Usually, in a ship, the vertical direction is uniquely determined. That is, the bottom of the ship is always at the bottom, the deck is always at the top, and these are never reversed. While the ship is sailing, it may sway and tilt to the left or right, but this is only a temporary conflict, and the ship originally has the property of restoring itself in a uniquely determined vertical direction.

By the way, in general, when a ship is carrying a light load, the water level becomes too small, so ballast is used to keep the propulsion device and the like at an appropriate depth. With a lead load that is wide to the bottom of the ship, the amount of ballast for this is extremely large, which is not favorable from the viewpoint of energy conservation, as it requires a large output even when unloaded. The situation is the same even for ships that do not have self-navigation means such as purges, because if the water level is small, it is easy to be washed away and stable navigation becomes difficult, so it is necessary to maintain an appropriate level of water level with ballast. In order to improve these drawbacks, a V-shaped hull with a narrow bottom has been proposed.

According to this, it is possible to secure a certain amount of stagnation even when the load is light,
Furthermore, the thruster can be maintained at an appropriate depth with a small amount of ballast. However, this dock has the disadvantage that when fully loaded the ship has a relatively large amount of water, and therefore cannot navigate in shallow waters with water restrictions.

SUMMARY OF THE INVENTION In view of the above-mentioned current situation, it is an object of the present invention to provide an improved ship that has an appropriate amount of water when lightly loaded and does not have an excessive amount of water when fully loaded.

That is, the ship of the present invention is characterized in that it has a ballast that allows the ship to roll over at a predetermined angle, and that the ship has watertightness and stability even in the rollover position.

Hereinafter, specific examples of the ship of the present invention will be described in detail based on the drawings.

FIG. 1 is a schematic lateral cross-sectional view of the ship of the present invention, and FIG.
Figures (a), (b), (e) and (d) are schematic cross-sectional views showing the overturned state. As shown in FIG. 1, in the ship of the present invention, a hull 1 includes a bottom 2 and a side 3.
．． 4 as well as the upper outer panel 5, which corresponds to the deck of a normal ship, also has a watertight structure and has an external shape similar to that of a submersible. Upper shell plating 5 and ship sides 3, 4 (J2,
In some cases, hatches 6, 6, 6', etc. may be provided on the bottom of the ship (2) for loading and unloading cargo, and these hatches can be sealed watertight if necessary. Ballast tanks 7, 7', 71 are inside the hull 1.
There are also ballast tanks in the upper part.Tanks 7 and 7' are filled with ballast water, and tanks 7 and 7 are empty.

The water line when lightly loaded is at position A, and the water line when fully loaded is at position B.

Figure 2 (,) → (b) → (c)
→By adjusting the ballast as shown in (d), the ship can
80 was forced to roll over. By appropriately considering the size and arrangement of each ballast tank, sufficient stability can be maintained in both the postures of FIG. 1 and FIG. 2(d) by adjusting the ballast. In the posture shown in Figure 2(d),
When the vehicle is lightly loaded, the water line is at position A, and when fully loaded, the water line is at position B.

Therefore, in the ship of the present invention, by adopting the attitude shown in FIG. 1 when the vessel is lightly loaded, it is possible to maintain a not excessively small amount of water, and to effectively adjust the water with less ballast. Furthermore, by adopting the attitude shown in FIG. 2(d) when fully loaded, it is possible to maintain a smaller hiccup than in the attitude shown in FIG. 1, which is not excessively large.

As a result, it is possible to navigate with small resistance and small output when the vessel is lightly loaded, and it is also possible to clear the water restriction that cannot be cleared with the attitude shown in FIG. 1 even when the vessel is fully loaded.

The ship of the present invention is also effective for ships that cannot self-navigate; in this case, the ship may be towed by another ship. Furthermore,
The vessel according to the invention can also have propulsion means. Such a propulsion means can be provided in the stern part of the ship which can be separated from the front part of the ship body 1 as described above. The stern section is designed to be able to float separately from the front hull when the front hull rolls over, and to be fixed and connected to the front hull again when the rollover is complete. Figure 3 (a), (b)
), (e), (d), and (,) are drawings showing the schematic configuration of the vicinity of the stern of the ship of the present invention and their relationship when the front hull overturns. That is, Fig. 3 (
As shown in 1), the stern section 10 is coupled and fixed to the front hull 1' by appropriate coupling means 11. The stern section 10 is equipped with propulsion means 1 such as an engine, a propulsion device, and a rudder.
2 is provided.

When the front hull 1 rolls over, first, as shown in FIG. 3(b), the connection with the stern part 10 by the connection means 11 is released and the two are separated by an appropriate distance. At this time, chain 1
Both can be connected with 3rd grade. Then the third
As shown in the figure (,), the front hull 1 is rolled over 180 degrees. At this time, the ``vertical direction'' of the stern section 10 remains unchanged.Since the water in the front hull 1 generally changes after a rollover, the stern section 10
With the ballast m node of 0, the level is adjusted to suit the coupling, as shown in FIG. 3(d). This level adjustment can also be performed by adjusting the ballast of the front hull 1.

After that, the stern part 10 and the front hull 1' are brought close to each other, for example by winding up the chain 130, as shown in FIG. 3(e).
Rebond and fix as shown.

As described above, the ship of the present invention having a propulsion means is overturned. Similarly, the means for connecting and separating the stern section 10 and the front hull 1 described here is only one specific example, and any other means may be used in the ship of the present invention. Although the above-mentioned concrete row is a method in which the two parts are temporarily separated, it is also possible to perform ballast adjustment without separating the two parts and to slide and overturn only the front hull 1 relative to the stern part 10.

In an uninvented ship constructed by such a combination,
During a rollover, the outer surface of the joint below the water line may not form a smoothly continuous shape. That is, a shape discontinuity occurs at the joint, except in the case where both the outer surface of the front hull 1 and the lower waterline outer surface of the stern section 10 have a circular cross section 191.

In this case, the discontinuity can be eliminated by attaching an adjustment block to the outer surface of the portion below the waterline of the front hull 1 or the stern section 10 during rollover. Since the front hull 1 does not roll over frequently, the installation of the adjustment block does not pose a great burden.

In order to return the front hull 1' from the rollover position to the initial position, the operation in the case of rollover described above may be performed.

The roll angle of the ship of the present invention is appropriately set depending on the cross-sectional shape of the ship. In addition to the above-mentioned case of 180° rollover, a good effect can be obtained by 90° rollover in the case of a substantially rectangular lead structure as shown in FIGS. 4(-) and 4(b), for example. Further, in the case of a substantially equilateral triangle made of lead as shown in FIGS. 5(&) and (b), a good effect can be obtained even with 60 rolls. Here, A is the water line when the vehicle is lightly loaded, and B is the water line when the vehicle is fully loaded.

According to the ship of the present invention as described above, when the load is light, the first
As shown in the figure, the water is relatively large and the water can be effectively changed with a small amount of ballast. Therefore, it is possible to navigate in a stable position with little resistance. Since it is possible to navigate with relatively little water, unlike conventional ships, excessive output is not required when lightly loaded, and the water limit is not exceeded when fully loaded.

[Brief explanation of the drawing]

Figure 1, Figure 2 (a) to (d), Figure 4 (,) (b
) and FIGS. 5(a) and 5(b) are schematic cross-sectional views in the transverse direction of the ship of the present invention, and FIGS. 1: Hull 1': Front hull 2: Bottom 3.4 = Ship side 5: Upper shell 6.6.6: Hetsuchi 7.7.7.
7: Parast tank 10: Stern part 11: Coupling means 12: Propulsion means 13: Chain A: Water line at light load B: Water line at full load VN Figure 4 Figure 5

Claims (1)

[Scope of Claims] <1) A ship, characterized in that it has a ballast that allows the ship to roll over at a predetermined angle, and that the ship has watertightness and stability even in the rollover position. (2) A first structure having a propulsion means in the stern part, which can be fixed in a state where the stern part is rolled over at a predetermined angle with respect to the front hull.
Ships in Section. (3) The vessel of paragraph 1, wherein the roll angle is substantially 1800. (4) The vessel according to paragraph 1, wherein the rollover angle is substantially 90°. (5) The vessel according to paragraph 1, wherein the rollover angle is substantially 60°.