JPWO2013141245A1 - Ship - Google Patents

Abstract

Provided is a ship in which the wind pressure resistance of the superstructure is small. The ship includes a hull and a first upper structure that is installed on the upper deck of the hull and has a residential area and an engine room casing adjacent to the residential area on the stern side of the hull. In the first upper structure, the horizontal section is formed in a streamline shape, and the living area and the engine room casing are formed at the same height.

Description

  The present invention relates to a ship.

  Conventional ships such as large bulk carriers and tankers have a living area having a steering room and a crew room, an engine room casing that accommodates exhaust pipes from the internal combustion engine, and mainly exhaust gas from the internal combustion engine in the air. An upper structure such as a funnel for discharging to the upper deck is installed on the upper deck (see, for example, Patent Document 1). These superstructures are separately designed to be the smallest shape suitable for each application.

Japanese Utility Model Publication No. 62-82295

  By the way, in the ship as described above, for example, the residential area and the engine room casing are separated, or the height and width of each upper structure are greatly different because each upper structure is designed separately. To do. For this reason, when a ship sailed, especially the flow of air was disturbed between each upper structure, wind pressure resistance increased, and there existed a problem that a ship speed fell as a result.

  Then, this invention makes it a subject to provide the ship with small wind pressure resistance of a superstructure.

  The ship according to the present invention has been made to solve the above-described problems, and is installed on the hull and the upper deck of the hull, adjacent to the residential area on the stern side of the hull and the hull. A first upper structure having an engine room casing that has a horizontal cross section formed in a streamline shape, and the residential area and the engine room casing are the same. It is formed at a height.

  In the above-mentioned ship, the first upper structure is integrally formed with a living area and an engine room casing so as to have the same height, and the horizontal section has a streamline shape. Thereby, when a ship sails, since it can suppress that the flow of air disturbs around the 1st upper structure, the wind pressure resistance of the 1st upper structure can be made small. The width of the first upper structure is preferably narrower than that of the conventional type. The “streamline shape” in the present invention means a shape that can effectively reduce the wind pressure resistance, and includes not only a complete streamline shape but also a shape close to the streamline shape. It is a concept.

  Moreover, the said ship WHEREIN: The 1st upper structure body can be further installed in the engine room casing, and can further have the funnel by which the horizontal cross section was formed in the streamline shape. With such a funnel, the air flow around the first upper structure is not disturbed, so that it is possible to suppress an increase in wind pressure resistance due to the funnel.

  Moreover, the said ship WHEREIN: The 1st upper structure body may further have a bridge wing extended toward the shore side of a ship body from the side surface of a residential area. In this bridge wing, the side surface located on the bow side of the hull, that is, at least a part of the front surface with respect to the traveling direction of the ship is an inclined surface having a gradient from the bow side toward the stern side. Thereby, since the flow of the air in the bridge wing vicinity can be made smooth, it can suppress that a wind pressure resistance increases by bridge wing.

  Moreover, the said ship WHEREIN: The 1st upper structure body may further have the bridge | bridging installed in the residential area and chamfering the peripheral part of the top | upper surface. With such a bridge, the flow of air in the vicinity of the bridge can be made smooth, so that an increase in wind pressure resistance due to the bridge can be suppressed.

  Moreover, the said ship WHEREIN: The 1st upper structure body may be installed on the upper deck of the said ship body via the 2nd upper structure body. At least a part of the second upper structure protrudes toward the shore side of the hull from the first upper structure, and the top peripheral edge of the protruding portion is chamfered. Thereby, since the air flow in the vicinity of the second upper structure can be made smooth, it is possible to suppress an increase in wind pressure resistance due to the second upper structure.

  According to the present invention, the wind pressure resistance of the upper structure of a ship can be reduced.

It is a fragmentary perspective view of the ship concerning one embodiment of the present invention. It is a side view of the 1st and 2nd upper structure concerning one embodiment of the present invention. It is a front view of the 1st and 2nd upper structure concerning one embodiment of the present invention. It is AA sectional drawing of FIG. It is a horizontal sectional view of the 1st upper structure concerning the modification of the above-mentioned embodiment.

  Hereinafter, embodiments of a ship according to the present invention will be described with reference to the drawings.

  As shown in FIG. 1, the ship 10 according to the present embodiment includes a hull 1 and a first upper structure 2, and the first upper structure 2 is interposed via a second upper structure 3. It is installed on the upper deck 11 of the hull 1. In the present embodiment, the bow side of the hull 1 is referred to as the front and the stern side is referred to as the rear for convenience of explanation.

  As shown in FIGS. 1 and 2, the first upper structure 2 includes a residential area 211 and an engine room casing 212 adjacent to the rear of the residential area 211 and formed integrally with the residential area 211. The main body 21 is provided. Further, as shown in FIGS. 1 to 3, the first upper structure 2 includes a funnel 22 and a bridge 23 installed on the main body 21, a bridge wing 24 provided on a side surface of the main body 21, It has.

  Note that, from the viewpoint of reducing wind pressure resistance, stairs and landings that are conventionally arranged outside the upper structure are accommodated in the main body 21. Moreover, the drainage pipe connected to the drainage port of the flat part which forms the above-mentioned landing and the exposed area 211 and the exposed deck of the engine room casing 212 has also been conventionally arranged outside the upper structure. It is accommodated in the main body 21. In this way, by arranging the passage from the upper deck 11 to the bridge 23 in the main body portion 21, when a pirate who has been a big problem in recent years has entered the upper deck 11 of the hull 1, It is possible to limit the intrusion route for entering the bridge 23 and contribute to the safety of the crew. That is, after a pirate gets on board by some method, in order to occupy the ship, it is common to try to enter the bridge 23 which is a control room. At this time, if a staircase or the like is exposed to the outside of the main body 21, the exposed staircase tends to be an intrusion route to the bridge 23, and it is often performed to prevent the intrusion using a fence or a wire net. By arranging the stairs in the main body 21 as in the present embodiment, the stairs entrance door has a strong structure, and the pirate uses the stairs to make the first and second upper structures 2 and 2. 3 is difficult to enter.

  As shown in FIG. 4, the main body 21 is formed so that the horizontal cross section has a streamline shape. Further, it is desirable that the maximum width B1 of the main body portion 21 (first upper structure 2) is narrower than that of the conventional type. More specifically, the main body 21 is formed in a shape that is long in the front-rear direction. For example, the ratio (L1 / B1) of the maximum width B1 to the maximum length L1 in the front-rear direction can be 2 or more. The maximum width B1 is preferably 20% to 35% of the maximum width of the hull 1.

  If the maximum width B1 of the main body 21 is small, the front projection area that receives wind from the front can be reduced. Further, from the streamline characteristic, the larger L1 / B1 is, the smaller the resistance is even when the maximum width B1 of the main body 21 is the same. On the other hand, if the maximum width B1 of the main body 21 is extremely small, it is difficult to arrange the living room 211 in the main body 21, and if L1 / B1 is too large, the upper deck 11 behind the upper structure 2 is placed. Make the placement of the above equipment difficult. From the results of the wind tunnel experiment, it has been confirmed that if L1 / B1 satisfies the above-described dimensions, the effect of reducing the resistance can be obtained while enabling the placement of the living area 211 in the main body 21. Further, if the maximum width B1 of the main body portion 21 is set to 20% to 35% of the maximum width of the hull 1, the main body portion 21 has the same width structure as the engine room located under the upper deck 11, Therefore, continuity can be achieved and strength can be secured. Furthermore, the lower part of the engine room casing 212 has a shape in which a part thereof is cut out in order to secure a space in which equipment can be arranged on the upper deck 11.

  Further, as shown in FIG. 4, the main body portion 21 has a front central portion protruding forward, and a tip 213 of the protruding portion and a corner 214 between the front surface and the side surface are formed in a rounded shape. Has been. Although the curvature radius of the front-end | tip 213 is not specifically limited, It can be 1.0m-1.2m. The radius of curvature of the corner 214 can be set to 0.5 m to 0.8 m. However, in order to obtain a wind pressure resistance equivalent to the case where the entire front surface of the main body 21 is formed in a round shape, 5% of the maximum width B1. The above is preferable.

  As shown in FIG. 4, the rear portion 215 of the main body portion 21 has a width that gradually decreases toward the rear end, and is formed in a shape in which the corners of the rear end are cut. The angle θ formed by the side surface of the rear portion 215 and the center line is preferably 20 degrees or less. Further, the maximum length l in the front-rear direction of the rear portion 215 is preferably about the same as the maximum width B1, but may be 50% or more of the maximum width B1.

  If the rear portion 215 of the main body portion 21 satisfies the above-described shape, it is possible to reduce the wind pressure resistance even if the rear end of the rear portion 215 of the main body portion 21 is not sharpened as shown in FIG. It has been confirmed that there is. By cutting the rear end of the rear part 215 of the main body part 21, it is possible to arrange a free-fall lifeboat.

  As shown in FIGS. 1 and 2, the funnel 22 is installed on the engine room casing 212. The funnel 22 is formed with a dimension as small as possible so as not to increase the wind pressure resistance of the first upper structure 2. The funnel 22 can have various shapes, but in order to effectively suppress an increase in wind pressure resistance, the horizontal cross section has a streamline shape similar to the horizontal cross sectional shape of the main body portion 21. It is preferable to be formed as described above.

  As shown in FIGS. 1 and 2, the bridge 23 is installed on a residential area 211, and a 360-degree view is secured to see the periphery of the ship 10. The bridge 23 is formed in an octagonal shape in plan view and has a chamfered peripheral edge on the top surface in order to smooth the air flow in the vicinity of the bridge 23 during navigation. The chamfer dimension of the peripheral edge of the top surface of the bridge 23 may be, for example, a length of 0.6 m to 1.0 m and an angle of 40 degrees to 60 degrees, although it depends on the size of the bridge 23.

  As shown in FIG. 1, the bridge wing 24 extends from the side surface of the residential area 211 toward both sides of the hull 1 and is used as a passage for checking the side surface of the hull 1. The front surface of each bridge wing 24 is an inclined surface 241 having an upward slope from the front to the rear in order to smooth the air flow in the vicinity of each bridge wing 24 during navigation. The angle formed by the lower surface of each bridge wing 24 and the inclined surface 241 is not particularly limited, but may be 45 to 80 degrees.

  Each bridge wing 24 is supported at its tip by a support 25 as shown in FIG. Each strut 25 can be formed in various shapes, but from the viewpoint of reducing wind pressure resistance, it is preferably a rhombus with a corner directed forward, and its maximum width is 0.6 m to 1 m. .2 m. Moreover, it is preferable that each support | pillar 25 is made into the shape where the corner | angular part was rounded, or it was chamfered.

  As shown in FIG. 1, the second upper structure 3 is installed on the upper deck 11, and has a residential area (not shown) like the first upper structure 2. As shown in FIGS. 2 and 3, the second upper structure 3 is formed with a protruding portion 31 that protrudes to the shore side of the hull 1 from the main body portion 21 of the first upper structure 2, and has a maximum width. B2 can be set to, for example, 150% to 220% of the maximum width B1 of the main body 21. The protrusion 31 has a chamfered chamfer at the top peripheral edge in order to smooth the air flow in the vicinity of the second upper structure 3 at the time of navigation, and the chamfer dimension thereof is larger than that of the second upper structure 3. Although it depends, for example, the length may be 0.6 m to 1.0 m, and the angle may be 40 degrees to 60 degrees.

  As described above, the ship 10 according to the present embodiment is formed such that the front projection area of the main body portion 21 of the first upper structure 2 is smaller than that of the conventional type, and the horizontal cross section has a streamline shape. Therefore, it is possible to reduce the wind pressure resistance of the entire upper structure as compared with the conventional ship. In addition, the size of the funnel 22 is reduced, the inclined surface 241 is formed on each bridge wing 24, and the peripheral edge of the top surface of the bridge 23 and the protruding portion 31 of the second upper structure 3 is chamfered. It is possible to suppress an increase in wind pressure resistance other than 21. Specifically, it was confirmed by a wind tunnel experiment that the wind pressure resistance of the ship 10 according to this embodiment is reduced by about 30% at BF = 3 as compared with the wind pressure resistance of the conventional ship.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to these, A various change is possible unless it deviates from the meaning of this invention. For example, the main body portion 21 of the first upper structure 2 may have a horizontal cross-sectional shape that is closer to a perfect streamline. That is, in the above-described embodiment, the rear portion 215 of the main body portion 21 is formed such that the corner of the rear end is cut and the horizontal cross section is trapezoidal as shown in FIG. As long as the lifeboat can be arranged, like the main body 201 shown in FIG. 5, the rear end corner may not be cut and the horizontal section of the rear portion 2015 may be formed in a triangular shape. Moreover, in the said embodiment, although the main-body part 21 was formed so that the front-end | tip 213 in the front surface and the corner | angular 214 might be rounded, the front surface of the main-body part 21 can also be formed circularly as a whole.

  Moreover, in the said embodiment, although the bridge | bridging 23 was formed so that it might become octagonal shape in planar view, it is not limited to this in particular, It may be formed in polygonal shapes other than an octagon, circular shape, etc. by planar view. it can.

  Moreover, in the said embodiment, although the top-surface peripheral part of the bridge | bridging 23 and the protrusion part 31 was chamfered, these top-surface peripheral parts can also be formed in the rounded shape. In addition, the chamfering of the top surface peripheral part of the bridge | bridging 23 and the protrusion part 31 does not need to be made especially.

  Moreover, in the said embodiment, although the front surface of each bridge wing 24 became the inclined surface 241 which has an upward gradient from the front to back, it is not limited to this, The inclination which has a downward gradient from the front to the back It may be a surface. Furthermore, in the above embodiment, the entire front surface of each bridge wing 24 is the inclined surface 241, but only a part of the front surface can be an inclined surface, or even if it does not have an inclined surface. Good.

  Moreover, in the said embodiment, although the 1st upper structure 2 was installed on the upper deck 11 via the 2nd upper structure 3, you may be directly installed on the upper deck 11. .

DESCRIPTION OF SYMBOLS 10 Ship 1 Hull 2 1st upper structure 211 Living area 212 Engine room casing 22 Funnel 23 Bridge 24 Bridge wing 241 Inclined surface 3 2nd upper structure

Claims (5)

The hull,
A first upper structure that is installed on the upper deck of the hull, and has a residential area and an engine room casing adjacent to the residential area on the stern side of the hull;
With
The first upper structure is a ship in which a horizontal section is formed in a streamline shape, and the living area and the engine room casing are formed at the same height.   2. The ship according to claim 1, wherein the first upper structure further includes a funnel installed on the engine room casing and having a horizontal cross section formed in a streamline shape. The first upper structure further has a bridge wing extending from a side surface of the residential area toward a side of the hull,
The ship according to claim 1 or 2, wherein the bridge wing is an inclined surface in which at least a part of a side surface located on a bow side of the hull has a slope from the bow side toward the stern side.   The ship according to any one of claims 1 to 3, wherein the first upper structure further includes a bridge that is installed on the residential area and has a chamfered peripheral edge. The first upper structure is installed on the upper deck of the hull via the second upper structure,
5. The second upper structure body according to claim 1, wherein at least a part of the second upper structure protrudes toward the side of the hull from the first upper structure body, and the at least part of the top peripheral edge is chamfered. A ship according to any of the above.

Images