JPWO2018051457A1 - Ship - Google Patents

Abstract

This ship (1) is provided with section walls (30A, 30B) that define the engine room (10A). The partition wall (30A, 30B) includes a first horizontal partition (31A), a second horizontal partition (32A), and a vertical partition (33A). The first transverse bulkhead (31A) extends from the first weir side (3A) to the second weir side (3B) behind the center of the engine room (10A) in the ship's direction. The second transverse bulkhead (32A) extends from the second weir side (3B) toward the first weir side (3A) in front of the center of the engine room (10A). The vertical bulkhead (33A) connects the first horizontal bulkhead (31A) and the second horizontal bulkhead (32A).

Description

  The present invention relates to a ship.

  For ships such as ferries, RORO (Roll-on / Roll-off vessels), PCTC (Pure Car & Truck Carrier), etc., the 2009 SOLAS Convention Amendment aims to strengthen the safety level at the time of damage, and restore performance at the time of damage It is necessary to take measures to secure the

In the hull of a ship, there are accommodated a main aircraft that generates propulsion to cause the ship to travel and auxiliary equipment such as a generator. These main and auxiliary machines are disposed in the engine room. The engine compartment is separated from other spaces, such as a cargo space, by lateral bulkheads spaced in the ship's forward direction and extending in the width direction of the hull.
Patent Document 1 discloses a configuration in which a plurality of sets of a main machine and an auxiliary machine are disposed in an engine room formed between transverse bulkheads provided before and after the ship's forward direction.

JP, 2013-137168, A

However, in the configuration disclosed in Patent Document 1, there is a possibility that the functions of all the main machines will be lost if a plurality of main machines are arranged in the engine room and the side of the tank is damaged and the engine room is flooded. is there.
In addition, the engine room may be divided into a plurality of sections in the ship's direction by the transverse bulkheads, which may reduce the influence of flooding. However, since the equipment needs to be arranged before and after the transverse bulkheads, Restrictions may occur, leading to an increase in the size of the engine room. As the engine room becomes larger, the area of other spaces such as passenger space and cargo space provided in the hull decreases.
An object of this invention is to provide the ship which can suppress the influence of the inundation to an engine room, suppressing the enlargement of an engine room.

According to a first aspect of the present invention, a ship includes a hull, an engine room, and a section wall. The hull comprises a first weir side and a second weir side spaced apart in the width direction. The engine compartment is defined by a forward transverse bulkhead and aft transverse bulkhead provided in the hull and spaced in the direction of the ship's hull. The dividing wall divides the engine room into a first engine room and a second engine room. The partition wall includes a first horizontal partition wall, a second horizontal partition wall, and a vertical partition wall. The first transverse bulkhead extends from the first weir side toward the second weir side behind the center of the engine room in the ship-to-ship direction in the engine room. A second transverse bulkhead extends from the second weir side toward the first weir side forward of the center of the engine compartment in the ship-ship direction. A longitudinal bulkhead extends along the ship's forward direction and connects the first transverse bulkhead and the second transverse bulkhead. Each of the first engine room and the second engine room includes a main machine housing portion and an auxiliary machine housing portion. The main machine housing portion is formed on the first or second side in the ship width direction with a virtual line including the vertical bulkhead as a boundary in plan view, and houses the main machine. The accessory accommodating portion is formed on the second or first side in the boat width direction with the virtual line as a boundary, and accommodates the accessory.
According to such a configuration, the engine room is divided into the first engine room and the second engine room by the partition wall, and the main machine and the auxiliary machine are accommodated in each of the first engine room and the second engine room . Thereby, even if one of the first engine room and the second engine room is flooded, the navigation function of the ship can be maintained by the other main engine and auxiliary machine of the first engine room and the second engine room. it can.
Further, the main machine housing portion of the first engine room and the auxiliary machine housing of the second engine room are disposed on one side in the width direction of the ship body, and the auxiliary machine housing portion of the first engine room and the second engine room The main machine housing portion of the above is disposed on the other side of the hull in the width direction. As a result, even in the case of providing a master requiring a larger installation space than the auxiliaries, it is possible to reduce the length of the entire engine room in the direction of ship's success. As a result, it is possible to expand the space such as passenger space and cargo space other than the engine room. Furthermore, if the length of the engine room in the stern direction is reduced, the position on the stern side of the engine room can be moved forward, and the flexibility of the stern shape of the hull increases. As a result, it is possible to enhance the propulsion performance and the restoration performance of the ship. In addition, when the length of the engine room in the direction of the ship becomes smaller, the screw shaft can be shortened, and the amount of material used and the cost can be reduced.

According to the second aspect of the present invention, the main aircraft accommodation unit according to the first aspect may be configured such that the length in the ship success direction is larger than that of the auxiliary machinery accommodation unit.
Thereby, the accommodation space of the main machine can be secured sufficiently.

According to the third aspect of the present invention, the main machine housing portion of the first engine room and the main machine housing portion of the second engine room according to the first aspect are viewed from the boat width direction And at least part of the ship's forward direction may overlap.
As described above, when viewed from the boat width direction, the first engine room and the second engine room overlap, so that the length of the engine room in the direction of ship success can be reduced.

According to the fourth aspect of the present invention, the vertical bulkhead according to the first aspect may be provided at the center in the width direction of the engine room.
Thereby, the first engine room and the second engine room can be arranged symmetrically (point-symmetrically), and the arrangement of the main machine and the auxiliary machine becomes easy.

According to a fifth aspect of the present invention, the ship according to the first aspect includes a connecting pipe for communicating the first engine chamber with the second engine chamber, and an on-off valve for opening and closing the connecting pipe. It may be
Thus, when water is submerged in one of the first engine room and the second engine room, the intruded water can be sent to the other of the first engine room and the second engine room. Thereby, the stability of the ship can be enhanced.

According to a sixth aspect of the present invention, the ship according to the first aspect further comprises a bottom space located below the engine room in the hull, and the first engine room and the second engine room It may be provided with the communicating pipe which connects each and the above-mentioned bottom space, and the valve which opens and closes the communicating pipe.
Thereby, when the first engine room or the second engine room is flooded, the intruded water is sent to the bottom space of the bottom of the hull, whereby the stability of the ship can be enhanced and the restoration performance can be secured.

According to the seventh aspect of the present invention, the ship according to the first aspect is in contact with the first weir side and the first horizontal partition, and has a smaller volume than the first engine chamber and the second engine chamber. It may be provided with a second flood prevention zone in contact with the second weir side and the second horizontal partition and smaller in volume than the first engine chamber and the second engine chamber.
Thereby, when the first weir side and the second weir side are damaged so as to straddle the first horizontal partition wall and the second horizontal partition wall, the water may be the first engine room or the second engine room, the first water immersion prevention section or the Invade into the second flood protection zone. Since the first inundation prevention section and the second inundation prevention section have smaller volumes than the first engine room and the second engine room, compared with the case where water infiltrates both the first engine room and the second engine room. Can reduce the amount of inundation.

  According to the above-described ship, it is possible to suppress the influence of water flooding on the engine room while suppressing the enlargement of the engine room.

It is a top view which shows the structure of the engine room of the hull in 1st embodiment of this invention. It is a sectional elevation of the engine room in a first embodiment of this invention. It is a top view which shows the structure of the 1st modification of the hull in 1st embodiment of this invention. It is a top view which shows the structure of the 2nd modification of the hull in 1st embodiment of this invention. It is a top view which shows the structure of the engine room of the hull in 2nd embodiment of this invention. It is a top view which shows the structure of the 1st modification of the hull in 2nd embodiment of this invention. It is a top view which shows the structure of the 2nd modification of the hull in 2nd embodiment of this invention.

First Embodiment
FIG. 1 is a plan view showing a configuration of an engine room of a hull according to a first embodiment of the present invention. FIG. 2 is an elevation sectional view of an engine room in the first embodiment of the present invention.
As shown in FIG. 1 and FIG. 2, the ship 1 of this embodiment includes a hull 2. The ship type of the ship 1 is not limited to a specific type, and various ship types such as ferry, RORO ship (Roll-on / Roll-off ship), PCTC (Pure Car & Truck Carrier), etc. can be adopted.

  The hull 2 of the ship 1 has a weir side (first weir side) 3A, a weir side (second weir side) 3B, and a ship bottom 4 (see FIG. 2). The weir sides 3A and 3B consist of a pair of ship side outer plates which respectively form the left and right weir sides. The bottom 4 is composed of a bottom shell connecting the lower sides 3A and 3B.

  As shown in FIG. 2, a dry deck 5 extending in the horizontal direction is provided inside the hull 2. For example, in ships such as car ferries, the dry deck 5 is generally the lowest deck. In the inside of the hull 2, various decks are provided above and below the dry deck 5 in addition to the dry deck 5.

The hull 2 is provided below the dry deck 5 with a deck 7 which doubles between the dry deck 5 and the bottom 4 of the ship.
An engine room 10A is provided between the dry deck 5 and the deck 7 at the rear of the ship 2 in the direction of the ship's body.

  As shown in FIG. 1, the engine room 10A, when viewed in plan, has a front transverse bulkhead 11 and a rear transverse space provided at intervals in the ship's forward direction between the heel sides 3A and 3B on both sides in the ship width direction. It is divided between the partition walls 12.

In the engine room 10A, a plurality of, in this embodiment, two sets of a main machine 20 and an auxiliary machine 21 are disposed.
Each main motor 20 is composed of an engine, an electric motor, etc., and rotationally drives a screw shaft 23 extending toward the rear in the ship's forward direction. The screw shaft 23 projects rearward through the stern bottom of the hull 2 and has a screw 24 at its rear end. By rotating the screw 24 via the screw shaft 23, the main machine 20 exerts the propulsive force of the ship 1.
Here, an axial chamber (not shown) into which the screw shaft 23 is inserted may be provided at the rear of the rear transverse bulkhead 12 which partitions the engine room 10A in the ship-on direction.

The accessory 21 includes an axial generator 21S and a main generator 21M.
The shaft generator 21S is operated by a screw shaft 23 rotationally driven by the operation of the main machine 20.
The main generator 21M is provided independently of the main machine 20 separately. In this embodiment, two main generators 21M are provided for one set of the main machine 20 and the shaft generator 21S.

  The engine room 10A is divided into a first engine room 10F and a second engine room 10R by a partition wall 30A in the ship-succeeding direction. The partition wall 30A integrally includes a first horizontal partition 31A, a second horizontal partition 32A, and a vertical partition 33A.

The first horizontal bulkhead 31A is formed to extend rearward from the weir side 3A toward the inside in the widthwise direction (the weir side 3B side) behind the center of the engine room 10A in the direction of the ship's flight.
The second horizontal bulkhead 32A is formed to extend forward from the weir side 3B toward the inside in the width direction (the weir side 3A side) in front of the center of the engine room 10A in the direction of the ship. The second horizontal bulkhead 32A is formed to be spaced apart from the first horizontal bulkhead 31A in the ship's forward direction.

The longitudinal bulkhead 33A is formed to extend in the ship's forward direction at the ship width center C. The vertical bulkhead 33A is formed to connect the inboard end 31a of the first horizontal bulkhead 31A in the ship width direction and the inboard end 32a of the second horizontal bulkhead 32A in the ship width direction. In this embodiment, the length L of the longitudinal bulkhead 33A in the ship-shipping direction is set to, for example, 3 m or more.
By the first horizontal partition 31A, the second horizontal partition 32A, and the vertical partition 33A, the partition wall 30A has a crank shape in plan view.

The first engine room 10F partitioned by such a partition wall 30A includes a main machine housing portion 13F and an auxiliary machine housing portion 14F.
Main aircraft accommodation section 13F is on the wing side 3A side (the first side in the widthwise direction) with respect to virtual plane K including longitudinal bulkhead 33A (ship widthwise center C) (in other words, with imaginary line K in plan view as a boundary) Is formed. The main machine housing portion 13F houses the main machine 20 and the shaft generator 21S. The auxiliary unit housing portion 14F is on the side 3B side (second side in the boat width direction with respect to the virtual surface K (in other words, with the virtual line K in plan view as a boundary); in other words, the opposite side to the main unit housing portion 13F ) And accommodates the accessory 21. In this embodiment, as the auxiliary machine 21, two main generators 21M are juxtaposed in the ship width direction.
Here, the main-machine accommodating portion 13F has a length L1 in the direction of ship's success greater than a length L2 in the direction of success-in-the-hand of the auxiliary device accommodating portion 14F. As a result, main machine housing 13F has a larger plane area than auxiliary machine housing 14F.

The second engine room 10R divided by the dividing wall 30A has a main machine housing 13R and an auxiliary machine housing 14R.
Main machine housing section 13R is formed on the heel side 3B side (the second side in the ship width direction) with respect to virtual plane K including vertical bulkhead 33A (ship direction center C), and main machine 20 and shaft generator 21S It accommodates.
The accessory housing portion 14 </ b> R is formed on the heel side 3 </ b> A side (the first side in the boat width direction) with respect to the virtual surface K, and houses the accessory 21. In this embodiment, as the auxiliary machine 21, two main generators 21M are juxtaposed in the ship width direction.
Here, the main-machine accommodating portion 13R has a length L1 in the direction of ship's success, which is larger than a length L2 in the direction of the successful-hand of the auxiliary device housing portion 14R. As a result, main machine housing unit 13R has a plane area larger than that of auxiliary machine housing unit 14R.

In such a configuration, when viewed from the boat width direction, the main machine housing portion 13F of the first engine room 10F and the main machine housing portion 13R of the second engine room 10R overlap with each other in part in the ship success direction There is.
Main machine housing section 13F of first engine room 10F and auxiliary machine housing section 14R of second engine room 10R are adjacent to each other in the direction of ship success. Main machine housing section 13R of second engine room 10R and auxiliary machine housing section 14R of first engine room 10F are adjacent to each other in the direction of ship success.

According to the ship 1 of the embodiment described above, the engine room 10A is divided into the first engine room 10F and the second engine room 10R by the dividing wall 30A. Further, the main unit 20 and the auxiliary unit 21 are accommodated in each of the first engine room 10F and the second engine room 10R. Thus, even if one of the first engine room 10F and the second engine room 10R is flooded, the other main machine 20 and the auxiliary machine 21 of the first engine room 10F and the second engine room 10R make the ship 1 It can maintain the navigation function.
Further, the main engine housing portion 13F of the first engine room 10F and the auxiliary machine housing portion 14R of the second engine room 10R are disposed on the side of the weir side 3A which is the first side of the hull 2 in the width direction. Further, the auxiliary machine accommodating portion 14F of the first engine room 10F and the main machine accommodating portion 13R of the second engine room 10R are disposed on the side of the weir side 3B which is the second side of the hull 2 in the width direction. As a result, even in the case where the main unit 20 requiring a larger installation space than the auxiliary unit 21 is provided, it is possible to reduce the length of the entire engine room 10A in the ship-going direction. As a result, it is possible to expand the space S such as passenger space and cargo space other than the engine room 10A. Furthermore, when the length of the engine room 10A in the stern direction is reduced, the position of the rear transverse partition 12 in the stern direction of the engine room 10A can be moved forward, and the stern shape of the hull 2 is increased in freedom. As a result, it is possible to enhance the propulsion performance and the restoration performance of the ship 1. In addition, when the length of the engine room 10A in the direction of the ship is reduced, the screw shaft 23 can be shortened, and the amount of material used and the cost can be reduced.
Thus, according to the above-described ship 1, it is possible to suppress the influence of water flooding on the engine room 10A while suppressing the enlargement of the engine room 10A.

  Furthermore, the main machine housings 13F and 13R have a longer length in the ship-going direction than the auxiliary machines housing 14F and 14R. Therefore, the accommodation space of the main unit 20 can be secured sufficiently.

  Furthermore, when the first engine room 10F and the second engine room 10R overlap with each other as viewed in the ship width direction, the length of the engine room 10A in the ship-going direction can be reduced.

  Furthermore, since the vertical bulkhead 33A is provided at the center of the engine room 10A in the ship width direction, the first engine room 10F and the second engine room 10R can be arranged symmetrically (point-symmetrically). The arrangement of the auxiliary device 21 is facilitated.

(First Modified Example of First Embodiment)
FIG. 3 is a plan view showing the configuration of a first modified example of the hull in the first embodiment of the present invention.
In the first embodiment described above, in order to enhance the flood recovery performance, for example, as shown in FIG. 3, a connecting pipe 50 is provided to connect the first engine chamber 10F and the second engine chamber 10R constituting the engine chamber 10A. May be The connection pipe 50 is provided with an on-off valve 51. By opening the on-off valve 51, the first engine chamber 10F and the second engine chamber 10R are communicated, and by closing the on-off valve 51, the first engine chamber 10F and the second engine chamber 10R are separated.

  In such a configuration, when the first engine room 10F or the second engine room 10R is flooded, the on-off valve (not shown) of the connection pipe 50 is opened. Thus, when water is submerged in one of the first engine room 10F and the second engine room 10R, the intruded water can be sent to the other of the first engine room 10F and the second engine room 10R. That is, since the flooded water flows into both the first engine room 10F and the second engine room 10R, the stability of the ship 1 can be secured.

Second Modification of First Embodiment
FIG. 4 is a plan view showing the configuration of a second modification of the hull in the first embodiment of the present invention.
In the first embodiment described above, for example, as shown in FIG. 4, in the first engine room 10F and the second engine room 10R constituting the engine room 10A, the deck 7 and the bottom 4 A communication pipe 52 may be provided which communicates with the bottom space 9 formed therebetween. The connection pipe 50 is provided with a valve 53. By opening and closing the valve 53, communication and separation between the first engine chamber 10F and the second engine chamber 10R can be switched.

  In such a configuration, when the first engine chamber 10F or the second engine chamber 10R is flooded, the on-off valve (not shown) of the connection pipe 50 communicating with the bottom space 9 is opened. Thereby, the flooded water flows from the first engine room 10F or the second engine room 10R into the bottom space 9, and the stability of the ship 1 can be enhanced to ensure the stability.

Second Embodiment
Next, a second embodiment of the ship according to the present invention will be described. The ship shown in this second embodiment differs from the ship of the first embodiment only in the configuration provided with the inundation prevention section. Therefore, in the description of the second embodiment, the same parts as those of the first embodiment are denoted by the same reference numerals, and redundant descriptions will be omitted. That is, about the whole structure of the ship in common with the structure demonstrated in 1st embodiment, the description is abbreviate | omitted.

FIG. 5 is a plan view showing the configuration of the engine room of the hull in the second embodiment of the present invention.
As shown in FIG. 5, an engine room 10 </ b> B is provided at the rear of the ship 2 in the ship passing direction of the ship 1 of this embodiment. The engine room 10B is divided by the front transverse bulkhead 11 and the rear transverse bulkhead 12 provided with a gap in the ship-handling direction between the weir sides 3A and 3B on both sides in the ship width direction in plan view There is.

  In the engine room 10B, a plurality of sets, in this embodiment, two sets of a main machine 20 and an auxiliary machine 21 are disposed. Each main motor 20 is composed of an engine, an electric motor, etc., and rotationally drives a screw shaft 23 extending toward the rear in the ship's forward direction. The accessory 21 includes an axial generator 21S and a main generator 21M.

The engine room 10B is divided into a first engine room 10F and a second engine room 10R by a partition wall 30B in the ship-succeeding direction. The partition wall 30B integrally includes a first horizontal partition 31B, a second horizontal partition 32B, and a vertical partition 33B.
The first horizontal bulkhead 31B is formed to extend from the side of the weir side 3A toward the inside in the widthwise direction (the side of the weir side 3B). The second horizontal bulkhead 32B is formed to extend from the side of the weir side 3B toward the inside in the boat width direction (the side of the weir side 3A).
The second horizontal bulkhead 32B is formed to be spaced apart from the first horizontal bulkhead 31B in the ship's forward direction.

The longitudinal bulkhead 33B is formed to extend along the ship's forward direction at the center in the width direction of the ship. The vertical bulkhead 33B is formed to connect the inboard end 31a of the first horizontal bulkhead 31B in the ship width direction and the inboard end 32a of the second horizontal bulkhead 32B in the ship width direction. In the second embodiment, the length L of the longitudinal bulkhead 33B in the ship-shipping direction is set to, for example, 3 m or more, as in the first embodiment.
By the first horizontal partition 31B, the second horizontal partition 32B, and the vertical partition 33B, the partition wall 30B has a crank shape in a plan view.

  In the engine room 10B, a water immersion prevention section (first water immersion prevention section) 41A, 42A is provided adjacent to the weir side 3A. Similarly, a water immersion prevention section (second water immersion prevention section) 41B, 42B is provided adjacent to the weir side 3B.

The water immersion prevention sections 41A and 42A adjacent to the weir side 3A are divided by the intermediate partition wall 43A, the end partition walls 44A and 45A, and the side partition wall 46A.
The middle bulkhead 43A is provided so as to extend in the boat width direction continuously to the first horizontal bulkhead 31B between the weir side 3A and the first horizontal bulkhead 31B. The end bulkheads 44A and 45A are respectively spaced apart from the middle bulkhead 43A in the ship's longitudinal direction, and are provided substantially parallel to the middle bulkhead 43A, for example. The side bulkhead 46A is spaced apart inward in the ship width direction with respect to the heel side 3A, and is provided parallel to the heel side 3A so as to connect the end bulkheads 44A and 45A.
The volume of such inundation prevention divisions 41A and 42A is smaller than the volumes of the first engine chamber 10F and the second engine chamber 10R.

The water immersion prevention sections 41B and 42B adjacent to the weir side 3B are divided by the intermediate partition wall 43B, the end partition walls 44B and 45B, and the side partition wall 46B. The middle bulkhead 43B is provided so as to extend in the boat width direction continuously to the second horizontal bulkhead 32B between the heel side 3B and the second horizontal bulkhead 32B. The end bulkheads 44B and 45B are respectively spaced apart from the middle bulkhead 43B in the ship's longitudinal direction, for example, substantially parallel to the middle bulkhead 43B. The side bulkhead 46B is provided to be spaced apart inward in the ship width direction with respect to the heel side 3B, and is provided in parallel with the heel side 3B so as to connect the end bulkheads 44B and 45B.
Such inundation prevention divisions 41B and 42B have smaller volumes than the first engine room 10F and the second engine room 10R.

Similar to the first embodiment, the first engine compartment 10F partitioned by the partition wall 30B as described above has a main machine housing 13F and an auxiliary machine housing 14F.
The main-machine accommodating portion 13F is formed on the weir side 3A with respect to a virtual plane K including the vertical bulkhead 33B (the center C in the widthwise direction). The main machine housing portion 13F houses the main machine 20 and the shaft generator 21S.
The accessory housing portion 14F is formed on the side of the side 3B with respect to the virtual surface K, and houses the accessory 21.
Also in the accessory housing portion 14F of the second embodiment, two main generators 21M are juxtaposed in the ship width direction as the accessory 21 as in the first embodiment. In main aircraft housing portion 13F, the length L1 in the direction of ship success is larger than the length L2 in the direction of ship success in auxiliary device housing portion 14F. As a result, main machine housing 13F has a larger plane area than auxiliary machine housing 14F.

The second engine compartment 10R partitioned by the partitioning wall 30B has a main machine housing 13R and an auxiliary machine housing 14R, as in the first embodiment.
The main unit housing portion 13R is formed on the heel side 3B side with respect to the virtual plane K including the vertical bulkhead 33B (the center C in the widthwise direction), and houses the main unit 20 and the shaft generator 21S.
The accessory housing portion 14 </ b> R is formed on the heel side 3 </ b> A side with respect to the virtual plane K and houses the accessory 21.
Also in the accessory housing portion 14R of the second embodiment, two main generators 21M are juxtaposed in the ship width direction as the accessory 21. In main aircraft housing portion 13R, the length L1 in the direction of ship success is larger than the length L2 in the direction of ship success in auxiliary device housing portion 14R. As a result, main machine housing unit 13R has a plane area larger than that of auxiliary machine housing unit 14R.

In such a configuration, when viewed from the boat width direction, the main machine housing portion 13F of the first engine room 10F and the main machine housing portion 13R of the second engine room 10R overlap with each other in part in the ship success direction There is.
Main machine housing section 13F of first engine room 10F and auxiliary machine housing section 14R of second engine room 10R are adjacent to each other in the direction of ship success. Main machine housing section 13R of second engine room 10R and auxiliary machine housing section 14R of first engine room 10F are adjacent to each other in the direction of ship success.

  According to the ship 1 of the embodiment described above, when the weir side 3A is damaged so as to straddle the first horizontal bulkhead 31B so as to straddle the ship success direction, water intrudes into the inundation preventing sections 41A and 42A. Furthermore, when the weir side 3A is damaged so as to straddle the end bulkhead 44A so as to straddle both sides in the direction of ship, water intrudes into the first engine chamber 10F and the water immersion prevention section 41A. Furthermore, when the weir side 3A is damaged so as to straddle the end bulkhead 45A so as to straddle both sides in the direction of ship, water intrudes into the second engine chamber 10R and the water immersion prevention section 42A.

  Similarly, when the weir side 3B is damaged so as to straddle the second transverse bulkhead 32B so as to straddle both sides in the direction of ship, water intrudes into the inundation preventing sections 41B and 42B. Furthermore, when the weir side 3B is damaged so as to straddle the end bulkhead 44B so as to straddle both sides in the direction of ship, water intrudes into the first engine chamber 10F and the water immersion prevention section 41B. Furthermore, when the weir side 3B is damaged so as to straddle the end bulkhead 45B so as to straddle both sides in the direction of ship, water intrudes into the second engine chamber 10R and the water immersion prevention section 42B.

  Therefore, simultaneous flooding of the first engine room 10F and the second engine room 10R can be suppressed. Furthermore, since the infiltration prevention sections 41A, 42A, 41B, 42B have smaller volumes than the first engine room 10F and the second engine room 10R, water intrudes into both the first engine room 10F and the second engine room 10R. The amount of inundation can be reduced compared to the case of

  Furthermore, in the ship 1 of this embodiment, as in the first embodiment, the engine room 10B is divided into the first engine room 10F and the second engine room 10R by the dividing wall 30B, whereby the large size of the engine room 10B is obtained. It is possible to suppress the influence of water flooding to the engine room 10B while suppressing the

(First Modified Example of Second Embodiment)
In the second embodiment, the water immersion preventing sections 41A and 42A are provided on both sides of the intermediate partition 43A (in other words, the first horizontal partition 31B), and the water immersion preventing sections 41B and 42B are provided in the middle partition 43B (in other words, the second horizontal). It was set as the structure provided in the both sides of partition 32B. However, it is not limited to this configuration.

FIG. 6 is a plan view showing the configuration of a first modified example of the hull in the second embodiment of the present invention.
For example, as shown in FIG. 6, the inundation preventing sections 42A and 42B may be provided only on the stern side in the ship-succeeding direction with respect to the first horizontal partition 31B and the second horizontal partition 32B of the partition wall 30B.

  Furthermore, although illustration is omitted, the inundation preventing sections 41A and 41B may be provided only on the bow side in the direction of the boat's forward direction with respect to the first horizontal bulkhead 31B and the second horizontal bulkhead 32B of the section wall 30B.

Second Modification of Second Embodiment
FIG. 7 is a plan view showing the configuration of a second modification of the hull in the second embodiment of the present invention.
As shown in FIG. 7, the water immersion prevention sections 49A and 49B may be provided so as to straddle the first horizontal partition wall 31B and the second horizontal partition wall 32B of the section wall 30B on both sides in the direction of the ship. In other words, the intermediate partition walls 43A and 43B of the second embodiment may be omitted.

(Other embodiments)
The present invention is not limited to the embodiments described above, and design changes can be made without departing from the spirit of the present invention.
For example, although the main generator 21M and the shaft generator 21S are provided as the auxiliary device 21, it is also possible not to include the shaft generator 21S.

  Moreover, the auxiliary machine 21 may be other devices other than the main generator 21M and the shaft generator 21S. In that case, the main generator 21M and the shaft generator 21S may be disposed at other locations than the accessory housings 14F and 14R.

  The present invention is applicable to ships. According to this ship, it is possible to suppress the influence of water flooding on the engine room while suppressing the enlargement of the engine room.

1 Vessel 2 Hull 3A side (1st side)
3B side (second side)
4 ship bottom 5 dry deck 7 deck 9 bottom space 10A engine room 10B engine room 10F first engine room 10R second engine room 11 front horizontal bulkhead 12 rear horizontal bulkhead 13F, 13R main machine housing 14F, 14R auxiliary machine housing Section 20 Main machine 21 Auxiliary machine 21M Main generator 21S Axial generator 23 Screw shaft 24 Screw 30A, 30B Section wall 31A, 31B First horizontal partition 31a, 32a Inner end 32A, 32B Second horizontal partition 33A, 33B Vertical partition 41A , 42A Inundation Prevention Section (First Inundation Prevention Section)
41B, 42B inundation prevention division (second inundation prevention division)
43A, 43B Intermediate partition 44A, 44B, 45A, 45B End partition 46A, 46B Side partition 49A, 49B Submersion prevention section 50 Connection pipe 51 On-off valve 52 Communication pipe 53 Valve C Center of ship width direction K Virtual surface

[0002]
is there. As the engine room becomes larger, the area of other spaces such as passenger space and cargo space provided in the hull decreases.
An object of this invention is to provide the ship which can suppress the influence of the inundation to an engine room, suppressing the enlargement of an engine room.
Means for Solving the Problem [0006]
According to a first aspect of the present invention, a ship includes a hull, an engine room, and a section wall. The hull comprises a first weir side and a second weir side spaced apart in the width direction. The engine compartment is defined by a forward transverse bulkhead and aft transverse bulkhead provided in the hull and spaced in the direction of the ship's hull. The dividing wall divides the engine room into a first engine room and a second engine room. The partition wall includes a first horizontal partition wall, a second horizontal partition wall, and a vertical partition wall. The first transverse bulkhead extends from the first weir side toward the second weir side behind the center of the engine room in the ship-to-ship direction and forward of the aft lateral bulkhead in the engine room. The second transverse bulkhead extends from the second weir side toward the first weir side from the second weir side in front of the center of the engine compartment in the direction of the boat's longitudinal direction and aft of the front transverse bulkhead. A longitudinal bulkhead extends along the ship's forward direction and connects the first transverse bulkhead and the second transverse bulkhead. Each of the first engine room and the second engine room includes a main machine housing portion and an auxiliary machine housing portion. The main machine housing portion is formed on the first or second side in the ship width direction with a virtual line including the vertical bulkhead as a boundary in plan view, and houses the main machine. The auxiliary machine accommodating portion is formed on the second or first side opposite to the main machine accommodating portion in the ship width direction with the virtual line as a boundary, and accommodates the auxiliary machine.
According to such a configuration, the engine room is divided into the first engine room and the second engine room by the partition wall, and the main machine and the auxiliary machine are accommodated in each of the first engine room and the second engine room . Thereby, even if one of the first engine room and the second engine room is flooded, the navigation function of the ship can be maintained by the other main engine and auxiliary machine of the first engine room and the second engine room. it can.
Further, the main machine housing portion of the first engine room and the auxiliary machine housing of the second engine room are disposed on one side in the width direction of the ship body, and the auxiliary machine housing portion of the first engine room and the second engine room The main machine housing portion of the above is disposed on the other side of the hull in the width direction. By this,

Claims (7)

A hull comprising a first weir side and a second weir side spaced apart in the width direction of the vessel;
An engine compartment provided in the hull and partitioned by a front lateral bulkhead and a rear lateral bulkhead spaced apart in the direction of the ship's hull;
A partition wall that partitions the engine room into a first engine room and a second engine room;
The partition wall is a first transverse bulkhead extending rearward from the first weir side to the second weir side behind the center of the engine room in the ship-to-ship direction in the engine room.
A second transverse bulkhead extending forward from the second weir side to the first weir side forward of the center of the engine room in the ship-going direction;
A longitudinal bulkhead extending along the ship's forward direction and connecting the first transverse bulkhead and the second transverse bulkhead;
The first engine room and the second engine room are respectively
A main machine housing portion which is formed on the first or second side in the boat width direction with a virtual line including the vertical bulkhead as a boundary in plan view, and which houses a main machine;
A ship comprising: an accessory storage unit formed on the second or first side in the boat width direction with the virtual line as a boundary and storing accessories.   The ship according to claim 1, wherein the main-machine accommodating portion has a longer length in the ship-going direction than the auxiliary-machine accommodating portion.   The main machine housing portion of the first engine room and the main machine housing portion of the second engine room overlap in at least a part of the ship success direction when viewed from the width direction of the ship. The ship described in.   The ship according to claim 1, wherein the vertical bulkhead is provided at a center in a width direction of the engine room. A connecting pipe for communicating the first engine chamber with the second engine chamber;
The ship according to claim 1, further comprising: an on-off valve for opening and closing the connection pipe. The vessel further includes a bottom space located below the engine room,
A communicating pipe communicating each of the first engine chamber and the second engine chamber with the bottom space;
The ship according to claim 1, further comprising: a valve that opens and closes the communication pipe. A first submersion prevention section which is in contact with the first weir side and the first horizontal partition and has a smaller volume than the first engine chamber and the second engine chamber;
A second inundation preventing section which is in contact with the second weir side and the second horizontal partition, and which has a smaller volume than the first engine chamber and the second engine chamber;
The ship according to claim 1, comprising:

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