WO2017033921A1

WO2017033921A1 - Ship

Info

Publication number: WO2017033921A1
Application number: PCT/JP2016/074488
Authority: WO
Inventors: 智藤田; 虎卓山本; 校優木村
Original assignee: 三井造船株式会社
Priority date: 2015-08-24
Filing date: 2016-08-23
Publication date: 2017-03-02
Also published as: JP2017043117A; KR20180014158A; KR102043054B1; PH12018500398A1; CN107848601B; JP6578614B2; CN107848601A

Abstract

In the present invention, when a first region R1 is set to be a region which is, in relation to the front-rear direction of a ship 1, between a position Sx1 which is distanced by 0.5% of the length between perpendiculars Lpp rearward from the fore perpendicular F.P. and a position Sx2 which is distanced by 2% of the length between perpendiculars Lpp rearward from the fore perpendicular F.P., and in the vertical direction of the ship 1, between a load water line WL and an exposed deck 13, the following configuration is achieved: a fore frame line Xi indicates the shape of the ship hull surface in the first region R1 in a cross-section vertical to the front-rear direction of the ship 1; a specific inclination line part is where an inclination angle α, formed by a tangent line Lx of any fore frame line Xi with a vertical direction Lz, is at least 65 degrees at an angle from above; and the length of the specific inclination line part for one side of the ship is at least 2% of the frame width of the ship. Due to this configuration, the flow of water on a bow part provided with a bow flare is caused to efficiently flow rearwards; an increase in wave generation resistance and an increase in resistance in ocean waves are both reduced; and a wide exposed deck is provided.

Description

Ship

The present invention can efficiently flow the water flow in the bow portion provided with the bow flare, can reduce the increase in wave-making resistance and the increase in resistance in the waves, and has a wide exposed deck. It is related with the ship which has the bow shape which can do.

In a displacement-type vessel, the shape near the front end of the bow, that is, the bow shape, is required to have a shape with low wave resistance and little increase in resistance due to waves in order to reduce the energy required for propulsion of the vessel. .

If the bow shape is enlarged, the water flowing into the bow part is easily blocked when the ship moves forward, and the water surface rises due to dynamic pressure. Becomes larger. In addition, incident waves are remarkably reflected forward in the waves, resulting in a large increase in resistance.

Therefore, the shape of the bow of the ship is designed so that the shape near the full waterline and below it is not so enlarged near the front end of the bow, except for the bow valve.

On the other hand, above the full load water line, it is difficult for water to reach the exposed deck even in the waves in order to prevent flooding due to waves, safety of personnel, prevention of damage to the deck, and equipment and cargo on the deck. Is required. In addition, the width of the exposed deck is required to be somewhat wide from the viewpoint of the arrangement of the mooring machine. Therefore, as shown in FIGS. 6 to 8, in the conventional ship 1X, the width of the hull near the exposed deck 13 (Z4) is larger than the vicinity of the full load water line WL in order to increase the width of the hull on the exposed deck 13. In many cases, the upper part Pb is widened upward from the position Pc, and the bow flare 14X is wider on the upper side than the full load water line WL on the bow part.

When the bow flare 14X is provided, in the conventional ship 1X, as shown in FIG. 6, the bow frame line (from the water line (horizontal section line) Z0 at the position of the full load water line WL to the water line Z4 of the exposed deck 13 is Body line) The shape of X1 to X4 is gradually widened upward. The inclination angle α of the bow frame lines X1 to X4 is set to the bow perpendicular F.F. P. In the vicinity, it is smaller than 40 degrees with respect to the vertical direction. Therefore, the front end side of the bow has a shape that is enlarged as it goes upward from a portion slightly above the water line Z0 at the position of the full load water line WL.

Furthermore, due to the restrictions on the total length of ships derived from restrictions such as harbors, the structure is subject to the F. P. It is also necessary not to protrude forward more than a certain length. This restriction is strict, and the structure can P. In the case where a so-called valveless hull form that hardly or not protrudes before is adopted, the shape above the water line Z0 at the position of the full load water line WL is as shown by an elliptical part of a one-dot chain line in FIG. The water lines Z1 to Z4 are almost perpendicular to the hull centerline in the vicinity of the front end, and must be extremely enlarged. In this case, the front end shape of the bow flare 14X is close to a plane perpendicular to the front-rear direction of the ship 1X. This tendency is particularly prominent in the enlargement ship in which the square coefficient Cb exceeds 0.75.

A ship with a noticeably enlarged bow at the top of the full-length waterline sails in the waves, and the part that is significantly above the full-length waterline at the bow end due to fluctuations in the water surface height caused by the waves and the vertical and vertical shaking of the hull. When the water hits the water surface, a large wave is generated by the bow end, and the incident wave is strongly reflected forward by the bow end, and the hull resistance is greatly increased.

In addition, when the bow end above the full waterline is significantly enlarged and a ship with a shape close to a plane perpendicular to the longitudinal direction of the ship falls into the above state in the waves, the surface of the hull is near the bow end. Since the water that rises up to the exposed deck height can still have little momentum towards the front of the ship, it is likely to flood the exposed deck. If this flooding is significant, the personnel, cargo and fittings on the exposed deck will be harmed. In severe cases, the deck will be damaged and the ship will be flooded.

As a countermeasure against enlargement of the front end shape of this bow flare, several configurations that do not enlarge the bow shape above the full load water line have been proposed.

As one example, as described in Japanese Patent Application Laid-Open No. 2000-142553, for example, the bow end profile is inclined forward largely above the maximum water line, and the vicinity of the front end of the water line above the maximum water line is An enlarged vessel with an acute angle has been proposed. However, in this enlarged ship, when the distance from the bow perpendicular to the foremost end of the ship is limited to be short, the range in which the bow end profile can be tilted is also reduced. Therefore, when a deck of a certain width or more is provided in a valveless ship type or a ship close to it, there is a problem that the main part of the bow end on the maximum draft line cannot be unavoidably enlarged in this enlarged ship.

For example, as described in Japanese Patent Application Laid-Open No. 2000-335478, the distance from the bow perpendicular to the foremost end of the ship is short, and all the water lines above the maximum water line have an acute angle near the bow end. A large ship has been proposed. However, since this enlargement ship does not provide means for providing a wide deck near the bow end, there is a problem that this enlargement ship cannot be adopted in many cases.

Further, as described in Japanese Patent Application Laid-Open No. 2003-160090, for example, the bow shape of a ship in which the foremost end of the ship substantially coincides with the bow perpendicular line and the water line up to the upper deck height is an acute angle. Proposed. Furthermore, for example, as described in Japanese Patent Application Publication No. 2012-517931, a configuration relating to a spherical bow having a substantially vertical bow end profile and all water lines above the spherical bow having acute angles is provided. Proposed. However, the configuration related to the bow shape and the spherical bow of the ship has a problem that it cannot be applied when a wide deck is required.

As described above, all of the prior art vessels have strong practical limitations, and the applicable vessels are in a narrow range. The shape of the bow that sufficiently satisfies the above conditions is known, including conditions for preventing waves from entering, conditions for wide exposure deck, conditions for preventing protrusion to the front end of the structure, etc. Absent.

Japanese Patent Application No. 2000-142553 Japanese Application No. 2000-335478 Japanese Patent Application Publication No. 2003-160090 Japanese Application Special Table of Contents 2012-517931

The present invention has been made in view of the above-described situation, and the object thereof is to efficiently flow the water flow in the bow portion provided with the bow flare to the rear, increasing the wave-making resistance and in the waves. It is an object of the present invention to provide a ship having a bow shape that can reduce an increase in resistance and can have a wide exposed deck.

The ship for achieving the above-described purpose is located at a position 0.5% away from the bow perpendicular to the back of the bow perpendicular to the longitudinal direction of the ship and 2% away from the bow perpendicular to the length between the perpendiculars. The surface of the hull in the first region in a cross section perpendicular to the front-rear direction of the ship when the region between the full load water line and the exposed deck in the vertical direction of the ship is the first region. In any one of the bow frame lines showing the shape of the ship, the length of the specific slope line portion whose inclination angle formed by the tangent line of the bow frame line with the vertical direction is 65 degrees or more from the upper side is one side, and the ship It is comprised so that it may be 2% or more of the mold width.

According to this configuration, in the bow shape, the main part of the bow flare in the vicinity of the bow perpendicular is inclined at a larger angle than the prior art ship, specifically, 65 degrees or more with respect to the vertical direction. The hull is expanded slightly from the lower part, the degree of enlargement on the full load waterline near the bow end can be made smaller than in the prior art, and the hull shape near the exposed deck can be widened. .

And since the degree of enlargement of the bow is small up to the full load waterline, even if this ship is navigating in the waves and the wave hits the bow end with respect to the part substantially above the full load waterline, The increase in hull resistance associated with the wave forming at the end and the increase in hull resistance associated with reflecting incident waves at the bow end can be made smaller than in prior art vessels.

On the other hand, since the vicinity of the exposed deck of the ship is wide, it is possible to easily secure the width of the exposed deck and prevent flooding of the exposed deck.

In addition, the area near the front edge of the bow flare is not a vertical plane directly below the exposed deck, but a plane that is inclined forward to some extent with respect to the vertical direction. Even if it rises to the vicinity of the exposed deck along the vicinity of the front edge of the water, the water moves along a surface inclined upward on the upper side, so that a positive momentum is obtained. Therefore, even if the water exceeds the exposed deck height, the possibility of flooding on the exposed deck is reduced.

In other words, S. S. (Square Station) 9.95-S. S. 9.80 is to satisfy the condition that a section having an inclination of 65 degrees or more exists in one of the bow frame lines at least 2% of the mold width per side. In other words, in the ship of this configuration, the lower part of the bow frame line can be thinned in the wide range from the full load water line to the slightly lower part of the exposed deck in the vicinity of the bow end, so it is less bloated than the prior art ship. The part, i.e. the thinned part, goes up to a high position.

In the prior art, it was believed that the bow frame line near horizontal in the vicinity of the bow perpendicular line was easily damaged in the waves, so it was an iron rule not to provide a bow frame line near horizontal, but in this configuration, Darely, by adopting the above configuration and providing a bow frame line that is nearly horizontal, the enlarged portion near the bow end can be limited to the very vicinity of the exposed deck that needs to be widened, The hull resistance can be reduced and the wave deck driving can be reduced.

It should be noted that the upper limit of the width in the width direction of the inclination angle and the specific inclination line portion is usually 90 degrees naturally on the structure of the ship, and the upper limit of the length in the width direction of the specific inclination line portion is The upper limit of the inclination angle is preferably 85 degrees or less, and the length in the width direction of the specific inclination line part is preferably 40% or less in order to further reduce the impact force caused by waves.

In the above-described ship, when the portion of the hull surface that is constituted by the specific inclined line portion in the first region is formed such that a portion of 50% or more and 100% or less is formed by a developable surface, the following effective.

According to this configuration, the bow flare is often made with a surface shape that requires a three-dimensional bending process in the prior art, but by forming the main part of the bow flare with a developable surface, Can be made by simply bending a flat plate two-dimensionally, making it easier to bend the hull surface, despite the fact that the shape of the flare is significantly different from that of the conventional bow flare. This makes it possible to significantly reduce the man-hour for processing the bow flare and reduce the processing cost.

In the above-mentioned ship, a difference in height between the full load water line and the exposed deck at the bow end is set as a reference height, and in the first region, a reference horizontal line that is 50% higher than the full load water line in the vertical direction of the ship When the region between the full waterline and the first lower region is the first lower region, the bow frame line having the specific inclined line portion of 2% or more of the mold width is the most hull center side portion in the first lower region. If the distance in the hull width direction between the outermost side and the furthest side portion is 4% or less of the mold width, the following effects are obtained.

In the prior art, the bow frame line in the vicinity of the bow vertical line spread from a little above the full load water line, but according to this configuration, the bow shape on the water surface is sharpened to the same extent as the full water line. can do. In particular, the horizontal cross-section line of the hull is almost the same shape as the horizontal cross-section line at the position of the full load waterline, up to the slightly lower part of the exposed deck, so that the shape in this range all suppresses the generation of waves and the incident wave. It is optimized from the viewpoint of suppressing reflection, and the resistance increase is remarkably small. In particular, the hull resistance in the waves can be reduced.

Further, in the above-described ship, a difference in height between the full load water line and the exposed deck at the bow end is defined as a reference height, and the reference height is 50% higher than the full load water line in the vertical direction of the ship in the first region. When the area between the horizontal line and the full load water line is the first lower area, the bow frame line having a specific inclined line portion of 2% or more of the mold width is included in the first lower area. In addition, the following effects can be obtained if the bow frame line is configured such that a portion whose inclination angle with respect to the vertical direction is ± 10 degrees or less exists at 25% or more of the reference height. Note that the portion where the inclination angle to the vertical direction is ± 10 degrees or less may be a straight line or a substantially straight curve.

According to this configuration, the lower portion of the bow frame line has a vertical straight line or a shape with an inclination angle close to ± 10 degrees, and rises to a bent portion where the angle of inclination angle with respect to the vertical direction starts to increase. Therefore, the shape of the waterline near the bow end is substantially the same as the shape of the waterline on the full load waterline, far above the full load waterline. Thereby, hull resistance becomes smaller. At the same time, the shape of the hull near the bow end becomes simple, so that workability is improved and work costs are reduced.

The tilt angle of the lower part of the bow frame line is ± 10 degrees or less. For example, when the angle from the vertical direction to the lower side is defined as plus, the lower limit is minus 10 degrees and the upper limit is plus 10 Degree. Further, regarding the length of the portion of the inclination angle, the lower limit is 25% of the reference height, but is usually 30% or more, preferably 40% or more of the reference height, but more than 50% is more. preferable.

Further, in the above-described ship, a difference in height between the full load water line and the exposed deck at the bow end is defined as a reference height, and the reference height is 50% higher than the full load water line in the vertical direction of the ship in the first region. When the area between the horizon and the exposed deck is the first upper area,
In any of the bow frame lines having a specific inclined line portion of 2% or more of the mold width, it is concave when viewed from the outside of the ship, and the curvature radius is in the first upper region of the ship. If the bow frame line is formed so that there is a recess that is 8% or less of the mold width or there is a break point, the following effects are obtained.

In the prior art, the bow frame line of the bow flare is usually composed of a smooth curve or straight line, and even if a recess with a slightly smaller radius of curvature of the bow frame line is provided, it is just above the full waterline. However, according to this configuration, by combining with the above configuration, it is possible to limit the enlarged portion near the bow end to a narrower range, narrow the range of widening the hull toward the deck, Most of the lines can be made sharp and have excellent fluidity. That is, the advantage by having employ | adopted said specific inclination line part can be received to the maximum. Using a gentle curve that is often found in conventional charts, the hull must be enlarged considerably below the deck, reducing the above advantages.

In the above-mentioned ship, a full load water line and an exposed deck in the vertical direction of the ship between a position 2% away from the perpendicular to the bow perpendicular to the forward and backward direction of the ship and the foremost end of the ship. In the second region, the tangent of the cross-sectional curve is the vertical direction in any of the cross-sectional curves obtained by cutting the hull surface with an arbitrary plane parallel to the hull center plane in the second region. When the portion where the inclination angle formed exceeds 50 degrees does not exist more than 0.5% of the length between the perpendiculars, the following effects are obtained.

According to this configuration, when viewed three-dimensionally, the hull surface of the bow flared portion does not have a particularly large inclination with respect to the vertical direction as compared with the prior art ship. Even if the bow portion moves downward and the bow flare collides with the water surface, the impact of the bow flare surface from the water remains at the same level as that of the prior art ship.

In other words, in the prior art, it has been believed that the hull of the bow frame line near the horizontal of the above-mentioned specific inclination line part has a small angle with the water surface and a large impact when subjected to waves, As for the vicinity of the edge, even if the bow frame line is made closer to the horizontal, the inclination angle with respect to the vertical direction is not so large, the angle that such a hull surface makes with the water surface is not large, and the impact force by waves is the same as that of the conventional ship. It turns out that it is a grade. This was not known in the prior art.

And in said ship, when the square coefficient of the said ship is 0.75 or more, or the distance between a bow perpendicular and the foremost end of the said ship is zero or more and 1% or less of the length between perpendiculars, ie, enlargement In the case of a high degree or a valveless hull shape or a hull shape close to it, in the design of the prior art, the vicinity of the front end of the bow flare tends to be particularly enlarged, and thus the effect when this technology is adopted becomes particularly large.

According to the ship of the present invention, while ensuring the necessary width for the exposed deck at the bow end, the increase in wave resistance and wave resistance is smaller than that of the prior art ship. Energy consumption is less than prior art ships.

Also, since it is difficult to flood the exposed deck even in the waves, there is little risk of damage to the ship, inundation, or injury to personnel or cargo. Furthermore, the impact received from the water when the bow flare collides with the water surface is almost the same as that of the prior art vessel, so there is no particular risk of damage to the bow flare despite the large tilt of the bow frame line. In addition, the vibration and noise resulting from the impact from the water remain at the same level as those of the prior art ship.

FIG. 1 is a front view schematically showing a hull shape in a cross section according to a longitudinal direction of a ship in a ship according to an embodiment of the present invention. FIG. 2 is a side view schematically showing a hull shape in a longitudinal section according to the width direction of the ship in the ship according to the embodiment of the present invention. FIG. 3 is a plan view schematically showing a hull shape in a horizontal section according to the height direction of the ship in the ship of the embodiment of the present invention. FIG. 4 is a partially enlarged view of FIG. FIG. 5 is a partially enlarged view of FIG. FIG. 6 is a front view schematically showing a hull shape in a cross section according to the longitudinal direction of the ship in a conventional ship. FIG. 7 is a side view schematically showing a hull shape in a longitudinal section according to a width direction of a ship in a conventional ship. FIG. 8 is a plan view schematically showing a hull shape in a horizontal section according to a height direction of a ship in a conventional ship.

Hereinafter, a ship according to an embodiment of the present invention will be described with reference to the drawings. The ship according to this embodiment is a displacement-type ship 1 having a bow shape as shown in FIGS.

As shown in FIG. 2, the ship 1 has a bow perpendicular line F.V. P. A position 0.5% apart from the vertical line length Lpp (Square Station SS 9.95) Sx1 and the bow normal F. P. The area Xr between the vertical line Lpp and the position 2% apart from the vertical line Lpp (Square Station SS 9.80) Sx2, and with respect to the vertical direction of the ship 1, the full load water line WL and the exposure A region which is the region Zr between the deck 13 is defined as a first region R1.

As shown in FIGS. 2 and 4, when a horizontal line 50% higher than the reference height Hs than the full load water line WL is set as the reference horizontal line Zh, the distance between the full load water line WL and the reference horizontal line Zh in the first region R1. This region is defined as a first lower region R1b, and a region between the reference horizontal line Zh and the exposed deck 13 in the first region R1 is defined as a first upper region R1a.

Also, as shown in FIG. 4, lines indicating the shape of the bow flare in each cross section perpendicular to the longitudinal direction of the ship 1 are bow frame lines X1 to X4 (hereinafter referred to as Xi), and a tangent Lx of the bow frame line Xi. Let the specific inclination line part be the part where the inclination angle α formed by the vertical direction Lz is 65 degrees or more from the upper side. Normally, the upper limit of the inclination angle α is 90 degrees because of the configuration of the ship 1, but the upper limit of the inclination angle is preferably 85 degrees or less.

In addition, as shown in FIG. P. Is a region Xf between a position Sx2 2% away from the vertical line length Lpp and the foremost end Fm of the ship 1 (the same position as the bow perpendicular line FP in FIG. 5) and the vertical direction of the ship 1 Then, let the area | region which is the area | region Zr between the full load water line WL and the exposure deck 13 be 2nd area | region R2.

In the present invention, first, as shown in FIG. 1 and FIG. 4, the length of the specific inclined line portion is one piece in the bow frame line Xj of the bow frame lines X1 to X4 (hereinafter referred to as Xi). It is comprised so that it may be 2% or more of the type | mold width Bm of a ship per dredger. In addition, although the upper limit of the length of the width direction of this specific inclination line part will be 50%, Preferably it is 40% or less.

As a result, as shown in FIG. 1 and FIG. P. The main portion of the nearby bow flare 14 is inclined with respect to the vertical direction Lz at a larger angle than the prior art, for example, the ship 1X of FIG. 6, specifically 65 degrees or more, so that the bow end Fm ( 1 to FIG. 5 is a portion slightly below the exposed deck 13 in which the degree of enlargement to the vicinity of the full load water line WL in the vicinity of the bow perpendicular line FP) is smaller than that of the conventional ship 1X. Since the hull is expanded from P, the degree of enlargement on the full load water line WL in the vicinity of the bow end can be made smaller than that in the prior art, and the hull shape in the vicinity of the exposed deck 13 can be widened.

And since the degree of enlargement of the bow is small up to the full load water line WL, this ship 1 is navigating in the waves, and even if the wave hits the bow end Fm in a portion substantially above the full load water line WL, The increase in hull resistance caused by the bow end Fm creating waves and the increase in hull resistance caused by reflecting incident waves at the bow end Fm can be made smaller than those of the prior art ship 1X.

On the other hand, since the ship 1 is wide in the vicinity of the exposed deck 13, it is possible to easily secure the width of the exposed deck 13 and prevent the exposed deck 13 from being flooded.

Further, as shown in FIG. 2, the vicinity of the front end of the bow flare 14 is not a vertical surface just below the exposed deck 13 but a surface inclined to some extent with respect to the vertical direction. Even when the water rises up to the vicinity of the exposed deck 13 along the vicinity of the front end of the bow flare 14, the water moves along a surface inclined upward on the upper side, so that a positive momentum is obtained. Therefore, even if the water exceeds the height of the exposed deck 13, the possibility of flooding on the exposed deck 13 is reduced.

In other words, S. S. (Square Station) 9.95-S. In any one of the bow frame lines Xj between S.9.80, the condition that the specific inclination line portion that is a section having an inclination of 65 degrees or more exists 2% or more of the mold width Bm per one side is there. That is, in this ship 1, since the lower part of the bow frame line Xj can be formed in a wide range from the full load water line WL to the slightly lower part P of the exposed deck 13 in the vicinity of the bow end Fm, FIG. The portion that is not enlarged is raised to a higher position than the conventional ship 1X as shown in FIG.

As a result, in the prior art, it was believed that the bow frame line Xj, which is almost horizontal in the vicinity of the bow perpendicular (FP), was easily damaged in the waves. Therefore, by adopting the above configuration and providing a bow frame line Xj that is nearly horizontal, the enlarged portion near the bow end Fm is only in the vicinity of the exposed deck 13 that needs to be widened. It can limit, hull resistance can be reduced, and wave deck driving can be reduced.

Further, a portion of 50% or more and 100% or less of the hull surface formed by the specific inclined line portion in the first region R1 is formed as a developable surface. As a result, the bow flare 14 is often made with a surface shape that requires three-dimensional bending in the prior art, but by forming the main portion of the bow flare 14 with a developable surface, Many parts can be made by simply bending a flat plate two-dimensionally, making it easy to bend the hull surface, despite the fact that the shape of the flare 14 is significantly different from that of the prior art bow flare. Thus, the man-hours for processing the bow flare 14 can be significantly reduced, and the processing cost can be reduced.

Further, as shown in FIG. 4, the bow frame line Xj having a specific inclined line portion of 2% or more of the mold width Bm is located between the most hull center side portion and the most hull side portion in the first lower region R1b. The distance bi in the hull width direction is configured to be 4% or less of the mold width Bm.

Thus, in the conventional technique, the bow perpendicular F.R. The bow frame line Xi in the vicinity of P was extended from a little above the full load water line WL, but according to this configuration, the bow shape on the water surface is sharpened to the same extent as the full load water line WL. Can do. In particular, since the horizontal cross-section line of the hull is almost the same shape as the horizontal cross-section line at the position of the full load water line WL up to a slightly lower portion P of the exposed deck 13, the shape in this range is all suppressing the occurrence of waves and It is optimized from the viewpoint of suppressing reflection of incident waves, and the resistance increase is extremely small, and in particular, the hull resistance in waves can be reduced.

In addition, in any one of the bow frame lines Xj having a specific inclination line portion of 2% or more of the mold width Bm, the inclination angle β formed with the vertical direction Lz in the first lower region R1b is approximately ± 10 degrees or less. It is configured so that there is a bow frame line Xk in which the straight line portion exists at 25% or more of the reference height Hs. In addition, the length of the portion of the inclination angle β is usually 30% or more, preferably 40% or more of the reference height Hs, and more preferably 50% or more.

According to this configuration, with respect to the lower portion of the bow frame line Xj, a bent portion having a vertical straight line or a shape with an inclination angle β close to ± 10 degrees and an angle of the inclination angle α with respect to the vertical direction Lz starts to increase. Since it is comprised so that it may rise to P, the waterline surface shape of the vicinity of the bow end Fm becomes a shape substantially the same as the waterline surface shape in the full load waterline WL to the part P considerably above the full load waterline WL. Thereby, hull resistance becomes smaller. At the same time, the hull shape in the vicinity of the bow end Fm becomes simple, so that the workability is improved and the work cost is reduced.

Further, as shown in FIGS. 1 and 4, any one of the bow frame lines Xj having a specific inclination line portion of 2% or more of the mold width Bm is concave when viewed from the outside of the

ship

1, and 1 The upper region R1a is configured such that there is a recess having a curvature radius R of 8% or less of the mold width Bm of the ship 1, or a bow frame line Xj in which a break point exists.

As a result, in the prior art, the bow frame line Xi of the bow flare 14 is usually constituted by a smooth curve or straight line, and even if a recess having a slightly smaller curvature radius R of the bow frame line Xi is provided, it is full. Although it was immediately above the waterline WL, according to this configuration, by combining with the above configuration, as shown in FIG. 3, the enlarged portion near the bow end Fm can be limited to a narrower range. The range in which the hull is widened toward the exposed deck 13 can be narrowed, and the majority of the water line at the bow can be made into an excellent shape with an acute angle and fluidity. That is, the advantage of adopting the specific inclined line portion can be maximized. Using the gentle curve often seen in the front view of the prior art, the hull must be enlarged considerably below the exposed deck 13, reducing the above advantages.

As shown in FIGS. 2 and 5, in any of the cross-sectional curves Y0 to Y4 obtained by cutting the hull surface along an arbitrary plane parallel to the hull center plane in the second region R2, the tangent line Ly of the cross-sectional curve Yi is obtained. Is configured such that there is no portion where the inclination angle θ with respect to the vertical direction Lz exceeds 50 ° exceeds 0.5% of the length Lpp between perpendiculars. In other words, the portion where the inclination angle θ exceeds 50 degrees is continuous, and is configured to be less than 0.5% of the length Lpp between perpendiculars.

As a result, when viewed three-dimensionally, since the hull surface of the portion of the bow flare 14 does not have a particularly large inclination with respect to the vertical direction as compared with the prior art ship, the water rises in the waves. Alternatively, even when the bow portion moves downward and the bow flare 14 collides with the water surface, the impact received by the surface of the bow flare 14 from water remains at the same level as that of the prior art ship 1X.

That is, in the prior art, it has been believed that the hull of the almost horizontal bow frame line Xj configured as described above has a small angle with the water surface and a large impact when subjected to waves. In the vicinity of the end Fm, even if the bow frame line Xj is made closer to the horizontal, the inclination angle of the hull surface with respect to the vertical direction Lz does not become so large, and the angle between such a hull surface and the water surface is not so large, and the impact caused by waves The force was found to be comparable to that of the prior art ship 1X. This has not been known before.

And the square coefficient Cb of this ship 1 is 0.75 or more, or the bow perpendicular F. P. When the distance of the foremost end (head end) Fm of the ship 1 is not less than zero and not more than 1% of the length Lpp between perpendiculars, that is, in the case where the degree of enlargement is high, or the hull form is close to the valveless ship type. In the design of the technology, the vicinity of the front end of the bow flare 14 is particularly likely to be enlarged, whereas the effect when the technology is employed is particularly great.

Therefore, according to the ship 1 having the above-described configuration, since the necessary width of the exposed deck 13 is secured at the bow end Fm, the increase in wave resistance and wave resistance is smaller than that of the conventional ship 1X. Energy consumption when navigating the actual sea area is less than that of the prior art ship 1X.

In addition, since it is difficult for water to flood on the exposed deck 13 even in the waves, there is little risk of damage to the ship 1, flooding, injury to personnel or cargo. Further, since the impact received from the water when the bow flare 14 collides with the water surface is the same as that of the prior art ship 1X, the bow flare 14 is damaged even though the bow frame line Xj is greatly inclined. There is no particular fear, and the vibration and noise resulting from the impact from the water remain at the same level as the conventional ship 1X.

According to the ship of the present invention, while ensuring the necessary width for the exposed deck at the bow end, the increase in wave resistance and wave resistance is smaller than that of the prior art ship. Since energy consumption is less than that of prior art vessels, it can be used for many vessels.

1, 1X Ship 11 Ship bottom 12 Ship side skin 13

Exposed deck

14, 14X Bow flare Bm Width Fm Front end (front end)
Lx tangent (in cross section)
Ly tangent (in side section)
Lz Vertical direction Hs Standard height (height from full load water line to exposed deck)
P Slightly below the exposed deck R1 1st region R2 2nd region Sx1 A position Sx2 that is 0.5% away from the bow perpendicular to the back perpendicular and 2% away from the bow perpendicular to the rear WL Full load water line X0 to X4, Xi, Xj Bow frame line (body line)
Xf Region Sr between the position Sx2 and the foremost end Fm Region Yr between the positions Sx1 and Sx2 Y0 to Y4 A cross-sectional curve Z0 obtained by cutting the hull surface along a plane parallel to the hull center plane Water line at the position of the full load waterline ( Horizontal cross-sectional shape)
Z1 to Z4 Waterline (Horizontal sectional shape)
Zh Reference horizontal line Zr Area between the full load water line and the exposed deck α Inclination angle (in the cross section) between the tangent line at the top of the bow frame line and the vertical direction
β Inclination angle (in the cross section) that the tangent at the bottom of the bow frame line is perpendicular
θ Inclination angle (in the side cross-section) between the tangent to the cross-section curve and the vertical direction

Claims

With respect to the longitudinal direction of the ship, between the position 0.5% away from the bow normal and 2% away from the bow perpendicular to the position 2% away from the perpendicular to the back, and the vertical direction of the ship Then, when the area between the full load water line and the exposed deck is the first area,
In any one of the bow frame lines showing the shape of the hull surface in the first region in a cross section perpendicular to the front-rear direction of the ship, an inclination angle between the tangent line of the bow frame line and the vertical direction is 65 from the upper side. A vessel characterized in that the length of the specific inclined line portion which is equal to or greater than 2 degrees is 2% or more of the mold width of the vessel per one side.
2. A ship according to claim 1, wherein a portion of 50% to 100% of a hull surface formed by the specific inclined line portion in the first region is formed by a developable surface.
The reference height is the difference in height between the full load water line and the exposed deck at the bow end.
When the region between the reference horizontal line and the full load water line that is 50% higher than the reference height in the vertical direction of the ship in the first region in the vertical direction of the ship is the first lower region,
In the first lower region, the bow frame line having the specific inclined line portion of 2% or more of the mold width has a distance in the hull width direction between the most hull center side portion and the most hull side portion. The ship according to claim 1, wherein the ship is 4% or less of the mold width.
The reference height is the difference in height between the full load water line and the exposed deck at the bow end.
When the region between the reference horizontal line and the full load water line that is 50% higher than the reference height in the vertical direction of the ship in the first region in the vertical direction of the ship is the first lower region,
In any one of the bow frame lines having the specific inclination line portion of 2% or more of the mold width, a portion having an inclination angle with respect to the vertical direction within ± 10 degrees is within the first lower region. The ship according to any one of claims 1 to 3, wherein the bow frame line exists at 25% or more of a reference height.
The reference height is the difference in height between the full load water line and the exposed deck at the bow end.
When the area between the reference horizontal line and the exposure deck that is 50% higher than the reference height in the vertical direction of the ship in the vertical direction of the ship in the first area is the first upper area,
One of the bow frame lines having the specific inclined line portion of 2% or more of the mold width is concave when viewed from the outside of the ship, and the radius of curvature is within the first upper region. The ship according to any one of claims 1 to 4, wherein the bow frame line is provided with a concave portion that is 8% or less of the mold width or a break point.
Between the position perpendicular to the ship's longitudinal direction and 2% of the length between the normals and the foremost end of the ship, and in the vertical direction of the ship, the area between the full load water line and the exposed deck As the second area,
In any of the cross-sectional curves obtained by cutting the hull surface along an arbitrary plane parallel to the center plane of the hull in the second region, the portion where the tangent line of the cross-sectional curve is perpendicular to the vertical direction exceeds 50 degrees The ship according to any one of claims 1 to 5, wherein 0.5% or more of the length does not exist.
The ship according to any one of claims 1 to 6, wherein the ship has a square coefficient of 0.75 or more.
The ship according to any one of claims 1 to 7, wherein the distance between the bow perpendicular and the foremost end of the ship is not less than zero and not more than 1% of the length between the perpendiculars.