WO2018128105A1

WO2018128105A1 - Ship

Info

Publication number: WO2018128105A1
Application number: PCT/JP2017/046301
Authority: WO
Inventors: 俊太郎江川; 智藤田
Original assignee: 三井造船株式会社
Priority date: 2017-01-06
Filing date: 2017-12-25
Publication date: 2018-07-12
Also published as: CN110234566A; JP2018108796A

Abstract

A ship in which the Froude number is larger than 0.10, wherein when Lpp is the length between perpendiculars, B is the interior breadth, Cbl is the block coefficient in summer load water, and Lsl is the length of the flat surface portion on the side of the ship in terms of the summer load water line, the degree of enlargement αl of the submerged portion of the bow and stern of a ship in summer load water is defined as "αl=B/(Lpp×(1-Cbl))", and the degree of enlargement βl at the water line of the bow and stern of a ship in summer load water is defined as "βl=B/(Lpp×(1-Lsl/Lpp))", such that the degree of enlargement β1 at the water line of the bow and stern of a ship is set to be large so as to satisfy "0.57αl+0.10<βl<0.66α l+0.12". As a result, the ship maintains excellent fuel efficiency performance while securing the necessary propulsive performance during operation by maintaining a form that is as slender as possible, and widening the flat surface portion allows for the broadening of the range of ports in which the ship is capable of docking.

Description

Ship

The present invention relates to a ship, and more particularly to a ship that can widen the range of ports that can be entered while ensuring high propulsion performance.

When a ship berths at a port or the like for loading and unloading, the impact when landing and the impact caused by hull shaking during mooring are buffered by fenders. For this reason, mooring is carried out by contacting a plurality of fenders installed on the quay or pier with a plane portion on the ship side of the main hull at several places.

At the time of this berthing, the relationship between the flat part of the main hull and the fender is poor, and if the contact part between the flat part and the fender cannot be secured sufficiently, it cannot be moored in a stable state. There are cases where berthing is not permitted. Since the conditions such as the arrangement and number of fenders differ depending on the port, if the main hull is narrow, the number of ports that can be docked is reduced and the generality of the ship is impaired.

As described in Japanese Patent Application Laid-Open No. 8-216972, a low-speed enlargement ship such as a tanker or a bulker is a enlargement ship type to ensure the weight of the cargo, and the side flat is relatively secured. It was easy and there were few problems. On the other hand, in the case of a mid-speed and thin ship type such as an LNG ship or LPG ship, it is necessary to reduce the resistance and secure the ship speed, so it is necessary to make the bow and stern thin, and as a result, the side flat is slow. There was a tendency to be smaller than that of a full-sized ship.

On the other hand, from the viewpoint of energy saving in shipping, the hull resistance is required to be small. When the Froude number (Froude number = V / √ (Lpp × g): ship speed V (m / s), perpendicular length Lpp (m), gravity acceleration g (m / s ² )) exceeds 0.10, Since the wave resistance becomes a level that cannot be ignored in the resistance of the hull, it is one of the important issues in ship design to reduce the wave resistance as much as possible in a ship having a fluid number exceeding 0.10.

In order to reduce the wave resistance, the water surface must not be abruptly disturbed by the advancing hull, and therefore the droop of the water line from the bow tail toward the side flat should be avoided. In the conventional design method, this point is excessively emphasized, and the spread of the waterline is remarkably restricted according to the degree of enlargement of the submerged part of the ship, and as a result, the side flat length is remarkably restricted. Sex was impaired.

More specifically, it is as follows. When the vertical length of the ship is Lpp, the mold width is B, the square coefficient is Cb, and the side flat length of the waterline is Ls, the submerged portion enlargement degree α at the bow of the ship is “α = B / ( Lpp × (1−Cb)) ”, and the extent of the water line at the stern, ie, the degree of enlargement of the stern water line β is expressed by“ β = B / (Lpp × (1−Ls / Lpp)) ”. Can be represented. Conventionally, the bow sway line enlargement β does not exceed “0.57α + 0.10” in the summer full state and “0.57α + 0.055” in the normal ballast state.

Therefore, as is apparent from the equation modification, the side flat length Ls in the conventional ship is at most “Lpp−B / (0.57B / (Lpp × (1−Cb)) + 0.10) in the summer full load state. In the normal ballast state, it was “Lpp−B / (0.57B / (Lpp × (1−Cb)) + 0.055)”. As described above, the side flat length is remarkably limited in accordance with the main eyes of the ship, so that the conventional ship has lost versatility.

The conventional restriction on the side flat length is a particularly serious problem for liquefied gas carriers such as LNG and LPG. Due to the physical and economic characteristics of cargo, the required speed of liquefied gas carriers is relatively high, and the maximum fluid number is usually 0.17 or more, but liquefied gas is used so that wave resistance does not become excessive even at that speed. The bow of the carrier ship has a relatively thin shape, and the enlargement degree α of the bow tail submerged part in the summer full draft is usually 0.82 or less. Conventionally, as described above, the side flat has been limited to a short one corresponding to this α.

On the other hand, a liquefied gas carrier ship must have a cargo handling device on the ship, that is, a cargo manifold, connected to a land device in a stable and reliable manner so that the liquefied gas can be transferred to and from the land without leakage. In particular, it is strongly demanded that the armor be in contact with a plurality of fenders and moored in a stable state.

Conventionally, many ports handling liquefied natural gas are assumed to be large liquefied natural gas carriers, and considering the position and spacing of fenders and the connection position of cargo manifolds as large liquefied natural gas vessels can contact The required side flat length was determined. While it is relatively easy to ensure the required side flat length for large liquefied natural gas ships, the required side flat length is ensured for medium and small liquefied natural gas ships because the main item is small. It becomes difficult to do. When the required side flat length cannot be ensured, cargo handling at the port cannot be performed, which causes a problem that the versatility of the ship is significantly reduced.

Japanese Patent Application Laid-Open No. 8-216972 filed in Japan

The present invention is to provide a ship capable of widening the range of ports that can enter a port while maintaining the minimum propulsion ship type and ensuring the propulsion performance necessary for operation and maintaining good fuel efficiency.

In order to achieve the above object, the ship according to the present invention is a self-navigating ship having a fluid number larger than 0.10, the length between vertical lines of the ship is Lpp, the mold width is B, and the square coefficient in the summer full draft is Cbl. The length of the plane part on the ship side in the summer full load water line is defined as Lsl, and the enlargement degree αl of the bow tail submerged part in the summer full load draft of the ship is defined as “αl = B / (Lpp × (1-Cbl))”. , The bow tail water line enlargement degree βl in the summer full load draft of the ship is defined as “βl = B / (Lpp × (1−Lsl / Lpp))”. βl is set to a size satisfying “0.57αl + 0.10 <βl <0.66αl + 0.12”.

That is, in the summer full draft, the above-mentioned bow sway line enlargement β is made larger than “0.57α + 0.10”, but is kept below “0.66α + 0.12.” According to this configuration, since “β> 0.57α + 0.10”, the side flat becomes relatively longer than the conventional ship, and the versatility of the ship is enhanced.

Although such a configuration has not been adopted in the past, the present inventors conducted research using a tank experiment and numerical analysis, and even if “β> 0.57α + 0.10”, “β <0.66α + 0 .12 ”, the increase in wave resistance is relatively small, and as a result, the increase in energy consumption is not so much that the utility of the ship is lost. Therefore, depending on the port conditions,“ β> It has been clarified that a longer side flat as “0.57α + 0.10” is a more useful ship.

In the above-mentioned ship, the square coefficient in the normal ballast draft is Cbb, the length of the plane part on the ship side in the normal ballast draft is Lsb, and the enlargement degree αb of the bow tail submerged part in the normal ballast draft of the ship is “αb = B / (Lpp × (1−Cbb)) ”and when the bow sway line enlargement βb in the normal ballast draft of the ship is defined as“ βb = B / (Lpp × (1−Lsb / Lpp)) ” In addition, the fore tail water line enlargement degree βb in the normal waterline is set to a length satisfying “0.57αb + 0.055 <βb <0.66αb + 0.065”.

The above configuration can increase the versatility of the ship by extending the side flat in a wide draft range from the full load state to the normal ballast state.

In any of the above vessels, the intersection on the bow side where the side flat line serving as the boundary line between the plane portion and the curved surface portion on the ship side of the main hull and the summer full load draft line is defined as the first intersection, and the bow perpendicular line and the stern perpendicular line Lsfl is the distance from the midship to the first intersection, and the degree of bowline enlargement βfl in the summer full draft is “βfl = B / (Lpp × (1−Lsfl / (0.5Lpp))) ”Is set to a size satisfying“ 0.57αl + 0.075 <βfl <0.66αl + 0.08 ”in the summer full load waterline.

By using the above configuration, the enlargement of the bow that affects wave resistance, in particular, is considered as a practical range, and the plane of the bow is enlarged to widen the range of ports that can enter the port. be able to.

In any of the above ships, a curved surface portion that is a portion excluding the flat surface portion of the hull surface below the summer full load water line is configured in a streamlined manner, and the flat surface portion and the curved surface portion below the summer full water load line. If is connected without breaking, the following effects can be exhibited.

With this configuration, when the hull moves forward, water (seawater) moves smoothly without changing the speed suddenly in the vicinity of the hull, so the change in static pressure is not abrupt and the height of the water surface is high. Since the change is not abrupt, the water surface waves generated by the hull are small, and as a result, the increase in wave resistance due to the extension of the side flats is less severe.

In any of the above-mentioned vessels, the intersection point on the bow side where the side flat line that becomes the boundary line between the flat surface portion and the curved surface portion on the ship side of the main hull and the summer full load water line is a first intersection point, and the side flat line and the When the intersection on the stern side where the summer full load water line intersects is the second intersection, the horizontal distance between the cargo handling position, which is the center position of the cargo handling equipment for transporting cargo to the land side, and the first intersection in the direction of the captain is Next, if the horizontal distance between the cargo handling position and the second intersection is 15% or more and 40% or less of the length between the vertical lines of the ship, the horizontal distance between the cargo handling position and the second intersection point is 15% or more and 40% or less. The effect of can be demonstrated. In the case of a tanker or a liquefied gas carrier (such as an LNG ship or LPG ship), the cargo handling equipment is a cargo manifold.

With this configuration, when unloading work is performed with the cargo loaded and berthed at the port, it is possible to secure a sufficiently large flat portion on both sides with respect to the position where the loading facility is placed in the captain direction. it can. Thereby, since the contact | abutting location of a plane part and a fender can be fully ensured in the vicinity of the cargo handling equipment used as the junction with the land side, cargo handling work can be performed in the more stable berthing state. Further, since the flat portion does not become excessive, it is possible to suppress the deterioration of the propulsion performance and the maneuvering performance of the ship in the cargo loading state.

In any of the above vessels, the intersection on the bow side where the side flat line and the normal ballast water line that serve as the boundary line between the plane portion and the curved surface portion on the ship side of the main hull intersect with each other as the third intersection, and the side flat line and the When the intersection at the stern side where the normal ballast water line intersects is the fourth intersection, the horizontal distance between the cargo handling position at the center of the cargo handling facility for transferring cargo to the land side and the third intersection with respect to the captain direction is the ship concerned. The following effect is obtained when the horizontal distance between the vertical position of the ship is 10% to 35% and the horizontal distance between the loading position and the fourth intersection is 10% to 35% of the vertical length of the ship. Can be demonstrated.

With this configuration, when performing loading / unloading work in a state of being in contact with the harbor in a normal ballast state, it is possible to secure a sufficiently large plane portion on both sides with respect to the position where the loading / unloading facility is arranged in the captain direction. . Thereby, since the contact | abutting location of a plane part and a fender can be fully ensured in the vicinity of the cargo handling equipment used as the junction with the land side, cargo handling work can be performed in the more stable berthing state. Further, since the flat portion is not excessive, it is possible to suppress the deterioration of the propulsion performance and the maneuvering performance of the ship in the normal ballast state.

In any of the above-described vessels, the following effects can be exhibited when the bow tail submergence degree αl in the summer full draft is 0.82 or less. In this configuration, the bow-snipping section enlargement α1 is 0.82 or less, so the bow-spillline enlargement β is “0.57α + 0.10” or less in the summer full load state, and “ Even in the case of a conventional ship that is limited to 0.57α + 0.055 ”or less, even if the side flat length is significantly shortened, this restriction can be relaxed and the side flat can be lengthened. Can greatly improve the performance.

In any of the above vessels, if the fluid number is greater than 0.17, the following effects can be exhibited. In this configuration, since the fluid number exceeds 0.17, when the bow tail is enlarged, the wave-making resistance exceeds the allowable value. Therefore, the bow tail submerged portion enlargement degree in order to lengthen the side flat. Even for ships that cannot increase α, the side flatness can be lengthened by increasing the bow tailwaterline enlargement β beyond the conventional upper limit without changing α. Can be greatly improved.

Any of the above ships can exhibit the following effects when the fluid number is 0.24 or less. According to this configuration, the bow tailwater line enlargement β is less than “0.66α + 0.12” in the summer full draft, and less than “0.66α + 0.065” in the normal ballast state, so that The increase in wave resistance due to the longer side flat is relatively small, but the increase in wave resistance is particularly slight when the Froude number does not exceed 0.24, and therefore almost increases the energy consumption during propulsion. Without increasing the length of the side flat, the versatility of the ship can be improved.

In any one of the above ships, the liquefied gas can be loaded as cargo, and a cargo manifold that transfers the liquefied gas between the ship and the ship by connecting to a land device is provided as a cargo handling facility. The following effects can be exhibited.

A liquefied gas carrier needs to stably and securely connect the cargo handling device on the ship, that is, the cargo manifold, to the onshore device and transfer the liquefied gas to and from the land without leakage. It is particularly strongly required to be in contact with the fender and moored in a stable state. Therefore, when the flat part of the main hull cannot be brought into contact with the fender, cargo handling is often impossible, and the loss of versatility of the ship due to the short side flat is particularly large in liquefied gas carriers. However, since the side flat can be made longer than before by increasing the above-mentioned bow tailwater line enlargement β beyond the conventional upper limit, the number of ports where the liquefied gas carrier can handle cargo increases, and versatility is significantly improved. .

With this configuration, even medium- and small-sized liquefied natural gas carriers have longer side flats than conventional medium- and small-sized liquefied natural gas carriers with the same loading capacity. Because it has a close side flat length, it is a port where the position and spacing of fenders and cargo handling equipment are set for large liquefied natural gas carriers, and the medium and small liquefaction of the same loading capacity by conventional design Even in a port where a natural gas carrier cannot handle, there are many cases where the medium / small liquefied natural gas carrier can handle cargo, so there is no medium / small liquefied natural gas carrier with the above configuration. A ship with high versatility.

According to the ship of the present invention, with respect to a ship having propulsion power and being repeatedly used in the transportation business and having a fluid number exceeding 0.10, the length between the perpendiculars of the ship is Lpp, and the mold width is B , The square coefficient in the summer full load draft is Cbl, the length of the plane portion on the ship side in the summer full load draft line is Lsl, and the enlargement degree αl of the stern submerged portion in the summer full load draft of the ship is expressed as “αl = B / (Lpp × ( 1−Cbl)) ”, and when defining the bow tailwater line enlargement βl in the summer full draft of the ship as“ βl = B / (Lpp × (1−Lsl / Lpp)) ”, the condition“ 0.57αl + 0.10 <βl <0.66αl + 0.12 ”is satisfied, and it is necessary for operation by maintaining the minimum length of the hull form by ensuring the length of the flat part corresponding to the conditions in the summer full load waterline. Reliable propulsion performance And while, it can widen the range of port entry can harbor enlarged as possible flat portion. Therefore, it can be a very versatile ship.

Further, according to the ship of the present invention, for a ship that has propulsion power and is repeatedly used in the transportation business and has a fluid number exceeding 0.10, the length between the perpendiculars of the ship is Lpp, the mold width , B, the square coefficient in the normal ballast draft, Csb, the length of the plane portion on the ship side in the normal ballast draft line is Lsb, and the degree of enlargement αb of the stern in the normal ballast draft of the ship is expressed as “αb = B / (Lpp × (1-Cbb)) ”, and when defining the stern enlargement degree βb in the normal ballast draft of the ship as“ βb = B / (Lpp × (1-Lsb / Lpp)) ”, By satisfying the condition “0.57αb + 0.055 <βb <0.66αb + 0.065” and securing the plane length corresponding to the condition in the normal ballast waterline, the minimum By maintaining the slim ship shape, it is possible to widen the range of ports that can enter the port by enlarging the flat part as much as possible while ensuring the propulsion performance necessary for operation. Therefore, it can be a very versatile ship.

FIG. 1 is a side view schematically showing the configuration of a ship according to an embodiment of the present invention. FIG. 2 is a plan view of FIG. FIG. 3 is a front view of FIG.

Hereinafter, a ship according to an embodiment of the present invention will be described with reference to the drawings. As shown in FIGS. 1 to 3, a main hull 2 of a ship 1 according to an embodiment of the present invention is configured to be surrounded by an upper deck (upper deck) 3, a ship bottom 4, and a ship side 5. The outer plate 6 forming the ship bottom 4 and the ship side 5 includes a flat portion (side flat portion) 6a constituting a part of the outer plate 6 on the ship side 5, and a curved surface portion 6b constituting the outer plate 6 other than the flat portion 6a. It consists of and.

The ship 1 has a residential area 8 and a bridge 7 on the bow 1b side. The bridge 7 is provided with bridge wings 7a so as to project on both sides, and the bridge wings 7a are formed to have the full width (maximum width) Bm of the main hull 2.

The ship 1 also has a cargo handling facility 9 that transfers cargo to the land side at the ship side end on the upper deck 3. The cargo handling equipment 9 is, for example, a cargo manifold when the ship 1 is a tanker or a liquefied gas carrier (such as an LNG ship or an LPG ship). In this embodiment, the cargo handling facilities 9 are arranged at three locations at intervals in the captain direction of the ship 1. Further, the ship 1 further includes a propeller (propulsion unit) 10 and a rudder 11 on the stern 1a side.

In the ship 1 of the present invention, the total length of the ship 1 is LOA, the length between perpendiculars is Lpp, the mold width is B, the square factor in the summer full load draft is Cbl, and the length of the flat portion 6a on the ship side 5 in the summer full load draft ds is Lsl (= X1) is defined, and the enlargement degree αl of the bow tail submerged portion in the summer full draft of the ship 1 is defined as “αl = B / (Lpp × (1-Cbl))”, and the summer full draft of the ship 1 is defined. Satisfies the condition “0.57αl + 0.10 <βl <0.66αl + 0.12” when the stern enlargement degree βl is defined as “βl = B / (Lpp × (1−Lsl / Lpp))” More preferably, it is configured to satisfy the condition “0.57αl + 0.11 <βl <0.62αl + 0.11”, whereby the plane portion length Lsl (= X1) corresponding to the condition in the summer full load water line ds. ) It is secured.

Although such a configuration has not been conventionally adopted, even if “β> 0.57α + 0.10”, if “β <0.66α + 0.12”, more preferably “β <0.62α + 0.11”. ”, The increase in wave resistance is kept relatively small, and as a result, the increase in energy consumption is not such that the utility of the ship is lost. Therefore, depending on the port conditions,“ β> 0. 57α + 0.10 ”, more preferably“ β> 0.57α + 0.11 ”, and a longer side flat makes the ship more useful.

In the ship 1 of the present invention of this embodiment, the length between the perpendiculars of the ship 1 is Lpp, the mold width is B, the square coefficient in the normal ballast draft is Cbb, and the length of the flat portion 6a on the ship side 5 in the normal ballast draft NB. Is defined as Lsb (= X4), and the degree of enlargement αb 部 of the bow tail submerged portion in the normal ballast draft of the ship is defined as “αb = B / (Lpp × (1-Cbb))”, and the normal ballast draft of the ship 1 is defined. Satisfies the condition “0.57αb + 0.055 <βb <0.66αb + 0.065” when the stern enlargement degree βb is defined as “βb = B / (Lpp × (1−Lsb / Lpp))” More preferably, it is configured to satisfy the condition “0.57αb + 0.055 <βb <0.62αb + 0.055”, whereby the normal ballast waterline NB In FIG. 5, the plane portion length Lsb (= X4) corresponding to the condition is secured. This configuration is also a comprehensively useful ship for the same reason as the above configuration.

Furthermore, in the ship 1 of the present invention of this embodiment, the intersection on the bow 1b side where the side flat line serving as the boundary line between the flat surface portion 6a and the curved surface portion 6b on the ship side 5 of the main hull 2 and the summer full load water line ds intersect. Is the first intersection P1, and the bow perpendicular F.F. P. And Stern perpendicular line A. P. Lsfl is the distance from the midship that is the midpoint to the first intersection P1, and the bowline enlargement degree βfl at the summer full draft ds is “βfl = B / (Lpp × (1−Lsfl / (0.5Lpp))” ) ”Is set to a size satisfying“ 0.57αl + 0.075 <βfl <0.66αl + 0.08 ”on the summer full waterline ds.

With the above configuration, the range of ports that can enter the port is widened by enlarging the flat part of the bow part while making the enlargement degree of the bow part particularly affecting the wave-making resistance within a practical range. be able to.

In the ship 1 of this embodiment, the curved surface portion 6b which is a portion excluding the flat surface portion of the hull surface below the summer full load water line ds is configured in a streamlined manner, and the flat surface portion 6a and the curved surface portion below the summer full water load line ds. 6b is connected without breaking. As a result, when the hull moves forward, water (seawater) moves smoothly without changing the speed suddenly in the vicinity of the hull, so the change in static pressure is not abrupt and the height of the water surface Since it is not abrupt, the water surface wave generated by the hull is small, and as a result, the increase in the wave-making resistance due to the extension of the side flat becomes smaller.

Further, in the ship 1 according to this embodiment, the intersection on the bow 1b side where the side flat line S serving as a boundary line between the flat surface portion 6a and the curved surface portion 6b on the ship side 5 of the main hull 2 and the summer full load water line ds intersects. The position of the center of the cargo handling facility 9 that transports cargo to the land side with respect to the captain direction when the intersection point on the stern 1a side where the side flat line S and the summer full load water line ds intersect is the second intersection point P2. The horizontal distance X2 between the cargo handling position 9a and the first intersection P1 is not less than 15% and not more than 40% of the inter-perpendicular length Lpp of the ship 1, and the horizontal distance X3 between the cargo handling position 9a and the second intersection P2 is It is set as the structure which is 15% or more and 40% or less of the length Lpp between perpendicular | vertical of the said ship 1. FIG. In the case of a tanker or a liquefied gas carrier (such as an LNG ship or an LPG ship), the cargo handling equipment 9 is a cargo manifold.

With this configuration, when unloading work is performed with the cargo loaded in contact with the quay 20, the plane portions 6 a are secured sufficiently wide on both sides with respect to the position where the cargo handling equipment 9 is disposed in the captain direction. can do. Thereby, since the contact | abutting location of the plane part 6a and the fender 21 can fully be ensured in the vicinity of the cargo handling equipment 9 used as the junction with the land side, cargo handling work can be performed in a more stable berthing state. Can do. Moreover, since the plane part 6a does not become excessive, the deterioration of the propulsion performance or the maneuvering performance of the ship 1 can be suppressed in the cargo loading state.

Further, in the ship 1 of this embodiment, the intersection on the bow 1b side where the side flat line S serving as the boundary line between the flat surface portion 6a and the curved surface portion 6b on the ship side 5 of the main hull 2 and the normal ballast draft line NB intersect is first. When the intersection point on the stern 1a side where the side flat line S and the normal ballast draft line NB intersect is defined as the fourth intersection point P4, the horizontal distance X5 between the cargo handling position 9a and the third intersection point P3 is about the ship length direction. A configuration in which the vertical distance Lpp of the ship 1 is 10% or more and 35% or less and the horizontal distance X6 between the cargo handling position 9a and the fourth intersection P4 is 10% or more and 35% or less of the vertical length Lpp of the ship 1 It has become.

With such a configuration, when performing loading / unloading work in a state of being in contact with the quay 20 in a normal ballast state, the plane portions 6a are sufficiently wide on both sides with respect to the position where the loading facility 9 is disposed in the captain direction. Can be secured. Thereby, since the contact | abutting location of the plane part 6a and the fender 21 can fully be ensured in the vicinity of the cargo handling equipment 9, cargo handling work can be performed in a more stable berthing state. Moreover, since the plane part 6a does not become excessive, the deterioration of the propulsion performance or the maneuvering performance of the ship 1 can be suppressed in the normal ballast state.

In the ship 1 of this embodiment, the degree of enlargement αl of the bow tail submerged portion in the summer full draft is 0.82 or less. The smaller αl is, the smaller the wave resistance is, and the energy required for propulsion of the ship 1 is smaller. On the other hand, when αl is small, the side flat length Lsl (= X1) is significantly shortened in the conventional ship, but in the ship 1 of this embodiment, the side flat can be lengthened. Can greatly improve the performance.

Moreover, in the ship 1 of this embodiment, the fluid number is larger than 0.17. In a ship having a fluid number exceeding 0.17, it is necessary to reduce the bow submerged portion enlargement degree α in order to make the wave resistance less than the allowable value. On the other hand, when α is small, the side flat length Lsl (= X1) is significantly shortened in the conventional ship. However, in the ship 1 of this embodiment, the side flat can be lengthened. Can greatly improve the performance.

Furthermore, in the ship 1 of this embodiment, the fluid number is 0.24 or less, more preferably 0.22 or less. In this case, the increase in the wave-making resistance by making the side flat longer than that of the conventional ship is particularly slight. Therefore, the side flat is made longer without increasing the energy consumption during propulsion, and the versatility of the ship 1 is improved. be able to.

And in the ship 1 of this embodiment, the liquefied gas can be loaded as cargo, and the cargo handling apparatus which can transfer liquefied gas between the land without leakage by connecting to a shore apparatus as a cargo handling apparatus. 9 or a cargo manifold. Since the ship 1 of this embodiment has a relatively long side flat than the conventional ship, even if the distance between the fenders 21 is long, the plane portion of the main hull is brought into contact with the plurality of fenders 21. Since the ship 1 can be moored in a stable state, the cargo handling device 9 on the ship can be stably and securely connected to the onshore device, and the liquefied gas can be transferred to and from the land without leakage. Ports where cargo can be handled will increase and versatility will be significantly improved.

Furthermore, in this embodiment, the third intersection P3 is a position closer to the bow 1b side than the bow end 9c of the cargo handling facility 9 in the ship direction, and the fourth intersection P4 is the stern side end 9b of the cargo handling equipment 9. Rather than the stern 1a side. With such a configuration, when the cargo handling operation is performed in a state of being in contact with the quay 20 in the normal ballast state, the contact portion between the flat portion 6a and the fender 21 in the entire area of the cargo handling equipment 9 in the captain direction. Since it can be secured sufficiently, the cargo handling operation can be carried out in a more stable berthing state.

In the ship 1 of this embodiment, when the intersection point on the bow 1b side where the side flat line S and the upper deck side line U intersect is defined as the fifth intersection point P5, the fifth intersection point P5 is more than the first intersection point P1. On the bow 1b side and on the bow perpendicular F.R. P. Rather than the stern 1a position. Further, when the intersection point on the stern 1a side where the side flat line S and the upper deck side line U intersect is defined as the sixth intersection point P6, the sixth intersection point P6 is closer to the stern 1a side than the second intersection point P2 in the captain direction. And the stern perpendicular line A. P. It is the composition which is the position of the bow 1b side rather than. Further, with such a configuration, the side flat length on the water surface can be sufficiently secured, so that the preliminary buoyancy is increased and the stability can be expected to be improved. Moreover, since the space which has the full width Bm of the ship 1 can be ensured widely on the upper deck 3 regarding the ship length direction, the range which can arrange | position the bridge wing 7a can be widened.

Further, in the ship 1 of the present invention, a space having the full width Bm of the ship 1 can be secured on the upper deck 3 and is particularly effective when applied to a MOSS type LNG ship having a spherical tank.

Further, in the ship 1 of the present invention, for example, even when mooring with the assistance of a berthing from a tugboat (a dredger or a trawler) at the time of berthing, it is possible to secure a wide flat surface portion 6a that can be pushed by the tugboat. In other words, when the tugboat pushes the ship 1, a tag push mark indicating the place is painted on the hull at a location reinforced so that the ship 1 side is not damaged even if pushed by the tugboat. In this case, it is desirable that the tag push mark should be pushed on the side flat. Therefore, the range in which the tag push mark can be installed is widened, and the degree of freedom and quantity of the mark position can be increased. Therefore, it is advantageous to improve the workability of mooring work by a tug boat.

1 Ship 1a Stern 1b Bow 2 Main hull 3 Upper deck (upper deck)
4 Ship bottom 5 Ship side 6 Outer plate 6a Flat part (side flat part)
6b Curved part 7 Funabashi 7a Bridge wing 8 Living area 9 Cargo handling equipment (cargo manifold)
9a Cargo handling position (position at the center of the cargo handling equipment)
9b Stern side end 9c of cargo handling equipment Bow side edge 10 of cargo handling equipment 10 propeller 11 rudder 20 quay 21 fender P. Stern perpendicular B Type width Bm Full width of ship L. Hull center line D type depth ds Summer full load draft line P. Bow vertical line LOA Total length Lpp Vertical line length NB Normal ballast draft line P1 Cross point on the bow side where the side flat line and the summer full load line intersect P2 Cross point on the stern side where the side flat line and the summer full load line cross P3 Side flat line and the normal ballast draft line Crossing point P4 at the bow side where the flat crossing and normal ballast water line intersect with the crossing point P5 Crossing point at the stern side where the flat side line meets the upper deck side line P6 Crossing point at the bow side where the side flat line and upper deck side line cross Stern side intersection S Side flat line U Upper deck side line

Claims

For a self-navigating ship with a Froude number greater than 0.10, the length between the perpendiculars of the ship is Lpp, the mold width is B, the square factor for the summer full load draft is Cbl, and the length of the plane on the ship side of the summer full load draft is Lsl is defined as “αl = B / (Lpp × (1−Cbl))” for the enlargement of the bow tail submergence section in the summer full draft of the ship, and the bow tail water line enlargement in the summer full draft of the ship. When the degree βl is defined as “βl = B / (Lpp × (1−Lsl / Lpp))”, the stern enlargement degree βl in the summer full load water line is “0.57αl + 0.10 <βl <0. .66αl + 0.12 ”is set.
The square coefficient in the normal ballast draft is Cbb, the length of the plane portion on the ship side in the normal ballast draft line is Lsb, and the enlargement degree αb of the stern in the normal ballast draft of the ship is “αb = B / (Lpp × (1 −Cbb)) ”, and the normal waterline when the bow tailwater line enlargement βb in the normal ballast draft of the ship is defined as“ βb = B / (Lpp × (1−Lsb / Lpp)) ” 2. The ship according to claim 1, wherein the stern enlargement degree βb is set to a size satisfying “0.57αb + 0.055 <βb <0.66αb + 0.065”.
From the midship that is the midpoint between the bow perpendicular line and the stern perpendicular line, the intersection point on the bow side where the side flat line, which is the boundary line between the plane part and the curved surface part on the ship side of the main hull, and the summer full load draft line intersects When the distance to the first intersection is defined as Lsfl and the bowline enlargement degree βfl in the summer full draft is defined as “βfl = B / (Lpp × (1-Lsfl / (0.5Lpp)))” 3. A ship according to claim 1 or 2, wherein a bow water line enlargement degree βfl in a summer full load water line is set to a size satisfying “0.57αl + 0.075 <βfl <0.66αl + 0.08”. .
Of the hull surface below the summer full load water line, the curved surface portion excluding the flat surface portion is composed of a streamline, and the flat surface portion and the curved surface portion are connected without being bent below the summer full water line. The ship according to any one of claims 1 to 3, wherein
The stern where the side flat line and the summer full load line intersect with the side flat line that forms the boundary line between the flat part and the curved part on the ship side of the main hull, and the intersection on the bow side where the summer full load water line intersects is the first intersection. When the intersection on the side is the second intersection, the horizontal distance between the cargo handling position, which is the center position of the cargo handling equipment for transporting cargo to the land side, and the first intersection with respect to the captain direction is the length between the normals of the ship. The horizontal distance between the cargo handling position and the second intersection point is 15% or more and 40% or less of the length between the normals of the ship. The ship according to any one of the above.
The stern side where the side flat line and the normal ballast draft line intersect with the side flat line and the normal ballast draft line at the ship side of the main hull is the third intersection point, and the side flat line and the normal ballast draft line intersect When the 4th intersection is taken as the 4th intersection, the horizontal distance between the cargo handling position, which is the center of the cargo handling facility for transporting cargo to the land side, and the third intersection is 10% or more of the vertical length of the ship. The horizontal distance between the cargo handling position and the fourth intersection is not less than 35% and not more than 35% of the length between the normals of the ship. Ship according to the item.
The ship according to any one of claims 1 to 6, wherein a degree of enlargement αl of the bow tail submerged part in a summer full draft is 0.82 or less.
The ship according to any one of claims 1 to 7, wherein the fluid number is larger than 0.17.
The ship according to any one of claims 1 to 8, wherein the fluid number is 0.24 or less.
The liquefied gas can be loaded as cargo, and a cargo manifold is provided as a cargo handling facility for transferring the liquefied gas between the land and the ship by being connected to a land device. The ship according to any one of 1 to 9.