JP2013129389A - Steel ship or light alloy ship - Google Patents

Steel ship or light alloy ship Download PDF

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JP2013129389A
JP2013129389A JP2011281846A JP2011281846A JP2013129389A JP 2013129389 A JP2013129389 A JP 2013129389A JP 2011281846 A JP2011281846 A JP 2011281846A JP 2011281846 A JP2011281846 A JP 2011281846A JP 2013129389 A JP2013129389 A JP 2013129389A
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ship
hull
plate member
belt
stern
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JP5778572B2 (en
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Masaki Iwasaki
正城 岩嵜
Koichi Kayashima
孝一 萱嶋
Naoki Oba
直樹 大庭
Yukihisa Fujiwara
行久 藤原
Kotaro Takano
浩太朗 高野
Hiroshi Suzuki
宏始 鈴木
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Mitsui Engineering and Shipbuilding Co Ltd
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Mitsui Engineering and Shipbuilding Co Ltd
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Priority to JP2011281846A priority Critical patent/JP5778572B2/en
Priority to PCT/JP2012/082511 priority patent/WO2013094534A1/en
Priority to CN201280063333.8A priority patent/CN103998332B/en
Priority to KR1020147012945A priority patent/KR101645215B1/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/16—Shells
    • B63B3/18—Shells characterised by being formed predominantly of parts that may be developed into plane surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B63B1/063—Bulbous bows
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/08—Shape of aft part
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/16—Shells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B73/00—Building or assembling vessels or marine structures, e.g. hulls or offshore platforms
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Metal Rolling (AREA)
  • Bending Of Plates, Rods, And Pipes (AREA)
  • Shaping Metal By Deep-Drawing, Or The Like (AREA)
  • Pressure Welding/Diffusion-Bonding (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a steel ship or a light alloy ship capable of remarkably reducing manhours of thermal bending work or press work of a skilled engineer, in machining a plate member of an outside plating surface of the steel ship, while avoiding reduction in propelling performance of the steel ship or the light alloy ship.SOLUTION: An outside plate occupying 90-100% of the outside plate surface area of a main hull, is formed of belt-like plate members 21-27, 31-35 and 41-50 having only either surface or both surfaces of a surface which can be formed by two-dimensional bending and a plane surface, and extending in the hull longitudinal direction. The outside plate occupying 90-100% of an outside plate surface under a load water line, is formed of the belt-like plate members.

Description

本発明は、鋼船又は軽合金船の外板表面の板部材の加工において熟練技術者によるぎょう鉄作業やプレス加工作業等の工数を著しく少なくすることができる鋼船又は軽合金船に関する。   The present invention relates to a steel ship or a light alloy ship that can significantly reduce the number of man-hours such as a gourd iron work and a press work by a skilled engineer in processing a plate member on the outer plate surface of a steel ship or a light alloy ship.

従来の船舶では、その外形を形成する外板部分は、特に平行部と呼ばれる船の平行な部分（横断面の外形状が同じ部分）以外の船首部や船尾部の外板部分は、複雑な３次元曲げの形状をして、この部分は、平面に展開することができない非可展面が多く使用されているため、この非可展面を平板から制作するためには、熟練作業者によるぎょう鉄作業やプレス加工作業が必要不可欠になっている。そのため、多数の加工時間を必要とし、また、加工精度の管理も困難で、熟練作業者を必要としていた。   In the conventional ship, the outer plate part that forms the outer shape of the ship is not particularly complicated at the bow part or the stern part of the stern part except for the parallel part of the ship called the parallel part (the part with the same outer shape of the cross section). Since this part has a three-dimensional bending shape and many non-developable surfaces that cannot be developed on a plane are used, it is necessary for skilled workers to produce this non-developable surface from a flat plate. Go iron and press work are indispensable. For this reason, a large number of machining times are required, and it is difficult to manage machining accuracy, which requires skilled workers.

この船体の曲げ加工が多い部分の加工を容易にするために、船体の船首端付近と船尾端付近のいずれか一方又は双方の外板にナックルを設け、かつ、該ナックルから船体中心線で交わる船首端と船尾端にかけて直線状に加工した外板を配し、尖鋭形状の船首部及び船尾部とした船体形状が提案されている（例えば、特許文献１参照）。   In order to facilitate the processing of the bent part of the hull, a knuckle is provided on the outer plate near one or both of the bow end and the stern end of the hull, and intersects the hull center line from the knuckle. There has been proposed a hull shape that has a sharpened bow part and stern part by arranging a straight processed outer plate between the bow end and the stern end (see, for example, Patent Document 1).

しかしながら、この船体形状では、船体形状が著しく限定された船体形状になってしまい、造波抵抗減少のための船首バルブの形状を取り入れることができず、船体の推進性能面に大きな悪影響が発生するという問題がある。   However, with this hull shape, the hull shape becomes a very limited hull shape, and the shape of the bow valve for reducing wave resistance cannot be taken in, which causes a significant adverse effect on the propulsion performance of the hull. There is a problem.

また、船首部において、ナックルラインの間を垂直なフレームラインとなる船型とし、船首バルブ付き船舶の船首材及び船体前半部の外板の３次元曲げを少なくして加工の手間を少なくし、建造コストを低くすると共に、仕上がり精度が良い船型の船首バルブ付き船舶が提案されている（例えば、特許文献２参照）。   Also, at the bow, the hull form is a vertical frame line between the knuckle lines, and the three-dimensional bending of the bow material of the ship with the bow valve and the outer plate of the front half of the hull is reduced to reduce the labor of processing. There has been proposed a ship with a bow-shaped bow valve with low finishing cost and good finishing accuracy (see, for example, Patent Document 2).

しかしながら、この船舶では、船体の一部分が２次元曲げ加工で済むという利点があるが、船首バルブ及びその近傍や船底部分の３次元曲げが多く、熟練したぎょう鉄作業又は３次元プレス加工を必要とする部分はそのままであるという問題がある。また、建造のし易さに主眼を置いているので、推進性能などの船舶の性能面に悪影響が生じるという問題がある。   However, this ship has the advantage that part of the hull only needs to be two-dimensionally bent, but there are many three-dimensional bends in the bow valve, its vicinity and the bottom of the ship, requiring skilled iron work or three-dimensional pressing. There is a problem that the part is left as it is. Further, since the main focus is on the ease of construction, there is a problem that the ship performance such as propulsion performance is adversely affected.

実開平５−９２０９０号公報Japanese Utility Model Publication No. 5-92090 特開平８−２３９０８２号公報JP-A-8-239082

本発明は、上述の状況を鑑みてなされたものであり、その目的は、鋼船又は軽合金船の推進性能の低下を抑制しながら、外板表面の板部材の加工において熟練技術者によるぎょう鉄作業やプレス加工作業等の工数を著しく少なくすることができる鋼船又は軽合金船を提供することにある。   The present invention has been made in view of the above-described situation, and its purpose is to prevent the deterioration of propulsion performance of a steel ship or a light alloy ship, and to improve the performance of plate members on the outer plate surface by skilled engineers. An object of the present invention is to provide a steel ship or a light alloy ship that can significantly reduce man-hours such as iron work and press work.

上記の目的を達成するための本発明の鋼船又は軽合金船は、推進装置を装備する鋼船又は軽合金船において、主船体の外板表面積の９０％以上でかつ１００％以下を占める外板を、２次元曲げ加工で形成可能な面と平面のいずれかの面又は両方の面しか持たず、かつ、船体長手方向に延びる帯状板部材で形成して構成する。なお、鋼船又は軽合金船という意味は木造船等を除くという意味であり、また、主船体の外板表面積においては、フィンやダクト等の省エネルギー用の付加物、舵、スタンチューブ、２軸船のストラット等を除外するものとする。   In order to achieve the above object, the steel ship or light alloy ship according to the present invention is a steel ship or light alloy ship equipped with a propulsion device, and has an outer surface that accounts for 90% or more and 100% or less of the outer surface area of the main hull. The plate is formed by a belt-like plate member that has only one or both of a plane and a plane that can be formed by two-dimensional bending, and extends in the longitudinal direction of the hull. The meaning of steel ship or light alloy ship is to exclude wooden ships, etc. In addition, the main hull has a surface area of the outer plate, such as fins, ducts and other energy-saving addenda, rudder, stun tube, biaxial Ship struts, etc. shall be excluded.

２次元曲げ加工で形成可能な面と平面のいずれかの面又は両方の面しか持たない帯状板部材で外板表面の殆どを占めることにより、従来船では多大な時間と特殊技術者を要していた３次元曲げのぎょう鉄作業やプレス作業を著しく減少又は省略することができる。言い換えれば、平面及び２次元曲げ加工のみで形成できる帯状板部材で外板の殆どの部分を構成するので、特殊な技術や工作機械を必要としなくなる。なお、帯状板部材の占める割合を船体の外板表面積の９０％未満とすると、３次曲げを必要とする面が残り、ぎょう鉄作業やプレス作業の減少効果が少なく、性能悪化の影響が大きくなり、この構成にするメリットが減少する。   By occupying most of the outer plate surface with a strip-like plate member that has only one surface or both surfaces that can be formed by two-dimensional bending, conventional ships require a great deal of time and special engineers. It is possible to remarkably reduce or omit the iron work and press work for the three-dimensional bending. In other words, since most portions of the outer plate are constituted by a strip-like plate member that can be formed only by plane and two-dimensional bending, no special technique or machine tool is required. If the percentage of the strip-shaped plate member is less than 90% of the outer surface area of the hull, the surface that requires the third bending remains, and the reduction effect of the iron work and press work is small, and the performance deterioration is affected. Increases and reduces the benefits of this configuration.

これにより、船舶のブロック建造に際しての外板ブロックの制作が、平板を切断して２次元的に曲げる加工だけとなるので、熟練した技術者や特殊な機器は必要なく、平板切り出し用機器と曲げ用ローラーがあればどこでも外板ブロック（船舶のパーツ）を製作することが可能となる。その結果、造船所における工程管理が容易となり、また、作業の開始から終了までの期間であるリードタイムの圧縮が期待できるようになり、安い建造コストを実現して廉価な船舶を提供できるようになる。   As a result, the production of the outer plate block for building the ship block is only a process of cutting the flat plate and bending it two-dimensionally, so there is no need for a skilled engineer or special equipment. The outer plate block (ship part) can be manufactured anywhere with a roller. As a result, process management at the shipyard becomes easy, and the lead time, which is the period from the start to the end of the work, can be expected to be reduced, so that a low-cost construction cost can be realized and an inexpensive ship can be provided. Become.

また、船体の外板を船体長手方向に延びる帯状板部材で形成することにより、対象とする船体形状に対して、元々の複雑な曲面で構成された船体形状を、帯状板部材の集合体に置き替える作業が単純化する。その上、船体表面の流れは船体長手方向に沿って流れることが多いので、船体長手方向に延びる帯状板部材で形成するとこの流れを乱すことが少なくなり、推進性能の低下を抑制することができる。   In addition, by forming the outer plate of the hull with a band-shaped plate member extending in the longitudinal direction of the hull, the hull shape composed of the original complicated curved surface is made into an aggregate of the band-shaped plate members with respect to the target hull shape. The replacement work is simplified. In addition, since the flow on the hull surface often flows along the longitudinal direction of the hull, if it is formed of a strip-shaped plate member extending in the longitudinal direction of the hull, this flow is less likely to be disturbed, and a reduction in propulsion performance can be suppressed. .

上記の鋼船又は軽合金船において、満載喫水線より下の外板表面の９０％以上でかつ１００％以下を占める外板を、前記帯状板部材で形成すると、従来船において比較的曲げ加工が多い外板部分を帯状板部材で形成することになるので、加工工数の低減効果が大きくなる。なお、帯状板部材の占める割合を船体の満載喫水線より下の外板表面積の９０％未満とすると、３次曲げを必要とする面が多く残り、ぎょう鉄作業やプレス作業の減少効果が少なく、性能悪化の影響が大きくなり、この構成にするメリットが減少する。   In the steel ship or light alloy ship described above, when the outer plate occupying 90% or more and 100% or less of the outer plate surface below the full load water line is formed of the strip-shaped plate member, the conventional boat has a relatively large bending process. Since the outer plate portion is formed of a belt-like plate member, the effect of reducing the number of processing steps is increased. In addition, if the proportion of the strip-shaped plate member is less than 90% of the surface area of the outer plate below the full waterline of the hull, there will be many surfaces that require tertiary bending, and the reduction effect of go iron work and press work will be small. As a result, the effect of performance deterioration is increased, and the merit of this configuration is reduced.

上記の鋼船又は軽合金船において、少なくとも船首又は船尾の一方における満載喫水線下の前記帯状板部材の隣接する相互間の接合部（ナックル）において、隣接する前記帯状板部材が船体横断面内でなす角度（ナックル角）を９０度より大きく２７０度未満とすると、接合部を跨ぐときのナックル角の角度が小さくなり、より抵抗増加を抑えることができる。なお、ナックル角を９０度以下又は２７０度以上とすると、接合部（ナックル部）で流れが屈折する角度が急になり抵抗増加の抑制が不十分となる。   In the steel ship or light alloy ship described above, at the junction (knuckle) between the adjacent strip plate members below the full load water line in at least one of the bow and stern, the adjacent strip plate members are within the hull cross section. When the formed angle (knuckle angle) is greater than 90 degrees and less than 270 degrees, the knuckle angle angle when straddling the joint is reduced, and the increase in resistance can be further suppressed. If the knuckle angle is 90 degrees or less or 270 degrees or more, the angle at which the flow is refracted at the joint (knuckle portion) becomes steep, and the suppression of the increase in resistance becomes insufficient.

上記の鋼船又は軽合金船において、少なくとも船首又は船尾の一方における満載喫水線下の前記帯状板部材の隣接する相互間の接合部を船体中央部のビルジ部に直接又はほかの接合部を介して接続して構成すると、帯状板部材の接合部（ナックル）をビルジ部に収束させることにより、この接合部を流線が跨ぐときの角度を小さくするように構成することができ、抵抗増加を抑えることができるので、推進性能の悪化を極力避けることができる。この構成により、平面や円筒面等の単純な面の切り貼り構造（単純な面パッチの組み合わせ構造）に比べて抵抗増加を少なくすることができる。   In the steel ship or light alloy ship described above, at least one of the bow and the stern can be connected to the bilge portion at the center of the hull directly or through another joint portion between the adjacent strip-like plate members under the full load water line. When connected and configured, by converging the joint (knuckle) of the belt-shaped plate member to the bilge part, the angle when the streamline straddles the joint can be configured to suppress the increase in resistance. Therefore, deterioration of propulsion performance can be avoided as much as possible. With this configuration, it is possible to reduce an increase in resistance as compared with a simple surface cutting and pasting structure (simple surface patch combination structure) such as a flat surface or a cylindrical surface.

従って、３次元曲げの曲面を持つ従来船の優れた性能を有する船舶に対しても、性能の劣化を防止しながら、その外板表面を容易に帯状板部材の集合体で近似できるようになる。   Therefore, even for a ship having the superior performance of a conventional ship having a curved surface of three-dimensional bending, the outer plate surface can be easily approximated by an aggregate of strip-like plate members while preventing the performance from deteriorating. .

上記の鋼船又は軽合金船において、満載喫水線より下で、かつ、船首端の位置と船首垂線から垂線間長の０．１倍の距離後方の位置との間において、船体の外板表面の５０％以上でかつ１００％以下を占める外板を、前記帯状板部材で形成すると、従来船において、特に複雑な曲げ加工を必要とする、船首バルブ等を持つ船首部分の外板部分を帯状板部材で形成することになるので、加工工数の低減効果が著しく大きくなる。なお、帯状板部材の占める割合を船首側部分の外板表面積の５０％未満とすると、３次曲げを必要とする面が残り、ぎょう鉄作業やプレス作業の減少効果が少なく、性能悪化の影響が大きくなり、この構成にするメリットが減少する。   In the steel ship or light alloy ship described above, the surface of the outer skin of the hull is below the full load water line and between the position of the bow end and the position behind the bow perpendicular by a distance of 0.1 times the length between the perpendiculars. When the outer plate occupying 50% or more and 100% or less is formed of the band-shaped plate member, the outer plate portion of the bow portion having the bow valve or the like which requires a particularly complicated bending process in the conventional ship is a band-shaped plate. Since it forms with a member, the reduction effect of a process man-hour becomes remarkably large. If the ratio of the strip-shaped plate member is less than 50% of the outer plate surface area of the bow side portion, the surface that requires the third bending remains, and the reduction effect of the iron work and press work is small, and the performance deteriorates. The impact is increased and the benefits of this configuration are reduced.

上記の鋼船又は軽合金船において、船首バルブの部分に関して、船首部の帯状板部材を追加すると共に、該追加した帯状板部材が前記ビルジ部まで延びていかないように、該追加した帯状板部材と隣接する帯状板部材との間の接合部を点に集約するか、若しくは、該追加した帯状板部材と隣接する帯状板部材との間の接合部が集約する部分に３次元曲げで形成される曲面状の板部材を設けると、これにより、船首バルブ形状を容易に形成することができ、船首バルブの効果を得ることができる。   In the steel ship or light alloy ship described above, with respect to the bow valve portion, a belt-like plate member at the bow portion is added, and the added belt-like plate member does not extend to the bilge portion. The joints between the belt-like plate member and the adjacent belt-like plate member are aggregated at a point, or the joint portion between the added belt-like plate member and the neighboring belt-like plate member is formed by three-dimensional bending. When the curved plate member is provided, the bow valve shape can be easily formed, and the effect of the bow valve can be obtained.

上記の鋼船又は軽合金船において、満載喫水線より下で、かつ、船尾端の位置と船尾垂線から垂線間長の０．１倍の距離前方の位置との間において、外板表面の５０％以上でかつ１００％以下を占める外板を、前記帯状板部材で形成すると、従来船において、船首部分の次に、曲げ加工を必要とする船尾部分の外板部分を帯状板部材で形成することになるので、加工工数の低減効果が著しく大きくなる。なお、帯状板部材の占める割合を船尾側部分の外板表面積の５０％未満とすると、３次曲げを必要とする面が残り、ぎょう鉄作業やプレス作業の減少効果が少なく、性能悪化の影響が大きくなり、この構成にするメリットが減少する。   In the steel ship or light alloy ship described above, 50% of the outer plate surface between the position of the stern end and the position forward of a distance of 0.1 times the length between the stern vertical and the vertical from the stern vertical. When the outer plate occupying 100% or less is formed of the belt-shaped plate member, in the conventional ship, the outer plate portion of the stern portion that requires bending is formed of the belt-shaped plate member next to the bow portion. Therefore, the effect of reducing the processing man-hour is remarkably increased. If the proportion of the strip-shaped plate member is less than 50% of the outer plate surface area of the stern side portion, the surface that requires the third bending remains, and the reduction effect of the iron work and press work is small, and the performance deteriorates. The impact is increased and the benefits of this configuration are reduced.

上記の鋼船又は軽合金船において、船尾のスタンチューブ周りに関して、船尾のスタンチューブ周りの形状を作るための帯状板部材を、平行部まで延ばすか、もしくは、前記平行部より船尾側の部位で、点に集約して、当該帯状板部材を閉じるか、若しくは、当該帯状板部材の接合部が集約する部分に３次元曲げで形成される曲面状の板部材を設けると、これにより、推進器への水の流れをもともとの船型における３次元曲げで構成された形状の特徴を、この船舶の船型でも反映することが可能となる。   In the steel ship or light alloy ship described above, with respect to the stern tube around the stern, the belt-like plate member for forming the shape around the stern tube is extended to the parallel part or at the part on the stern side of the parallel part. When the curved plate member formed by three-dimensional bending is provided at the portion where the band-like plate member is closed at the point where the band-like plate member is closed or the joint portion of the band-like plate member is gathered, It is possible to reflect the characteristics of the shape formed by the three-dimensional bending in the original hull form in the hull form of this ship.

上記の鋼船又は軽合金船において、船体平行部を平面の面しか持たない前記帯状板部材で形成し、ビルジ部分の横断面形状を多角形形状とすると、従来技術では横断面形状が円弧形状で、曲げ加工が必要であった部分を平面の集合体で形成できるので、板部材の切断と溶接のみで制作できるようになり、曲げ加工及び曲げ加工用の設備が不要となる。この船体平行部が船体に占める割合は、船速が遅くてもよいタンカー船等の大型肥大船では非常に大きいので、著しく加工工数を減少できる。   In the steel ship or light alloy ship described above, when the hull parallel part is formed by the belt-like plate member having only a plane surface, and the cross-sectional shape of the bilge part is a polygonal shape, the cross-sectional shape is an arc shape in the prior art Thus, since the portion that needed to be bent can be formed as a flat assembly, it can be produced only by cutting and welding the plate member, and the equipment for bending and bending becomes unnecessary. Since the proportion of the hull parallel portion in the hull is very large in a large-sized enlarged ship such as a tanker ship that may be slow in speed, the number of processing steps can be significantly reduced.

上記の鋼船又は軽合金船において、船体を正面線図で見て、それぞれの前記帯状板部材の船体長手方向に垂直な断面が船体前後方向にわたって、その帯状板部材で平行になるようにすると、つまり、船体の正面から見たときのそれぞれの帯状板部材における横断面の傾斜が一定となるようにすると、これにより、対象とする船体形状に対して、元々の複雑な曲面で構成された船体形状を、帯状板部材の集合体に置き替える作業がより単純化する。   In the steel ship or light alloy ship described above, when the hull is viewed in a front view, the cross section perpendicular to the longitudinal direction of each hull plate member is parallel to the hoop longitudinal direction of the hull longitudinal direction. In other words, when the inclination of the cross-section of each belt-like plate member when viewed from the front of the hull is made constant, it is configured by the original complex curved surface with respect to the target hull shape. The work of replacing the hull shape with an assembly of strip-like plate members is further simplified.

本発明の鋼船又は軽合金船によれば、鋼船又は軽合金船の船舶の推進性能の低下を抑制しながら、外板表面の板部材の加工において熟練技術者によるぎょう鉄作業やプレス加工作業等の工数を著しく少なくすることができる。   According to the steel ship or the light alloy ship of the present invention, it is possible to perform the iron work or press by a skilled engineer in the processing of the plate member on the outer plate surface while suppressing the deterioration of the propulsion performance of the steel ship or the light alloy ship. Man-hours such as processing operations can be significantly reduced.

本発明に係る実施の形態の鋼船又は軽合金船の船舶における外板表面を帯状板部材の集合体で形成した構成の例を示す船体の側面図である。It is a side view of the hull which shows the example of the structure which formed the outer-plate surface in the ship of the steel ship or light alloy ship of embodiment which concerns on this invention with the aggregate | assembly of the strip | belt-shaped board member. 図１の船体の底面図である。It is a bottom view of the hull of FIG. 図１の船体の船首側の構成を示す船体の正面図である。It is a front view of the hull which shows the structure of the bow side of the hull of FIG. 図１の船体の船首側の構成を示す部分斜視図である。It is a fragmentary perspective view which shows the structure by the side of the bow of the hull of FIG. 図１の船体の船尾側の構成を示す船体の背面図である。It is a rear view of the hull which shows the structure of the stern side of the hull of FIG. 図１の船体の船尾側の構成を示す部分斜視図である。It is a fragmentary perspective view which shows the structure of the stern side of the hull of FIG.

以下、図面を参照して本発明に係る実施の形態の鋼船又は軽合金船（以下船舶という）について説明する。本発明を適用する対象の船舶は、推進装置を装備する鋼船又は軽合金船であり、好ましくは、計画航海速力がフルード数で０．１〜０．５である。つまり、観光船等の旅客船や、フェリー等の連絡船や、タンカー、液化ガス船、ケミカル船、ばら積み運搬船、鉱石運搬船、自動車運搬船、コンテナ船等の貨物船や、自衛艦等の艦船や、巡視船や、消防艇や海洋調査船等の特殊船を含む船舶を対象とし、形状がシンプルな滑走艇等や木造船等を対象から除いている。   Hereinafter, a steel ship or a light alloy ship (hereinafter referred to as a ship) according to an embodiment of the present invention will be described with reference to the drawings. The ship to which the present invention is applied is a steel ship or a light alloy ship equipped with a propulsion device, and preferably the planned voyage speed is 0.1 to 0.5 in terms of fluid number. In other words, passenger ships such as tourist ships, ferry terminals, tankers, liquefied gas ships, chemical ships, bulk carriers, ore carriers, car carriers, container ships, cargo ships such as self-defense ships, and patrols It covers ships, special ships such as fireboats and oceanographic survey ships, and excludes planing boats and wooden ships with simple shapes.

なお、フルード数とは速力をＶとし、船の垂線間長をＬｐｐとし、重力加速度をｇとした場合に、Ｆｎ＝ＳＱＲＴ（（Ｖ×Ｖ）／（ｇ×Ｌｐｐ））となる無次元数であり、速度を無次元表示で表す時に、造船界でよく用いられる表現である。このフルード数は、例えば、比較的低速のタンカー船では、０．１５程度で、比較的高速のコンテナ船では、０．２６〜０．２８程度である。   The Froude number is a dimensionless number that satisfies Fn = SQRT ((V × V) / (g × Lpp)) where V is the speed, Lpp is the length between the vertical lines of the ship, and g is the acceleration of gravity. It is an expression often used in the shipbuilding world when expressing speed in a dimensionless display. This fluid number is, for example, about 0.15 for a relatively low-speed tanker ship and about 0.26 to 0.28 for a relatively high-speed container ship.

そして、本発明の効果が大きく得られるのは、主に外洋を計画する速力で効率的に運航されることが求められる一般商船である。計画航海速力としては、一般商船では、フルード数は、０．１３〜０．３０に設定されることが多く、それらの船舶に対して特に効果が期待される。また、一般商船の場合、平行部を除く船首部・船尾部では、複雑な曲面が多用されており、本発明の複雑な曲げ加工作業の低減効果も多く期待される。そのため、特に、比較的低速のフルード数が０．１３〜０．３０の船にとって、抵抗増加と建造コストの関係から、本発明が有効である。   The effect of the present invention is greatly obtained for general merchant ships that are required to be operated efficiently at a speed mainly designed for the open ocean. As the planned voyage speed, in general merchant ships, the Froude number is often set to 0.13 to 0.30, and the effect is particularly expected for those ships. Further, in the case of a general merchant ship, complicated curved surfaces are frequently used in the bow and stern parts excluding the parallel part, and many effects of reducing the complicated bending work of the present invention are expected. Therefore, the present invention is particularly effective for a ship having a relatively low fluid number of 0.13 to 0.30 because of the increase in resistance and the construction cost.

図１〜図６に示すように、本発明に係る実施の形態の船舶１０においては、主船体の外板表面積の９０％以上でかつ１００％以下を占める外板を、２次元曲げ加工で形成可能な面と平面のいずれかの面又は両方の面しか持たず、かつ、船体長手方向に延びる帯状板部材で形成して構成する。   As shown in FIGS. 1 to 6, in the ship 10 according to the embodiment of the present invention, the outer plate occupying 90% or more and 100% or less of the outer plate surface area of the main hull is formed by two-dimensional bending. It is formed by a belt-like plate member that has only one or both of possible surfaces and a plane and extends in the longitudinal direction of the hull.

つまり、外板表面の殆どを、２次元曲げ加工で形成可能な面と平面のいずれか面又は両方の面しか持たず、かつ、船体長手方向に延びる帯状板部材２１〜２６、３１〜３５、４１〜５０の集合体で形成する。この帯状板部材２１〜２６、３１〜３５、４１〜５０は、平面か、ローラー曲げ加工で形成可能な面であり、３次元曲げのぎょう鉄作業やプレス作業を必要とせずに制作できるものである。   That is, most of the outer plate surface has only one or both of a plane and a plane that can be formed by two-dimensional bending, and the strip-shaped plate members 21 to 26, 31 to 35 extending in the longitudinal direction of the hull. It is formed by an assembly of 41-50. These belt-like plate members 21 to 26, 31 to 35, and 41 to 50 are flat surfaces or surfaces that can be formed by roller bending, and can be produced without requiring a three-dimensional bending iron work or press work. It is.

この外板表面の面積には、フィンやダクト等の省エネルギー用の付加物、舵、スタンチューブ、２軸船のストラット等を含めない。なお、帯状板部材２１〜２６、３１〜３５、４１〜５０の占める割合を船体の外板表面積の９０％未満とすると、３次曲げを必要とする面が残り、ぎょう鉄作業やプレス作業の減少効果が少なく、性能悪化の影響が大きくなり、この構成にするメリットが減少する。   The area of the outer plate surface does not include energy-saving appendages such as fins and ducts, rudder, stan tube, and biaxial ship strut. If the ratio of the belt-like plate members 21-26, 31-35, 41-50 is less than 90% of the outer surface area of the hull, the surface that requires the third bending remains, and the iron work and press work The reduction effect is small, the influence of performance deterioration is large, and the merit of this configuration is reduced.

この構成によれば、２次元曲げ加工で形成可能な面と平面のいずれか面又は両方の面しか持たない帯状板部材２１〜２６、３１〜３５、４１〜５０で外板表面の殆どを占めることにより、従来船では多大な時間と特殊技術者を要していた３次元曲げのぎょう鉄作業やプレス作業を著しく減少又は省略することができる。言い換えれば、平面及び２次元曲げ加工のみで形成できる帯状板部材２１〜２６、３１〜３５、４１〜５０で外板の殆どの部分を構成するので、特殊な技術や工作機械を必要としなくなる。   According to this configuration, the strip-shaped plate members 21 to 26, 31 to 35, and 41 to 50 having only one surface or both surfaces that can be formed by two-dimensional bending process occupy most of the outer plate surface. Thus, it is possible to remarkably reduce or omit the three-dimensional bending iron work and press work, which required a lot of time and special engineers in conventional ships. In other words, since most portions of the outer plate are constituted by the belt-like plate members 21 to 26, 31 to 35, and 41 to 50 that can be formed only by plane and two-dimensional bending, no special technique or machine tool is required.

これにより、船舶のブロック建造に際しての外板ブロックの制作が、平板を切断して２次元的に曲げる加工だけとなるので、熟練した技術者や特殊な機器は必要なく、平板切り出し用機器と曲げ用ローラーがあればどこでも外板ブロック（船舶のパーツ）を製作することが可能となる。その結果、造船所における工程管理が容易となり、また、作業の開始から終了までの期間であるリードタイムの圧縮が期待できるようになり、安い建造コストを実現して廉価な船舶を提供できるようになる。   As a result, the production of the outer plate block for building the ship block is only a process of cutting the flat plate and bending it two-dimensionally, so there is no need for a skilled engineer or special equipment. The outer plate block (ship part) can be manufactured anywhere with a roller. As a result, process management at the shipyard becomes easy, and the lead time, which is the period from the start to the end of the work, can be expected to be reduced, so that a low-cost construction cost can be realized and an inexpensive ship can be provided. Become.

その上、船体表面の流れは船体長手方向に沿って流れることが多いので、船体長手方向に延びる帯状板部材で形成するとこの流れを乱すことが少なくなり、推進性能の低下を抑制することができる。   In addition, since the flow on the hull surface often flows along the longitudinal direction of the hull, if it is formed of a strip-shaped plate member extending in the longitudinal direction of the hull, this flow is less likely to be disturbed, and a reduction in propulsion performance can be suppressed. .

更に、満載喫水線Ｗ．Ｌ．より下の外板に３次曲面が多いので、満載喫水線Ｗ．Ｌ．より下の外板表面の９０％以上でかつ１００％以下を占める外板を帯状板部材２２〜２７、３１〜３５、４１〜５０の集合体で構成することが好ましい。この構成にすると、従来船において比較的曲げ加工が多い外板部分を帯状板部材２２〜２７、３１〜３５、４１〜５０で形成することになるので、加工工数の低減効果が大きくなる。なお、帯状板部材の占める割合を船体の満載喫水線Ｗ．Ｌ．より下の外板表面積の９０％未満とすると、３次曲げを必要とする面が残り、ぎょう鉄作業やプレス作業の減少効果が少なく、性能悪化の影響が大きくなり、この構成にするメリットが減少する。   In addition, the full waterline W.W. L. The lower outer plate has many cubic curved surfaces, so L. It is preferable that the outer plate occupying 90% or more and 100% or less of the lower outer plate surface is constituted by an aggregate of band-shaped plate members 22 to 27, 31 to 35, and 41 to 50. With this configuration, the outer plate portion that is relatively bent in the conventional ship is formed by the belt-like plate members 22 to 27, 31 to 35, and 41 to 50, so that the effect of reducing the number of processing steps is increased. The ratio of the strip-shaped plate member is the full-length draft line W. L. If it is less than 90% of the surface area of the lower outer plate, the surface that requires the third bending remains, the effect of reducing the iron work and press work is small, the effect of performance deterioration is large, and the merit of this configuration Decrease.

また、少なくとも船首又は船尾の一方（この実施の形態では両方）における満載喫水線Ｗ．Ｌ．下の帯状板部材２２〜２７、４３〜５０の隣接する相互間の接合部（ナックル）のうちの好ましくは８０％以上でかつ１００％以下の接合部において、隣接する帯状板部材２２〜２７、４３〜５０が船体横断面内でなす角度（ナックル角）（図３及び図５に示すα）を９０度より大きく２７０度未満とすると、接合部を跨ぐときの角度が小さくなり、より抵抗増加を抑えることができる。なお、ナックル角を９０度以下又は２７０度以上とすると、接合部（ナックル部）で流れが屈折する角度が急になり抵抗増加の抑制が不十分となる。また、更なる抵抗低減効果のために、ナックル角は１３０度以上２３０度以下の範囲にあることが望ましい。一方で、ナックル角を１７０度以上１９０度以内とすると、帯状板部材の分割数が増え、工数が増加し、メリットが少なくなる。   Further, at least one of the bow and stern (both in this embodiment) W. L. Of the lower band-shaped plate members 22 to 27 and 43 to 50, the adjacent band-shaped plate members 22 to 27 are preferably 80% or more and 100% or less of the adjacent bonding portions (knuckles). If the angle (knuckle angle) (α shown in FIGS. 3 and 5) formed by 43 to 50 in the cross section of the hull is greater than 90 degrees and less than 270 degrees, the angle when straddling the joint becomes smaller and the resistance increases. Can be suppressed. If the knuckle angle is 90 degrees or less or 270 degrees or more, the angle at which the flow is refracted at the joint (knuckle portion) becomes steep, and the suppression of the increase in resistance becomes insufficient. In order to further reduce the resistance, the knuckle angle is desirably in the range of 130 degrees to 230 degrees. On the other hand, when the knuckle angle is 170 degrees or more and 190 degrees or less, the number of divisions of the strip-shaped plate member increases, the number of processes increases, and the merit decreases.

更に、少なくとも船首又は船尾の一方（この実施の形態では両方）における満載喫水線Ｗ．Ｌ．下の帯状板部材２２〜２７、４３〜５０の隣接する相互間の接合部（ナックル）の好ましくは８０％以上でかつ１００％以下を船体中央部３０のビルジ部３２〜３５に直接又はほかの接合部を介して接続して構成する。これにより、帯状板部材２２〜２７、４３〜５０の接合部をビルジ部３２〜３５に収束させて、この接合部を流線が跨ぐときの角度を小さくするように構成することができるので、抵抗増加を抑えることができ、推進性能の悪化を極力避けることができる。この構成により、平面や円筒面等の単純な面の切り貼り構造（単純な面パッチの組み合わせ構造）に比べて抵抗増加を少なくすることができる。   Further, at least one of the bow and stern (both in this embodiment) the full-length waterline W.V. L. Preferably, 80% or more and 100% or less of adjacent joints (knuckles) of the lower belt-like plate members 22 to 27 and 43 to 50 are directly or other than the bilge portions 32 to 35 of the hull central portion 30. It connects and comprises via a junction part. Thereby, since the junction part of the strip | belt-shaped board members 22-27, 43-50 can be converged on the bilge part 32-35, and it can comprise so that the angle when a streamline straddles this junction part may be made small. An increase in resistance can be suppressed, and deterioration of propulsion performance can be avoided as much as possible. With this configuration, it is possible to reduce an increase in resistance as compared with a simple surface cutting and pasting structure (simple surface patch combination structure) such as a flat surface or a cylindrical surface.

従って、３次元曲げの曲面を持つ従来船の優れた性能を有する船舶に対しても、性能の劣化を防止しながら、その外板表面を容易に帯状板部材の集合体で近似できるようになる。   Therefore, even for a ship having the superior performance of a conventional ship having a curved surface of three-dimensional bending, the outer plate surface can be easily approximated by an aggregate of strip-like plate members while preventing the performance from deteriorating. .

また、図３及び図５に示す点線のように、帯状板部材２１〜２７、４１〜５０の２次元曲げ加工で形成可能な面の曲げの軸を、船体横断面内にあり、かつ、平行であるように形成すると、つまり、軸を示す点線が、同一の帯状板部材２１〜２７、４１〜５０内で平行になるように形成すると、対象とする船体形状に対して、元々の複雑な曲面で構成された船体形状を、帯状板部材２１〜２７、４１〜５０の集合体に置き替える作業がより単純化する。これにより、船体を正面線図で見て、各帯状板部材２１〜２７、４１〜５０の船体長手方向に垂直な断面が船体前後方向にわたってそれぞれ平行になる。つまり、船体の正面から見たときのそれぞれの帯状板部材２１〜２７、４１〜５０における横断面の傾斜βが一定となる。   Further, as shown by the dotted lines in FIGS. 3 and 5, the axis of bending of the surface that can be formed by the two-dimensional bending process of the belt-like plate members 21 to 27 and 41 to 50 is in the hull transverse section and parallel. In other words, when the dotted lines indicating the axes are formed so as to be parallel in the same strip-shaped plate members 21 to 27 and 41 to 50, the original complicated shape with respect to the target hull shape is formed. The work of replacing the hull shape formed of a curved surface with an assembly of belt-like plate members 21 to 27 and 41 to 50 is further simplified. Thereby, seeing a hull with a front view figure, the section perpendicular to the hull longitudinal direction of each beltlike plate member 21-27, 41-50 becomes parallel in the hull front-back direction, respectively. That is, the inclination β of the cross section of each of the belt-like plate members 21 to 27 and 41 to 50 when viewed from the front of the hull is constant.

また、船首側の満載喫水線Ｗ．Ｌ．より上方は、船首フレア等比較的単純な形状が多いが、船首側の満載喫水線Ｗ．Ｌ．より下方の外板に関して、従来技術では３次元曲げの曲面が使用されることが多いので、満載喫水線Ｗ．Ｌ．より下で、かつ、船首端の位置と船首垂線から垂線間長の０．１倍の距離後方の位置との間において、船体の外板表面の５０％以上でかつ１００％以下を占める外板を、帯状板部材２２〜２７で形成することが好ましく、例えば、図３及び図４に示すように、船首側の帯状板部材２２〜２７で形成する。なお、帯状板部材の占める割合を船首側部分の外板表面積の５０％未満とすると、３次曲げを必要とする面が残り、ぎょう鉄作業やプレス作業の減少効果が少なく、性能悪化の影響が大きくなり、この構成にするメリットが減少する。   In addition, the full load water line W. L. Above, there are many relatively simple shapes such as bow flare, but the full-length draft line W. L. With respect to the lower outer plate, the conventional art often uses a curved surface of three-dimensional bending. L. The outer plate that occupies 50% or more and 100% or less of the outer plate surface of the hull between the position of the bow end and the position behind the bow vertical line by a distance 0.1 times the length between the vertical lines. Is preferably formed of the belt-like plate members 22 to 27, for example, as shown in FIG. 3 and FIG. If the ratio of the strip-shaped plate member is less than 50% of the outer plate surface area of the bow side portion, the surface that requires the third bending remains, and the reduction effect of the iron work and press work is small, and the performance deteriorates. The impact is increased and the benefits of this configuration are reduced.

より詳細には、船首フレア部分を船首側の帯状板部材２１で形成し、その下のナックルラインから下を船首側の帯状板部材２２で形成する。また、船首バルブの上面を船首側の帯状板部材２３、側面を船首側の帯状板部材２２から分岐した帯状部材２２ａと船首側の帯状板部材２４、２５で、更に下面を船首側の帯状板部材２６で形成する。そして、底面を船首側の帯状板部材２７で形成する。この船首側の帯状板部材２７の前端近傍部分は上方に曲げられている。   More specifically, the bow flare portion is formed by the bow-side plate member 21 on the bow side, and the lower side from the knuckle line is formed by the belt-like plate member 22 on the bow side. Further, the bow valve has a bow-like plate member 23 on the upper surface, a belt-like member 22a branched from the bow-like plate member 22 on the bow side, and belt-like plate members 24, 25 on the bow side, and a lower surface on the bow-side plate. The member 26 is formed. Then, the bottom surface is formed by the belt-like plate member 27 on the bow side. A portion near the front end of the strip-shaped plate member 27 on the bow side is bent upward.

また、船首バルブに関しては、船首部の帯状板部材２３を追加することで、船首バルブを設けることが容易にできるようになる。この場合、この帯状板部材２３がビルジ部まで延びていかないように、隣接する帯状板部材２２、２４との接合部（ナックル）のラインを点に集約したり、若しくは、接合部のラインが集約する部分に３次元曲げで形成される曲面状の板部材を設けたりする。これにより、船首バルブ形状を容易に形成することができ、船首バルブの効果を得ることができる。   As for the bow valve, the bow valve can be easily provided by adding the belt-like plate member 23 at the bow portion. In this case, so that the belt-like plate member 23 does not extend to the bilge part, the joint (knuckle) lines with the adjacent belt-like plate members 22 and 24 are gathered together, or the joint lines are gathered. A curved plate member formed by three-dimensional bending is provided in the portion to be processed. Thereby, a bow valve shape can be formed easily and the effect of a bow valve can be acquired.

この側面を形成する船首側の帯状板部材２４、２５と下面を形成する船首側の帯状板部材２６は船体平行部３０のビルジ部を形成する平行部の帯状板部材３２、３３、３４にそれぞれ接続する。また、底面を形成する船首側の帯状板部材２７は、船体平行部３０の底面を形成する平行部の帯状板部材３５に接続する。これにより、帯状板部材２４、２５、２６の接合部（ナックル）をビルジ部３２、３３、３４に収束させて、この接合部を流線が跨ぐときの角度を小さくするように構成する。   The bow-side belt-like plate members 24 and 25 that form the side surfaces and the bow-side belt-like plate member 26 that forms the lower surface are parallel to the belt-like plate members 32, 33, and 34 that form the bilge portion of the hull parallel portion 30, respectively. Connecting. Further, the bow-side strip member 27 that forms the bottom surface is connected to the parallel strip member 35 that forms the bottom surface of the hull parallel portion 30. Thereby, the junction part (knuckle) of the strip | belt-shaped board members 24, 25, and 26 is converged on the bilge part 32, 33, 34, and it comprises so that the angle when a streamline straddles this junction part may be made small.

この船首側の帯状板部材２１〜２７の個数は、この実施の形態の船舶１０では両舷で１３個であるが、９個以上１７個以下が好ましい。９個未満であると形状が単純化し、船舶の性能が低下する恐れが生じ、１７個以上になると接合部分が多くなり、建造工数が増加する。   The number of the strip-shaped plate members 21 to 27 on the bow side is 13 on both sides in the ship 10 of this embodiment, but preferably 9 or more and 17 or less. If the number is less than 9, the shape is simplified and the performance of the ship may be lowered. If the number is 17 or more, the number of joints increases, and the number of building steps increases.

この船首側は、従来船において、特に複雑な曲げ加工を必要とする船首バルブ等を持っていることが多く、この船首部分の外板部分を帯状板部材２１〜２７で形成することになるので、加工工数の低減効果が著しく大きくなる。   The bow side often has a bow valve or the like that requires a particularly complicated bending process in a conventional ship, and the outer plate portion of the bow portion is formed by the belt-like plate members 21 to 27. The effect of reducing the processing man-hour is remarkably increased.

そして、図１〜図６に示すように、横断面が同じ船体平行部３０を平面の面しか持たない平行部の帯状板部材３１〜３５で形成し、ビルジ部分の横断面形状を多角形形状とする。垂直な船体側面を平行部の帯状板部材３１で形成し、船底を平行部の帯状板部材３５で形成する。この平行部の帯状板部材３１と平行部の帯状板部材３５の間のビルジ部を３枚の平行部の帯状板部材３２、３３、３４で形成する。つまり、半円部分を３つの平面の平行部の帯状板部材３２、３３、３４で形成する。横断面において、３辺の長さを同じにすると、３枚の平行部の帯状板部材３２、３３、３４は同じ寸法となるので、板取や板の切り出しが容易となる。   As shown in FIGS. 1 to 6, the hull parallel portion 30 having the same cross section is formed by the strip-like plate members 31 to 35 having only a plane surface, and the cross sectional shape of the bilge portion is a polygonal shape. And A vertical hull side surface is formed by a parallel strip-shaped plate member 31, and a ship bottom is formed by a parallel strip-shaped plate member 35. A bilge portion between the parallel strip-shaped plate member 31 and the parallel strip-shaped plate member 35 is formed by three parallel strip-shaped plate members 32, 33 and 34. That is, the semicircular portion is formed by the belt-like plate members 32, 33, and 34 that are parallel portions of three planes. In the cross section, if the lengths of the three sides are the same, the strip-like plate members 32, 33, and 34 of the three parallel portions have the same dimensions, so that it is easy to cut and cut the plate.

この平行部の帯状板部材３１〜３５の個数は、この実施の形態の船舶１０では両舷で９個であるが、７個以上１３個以下が好ましい。７個未満であると形状が単純化し、船舶の性能が低下する恐れが生じ、１３個以上になると接合部分が多くなり、建造工数が増加する。   The number of the strip-like plate members 31 to 35 in the parallel portion is nine on both sides in the ship 10 of this embodiment, but is preferably 7 or more and 13 or less. If the number is less than 7, the shape is simplified and the performance of the ship may be deteriorated. If the number is 13 or more, the number of joints increases and the number of building man-hours increases.

この構成によれば、従来技術では横断面形状のビルジ部が円弧形状で、曲げ加工が必要であった部分を平面の集合体で形成できるので、板部材の切断と溶接のみで制作できるようになり、曲げ加工及び曲げ加工用の設備が不要となる。この船体平行部が船体に占める割合は、船速が遅くてもよいタンカー船等の大型肥大船では非常に大きいので、著しく加工工数を減少できる。   According to this configuration, the bilge portion having a cross-sectional shape in the prior art has an arc shape, and a portion that needs to be bent can be formed by a flat assembly, so that it can be produced only by cutting and welding plate members. This eliminates the need for bending and bending equipment. Since the proportion of the hull parallel portion in the hull is very large in a large-sized enlarged ship such as a tanker ship that may be slow in speed, the number of processing steps can be significantly reduced.

また、船尾側の満載喫水線Ｗ．Ｌ．より上方は比較的単純な形状が多いが、船尾側の満載喫水線Ｗ．Ｌ．より下方の外板に関して、従来技術では３次元曲げの曲面が使用されることが多いので、満載喫水線Ｗ．Ｌ．より下で、かつ、船尾端の位置と船首垂線から垂線間長の０．１倍の距離前方の位置との間において、船体の外板表面の５０％以上でかつ１００％以下を占める外板を、帯状板部材で形成することが好ましく、例えば、図５及び図６に示すように、船尾側の帯状板部材４１〜５０で形成する。なお、帯状板部材の占める割合を船尾側部分の外板表面積の５０％未満とすると、３次曲げを必要とする面が残り、ぎょう鉄作業やプレス作業の減少効果が少なく、性能悪化の影響が大きくなり、この構成にするメリットが減少する。   In addition, the full load water line W. L. The upper part has many relatively simple shapes. L. With respect to the lower outer plate, the conventional art often uses a curved surface of three-dimensional bending. L. The outer plate that occupies 50% or more and 100% or less of the outer plate surface of the hull between the position of the stern end and the position forward of a distance of 0.1 times the length between the vertical line from the bow perpendicular. Is preferably formed of a belt-like plate member, for example, as shown in FIGS. 5 and 6, formed of the belt-like plate members 41 to 50 on the stern side. If the proportion of the strip-shaped plate member is less than 50% of the outer plate surface area of the stern side portion, the surface that requires the third bending remains, and the reduction effect of the iron work and press work is small, and the performance deteriorates. The impact is increased and the benefits of this configuration are reduced.

より詳細には、船尾側面を船尾側の帯状板部材４１で形成し、船尾端部で平面形状が多いトランサムを船尾側の帯状板部材４２で形成する。そして、上側の船底側部を船尾側の帯状板部材４３、４４、４５で形成し、下側の船底側部を船尾側の帯状板部材４６、４７、４８、４９で形成し、船底を船尾側の帯状板部材５０で形成する。   More specifically, the stern side surface is formed by the stern side strip member 41 and the transom having a large planar shape at the stern end is formed by the stern side strip member 42. The upper ship bottom side is formed by the stern side strip members 43, 44, 45, the lower ship bottom side is formed by the stern side strip members 46, 47, 48, 49, and the bottom of the stern is formed. It is formed by the belt-like plate member 50 on the side.

この側面を形成する平面の船尾側の帯状板部材４１はトランサムを形成する船尾側の帯状板部材４２に接続する。また、上側の船底側部を形成する船尾側の帯状板部材４３、４４、４５もトランサムを形成する船尾側の帯状板部材４２に接続する。一方、下側の船底側部を形成する船尾側の帯状板部材４６、４７、４８、４９は左舷側の部材と右舷側の部材が互いに接続して船尾端を形成している。この船尾端にプロペラ軸が挿入されるスタンチューブ（図示しない）が設けられる。   A flat stern-like plate member 41 on the plane that forms this side surface is connected to a stern-like plate member 42 on the stern side that forms the transom. Further, the stern-side strip members 43, 44, and 45 that form the upper ship bottom side portion are also connected to the stern-side strip member 42 that forms the transom. On the other hand, the stern-side plate members 46, 47, 48, and 49 that form the bottom side of the bottom side of the stern are formed by connecting the port side member and the starboard side member to each other to form the stern end. A stun tube (not shown) into which the propeller shaft is inserted is provided at the stern end.

また、この船尾のスタンチューブ周りの形状を作るために、帯状板部材４６、４７、４８を設けるが、この帯状板部材４６、４７、４８を、図５及び図６の構成では平行部３０まで延ばしているが、その手前（船尾側）の適当なところで、点に集約し、帯状板部材を閉じてもよい。また、帯状板部材の接合部のラインが集約する部分に３次元曲げで形成される曲面状の板部材を設けてもよい。これにより、推進器への水の流れをもともとの船型における３次元曲げで構成された形状の特徴を、この船舶１０の船型でも反映することが可能となる。   Moreover, in order to make the shape around the stern tube of the stern, strip-shaped plate members 46, 47, 48 are provided. The strip-shaped plate members 46, 47, 48 are provided up to the parallel portion 30 in the configuration of FIGS. Although it is extended, it may be gathered into a point at an appropriate position in front of it (stern side), and the strip plate member may be closed. Further, a curved plate member formed by three-dimensional bending may be provided at a portion where the lines of the joint portions of the belt-like plate member are aggregated. Thereby, it is possible to reflect the feature of the shape formed by the three-dimensional bending in the original hull shape with respect to the flow of water to the propulsion device also in the hull shape of the ship 10.

一方、船尾部４０と船体平行部３０との接続に関しては、図６に示すように、船尾側面を形成する船尾側の帯状板部材４１が船体平行部３０の側面を形成する平行部の帯状板部材３１に接続し、上側の船底側部を形成する船尾側の帯状板部材４３、４４と、下側の船底側部を形成する船尾側の帯状板部材４９は船体平行部３０のビルジ部を形成する平行部の帯状板部材３２、３３、３４にそれぞれ接続する。また、底面を形成する船尾側の帯状板部材５０は、船体平行部３０の底面を形成する平行部の帯状板部材３５に接続する。   On the other hand, regarding the connection between the stern portion 40 and the hull parallel portion 30, as shown in FIG. 6, the stern side strip plate member 41 forming the stern side surface forms the side surface of the hull parallel portion 30. The stern-side strip members 43 and 44 connected to the member 31 and forming the upper bottom side portion, and the stern side strip member 49 forming the lower bottom side portion are the bilge portion of the hull parallel portion 30. It connects to the strip | belt-shaped board members 32, 33, and 34 of the parallel part to form. In addition, the stern-side strip member 50 that forms the bottom surface is connected to the parallel strip member 35 that forms the bottom surface of the hull parallel portion 30.

なお、上側の船底側部を形成する船尾側の帯状板部材４５と、下側の船底側部を形成する船尾側の帯状板部材４６、４７、４８は、船尾側の帯状板部材４４と船尾側の帯状板部材４９との間で船首側に行くにつれて細くなり一点になる。   It should be noted that the stern side band plate member 45 forming the upper bottom side part and the stern side band member 46, 47, 48 forming the lower bottom side part are the stern side band member 44 and the stern side. It becomes thin and becomes one point as it goes to the bow side between the belt-like plate members 49 on the side.

これにより、帯状板部材４２〜４９の接合部（ナックル）をビルジ部３２、３３、３４に収束させて、この接合部を流線が跨ぐときの角度を小さくするように構成する。   Thereby, the junction part (knuckle) of the strip | belt-shaped board members 42-49 is converged on the bilge part 32,33,34, and it comprises so that the angle when a streamline straddles this junction part may be made small.

この船尾側の帯状板部材４１〜５０の個数は、この実施の形態の船舶１０では両舷で１７個であるが、１３個以上２１個以下が好ましい。１３個未満であると形状が単純化し、船舶の性能が低下する恐れが生じ、２１個以上になると接合部分が多くなり、建造工数が増加する。   The number of the strip-like plate members 41 to 50 on the stern side is 17 on both sides in the ship 10 of this embodiment, but is preferably 13 or more and 21 or less. If the number is less than 13, the shape is simplified and the performance of the ship may be lowered. If the number is 21 or more, the number of joints increases and the number of building man-hours increases.

この船尾側は、従来船において、船首部分の次に、曲げ加工を必要とする複雑な船尾形状をしていることが多く、この船尾部分の外板部分を船尾側の帯状板部材４１〜５０で形成することになるので、加工工数の低減効果が著しく大きくなる。   The stern side often has a complex stern shape that requires bending after the bow portion in a conventional ship, and the outer plate portion of the stern portion is a belt-like plate member 41 to 50 on the stern side. Therefore, the effect of reducing the processing man-hour is remarkably increased.

従って、上記の構成の船舶１０によれば、３次元曲げの曲面を持つ従来船の優れた性能を有する船舶に対しても、性能の劣化を抑制しながら、その外板表面を容易に帯状板部材２１〜２７、３１〜３５、４１〜５０の集合体で近似できるようになる。   Therefore, according to the ship 10 having the above-described configuration, the outer plate surface can be easily formed on the outer plate surface while suppressing the deterioration of the performance of the ship having the excellent performance of the conventional ship having a curved surface of three-dimensional bending. It can be approximated by an assembly of members 21-27, 31-35, 41-50.

そして、船舶１０の推進性能の低下を抑制しながら、外板表面の板部材の加工において熟練技術者によるぎょう鉄作業やプレス加工作業等の工数を著しく少なくすることができる。   And man-hours, such as a gourd iron work by an expert engineer, and a press work, can be reduced significantly in the process of the plate member of the outer plate surface, suppressing the fall of the propulsion performance of the ship 10.

本発明の鋼船又は軽合金船によれば、鋼船の推進性能の低下を抑制しながら、鋼船の外板表面の板部材の加工において熟練技術者によるぎょう鉄作業やプレス加工作業等の工数を著しく少なくすることができるので、多くの船舶として利用できる。   According to the steel ship or the light alloy ship of the present invention, while suppressing a decrease in the propulsion performance of the steel ship, the iron work or press work by a skilled engineer in the processing of the plate member on the outer plate surface of the steel ship, etc. Since the number of man-hours can be significantly reduced, it can be used as many ships.

１０ 船舶（鋼船又は軽合金船）
２０ 船首側部分
２１〜２７ 船首側の帯状板部材
３０ 船体平行部
３１〜３５ 平行部の帯状板部材
４０ 船尾側部分
４１〜５０ 船尾側の帯状板部材 10 Ship (steel ship or light alloy ship)
20 Bow-side parts 21-27 Bow-side belt-like plate members 30 Hull parallel parts 31-35 Parallel-like belt-like plate members 40 Stern-side parts 41-50 Stern-side belt-like plate members

Claims (10)

推進装置を装備する鋼船又は軽合金船において、主船体の外板表面積の９０％以上でかつ１００％以下を占める外板を、２次元曲げ加工で形成可能な面と平面のいずれかの面又は両方の面しか持たず、かつ、船体長手方向に延びる帯状板部材で形成することを特徴とする鋼船又は軽合金船。   In a steel ship or a light alloy ship equipped with a propulsion device, either a plane or a plane that can be formed by two-dimensional bending of a skin that occupies 90% or more and 100% or less of the surface area of the main hull. Alternatively, a steel ship or a light alloy ship characterized by being formed of a strip-shaped plate member that has only both surfaces and extends in the longitudinal direction of the hull. 満載喫水線より下の外板表面の９０％以上でかつ１００％以下を占める外板を、前記帯状板部材で形成したことを特徴とする請求項１に記載の鋼船又は軽合金船。   2. The steel ship or light alloy ship according to claim 1, wherein an outer plate that occupies 90% or more and 100% or less of the surface of the outer plate below the full load water line is formed of the strip-shaped plate member. 少なくとも船首又は船尾の一方における満載喫水線下の前記帯状板部材の隣接する相互間の接合部において、隣接する前記帯状板部材が船体横断面内でなす角度を９０度より大きく２７０度未満としたことを特徴とする請求項１又は２に記載の鋼船又は軽合金船。   The angle formed by the adjacent strip-shaped plate members in the cross section of the hull is set to be greater than 90 degrees and less than 270 degrees at the joint portion between the adjacent strip-shaped plate members under the full load water line at least at the bow or stern. The steel ship or light alloy ship according to claim 1 or 2. 少なくとも船首又は船尾の一方における満載喫水線下の前記帯状板部材の隣接する相互間の接合部を船体中央部のビルジ部に直接又はほかの接合部を介して接続して構成したことを特徴とする請求項１〜３のいずれか１項に記載の鋼船又は軽合金船。   It is characterized in that at least one of the bow and the stern is formed by connecting the adjacent joints of the strip-like plate members under the full load water line to the bilge part at the center of the hull directly or via other joints. The steel ship or light alloy ship of any one of Claims 1-3. 満載喫水線より下で、かつ、船首端の位置と船首垂線から垂線間長の０．１倍の距離後方の位置との間において、船体の外板表面の５０％以上でかつ１００％以下を占める外板を、前記帯状板部材で形成したことを特徴とする請求項１〜４のいずれか１項に記載の鋼船又は軽合金船。   It occupies 50% or more and 100% or less of the outer skin surface of the hull, below the full load water line, and between the position of the bow end and the position behind the bow vertical by 0.1 times the length between the vertical lines. The steel plate or light alloy ship according to any one of claims 1 to 4, wherein an outer plate is formed of the belt-like plate member. 船首バルブの部分に関して、船首部の帯状板部材を追加すると共に、該追加した帯状板部材が前記ビルジ部まで延びていかないように、該追加した帯状板部材と隣接する帯状板部材との間の接合部を点に集約するか、若しくは、該追加した帯状板部材と隣接する帯状板部材との間の接合部が集約する部分に３次元曲げで形成される曲面状の板部材を設けたことを特徴とする請求項１〜５のいずれか１項に記載の鋼船又は軽合金船。   With respect to the bow valve portion, a bow-like plate member of the bow portion is added, and the added belt-like plate member and the adjacent belt-like plate member are prevented from extending to the bilge portion. A curved plate member formed by three-dimensional bending is provided at a portion where the joint portion is concentrated at a point or the joint portion between the added belt-like plate member and the adjacent belt-like plate member is gathered. A steel ship or a light alloy ship according to any one of claims 1 to 5. 満載喫水線より下で、かつ、船尾端の位置と船尾垂線から垂線間長の０．１倍の距離前方の位置との間において、船体の外板表面の５０％以上でかつ１００％以下を占める外板を、前記帯状板部材で形成したことを特徴とする請求項１〜６のいずれか１項に記載の鋼船又は軽合金船。   It occupies 50% or more and 100% or less of the outer surface of the hull between the position of the stern end and the position at the front of the stern vertical and a distance of 0.1 times the vertical length from the stern vertical. A steel ship or a light alloy ship according to any one of claims 1 to 6, wherein an outer plate is formed of the belt-like plate member. 船尾のスタンチューブ周りに関して、船尾のスタンチューブ周りの形状を作るための帯状板部材を、平行部まで延ばすか、もしくは、前記平行部より船尾側の部位で、点に集約して、当該帯状板部材を閉じるか、若しくは、当該帯状板部材の接合部が集約する部分に３次元曲げで形成される曲面状の板部材を設けたことを特徴とする請求項１〜７のいずれか１項に記載の鋼船又は軽合金船。   As for the stern stan tube, the strip plate member for forming the shape around the stern stan tube is extended to the parallel part, or gathered to a point at the stern side of the parallel part, and the strip plate The curved member formed by three-dimensional bending is provided in the part which closes a member or the junction part of the said strip | belt-shaped plate member aggregates, The any one of Claims 1-7 characterized by the above-mentioned. The listed steel or light alloy ship. 船体平行部を平面の面しか持たない前記帯状板部材で形成し、ビルジ部分の横断面形状を多角形形状としたことを特徴とする請求項１〜８のいずれか１項に記載の鋼船又は軽合金船。   The steel ship according to any one of claims 1 to 8, wherein a parallel part of the hull is formed of the belt-like plate member having only a flat surface, and a cross-sectional shape of the bilge part is a polygonal shape. Or a light alloy ship. 船体を正面線図で見て、それぞれの前記帯状板部材の船体長手方向に垂直な断面が船体前後方向にわたって、その帯状板部材で平行になることを特徴とする請求項１〜９のいずれか１項に記載の鋼船又は軽合金船。   10. The structure according to claim 1, wherein a cross section perpendicular to the longitudinal direction of the hull of each of the belt-like plate members is parallel to the belt-like plate member in the longitudinal direction of the hull when the hull is viewed from a front view. A steel ship or a light alloy ship according to item 1.
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