JP3279285B2 - Large ship - Google Patents
Large shipInfo
- Publication number
- JP3279285B2 JP3279285B2 JP15219099A JP15219099A JP3279285B2 JP 3279285 B2 JP3279285 B2 JP 3279285B2 JP 15219099 A JP15219099 A JP 15219099A JP 15219099 A JP15219099 A JP 15219099A JP 3279285 B2 JP3279285 B2 JP 3279285B2
- Authority
- JP
- Japan
- Prior art keywords
- bow
- ship
- resistance
- hull
- waterline
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- 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
Landscapes
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、タンカーやバルク
キャリアー等の肥大船に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an enlarged ship such as a tanker or a bulk carrier.
【０００２】[0002]
【従来の技術】実海域を航行する船舶には、水から受け
る抵抗が働く。この抵抗は、波浪がない状態で船が水か
ら受ける平水中抵抗と、波浪中を航行することによって
平水中を航行する場合に比べて増加する抵抗、すなわち
波浪中抵抗増加とに分類できる。2. Description of the Related Art A ship navigating in a real sea area experiences resistance from water. This resistance can be classified into a resistance to normal water that the ship receives from the water in the absence of a wave, and a resistance that increases as a result of navigating in the waves compared to navigating in the water, that is, an increase in resistance in waves.
【０００３】平水中抵抗は、さらに、摩擦抵抗と圧力抵
抗と造波抵抗とに分類される。摩擦抵抗は、船体表面と
水との摩擦によって船体に働く抵抗である。圧力抵抗
は、船体表面近くの水の流れが船尾近くで剥離し、この
剥離域が負圧になり、船を後方に引く抵抗である。造波
抵抗は、水面を航行する船舶が主に船首部分で波を造
り、造波に要したエネルギが逆に抵抗になって船体に働
く抵抗である。造波した波が破砕する場合には、それだ
け水に与えているエネルギが大きいことになり、抵抗も
大きくなる。なお、この造波抵抗は破砕抵抗と呼ばれる
こともある。[0003] The resistance in plain water is further classified into frictional resistance, pressure resistance, and wave resistance. Friction resistance is resistance that acts on the hull due to friction between the hull surface and water. Pressure resistance is the resistance of the flow of water near the hull surface to separate near the stern, creating a negative pressure in the separated area and pulling the ship backward. Wave-making resistance is a resistance in which a ship navigating on the water surface mainly produces waves at the bow portion, and the energy required for wave-making acts as a resistance and acts on the hull. When the generated wave breaks, the energy given to the water is correspondingly large, and the resistance is also increased. In addition, this wave-making resistance is sometimes called crush resistance.
【０００４】波浪中抵抗増加は、上述したように、船体
が波浪中を航行することにより増加する抵抗で、船首で
の入射波の反射、および波浪中船体運動に起因する抵抗
量増加である。As described above, the increase in resistance in waves is an increase in resistance when the hull sails in the waves, and is an increase in resistance due to the reflection of incident waves at the bow and the movement of the hull in waves.
【０００５】従来、平水中の抵抗を低減する目的で、船
首の喫水線近傍およびそれよりも下部を種々の形状にし
た発明が数多く提案されている。しかし、波浪中抵抗増
加を低減する目的の発明はあまり提案されていない。Conventionally, many inventions have been proposed in which the vicinity of and below the waterline of the bow are formed in various shapes in order to reduce the resistance in plain water. However, there have been few proposals for the invention for reducing the increase in resistance in waves.
【０００６】[0006]
【発明が解決しようとする課題】タンカーやバルクキャ
リアー等のたくさんの荷物を運ぶ肥大船は、船首がかな
り肥っている（スプーンの凸部の様な形状）。このよう
な肥大船が波浪中を航行した時（特に向波中）、肥った
船首で入射波が前方に反射し、波崩れを起こす。この現
象によって、船体は後ろ向きの反力を受け、平水中に比
べ波浪中での抵抗が大きくなる。また、波浪が船首に入
射した際に波浪の山谷に対して船首が上下に動くが、そ
の上下運動による波崩れも波浪中での抵抗増加が大きく
なる要因である。この波浪中抵抗増加を下げれば、実海
域を航行する船舶が水から受ける抵抗を低減させること
ができる。A large ship carrying many loads, such as tankers and bulk carriers, has a fairly fat bow (a spoon-like shape). When such an oversized ship sails in the waves (especially during heading waves), the incident wave is reflected forward by the fat bow, causing wave breaking. Due to this phenomenon, the hull receives a backward reaction force, and the resistance in waves is greater than in flat water. In addition, when a wave enters the bow, the bow moves up and down with respect to the valleys of the wave, and the breaking of waves due to the vertical movement is also a factor that increases resistance in the waves. If this increase in resistance in waves is reduced, the resistance of a ship navigating in an actual sea area from water can be reduced.
【０００７】そこで、本発明は、航行中に水から受ける
抵抗、特に波浪中抵抗増加を低減できる肥大船を提供す
ることを目的とする。SUMMARY OF THE INVENTION It is an object of the present invention to provide an enlarged ship capable of reducing the resistance received from water during navigation, especially the increase in resistance in waves.
【０００８】[0008]
【課題を解決するための手段】以下、本発明について説
明する。上述のように、タンカー、バルクキャリアーの
ような肥大船では、肥った船首で入射波が前方に反射
し、波崩れを起こすので、波浪中での抵抗が増加する。
本発明者は、船首での前方への波反射、波崩れ現象を緩
和し、すなわち、波の反射する方向を制御し、波浪によ
る反力を低減して、抵抗増加を低減するには船首部分を
前方にできるだけ尖らせ、波を前に崩さずに横にかき分
ければよいことを知見した。Hereinafter, the present invention will be described. As described above, in an enlarged vessel such as a tanker or a bulk carrier, an incident wave reflects forward at a fattened bow and causes wave breaking, so that resistance in waves increases.
The inventor of the present invention has proposed a method of reducing forward wave reflection and wave breaking at the bow, that is, controlling the direction of wave reflection, reducing the reaction force due to waves, and reducing the increase in resistance. Was pointed forward as much as possible, and it was found that the waves had to be pushed sideways without breaking forward.
【０００９】請求項１に記載の発明は、ＦＰより前方
で、最大喫水線よりも上方のすべての水線面における、
船体中心線上の船体前端の点（Ｅ）と、船体前端から計
った水平距離Ｃ（０．０２×ＬOA）後方位置の垂直面
（Ｂ−Ｂ）と水線面形状（４）との交点（Ｄ）を結んだ
直線（ａ）の、船体中心線から計った角度γを、０°＜
γ≦５０°に設定し、最大喫水線よりも上方における船
首の先端が、船体全体の制限寸法に合わせて、前記船首
の傾斜状下面の前方向延長線と船首上面の前方向延長線
の交差位置よりも後退することを特徴とする、Ｃ b ＝∇
／（Ｌ PP ×Ｂ×ｄ）が０．７５程度以上の肥大船によっ
て上述した課題を解決した。According to the first aspect of the present invention, in all the waterline surfaces in front of the FP and above the maximum draft line ,
Intersection between the point (E) on the hull front end on the hull center line, the vertical plane (B-B) behind the horizontal distance C (0.02 × L OA ) measured from the hull front end, and the water line surface shape (4) The angle γ of the straight line (a) connecting (D) measured from the center line of the hull is 0 ° <
Set γ ≦ 50 ° and ship above the maximum waterline
If the tip of the neck is
The forward extension of the inclined lower surface and the forward extension of the upper surface of the bow
C b = ∇ characterized by retreating from the intersection position of
The above-mentioned problem has been solved by an enlarged ship having / (L PP × B × d) of about 0.75 or more .
【００１０】船首部分を前方にできるだけ尖らせるため
には、本発明中の定義の水線面角度γが小さければ小さ
いほど良い。実際には肥大船の場合、船首近くまで貨物
タンクがあるために船首近傍はかなり肥っており、γを
極めて小さくすると舶首部の幅が極めて短くなり、船腹
部と船首との接続部に極端な段差が生ずるため、この段
差部分において波浪抵抗が増加する懸念がある。そのた
め、実際にはγをそれ程小さくはできない。また、全長
の制限もあるため、前方にかなり延ばしてγを小さくす
ることもできない。したがって、実際には１５°≦γ≦
５０°くらいの範囲が望ましい。γが５０°を超えると
船首で波の反射する方向の大部分が前方となり、船体は
後ろ向きの大きな反力を受け抵抗増加が大きくなる。な
お、抵抗増加は当然ながら急に大きくなるわけではな
く、γの大きさに応じて徐々に大きくなる。船首の先端
を、船体全体の制限寸法に合わせて、船首の傾斜状下面
の前方向延長線と船首上面の前方向延長線の交差位置よ
りも後退させたので、例えば港湾入港時に全長制限があ
っても対応することができる。 In order to make the bow portion as sharp as possible forward, the smaller the water surface angle γ defined in the present invention, the better. Actually, in the case of a large vessel, the vicinity of the bow is considerably fattened due to the presence of the cargo tank near the bow.If γ is extremely small, the width of the bow becomes extremely short, and the extreme connection between the belly and the bow Since there is a step, there is a concern that wave resistance will increase at this step. Therefore, γ cannot be reduced so much in practice. Further, since there is a limit on the total length, it is not possible to extend γ considerably by extending forward. Therefore, actually, 15 ° ≦ γ ≦
A range of about 50 ° is desirable. When γ exceeds 50 °, most of the direction of wave reflection at the bow is forward, and the hull receives a large backward reaction force and the resistance increases. Note that the increase in resistance naturally does not suddenly increase, but gradually increases according to the magnitude of γ. Bow tip
The inclined lower surface of the bow according to the overall dimensions of the hull.
The intersection of the front extension line of the front and the front extension line on the top of the bow
The total length was limited when entering a port, for example.
Even if you can.
【００１１】請求項２に記載の発明は、請求項１に記載
の肥大船において、最大喫水線よりも上方における船首
の前記先端が、最大喫水線よりも下方の船首バルブの先
端近傍まで後退することを特徴とする。 According to a second aspect of the present invention, there is provided the enlarged vessel according to the first aspect, wherein the bow is located above the maximum water line.
The tip of the bow valve below the maximum waterline
It is characterized by retreating to near the end.
【００１２】[0012]
【００１３】[0013]
【発明の実施の形態】図１に基づいて、まず、本発明で
使用している用語の定義・説明を行う。図中ＦＰは、Fo
re Perpendicularの略で、最大喫水線と交わる船首先端
位置（垂直線）である。ＬPPは、ＦＰ位置から蛇軸中心
位置（ＡＰ）までの水平距離で計った船舶の長さで、Ｌ
OAは船舶の全長である。本発明における肥大船とは、タ
ンカーやバルクキャリアーなどのたくさんの荷物を運ぶ
肥った船舶、具体的にはＣb＝∇／（ＬPP×Ｂ×ｄ）が
０．７５程度以上の船舶をいう。ここで、ｄは船舶の最
大喫水線下の深さで、Ｂは船舶の全幅で、∇はｄに対応
する型排水容積である。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS First, terms used in the present invention will be defined and explained with reference to FIG. FP in the figure is Fo
Abbreviation of re Perpendicular, the position of the tip of the bow (vertical line) that intersects the maximum waterline. L PP is the length of the vessel measured by the horizontal distance from the FP position to the center of the serpentine axis (AP).
OA is the total length of the ship. The Ship in the present invention, the vessel that Futo' carrying a lot of luggage, such as tankers and bulk carriers, specifically refers to the C b = ∇ / (L PP × B × d) is more than about 0.75 Vessels . Here, d is the depth below the maximum waterline of the ship, B is the full width of the ship, and ∇ is the mold drainage volume corresponding to d.
【００１４】図2は、本発明の一実施形態における肥大
船を示すものである。図中（Ａ）は船首２の側面からみ
た形状を示し、図中（Ｂ）はＡ−Ａ線での船首２の片舷
の水線面形状を示す。この図に示すように、船舶１の最
大喫水線よりも上部の船首２は、側面からみて、その下
部から上部に向けて、くちばし状に前方に突出してい
る。また、船首２の喫水線ＬＷＬよりも下部には、バル
ブ３が形成されている。水線面上の船首２と、水線面下
のバルブ３とを結ぶ線は、通常の肥大船よりも前方に突
き出され、ＬPPはＬOA近くまで伸ばされている。このよ
うにＬPPをＬOA近くまで伸ばすことにより、通常の肥大
船ではＣbがほぼ０．８程度以上であるが、本発明の肥
大船ではＣbがほぼ０．７５程度以上となる。FIG. 2 shows an enlarged ship according to an embodiment of the present invention. In the figure, (A) shows the shape viewed from the side of the bow 2, and (B) shows the waterline shape of the bow 2 on one side along the line AA. As shown in this figure, the bow 2 above the maximum waterline of the marine vessel 1 protrudes forward in a beak shape from the lower part to the upper part when viewed from the side. A valve 3 is formed below the draft line LWL of the bow 2. The line connecting the bow 2 above the water line and the valve 3 below the water line protrudes more forward than a normal enlarged boat, and L PP extends to near L OA . By extending this way the L PP to L OA close, although the normal Ship at least about C b is approximately 0.8, and more about C b is approximately 0.75 in Ship of the present invention.
【００１５】図中（Ｂ）に示すように、船首２の最大喫
水線よりも上部の水線面形状は、船首２の前方に向けて
鋭角の凸に形成されている。そして、ＦＰより前方で、
最大喫水線上の船首２において、すべての水線面におけ
る、船体中心線上の船体前端の点Ｅと、船体前端から計
った水平距離Ｃ（０．０２×ＬOA）後方位置の垂直面Ｂ
−Ｂと水線面形状４との交点Ｄを結んだ直線ａの、船体
中心線から計った角度γは、０°＜γ≦５０°に設定さ
れる。ここで、設計上、実用上、波浪中抵抗増加の一層
の低減を考慮すると、γが１５°≦γ≦５０°に設定さ
れるのが望ましい。また、このとき船首２の鋭角の凸を
形成する対辺４は、できるだけ直線に近い形状になるこ
とが望ましい。As shown in FIG. 2B, the water line above the maximum draft line of the bow 2 is formed to have a convex shape with an acute angle toward the front of the bow 2. And ahead of the FP,
At the bow 2 on the maximum water line, a point E at the front end of the hull on the hull center line and a vertical plane B at a position behind the horizontal distance C (0.02 × L OA ) measured from the front end of the hull on all water lines
The angle γ of the straight line a connecting the intersection D of −B and the waterline surface shape 4 measured from the hull center line is set to 0 ° <γ ≦ 50 °. Here, γ is preferably set to 15 ° ≦ γ ≦ 50 ° in consideration of further reduction of the increase in resistance in waves in terms of design and practical use. Further, at this time, it is desirable that the opposite side 4 of the bow 2 forming the acute convexity has a shape as close to a straight line as possible.
【００１６】突出した船首２の先端位置は船体全体の制
限寸法に合わせて船首２の傾斜状下面２ａの前方向延長
線５と船首上面２ｂの前方向延長線６の交差位置Ｐより
も後退させられる。The protruding tip of the bow 2 is retracted from the intersection P of the forward extension line 5 of the inclined lower surface 2a of the bow 2 and the forward extension line 6 of the bow upper surface 2b in accordance with the limit dimensions of the entire hull. Can be
【００１７】近年のタンカーやバルクキャリアーは、荷
物をたくさん詰める容積を有するように設計され、当然
に肥った船舶となる。このため、航行中の抵抗が増加す
ることが予想されるが、上述のように、０°＜γ≦５０
°に設定することで、船首２をできるだけ前方に尖らせ
て、この船首２での前方への波反射、波崩れ現象を緩和
し、波浪中抵抗増加を低減することができる。したがっ
て、多少肥った船舶でも航行中の抵抗を低減することが
できる。[0017] Recent tankers and bulk carriers are designed to have a capacity to pack a lot of cargo, and naturally become a fattened ship. Therefore, it is expected that the resistance during navigation will increase, but as described above, 0 ° <γ ≦ 50.
By setting the angle to °, the bow 2 can be pointed forward as much as possible, the forward wave reflection and wave breaking phenomenon at the bow 2 can be mitigated, and the increase in resistance in waves can be reduced. Therefore, even a slightly fattened ship can reduce the resistance during navigation.
【００１８】また、船首２の先端を船体全体の制限寸法
に合わせて、船首の傾斜状下面２ａの前方向延長線５と
船首上面２ｂの前方向延長線６の交差位置Ｐよりも後退
させたので、例えば港湾入港時に全長の制限があっても
対応することができる。Further, the forward end of the bow 2 is retracted from the intersection P of the forward extension line 5 of the inclined lower surface 2a and the forward extension line 6 of the bow upper surface 2b in accordance with the limit dimensions of the entire hull. Therefore, for example, even if there is a restriction on the total length when entering a port, it can be handled.
【００１９】図３は、本発明の肥大船の波浪中抵抗増加
の低減効果を模型試験によって調べ、その結果を従来の
通常船首形状を持つ船体に働く波浪中抵抗増加とを比較
したものである。供試船としては、以下の表１のバルク
キャリアーを採用した。各供試船の主要目および、それ
らに対する通常船首および本発明の船首形状を表す角度
γは下記のとおりである。FIG. 3 shows the effect of reducing the increase in resistance in waves of a large vessel according to the present invention by a model test, and compares the result with the increase in resistance in waves acting on a conventional hull having a normal bow shape. . The bulk carriers shown in Table 1 below were used as test vessels. The main items of each test ship, the normal bow to them, and the angle γ representing the bow shape of the present invention are as follows.
【００２０】[0020]
【表１】 [Table 1]
【００２１】ＬOA、Ｂ、ｄ、船速は、実船スケールの値
である。試験は、以下の〜の条件で行われた。模
型試験は、ＮＫＫ津研究センターの船型試験水槽にて実
施した。試験としては、波浪中で模型船を一定速度で
曵航する波浪中抵抗試験を実施し、その時の模型船に働
く抵抗、船体動揺を計測した。波浪中抵抗増加は、波
浪中での抵抗計測値から平水中航行時の抵抗計測値を差
し引くことにより求めた。模型試験は、実船スケール
で１３ｋｔｓの船速にて実施した。これは、波高が４ｍ
程度の波浪中を馬力一定で航行した場合の船速に相当す
る。入射波としては、正面向波状態の規則波とした。
正面向波状態が最も波浪中抵抗増加が大きくなる。L OA , B, d, and ship speed are values on an actual ship scale. The test was performed under the following conditions. The model test was performed in a hull-shaped test tank at the NKK Tsu Research Center. As a test, we conducted a resistance test in a wave where the model ship was towed at a constant speed in the waves, and measured the resistance and sway of the model ship at that time. The increase in resistance in waves was obtained by subtracting the resistance measured during normal water travel from the resistance measured in waves. The model test was carried out at a ship speed of 13 kt on an actual ship scale. This means that the wave height is 4m
It is equivalent to the speed of a boat when sailing in a wave with a constant horsepower. The incident wave was a regular wave in a frontal wave state.
The forward wave state has the largest increase in resistance in waves.
【００２２】図中縦軸には、次の波浪中抵抗増加の無次
元係数を表している。The vertical axis in the figure represents the dimensionless coefficient of the following increase in resistance in waves.
【００２３】Ｒａｗ／ρｇ（２ζａ）2（Ｂ2／ＬPP）
ここで、Ｒａｗ：波浪中抵抗増加，ρ：海水密度，ｇ：
重力加速度，ζａ：入射波（片）振幅，Ｂ：全幅，
ＬPP：ＦＰからＡＰまでの垂線間長である。この無次元
化の表現は下記の図書以降、一般に使用されているもの
に倣った。日本造船学会「耐航性に関するシンポジウ
ム」、発行日昭和４４年７月、ｐ１２４参照。Raw / ρg (2ζa) 2 (B 2 / L PP )
Here, Raw: increase in resistance in waves, ρ: seawater density, g:
Gravitational acceleration, Δa: incident wave (one) amplitude, B: full width,
L PP : length between perpendiculars from FP to AP. The expression of this dimensionless model followed that commonly used in the following books. See "Symposium on Seaworthiness" of the Society of Shipbuilding Engineers of Japan, July 124, p.
【００２４】また、各図中横軸には、波長（λ）を船長
（ＬPP）で除した無次元値を表している。The horizontal axis in each figure represents a dimensionless value obtained by dividing the wavelength (λ) by the ship length (L PP ).
【００２５】模型試験結果によると、本発明の肥大船
は、波浪中抵抗増加を１０〜３０％低減できることが確
認できた。According to the model test results, it was confirmed that the enlarged ship according to the present invention can reduce the increase in resistance in waves by 10 to 30%.
【００２６】[0026]
【発明の効果】以上説明したように、本発明によれば、
ＦＰより前方で、最大喫水線上の船首において、すべて
の水線面における、船体中心線上の船体前端の点（Ｅ）
と、船体前端から計った水平距離Ｃ（０．０２×ＬOA）
後方位置の垂直面（Ｂ−Ｂ）と水線面形状（４）との交
点（Ｄ）を結んだ直線（ａ）の、船体中心線から計った
角度γを、０°＜γ≦５０°に設定したので、船首部分
を前方にできるだけ尖らせることができ、船首での前方
への波反射、波崩れ現象を緩和し、波浪中抵抗増加を低
減できる。As described above, according to the present invention,
A point in front of the FP, at the bow on the maximum waterline, at the front end of the hull on the hull center line at all waterline planes (E)
And the horizontal distance C measured from the hull front end (0.02 × L OA )
The angle γ of the straight line (a) connecting the intersection (D) of the vertical plane (BB) at the rear position and the waterline shape (4), measured from the hull center line, is defined as 0 ° <γ ≦ 50 °. As a result, the bow portion can be sharpened forward as much as possible, so that forward wave reflection and wave breaking at the bow can be mitigated, and an increase in resistance in waves can be reduced.
【００２７】また、船首の先端を船体全体の制限寸法に
合わせて、船首の傾斜状下面の前方向延長線と船首上面
の前方向延長線の交差位置よりも後退させたので、例え
ば港湾入港時に全長の制限があっても対応することがで
きる。Further, the forward end of the bow is set back to the limit dimension of the entire hull and is retracted from the intersection of the forward extension line of the inclined lower surface of the bow and the forward extension line of the upper surface of the bow. Even if the total length is limited, it can be handled.
【図１】船舶の側面図。FIG. 1 is a side view of a ship.
【図２】船首の側面図。FIG. 2 is a side view of a bow.
【図３】波浪中抵抗増加を示すグラフ。FIG. 3 is a graph showing an increase in resistance in waves.
１ 船舶 ２ 船首 ３ バルブ ４ 対辺 ＬＷＬ 最大喫水線 1 Ship 2 Bow 3 Valve 4 Opposite side LWL Maximum waterline
フロントページの続き (58)調査した分野(Int.Cl.7，ＤＢ名) B63B 1/40 B63B 1/06 B63B 3/46 Continuation of front page (58) Field surveyed (Int.Cl. 7 , DB name) B63B 1/40 B63B 1/06 B63B 3/46
Claims (2)
のすべての水線面における、船体中心線上の船体前端の
点（Ｅ）と、船体前端から計った水平距離Ｃ（０．０２
×ＬOA）後方位置の垂直面（Ｂ−Ｂ）と水線面形状
（４）との交点（Ｄ）を結んだ直線（ａ）の、船体中心
線から計った角度γを、０°＜γ≦５０°に設定し、最大喫水線よりも上方における船首の先端が、船体全体
の制限寸法に合わせて、前記船首の傾斜状下面の前方向
延長線と船首上面の前方向延長線の交差位置よりも後退
することを特徴とする、Ｃ b ＝∇／（Ｌ PP ×Ｂ×ｄ）が
０．７５程度以上の肥大船。 ＬPP：ＦＰ位置から舵軸中心位置（ＡＰ）までの水平距
離で計った船舶の長さ ｄ：船舶の最大喫水線下の深さ Ｂ：船舶の全幅 ∇：ｄに対応する型排水容積 ＬOA：船舶の全長 ＦＰ：Fore Perpendicularの略で、最大喫水線と交わる
船首先端位置（垂直線）1. An anterior to the FP and above the maximum waterline.
And the horizontal distance C (0.02) measured from the hull front end on the hull center line in all the waterline planes.
× L OA ) Vertical plane (BB) and waterline shape at rear position
The angle γ of the straight line (a) connecting the intersection (D) with (4) measured from the center line of the hull is set to 0 ° <γ ≦ 50 °, and the tip of the bow above the maximum draft line is Whole hull
The forward direction of the inclined lower surface of the bow according to the limit dimensions of
Backward from the intersection of the extension line and the forward extension line on the bow
C b = ∇ / (L PP × B × d)
A large ship of about 0.75 or more. L PP: length of the ship as measured in horizontal distance from the FP position to the steering axis center position (AP) d: the depth of the maximum waterline under the ship B: the total width of the ship ∇: Type displaced volume L OA corresponding to d : Total length of the vessel FP: Abbreviation of Fore Perpendicular, the position of the tip of the bow crossing the maximum waterline (vertical line)
記先端が、最大喫水線よりも下方の船首バルブの先端近
傍まで後退することを特徴とする請求項１に記載の肥大
船。 2. In front of the bow above the maximum waterline
The tip is near the tip of the bow valve below the maximum waterline.
2. The hypertrophy according to claim 1, wherein it retreats to the side.
ship.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15219099A JP3279285B2 (en) | 1999-05-31 | 1999-05-31 | Large ship |
| KR1019990028004A KR100359933B1 (en) | 1998-09-04 | 1999-07-12 | Full ship |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP15219099A JP3279285B2 (en) | 1999-05-31 | 1999-05-31 | Large ship |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2000335477A JP2000335477A (en) | 2000-12-05 |
| JP3279285B2 true JP3279285B2 (en) | 2002-04-30 |
Family
ID=15535040
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP15219099A Expired - Lifetime JP3279285B2 (en) | 1998-09-04 | 1999-05-31 | Large ship |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3279285B2 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN100344506C (en) * | 2004-12-31 | 2007-10-24 | 广州广船国际股份有限公司 | Hull |
| JP6414989B2 (en) * | 2013-11-29 | 2018-10-31 | 国立研究開発法人 海上・港湾・航空技術研究所 | Inwardly inclined bow shape, ship having inwardly inclined bow shape, and inwardly inclined bow shape design method |
-
1999
- 1999-05-31 JP JP15219099A patent/JP3279285B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JP2000335477A (en) | 2000-12-05 |
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