JP4759670B2 - Ship - Google Patents

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JP4759670B2
JP4759670B2 JP2004254751A JP2004254751A JP4759670B2 JP 4759670 B2 JP4759670 B2 JP 4759670B2 JP 2004254751 A JP2004254751 A JP 2004254751A JP 2004254751 A JP2004254751 A JP 2004254751A JP 4759670 B2 JP4759670 B2 JP 4759670B2
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ship
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佳敬 矢作
東 白木
直哉 梅田
光一郎 松本
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Osaka University NUC
Universal Shipbuilding Corp
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Universal Shipbuilding Corp
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Description

本発明は、船舶に関するものであり、特に、パラメトリック横揺れの発生を未然に防止するための船体形状を有する船舶に関するものである。 The present invention relates to a ship , and more particularly to a ship having a hull shape for preventing the occurrence of parametric rolls.

近年、コンテナ船等において、搭載しているコンテナが多数流出したり損傷するという事故が多発しており、その原因の一つがパラメトリック横揺れと呼ばれる横揺れの発生であると考えられている（例えば、非特許文献１参照）。   In recent years, there have been many accidents in container ships, etc., in which a large number of containers are leaked or damaged, and one of the causes is thought to be the occurrence of rolling called parametric rolling (for example, Non-Patent Document 1).

パラメトリック横揺れは、横揺れ運動方程式中のパラメータである復原力係数が時間とともに変化することにより引き起こされる横揺れである。復原力係数が時間とともに変化する主な要因は、縦波中又は横波中において相対水位変化により水線面積２次モーメントが増減することにある。   Parametric roll is a roll caused by a change in the restoring force coefficient, which is a parameter in the roll equation of motion, with time. The main factor that changes the restoring force coefficient with time is that the second moment of the waterline area increases or decreases due to the relative water level change in the longitudinal wave or the transverse wave.

該パラメトリック横揺れは、船首尾（船首及び船尾）のフレアーなど舷側勾配の変化が長手方向に変化する一般船舶においては、縦波中で出現しやすい。とりわけ、搭載コンテナ数を最大限に増やすため、著しい船首フレアー及び極端なトランサムスターンをもつ最近のコンテナ船ではこの傾向が顕著である。   The parametric roll is likely to appear in a longitudinal wave in a general ship in which a change in the side slope changes in the longitudinal direction, such as a bow (stern and stern) flare. This is particularly true for modern container ships with significant bow flares and extreme transom stern to maximize the number of onboard containers.

このような船型の変化に伴って、パラメトリック横揺れの発生の可能性が増え、それによって受ける影響も大きくなっている。   With such changes in the hull form, the possibility of occurrence of parametric rolls has increased, and the effect of this has also increased.

梅田 直哉、外１名、「第３−２章 パラメトリック横揺れ」、日本造船学会・試験水槽委員会シンポジュウム、平成１５年１２月、ｐ.２１７−２３６Naoya Umeda, 1 other, “Chapter 3-2 Parametric Rolling”, Symposium of the Japan Shipbuilding Society / Test Tank, December 2003, p.217-236

しかし、コンテナ等の貨物積載量の増大を優先する貨物船にとって、船首フレアーが大きく、且つ、トランサムスターンの張出しが大きく、甲板貨物積載量を大きく取れる近年の船型は、多大な海上物流を効率良く行うために必要である。すなわち、パラメトリック横揺れが発生することに対処するため、船首尾にフレアーが無く甲板貨物の積載効率が悪い過去の船型を採用することは、時代の要求に逆行し、現実的な解決策ではない。そこで、船首フレアー及びトランサムスターンの張出しを大きいまま残し、貨物の積載量を減少させずにパラメトリック横揺れの発生を防止可能な船体形状の開発が望まれている。   However, for cargo ships that prioritize increasing cargo loads such as containers, recent ship types that have large bow flares, large transom stern overhangs, and large deck cargo loads enable efficient marine logistics. Is necessary to do. In other words, in order to deal with the occurrence of parametric rolls, it is not a realistic solution to go against the demands of the times and adopt a past hull form that has no flare at the tail and poor loading efficiency of deck cargo. . Therefore, it is desired to develop a hull shape that can prevent the occurrence of parametric roll without leaving the overhang of the bow flare and the transom stern while reducing the cargo load.

本発明は、上記の事情に鑑みてなされたものであり、パラメトリック横揺れを的確に防止することができる船体形状を有する船舶を提供することを目的とするものである。 The present invention has been made in view of the above circumstances, and an object thereof is to provide a ship having a hull shape that can accurately prevent parametric rolls.

本発明においては、パラメトリック横揺れは、復原力が時間とともに変化することにより引き起こされる横揺れであり、復原力が時間とともに変化する主な要因は、縦波中において相対水位変化により水線面積２次モーメントが増減することであり、相対水位変化により発生する水線面積２次モーメントの増減を一定以下に抑えれば、パラメトリック横揺れを的確に防止することができるという観点に立っている。   In the present invention, the parametric roll is a roll caused when the restoring force changes with time, and the main factor that the restoring force changes with time is the water line area 2 due to the relative water level change in the longitudinal wave. This is based on the viewpoint that the parametric roll can be accurately prevented by suppressing the increase / decrease of the water line area secondary moment generated by the relative water level change to a certain level or less.

[１] 船舶が垂線間長さＬとほぼ同等の波長を有する波浪中を航行する場合、ホギング状態とサギング状態での相対水面変化により、ホギング状態の波面における水線面積２次モーメントが、サギング状態の波面における水線面積２次モーメントに比べ大きく減少するような船体形状を有する船舶において、前記ホギング状態の波面における水線面積２次モーメントの値を増大させるために、船体中央部の前後において、前記垂線間長さＬの約１／２の長さにわたり、計画満載喫水線よりも上部の船幅が船体高さ方向全体に亘って船体幅方向に広がっている船体形状を有することを特徴とする船舶。
[２] 船舶が垂線間長さＬとほぼ同等の波長を有する波浪中を航行する場合、ホギング状態とサギング状態での相対水面変化により、ホギング状態の波面における水線面積２次モーメントが、サギング状態の波面における水線面積２次モーメントに比べ大きく減少するような船体形状を有する船舶において、前記ホギング状態の波面における水線面積２次モーメントの値を増大させるために、船体中央部付近において、計画満載喫水線よりも上部の船側外板またはその外方に、船体高さ方向全体に亘って付加物が設けられている船体形状を有することを特徴とする船舶。
[３] 船舶が垂線間長さＬとほぼ同等の波長を有する波浪中を航行する場合、ホギング状態とサギング状態での相対水面変化により、ホギング状態の波面における水線面積２次モーメントが、サギング状態の波面における水線面積２次モーメントに比べ大きく減少するような船体形状を有する船舶において、前記ホギング状態の波面における水線面積２次モーメントの値を増大させるために、船体中央部の前後において、前記垂線間長さＬの約１／２の長さにわたり、計画満載喫水線よりも上部の船側外板またはその外方に、船体高さ方向全体に亘って付加物が設けられている船体形状を有することを特徴とする船舶。
[1] When a ship sails in a wave having a wavelength approximately equal to the length L between normals, the water surface area second moment on the wave surface in the hogging state is sagging due to the relative water surface change between the hogging state and the sagging state. In order to increase the value of the water line area secondary moment in the wave front in the hogging state, in a ship having a hull shape that greatly decreases compared to the water line area secondary moment in the state wave front , The hull has a hull shape in which the width of the hull above the planned full- length water line extends in the hull width direction over the entire length of the hull over the length of about half the length L between the vertical lines. To ship.
[2] When a ship sails in a wave having a wavelength approximately equal to the length L between normals, the water surface area second moment on the wave surface in the hogging state is sagging due to the relative water surface change between the hogging state and the sagging state. In order to increase the value of the water line area second moment in the wave front in the hogging state, in the ship having a hull shape that greatly decreases compared to the water line area second moment in the wave front of the state, A ship having a hull shape in which an appendage is provided over the entire hull height direction on a ship side outer plate above the planned full waterline or outside thereof.
[3] When a ship sails in a wave having a wavelength approximately equal to the length L between normals, the water surface area second moment on the wave front in the hogging state is sagging due to the relative water surface change between the hogging state and the sagging state. In order to increase the value of the water line area secondary moment in the wave front in the hogging state, in a ship having a hull shape that greatly decreases compared to the water line area secondary moment in the state wave front, The hull shape is provided with an appendage over the entire height of the hull on the hull side outer plate above the planned full load water line or on the outside thereof over a length of about ½ of the length L between the vertical lines. A ship characterized by comprising:

本発明は、パラメトリック横揺れは、相対水位変化、つまり、ホギング状態とサギング状態とにおける水線面積２次モーメント（復原力ＧＭと関連する）の増減が、時間とともに繰り返し変化することにより引き起こされるとの考えに基づいている。すなわち、ホギング状態の水面状態においては、水線面積及び水線面積２次モーメントが増加するような船体形状としている、もしくは、船体に付加物を取付けている。また、サギング状態の水面状態においては、当該部位が水面下に水没しないような形状としてあるので、水線面積及び水線面積２次モーメントが増加しない。このような構成により相対水位変化を生じた場合であっても、ホギング状態とサギング状態とにおける水線面積２次モーメントの値の差が減少するので、復原力の変化も小さくなり、パラメトリック横揺れを的確に防止することができる。   According to the present invention, when the parametric roll is caused by the relative water level change, that is, the increase / decrease in the water line area second moment (related to the restoring force GM) in the hogging state and the sagging state is repeatedly changed with time. Based on the idea of That is, in the water surface state in the hogging state, the hull shape is such that the water line area and the water line area second moment increase, or an appendage is attached to the hull. Further, in the sagging state of the water surface, the portion does not submerge under the surface of the water, so the water line area and the water line area second moment do not increase. Even if a relative water level change is caused by such a configuration, the difference in the value of the moment of waterline area between the hogging state and the sagging state is reduced, so the change in the restoring force is also reduced and the parametric roll is reduced. Can be accurately prevented.

船舶が該船舶の垂線間長さＬとほぼ同等の波長を有する波浪中を航行する場合、ホギング状態とサギング状態との相対水面変化により、波面における船体中心線に対する水線面積２次モーメント（以下、水線面積二次モーメントという。）が変化増減する。これは図１に示すごとく、船舶の船首尾形状の変化と相対水面の変化とにより発生するものである。つまり、波の山が船体中央部に位置するホギング状態の場合、波の谷が船首尾部に位置し、平坦な水面状態の場合の水線面積２次モーメントに比べて、ホギング状態の水線面積２次モーメントは減少する。一方、船首フレアーを大きくし、大きなトランサムスターンを有し、貨物積載量を大きくした近年の船体形状においては、波の谷が船体中央部に位置するサギング状態の場合、波の山が船首尾部に位置し、大きな船首フレアー及び大きなトランサムスターンが没水するため、平坦な水面状態の場合の水線面積２次モーメントに比べてサギング状態の水線面積２次モーメントは増加する。   When a ship sails in a wave having a wavelength substantially equal to the length L between the normals of the ship, the water surface area secondary moment (hereinafter referred to as the hull center line) on the wave front due to the relative water surface change between the hogging state and the sagging state. , Called the waterline area second moment). As shown in FIG. 1, this occurs due to a change in the bow / stern shape of the ship and a change in the relative water surface. In other words, in the case of the hogging state where the wave peak is located in the center of the hull, the wave line is located in the bow tail and the water line area in the hogging state is compared with the water line area second moment in the flat water surface state. The second moment decreases. On the other hand, in a recent hull shape with a large bow flare, large transom stern, and large cargo load, in the sagging state where the wave valley is located in the center of the hull, the wave mountain is at the tail of the hull. Since the large bow flare and the large transom stern are submerged, the water line area second moment in the sagging state increases compared to the water line area second moment in the flat water surface state.

パラメトリック横揺れが発生する限界となる、この水線面積２次モーメントの増減量については、運動方程式の解の存在条件から、メタセンタと重心との距離ＧＭと、船体排水容積と、横揺れ減衰のａ係数との相乗積に１．２７３を乗じることで計算できる。ここで、横揺れ減衰のａ係数とは、横揺れ減滅曲線における横揺れ角の一揺れ毎の減少量とそのときの平均横揺れ角との間の比例係数である。   The amount of increase / decrease in the waterline area second moment, which is the limit of parametric roll, is based on the existence condition of the solution of the equation of motion, the distance GM between the metacenter and the center of gravity, the hull drainage volume, and the roll attenuation. It can be calculated by multiplying the synergistic product with the a coefficient by 1.273. Here, the a coefficient of roll attenuation is a proportional coefficient between the amount of decrease of the roll angle for each roll in the roll attenuation curve and the average roll angle at that time.

従って、ホギング状態とサギング状態との水線面積２次モーメントの変動片振幅をその値未満とすることによりパラメトリック横揺れの発生が防止可能となる。   Therefore, by making the fluctuation piece amplitude of the water line area second moment between the hogging state and the sagging state less than the value, the occurrence of parametric roll can be prevented.

そこで、以下に述べる本発明の第１の実施形態及び第２の実施形態においては、ホギング状態とサギング状態との水線面積２次モーメントの変動片振幅が、例えば、メタセンタと重心との距離ＧＭと、船体排水容積と、横揺れ減衰のａ係数との相乗積に１．２７３を乗じた値未満となるように、すなわち、ホギング状態とサギング状態との水線面積２次モーメントの変動片振幅＜（メタセンタと重心との距離ＧＭ×船体排水容積×横揺れ減衰のａ係数×１．２７３）となるように、ホギング状態における水線面積２次モーメントの値を増加させることにより、パラメトリック横揺れの発生を防止している。   Therefore, in the first and second embodiments of the present invention described below, the fluctuation piece amplitude of the water line area second moment between the hogging state and the sagging state is, for example, the distance GM between the metacenter and the center of gravity. , The hull drainage volume and the a coefficient of roll attenuation, multiplied by 1.273, that is, the fluctuation piece amplitude of the waterline area second moment in the hogging state and the sagging state <Parametric roll by increasing the value of the moment of waterline area in the hogging state so that (distance GM between metacenter and center of gravity x hull drainage volume x roll coefficient a coefficient x 1.273) Is prevented.

（第１の実施形態）
本発明の第１の実施形態を、図１、図２．ａ〜ｃ、図３を参照して説明する。図１は、本発明実施前の従来型船舶、すなわち、船舶が垂線間長さＬとほぼ同等の波長を有する波浪中を航行する場合、ホギング状態とサギング状態との相対水面変化によりホギング状態の波面における水線面積２次モーメントが、サギング状態の波面における水線面積２次モーメントに比べ大きく減少するような船体形状を有する船舶の船体１と、ホギング状態水位３における水線面積５及びサギング状態水位４における水線面積６を、船体の側面図及び平面図によって示す説明図である。図２．ａは、第１の実施形態に係る船体側面図、図２．ｂは、図１に示す従来型船舶の中央部の横断面図、図２．ｃは、第１の実施形態に係る船舶の中央部の横断面図である。 (First embodiment)
The first embodiment of the present invention is shown in FIGS. A to c will be described with reference to FIG. FIG. 1 shows a conventional vessel before the present invention, that is, when a vessel sails in a wave having a wavelength substantially equal to the length L between perpendiculars, the hogging state is changed by the relative water surface change between the hogging state and the sagging state. The hull 1 of the ship having a hull shape in which the water line area second moment at the wave front is greatly reduced compared to the water line area second moment at the sagging wave front, and the water line area 5 and the sagging state at the hogging state water level 3 It is explanatory drawing which shows the water line area 6 in the water level 4 with the side view and top view of a hull. FIG. a is a hull side view according to the first embodiment, FIG. b is a cross-sectional view of the central portion of the conventional ship shown in FIG. c is a cross-sectional view of the central portion of the ship according to the first embodiment.

図２．ａ、ｃにおいて、船体１１は、図１に示す船体１と同じ船体形状を有し、ただし、垂線間長さＬを有する船体１１は、船体中央部（船体中央線）７の前後において、垂線間長さＬの約１／２の長さ（Ｌ／２）にわたり、計画満載喫水線より上部の船幅を船体幅方向に広げた部分Ｗ（以下、拡幅部Ｗという）を含んでいる。図３は、船舶の垂線間長さＬと同一長さの波長Ｌ、波高がＬ／２０の波によるホギング状態水位３における水線面積５１を示す平面図である。図３において斜線部５Ｗは、ホギング状態の場合において拡幅部Ｗによって水線面積が増加した部分である。   FIG. In a and c, the hull 11 has the same hull shape as the hull 1 shown in FIG. 1, except that the hull 11 having a perpendicular length L is a vertical line before and after the hull center part (hull center line) 7. It includes a portion W (hereinafter referred to as a widened portion W) in which the width of the ship above the planned full-length water line is widened in the hull width direction over a length (L / 2) that is about ½ of the inter-space length L. FIG. 3 is a plan view showing a water line area 51 in a hogging state water level 3 by a wave having a wavelength L and a wave height of L / 20 having the same length as the length L between vertical lines of the ship. In FIG. 3, the shaded portion 5W is a portion where the water line area is increased by the widened portion W in the case of the hogging state.

この実施形態に係る拡幅部Ｗの設定方法は、先ず図１に示す水線面積５及び水線面積６からそれぞれの水線面積２次モーメントの値を求める。次にパラメトリック横揺れを生じないために必要な、ホギング状態とサギング状態との間での水線面積２次モーメントの差が、例えば、メタセンタと重心との距離ＧＭと、船体排水容積と、横揺れ減衰のa係数との相乗積に１．２７３を乗じた値として算出可能となる。算出した値（ホギング状態とサギング状態との間での水線面積２次モーメントの差）から、船体中央部７の前後において、ホギング状態において水線面下に没する拡幅部の長さを求めると共に、拡幅部Ｗの幅を決定する。   In the method of setting the widened portion W according to this embodiment, first, the value of each water line area second moment is obtained from the water line area 5 and the water line area 6 shown in FIG. Next, the difference in the water-line area second moment required between the hogging state and the sagging state, which is necessary to prevent parametric rolls, is, for example, the distance GM between the metacenter and the center of gravity, the hull drainage volume, It can be calculated as a value obtained by multiplying the synergistic product with the a coefficient of vibration attenuation by 1.273. From the calculated value (difference in the water line area second moment between the hogging state and the sagging state), the length of the widened portion submerged below the water line surface in the hogging state before and after the hull central portion 7 is obtained. At the same time, the width of the widened portion W is determined.

なお、拡幅部Ｗの長さについては、船長（垂線間長さ）Ｌ＝１波長、を前提にしているので、拡幅部Ｗの長さ＝Ｌ／２が最も効果的である。   Since the length of the widened portion W is based on the assumption that the ship length (length between perpendiculars) L = 1 wavelength, the length of the widened portion W = L / 2 is the most effective.

また、拡幅部Ｗを計画満載喫水線より上部に配置するのは、船舶の通常の航行中に抵抗にならないようにするためである。   Moreover, the reason why the widened portion W is disposed above the planned full-length water line is to prevent resistance during normal navigation of the ship.

このようにして、船体中央部７の前後において約Ｌ／２の長さにわたり計画満載喫水線２より上部の船幅を広げ（拡幅部Ｗ）、ホギング状態の波面における水線面積２次モーメントの値とサギング状態の波面における水線面積２次モーメントの値との差を一定値以下に抑えることにより、パラメトリック横揺れの発生が防止される。   In this way, the width of the waterline area secondary moment at the wave front in the hogging state is increased by widening the ship width above the planned full load waterline 2 over a length of about L / 2 before and after the hull center part 7. The occurrence of parametric roll is prevented by suppressing the difference between the value of the water line area second moment on the wave front in the sagging state to a certain value or less.

なお、拡幅部Ｗの決定方法に関する上記事項は、後述する付加物Ｆにも同様に適用される。   In addition, the said matter regarding the determination method of the wide part W is similarly applied also to the appendage F mentioned later.

（第２の実施形態）
本発明の第２の実施形態を、図１、図４．ａ〜ｃ、図５を参照して説明する。図４．ａは、第２の実施形態に係る船体側面図、図４．ｂは、図１に示す従来型船舶の中央部の横断面図、図４．ｃは、第２の実施形態に係る船舶の中央部の横断面図である。 (Second Embodiment)
A second embodiment of the present invention is shown in FIGS. A to c will be described with reference to FIG. FIG. a is a hull side view according to the second embodiment, FIG. b is a cross-sectional view of the central portion of the conventional ship shown in FIG. c is a cross-sectional view of the central part of the ship according to the second embodiment.

図４．ａ、ｃにおいて、船体１２は、図１に示す船体１と同じ船体形状を有し、ただし、垂線間長さＬを有する船体１２には、船体中央部の前後において、垂線間長さＬの約１／２の長さ（Ｌ／２）にわたり、計画満載喫水線より上部の船幅を広げるための付加物Ｆ（以下、付加物Ｆという）が船側外板またはその外方に設置されている。図５は、船舶の垂線間長さＬと同一長さの波長Ｌ、波高がＬ／２０の波によるホギング状態水位３における水線面積５２を示す平面図である。図５において斜線部５Ｆはホギング状態の場合において付加物Ｆによって水線面積が増加した部分である。   FIG. In a and c, the hull 12 has the same hull shape as the hull 1 shown in FIG. 1 except that the hull 12 having the vertical length L has a vertical length L before and after the center of the hull. Over about 1/2 length (L / 2), an appendage F (hereinafter referred to as appendage F) for expanding the width of the ship above the planned full-length water line is installed on the ship side skin or on the outside thereof. . FIG. 5 is a plan view showing a water line area 52 at a hogging state water level 3 by a wave having a wavelength L and a wave height of L / 20 having the same length as the length L between the vertical lines of the ship. In FIG. 5, the hatched portion 5F is a portion where the water line area is increased by the appendage F in the hogging state.

この実施形態に係る付加物Ｆの設定方法は、先ず図１に示す水線面積５及び水線面積６からそれぞれの水線面積２次モーメントの値を求める。次にパラメトリック横揺れを生じないために必要なホギング状態とサギング状態との間での水線面積２次モーメントの差が、例えば、メタセンタと重心との距離ＧＭと、船体排水容積と、横揺れ減衰のa係数との相乗積に１．２７３を乗じた値として算出可能となる。算出した値（ホギング状態とサギング状態との間での水線面積２次モーメントの差）から、船体中央部７の前後において付加物Ｆの長さを約Ｌ／２に設定し、そして、ホギング状態において水面下に没する付加物Ｆの幅を決定する。   The setting method of the appendage F which concerns on this embodiment calculates | requires the value of each water line area secondary moment from the water line area 5 and the water line area 6 shown in FIG. Next, the difference in the water line area second moment between the hogging state and the sagging state, which are necessary to prevent parametric rolls, includes, for example, the distance GM between the metacenter and the center of gravity, the hull drainage volume, and the roll. It can be calculated as a value obtained by multiplying the synergistic product with the a coefficient of attenuation by 1.273. From the calculated value (difference in water line area second moment between the hogging state and the sagging state), the length of the appendage F is set to about L / 2 before and after the hull central portion 7, and the hogging is performed. The width of the appendage F submerged under the water surface in the state is determined.

このようにして、船体中央部７の前後において約Ｌ／２の長さにわたり計画満載喫水線２より上部の船側外板またはその外方に付加物Ｆを設置し、ホギング状態の波面における水線面積２次モーメントの値とサギング状態の波面における水線面積２次モーメントの値との差を一定値以下に抑えることにより、パラメトリック横揺れの発生が防止される。   In this way, the adjunct F is installed on the outer side of the ship-side outer plate above the planned full-loading water line 2 over the length of about L / 2 before and after the center part 7 of the hull, and the water line area on the wavefront in the hogging state By suppressing the difference between the value of the second moment and the value of the water line area second moment on the wave surface in the sagging state to a certain value or less, the occurrence of parametric roll is prevented.

本発明実施前の従来型船舶のホギング状態水位及びサギング状態水位における水線面積を船体の側面図及び平面図によって示す説明図である。It is explanatory drawing which shows the water line area in the hogging state water level and sagging state water level of the conventional ship before implementation of this invention with the side view and top view of a hull. 本発明の第１の実施形態に係る船体形状を示す側面図である。It is a side view which shows the hull shape which concerns on the 1st Embodiment of this invention. 従来型船舶の船体中央部の横断面図である。It is a cross-sectional view of the center part of the hull of a conventional ship. 本発明の第１の実施形態に係る船体形状を示す船体中央部の横断面図である。It is a transverse cross section of the hull center part showing the hull shape concerning a 1st embodiment of the present invention. 本発明の第１の実施形態に係るホギング状態の水線面積を示す平面図である。It is a top view which shows the water line area of the hogging state which concerns on the 1st Embodiment of this invention. 本発明の第２の実施形態に係る船体形状を示す側面図である。It is a side view which shows the hull shape which concerns on the 2nd Embodiment of this invention. 従来型船舶の船体中央部の横断面図である。It is a cross-sectional view of the center part of the hull of a conventional ship. 本発明の第２の実施形態に係る船体形状を示す船体中央部の横断面図である。It is a cross-sectional view of the hull center part which shows the hull shape which concerns on the 2nd Embodiment of this invention. 本発明の第２の実施形態におけるホギング状態の水線面積を示す平面図である。It is a top view which shows the water line area of the hogging state in the 2nd Embodiment of this invention.

符号の説明Explanation of symbols

１ 船体
２ 計画満載喫水線
３ ホギング状態水位
４ サギング状態水位
５ ホギング状態の水線面積
６ サギング状態の水線面積
７ 船体中央部
１１ 拡幅部を含む船体
Ｗ 拡幅部
５１ ホギング状態にける拡幅部Ｗを含む水線面積
５Ｗ ホギング状態において拡幅部Ｗによって水線面積が増加した部分
１２ 付加物が設置された船体
Ｆ 付加物
５２ ホギング状態にける付加物Ｆを含む水線面積
５Ｆ ホギング状態において付加物Ｆによって水線面積が増加した部分 1 Hull 2 Planned full load water line 3 Hogging state water level 4 Sagging state water level 5 Hogging state water line area 6 Sagging state water line area 7 Hull center part 11 Hull including widening part W Widening part 51 Widening part W in hogging state Contained water line area 5W The part of the water line area increased by the widened part W in the hogging state 12 The hull where the adduct is installed F Addendum 52 The waterline area including the adduct F in the hogging state 5F The adduct F in the hogging state The area where the waterline area increased due to

Claims (3)

船舶が垂線間長さＬとほぼ同等の波長を有する波浪中を航行する場合、ホギング状態とサギング状態での相対水面変化により、ホギング状態の波面における水線面積２次モーメントが、サギング状態の波面における水線面積２次モーメントに比べ大きく減少するような船体形状を有する船舶において、
前記ホギング状態の波面における水線面積２次モーメントの値を増大させるために、船体中央部の前後において、前記垂線間長さＬの約１／２の長さにわたり、計画満載喫水線よりも上部の船幅が船体高さ方向全体に亘って船体幅方向に広がっている船体形状を有することを特徴とする船舶。 When a ship sails in a wave having a wavelength substantially equal to the length L between normals, the water surface area second moment on the wave surface in the hogging state is changed to the wave surface in the sagging state due to the relative water surface change between the hogging state and the sagging state. In a ship having a hull shape that greatly decreases compared to the water line area second moment in
In order to increase the value of the moment of waterline area at the wavefront in the hogging state, the length of the upper half of the planned full- length waterline is about 1/2 of the length L between the vertical lines before and after the center of the hull. A ship having a hull shape in which the width of the hull extends in the hull width direction over the whole hull height direction. 船舶が垂線間長さＬとほぼ同等の波長を有する波浪中を航行する場合、ホギング状態とサギング状態での相対水面変化により、ホギング状態の波面における水線面積２次モーメントが、サギング状態の波面における水線面積２次モーメントに比べ大きく減少するような船体形状を有する船舶において、
前記ホギング状態の波面における水線面積２次モーメントの値を増大させるために、船体中央部付近において、計画満載喫水線よりも上部の船側外板またはその外方に、船体高さ方向全体に亘って付加物が設けられている船体形状を有することを特徴とする船舶。 When a ship sails in a wave having a wavelength substantially equal to the length L between normals, the water surface area second moment on the wave surface in the hogging state is changed to the wave surface in the sagging state due to the relative water surface change between the hogging state and the sagging state. In a ship having a hull shape that greatly decreases compared to the water line area second moment in
In order to increase the value of the moment of waterline area at the wavefront in the hogging state, in the vicinity of the center of the hull, on the ship side skin above the planned full load waterline or outside thereof, over the whole hull height direction. A ship having a hull shape provided with an appendage. 船舶が垂線間長さＬとほぼ同等の波長を有する波浪中を航行する場合、ホギング状態とサギング状態での相対水面変化により、ホギング状態の波面における水線面積２次モーメントが、サギング状態の波面における水線面積２次モーメントに比べ大きく減少するような船体形状を有する船舶において、
前記ホギング状態の波面における水線面積２次モーメントの値を増大させるために、船体中央部の前後において、前記垂線間長さＬの約１／２の長さにわたり、計画満載喫水線よりも上部の船側外板またはその外方に、船体高さ方向全体に亘って付加物が設けられている船体形状を有することを特徴とする船舶。 When a ship sails in a wave having a wavelength substantially equal to the length L between normals, the water surface area second moment on the wave surface in the hogging state is changed to the wave surface in the sagging state due to the relative water surface change between the hogging state and the sagging state. In a ship having a hull shape that greatly decreases compared to the water line area second moment in
In order to increase the value of the moment of waterline area at the wavefront in the hogging state, the length of the upper half of the planned full-length waterline is about 1/2 of the length L between the vertical lines before and after the center of the hull. A ship having a hull shape in which an appendage is provided on the ship side outer plate or the outside thereof over the whole hull height direction.
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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5787787A (en) * 1980-11-24 1982-06-01 Sumitomo Rubber Ind Ltd Apparatus for preventing vessel from being capsized
JPH04221290A (en) * 1990-12-20 1992-08-11 Ishikawajima Harima Heavy Ind Co Ltd Device for restraining ship's heaving
JPH07132875A (en) * 1993-11-05 1995-05-23 Kiyoshi Oshiro Hull configuration of ship
JP2002526323A (en) * 1998-09-24 2002-08-20 ストルト オフショア リミテッド Ocean voyage ship and hull of the ocean voyage ship

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5787787A (en) * 1980-11-24 1982-06-01 Sumitomo Rubber Ind Ltd Apparatus for preventing vessel from being capsized
JPH04221290A (en) * 1990-12-20 1992-08-11 Ishikawajima Harima Heavy Ind Co Ltd Device for restraining ship's heaving
JPH07132875A (en) * 1993-11-05 1995-05-23 Kiyoshi Oshiro Hull configuration of ship
JP2002526323A (en) * 1998-09-24 2002-08-20 ストルト オフショア リミテッド Ocean voyage ship and hull of the ocean voyage ship

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