JPH01153396A - Ship having special keel line - Google Patents
Ship having special keel lineInfo
- Publication number
- JPH01153396A JPH01153396A JP62313709A JP31370987A JPH01153396A JP H01153396 A JPH01153396 A JP H01153396A JP 62313709 A JP62313709 A JP 62313709A JP 31370987 A JP31370987 A JP 31370987A JP H01153396 A JPH01153396 A JP H01153396A
- Authority
- JP
- Japan
- Prior art keywords
- ship
- line
- stern
- keel line
- bow
- 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.)
- Pending
Links
- 238000005452 bending Methods 0.000 abstract 1
- 230000000630 rising effect Effects 0.000 abstract 1
- 238000003032 molecular docking Methods 0.000 description 5
- 238000010276 construction Methods 0.000 description 4
- 230000008439 repair process Effects 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 210000001015 abdomen Anatomy 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
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)
Abstract
Description
【発明の詳細な説明】
産業上の利用分野:
本発明は、船底部の形状を特定化することにより、推進
性能を向上させた航洋犬形船の船型に係るものである。DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application: The present invention relates to a sailing dog-shaped boat whose propulsion performance is improved by specifying the shape of the bottom of the boat.
従来技術とその問題点:
コンテナ船をはじめ船の船底部は、建造時の船台への据
シ又は修繕時の入渠を考慮して第6図に示すように平底
(6)となっている。Prior art and its problems: The bottoms of ships, including container ships, are flat-bottomed (6) as shown in FIG. 6, in consideration of installation on a dock during construction or docking during repairs.
一方、高速化或いは燃費改善のために推進性能の向上が
常に求められるが、上記平底の船型では造波抵抗、粘性
抵抗の見地から理想的な形状とは言えない。On the other hand, although there is always a demand for improved propulsion performance in order to increase speed or improve fuel efficiency, the above-mentioned flat-bottomed hull shape cannot be said to be an ideal shape from the standpoint of wave-making resistance and viscous resistance.
かかる従来例の平底船型の船の推進性能の改善のために
幾つかの提案がなされておシ、フィン等の付加物の取付
は或いは非対称船尾の採用などがあるが、主船体の改良
によらない限シ、大巾な改善は望めない現状にある。Several proposals have been made to improve the propulsion performance of such conventional flat-bottomed vessels, such as installing appendages such as bows and fins, or adopting an asymmetric stern, but none of them have been proposed by improving the main hull. Until then, we cannot hope for any major improvements.
問題点を解決するための手段:
本発明は、平底船型であるために行き詰シ状態となって
いた推進性能の改善を、主船体の形状変更により解決し
、大巾な推進性能の改善を達成することを目的としてい
る。すなわち、航走以外の要因のため平底船とされ、こ
の制約によりかなりの抵抗ロスが生じていることは前記
したとおりである。しかし、現今の建造・修繕技術によ
れば必ずしもこの制約を守る必要はなく、船体を支える
盤木の改良によって平底以外の船底とした鉛工でも、建
造・修繕時の作業が可能となり、経済性も含めて充分評
価されるべき現況に鑑み、船体のキール底面をフラット
とせず、船首側及び船尾側にゆくにつれて切り上った鉛
工とし、粘性抵抗を減少させることを得た。Means for Solving the Problems: The present invention solves the problem of improving the propulsion performance, which has been at a dead end due to the flat-bottomed ship type, by changing the shape of the main hull, and achieves a significant improvement in the propulsion performance. aims to achieve. In other words, it is a flat-bottomed boat due to factors other than navigation, and as mentioned above, this restriction causes a considerable resistance loss. However, according to current construction and repair technology, it is not necessarily necessary to abide by this restriction, and improvements in the boards that support the hull have made it possible to perform construction and repair work even with lead workers with ship bottoms other than flat bottoms, making it more economical. In view of the current situation, which should be fully evaluated, the bottom of the hull's keel was not made flat, but instead was made of lead work that was cut up toward the bow and stern sides, thereby reducing viscous resistance.
構成と作用:
本発明の構成は、
キールラインが船首及び船尾に向って船体最深部をとお
るベースラインから切上っておシ;船首パルプ及び船尾
パルプがキールラインより垂れ下ってベースラインに達
している;鉛工が特徴であり、フレームラインが可能な
限り同心円に近いものとなるように配慮されている0こ
のようなキールラインが前後にゆくにつれて切り上り、
フレームラインが円形に近い鉛工(いわゆるパイキング
スタイル)は粘性抵抗の減少に大きく寄与することは、
造波抵抗及び粘性抵抗理論からも明白である。しかし、
その反面、推進効率は伴流利得の減少により若干の低下
が考えられるが、この現象は船尾パルプを垂下状に設け
ることにより抑制が可能である。また、キールラインが
船首方向に切り上った鉛工では船首パルプを垂下状に設
けることにより、造波抵抗の一層の減少を図ることも可
能である。Structure and operation: The structure of the present invention is such that the keel line cuts up from the baseline passing through the deepest part of the hull toward the bow and stern; the bow pulp and the stern pulp hang down from the keel line and reach the baseline. The keel line is characterized by lead work, and care has been taken to make the frame line as close to a concentric circle as possible.
The fact that leadwork with a nearly circular frame line (so-called piking style) greatly contributes to reducing viscous resistance is that
This is clear from the theory of wave resistance and viscous resistance. but,
On the other hand, the propulsion efficiency may be slightly reduced due to the decrease in wake gain, but this phenomenon can be suppressed by providing the stern pulp in a hanging shape. Furthermore, in the case of a leadwork in which the keel line is cut upward toward the bow, it is possible to further reduce the wave-making resistance by providing the bow pulp in a hanging manner.
キールラインの切上げ方としては、
■ 円弧状に彎曲させる、
■ 折れ線状に切上げる、
■ 任意の曲線にする、
等種種の方法があシ、また、これらを組合せることも可
能である。There are various ways to round up the keel line, such as: (1) Curving it into an arc, (2) Rounding it up into a polygonal line, (2) Making it into an arbitrary curve, and it is also possible to combine these methods.
実施例: 以下、本発明の1実施例番図面に基き説明する。Example: Hereinafter, a first embodiment of the present invention will be explained based on the drawings.
本船型は、第1図にそのプロフィルを、第2図にその概
略線図を示すように、円弧状に彎曲したキールラインa
0と、ベースライン(4)に達する垂れ下った船首パル
プαD及び船尾パルプ(6)をもった船体(1)となっ
ている。このように、基本的に船首部(2)及び船尾部
(3)が切り上ったキールライン00とすると共に、第
2図に明らかなごとく各フレームラインα■が可能な限
シ同心円に近いものとなっている。As shown in Figure 1 and its outline diagram in Figure 1 and Figure 2, respectively, the hull has an arcuate keel line a.
0, the hull (1) has a hanging bow pulp αD reaching the baseline (4) and a stern pulp (6). In this way, we basically set the keel line 00 with the bow (2) and stern (3) cut up, and as shown in Figure 2, each frame line α■ is as close to a concentric circle as possible. It has become a thing.
船体(1)を上記の構成とすることにより、粘性抵抗、
造波抵抗共に減少させることができる。又、推進効率が
若干低下する懸念があるときは、第8図に示すように船
尾端(3γを非対称船尾部α→に形成し、船尾パルプ@
の周囲にプロペラと逆まわりの回転流を生起させてこの
回転流をプロペラに導入する。かくして有効伴流を増加
し、それによって推進効率の向上を図ることができる。By making the hull (1) have the above configuration, viscous resistance,
Both wave resistance can be reduced. In addition, if there is a concern that the propulsion efficiency will decrease slightly, as shown in Figure 8, the stern end (3γ) is formed at the asymmetric stern part α→, and the stern pulp @
A rotating flow is generated around the propeller in the opposite direction to the propeller, and this rotating flow is introduced into the propeller. In this way, the effective wake can be increased, thereby improving propulsion efficiency.
なお、本船型は建造時及び修繕時のドツキングに際し、
円弧状キールラインに例をとれば、(イ)船体(1)の
キールラインa1が円弧状となった船底部に合せ、それ
ぞれの頂部を結ぶ線が円弧状となるようにセンター盤木
を設定し、
(ロ)船首パルプ及び船尾パルプ位置には高さを調整す
るジヤツキ機能をもった自動盤木を配置し、(ハ)船の
フレームラインに合せた自動腹盤木を配設する。Please note that this ship type is subject to damage during construction and repair.
Taking the arc-shaped keel line as an example, (a) Set the center board so that the keel line a1 of the hull (1) is aligned with the arc-shaped bottom of the ship, and the line connecting the tops of each is arc-shaped. (b) An automatic board with a jacking function to adjust the height will be installed at the bow pulp and stern pulp positions, and (c) An automatic belly board will be installed to match the ship's frame line.
ことにより安定したドツキングが可能である。特に円弧
状に規定したキールラインは、ドツキング時の前後方向
の位置のずれを吸収するのにも貢献する。This allows stable docking. In particular, the arc-shaped keel line also contributes to absorbing displacement in the longitudinal direction during docking.
また、本船型のドツキングには上記盤木群の調節のほか
にも、第4図に示すようにセンタライン沿いのスケグα
QをキールラインOQの切り上げ部に突設することによ
り、ドツキングを在来方式に近似させることもできる。In addition to adjusting the board groups mentioned above, the docking of this ship type also involves adjusting the skeg α along the center line as shown in Figure 4.
Docking can also be approximated to the conventional method by providing Q in a protruding manner at the cut-up portion of the keel line OQ.
発明の効果:
本発明の鉛工は、機関室が後部でなく、中央部にあるコ
ンテナ船等の高速船に適しているが、また、第5図に示
すように、それぞれ切上げられたキールラインをもつ船
首部(2)と船尾部(3)との間に、中央平行部(5)
を継ぎ足すことにより、タンカー等の肥大船型にも応用
することができる。Effects of the invention: The lead work of the present invention is suitable for high-speed ships such as container ships, where the engine room is located in the center rather than at the rear. Between the bow part (2) and the stern part (3) with a central parallel part (5)
By adding , it can be applied to enlarged ships such as tankers.
キールラインを円弧状とした本船型は、同一寸法の在来
平底船型1軸船に比べて5〜10%の必要馬力低減効果
が認められ、産業上の利用性は高い。This ship type with an arcuate keel line has been shown to reduce the required horsepower by 5 to 10% compared to a conventional flat-bottom single-shaft ship of the same size, and has high industrial applicability.
第1図は本発明の1実施例のプロフィル、第2図は同じ
く概路線図、第3図は別の実施例の概路線図、第4図は
今1つの実施例のプロフィル、第5図は本発明に含まれ
る応用例の説明図、第6図は従来の船型を示す図である
。
(1)・・・船 体 (2)・・・船首部(3
)・・・船尾部 (3)′・・・船尾端(4)
・・・ベースライン (5)・・・中央平行部(6)
・・・平 底 αO・・・キールラインα刀・
・・船首パルプ @・・・船尾パルプα■・・・フ
レームライン α→・・・非対称船尾部α9・・・スケ
グ
出 願 人 株式会社サノヤス
3A銚艶 2年1部
第2図
第3図
第6図FIG. 1 is a profile of one embodiment of the present invention, FIG. 2 is a schematic route map, FIG. 3 is a schematic route map of another embodiment, FIG. 4 is a profile of another embodiment, and FIG. 5 6 is an explanatory diagram of an application example included in the present invention, and FIG. 6 is a diagram showing a conventional ship shape. (1)...Hull (2)...Fore part (3
)...Stern part (3)'...Stern end (4)
...Baseline (5) ...Central parallel part (6)
...Flat bottom αO...Keel line α sword・
... Bow pulp @ ... Stern pulp α ■ ... Frame line α → ... Asymmetrical stern part α9 ... Skeg Applicant Sanoyas Co., Ltd. 3A Choyan 2nd year 1st part Figure 2 Figure 3 Figure 6
Claims (1)
とおるベースラインから切り上つており; 船首パルプ及び船尾パルプがキールライン より垂れ下つている; 船型としたことを特徴とする特殊キールラ インをもつ船舶。 2 フレームラインを可能な限り同心円に近いものとし
た特許請求の範囲第1項に記載の特殊キールラインをも
つ船舶。[Claims] 1. A keel line is cut up from a baseline passing through the deepest part of the hull toward the bow and stern; bow pulp and stern pulp hang down from the keel line; characterized by a ship shape. A ship with a special keel line. 2. A ship having a special keel line as set forth in claim 1, in which the frame line is as close to a concentric circle as possible.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP62313709A JPH01153396A (en) | 1987-12-10 | 1987-12-10 | Ship having special keel line |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP62313709A JPH01153396A (en) | 1987-12-10 | 1987-12-10 | Ship having special keel line |
Publications (1)
Publication Number | Publication Date |
---|---|
JPH01153396A true JPH01153396A (en) | 1989-06-15 |
Family
ID=18044571
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP62313709A Pending JPH01153396A (en) | 1987-12-10 | 1987-12-10 | Ship having special keel line |
Country Status (1)
Country | Link |
---|---|
JP (1) | JPH01153396A (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2003053771A1 (en) * | 2001-12-20 | 2003-07-03 | Ihi Marine United Inc. | Ultra-high speed vessel form, and ultra-high speed vessel |
WO2008099672A1 (en) * | 2007-02-13 | 2008-08-21 | Mitsubishi Heavy Industries, Ltd. | Stern shape for displacement type ship |
JP2009177986A (en) * | 2008-01-28 | 2009-08-06 | Chugoku Electric Power Co Inc:The | Cable insertion device and cable insertion method |
-
1987
- 1987-12-10 JP JP62313709A patent/JPH01153396A/en active Pending
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2003053771A1 (en) * | 2001-12-20 | 2003-07-03 | Ihi Marine United Inc. | Ultra-high speed vessel form, and ultra-high speed vessel |
WO2008099672A1 (en) * | 2007-02-13 | 2008-08-21 | Mitsubishi Heavy Industries, Ltd. | Stern shape for displacement type ship |
US8028636B2 (en) | 2007-02-13 | 2011-10-04 | Mitsubishi Heavy Industries, Ltd. | Stern shape of displacement-type marine vessel |
JP2009177986A (en) * | 2008-01-28 | 2009-08-06 | Chugoku Electric Power Co Inc:The | Cable insertion device and cable insertion method |
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