JP4365644B2 - Catamaran - Google Patents

Description

The present invention relates to a catamaran.

Figure 1 shows an image view of the catamaran, FIG. 2 shows the II-II arrow view in FIG. As shown in FIGS . 1 and 2 , the catamaran ship is configured by connecting and fixing two hulls 1 and 2 above the planned full-length water line LWL by a deck 3. In general, the two hulls 1 and 2 are each referred to as a single body, and will be referred to as a single body in the present specification.

Therefore, a plan view of a conventional catamaran is shown in FIG. 3 , but the upper part of the figure is omitted from this figure. In the figure, FP represents a bow perpendicular, AP represents a stern perpendicular, and SS5 represents an intermediate position thereof. The single cylinder 4 and the single cylinder 5 are connected and fixed by a deck 6. The single bodies 4 and 5 are configured symmetrically with respect to the hull center line CL. In general, a catamaran ship is composed of two single-hulls and is referred to as a hull. In the present specification, it is hereinafter referred to as a hull. Further, the single cylinders 4 and 5 are configured symmetrically about the center lines CL4 and CL5, respectively. In other words, it is a structure in which two hulls are arranged side by side and connected by deck. The front ends of the single cylinders 4 and 5 are formed of FE4 and FE5, and the rear ends are formed of AE4 and AE5.

Figure 4 an enlarged plan view of the load draft line LWL single cylinder 5 in FIG. 3 to the monohull techniques conventional catamaran clearer, shown in FIG. FIG. 4 shows the first half of the single cylinder 5, and FIG. 5 shows the second half of the single cylinder 5. The symbol SS in the figure indicates that the length LPP between the bow perpendicular line FP and the stern perpendicular line AP is equally divided into 10 parts, and the positions sequentially added from the stern perpendicular line AP are SS1, SS2, SS3, SS4, SS5, SS6, SS7, respectively. , SS8 and SS9. Further, in the figure, the side between the twin cylinders represents the inside of the single cylinder 4, and the outside represents the opposite side. Figure 4, Figure 6 a cross-sectional view of the stern perpendicular AP 5, Figure 7 a cross-sectional view of SS1, Figure 8 a cross-sectional view of SS3, Figure 9 a cross-sectional view of SS5, the SS7 FIG . 10 is a cross-sectional view, FIG. 11 is a cross-sectional view of SS9, and FIG. 12 is a cross-sectional view of the bow perpendicular FP. As shown in FIGS. 4 to 12 , the single cylinder 5 has a plane shape and a cross-sectional shape that are symmetrical with respect to the center line CL <b> 5, that is, the shape between the twin cylinder side and the opposite outer side is symmetrical.

When the catamaran composed of the conventional single hulls 4 and 5 is propelled by a main engine (not shown) and sails, a wave is generated around each of the single hulls 4 and 5. . Generally wave generated when the hull is sailing (some behavior changes the speed) wave trough over the stern shoulder from wave crests, bow shoulder at the bow portion, so as to be mountain aft portion Waves are generated. In the case of single hulls 4 and 5 of this catamaran, this phenomenon naturally occurs on the outside as well, but on the opposite inner side, due to the mutual interference of the single hulls 4 and 5, the above wave forming phenomenon is Amplified, a large wave is generated on the inside compared to the outside case. In the case of a catamaran, this phenomenon can be said to be a big problem compared to a general ship (monohull).

FIG. 13 shows a surplus resistance coefficient when a conventional catamaran is sailing in comparison with the catamaran of the present invention described in the following section. Similarly, FIG. 14 shows the required horsepower of the main engine, and FIG. 15 shows the height of waves generated behind the hull. In FIG. 13, the horizontal axis represents the Froude number Fn, and the vertical axis represents the residual resistance coefficient Cr. However, Fn and Cr are represented by the following formulas .
Fn = Vs / (g · Lwl) ^1/2
Cr = Rr / 0.5ρVs ² ▽ ^2/3
Where Vs is the ship speed, g is the acceleration of gravity, Lwl is the length of the water line, Rr is the residual resistance, ρ is the density of water, and ▽ is the drainage volume. In FIG. 14, the horizontal axis represents the ship speed Vs, and the vertical axis represents the main machine horsepower BHP. Further, in FIG. 15, the horizontal axis represents the ship speed Vs, and the vertical axis represents the wave height Hw.

Therefore, the greater the wave resistance, the greater the required horsepower of the main engine when the hull is sailing. FIG. 14 shows a main engine horsepower curve required when the hull 1 travels. The horizontal axis represents the speed Vs, and the vertical axis represents the main machine horsepower BHP. In the figure, the solid line represents the required horsepower of the conventional one.

As shown in FIG . 13 and FIG. 14 , in the case of a conventional catamaran, particularly the waves generated between the catamaran are very large, so-called residual resistance of the hull is large. Therefore, the horsepower BHP of the main machine necessary for propulsion becomes very large. Further, as shown in FIG. 15 , the wave height generated at the rear of the hull also becomes very large. For this reason, it has many problems such as adversely affecting industrial products in the sea area.

Therefore, with respect to the conventional monohull in catamaran present invention, at least load line parallel configured catamaran symmetrically with monohull two below, inside the center line of the load waterline following monohull small configured to half approximately the maximum width than the outer maximum width of, and the inner width is changed from the bow shoulder of the inner maximum width gradually decreases curved toward the central portion, generally of the smallest inner maximum width at the center portion 3 minutes constitute about 2, further comprising a single cylinder formed by changing sequentially largely curved toward the stern shoulder of the inner maximum width from the central portion, the and the single cylinder, parallel to the lid one left right symmetry It is characterized by comprising.

As described in detail above, the catamaran of the present invention is configured so that the maximum width between the catamaran from the single hull center line is about half of the maximum width outside, and further in order from the bow shoulder to the curve. Narrow the width to make it about 2/3 of the maximum width at the center of the hull, and further increase the width from the center of the hull in a curved line to the maximum width at the stern shoulder. This has the effect of significantly reducing the waves generated between the catamarans and greatly reducing the required horsepower of the main engine when the hull navigates, as well as reducing the height of the waves remaining behind the hull. impact on the industrial products of sailing waters have effects such as being greatly reduced, industrially, it is very effective catamaran.

Hereinafter, a catamaran according to an embodiment of the present invention will be described with reference to the drawings. As an example of the present embodiment, the main target is about 40 m in length, the total width of the twin cylinder is about 10 m, the maximum width of the single cylinder is about 3 m, the draft is about 2 m, and the planned speed is about 16 knots. FIG. 16 shows a plan view of the full load water line LWL in the present invention. Since drawing FP, SS5, AP such as those of the conventional original same reference numerals represent the same meaning, explanation is omitted. Monohull 7,8 is fixedly connected with the deck 9 arranged so ing symmetrically around the hull center line CL. FE7 and FE8 represent the front ends of the single cylinders 7 and 8, and AE7 and AE8 represent the rear ends of the single cylinders 7 and 8. An enlarged view of the front half of the hull in FIG. 16 is shown in FIG. 17, and an enlarged view of the latter half of the hull is shown in FIG . In the figure, SS1, SS2, SS3, SS4, SS5, SS6, SS7, SS8, and SS9 have the same meanings as those of the conventional ones, and thus description thereof is omitted. 19 is a cross-sectional view of AP, FIG . 20 is a cross-sectional view of SS1, FIG . 21 is a cross-sectional view of SS3, FIG . 22 is a cross-sectional view of SS5, and FIG. FIG . 24 shows a cross-sectional view of SS9, and FIG. 25 shows a cross-sectional view of FP.

As shown in FIGS. 17 to 25 , the single cylinder 8 of the present invention below the full load water line LWL is not symmetrical with respect to the single cylinder center line CL8, and the maximum width b2 between the twin cylinders is opposite to the outer side. The width is configured to be smaller than the maximum width b1, and in the case of this example, the width b2 is configured to be approximately half of the width b1. Accordingly, the amount of drainage is correspondingly reduced by half the width.

Further, on the side between the twin cylinders from the center line CL8 of the single body 8, the width b3 that is narrowed in a curved line sequentially from the bow shoulder of the inner maximum width (near the middle of SS8 and SS7) and narrowed at SS5 is the largest inside. It is configured to be about 30% of the maximum width b2 . On the other hand, the rear side is gradually widened in a curved line, and the inner maximum width is formed in the vicinity of the stern shoulder SS2. Along with this, the cross-sectional area gradually decreases from the inner maximum bow shoulder to SS5, and further changes in a curved shape from SS5 to the maximum inner stern shoulder.

  When the catamaran of the present invention having the above-described configuration is traveling with a propeller turned by a main engine installed on the ship (not shown), waves are generated around the single bodies 7 and 8. In that case, particularly between the catamaran, due to the action of the above configuration, the water pressure decreases at the bow shoulder (near the middle of SS7 and SS8) and the hill of the wave becomes smaller, and from the bow shoulder to the stern shoulder (near SS2). As the water pressure increases, the wave troughs become smaller, so that the waves generated between the single bodies 7 and 8 become very small. As a result, the total synthesized wave generated behind the hull is greatly reduced.

FIG. 13 shows a comparison of both the residual resistance coefficient obtained by the tank test of the conventional and catamaran model of the present invention, and it is significantly lower than the conventional one and the fluid number is 0.4 or less. It is shown that it is reduced by about half in the range and further reduced in the higher speed range to a fraction of the conventional one. Similarly, FIG. 14 shows the result of calculation using the above residual resistance coefficient for the required horsepower of the main engine when the catamaran sails . Compared with the planned speed of 16 knots in the embodiment of the present invention. As a result, it is shown that the horsepower is reduced to about a quarter of the conventional one. Further, the wave height generated behind the hull is also shown in comparison with FIG. 15 , but the wave height is also greatly reduced, and it is shown that the wave height is substantially halved at a speed of 16 knots.

The top view of the image which shows the conventional catamaran is shown. It is an II-II cross-sectional arrow view in FIG. It is a top view of the full load water line in FIG. It is a top view of the full load water line of the hull front half part of the single body in FIG. It is a top view of the full load water line of the single hull latter half part in FIG. It is a cross-sectional view of AP in FIG. It is a cross-sectional view of SS1 in FIG. It is a cross-sectional view of SS3 in FIG. It is a cross-sectional view of SS5 in FIG. It is a cross-sectional view of SS7 in FIG. It is a cross-sectional view of SS9 in FIG. It is a cross-sectional view of FP in FIG. Retained is a comparison diagram of the conventional ones and the present invention relates to extra drag coefficient. It is a comparison diagram of the conventional ones and the present invention relates to Kaname Tokoro horsepower. It is a comparison diagram of the conventional ones and the present invention relates to post-side height. It is a top view of the full load water line concerning an embodiment of the invention . It is a top view of the full load water line of the hull front half part of the single body in FIG. It is a top view of the full load water line of the hull latter half part of the single hull in FIG. It is a cross-sectional view of AP in FIG. It is a cross-sectional view of SS1 in FIG. It is a cross-sectional view of SS3 in FIG. It is a cross-sectional view of SS5 in FIG. It is a cross-sectional view of SS7 in FIG. It is a cross-sectional view of SS9 in FIG. It is a cross-sectional view of FP in FIG.

Explanation of symbols

1, 2 Single body 3 Deck CL Hull center line LWL Full load draft line 4 Single body CL4 Center line of single body 4 FE4 Front end of single body 4 AE4 Rear end of single body 4 5 Single body CL5 Center line of single body 5 FE5 Single body Front end of 5 AE5 Rear end of single shell 5 6 Deck FP Hoop perpendicular line AP Stern perpendicular line SS1, SS2, SS3, SS4, SS5, SS6, SS7, SS8, SS9 10% of the length between AP and AP was sequentially added from AP Position 7 Single-body CL7 Centerline of single-body 7 FE7 Front end of single-body 7 AE7 Rear-end of single-body 7 8 Single-body CL8 Centerline of single-body 8 FE8 Front-end of single-body 8 AE8 Rear-end of single-body 8 9 Deck

Claims (1)

In at least load line less odor Te monohull two parallel configured catamaran symmetrically, configured to roughly half reduce the maximum width of the inner side of the outer maximum width of the center line of the load waterline following monohull and The inner width is gradually changed from the bow shoulder of the inner maximum width to the center, and gradually changes to a curved shape. The inner width is the smallest and the inner maximum width is approximately two-thirds. A catamaran having a single trunk which is gradually changed in a curved line toward the stern shoulder, and the two single trunks are arranged in parallel symmetrically .

Images