JP5465645B2 - Ballast tank-free ship type - Google Patents

Description

  The present invention relates to a hull form of a ship that does not require a ballast tank.

  A side view of a conventional hull in a ship is shown in FIGS. 1 and 2, a side view of a stern part is shown in FIG. 3, and a side view of a bow part is shown in FIG. Moreover, VV, VI-VI, VII-VII, VIII-VIII, and IX-IX cross sectional views in FIG. 1 are shown in FIGS. 5, 6, 7, 8, and 9, respectively. Furthermore, XX, XI-XI, XII-XII and XIII-XIII cross-sectional views in FIG. 2 are shown in FIGS. 10, 11, 12 and 13, respectively. In this case, FIGS. 5, 6, 7, 8, 9, 10, 11, 12, and 13 are configured symmetrically with respect to the hull center line CL, and therefore only the starboard side is displayed. The port side is omitted. 5 is a cross-sectional view of the stern vertical AP position, FIG. 6 is a cross-sectional view of SS1 / 2 showing a position 5% ahead of the length between the stern vertical AP and FIG. 8 is a cross-sectional view of SS1 representing the forward position, FIG. 8 is a transverse cross-sectional view of SS2 representing the 20% forward position from the stern perpendicular AP, and FIG. 9 is a 40% forward position of the perpendicular length from the stern perpendicular AP. FIG. 10 is a transverse cross-sectional view of the position of the bow perpendicular FP, FIG. 11 is a transverse cross-sectional view of SS9 1/2 representing the position 5% behind the bow perpendicular FP, and FIG. 12 is the bow perpendicular. FIG. 12 shows a cross-sectional view of SS7 representing a position 10% behind the FP from the perpendicular to the SS9 position, and FIG. 12 shows a cross-sectional view of SS7 representing a 30% rearward position from the bow FP. The length between the perpendiculars is the horizontal length between the stern perpendicular AP and the bow perpendicular FP. At the bottom of the hull 1, a ship bottom 2 communicates from the front end to the rear end along the base line BL. As shown in FIG. 3, a stern frame 3 is connected to the hull 1 in the stern end region below the full load water line LWL, and a bossing 5 is provided at a substantially intermediate position between the stern frame 3 and the bottom 2 of the ship. A propeller shaft 6a is provided to pass through the boshing 5 in a rotatable manner, and a propeller 6 is provided at the rear end thereof. A front end of the propeller shaft 6a is rotatably connected to a main machine (not shown). A rudder 7 is provided at the position of the stern perpendicular AP. A stern end 4 is provided at the rear ends of the hull 1 and the stern frame 3. Further, in the bow end region below the full-length draft line LWL, as shown in FIG. 4, the bow valve 8 is configured to project forward from the bow perpendicular line FP and is installed in the hull 1. A stem 9 is connected to the front end of the hull 1 above the full load water line LWL. 5, 6, 7, 8, and 9 show the cross-sectional shape of the rear half of the hull 1, and FIG. 10, FIG. 11, FIG. 12, and FIG. 13 is formed as shown in the cross-sectional shape of the front half of the hull 1. At that time, the vertical position of the ship bottom 2 is formed so as to be on the base line BL from the rear end to the front end of the hull 1.

  In general, in the case of a ship with a large draft difference between a full load and an empty load such as a tanker or a bulk carrier, seawater is injected into a dedicated ballast tank (not shown) prior to departure when the load is sailing empty. It is necessary to drain the seawater injected into the dedicated ballast tank prior to loading and unloading when the draft is adjusted to an appropriate draft.

Problems to be solved by the invention

  In general, for ship types such as tankers and bulk carriers that have a large draft difference between full load and empty load, when the load is empty, water is poured into a dedicated ballast tank prior to voyage and the stern and It is necessary to adjust the draft at the bow to an appropriate state. Conversely, when sailing with a full load, it is necessary to drain the seawater in the ballast tank, and there is a problem of repeatedly performing these pouring and draining operations. In addition, there is a problem that in the unloaded operation state, the amount of water discharged from the hull is increased by the amount of seawater injected into the ballast tank and the load on the main engine increases. Furthermore, in recent years, from the viewpoint of preventing marine pollution, there are many problems such as increasing the construction cost by equipping the seawater purification apparatus with the obligation to purify the seawater poured into the ballast tank. Therefore, as a countermeasure, an inverted triangle frame line hull form with a hull cross-sectional shape of an inverted triangle has been studied. However, there is a problem that the propulsion performance is significantly deteriorated as compared with a conventional conventional hull form.

Means to solve the problem

This application places the vertical position of the bossing in those proposed in view of the above based on line, and the ship bottom of the stern section and bow configured to half below the propeller diameter from baseline, from the stern perpendicular between perpendiculars length It is characterized by a hull-shaped hull form with a skeg on the hull center line between the 20% forward position and the 20% rear position from the bow perpendicular to the vertical distance .

Effect of the invention

  As described in detail above, according to the hull form of the present application, even when sailing in an empty state, it is possible to operate in the same manner as a full load without any draft adjustment, and it has a propulsion performance similar to a conventional normal hull form, This is an industrially effective device that has the effect of eliminating the above problems.

  The hull form as a first embodiment of the present application will be described below with reference to the drawings. 14 to 25 show the hull form of the present embodiment. 14 and 15 show side views of the hull, FIG. 16 shows a side view of the stern portion, and FIG. 17 shows a side view of the bow portion. Further, XVIII-XVIII, XIX-XIX, XX-XX, and XXI-XXI cross-sectional views in FIG. 14 are shown in FIGS. 18, 19, 20, and 21, respectively. Further, XXII-XXII, XXIII-XXIII, XXIV-XXIV, and XXV-XXV sectional views in FIG. 15 are shown in FIGS. 22, 23, 24, and 25, respectively. At that time, since FIGS. 18, 19, 20, 21, 22, 22, 23, 24 and 25 are configured symmetrically with respect to the hull center line CL, only the starboard side is displayed. The side is omitted. Further, FIG. 18 is a transverse cross-sectional view of SS1 / 2 representing a 5% forward position of the length between the stern perpendicular AP and FIG. 19 is a transverse sectional view of SS1 representing a forward position of 10% of the length between the stern perpendicular AP. 20 is a cross-sectional view of SS2 representing the 20% forward position of the length between the stern perpendicular AP and FIG. 21, FIG. 21 is a cross-sectional view of SS4 representing the 40% forward position of the length between the stern perpendicular AP, and FIG. FIG. 23 is a cross-sectional view of SS91 / 2 representing the position 5% behind the normal from the bow normal FP, and FIG. 24 is the position 10% behind the vertical from the bow vertical FP. FIG. 25 is a transverse cross-sectional view of SS9, and FIG. 25 is a transverse cross-sectional view of SS7 showing a 30% rear position of the length between the perpendiculars from the bow perpendicular FP. In the figure, the same reference numerals and symbols as those of the conventional ones represent the same constituent members as those of the conventional ones, so that the description thereof is omitted. A bottom 11 of the hull 10 is provided at the bottom, but the bottom 11a of the rear from the forward position about 20% of the length between the vertical from the stern vertical AP is lowered below the base line BL approximately half the diameter of the propeller 15. ing. Further, the front bottom 11f from the rear position of about 20% of the length between the vertical line from the bow normal line FP is also lowered to about half the diameter of the propeller 15 from the base line BL. The bottom 11 between the stern perpendicular AP and the forward position of about 20% of the length between the vertical lines and the forward position of the bow perpendicular line FP and about 20% of the length between the vertical lines is configured along the base line BL. Further, a skeg 19 is provided on the hull center line CL of the bottom 11 in the meantime. The lower end of the skeg 19 is configured not to protrude downward from the bottom 11f of the bow and the bottom 11a of the stern. Next, in the stern end region below the full load water line LWL, a stern frame 12 is connected to the hull 10 as shown in FIG. 16, and a bossing 14 is provided at a substantially intermediate position between the stern frame 12 and the bottom 11a. The propeller shaft 15a is provided so as to pass through the boshing 14 rotatably, and a propeller 15 is provided at the rear end thereof. The front end of the propeller shaft 15a is rotatably connected to a main machine (not shown). At this time, the bossing 14 is configured such that the propeller shaft 15a is installed at a position substantially at the base line BL, and the ship bottom 11a is configured to be lowered by about half the diameter of the propeller 15 from the base line BL. Further, a rudder 16 is provided at the position of the stern vertical line AP, but as shown in FIG. 16, the lower end of the position of the propeller 15 in the depth direction of the wing and the lower end of the rudder 16 are substantially aligned. Yes. A stern end 13 is provided at the rear ends of the hull 10 and the stern frame 12. Further, in the bow end region below the full load draft line LWL, as shown in FIG. 17, the bow valve 17 is configured to protrude forward from the bow perpendicular line FP and is installed in the hull 10. At that time, the ship bottom 11 f is configured to be lowered from the base line BL approximately half the diameter of the propeller 15. A stem 18 is connected to the front end of the hull 10 above the full waterline LWL. Next, with regard to the shape between the stern vertical line AP and the bow vertical line FP, FIGS. 18, 19, 20 and 21 show the cross-sectional shape of the rear half of the hull 10, and FIG. 22, FIG. 23, FIG. Are formed as shown in the cross-sectional shape of the front half of the hull 10. At that time, the bottom 11a between the stern perpendicular AP and the forward position about 20% of the length between the perpendiculars and the rear is lowered below the base line BL by about half of the diameter of the propeller 15. Further, the bottom 11f is formed by lowering the propeller 15 by about half of the diameter of the propeller 15 from the base line BL to the front from about 20% of the length between the vertical from the bow normal line FP. The depth direction position of the bottom 11 between the bottom 11a in the stern area and the bottom 11f in the bow area is formed on the base line BL.

  It is not necessary to provide a draft adjustment ballast tank in the hull form of the embodiment of the present application, and it is not necessary to inject seawater into the ballast tank for draft adjustment prior to departure when the cargo sails with an empty load. Even when sailing at full load, it is no longer necessary to drain the seawater in the ballast tank prior to cargo handling, so that the problem of so-called pouring and draining is eliminated. In addition, it is possible to prevent the movement and diffusion of marine organisms by pouring seawater into the ballast tank. Furthermore, according to the results of the investigation of the propulsion performance of the 14,000-ton class tanker ship type having the same installed capacity in the ship type of the present application and the conventional ship type in a tank test using a model ship, as shown in FIG. The performance of the main engine output at the same speed is not so large that the hull form of the present application is slightly higher. Thus, in addition to the cost saving effects such as labor, time, and cost of pouring and draining into the ballast tank, there is a reduction effect in operating expenses such as fuel costs. In addition, the cost of unnecessary ballast tank equipment, seawater injection / drainage equipment and seawater purification treatment equipment for the ship is reduced, and there are many economic effects. In addition, it prevents marine ecosystems from collapsing due to the movement and diffusion of marine organisms through ballast water, which also has an effect on preventing marine pollution.

  It is a side view of a hull latter half part.   It is a side view of the hull front half.   It is a side view of a stern part.   It is a side view of a bow part.   It is a VV cross-sectional arrow view in FIG.   It is a VI-VI arrow line view in FIG.   It is a VII-VII cross section arrow view in FIG.   It is a VIII-VIII cross section arrow view in FIG.   FIG. 2 is a cross-sectional view taken along the line IX-IX in FIG. 1.   FIG. 3 is an XX arrow view in FIG. 2.   FIG. 3 is a cross-sectional view taken along the line XI-XI in FIG. 2.     It is the XII-XII cross-sectional arrow view in FIG.   FIG. 3 is a sectional view taken along the line XIII-XIII in FIG. 2.   It is a side view of a hull latter half part.   It is a side view of the hull front half.   It is a side view of a stern part.   It is a side view of a bow part.   It is a XVIII-XVIII cross section arrow directional view in FIG.   FIG. 15 is a cross-sectional view taken along line XIX-XIX in FIG. 14.   It is XX-XX cross-sectional arrow view in FIG.   It is a XXI-XXI cross-sectional arrow view in FIG.   It is XXII-XXII cross-sectional arrow view in FIG.   It is XXIII-XXIII cross-sectional arrow view in FIG.   It is XXIV-XXIV sectional arrow view in FIG.   It is XXV-XXV sectional arrow view in FIG.   It is a comparison figure of propulsion performance.

DESCRIPTION OF SYMBOLS 1 Hull 2 Ship bottom 3 Stern frame 4 Stern end 5 Boshing 6 Propeller 6a Propeller shaft 7 Rudder 8 Bow valve 9 Bow material AP Stern perpendicular FP Bow perpendicular BL Base line CL Hull center line LWL Full load water line 10 Hull 11 Ship bottom 11a Ship bottom 11f Ship bottom 12 Stern Frame 13 Stern end 14 Boshing 15 Propeller 15a Propeller shaft 16 Rudder 17 Bow valve 18 Bow material 19 Skeg

Claims (1)

20% rear position of a perpendicular line between the length from between and forward perpendicular of the center of the bossing for rotatably through the propeller shaft and from the stern perpendicular arranged based on line until 20% forward position and the stern the ship's bottom of the rear end of the perpendicular line between the length the ship's bottom vertical position between the up bow ship bottom of the front end and configured to half below the propeller diameter from baseline,
A hull form of a ship that does not require a ballast tank, characterized by a hull form with a skeg on the hull center line between the stern perpendicular to the 20% forward length between the stern perpendicular and the 20% rear position from the bow perpendicular to the perpendicular .

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