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WO2018123028A1 - Forme de l'avant - Google Patents

Forme de l'avant Download PDF

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Publication number
WO2018123028A1
WO2018123028A1 PCT/JP2016/089125 JP2016089125W WO2018123028A1 WO 2018123028 A1 WO2018123028 A1 WO 2018123028A1 JP 2016089125 W JP2016089125 W JP 2016089125W WO 2018123028 A1 WO2018123028 A1 WO 2018123028A1
Authority
WO
WIPO (PCT)
Prior art keywords
bow shape
bow
dnt
ship
hull
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.)
Ceased
Application number
PCT/JP2016/089125
Other languages
English (en)
Japanese (ja)
Inventor
秀夫 折原
憲璽 ▲高▼岸
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Japan Marine United Corp
Original Assignee
Japan Marine United Corp
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Japan Marine United Corp filed Critical Japan Marine United Corp
Priority to KR1020197017598A priority Critical patent/KR102220525B1/ko
Priority to PCT/JP2016/089125 priority patent/WO2018123028A1/fr
Priority to JP2018558614A priority patent/JP6737900B2/ja
Priority to CN201680091855.7A priority patent/CN110099841B/zh
Publication of WO2018123028A1 publication Critical patent/WO2018123028A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B63B1/063—Bulbous bows
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • 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

Definitions

  • the present invention relates to a bow shape.
  • the present invention aims to improve propulsion performance by reducing reflected waves generated by the bow in the waves.
  • the bow shape according to the aspect of the present invention includes a depression portion having a pair of inclined surfaces opened forward in the width direction of the ship on the full-length water line.
  • the indented portion has a deepest point where the depth is the deepest on the hull center line, and a height H dnt from the bottom of the deepest point is a height d max of the full load waterline.
  • the width B dnt from the ship side end of the inclined surface to the hull center line is 0.1B ⁇ B with respect to the maximum width B, with a range of 0.8 d max ⁇ H dnt ⁇ 1.5 d max. It is the range of dnt .
  • the depth L dnt of the deepest point in the hull length direction of the recess is formed in a range of 0.005L ⁇ L dnt with respect to the full length L.
  • the present invention has an inclined surface that forms a recess on the hull centerline.
  • the wave incident from the traveling direction of the ship having the bow shape according to the present invention can be reflected in the direction inclined from the traveling direction of the ship to the ship side direction.
  • the ship which has the bow shape which concerns on this invention can reduce the component of the force which goes to the direction opposite to the advancing direction among the reaction forces received from a reflected wave. Therefore, the bow shape concerning the present invention can improve propulsion performance in the waves.
  • FIG. 1 is an XZ sectional view of a bow shape according to an embodiment of the present invention.
  • FIG. 3 is an XZ cross-sectional view taken along a bow-shaped hull center line according to an embodiment of the present invention.
  • 1 is a XY cross-sectional view of a bow shape according to an embodiment of the present invention. It is a graph which shows the change of the total resistance coefficient by the change of the height of the hollow part in the bow shape which concerns on this invention. It is a graph which shows the change of the resistance increase coefficient by the change of the depth of the hollow part in the bow shape which concerns on this invention. It is a graph which shows the change of the resistance increase coefficient by the change of the width
  • FIG. 1 is an XZ sectional view of a bow shape 1 according to the present embodiment.
  • FIG. 2A is an XZ sectional view taken along the hull center line of the bow shape 1 according to the present embodiment.
  • FIG. 2B is an XY cross-sectional view of the bow shape 1 according to the present embodiment.
  • a ship S to which the bow shape 1 according to the present embodiment is applied is a low-speed sailing ship defined by a total length L ⁇ 180 m, a hull enlargement degree C B ⁇ 0.75, and a bow waterline area coefficient C WF ⁇ 0.85. It is.
  • the conventional bow shape O applied conventionally in such a ship S has a uniform and gentle curved surface from the bow end to the ship side, as shown by a broken line in FIGS. 1 and 2B. As shown in FIG. 1, the outer wall surface of the bow of the conventional bow shape O is substantially perpendicular to the ship bottom.
  • the bow shape 1 is symmetric with respect to the hull center line, and in the XY cross section of the full load waterline, the two protrusions symmetric with respect to the hull center line gradually move in the traveling direction. It has a protruding double-headed shape. That is, the bow shape 1 has the inclined surface 1b formed symmetrically with respect to the hull center line. As shown in FIG. 2B, the inclined surface 1b has a position P (deepest depth) in the XY cross section at the height H dnt in the Z direction (see FIG. 2A) on the hull center line.
  • the mortar-shaped hollow part 1a which has a point) is formed.
  • the bow shape 1 is substantially vertical from the deck line to the position P in the XZ cross section on the center line of the hull, and is inclined downward from the position P and protrudes in the traveling direction. Shape.
  • the inclined surface 1b is formed from the deck line to the position P.
  • the inclined surface 1b has a width of B dnt from the hull center line, and an inclination angle from the traveling direction is determined by the depth L dnt and the width B dnt of the hollow portion 1a.
  • the inclined surface 1b reflects waves incident from the direction along the ship length direction in a direction inclined from the traveling direction of the ship S to the ship side direction.
  • FIG. 3 is a graph in which the horizontal axis represents H dnt / d max , and the vertical axis represents the total wave resistance coefficient CT , WV .
  • d max indicates the height in the Z direction from the bottom of the ship to the full waterline.
  • the total resistance coefficient CT, WV in the waves indicates the total resistance acting on the hull when navigating in the waves, and is a value normalized by the total resistance value of the conventional bow shape. As shown in FIG.
  • the bow shape 1 of this embodiment is different from that of the bow shape member of the conventional bow shape O in the range of H dnt / d max of 0.8 or more and 1.5 or less.
  • the total resistance coefficient CT, WV in the waves is lower than that of the bow member. That is, by forming the hollow portion 1a in the range of 0.8d max ⁇ H dnt ⁇ 1.5d max , the total resistance in the waves can be reduced as compared with the conventional bow shape.
  • the resistance increase coefficient K AW was simulated by changing the depth L dnt of the recess 1a.
  • FIG. 4 is a graph in which the horizontal axis represents L dnt / L and the vertical axis represents the resistance increase coefficient K AW .
  • L shows the full length of the hull to which the bow shape of this embodiment was applied.
  • Resistance increase coefficient K AW when compared with the sail in the calm water, shows a degree of increase in resistance during regular waves.
  • the bow member prior bow shape O resistance increase coefficient K AW is 1.227.
  • the resistance increase coefficient K AW is decreased when L dnt / L is 0.005 or more.
  • the resistance increase coefficient K AW was simulated by changing the width B dnt where the inclined surface 1b is formed from the ship side end of the inclined surface 1b to the hull center line.
  • FIG. 5 is a graph in which the horizontal axis represents the width B dnt / B and the vertical axis represents the resistance increase coefficient K AW .
  • B shows the maximum width of the hull to which the bow shape of this embodiment was applied.
  • resistance increase coefficient K AW is 1.227.
  • the resistance increase coefficient K AW is decreased when B dnt / B is 0.10 or more.
  • the depression 1a is set to 0.8 d max ⁇ H dnt ⁇ 1.5 d max and B dnt /B ⁇ 0.10. It is desirable to form in the range.
  • the inclined surface 1b reflects the incident wave incident on the bow end from the hull traveling direction in the ship side direction.
  • the bow surface on the side of the inclined surface 1b reflects the incident wave toward the ship side as in the conventional case. For this reason, in the bow, the reflected wave which goes to the ship S advancing direction reduces, and the force which goes to the hull rear received from a reflected wave is reduced. That is, the ship S having the bow shape 1 according to the present embodiment can reduce the resistance in the waves.
  • FIG. 6 is a graph showing a comparison of the cross-wave resistance increase coefficient between the bow shape 1 according to the present embodiment and the conventional bow shape O.
  • the position in the X direction of the cross section parallel to the Y direction and the Z direction with respect to the ship length is taken as the horizontal axis, and the three-dimensional bow pressure distribution is integrated in the cross section parallel to the Y direction and the Z direction.
  • the vertical axis represents the resistance increase coefficient in the cross-sectional wave.
  • the bow shape 1 of the present embodiment has a greater difference from the bow member of the conventional bow shape O with a wave resistance increase coefficient as it approaches the bow end. That is, the bow shape concerning this embodiment can reduce resistance in the bow end in waves.
  • FIG. 7 is a graph in which the horizontal axis represents wavelength / captain and the vertical axis represents the resistance increase factor in waves.
  • the graph of FIG. 7 shows that the ship resistance having a bow shape 1 according to the present embodiment has a wave resistance increase coefficient reduced by about 20% at the maximum as compared with the conventional boat S having a bow shape O. Thereby, compared with the ship S of the conventional bow shape O, the total propulsion output can be reduced about 2% on average wave conditions in a real sea area.
  • the inclined surface 1b that reflects the incident wave toward the ship side is formed at the bow end.
  • produces in a wave, the force which goes to the direction opposite to a advancing direction It is possible to reduce the components. Therefore, the bow shape 1 according to the present embodiment can improve the propulsion performance by reducing the reflected wave generated by the bow during the wave.
  • the present invention can be used for the bow shape of a ship.

Landscapes

  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Radar Systems Or Details Thereof (AREA)

Abstract

Forme de l'avant comprenant un évidement 1a ayant une paire de formes inclinées s'ouvrant vers l'avant dans la direction gauche-droite, au moins au-dessus de la ligne de flottaison en charge.
PCT/JP2016/089125 2016-12-28 2016-12-28 Forme de l'avant Ceased WO2018123028A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
KR1020197017598A KR102220525B1 (ko) 2016-12-28 2016-12-28 선수 형상
PCT/JP2016/089125 WO2018123028A1 (fr) 2016-12-28 2016-12-28 Forme de l'avant
JP2018558614A JP6737900B2 (ja) 2016-12-28 2016-12-28 船首形状
CN201680091855.7A CN110099841B (zh) 2016-12-28 2016-12-28 船首形状

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2016/089125 WO2018123028A1 (fr) 2016-12-28 2016-12-28 Forme de l'avant

Publications (1)

Publication Number Publication Date
WO2018123028A1 true WO2018123028A1 (fr) 2018-07-05

Family

ID=62710930

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2016/089125 Ceased WO2018123028A1 (fr) 2016-12-28 2016-12-28 Forme de l'avant

Country Status (4)

Country Link
JP (1) JP6737900B2 (fr)
KR (1) KR102220525B1 (fr)
CN (1) CN110099841B (fr)
WO (1) WO2018123028A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6045492A (ja) * 1983-08-19 1985-03-11 Hitachi Zosen Corp 船首船型
WO2008033161A1 (fr) * 2006-09-15 2008-03-20 Edwin Joseph Salisbury Coque de voilier

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4351262A (en) * 1980-02-15 1982-09-28 Matthews Leslie N Boat hull
US6679192B2 (en) * 2002-01-28 2004-01-20 Demarco Peter C. Integrated entry air cushion marine vessel and marine platform
JP5154629B2 (ja) 2010-11-05 2013-02-27 株式会社新来島どっく 肥大船の船首形状

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6045492A (ja) * 1983-08-19 1985-03-11 Hitachi Zosen Corp 船首船型
WO2008033161A1 (fr) * 2006-09-15 2008-03-20 Edwin Joseph Salisbury Coque de voilier

Also Published As

Publication number Publication date
JP6737900B2 (ja) 2020-08-12
KR20190083663A (ko) 2019-07-12
JPWO2018123028A1 (ja) 2019-10-31
KR102220525B1 (ko) 2021-02-25
CN110099841A (zh) 2019-08-06
CN110099841B (zh) 2021-07-23

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