Bow shape and ship

Abstract

To provide a bow shape and a ship that can reduce wave resistance when waves collide with the bow in the middle of waves, thereby reducing the energy required to propel the ship. [Solution] A bow shape comprising, on both sides above the full load waterline and below the flare, a bow-side projection that protrudes outward in the width direction from the surface of the bow, and a stern-side projection provided aft of the bow-side projection and protruding outward in the width direction from the surface of the bow.

Description

Technical Field

[0001] The present invention relates to a bow shape and a marine vessel.

Background Art

[0002] Conventionally, the bow shape of a marine vessel is configured to be capable of reducing the resistance received from water during navigation, in order to reduce the energy required for navigating the marine vessel.

[0003] For example, by sharpening the shape of the bow end, the influence of waves on the bow in waves is reduced.

[0004] For example, by reducing the volume of the bow above the full load draft line, the frontal cross-sectional area of the bow portion is reduced, and waves striking the bow are reduced.

[0005] For example, in the bow shape described in Patent Document 1, by forming a protrusion above the bow end, waves are prevented from colliding above the protrusion, and the resistance received from waves in waves is reduced.

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0007] However, the bow shape described in Patent Document 1 has no effect of reducing the resistance received from waves that do not reach above the protrusion, and thus the resistance reduction effect was low.

[0008] The present invention aims to provide a bow shape and a marine vessel that can reduce wave-induced resistance in waves and reduce the energy required for navigating the marine vessel.

Means for Solving the Problems

[0009] To solve the above problems, the present invention proposes the following means. A bow shape according to one aspect of the present invention comprises a bow-side projection that protrudes outward in the width direction from the surface of the bow on both sides above the full load waterline and below the flare, and a stern-side projection that is provided aft of the bow-side projection and protrudes outward from the surface of the bow in the width direction. [Effects of the Invention]

[0010] According to the present invention, it is possible to provide a bow shape and a ship that can reduce wave resistance when waves collide with the bow in waves, thereby reducing the energy required to propel the ship. [Brief explanation of the drawing]

[0011] [Figure 1] This is a side view of a vessel according to this embodiment, showing the starboard side. [Figure 2] This diagram shows the hull width at the bow, specifically at the position of the full load waterline. [Figure 3] This is a cross-sectional view of the starboard bow, showing a section cut by a plane perpendicular to the bow-stern direction. [Figure 4] This is a cross-sectional view of the starboard bow, showing a cross-section cut by a plane perpendicular to the bow-stern direction, and a hypothetical cross-section in the case where the bow-side projection and stern-side projection are not formed. [Figure 5] This diagram shows the angle on the starboard side of a ship. [Figure 6] This diagram shows how a wave struck the starboard bow of a ship, and displays a cross-section cut by a plane perpendicular to the vertical direction. [Modes for carrying out the invention]

[0012] The bow shape and vessel according to the embodiment will be described below with reference to the drawings. In the following description, components having the same or similar function will be denoted by the same reference numeral. Duplication of these components may be omitted.

[0013] [Ship 100] The vessel 100 according to this embodiment will be described with reference to Figures 1 to 5. First, the vessel 100 as a whole will be described. However, the vessel 100 does not need to have all of the configurations described below, and some configurations may be omitted as appropriate.

[0014] In this embodiment, when viewing the direction of travel of the vessel 100, the front side is defined as the bow side L1 and the rear side as the stern side L2, and the longitudinal direction is defined as the bow-stern direction (longitudinal direction, ship-length direction, longitudinal direction) L of the vessel 100. Furthermore, the right side of the vessel 100 in the direction of travel is defined as the starboard side W1 and the left side as the port side W2, and the left-right direction is defined as the width direction (lateral direction, ship-side, transverse direction) W of the vessel 100. In addition, the direction perpendicular to the water surface on which the vessel 100 is positioned is defined as the vertical direction H, with the vertically upward direction being defined as upward H1 and the vertically downward direction being defined as downward H2.

[0015] Figure 1 is a side view of the vessel 100 according to this embodiment, showing the starboard side S. The vessel 100 is a lean vessel with a square coefficient (Cb) of 0.45 to 0.75. That is, in the vessel 100, the tip 1p of the bow 1 has a sharp shape. The vessel 100 is a type of ship that sails at relatively high speeds, such as a container ship, gas carrier, car carrier, or car ferry.

[0016] Figure 2 shows the hull width B at the bow 1, and indicates the hull width B at the position of the full load waterline M. The watercraft 100 has a hull width B that increases from the lower end 100t (see FIGS. 1 and 3) toward the upper end 100s. The hull width B is the total length from the right end to the left end of the watercraft 100 in the hull width direction W. As shown in FIG. 2, the hull width B at the bow 1 narrows as it proceeds from the stern side L2 toward the bow side L1 at the position of the full load waterline M. The full load waterline M is the maximum allowable waterline for the hull to submerge underwater when the watercraft 100 is loaded with cargo.

[0017] As shown in FIG. 1, the watercraft 100 is provided with a bow-side protruding portion 2 and a stern-side protruding portion 3 at the bow 1. The bow-side protruding portion 2 and the stern-side protruding portion 3 are respectively provided on both sides (starboard S and port side) of the bow 1. The bow-side protruding portion 2 and the stern-side protruding portion 3 may be formed by attaching a protruding-shaped member to the hull, or may be formed by bending the hull outer plate through processing. Since the starboard S and the port side have substantially bilaterally symmetrical shapes at the bow 1, in the following description, the shape of the starboard S will be described in detail, and only the different portions of the port side shape will be explained.

[0018] The bow-side protruding portion 2 is a member for reducing resistance caused by waves when waves collide with the bow 1. As shown in FIG. 1, the bow-side protruding portion 2 is provided at a position H1 above the full load waterline M and at a position H2 below the flare F in the vertical direction H.

[0019] It is sufficient that at least a part of the bow-side protruding portion 2 is provided at the position H1 above the full load waterline M. For example, the lower end of the bow-side protruding portion 2 may be formed at a position H2 below the full load waterline M. Further, it is sufficient that at least a part of the bow-side protruding portion 2 is provided at the position H2 below the flare F. For example, the upper end of the bow-side protruding portion 2 may be provided on the flare F.

[0020] As shown in Figure 1, the bow projection 2 is provided in the bow-stern direction L from the first boundary position P1 to the tip 100p. The first boundary position P1 is a position in the bow-stern direction L where there is a distance of 5% of the ship's length from the reference position P0 to the bow side L1. As shown in Figure 2, the reference position P0 is a position in the bow-stern direction L where the hull width B at the full load waterline M is half the total width B1 of the ship 100, which is B2. Here, the ship's length is the length of the hull in the bow-stern direction L at the full load waterline M (waterline length).

[0021] Furthermore, the bow-side projection 2 only needs to be provided at L1 towards the bow from the first boundary position P1, and does not need to extend all the way to the tip 100p.

[0022] The bow projection 2 is a member that protrudes outward in the width direction W from the surface of both sides of the bow 1. On the starboard side S, the bow projection 2 protrudes from the surface of the bow 1 toward the starboard side W1. On the port side, the bow projection 2 protrudes from the surface of the bow 1 toward the port side W2.

[0023] Figure 3 is a cross-sectional view of the bow 1 on the starboard side W1, showing a cross-section cut by a plane perpendicular to the bow-stern direction L. Specifically, Figure 3 shows cross-sections of the bow 1 on the starboard side W1 shown in Figure 1 along the lines F1-F1, F2-F2, F3-F3, F4-F4, F5-F5, F6-F6, F7-F7, and F8-F8.

[0024] Figure 4 is a cross-sectional view of the bow 1 on the starboard side W1, showing a cross-section cut by a plane perpendicular to the bow-stern direction L, and a hypothetical cross-section in the case where the bow projection 2 and stern projection 3 are not formed. Specifically, Figure 4 shows the cross-section and hypothetical cross-section of the bow 1 on the starboard side W1 shown in Figure 1, along the lines F1-F1, F2-F2, F3-F3, F4-F4, F5-F5, F6-F6, F7-F7, and F8-F8.

[0025] Figure 5 is a diagram showing the angles on the starboard side S of the ship 100, showing angles D0, D1, and D2.

[0026] The angle D0 is the angle between the vertical line Z along the vertical direction H and the lower surface St of the starboard side S, in a cross-section obtained by cutting the ship with a plane perpendicular to the bow-stern direction L at the position of the full load waterline M, as shown in Figures 3 and 4. Figures 4 and 5 also show a hypothetical angle D0 in a hypothetical cross-section of the starboard side S when the bow-side projection 2 and stern-side projection 3 are not formed.

[0027] The angle D1 is the angle between the vertical line Z and the lower surface 2t of the bow-side projection 2 in the cross-section obtained by cutting with a plane perpendicular to the bow-stern direction L at the position of the full load waterline M, as shown in Figure 3.

[0028] The angle D2 is the angle between the vertical line Z and the lower surface 3t of the stern projection 3 in the cross-section obtained by cutting with a plane perpendicular to the bow-stern direction L at the position of the full load waterline M, as shown in Figure 3.

[0029] At the bow-side projection 2, the angle D1 increases as you move from the end 2p of the bow-side L1 to the stern-side L2, as shown in Figure 5, then reaches a maximum value D1max, and then decreases as you move towards the stern-side L2. The angle D1 changes continuously. The increment ΔD1 from the value of the angle D1 at the end 2p of the bow-side L1 of the bow-side projection 2 to the maximum value D1max is, for example, 2 degrees or more. Preferably, the increment ΔD1 is 5 degrees or more, more preferably 10 degrees or more, and even more preferably 20 degrees or more.

[0030] As shown in Figure 3, the amount of protrusion on the starboard side W1 of the bow projection 2 increases as it moves upward H1 when viewed from the bow-stern direction L, then reaches its maximum value for the starboard side W1, and then decreases as it moves upward H1. The amount of protrusion on the starboard side W1 of the bow projection 2 changes continuously. The portion of the bow projection 2 where the amount of protrusion on the starboard side W1 is maximum when viewed from the bow-stern direction L is located above the full load waterline M.

[0031] The stern projection 3 is a component designed to reduce wave resistance when waves collide with the bow 1.

[0032] The stern projection 3 is located aft L2 from the bow projection 2. The stern projection 3 is positioned at a distance W1 from the bow projection 2, relative to the starboard side, when viewed from the bow L1 (see Figure 6). In other words, the bow projection 2 and the stern projection 3 are positioned so that they do not overlap when viewed from the bow L1.

[0033] As shown in Figure 1, the stern projection 3 is located in the vertical direction H above the full load waterline M (H1) and below the flare F (H2).

[0034] Furthermore, at least a portion of the stern projection 3 should be located above the full load waterline M by H1. For example, the lower end of the stern projection 3 may be formed below the full load waterline M by H2. Also, at least a portion of the stern projection 3 should be located below the flare F by H2. For example, the upper end of the stern projection 3 may be located at the flare F.

[0035] As shown in Figure 1, the stern projection 3 is located between the first boundary position P1 and the second boundary position P2 in the bow-stern direction L. The second boundary position P2 is located at a distance of 5% of the ship's length from the reference position P0 to the stern side L2 in the bow-stern direction L.

[0036] The stern projection 3 is a member that protrudes outward in the width direction W from the surface of both sides of the bow 1. On the starboard side S, the stern projection 3 protrudes from the surface of the bow 1 toward the starboard side W1. On the port side, the stern projection 3 protrudes from the surface of the bow 1 toward the port side W2.

[0037] At the stern projection 3, the angle D2 increases as you move from the end 3p of the bow side L1 to the stern side L2, as shown in Figure 5, then reaches a maximum value D2max, and then decreases as you move towards the stern side L2. The angle D2 changes continuously. The increment ΔD2 from the value of the angle D2 at the end 3p of the bow side L1 of the stern projection 3 to the maximum value D2max is, for example, 1 degree or more. Preferably, the increment ΔD2 is 2 degrees or more, more preferably 5 degrees or more, and even more preferably 10 degrees or more.

[0038] As shown in Figure 3, the stern projection 3, when viewed from the bow-stern direction L, increases in the amount of protrusion on the starboard side W1 as it moves upward H1, then reaches its maximum value on the starboard side W1, and then decreases as it moves upward H1. The amount of protrusion on the starboard side W1 of the stern projection 3 changes continuously. The part of the stern projection 3 where the amount of protrusion on the starboard side W1 is maximum when viewed from the bow-stern direction L is located above the full load waterline M.

[0039] The amount of projection of the bow projection 2 from the surface of the starboard side S to the starboard side W1 is greater than the amount of projection of the stern projection 3 from the surface of the starboard side S to the starboard side W1. The increment ΔD1 of the angle D1 formed by the bow projection 2 is greater than the increment ΔD2 of the angle D2 formed by the stern projection 3.

[0040] [Function of the bow projection 2 and the stern projection 3] Next, with reference to Figure 6, the functions of the bow projection 2 and the stern projection 3 will be explained.

[0041] Figure 6 shows a cross-section of the ship when a wave V strikes the bow 1 on the starboard side W1, cut by a plane perpendicular to the vertical direction H. The vessel 100 navigates the water surface by moving from the stern side L2 towards the bow side L1. When the vessel 100 is navigating in waves, for example, as shown in Figure 6, waves V collide with the bow 1 from the bow side L1 towards the stern side L2.

[0042] When a wave V collides with the bow 1, a portion of the wave V collides with the bow projection 2. The wave that collides with the bow projection 2 disperses, and as shown in Figure 6, some of the wave V1 travels away from the bow 1. Therefore, the amount of wave V1 that collides with the bow 1 is reduced by the amount of wave V1 that travels away from the bow 1. As the amount of wave V collides with the bow 1 decreases, the resistance that the bow 1 experiences from the wave V decreases. Furthermore, the wave dispersed by the bow projection 2 interferes with the wave coming towards the bow 1, reducing the amount of wave coming towards the bow 1. Therefore, the resistance that the bow 1 experiences from the wave V is further reduced.

[0043] When a wave V collides with the bow 1, a portion of the wave V collides with the stern projection 3. The wave that collides with the stern projection 3 disperses, and as shown in Figure 6, some of the wave V2 travels away from the bow 1. Therefore, the amount of wave V2 that collides with the bow 1 is reduced by the amount of wave V2 that travels away from the bow 1. As the amount of wave V collides with the bow 1 decreases, the resistance that the bow 1 experiences from wave V decreases. Furthermore, the wave dispersed by the stern projection 3 interferes with the wave coming towards the bow 1, reducing the amount of wave coming towards the bow 1. Therefore, the resistance that the bow 1 experiences from wave V is further reduced.

[0044] Since the bow 1 is provided with a bow-side projection 2 and a stern-side projection 3, the waves that collide with the bow 1 are reduced by the amount of waves V1 that are dispersed by the bow-side projection 2 and propagate away from the bow 1, and waves V2 that are dispersed by the stern-side projection 3 and propagate away from the bow 1. Furthermore, the waves dispersed by the bow-side projection 2 and the stern-side projection 3 interfere with the waves coming towards the bow 1, reducing the waves coming towards the bow 1. As a result, the resistance that the bow 1 receives from waves V is further reduced. Therefore, as shown in Figure 6, the resistance R that the bow 1 receives from waves V is smaller than the resistance R' that the bow 1 receives from waves V when the bow-side projection 2 and the stern-side projection 3 are not provided. That is, the resistance R directed towards the stern side L2 of the resistance R that the bow 1 receives from waves V L2 This refers to the resistance R' that the bow 1 receives from the wave V when the bow 1 is not provided with the bow projection 2 and the stern projection 3, and the resistance R' that is directed towards the stern L2.L2 This results in a smaller size, requiring less energy for the vessel 100 to navigate towards the bow L1.

[0045] In the example shown in Figure 6, the effect on wave V colliding with the bow 1 from the bow side L1 towards the stern side L2 was explained, but the waves on which the bow protrusion 2 and stern protrusion 3 act are not limited to wave V. For example, the bow protrusion 2 and stern protrusion 3 can also reduce the resistance that the bow 1 receives from waves colliding with the bow 1 towards the stern side L2 while tilting to the port side W2. When a portion of the waves colliding with the bow protrusion 2 and stern protrusion 3 while tilting to the port side W2 collide with the bow protrusion 2 and stern protrusion 3, they are dispersed, and some of the waves propagate away from the bow 1. Furthermore, the waves dispersed by the bow protrusion 2 and stern protrusion 3 interfere with the waves coming towards the bow 1, reducing the waves coming towards the bow 1. As a result, the resistance that the bow 1 receives from waves is reduced.

[0046] According to the bow shape of the bow 1 of this embodiment, the resistance received from waves in waves is reduced by, for example, 20% or more compared to a bow without the bow-side projection 2 and the stern-side projection 3. Therefore, according to the vessel 100 of this embodiment, fuel consumption can be reduced by 1% to 4% compared to a vessel without the bow-side projection 2 and the stern-side projection 3.

[0047] According to the bow shape of the vessel 100 in this embodiment, on both sides (starboard S and port) above the full load waterline M H1 and below the flare F H2, there is a bow-side projection 2 that protrudes outward in the width direction W from the surface of the bow 1, and a stern-side projection 3 that is provided stern-side L2 from the bow-side projection 2 and protrudes outward in the width direction W from the surface of the bow 1. Therefore, when waves collide with the bow 1 in waves, the resistance caused by the waves can be reduced, and the energy required to propel the vessel can be reduced.

[0048] According to the bow shape of the vessel 100 in this embodiment, since it is formed on a slim vessel with a square coefficient (Cb) of 0.45 to 0.75, the sharp shape of the tip 1p of the bow 1 reduces wave resistance, and further wave resistance can be reduced by the bow-side projection 2 and the stern-side projection 3.

[0049] According to the bow shape of the vessel 100 in this embodiment, the bow projection 2 is provided in the bow-stern direction L of the vessel 100, with reference position P0 being the position where the hull width B at the full load waterline M is half the total width B1 of the vessel 100 (B2), and is provided in the bow-side L1 from the first boundary position P1, which is 5% of the length of the vessel from the reference position P0. Therefore, when waves collide with the tip 1p of the bow 1, the bow projection 2 can reduce the resistance caused by the waves. Since waves colliding with the bow 1 first collide with the bow projection 2 provided at the tip 1p, the waves colliding with the bow 1 can be efficiently dispersed.

[0050] According to the bow shape of the vessel 100 in this embodiment, the stern projection 3 is positioned at a distance from the bow projection 2 to the starboard side W1 when viewed from the bow side L1, and the bow projection 2 and the stern projection 3 are positioned so that they do not overlap when viewed from the bow side L1. Therefore, waves that do not collide with the bow projection 2 are more likely to collide with the stern projection 3. As a result, resistance caused by waves that do not collide with the bow projection 2 can be reduced.

[0051] According to the bow shape of the vessel 100 in this embodiment, the stern projection 3 is located between a first boundary position P1 and a second boundary position P2, which is 5% of the ship's length away from the reference position P0 to the stern L2, in the bow-stern direction L. Therefore, waves that do not collide with the bow projection 2 are more likely to collide with the stern projection 3. As a result, resistance caused by waves that do not collide with the bow projection 2 can be efficiently reduced.

[0052] According to the bow shape of the vessel 100 in this embodiment, the angle D1 between the vertical line Z and the lower surface 2t of the bow protrusion 2 in the cross-section obtained by cutting the bow protrusion 2 with a plane perpendicular to the bow-stern direction L of the vessel 100 increases from the end 2p of the bow L1 to the stern L2, reaches a maximum value D1max, and then decreases as it moves towards the stern L2. Since the increment ΔD1 from the value at the end 2p of the bow L1 to the maximum value D1max is 2 degrees or more, waves that collide with the bow protrusion 2 can be efficiently dispersed, and wave resistance can be efficiently reduced.

[0053] According to the bow shape of the vessel 100 in this embodiment, the angle D2 between the vertical line Z and the lower surface 3t of the stern projection 3 in the cross-section obtained by cutting the stern projection 3 with a plane perpendicular to the bow-stern direction L of the vessel 100 increases from the end 3p of the bow side L1 to the stern side L2, reaches a maximum value D2max, and then decreases as it proceeds towards the stern side L2. Since the increment ΔD2 from the value at the end 3p of the bow side L1 to the maximum value D2max is 1 degree or more, waves that collide with the stern projection 3 can be efficiently dispersed, and wave resistance can be efficiently reduced.

[0054] According to the bow shape of the vessel 100 in this embodiment, the amount of projection of the bow projection 2 from the surface of the starboard side S to the starboard side W1 is greater than the amount of projection of the stern projection 3 from the surface of the starboard side S to the starboard side W1. Therefore, the amount of waves that collide with the bow projection 2 is greater than the amount of waves that collide with the stern projection 3. Waves that collide with the bow 1 first collide with the bow projection 2 provided at the tip 1p, so the waves that collide with the bow 1 can be efficiently dispersed.

[0055] According to the bow shape of the vessel 100 in this embodiment, the increment ΔD1 of the angle D1 formed by the bow-side projection 2 is greater than the increment ΔD2 of the angle D2 formed by the stern-side projection 3. Therefore, the amount of waves that collide with the bow-side projection 2 is greater than the amount of waves that collide with the stern-side projection 3. Since the waves that collide with the bow 1 first collide with the bow-side projection 2 provided at the tip 1p, the waves that collide with the bow 1 can be efficiently dispersed.

[0056] According to the bow shape of the vessel 100 in this embodiment, the portion of the bow-side projection 2 where the protrusion is greatest when viewed from the bow-stern direction L on the starboard side W1 is located above the full load waterline M. Therefore, waves approaching the bow 1 are likely to collide with the bow-side projection 2. As a result, waves colliding with the bow 1 can be efficiently dispersed.

[0057] According to the bow shape of the vessel 100 in this embodiment, the portion of the stern projection 3 where the protrusion on the starboard side W1 is greatest when viewed from the bow-stern direction L is located above the full load waterline M. Therefore, waves approaching the bow 1 are likely to collide with the stern projection 3. As a result, waves colliding with the bow 1 can be efficiently dispersed.

[0058] The bow shape according to this embodiment is formed on a slender vessel 100 with a square coefficient of 0.45 to 0.75, but the type of vessel on which the bow protrusion 2 and stern protrusion 3 are formed is not limited. The bow protrusion 2 and stern protrusion 3 may be provided on a bulky vessel with a square coefficient of 0.75 or more, such as a bulk carrier or a crude oil tanker. Even when the bow protrusion 2 and stern protrusion 3 are provided on a bulky vessel, when waves collide with the bow in waves, the resistance caused by the waves can be reduced, and the energy required to propel the vessel can be reduced.

[0059] In the bow shape of the vessel 100 according to this embodiment, the bow projection 2 is provided in the bow-stern direction L of the vessel 100, with reference position P0 being the position where the hull width B at the position of the full load waterline M is half the total width B1 of the vessel 100 (B2), and is provided in L1 toward the bow from the first boundary position P1, which is 5% of the length of the vessel from the reference position P0. However, the position where the bow projection 2 is provided is not limited. For example, a part of the bow projection 2 may be formed in L2 toward the stern from the first boundary position P1. The bow projection 2 only needs to be provided at the tip 1p of the bow 1, and should be provided in a position that can disperse waves that collide with the bow 1.

[0060] In the bow shape of the vessel 100 according to this embodiment, the stern projection 3 is provided between a first boundary position P1 and a second boundary position P2, which is located 5% of the ship's length from the reference position P0 to the stern L2, in the bow-stern direction L. However, the position where the stern projection 3 is provided is not limited. For example, a part of the stern projection 3 may be formed to the bow L1 from the first boundary position P1. Also, a part of the stern projection 3 may be formed to the stern L2 from the second boundary position P2. The stern projection 3 is provided to the stern L2 from the bow projection 2, and is provided to a position where a portion of the waves that do not collide with the bow projection 2 among the waves that collide with the bow 1 can collide with it. The stern projection 3 is provided to a position where waves colliding with the bow 1 can be dispersed.

[0061] In the bow shape of the vessel 100 according to this embodiment, the angle D1 between the vertical line Z and the lower surface 2t of the bow projection 2 in the cross-section obtained by cutting the bow projection 2 with a plane perpendicular to the bow-stern direction L of the vessel 100 increases from the end 2p of the bow L1 to the stern L2, reaches a maximum value D1max, and then decreases as it moves towards the stern L2. The increment ΔD1 from the value at the end 2p of the bow L1 to the maximum value D1max is 2 degrees or more, but the shape of the bow projection 2 is not limited. In the bow projection 2, the increment ΔD1 from the value at the end 2p of the bow L1 to the maximum value D1max may be, for example, 25 degrees or less. The bow projection 2 only needs to be formed in a shape that can disperse waves that collide with the bow 1.

[0062] In the bow shape of the vessel 100 according to this embodiment, the angle D2 between the vertical line Z and the lower surface 3t of the stern projection 3 in the cross-section obtained by cutting the stern projection 3 with a plane perpendicular to the bow-stern direction L of the vessel 100 increases from the end 3p of the bow-side L1 to the stern-side L2, reaches a maximum value D2max, and then decreases as it moves towards the stern-side L2. The increment ΔD2 from the value at the end 3p of the bow-side L1 to the maximum value D2max is 1 degree or more, but the shape of the stern projection 3 is not limited. In the stern projection 3, the increment ΔD2 from the value at the end 3p of the bow-side L1 to the maximum value D2max may be, for example, 15 degrees or less. The stern projection 3 only needs to be formed in a shape that can disperse waves that collide with the bow 1.

[0063] In the bow shape of the vessel 100 according to this embodiment, the stern projection 3 is provided at a distance from the bow projection 2 to the starboard side W1 when viewed from the bow side L1, but the position where the stern projection 3 is provided is not limited. For example, the stern projection 3 may be provided at a position where it partially overlaps with the bow projection 2 when viewed from the bow side L1. The stern projection 3 only needs to be provided at a position that can disperse waves that collide with the bow 1.

[0064] In the bow shape of the vessel 100 according to this embodiment, the amount of projection of the bow projection 2 from the surface of the starboard side S to the starboard side W1 is greater than the amount of projection of the stern projection 3 from the surface of the starboard side S to the starboard side W1, but the shapes of the bow projection 2 and the stern projection 3 are not limited. For example, the amount of projection of the bow projection 2 from the surface of the starboard side S to the starboard side W1 may be smaller than the amount of projection of the stern projection 3 from the surface of the starboard side S to the starboard side W1. The bow projection 2 and the stern projection 3 should be formed in a shape that can disperse waves that collide with the bow 1.

[0065] In the bow shape of the vessel 100 according to this embodiment, the angle D1 formed by the bow projection 2 changes continuously as it progresses from the bow side L1 to the stern side L2, but the shape of the bow projection 2 is not limited. For example, the bow projection 2 may be angular from the bow side L1 to the stern side L2. The bow projection 2 only needs to be formed in a shape that can disperse waves that collide with the bow 1.

[0066] In the bow shape of the vessel 100 according to this embodiment, the angle D2 formed at the stern projection 3 changes continuously from the bow side L1 to the stern side L2, but the shape of the stern projection 3 is not limited. For example, the stern projection 3 may be angular from the bow side L1 to the stern side L2. The stern projection 3 only needs to be formed in a shape that can disperse waves that collide with the bow 1.

[0067] In the bow shape of the vessel 100 according to this embodiment, the amount of protrusion W1 on the starboard side of the bow projection 2, when viewed from the bow-stern direction L, changes continuously as it progresses from downward H2 to upward H1, but the shape of the bow projection 2 is not limited. For example, the bow projection 2 may be angular from downward H2 to upward H1. The bow projection 2 only needs to be formed in a shape that can disperse waves that collide with the bow 1.

[0068] In the bow shape of the vessel 100 according to this embodiment, the amount of protrusion W1 on the starboard side of the stern projection 3, when viewed from the bow-stern direction L, changes continuously from downward H2 to upward H1, but the shape of the stern projection 3 is not limited. For example, the stern projection 3 may be angular from downward H2 to upward H1. The stern projection 3 only needs to be formed in a shape that can disperse waves that collide with the bow 1.

[0069] Although embodiments of the present invention have been described in detail above with reference to the drawings, the specific configuration is not limited to these embodiments, and design modifications and the like are also included within the scope of the gist of the present invention. Furthermore, the components shown in the above embodiments and modifications can be combined as appropriate. [Explanation of symbols]

[0070] 100 ships 1. Bow 1p tip 2 Fore side protrusion 2p End of L1 on the bow side 2q End of L2 on the stern side 2t bottom 3 Stern side protrusion 3p End of L1 on the bow side 3q End of L2 on the stern side 3t bottom 100s upper end 100t bottom end 100p tip S starboard M Full load waterline F Flare V wave V1, V2 Waves traveling away from the bow 1 B Hull width P0 reference position P1 First boundary position P2 Second boundary position Z plumb line L Fore and aft direction L1 Bow side L2 Stern W Width direction W1 Starboard side W2 Port side H Vertical direction H1 upper H2 downward

Claims

1. On both sides above the full load waterline and below the flare, A bow-side projection that protrudes outward in the width direction from the surface of the bow, The ship comprises a stern projection provided on the stern side of the aforementioned bow projection, and projecting outward from the surface of the bow in the direction of the ship's width. Bow shape.

2. In a lean vessel with a square coefficient of 0.45 to 0.75, The bow shape according to claim 1.

3. The aforementioned bow-side projection is positioned forward of a first boundary position, which is 5% of the ship's length forward of the reference position, with the reference position being the position where the hull width at the full load waterline is half the total width of the ship. The bow shape according to claim 1 or claim 2.

4. The stern projection is provided between the first boundary position and a second boundary position located 5% of the ship's length sternward from the reference position, in the bow-stern direction. The bow shape according to claim 3.

5. In the aforementioned bow-side projection, the angle between the vertical line and the lower surface of the bow-side projection in the cross-section obtained by cutting with a plane perpendicular to the bow-stern direction of the vessel is: It increases from the bow end towards the stern, reaches a maximum value, and then decreases as it moves towards the stern. The increment from the value at the bow end to the maximum value is 2 degrees or more. The bow shape according to claim 1 or claim 2.

6. In the cross-section of the stern projection obtained by cutting it with a plane perpendicular to the bow-stern direction of the ship, the angle between the vertical line and the lower surface of the stern projection is: It increases from the bow end towards the stern, reaches a maximum value, and then decreases as it moves towards the stern. The increment from the value at the bow end is 1 degree or more. The bow shape according to claim 1 or claim 2.

7. Having the bow shape described in claim 1 or claim 2, ship.

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