Ships

Abstract

To provide a ship which is easy to secure a sufficient deck area of a bow portion.SOLUTION: A ship 10 comprises a hull body 11 and a projection part 6. The hull body 11 has a stem 51 at a bow portion. The projection part 6 projects forward from an upper end of the bow portion of the hull body 11. An outer peripheral edge of the projection part 6 has a curved shape which is a convex shape in a direction away from the stem 51 in a plane view.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a marine vessel having a hull body having a stem in a bow portion. [Background technology]

[0002] As a related art, a ship (small boat) composed of a hull, a propeller, a deck, a wheelhouse, etc. is known (for example, see Patent Document 1). The ship according to the related art has a hull with a deck provided on top of the main body formed from FRP. The hull has a watertight space surrounded by the outer plates (left and right side plates, aft side plate, and bottom plate) and the deck.

[0003] In a ship according to the related art, a bowsprit is provided on the hull at the bow for attaching, for example, an anchor roller, etc. The bowsprit is formed in a shape such that only the central part in the left-right direction of the bow part on the deck protrudes forward. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2016-159714 A Summary of the Invention [Problem to be solved by the invention]

[0005] When a bowsprit is provided in which only the left-right central part of the bow portion of the deck protrudes forward, as in the related art described above, there is no deck on either side of the bowsprit in the left-right direction, which can result in insufficient deck area in the bow portion.

[0006] An object of the present disclosure is to provide a ship which makes it easy to ensure sufficient deck area in the bow section. [Means for solving the problem]

[0007] A vessel according to one aspect of the present disclosure includes a hull main body and a protrusion. The hull main body has a stem in a bow portion. The protrusion protrudes forward from an upper end of the bow portion of the hull main body. An outer circumferential edge of the protrusion has a curved shape that is convex in a direction away from the stem in a plan view. Effect of the Invention

[0008] According to the present invention, a ship can be provided in which it is easy to ensure sufficient deck area in the bow section. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 is a schematic perspective view of a ship according to a first embodiment as viewed from the deck side. [Diagram 2] FIG. 2 is a schematic perspective view of the ship according to the first embodiment as viewed from the bottom side. [Diagram 3] FIG. 3 is a schematic right side view of the ship according to the first embodiment. [Figure 4] FIG. 4 is a schematic plan view of the ship according to the first embodiment. [Diagram 5] FIG. 5 is a schematic bottom view of the ship according to the first embodiment. [Figure 6] FIG. 6 is a schematic front view of the ship according to the first embodiment. [Figure 7] FIG. 7 is a schematic right side view showing the bow portion of the vessel according to the first embodiment. [Figure 8] FIG. 8 is a schematic plan view showing a bow portion of the vessel according to the first embodiment. [Figure 9] FIG. 9 is a schematic bottom view showing a bow portion of the vessel according to the first embodiment. [Figure 10] FIG. 10 is a schematic perspective view showing a bow portion of the vessel according to the first embodiment. [Figure 11] FIG. 11 is a schematic right side view showing a state in which the bow of the marine vessel according to the first embodiment has plunged into the water surface. [Figure 12]FIG. 12 is a schematic perspective view showing a stern portion of the vessel according to the first embodiment. [Figure 13] FIG. 13 is a schematic right side view showing the stern portion of the marine vessel according to the first embodiment. [Figure 14] FIG. 14 is a schematic bottom view showing the division into sections of the ship according to the first embodiment. [Figure 15] FIG. 15 is a schematic perspective view showing a bow portion of the vessel according to the first embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. The following embodiments are examples of the present disclosure and are not intended to limit the technical scope of the present disclosure.

[0011] (Embodiment 1) [1] Overall structure First, the overall configuration of a boat 10 according to this embodiment will be described with reference to FIGS. 1 to 6. FIG.

[0012] The vessel 10 is a moving body that navigates (sails) on water such as the sea, a lake, or a river. In this embodiment, as an example, the vessel 10 is a "pleasure boat," which is a small vessel used mainly for sports or recreation on the sea. In this embodiment, the vessel 10 is configured to operate in response to operation (including remote operation) by a person (pilot), and in particular, is a manned type that can be boarded by a person who is a pilot.

[0013] The ship 10 comprises a hull 1, a propulsion device 2 (see FIG. 3), a rudder device 3 (see FIG. 3), and a cabin 4. The ship 10 further comprises an operating device that accepts operations by a person (pilot), a display device, various sensors (including detectors), various instruments, a communication device, a control device, and various onboard facilities including lighting equipment, etc. Here, in FIG. 3, the propulsion device 2 and the rudder device 3 are shown by imaginary lines (double-dashed lines), and in drawings other than FIG. 3, the propulsion device 2 and the rudder device 3 are omitted from illustration.

[0014] In this embodiment, as an example, the propulsion type of the boat 10 is an "inboard motor" in which the power source 21 (see FIG. 3) of the propulsion device 2 is mounted near the center of the hull 1, and the stern type (stern form) of the boat 10 is a "bracket type" (outer propeller / outer rudder type). As an example, the size of the hull 1 is assumed to be a total length of 5 m or more and 20 m or less, and a passenger capacity of approximately 10 to 15 persons. Furthermore, in this embodiment, a semi-planing boat 10 with a speed-to-length ratio of 2.0 to 5.0 is assumed. Therefore, although the boat 10 does not plan on the water surface with the hull (main hull 11), it sails with the bow side of the hull 1 in a raised position.

[0015] In this embodiment, for convenience of explanation, the vertical direction when the ship 10 is stationary on the water is defined as the up-down direction D1. Furthermore, the fore-aft direction D2 and the left-right direction D3 are defined based on the direction as seen by a person (pilot) sitting in the cockpit (inside the cabin 4) of the ship 10. That is, the direction in which the ship 1 moves when moving forward, that is, the bow side (fore) as seen from the center of the ship 1, is the front in the fore-aft direction D2, and the direction in which the ship 1 moves when moving backward, that is, the stern side (aft) as seen from the center of the ship 1, is the rear in the fore-aft direction D2. The port side as seen from the center of the ship 1 is the left side in the left-right direction D3, and the starboard side as seen from the center of the ship 1 is the right side in the left-right direction D3. However, these directions are not intended to limit the direction in which the ship 10 is used (the direction during use).

[0016] In addition, in this disclosure, "parallel" refers to a case where two straight lines on a plane do not intersect no matter how far they are extended, that is, the angle between the two is exactly 0 degrees (or 180 degrees), and also refers to a relationship where the angle between the two is within an error range of a few degrees (e.g., less than 10 degrees) from 0 degrees. Similarly, in this disclosure, "orthogonal" refers to a case where the angle between the two is exactly 90 degrees, and also refers to a relationship where the angle between the two is within an error range of a few degrees (e.g., less than 10 degrees) from 90 degrees.

[0017] The hull 1 and cabin 4 are constructed, for example, primarily from FRP (Fiber Reinforced Plastics), which allows the hull 1 and cabin 4 to be strong and lightweight while also offering a high degree of freedom in terms of shape, making it possible to realize the hull 1 in a variety of shapes.

[0018] The hull 1 has a hull main body 11 and a deck 12. The hull main body 11 constitutes the boat body (hull). The hull main body 11 has a length in the fore-aft direction D2, with the dimension in the left-right direction D3 being greater than the dimension in the up-down direction D1 (excluding the cabin 4) and the dimension in the fore-aft direction D2 being set greater than the dimension in the left-right direction D3. The hull main body 11 is formed in the shape of a box with an open top, and the power source 21 of the propulsion device 2 and the like are arranged inside.

[0019] The hull main body 11 has a pair of side shell plates 111, a rear side shell plate 112, and a bottom shell plate 113. The pair of side shell plates 111 are arranged facing each other in the transverse direction D3 and form both side surfaces (ship sides) of the hull main body 11 in the transverse direction D3. The rear side shell plate 112 forms the rear surface (transom) of the hull main body 11. The bottom shell plate 113 forms the underside (bottom) of the hull main body 11. The pair of side shell plates 111, rear side shell plate 112, and bottom shell plate 113 are formed integrally (seamlessly) and form the outer hull of the hull main body 11.

[0020] The deck 12 is connected to the hull main body 11 so as to cover the opening surface (upper surface) of the hull main body 11. In other words, the deck 12 constitutes the upper surface of the hull main body 11, and is a deck on which people are expected to stand. If the hull main body 11 is divided into three in the fore-and-aft direction D2 and defined as bow, midship, and stern, in that order from the front (bow) side, the portion of the deck 12 located at the bow (bow side) is the "bow deck," and the portion located at the stern (stern side) is the "stern deck."

[0021] The cabin 4 is disposed in the center (midships) in the fore-and-aft direction D2 of the deck 12. Side passages are provided on both sides of the cabin 4 on the deck 12 in the left-right direction D3, and people can move between the bow deck and the stern deck through the side passages.

[0022] Furthermore, in this embodiment, the deck 12 is not at the same height throughout, but is gradually higher from the stern side to the bow side, and has steps at the side passage and bow deck. Furthermore, a bow rail 121 as a fall prevention fence is provided along the outer periphery of the deck 12 from the bow deck located at the bow to the step at the side passage.

[0023] In the hull 1, a watertight space is formed which is surrounded by a pair of side shell plates 111, aft side shell plate 112 and bottom shell plate 113 which form the outer hull of the hull main body 11, as well as the deck 12 (and the cabin 4). An engine room and the like are provided in the center of the watertight space in the fore-aft direction D2. Furthermore, a cabin and the like are provided forward of the engine room in the watertight space.

[0024] As shown in FIG. 3, the propulsion device 2 has a power source 21, a power transmission unit 22, and a thrust generation unit .

[0025] The power source 21 includes, for example, an engine (internal combustion engine) that generates power by burning fuel. One example of the engine is a diesel engine that uses diesel as fuel. The power transmission unit 22 transmits the power generated by the engine to the propulsion generating unit 23. The power transmission unit 22 includes a clutch, a reduction gear (marine gear), a propeller shaft, and the like. The power transmission unit 22 has a function of switching between a transmission state in which power is transmitted from the power source 21 to the propulsion generating unit 23 and a cut-off state in which power is not transmitted. In this embodiment, the propulsion generating unit 23 includes a propeller, and receives power generated by the power source 21 and rotates the propeller about a rotating shaft (propeller shaft), thereby generating a propulsion force for moving the hull 1 forward or backward.

[0026] The propulsion device 2 is controlled in response to the operation of the operating device. For example, if the operating device includes an operating lever that can be rotated (moved) from a neutral position to each of a forward position and a reverse position, when the operating lever is in the neutral position, the propulsion device 2 does not generate propulsive force, and the propulsive force of the hull 1 is 0 (zero). In this case, to move the hull 1 forward, the pilot operates the operating lever to rotate (move) it from the neutral position toward the forward position, and to move the hull 1 reverse, the pilot operates the operating lever to rotate (move) it from the neutral position toward the reverse position. The propulsion device 2 increases the propulsive force (propeller rotation speed) for moving the hull 1 forward as the operation amount (rotation angle) of the operating lever from the neutral position toward the forward position increases.

[0027] As shown in Fig. 3, the rudder device 3 is attached to the stern of the hull 1 and adjusts the traveling direction of the hull 1. In this embodiment, the rudder device 3 is disposed immediately behind the thrust generating unit 23 of the propulsion device 2. The rudder device 3 is controlled in response to the operation of an operating device. For example, if the operating device includes a steering wheel, the pilot turns the steering wheel to cause the rudder device 3 to steer to starboard or starboard.

[0028] The cabin 4 is equipped with a cockpit and is equipped with operating devices, display devices, various instruments, communication devices, etc. The cabin 4 is disposed above the engine room, etc. The cabin 4 is configured to be accessible from the deck 12. The interior space of the cabin 4 is continuous with the space below the deck 12 (bow berth). In addition to the cockpit, etc., the cabin 4 is equipped with, for example, passenger seats, a table, a sink, a toilet, a shower room, a refrigerator, a utility box, and lockers. Furthermore, the cabin 4 is also equipped with an engine room hatch for accessing the engine room, etc.

[0029] The configuration of the hull main body 11 will be described in more detail below.

[0030] Of the hull main body, the front ends (ends on the bow side) of a pair of side shell plates 111 are joined to each other to form the bow. Furthermore, the rear ends (ends on the stern side) of the pair of side shell plates 111 are joined to each other via the rear side shell plate 112 to form the stern together with the rear side shell plate 112. In other words, the rear end of the port side side shell plate 111 is joined to the left end of the rear side shell plate 112, and the rear end of the starboard side side shell plate 111 is joined to the right end of the rear side shell plate 112.

[0031] Furthermore, the lower ends of the pair of side shell plates 111 and the lower end of the rear side shell plate 112 are joined to the bottom shell plate 113. In other words, the lower end of the port side side shell plate 111 is joined to the left end of the bottom shell plate 113 in the left-right direction D3, and the lower end of the starboard side shell plate 111 is joined to the right end of the bottom shell plate 113. And the lower end of the rear side shell plate 112 is joined to the rear end of the bottom shell plate 113.

[0032] The pair of side shell plates 111 are shaped to be spaced apart from each other in the transverse direction D3 from the bow to the stern. In other words, the hull main body 11 is shaped such that the dimension in the transverse direction D3 (ship width) gradually increases from the bow to the stern. The distance between the pair of side shell plates 111 is maximum at a midpoint in the fore-aft direction D2 of the hull main body 11, and the dimension in the transverse direction D3 of the hull main body 11 at this point matches the ship width. The pair of side shell plates 111 are parallel to each other rearward of the position where the distance is maximum, up to the stern (rear side shell plate 112). The hull main body 11 may also be shaped such that the dimension in the transverse direction D3 (ship width) gradually narrows from a midpoint in the fore-aft direction D2 of the hull main body 11 to the stern.

[0033] Furthermore, the pair of side shell plates 111 have a first knuckle 114 and a second knuckle 115. The first knuckle 114 and the second knuckle 115 both extend from the bow to the stern and are inclined with respect to the horizontal plane so as to be positioned lower toward the stern. The second knuckle 115 is positioned higher than the first knuckle 114.

[0034] Each of the first knuckle 114 and the second knuckle 115 is a step extending along the fore-and-aft direction D2, and is configured to protrude outward in the left-right direction D3 toward the upper side of the step. Therefore, when viewed from the same position in the fore-and-aft direction D2, the distance between the pair of ship side shell plates 111 in the left-right direction D3 is larger by one step at the upper part of the first knuckle 114 and larger by another step at the upper part of the second knuckle 115, based on the lower part of the first knuckle 114. The first knuckle 114 and the second knuckle 115 each function as a knuckle line (spray strip) for dropping water (wave) spray.

[0035] The pair of side shell platings 111 and the rear side shell plating 112 both protrude upward from the deck 12. That is, the upper ends of the pair of side shell platings 111 and the rear side shell plating 112 protrude upward from the deck 12 in a side view, and function as bulwarks (breakwaters) that prevent water (waves) from entering the deck 12. Water (seawater) that has entered the deck 12 is discharged outside the ship through a water outlet formed in the bulwarks. A side edge material is attached to the outer periphery of the bulwarks as a cushioning material.

[0036] The hull main body 11 also has chines 116 formed at the joints between each of the pair of side shell plates 111 and the bottom shell plate 113. The chines 116 extend from the bow to the stern, similar to the first knuckle 114 and the second knuckle 115, and are inclined with respect to the horizontal plane so as to be positioned lower toward the stern. The chines 116 are steps extending along the longitudinal direction D2, and are configured to protrude outward in the transverse direction D3 toward the upper side of the steps. Therefore, when viewed from the same position in the longitudinal direction D2, the distance between the pair of side shell plates 111 in the transverse direction D3 is one step larger than the distance between the upper ends of the bottom shell plate 113. In this embodiment, the rear part of the first knuckle 114 (the part immersed in water) is formed along the chines 116, and together with the chines 116, they form a double chine (see FIG. 3). Therefore, if the chine 116 is the inner chine, the rear of the first knuckle 114 is the outer chine.

[0037] The hull main body 11 has a fin-shaped skeg 117 (fin keel) that protrudes from the center in the left-right direction D3 of the bottom shell plating 113 and extends from the bow to the stern. The skeg 117 is provided from the front end (the end on the bow side) of the bottom shell plating 113 to a midpoint in the fore-aft direction D2.

[0038] The hull main body 11 has a flat keel 118 provided rearward of the skeg 117, i.e., on the stern side, in the central portion in the transverse direction D3 of the bottom shell plating 113. The flat keel 118 is formed so as to be continuous with the skeg 117 in the longitudinal direction D2, and the position of the rear end of the skeg 117 in the longitudinal direction D2 coincides (overlaps) with the front end of the flat keel 118. The flat keel 118 is a rib-shaped portion whose lower surface is formed in a flat shape (flat portion) parallel to the horizontal plane. A propeller shaft of the power transmission unit 22 protrudes rearward from the rear end of the flat keel 118.

[0039] Furthermore, the hull main body 11 has a plurality of spray strips 119. In this embodiment, two spray strips 119 (a total of four) are provided on each of the port side and starboard side of the bottom shell plating 113. Like the first knuckle 114 and the second knuckle 115, each spray strip 119 extends from the bow to the stern and is inclined with respect to the horizontal plane so as to be positioned lower toward the stern.

[0040] The hull main body 11 has a plurality of hull windows 120. In this embodiment, three hull windows 120 (a total of six) are provided on each of the pair of ship side shell plates 111. The three hull windows 120 are arranged side by side in the fore-and-aft direction D2.

[0041] The hull main body 11 also has a stem 51 in the bow portion. In a side view, the pair of side shell plates 111 form at least a part of the stem 51 in the bow portion. In other words, the ridge line that is the boundary between the pair of side shell plates 111 whose front ends are joined together in the bow portion forms at least a part of the stem 51. In a side view, the stem 51 is inclined with respect to the vertical line so that it approaches the bottom of the ship as it approaches the stern side. In other words, the stem 51, which is the front end of the hull main body 11, is inclined diagonally downward.

[0042] Here, the stem 51 includes an upper stem 511 and a lower stem 512. The upper stem 511 is a portion of the stem 51 located closer to the deck 12 than the chine 116, i.e., higher, and is formed by a pair of ship side shell platings 111. The lower stem 512 is a portion of the stem 51 located closer to the ship bottom than the chine 116, i.e., lower, and is formed by a skeg 117 provided on the ship bottom shell plating 113. The stem 51 is divided into the upper stem 511 and the lower stem 512 in the up-down direction D1 by the chine 116. In short, the skeg 117 forms at least a part of the stem 51.

[0043] The boat 10 configured as described above generates lift due to pressure changes of the water current flowing under the bottom of the boat while sailing. The bow side of the boat 10 is lifted at a sailing trim angle according to the lift. The lift generated at this time becomes approximately equal to the weight of the boat when the sailing speed exceeds a predetermined value. Therefore, when the boat 10 reaches or exceeds a predetermined sailing speed, the bow side is lifted above the water and the boat runs in a posture in which the bottom (underside) of the stern side glides on the water surface.

[0044] In addition to the above-mentioned configuration, various other configurations can be adopted for the hull 1. For example, an anchor store for accommodating an anchor reel, an anchor store hatch, etc. are appropriately arranged on the bow deck, which corresponds to the bow part of the deck 12. Furthermore, fish stalls, lockers, inspection hatches (for the rudder gear 3, propeller, etc.), etc. are appropriately arranged on the stern deck, which corresponds to the stern part of the deck 12.

[0045] [2] Details of the bow Next, the configuration of the bow of the vessel 10 according to this embodiment will be described in more detail with reference to Figs.

[0046] In this embodiment, as shown in Fig. 7, the stem 51 provided at the bow portion (front end) of the hull main body 11 is a vertical stem with an inclination angle θ1 with respect to a vertical line (up-down direction D1) of less than 45 degrees. In particular, an upper stem 511 of the stem 51, which is closer to the deck 12 than the chine 116, is provided at an angle close to the vertical, and the inclination angle θ1 with respect to the vertical line (up-down direction D1) is set to 10 degrees or less. Thus, in this embodiment, the stem 51 at the front end (bow portion) of the hull main body 11 is provided in a position close to perpendicular to the horizontal plane (or the deck 12) in a side view.

[0047] Here, the ship 10 is provided with a protrusion 6 that protrudes forward from an upper end of a stem 51 (upper stem 511) of the hull main body 11 in a side view. In other words, the protrusion 6 protrudes outward from the upper ends of a pair of side shell plates 111 in the bow portion of the hull main body 11. In this embodiment, the protrusion 6 is formed integrally (seamlessly) with the pair of side shell plates 111. In this manner, a flare is formed in the bulwark by the protrusion 6 that is provided in a form that protrudes outward from the upper ends of the pair of side shell plates 111.

[0048] The protrusion 6 protrudes parallel to the horizontal plane, and the deck 12 that forms the upper surface of the hull main body 11 extends to the protrusion 6. As a result, the deck 12 forms the upper surface of the hull main body 11 as well as the upper surface of the protrusion 6. The protrusion 6 has a thickness (dimension in the vertical direction D1) of, for example, several tens of centimeters, but has sufficient strength, and people can also stand on the deck 12 above the protrusion 6. No structure is provided between the protrusion 6 and the water surface, and the underside of the protrusion 6 faces the water surface.

[0049] In other words, as shown in Fig. 7, when a virtual line L1 is assumed to be formed by extending the upper stem 511 toward the deck 12 in a side view, the protruding portion 6 and the deck 12 protrude forward from an intersection point P1 between the virtual line L1 and the deck 12. As a result, the bow deck, which corresponds to the bow portion of the deck 12, is enlarged by the amount of the protruding portion 6. The virtual line L1 is a virtual line and does not have a substance.

[0050] 8 and 9, the outer circumferential edge 61 of the protrusion 6 has a curved shape that is convex in a direction away from the stem 51 in plan view. In Figures 8 and 9, the portion that becomes the protrusion 6 is shaded. In other words, when the stem 51 (upper stem 511) that is the front end of the hull main body 11 is taken as a reference point in plan view, the outer circumferential edge 61 of the protrusion 6 is formed in a generally arc shape that is convex on the opposite side to the reference point.

[0051] In other words, as shown in Figures 8 and 9, when a virtual arc V1 is set around the bow portion of the hull main body 11 in a plan view, the outer peripheral edge 61 of the protrusion 6 has a shape that follows the virtual arc V1. The virtual arc V1 is a virtual arc and has no substance. Here, the virtual arc V1 is not limited to a perfect circular arc, but also includes a non-perfect circular arc such as an ellipse (the example in Figures 8 and 9 is an elliptical arc).

[0052] In this way, the protrusion 6 has a shape that extends outward (outside) not only the center of the hull main body 11 in the left-right direction D3 but also the entire bow portion of the hull main body 11. In other words, the protrusion 6 protrudes forward not only from the front end of the hull main body 11 but also over the entire bow portion in the left-right direction D3. Therefore, compared to a case in which the protrusion 6 is not provided, the bow portion of the hull 1 becomes slightly larger in plan view, and the deck 12 (bow deck) can be significantly enlarged.

[0053] In short, the ship 10 according to this embodiment includes a hull main body 11 and a protruding portion 6. The hull main body 11 has a stem 51 in a bow portion. The protruding portion 6 protrudes forward from an upper end portion of the bow portion of the hull main body 11. An outer peripheral edge 61 of the protruding portion 6 has a curved shape that is convex in a direction away from the stem 51 in a plan view.

[0054] This makes it possible to provide the ship 10 in which the deck 12 area at the bow portion can be sufficiently secured. Therefore, for example, when passengers fish at the bow portion of the deck 12, more passengers can stand on the deck 12 at the same time, improving the convenience of the ship 10. Furthermore, when the ship 10 is sailing, the protruding portion 6 functions as a flare, making it possible to prevent water (wave) splashes from entering the deck 12. Furthermore, when the ship 10 is sailing, the protruding portion 6 receives wind pressure from below, which can assist the buoyancy of the bow portion of the hull main body 11, making it easier for the ship 10 to plan. Moreover, since the width of the bow portion of the hull main body 11 in the left-right direction D3 is not increased, it is also possible to prevent an increase in the water resistance that the hull main body 11 receives when the ship 10 is sailing.

[0055] As shown in Fig. 10, a bowsprit 62 is provided in the center of the protruding portion 6 in the left-right direction D3. The bowsprit 62 is a portion for attaching (outfitting) an anchor roller or the like. The bowsprit 62 is formed of a rectangular recess in a plan view that is open toward the front and toward the bottom. Therefore, the thickness (dimension in the up-down direction D1) of the protruding portion 6 is smaller in the bowsprit 62 than in portions other than the bowsprit 62. When attaching an anchor roller or the like, a part of the protruding portion 6 (the bowsprit 62) is cut out so that the protruding portion 6 penetrates in the up-down direction D1, and the anchor roller or the like is attached to the resulting cutout portion.

[0056] Thus, in this embodiment, the protrusion 6 includes the bowsprit 62. Therefore, it is possible to attach an anchor roller or the like to the hull main body 11 without separately attaching a bowsprit to the hull main body 11. And, since the protrusions 6 are present on both sides of the bowsprit 62 in the left-right direction D3, it is possible to extend the deck 12 (bow deck) to both sides of the bowsprit 62. The equipment attached to the bowsprit 62 is not limited to an anchor roller.

[0057] 7 and 10, the upper end of the stem 51 (upper stem 511) is connected to the protruding portion 6 via a recess 63. The recess 63 is a curved depression that is curved in side view. In short, the recess 63 that is curved in side view is formed at the boundary between the stem 51 and the protruding portion 6.

[0058] The provision of such recesses 63 allows the protrusion 6 to function as a flare when the ship 10 is sailing, making it possible to efficiently prevent water (wave) spray from entering the deck 12. Furthermore, the curved recesses 63 make it difficult for stress concentration to occur, and therefore, for example, even if the protrusion 6 is subjected to wind pressure and / or water pressure from below when the ship 10 is sailing, the protrusion 6 is less likely to be damaged.

[0059] In this embodiment, as shown in Fig. 8, the dimension W1 of the protrusion 6 in the left-right direction D3 is larger than the protrusion amount W2 of the protrusion 6 from the hull main body 11. Here, the protrusion amount W2 of the protrusion 6 from the hull main body 11 is represented by the amount of protrusion of the protrusion 6 forward from the stem 51, that is, the distance from the stem 51 to the front end of the protrusion 6. In other words, since the protrusion 6 is provided across the entire width of the hull main body 11 in the left-right direction D3, the dimension W1 of the protrusion 6 in the left-right direction D3 is approximately equal to the entire width of the hull main body 11 in the left-right direction D3. Therefore, the dimension W1 of the protrusion 6 in the left-right direction D3 is sufficiently larger than the protrusion amount W2 of the protrusion 6 from the hull main body 11.

[0060] As a result, the protrusion 6 is provided over most of the bow portion of the hull main body 11, and when the ship 10 is sailing, the protrusion 6 easily functions as a flare, making it possible to efficiently prevent water (wave) spray from entering the deck 12. In addition, when the ship 10 is sailing, the protrusion 6, which protrudes over the entire width of the hull main body 11 in the left-right direction D3, efficiently receives wind pressure from below, thereby efficiently assisting the buoyancy of the bow portion of the hull main body 11.

[0061] Furthermore, by providing the protrusions 6 as described above, it is expected that the buoyancy will increase when the bow pierces the water surface Lv1, for example, when sailing in rough waves, as shown in Fig. 11. That is, since the protrusions 6 are provided over a wide range in the left-right direction D3 of the hull main body 11, when the protrusions 6 provided on the bow pierce the water surface Lv1, the volume of the protrusions 6 submerged in water will be larger than when the protrusions are provided only in the center in the left-right direction D3. Therefore, the buoyancy acting on the protrusions 6 will be larger, making it easier for the bow to float up.

[0062] [3] Details of the stern Next, the configuration of the stern portion of the boat 10 according to this embodiment will be described in more detail with reference to FIGS.

[0063] In this embodiment, a pair of inclined portions 71 are formed in the stern portion of the bottom shell plating 113. The pair of inclined portions 71 are located at both ends in the left-right direction D3 at the rear end of the bottom shell plating 113. Each of the pair of inclined portions 71 is a portion of the bottom of the ship inclined diagonally forward with respect to the horizontal plane so as to be positioned lower toward the rear, as shown in Fig. 13. Here, the pair of inclined portions 71 are located on both sides in the left-right direction D3 with respect to the propeller and rudder device 3 (see Fig. 3) of the thrust generating unit 23 (see Fig. 3).

[0064] In short, the hull main body 11 further has an inclined portion 71 that is disposed on the bottom of the stern portion and inclines diagonally forward. This makes it possible to suppress the bow portion from floating up when the vessel 10 is sailing. It is not essential that a pair of inclined portions 71 is provided; for example, only one inclined portion 71 may be provided, or three or more inclined portions 71 may be provided.

[0065] In this embodiment, a knuckle line 72 is provided at the stern portion of the pair of side outer plates 111 of the hull main body 11. The knuckle line 72 extends from a midpoint in the fore-and-aft direction D2 of the side outer plates 111 toward the stern, and is inclined with respect to the horizontal plane so as to be positioned upward as it approaches the stern. The knuckle line 72 is a step extended along the fore-and-aft direction D2, and is configured to protrude outward in the left-right direction D3 toward the upper side of the step. Therefore, when viewed from the same position in the fore-and-aft direction D2, the distance between the pair of side outer plates 111 in the left-right direction D3 is one step larger at the upper part of the knuckle line 72 than the lower part of the knuckle line 72.

[0066] In other words, the hull main body 11 further has a knuckle line 72 that is disposed on the ship's side at the stern and extends along the fore-and-aft direction D2. This allows the knuckle line 72 to drop water (waves) even at the stern of the hull main body 11, making it possible to suppress water creeping up when the ship 10 is sailing.

[0067] [4] Other details Next, other detailed configurations of the boat 10 according to this embodiment will be described with reference to Fig. 14 and Fig. 15. In Fig. 14, a perspective view of the front end portion and its periphery of the flat keel 118 as viewed from the bottom side of the boat is shown.

[0068] In this embodiment, as described above, the hull main body 11 has the flat keel 118. The flat keel 118 extends rearward from the rear end of the skeg 117 that constitutes the lower stem 512. In other words, the skeg 117 as a fin keel and the flat keel 118 are arranged side by side in the fore-and-aft direction D2 at the center of the hull bottom in the transverse direction D3. Here, the front end of the flat keel 118 (and the rear end of the skeg 117) is located relatively closer to the bow in the fore-and-aft direction D2.

[0069] Here, as shown in Fig. 14, the distance in the fore-and-aft direction D2 (bow-stern direction) from the transom part of the hull main body 11 to the intersection P1 (see Fig. 7) between the deck 12 and an imaginary line L1 extending the upper stem 511 toward the deck 12 is divided into 10 equal parts to set sections SS0 to SS10. These sections SS0 to SS10 are counted as SS1, SS2, ... from the stern side, with section SS0 being the end on the stern side (transom part) and section SS10 being the end on the bow side (intersection P1). In this case, the forward end part of the flat keel 118 (and the aft end part of the skeg 117) is located at the midpoint between sections SS6 and SS7 (section 6.5) or on the bow side of the midpoint.

[0070] In short, the hull main body 11 has a flat keel 118 extending rearward from the rear end of the stem 51. The front end of the flat keel 118 is located at a position equal to or higher than section 6.5 of the hull main body 11 (at or nearer the bow than section 6.5). In this way, the position of the front end of the flat keel 118 is shifted from the vicinity of a typical section 6 (SS6) toward the bow, so that the flat keel 118 can be made large. Not only the dimension of the flat keel 118 in the longitudinal direction D2, but also the dimension of the flat keel 118 in the transverse direction D3 can be relatively large. As a result, it becomes easier to secure an installation space for the transducer of the sonar sensor installed in the flat keel 118. More preferably, the front end of the flat keel 118 is set in a range equal to or higher than section 6.5 and equal to or lower than section 7 (SS7).

[0071] The flat keel 118 has a shape in which its rear end is extended toward the stern side so as to have a sufficient length in the longitudinal direction D2. In particular, from a position between section 2 (SS2) and section 3 (SS3) toward the stern side, the flat keel 118 is extended toward the stern side while gradually decreasing the amount of protrusion from the bottom shell plate 113 toward the stern side. In other words, the rear end of the flat keel 118 has a tapered surface that slopes diagonally downward (see FIG. 3). The rear end of the flat keel 118 extending toward the stern side makes it easier to suppress lateral slippage of the hull main body 11 while it is sailing, which contributes to improving straight running stability. In addition, there is an advantage that the space for the flat keel 118 can be secured in the hull main body 11 for accommodating the power source 21 and the power transmission unit 22 of the propulsion device 2, etc.

[0072] In this embodiment, the ratio of the overall width to the overall length is set relatively large with respect to the relationship between the dimension in the left-right direction D3 (overall width) and the dimension in the fore-aft direction D2 (overall length) of the hull 1. This is expected to improve the stability of the hull 1 when it is sailing.

[0073] Furthermore, in this embodiment, as shown in Fig. 15, the deck 12 has a rising portion 122 on the outer periphery of the bow portion. The rising portion 122 is provided on the deck 12 in the bow portion, i.e., the deck 12 that constitutes the upper surface of the protruding portion 6, and is configured to protrude upward compared to the other portions of the deck 12. Here, the rising portion 122 is inclined with respect to the horizontal plane so that it is positioned higher the closer it is to the outer periphery of the deck 12 (the outer periphery 61 of the protruding portion 6).

[0074] In short, the ship 10 according to this embodiment includes a hull main body 11 and a deck 12 that constitutes the upper surface of the protruding portion 6. The deck 12 has a rising portion 122 along the outer circumferential edge 61 of the protruding portion 6. With this configuration, for example, a person standing on the deck 12 on the protruding portion 6 can easily put force into their feet by placing their feet on the rising portion 122 when casting or the like. The rising portion 122 is not limited to being provided in the bow portion, and may also be provided in the stern portion, for example.

[0075] [5] Variations Below, we will list some modified examples of the embodiment 1. The modified examples explained below can be applied in appropriate combinations.

[0076] The ship 10 is not limited to a pleasure boat, but may be a merchant ship including a cargo ship and a cargo-passenger ship, a work ship including a tugboat and a salvage ship, a special ship including a weather observation ship and a training ship, a fishing boat, a naval vessel, etc. Furthermore, the ship 10 is not limited to a manned type with a pilot on board, but may be an unmanned type ship that can be remotely operated by a person (pilot) or that can be operated autonomously.

[0077] The power source 21 is not limited to a diesel engine, and may include, for example, a gasoline engine or a motor (electric motor). Furthermore, the boat 10 may be equipped with a hybrid propulsion device 2 having multiple types of power sources 21, such as an engine and a motor. In this case, the power transmission unit 22 combines the power generated by the multiple types of power sources 21 and transmits it to the thrust generation unit 23.

[0078] In addition, it is not essential that the protrusion 6 includes the bowsprit 62, and the bowsprit 62 may be omitted. It is also not essential that a recess 63 that is curved in side view is formed at the boundary between the stem 51 and the protrusion 6. Furthermore, it is not essential for the ship 10 that the dimension of the protrusion 6 in the left-right direction D3 is greater than the amount of protrusion of the protrusion 6 from the hull main body 11.

[0079] In addition, it is not essential that the front end of the flat keel 118 is located at a position equal to or greater than section 6.5 of the hull main body 11, and the front end of the flat keel 118 may be located at a position less than section 6.5 of the hull main body 11 (stern side). Furthermore, it is not essential that the hull main body 11 has an inclined portion 71 on the bottom of the stern portion, and the inclined portion 71 can be omitted as appropriate. In addition, it is not essential that the hull main body 11 has a knuckle line 72 on the ship side of the stern portion, and the knuckle line 72 can be omitted as appropriate. The rising portion 122 of the deck 12 is also not an essential configuration, and can be omitted as appropriate. [Explanation of symbols]

[0080] 6 Protrusion 10 ships 11. Hull 12 Deck 51 Stem 61 (of a protruding part) outer edge 62 Bowsprit 63 Recess 71 Slope 72 Knuckle Line 118 Flat Keel 122 Rising part D3 Left / Right W1: Left-right dimension of protrusion W2: Amount of protrusion from the hull

Claims

1. A hull body having a stem at a bow portion; a protruding portion protruding forward from an upper end portion of the bow portion of the hull main body, The outer circumferential edge of the protrusion has a curved shape that is convex in a direction away from the stem in a plan view, A recess having a curved shape in a side view is formed at a boundary between the stem and the protruding portion. ship.

2. A hull body having a stem in a bow portion; a protruding portion protruding forward from an upper end portion of the bow portion of the hull main body, The outer circumferential edge of the protrusion has a curved shape that is convex in a direction away from the stem in a plan view, The left-right dimension of the protrusion is greater than the amount of protrusion of the protrusion from the hull main body. ship.

3. The protrusion includes a bowsprit.

3. A vessel as claimed in claim 1 or 2.

4. The hull body further includes a flat keel extending rearward from the rear end of the stem, The front end of the flat keel is located at a position equal to or greater than section 6.5 of the hull body. A vessel according to any one of claims 1 to 3.

5. The hull main body is disposed on the bottom of the stern portion and further has an inclined portion inclined obliquely forward. A vessel according to any one of claims 1 to 4.

6. The hull main body further has a knuckle line disposed on the side of the stern portion and extending along the fore-and-aft direction. A vessel according to any one of claims 1 to 5.

7. The vessel further includes a deck that constitutes an upper surface of the hull body and the protruding portion, The deck has a raised portion along the outer periphery of the protrusion. A vessel according to any one of claims 1 to 6.

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