Bow shape and vessel

Abstract

To provide a bow shape and a ship capable of reducing resistance caused by waves when waves collide with the bow during rough seas and reducing energy required to navigate the ship. [Solution] A bow shape comprising, on both sides above the load waterline and below the flare, a bow-side protrusion that protrudes outward in the width direction from the surface of the bow, and an aft-side protrusion that is located aft of the bow-side protrusion and protrudes 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 vessel. [Background technology]

[0002] 2. Description of the Related Art Conventionally, the bow shape of a ship is configured to reduce resistance from water while sailing in order to reduce the energy required to sail the ship.

[0003] For example, by making the shape of the bow end sharper, the impact of waves on the bow in rough seas is reduced.

[0004] For example, by reducing the volume of the bow above the load waterline, the frontal cross-sectional area of ​​the bow is reduced, reducing the waves hitting the bow.

[0005] For example, in the bow shape described in Patent Document 1, a protrusion is formed above the end of the bow, which prevents waves from colliding above the protrusion and reduces the resistance received from waves during rough seas. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Patent No. 5224518 Summary of the Invention [Problem to be solved by the invention]

[0007] However, the bow shape described in Patent Document 1 is not effective in reducing resistance from waves that do not reach above the projection, and therefore has a low resistance reduction effect.

[0008] An object of the present invention is to provide a bow shape and a ship that can reduce wave resistance in rough waves and reduce the energy required to navigate the ship. [Means for solving the problem]

[0009] In order 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 protruding portion that protrudes outward in the width direction from the surface of the bow on both sides above the load waterline and below the flare, and an aft-side protruding portion that is provided aft of the bow-side protruding portion and protrudes outward in the width direction from the surface of the bow. The bow-side protrusion is provided on the bow side of a first boundary position that is 5% of the ship length from the reference position in the bow-stern direction of the ship, with the position where the hull width at the position of the load waterline is half the overall width of the ship as the reference position. . [Effects of the Invention]

[0010] According to the present invention, it is possible to provide a bow shape and a ship that can reduce resistance caused by waves when waves collide with the bow in rough seas, and that can reduce the energy required to navigate the ship. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 2 is a side view showing the ship according to the present embodiment, showing the starboard side. [Figure 2] FIG. 1 is a diagram showing the hull width at the bow, showing the hull width at the load waterline position. [Figure 3] This is a cross-sectional view of the starboard bow, taken along a plane perpendicular to the bow-stern direction. [Figure 4] This is a cross-sectional view of the starboard side bow, showing a cross-section cut by a plane perpendicular to the bow-stern direction, and a virtual cross-section when the bow-side protrusion and the stern-side protrusion are not formed. [Figure 5] FIG. 1 shows angles on the starboard side of a vessel. [Figure 6] FIG. 1 is a diagram showing a wave hitting the starboard bow, showing a cross section cut along a plane perpendicular to the up-down direction. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, a bow shape and a vessel according to an embodiment will be described with reference to the drawings. In the following description, components having the same or similar functions will be assigned the same reference numerals. Duplicate descriptions of those components may be omitted.

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

[0014] In this embodiment, when looking in the direction of travel of the ship 100, the front side is defined as the bow side L1, the rear side as the stern side L2, and the fore-and-aft direction is defined as the bow-stern direction (longitudinal direction, ship's width, longitudinal direction) L of the ship 100. Furthermore, when looking in the direction of travel of the ship 100, the right side is defined as the starboard side W1, the left side is defined as the port side W2, and the left-right direction is defined as the ship's breadth direction (transverse direction, ship's width, short side direction) W of the ship 100. Furthermore, the direction perpendicular to the water surface on which the ship 100 is placed is defined as the up-down direction H, with the vertically upward direction being defined as the upward direction H1 and the vertically downward direction being defined as the downward direction H2.

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

[0016] FIG. 2 is a diagram showing the hull width B of the bow 1, and shows the hull width B at the position of the load waterline M. The ship 100 has a hull width B that increases from the lower end 100t (see Figures 1 and 3) to the upper end 100s. The hull width B is the overall length of the ship 100 from the right end to the left end in the ship's width direction W. As shown in Figure 2, the hull width B at the bow 1 narrows from the stern side L2 to the bow side L1 at the load waterline M. The load waterline M is the maximum waterline at which the ship 100 is allowed to sink in water when loaded with cargo.

[0017] As shown in FIG. 1 , the ship 100 is equipped with a bow-side protrusion 2 and a stern-side protrusion 3 at its bow 1. The bow-side protrusion 2 and the stern-side protrusion 3 are provided on both sides of the bow 1 (starboard side S and port side). The bow-side protrusion 2 and the stern-side protrusion 3 may be formed by attaching a protruding member to the hull, or may be formed by processing the outer hull plate to bend it. The starboard side S and the port side have roughly symmetrical shapes at the bow 1, so in the following explanation, the shape of the starboard side S will be described in detail, and only the differences in the shape of the port side will be described.

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

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

[0020] As shown in Figure 1, the bow-side protrusion 2 is provided in the fore-aft direction L from a first boundary position P1 to the tip 100p. The first boundary position P1 is a position in the fore-aft direction L that is spaced 5% of the ship's length from the reference position P0 toward the bow L1. As shown in Figure 2, the reference position P0 is a position in the fore-aft direction L where the hull width B at the load waterline M is a value B2 that is half the overall width B1 of the ship 100. Here, the ship's length is the length of the hull in the fore-aft direction L at the load waterline M (waterline length).

[0021] The bow-side protruding portion 2 only needs to be provided on the bow side L1 from the first boundary position P1, and does not have to be provided up to the tip 100p.

[0022] The bow-side protrusions 2 are members that protrude outward in the ship's width direction W from the surfaces of both starboard sides of the bow 1. On the starboard side S, the bow-side protrusions 2 protrude from the surface of the bow 1 to the starboard side W1. On the port side, the bow-side protrusions 2 protrude from the surface of the bow 1 to the port side W2.

[0023] 3 is a cross-sectional view of the bow 1 on the starboard side W1, showing a cross-section cut along a plane perpendicular to the bow-stern direction L. Specifically, FIG. 3 shows cross-sections of the bow 1 on the starboard side W1 shown in FIG. 1 taken along 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-side protrusion 2 and the stern-side protrusion 3 are not formed. Specifically, Figure 4 shows cross-sections and hypothetical cross-sections of the bow 1 on the starboard side W1 shown in Figure 1 along lines F1-F1, F2-F2, F3-F3, F4-F4, F5-F5, F6-F6, F7-F7, and F8-F8.

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

[0026] As shown in Figures 3 and 4, the angle D0 is the angle between a vertical line Z along the up-down direction H and the underside St of the starboard side S in a cross section cut by a plane perpendicular to the bow-stern direction L at the position of the load waterline M. Note that Figures 4 and 5 also show the hypothetical angle D0 in a hypothetical cross section of the starboard side S in the case where the bow-side protrusion 2 and the stern-side protrusion 3 are not formed.

[0027] As shown in Figure 3, the angle D1 is the angle between the vertical line Z and the underside 2t of the bow-side protrusion 2 in a cross section cut by a plane perpendicular to the bow-stern direction L at the position of the load waterline M.

[0028] As shown in Figure 3, the angle D2 is the angle between the vertical line Z and the underside 3t of the stern protrusion 3 in a cross section cut by a plane perpendicular to the bow-stern direction L at the position of the load waterline M.

[0029] As shown in Figure 5, the angle D1 of the bow-side protruding portion 2 increases from the end 2p of the bow side L1 toward the stern side L2, reaches a maximum value D1max, and then decreases toward 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 protruding portion 2 on the bow side L1 to the maximum value D1max is, for example, 2 degrees or more. The increment ΔD1 is preferably 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 protrusion amount of the bow-side protrusion 2 on the starboard side W1 increases as it moves upward H1 when viewed from the fore-aft direction L, then reaches a maximum value on the starboard side W1, and then decreases as it moves upward H1. The protrusion amount on the starboard side W1 of the bow-side protrusion 2 changes continuously. The part of the bow-side protrusion 2 where the protrusion amount on the starboard side W1 is maximum when viewed from the fore-aft direction L is located above the load waterline M.

[0031] The stern-side protrusion 3 is a member for reducing resistance caused by waves when waves collide with the bow 1.

[0032] The stern-side protrusion 3 is located on the stern side L2 from the bow-side protrusion 2. When viewed from the bow side L1, the stern-side protrusion 3 is located at a distance on the starboard side W1 from the bow-side protrusion 2 (see Figure 6). In other words, the bow-side protrusion 2 and the stern-side protrusion 3 are located at positions where they do not overlap when viewed from the bow side L1.

[0033] As shown in FIG. 1, the stern-side protruding portion 3 is provided at a position H1 above the load waterline M and at a position H2 below the flare F in the vertical direction H.

[0034] It is sufficient that at least a portion of the stern side protruding portion 3 is provided above H1 the load waterline M. For example, the lower end of the stern side protruding portion 3 may be formed below H2 the load waterline M. It is also sufficient that at least a portion of the stern side protruding portion 3 is provided below H2 the flare F. For example, the upper end of the stern side protruding portion 3 may be provided at the flare F.

[0035] As shown in Figure 1, the stern-side protrusion 3 is provided between a first boundary position P1 and a second boundary position P2 in the fore-aft direction L. The second boundary position P2 is a position in the fore-aft direction L that is spaced 5% of the ship length from the reference position P0 toward the stern side L2.

[0036] The stern-side protrusions 3 are members that protrude outward in the ship's width direction W from the surfaces of both sides of the bow 1. On the starboard side S, the stern-side protrusions 3 protrude from the surface of the bow 1 to the starboard side W1. On the port side, the stern-side protrusions 3 protrude from the surface of the bow 1 to the port side W2.

[0037] As shown in Figure 5, the angle D2 at the stern-side protruding portion 3 increases from the end 3p at the bow side L1 toward the stern side L2, reaches a maximum value D2max, and then decreases toward the stern side L2. The angle D2 changes continuously. The increment ΔD2 from the value of the angle D2 at the end 3p at the bow side L1 of the stern-side protruding portion 3 to the maximum value D2max is, for example, 1 degree or more. The increment ΔD2 is preferably 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 aft-side protrusion 3 increases in the amount of protrusion on the starboard side W1 as it moves upward H1 when viewed from the bow-stern direction L, then reaches a maximum protrusion on the starboard side W1, and then decreases in the amount of protrusion on the starboard side W1 as it moves upward H1. The protrusion amount on the starboard side W1 of the aft-side protrusion 3 changes continuously. The part of the aft-side protrusion 3 where the protrusion amount on the starboard side W1 is maximum as viewed from the bow-stern direction L is located above the load waterline M.

[0039] The amount of protrusion of the bow-side protrusion 2 from the surface of the starboard side S toward the starboard side W1 is greater than the amount of protrusion of the stern-side protrusion 3 from the surface of the starboard side S toward the starboard side W1. The increase ΔD1 in the angle D1 formed by the bow-side protrusion 2 is greater than the increase ΔD2 in the angle D2 formed by the stern-side protrusion 3.

[0040] [Action of the bow-side protrusion 2 and the stern-side protrusion 3] Next, the operation of the bow-side protruding portion 2 and the stern-side protruding portion 3 will be described with reference to FIG.

[0041] FIG. 6 is a diagram showing a state in which a wave V hits the bow 1 on the starboard side W1, and shows a cross section cut along a plane perpendicular to the up-down direction H. The vessel 100 navigates on the water surface by proceeding from the stern side L2 to the bow side L1. When the vessel 100 navigates in rough waves, for example, as shown in Figure 6, waves V collide with the bow 1 from the bow side L1 to the stern side L2.

[0042] When waves V collide with the bow 1, some of the waves V collide with the bow protrusion 2. The waves that collide with the bow protrusion 2 are dispersed, and as shown in Figure 6, some of the waves V1 travel in a direction away from the bow 1. Therefore, the number of waves that collide with the bow 1 is reduced by the amount of waves V1 traveling in a direction away from the bow 1. As the number of waves that collide with the bow 1 is reduced, the resistance that the bow 1 receives from the waves V is reduced. Furthermore, the waves dispersed by the bow protrusion 2 interfere with the waves coming toward the bow 1, reducing the number of waves coming toward the bow 1. Therefore, the resistance that the bow 1 receives from the waves V is further reduced.

[0043] When waves V collide with the bow 1, some of the waves V collide with the aft protruding portion 3. The waves that collide with the aft protruding portion 3 are dispersed, and as shown in Figure 6, some of the waves V2 travel in a direction away from the bow 1. Therefore, the number of waves that collide with the bow 1 is reduced by the amount of waves V2 traveling in a direction away from the bow 1. As the number of waves that collide with the bow 1 is reduced, the resistance that the bow 1 receives from the waves V is reduced. Furthermore, the waves dispersed by the aft protruding portion 3 interfere with the waves coming toward the bow 1, reducing the number of waves coming toward the bow 1. Therefore, the resistance that the bow 1 receives from the waves V is further reduced.

[0044] Since the bow 1 is provided with the bow-side projection 2 and the stern-side projection 3, the waves that collide with the bow 1 are reduced by the amount of wave V1 dispersed by the bow-side projection 2 and traveling in a direction away from the bow 1, and wave V2 dispersed by the stern-side projection 3 and traveling in a direction 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 approaching the bow 1, reducing the amount of waves approaching the bow 1. This further reduces the resistance that the bow 1 receives from the wave V. Therefore, as shown in Figure 6, the resistance R that the bow 1 receives from the wave V is smaller than the resistance R' that the bow 1 receives from the wave V when the bow 1 is not provided with the bow-side projection 2 and the stern-side projection 3. In other words, the resistance R that the bow 1 receives from the wave V and that is directed toward the stern L2 is L2 is the resistance R' that the bow 1 receives from the waves V when the bow-side protrusion 2 and the stern-side protrusion 3 are not provided, and that is directed toward the stern side L2.L2 , and the energy required for the ship 100 to navigate toward the bow side L1 is reduced.

[0045] In the example shown in FIG. 6 , the action of the bow-side protrusion 2 and the stern-side protrusion 3 on waves V that collide with the bow 1 from the bow side L1 toward the stern side L2 has been described. However, the waves that the bow-side protrusion 2 and the stern-side protrusion 3 act on are not limited to waves V. For example, the bow-side protrusion 2 and the stern-side protrusion 3 can also reduce the resistance that the bow 1 receives from waves that collide with the bow 1 toward the stern side L2 while the ship is leaning toward the port side W2. When some of the waves that collide toward the stern side L2 while leaning toward the port side W2 collide with the bow-side protrusion 2 and the stern-side protrusion 3, they are dispersed, and some of the waves travel in a direction away from the bow 1. Furthermore, the waves dispersed by the bow-side protrusion 2 and the stern-side protrusion 3 interfere with the waves coming toward the bow 1, reducing the number of waves coming toward the bow 1. This reduces the resistance that the bow 1 receives from waves.

[0046] The bow shape of the bow 1 according to this embodiment reduces resistance from waves in rough seas by, for example, 20% or more compared to a bow that is not provided with the bow-side protrusion 2 and the stern-side protrusion 3. Therefore, according to the ship 100 according to this embodiment, fuel consumption can be reduced by 1% to 4% compared to a ship that is not provided with the bow-side protrusion 2 and the stern-side protrusion 3.

[0047] According to the bow shape of the ship 100 of this embodiment, on both sides (starboard S and port) at H1 above the load waterline M and H2 below the flare F, there is a bow-side protrusion 2 that protrudes outward from the surface of the bow 1 in the width direction W, and an aft-side protrusion 3 that is located aft L2 from the bow-side protrusion 2 and protrudes outward from the surface of the bow 1 in the width direction W. Therefore, when waves collide with the bow 1 during rough seas, the resistance caused by the waves can be reduced, and the energy required to navigate the ship can be reduced.

[0048] According to the bow shape of the ship 100 of this embodiment, the shape is formed as a slender ship with a block coefficient (Cb) of 0.45 to 0.75, so that the sharp shape of the tip 1p of the bow 1 reduces resistance caused by waves, and the bow-side protrusion 2 and the stern-side protrusion 3 can further reduce resistance caused by waves.

[0049] According to the bow shape of the ship 100 according to this embodiment, the bow-side protrusion 2 is provided on the bow side L1 of the first boundary position P1, which is 5% of the ship length from the reference position P0 in the fore-aft direction L of the ship 100, where the hull width B at the load waterline M is half the value B2 of the overall width B1 of the ship 100. Therefore, when waves collide with the tip 1p of the bow 1, the resistance caused by the waves can be reduced by the bow-side protrusion 2. Waves that collide with the bow 1 first collide with the bow-side protrusion 2 provided at the tip 1p, and therefore the waves that collide with the bow 1 can be efficiently dispersed.

[0050] According to the bow shape of the ship 100 according to this embodiment, the stern-side protrusion 3 is located at a distance from the bow-side protrusion 2 on the starboard side W1 when viewed from the bow side L1, and the bow-side protrusion 2 and the stern-side protrusion 3 are located so as not to overlap when viewed from the bow side L1, so that waves that do not collide with the bow-side protrusion 2 tend to collide with the stern-side protrusion 3. This makes it possible to reduce resistance caused by waves that do not collide with the bow-side protrusion 2.

[0051] According to the bow shape of the ship 100 according to this embodiment, the stern-side protruding portion 3 is located in the fore-and-aft direction L between the first boundary position P1 and the second boundary position P2, which is spaced 5% of the ship length from the reference position P0 toward the stern L2, so that waves that do not collide with the bow-side protruding portion 2 tend to collide with the stern-side protruding portion 3. This makes it possible to efficiently reduce resistance caused by waves that do not collide with the bow-side protruding portion 2.

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

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

[0054] According to the bow shape of the ship 100 according to this embodiment, the amount by which the bow-side protrusion 2 protrudes from the surface of the starboard side S toward the starboard side W1 is greater than the amount by which the stern-side protrusion 3 protrudes from the surface of the starboard side S toward the starboard side W1, and therefore the amount of waves that collide with the bow-side protrusion 2 is greater than the amount of waves that collide with the stern-side protrusion 3. Waves that collide with the bow 1 first collide with the bow-side protrusion 2 provided at the tip 1p, and therefore the waves that collide with the bow 1 can be dispersed efficiently.

[0055] According to the bow shape of the ship 100 according to this embodiment, the increase ΔD1 in the angle D1 formed by the bow-side protruding portion 2 is greater than the increase ΔD2 in the angle D2 formed by the stern-side protruding portion 3, and therefore the amount of waves that collide with the bow-side protruding portion 2 is greater than the amount of waves that collide with the stern-side protruding portion 3. Waves that collide with the bow 1 first collide with the bow-side protruding portion 2 provided at the tip 1p, and therefore the waves that collide with the bow 1 can be dispersed efficiently.

[0056] According to the bow shape of the ship 100 according to this embodiment, the part of the bow-side protruding portion 2 where the protrusion amount on the starboard side W1 when viewed from the fore-aft direction L is greatest is located above the load waterline M, so waves approaching the bow 1 are likely to collide with the bow-side protruding portion 2. Therefore, waves colliding with the bow 1 can be dispersed efficiently.

[0057] According to the bow shape of the ship 100 according to this embodiment, the part of the stern-side protruding portion 3 where the protruding amount on the starboard side W1 as viewed from the bow-stern direction L is greatest is located above the load waterline M, so waves approaching the bow 1 tend to collide with the stern-side protruding portion 3. Therefore, waves colliding with the bow 1 can be dispersed efficiently.

[0058] The bow shape according to this embodiment is formed on a ship 100 that is a slender ship with a squareness coefficient of 0.45 to 0.75, but the type of ship on which the bow-side protruding portion 2 and the stern-side protruding portion 3 are formed is not limited. The bow-side protruding portion 2 and the stern-side protruding portion 3 may also be provided on a full-sized ship with a squareness coefficient of 0.75 or more, such as a bulk carrier or a crude oil tanker. Even when the bow-side protruding portion 2 and the stern-side protruding portion 3 are provided on a full-sized ship, resistance from waves that collide with the bow during rough seas can be reduced, thereby reducing the energy required to navigate the ship.

[0059] In the bow shape of the ship 100 according to this embodiment, the bow-side protrusion 2 is provided on the bow side L1 of a first boundary position P1, which is 5% of the ship length from the reference position P0 in the fore-aft direction L of the ship 100, where the hull width B at the load waterline M is half the value B2 of the overall width B1 of the ship 100. However, the position at which the bow-side protrusion 2 is provided is not limited. For example, a portion of the bow-side protrusion 2 may be formed on the stern side L2 of the first boundary position P1. The bow-side protrusion 2 only needs to be provided at the tip 1p of the bow 1, and only needs to be provided in a position that can disperse waves that collide with the bow 1.

[0060] In the bow shape of the ship 100 according to this embodiment, the stern-side protrusion 3 is provided in the bow-stern direction L between the first boundary position P1 and the second boundary position P2, which is 5% of the ship length from the reference position P0 toward the stern side L2. However, the location of the stern-side protrusion 3 is not limited. For example, a portion of the stern-side protrusion 3 may be formed on the bow side L1 of the first boundary position P1. Alternatively, a portion of the stern-side protrusion 3 may be formed on the stern side L2 of the second boundary position P2. The stern-side protrusion 3 may be provided on the stern side L2 of the bow-side protrusion 2, and may be provided in a position where some of the waves that collide with the bow 1 but do not collide with the bow-side protrusion 2 can collide with it. The stern-side protrusion 3 may be provided in a position where it can disperse waves that collide with the bow 1.

[0061] In the bow shape of the ship 100 according to this embodiment, the angle D1 formed by the vertical line Z and the underside 2t of the bow-side projection 2 in a cross section taken along a plane perpendicular to the bow-stern direction L of the ship 100 increases from the end 2p on the bow side L1 toward the stern side L2, then reaches a maximum value D1max, and decreases toward the stern side L2. The increment ΔD1 from the value at the end 2p on the bow side L1 to the maximum value D1max is 2 degrees or more, but the shape of the bow-side projection 2 is not limited thereto. In the bow-side projection 2, the increment ΔD1 from the value at the end 2p on the bow side L1 to the maximum value D1max may be, for example, 25 degrees or less. The bow-side projection 2 may be formed in a shape that can disperse waves that collide with the bow 1.

[0062] In the bow shape of the ship 100 according to this embodiment, the angle D2 formed by the vertical line Z and the underside 3t of the stern-side protruding portion 3 in a cross section taken along a plane perpendicular to the bow-stern direction L of the ship 100 increases from the end 3p on the bow side L1 toward the stern side L2, then reaches a maximum value D2max, and decreases toward the stern side L2. The increment ΔD2 from the value at the end 3p on the bow side L1 to the maximum value D2max is 1 degree or more, but the shape of the stern-side protruding portion 3 is not limited. In the stern-side protruding portion 3, the increment ΔD2 from the value at the end 3p on the bow side L1 to the maximum value D2max may be, for example, 15 degrees or less. The stern-side protruding portion 3 may be formed in a shape that can disperse waves that collide with the bow 1.

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

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

[0065] In the bow shape of the ship 100 according to this embodiment, the angle D1 of the bow-side protrusion 2 changes continuously from the bow side L1 to the stern side L2, but the shape of the bow-side protrusion 2 is not limited thereto. For example, the bow-side protrusion 2 may be angular from the bow side L1 to the stern side L2. The bow-side protrusion 2 may be formed in a shape that can disperse waves that collide with the bow 1.

[0066] In the bow shape of the ship 100 according to this embodiment, the angle D2 at the stern-side protruding portion 3 changes continuously from the bow side L1 to the stern side L2, but the shape of the stern-side protruding portion 3 is not limited thereto. For example, the stern-side protruding portion 3 may be angular from the bow side L1 to the stern side L2. The stern-side protruding portion 3 may 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 of the bow-side protrusion 2 on the starboard side W1 when viewed from the fore-and-aft direction L changes continuously as it progresses from the lower H2 to the upper H1, but the shape of the bow-side protrusion 2 is not limited thereto. For example, the bow-side protrusion 2 may be angular from the lower H2 to the upper H1. The bow-side protrusion 2 may 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 of the stern-side protrusion 3 on the starboard side W1 when viewed from the bow-stern direction L changes continuously as it progresses from the downward direction H2 to the upward direction H1, but the shape of the stern-side protrusion 3 is not limited thereto. For example, the stern-side protrusion 3 may be angular from the downward direction H2 to the upward direction H1. The stern-side protrusion 3 may be formed in a shape that can disperse waves that collide with the bow 1.

[0069] Although the embodiments of the present invention have been described in detail above with reference to the drawings, the specific configuration is not limited to this embodiment, and design modifications and the like are also included within the scope of the present invention. Furthermore, the components shown in the above-described embodiments and modifications can be configured by appropriately combining them. [Explanation of symbols]

[0070] 100 ships 1. Bow 1p tip 2 Fore side protrusion 2p Bow end of L1 2q End of L2 on the stern side 2t bottom 3 Stern side protrusion 3p Bow end of L1 3q End of L2 on the stern side 3t bottom 100s upper end 100t bottom end 100p tip S starboard M Load line F Flare V wave V1, V2 Waves moving away from 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 Aft side W Width direction W1 starboard side W2 port side H Vertical direction H1 upper H2 downward

Claims

1. On both sides above the load waterline and below the flare, a bow-side protruding portion protruding outward in the ship's width direction from the surface of the bow; a stern-side protruding portion that is provided sternward of the bow-side protruding portion and protrudes outward from the surface of the bow in the width direction, The bow-side protrusion is provided on the bow side of a first boundary position that is spaced 5% of the ship length from the reference position in the bow-stern direction of the ship, where the reference position is a position where the hull width at the load waterline is half the overall width of the ship. Bow shape.

2. On both sides above the load waterline and below the flare, a bow-side protruding portion protruding outward in the ship's width direction from the surface of the bow; a stern-side protruding portion that is provided sternward of the bow-side protruding portion and protrudes outward from the surface of the bow in the width direction, In a cross section of the bow-side protrusion cut by a plane perpendicular to the bow-stern direction of the ship, the angle between a vertical line and the underside of the bow-side protrusion is It increases from the bow end toward the aft end, then reaches a maximum value, and decreases as it moves toward the aft end, the increment from the value at the forward end to the maximum value is 2 degrees or more; Bow shape.

3. On both sides above the load waterline and below the flare, a bow-side protruding portion protruding outward in the ship's width direction from the surface of the bow; a stern-side protruding portion that is provided sternward of the bow-side protruding portion and protrudes outward from the surface of the bow in the width direction, In a cross section of the stern-side protrusion cut by a plane perpendicular to the bow-stern direction of the ship, the angle between a vertical line and the underside of the stern-side protrusion is: It increases from the bow end toward the aft end, then reaches a maximum value, and decreases as it moves toward the aft end, the increment from the value at the forward end to the maximum value is 1 degree or more; Bow shape.

4. For slender ships with a square coefficient of 0.45 to 0.75, A bow shape according to any one of claims 1 to 3.

5. The stern-side protruding portion is provided between the first boundary position and a second boundary position spaced from the reference position toward the stern side by an interval of 5% of the ship length in the bow-stern direction.

2. The bow shape of claim 1.

6. A bow shape according to any one of claims 1 to 3. ship.

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