JPH0434159Y2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a device for reducing wind pressure resistance caused by the superstructure of a ship during navigation.

[Conventional example] As shown in FIGS. 6 and 7, the conventional superstructure of a ship includes a side wall b provided on a hull deck a,
The upper structure A is constituted by the front end wall c, the rear end wall d, the bridge decks e, e, etc. The superstructure A
In some cases, the front end wall c is erected perpendicularly to the hull deck a, and has a vertical surface formed linearly in a horizontal cross section. In such a case, when the ship is sailing, air flows in front of the front end wall c as shown by the arrow in FIG.
It forms a spiral and does not flow smoothly backwards, causing a separation phenomenon, which causes problems such as increased air resistance. In order to solve these problems, the front end wall c is made into a curved surface, or the front end wall c
Some attempts have been made to reduce the air resistance by tilting the upper part of the vehicle toward the rear. Furthermore,
The hull deck a is provided with a space slightly parallel to the forward side corner of the front end wall c of the superstructure A.
Some attempts have been made to reduce the air resistance by using a rectifying plate installed above.

[Problems to be solved by the invention] However, in the case of a car carrier in which automobiles etc. are loaded in the superstructure A, since the superstructure A occupies most of the hull deck a, the above-mentioned problems arise. When the front end wall c is made into a curved or inclined surface as shown in FIG. In order to avoid these problems, if the front end wall c is made to protrude forward and be curved or inclined, the installation of deck machinery f etc. arranged on the linear body deck a in front of the front end wall c There were problems such as reducing the area and hindering the installation or operation of the equipment. Furthermore, in the case where air resistance is to be reduced by a rectifier plate that is erected with a space slightly parallel to the front corner of the front end wall c of the above-mentioned superstructure A, the above-mentioned hull In the case of a car carrier, in which the superstructure A is provided over the entire width of the deck a, there is no room to erect the rectifying plate on the hull deck a, and even if it could be erected, the deck machinery Problems such as hindrance to the installation and operation of f, etc., still remain unsolved.

[Means for Solving the Problems] In order to solve the above-mentioned problems, the present invention provides an upper structure provided on the hull deck, a front end wall of the upper structure, and a front end wall spaced apart from each other in front of the front end wall. A curved plate forming a space with open upper and lower ends is provided between the front end wall and the lower end of the curved plate is positioned at a required height from the upper surface of the hull deck to open the lower end of the space. This is a wind pressure resistance reduction device for a ship, characterized by having an air flow intake.

[Example] An embodiment of the present invention will be described with reference to the drawings.

As shown in FIGS. 1 to 3, a side wall 2, a front end wall 3, and a rear end wall 4 are provided on the hull deck 1.
The superstructure A is composed of the bridge decks 5, 5, etc., and has a plurality of layers inside.
5 are arranged.

A curved plate 7 is provided in front of the front end wall 3 and is curved so as to bulge forward in a horizontal section so as to form a space 6 between the front end wall 3 and the front end wall 3. It is connected and supported by the wall 3 and supporting members 8, 8. Further, the upper and lower ends of the space 6 are open, and the open lower end serves as an air flow intake port 10, and the open upper end serves as an air flow outlet 1.
It is set as 1. The required height above the hull deck 1 is at least a height that does not interfere with the arrangement or operation of the deck machinery 9, etc. disposed on the hull deck 1, and the airflow to the space 6 is controlled. Since the intake port 10 is set as
0 into the space 6, rise in the space 6, and flow out from the discharge port 11, and the air flow from above and in front of the front end wall 3 flows along the curve of the curved plate 7. It is designed to allow water to flow smoothly backwards.

Note that the space 6 is not limited to having its upper and lower ends open, but both ends thereof are also opened so that the airflow within the space 6 flows out from the open portions of both ends. It is also possible.
In addition, the curved plate 7 may be provided with windows at appropriate locations to improve visibility from the bridge, or
It is also possible to make part or all of the curved plate 7 a transparent resin plate.

FIG. 4 is a graph showing the horsepower saving rate of the main engine with respect to the wind direction and wind speed experienced by a car carrier of the present invention with a ship speed of 18.3 knots during navigation.

In the above graph, the vertical axis is the horsepower saving rate (%) of the main engine, and the horizontal axis is the wind direction relative to the ship (0° is from the front,
90° indicates the wind direction from the side, and 180° indicates the direction of the wind from behind. ), the solid line shows the experimental value at an absolute wind speed of 15 m/s, and the dotted line shows the experimental value at an absolute wind speed of 10 m/s. As shown in the above graph, the present invention can save main engine horsepower by about 2.5% in headwinds and by about 7.5% in headwinds compared to conventional ones when the absolute wind speed is 15 meters/second. It is shown.

FIG. 5 shows another unusual embodiment of the present invention, in which the upper part of the curved plate 7 is curved backward in an arc shape to form a curved part 12, and the upper end of the curved part 12 is directed backward. This is a discharge port 11. According to the present embodiment, the air flow in the air 6 that has been introduced from the front of the ship through the intake port 9 is directed rearward from the discharge port 11 along the curve of the curved portion 12. It is designed to flow out smoothly.

It should be noted that the present invention is not limited to the above-mentioned embodiments, and the present invention may be implemented in a general ship, or various changes may be made without departing from the gist of the present invention.

[Effect] The wind pressure resistance reduction device for a ship of the present invention is provided on the hull deck, and has upper and lower ends opened between the upper structure, the front end wall of the upper structure, and the front end wall, spaced apart from each other in front of the front end wall. A curved plate is provided to form a space, and the lower end of the curved plate is positioned at a required height from the upper surface of the hull deck, so that the opening at the lower end of the space serves as an air flow intake. Therefore, the volume inside the superstructure can be increased, and during navigation, airflow from below and in front of the front end wall is taken in from the intake port, guided into the space, and caused to rise. The airflow can flow smoothly rearward from the opening, and the airflow from the front of the front end wall flows smoothly rearward along the curved surface of the curved plate, significantly reducing wind pressure resistance on the hull. Also, since the lower end of the curved plate is located at a required height from the upper surface of the hull deck, it will not interfere with the installation or operation of deck machinery etc. disposed on the hull deck in front of the front end wall. This provides various excellent effects such as being able to provide the curved plate for reducing wind pressure resistance without causing any problems.

[Brief explanation of the drawing]

Figure 1 is a side view showing one embodiment of the present invention;
Figure 3 is a plan view of Figure 1, Figure 3 is a view along the line X-X in Figure 1, and Figure 4 is a graph showing the horsepower reduction rate (experimental value) of the main engine of a car carrier in which the present invention was implemented. , FIG. 5 is a side view showing another embodiment of the present invention,
6 and 7 are a side view and a plan view of the conventional example. In the diagram, A...superstructure, 1...hull deck, 3...
...Forward end wall, 5... Bridge deck, 6... Space, 8...
Curved plate, 10... indicates an air flow intake.

Claims (1)

[Scope of utility model registration request] An upper structure is provided on the hull deck, a curved plate is provided between the front end wall of the upper structure and the front end wall, and is spaced apart from the front end wall to form a space with open upper and lower ends. A wind pressure resistance reduction device for a ship, characterized in that the lower end of the curved plate is positioned at a required height from the upper surface of the hull deck, and the open portion at the lower end of the space serves as an airflow intake.