JP2002362485A - Ship fin device - Google Patents
Ship fin deviceInfo
- Publication number
- JP2002362485A JP2002362485A JP2001169928A JP2001169928A JP2002362485A JP 2002362485 A JP2002362485 A JP 2002362485A JP 2001169928 A JP2001169928 A JP 2001169928A JP 2001169928 A JP2001169928 A JP 2001169928A JP 2002362485 A JP2002362485 A JP 2002362485A
- Authority
- JP
- Japan
- Prior art keywords
- fin
- propeller
- ship
- fins
- hull
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
Landscapes
- Prevention Of Electric Corrosion (AREA)
Abstract
Description
【０００１】[0001]
【発明が属する技術分野】本発明は、船体付加物により
船舶の省エネルギー化を図る船舶フィン装置に関するも
のである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ship fin device for saving energy of a ship by using a hull attachment.
【０００２】[0002]
【従来の技術】従来、船舶の推進性能の向上を図り、省
エネルギー化を実現するという目的で種々の工夫が行わ
れており、例えば図６（ａ）に示されるように、細長く
延びた板状のフィン５０をプロペラ５１の前方で船尾船
体５２に向って上り勾配となるように船体両舷に装着し
たり、また図６（ｂ）に示されるように、三角形状のフ
ィン６０をプロペラ５１Ａの前方の船尾船体５２Ａに左
右一対で装着したりするなどの工夫が行われている。前
者に係るフィン（以下、「一条フィン」と称する。）５０
は、船側におけるビルジ渦を制御し推進性能を改善する
ことで省エネルギー化に供するものとされ、後者に係る
フィン（以下、「三角形状フィン」と称する。）６０は、
船尾部における整流作用で船体抵抗を低減し省エネルギ
ー化に供するものとされている。2. Description of the Related Art Conventionally, various devices have been devised for the purpose of improving the propulsion performance of a ship and realizing energy saving. For example, as shown in FIG. The fins 50 are mounted on both sides of the hull so as to be inclined upward toward the stern hull 52 in front of the propeller 51, and the triangular fins 60 are attached to the propeller 51A as shown in FIG. A device such as a pair of left and right parts is mounted on the forward stern hull 52A. Fins according to the former (hereinafter, referred to as "one-row fins") 50
Is considered to provide energy saving by controlling the bilge vortex on the ship side and improving the propulsion performance. The latter fin (hereinafter, referred to as “triangular fin”) 60 is
It is said that rectification at the stern reduces the hull resistance and contributes to energy saving.
【０００３】[0003]
【発明が解決しようとする課題】しかしながら、船舶に
おける省エネルギー化の観点では、推進効率の向上と船
体抵抗の低減とを共に図るのが肝要であり、前記一条フ
ィン５０では、推進効率の向上と船体抵抗の低減とを同
時に図る設置位置を見出すのが困難で、いずれか一方が
良ければ他方が変わらないか、もしくは悪化するなどと
いう問題点がある。一方、前記三角形状フィン６０で
は、プロペラ直前の流れは制御できても、広い範囲のビ
ルジ渦を制御することができないため、推進効率の向上
が不十分で、かつトータルな意味での船体抵抗の低減が
小さいという問題点がある。However, from the viewpoint of energy saving in a ship, it is important to improve both the propulsion efficiency and the hull resistance. It is difficult to find an installation position that simultaneously reduces the resistance, and there is a problem that if one of them is good, the other does not change or deteriorates. On the other hand, in the triangular fin 60, the flow just before the propeller can be controlled, but the bilge vortex in a wide range cannot be controlled. Therefore, the improvement of the propulsion efficiency is insufficient, and the hull resistance in the total sense is reduced. There is a problem that the reduction is small.
【０００４】本発明は、このような問題点に鑑みてなさ
れたもので、簡易な構成で推進効率の向上と船体抵抗の
低減とが図れて省エネルギー化が可能な船舶フィン装置
を提供することを目的とするものである。The present invention has been made in view of the above problems, and an object of the present invention is to provide a ship fin device capable of improving propulsion efficiency and reducing hull resistance with a simple structure and saving energy. It is the purpose.
【０００５】[0005]
【課題を解決するための手段および作用・効果】前記目
的を達成するために、第１発明による船舶フィン装置
は、一軸または複数軸船舶の船尾水線下の両舷または片
舷に、片舷につき２条の短冊状のフィンを、各フィンの
長辺が外板に沿うように、かつ各フィンの短辺が外板か
ら略直角方向に突出するように、それぞれ前後に間隙を
もって装備してなる船舶フィン装置であって、これら前
後に装備されるフィンのうち、前部に装備されるフィン
は、船体中央より後方でプロペラ中心線高さ以下の位置
を起点として後方に向かって上り勾配とされ、後部に装
備されるフィンは、船底に平行もしくは平行に近い傾き
で、その設置高さがプロペラ中心線からプロペラチップ
高さの間となるように、プロペラ直前の船体に装備され
ることを特徴とするものである。In order to achieve the above object, a ship fin device according to a first aspect of the present invention provides a ship fin device having a single-shaft or multi-shaft ship on one side or both sides below a stern waterline. Each fin is provided with a gap in front and back so that the long side of each fin follows the outer plate and the short side of each fin projects from the outer plate at a substantially right angle. Ship fin device, of which the front and rear fins of the front and rear fins are inclined upward and rearward starting from a position below the propeller center line height behind the center of the hull. The fins mounted on the rear part shall be mounted on the hull just before the propeller so that the installation height is parallel or nearly parallel to the bottom of the ship, and the installation height is between the propeller center line and the propeller tip height. Feature Than it is.
【０００６】一般に、通常の船舶では、船体中央部から
船幅が狭くなる船尾にかけて、船舶の進行方向に沿った
軸をもち船底から船側へ回り込む渦、いわゆるビルジ渦
が発生する。また、このビルジ渦が船側に当ることで、
その船側の近傍に斜め下方の流れが発生する。Generally, in a normal ship, a so-called bilge vortex is generated from the center of the hull to the stern, where the width of the ship is narrow, having an axis along the traveling direction of the ship and wrapping around from the bottom to the ship side. Also, this bilge vortex hits the ship side,
An obliquely downward flow occurs near the ship side.
【０００７】本発明によれば、前記斜め下方の流れは前
部フィンによって遮られて制御され、前記ビルジ渦は弱
められる。この弱められたビルジ渦は、その前部フィン
によって渦形成が保護されつつ順次プロペラ前方の後部
フィン近傍へと誘導される。そして、この後部フィンに
より、そのビルジ渦はその拡散が防止されつつプロペラ
へと導かれるとともに、そのビルジ渦に誘発される二次
流れ（進行方向に対する直角面内流れ）が抑制され、か
つプロペラ前方における船長方向流れが整流される。こ
こで、そのビルジ渦の拡散防止作用およびプロペラ前方
における整流作用は、前部フィンと後部フィンとの間隙
から取り込まれる船側に沿った流れによって助長され
る。こうして、プロペラには、ビルジ渦によってもたら
される伴流と、より均一にされた流れとが導かれること
となり、伴流利得と推進器効率比とを高めることがで
き、その結果、船舶の推進効率を向上させることができ
る。According to the invention, the obliquely downward flow is blocked and controlled by front fins, and the bilge vortex is weakened. The weakened bilge vortex is sequentially guided to the vicinity of the rear fin in front of the propeller while the vortex formation is protected by the front fin. The rear fin guides the bilge vortex to the propeller while preventing its diffusion, suppresses a secondary flow (a flow in a plane perpendicular to the traveling direction) induced by the bilge vortex, and prevents the propeller from moving forward. The flow in the master's direction at is rectified. Here, the diffusion preventing action of the bilge vortex and the rectifying action in front of the propeller are promoted by the flow along the ship side taken in from the gap between the front fin and the rear fin. In this way, the propeller is guided by the wake caused by the bilge vortex and a more uniform flow, which can increase the wake gain and the propulsor efficiency ratio, and as a result, the propulsion efficiency of the ship Can be improved.
【０００８】また、本発明によれば、前述したように前
部フィンによってビルジ渦が弱められるとともに、後部
フィンによってビルジ渦の拡散が防止され、かつビルジ
渦に誘発される二次流れが抑制されるので、ビルジ渦に
起因する誘導抵抗が減じられ、船舶の船体抵抗をも低減
することができる。さらに、前部フィンと後部フィンと
の間隙から取り込まれる船側に沿った流れによる整流作
用および後部フィンによるプロペラ前方での整流作用に
より、船尾部での圧力が高められて圧力回復が図られる
ので、更に船体抵抗を低減することができる。以上述べ
たように、本発明によれば、推進効率の向上と船体抵抗
の低減とを図ることができ、省エネルギー化が図れると
いう効果を奏する。また、本発明においては、船側の前
後に装備されるフィンがいずれも短冊状の簡易な形状と
され、しかもそれぞれのフィンが独立して配置される構
造とされているので、それらフィンの製作や船体への装
着が簡単に行えて実用化が容易となり、費用対効果に優
れるという効果を奏する。Further, according to the present invention, as described above, the fin vortex is weakened by the front fin, the fin vortex is prevented from diffusing by the rear fin, and the secondary flow induced by the bilge vortex is suppressed. Therefore, the induced resistance due to the bilge vortex is reduced, and the hull resistance of the ship can also be reduced. Furthermore, since the rectifying action by the flow along the ship side taken in from the gap between the front fin and the rear fin and the rectifying action in front of the propeller by the rear fin, the pressure at the stern is increased, and the pressure is recovered, so that Further, the hull resistance can be reduced. As described above, according to the present invention, it is possible to improve the propulsion efficiency and reduce the hull resistance, and thus achieve an effect of saving energy. Further, in the present invention, the fins provided on the front and rear sides of the ship are all formed in a simple strip shape, and furthermore, each fin is configured to be arranged independently. It can be easily mounted on the hull, and can be easily put into practical use.
【０００９】続いて、前記目的を達成するために、第２
発明による船舶フィン装置は、一軸または複数軸船舶の
船尾水線下の両舷のうち、プロペラの回転方向と順廻り
のビルジ渦が発生する側の船舷に、２条の短冊状のフィ
ンを、各フィンの長辺が外板に沿うように、かつ各フィ
ンの短辺が外板から略直角方向に突出するように、それ
ぞれ前後に間隙をもって装備し、プロペラの回転方向と
逆廻りのビルジ渦が発生する側の船舷に、１条の短冊状
のフィンを、その長辺が外板に沿うように、かつその短
辺が外板から略直角方向に突出するように装備してなる
船舶フィン装置であって、前記２条の短冊状のフィンの
うち、前部に装備されるフィンは、船体中央より後方で
プロペラ中心線高さ以下の位置を起点として後方に向か
って上り勾配とされ、後部に装備されるフィンは、船底
に平行もしくは平行に近い傾きで、その設置高さがプロ
ペラ中心線からプロペラチップ高さの間となるように、
プロペラ直前の船体に装備され、前記１条の短冊状のフ
ィンは、船底に平行もしくは平行に近い傾きで、その設
置高さがプロペラ中心線からプロペラチップ高さの間と
なるように、プロペラ直前の船体に装備されることを特
徴とするものである。Subsequently, in order to achieve the above object, a second
The ship fin device according to the invention includes a two-section strip-shaped fin on a side of a single-axis or multi-axis ship on a side where a bilge vortex is generated in a forward direction of a propeller, in a side of a ship below a stern water line, Equipped with gaps in front and back so that the long side of each fin follows the outer plate and the short side of each fin projects in a direction substantially perpendicular to the outer plate, and a bilge vortex that rotates in the opposite direction to the rotation direction of the propeller A ship fin equipped with a single strip-shaped fin on the side of the ship where the fins are generated, with its long side extending along the outer plate and its short side protruding from the outer plate in a substantially right angle direction. In the apparatus, of the two strip-shaped fins, the fin mounted on the front portion has an upward slope starting from a position below the propeller center line height behind the center of the hull, The rear fins are parallel or flat to the bottom of the ship. A slope close to, as installation height that is between the propeller tip height from the propeller center line,
Equipped on the hull just before the propeller, the one strip-shaped fin is inclined parallel or nearly parallel to the bottom of the ship, and its installation height is between the propeller center line and the propeller tip height, so that it is just before the propeller. It is characterized by being equipped on the hull.
【００１０】本発明によれば、プロペラの回転方向と順
廻りのビルジ渦は、前記２条の短冊状フィンにおける前
部フィンによって弱められ、この弱められた順廻りのビ
ルジ渦が前記第１発明において述べたのと同様の作用に
よりプロペラへと導かれる。一方、プロペラの回転方向
と逆廻りのビルジ渦は、弱められることなく前記１条の
短冊状フィンによってその拡散が防止されつつプロペラ
へと導かれる。このため、プロペラ面内では、平均する
と、プロペラの回転と逆廻りの回転流が優勢となり、そ
の結果、回転エネルギーがプロペラにて回収されること
となる。したがって、本発明によれば、前記第１発明の
効果に加え、更に推進効率の向上が図れるという効果を
奏する。According to the present invention, the forward fin of the two strip-shaped fins is weakened by the forward fin of the propeller rotating direction and the weakened forward bilge vortex is reduced by the first invention. Is guided to the propeller by the same action as described in. On the other hand, the bilge vortex in a direction opposite to the rotation direction of the propeller is guided to the propeller while being prevented from being diffused by the one strip fin without being weakened. For this reason, in the propeller plane, on the average, the rotational flow in the direction opposite to the rotation of the propeller becomes dominant, and as a result, rotational energy is recovered by the propeller. Therefore, according to the present invention, in addition to the effect of the first invention, there is an effect that the propulsion efficiency can be further improved.
【００１１】前記第１発明または第２発明において、前
記２条の短冊状のフィンのうち、前部に装備されるフィ
ンと後部に装備されるフィンとの間の略中間位置に、別
体のフィンが装備される（第３発明）ことで、ビルジ渦
が前部フィンから後部フィンにスムーズに誘導されると
いう効果を奏する。In the first invention or the second invention, of the two strip-shaped fins, a separate fin is provided at a substantially intermediate position between a fin provided at a front portion and a fin provided at a rear portion. The provision of the fins (the third invention) has an effect that the bilge vortex is smoothly guided from the front fin to the rear fin.
【００１２】[0012]
【発明の実施の形態】次に、本発明による船舶フィン装
置の具体的な実施の形態について、図面を参照しつつ説
明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, a specific embodiment of a ship fin device according to the present invention will be described with reference to the drawings.
【００１３】図１には、本発明の一実施形態に係る船舶
の要部概略構成図が示されており、右舷側面図（ａ）、
（ａ）におけるＡ−Ａ矢視図（ｂ）および（ａ）におけ
るＢ−Ｂ矢視図（ｃ）がそれぞれ示されている。また、
図２には、本実施形態の船舶フィン装置により、船尾流
れが制御される状態を表す図が示されている。FIG. 1 is a schematic diagram of a main part of a ship according to an embodiment of the present invention, which is a starboard side view (a).
(A) is a view as viewed from the direction of the arrow AA, and (a) is a view as viewed from the direction of the arrow BB (c). Also,
FIG. 2 is a diagram illustrating a state in which the stern flow is controlled by the fin device of the present embodiment.
【００１４】図１に示されるように、本実施形態に係る
船舶１５は、一軸船の船尾構造を有する肥大船型船舶で
あって、船体中央部から船幅が狭くなる船尾１に、舵３
と、後方から見て右回りの回転方向のプロペラ４とが設
けられて構成されている。As shown in FIG. 1, a ship 15 according to the present embodiment is an enlarged ship having a stern structure of a uniaxial ship, and has a stern 1 having a narrower stern from the center of the hull, and a rudder 3.
And a propeller 4 that rotates clockwise when viewed from the rear.
【００１５】このような構成の船舶１５において、本実
施形態の船舶フィン装置２０は、船尾水線２下の両舷１
１，１２に、片舷につき２条の短冊状のフィン５，６を
有してなり、それら両フィン５，６がそれぞれ前後に間
隙をもって外板７に装着されて構成されている。ここ
で、それら両フィン５，６は、共に各フィンの長辺が外
板７に沿い、かつ各フィンの短辺が外板７から略直角方
向に突出するように装着されている。また、それら両フ
ィン５，６のうち、前方に配されるフィン（以下、「前
部フィン」と称する。）５は、船体中央より後方であっ
て船尾垂線８から前方に距離Ｓ（距離Ｓは垂線間長さ
（Ｌｐｐ）の１５％以内）の位置にその取付起点を有
し、またその取付位置がプロペラ４中心線高さ以下で、
かつその取付終点が後方に装着されるフィン６の高さ以
下となるように、後方に向かって上り勾配で装着されて
いる。一方、後方に配されるフィン（以下、「後部フィ
ン」と称する。）６は、船底に平行もしくは平行に近い
傾きで、その取付高さがプロペラ４中心線からプロペラ
チップ高さの間となるように、プロペラ４直前の船体に
装着されている。なお、本実施形態において、前部フィ
ン５は、その長辺長さＬ１がプロペラ４の直径Ｄ以下と
され、また外板７からの突出幅Ｗ１がプロペラ４の直径
Ｄの１０％以下とされている。一方、後部フィン６は、
その長辺長さＬ２がプロペラ４の直径Ｄ以下とされ、外
板７からの突出幅Ｗ２がプロペラ４の直径Ｄの２０％以
下とされている。In the marine vessel 15 having such a configuration, the marine vessel fin device 20 of the present embodiment includes a
Each of the fins 1 and 12 has two strip-shaped fins 5 and 6 on each side, and both fins 5 and 6 are mounted on the outer plate 7 with a gap in front and rear, respectively. Here, both of the fins 5 and 6 are mounted such that the long side of each fin extends along the outer plate 7 and the short side of each fin projects substantially perpendicularly from the outer plate 7. Of these fins 5 and 6, a fin 5 disposed forward (hereinafter referred to as a “front fin”) 5 is located behind the center of the hull and forward from the stern perpendicular 8 by a distance S (distance S). Has a mounting origin at a position within 15% of the perpendicular line length (Lpp), and the mounting position is equal to or less than the centerline height of the propeller 4,
Further, the fins 6 are mounted rearwardly at an upward slope so that the mounting end point is equal to or less than the height of the fins 6 mounted rearward. On the other hand, the rear fins (hereinafter, referred to as "rear fins") 6 are inclined parallel or nearly parallel to the ship bottom, and their mounting height is between the propeller 4 center line and the propeller tip height. Thus, it is mounted on the hull just before the propeller 4. In the present embodiment, the front fin 5, the long side length L 1 is less than the diameter D of the propeller 4 and the protruding width W 1 from the outer plate 7 is 10% or less of the diameter D of the propeller 4 It has been. On the other hand, the rear fin 6
The long side length L 2 is less than the diameter D of the propeller 4, the projecting width W 2 from the outer plate 7 is 20% or less of the diameter D of the propeller 4.
【００１６】このように構成される船舶フィン装置２０
を装備する船舶１５においては、図２に示されるよう
に、船体中央部から船幅が狭くなる船尾１にかけて、船
舶１５の進行方向に沿った軸をもち船底から船側へ回り
込む渦、いわゆるビルジ渦９が発生するとともに、この
ビルジ渦９が船側に当ることで、その船側の近傍に斜め
下方の流れ９ａが発生するが、前部フィン５がその斜め
下方の流れ９ａを遮って、ビルジ渦９を弱めるととも
に、その前部フィン５の下方におけるビルジ渦９の渦形
成を保護しつつ、そのビルジ渦９を順次プロペラ４の前
方へと誘導する。次いで、後部フィン６がこのプロペラ
４の前方に導かれたビルジ渦９の拡散を防止し、かつそ
のビルジ渦９による二次流れを抑制するとともに、プロ
ペラ４の前方における船長方向流れを整流する。この
際、前部フィン５と後部フィン６との間隙から取り込ま
れた船側に沿う流れ１０が先に述べた後部フィン６によ
るビルジ渦９の拡散防止作用およびプロペラ４の前方に
おける整流作用を助長する。こうして、ビルジ渦９に捲
き込まれた境界層の伴流と、より均一にされた流れとを
プロペラ４面内に確実に誘導する。The ship fin device 20 constructed as described above
As shown in FIG. 2, a vortex that has an axis in the direction of travel of the marine vessel 15 from the center of the hull to the stern 1 where the width of the hull is narrow, and is wrapped around the hull from the bottom to the hull, as shown in FIG. 9 and the bilge vortex 9 hits the ship side, so that an obliquely downward flow 9a is generated near the ship side. However, the front fins 5 block the obliquely downward flow 9a, and the bilge vortex 9 And at the same time, guides the bilge vortex 9 forward of the propeller 4 while protecting the bilge vortex 9 from forming below the front fin 5. Then, the rear fin 6 prevents the bilge vortex 9 guided in front of the propeller 4 from diffusing, suppresses the secondary flow caused by the bilge vortex 9, and rectifies the flow in the ship length direction in front of the propeller 4. At this time, the flow 10 along the ship taken in from the gap between the front fins 5 and the rear fins 6 promotes the above-described diffusion prevention of the bilge vortices 9 by the rear fins 6 and the rectification action in front of the propeller 4. . In this way, the wake of the boundary layer entrained in the bilge vortex 9 and the more uniform flow are surely guided in the plane of the propeller 4.
【００１７】本実施形態によれば、前部フィン５および
後部フィン６、加えてこれらフィン５，６の間隙から取
り込まれる船側に沿った流れ１０により、プロペラ４面
内には、伴流と、より均一な流れとが確実に導かれるの
で、伴流利得と推進器効率比とを高めることができ、船
舶１５の推進効率を向上させることができる。また、前
部フィン５によるビルジ渦９の弱勢化、並びに後部フィ
ン６によるビルジ渦９の拡散防止作用およびビルジ渦９
に誘発される二次流れの抑制により、ビルジ渦９に起因
する誘導抵抗が減じられので、船舶１５の船体抵抗を低
減することができる。加えて、前部フィン５と後部フィ
ン６との間隙から取り込まれる船側に沿った流れ１０に
よる整流作用、並びに後部フィン６によるプロペラ４の
前方における整流作用により、船尾１近傍での圧力回復
が成されることから、船舶１５の船体抵抗を更に低減す
ることができる。こうして、推進効率を向上させること
ができ、また船体抵抗を低減させることができるので、
船舶１５の省エネルギー化が図れるという効果を奏す
る。さらに、本実施形態においては、前部フィン５およ
び後部フィン６がいずれも短冊状の簡易な形状とされ、
しかもそれぞれのフィン５，６が独立して配置される構
造とされているので、それらフィン５，６の製作や船体
への装着が簡単に行えて実用化が容易となり、費用対効
果に優れるという効果を奏する。According to this embodiment, the front fins 5 and the rear fins 6 and the flow 10 taken along the ship side from the gaps between the fins 5 and 6 cause a wake in the propeller 4 plane. Since a more uniform flow is reliably guided, the wake gain and the propulsion unit efficiency ratio can be increased, and the propulsion efficiency of the vessel 15 can be improved. In addition, the front fin 5 weakens the bilge vortex 9, the rear fin 6 prevents the bilge vortex 9 from diffusing, and prevents the bilge vortex 9 from diffusing.
As a result, the induced resistance caused by the bilge vortex 9 is reduced, so that the hull resistance of the marine vessel 15 can be reduced. In addition, due to the straightening action by the flow 10 along the ship side taken in from the gap between the front fins 5 and the rear fins 6 and the straightening action in front of the propeller 4 by the rear fins 6, pressure recovery near the stern 1 is achieved. Therefore, the hull resistance of the marine vessel 15 can be further reduced. In this way, the propulsion efficiency can be improved and the hull resistance can be reduced,
There is an effect that energy saving of the ship 15 can be achieved. Further, in the present embodiment, both the front fin 5 and the rear fin 6 have a simple strip shape,
In addition, since the fins 5 and 6 are arranged independently, it is easy to manufacture the fins 5 and 6 and to attach them to the hull, so that the fins 5 and 6 can be put to practical use easily and cost-effectively. It works.
【００１８】以上述べた本実施形態の省エネ効果を確認
するために、本発明者らは、本実施形態の主旨に沿い模
型船による抵抗試験および自航試験を行った。これらの
試験は、模型船に本実施形態で述べた船舶フィン装置２
０を装備した場合と装備しない場合とを比較して行われ
た。その結果が図３乃至図５に示されている。ここで、
図３には、満載状態およびバラスト状態におけるそれぞ
れの抵抗試験結果の剰余抵抗係数を比較する図が、図４
には、満載状態における自航試験結果の自航要素を比較
する図が、図５には、バラスト状態における自航試験結
果の自航要素を比較する図がそれぞれ示されている。な
お、模型船に装着される本実施形態に係る前部フィン５
の主要寸法は、プロペラ直径Dに対して、長辺長さL１＝
D、突出幅W１＝０．０７Dであり、一方、同後部フィン
６の主要寸法は、長辺長さL２＝０．８０D、突出幅W２
＝０．１０Dである。The present inventors conducted a resistance test and a self-propulsion test using a model ship in accordance with the gist of the present embodiment in order to confirm the energy saving effect of the present embodiment described above. These tests were performed on the ship fin device 2 described in this embodiment on the model ship.
The comparison was made between the case with 0 and the case without. The results are shown in FIGS. here,
FIG. 3 is a diagram comparing the surplus resistance coefficients of the respective resistance test results in the full load state and the ballast state.
FIG. 5 shows a diagram comparing self-propulsion factors of self-propulsion test results in a full load state, and FIG. 5 shows a diagram comparing self-propulsion components of self-propulsion test results in a ballast state. In addition, the front fin 5 according to the present embodiment, which is mounted on a model ship,
Is the main dimension of the long side length L 1 =
D, the projection width W 1 = 0.07D, while the main dimensions of the rear fin 6 are long side length L 2 = 0.80D, projection width W 2
= 0.10D.
【００１９】図３乃至図５に示されるように、満載状態
およびバラスト状態のいずれにおいても、本実施形態の
船舶フィン装置２０を装備することにより、抵抗および
自航要素が改善されているのが読み取れ、同一船速で推
進馬力を比較すると、本実施形態の船舶フィン装置２０
を装備しない場合に比べて、満載状態では約３．５％の
改善が、バラスト状態では６．５％の改善がそれぞれ図
られているのが確認された。As shown in FIGS. 3 to 5, the resistance and the self-propelled element are improved by equipping the ship fin device 20 of this embodiment in both the full-load state and the ballast state. Comparing the propulsion horsepower at the same boat speed,
It was confirmed that compared to the case where the device was not equipped, an improvement of about 3.5% was achieved in the full load state, and an improvement of 6.5% in the ballast state.
【００２０】次に、本実施形態の変形例について説明す
る。Next, a modification of this embodiment will be described.
【００２１】本変形例は、本実施形態において、プロペ
ラ４の回転方向と順廻りのビルジ渦が発生する側の船
舷、すなわち左舷１２には本実施形態に係る前部フィン
５および後部フィン６をそれぞれ当該実施形態で述べた
のと同様にして装備し、一方、プロペラ４の回転方向と
逆廻りのビルジ渦が発生する側の船舷、すなわち右舷１
１には本実施形態に係る後部フィン６のみを当該実施形
態で述べたのと同様にして装備してなる例である。In this modification, the front fin 5 and the rear fin 6 according to the present embodiment are provided on the side of the ship on which the bilge vortex is generated in the forward direction of the propeller 4, that is, on the port 12. Each of them is equipped in the same manner as described in the embodiment, while, on the other hand, the ship side on the side where the bilge vortex is generated in a direction opposite to the rotation direction of the propeller 4, that is, the starboard 1
1 is an example in which only the rear fin 6 according to the present embodiment is equipped in the same manner as described in the embodiment.
【００２２】このような構成の本変形例では、左舷１２
における前部フィン５がそのプロペラ４の回転方向と順
廻りのビルジ渦を弱め、本実施形態と同様に、その弱め
られた順廻りのビルジ渦をプロペラ４へと誘導する。一
方、プロペラ４の回転方向と逆廻りのビルジ渦について
はその勢力を弱めることなく右舷１１の後部フィン６で
その拡散を防止しつつプロペラ４へと誘導する。こうし
て、プロペラ４面内において、プロペラ４の回転方向に
対して逆廻りの回転流が平均して優勢となるようにす
る。In this modified example of such a configuration, the port 12
The front fins 5 in FIG. 5 weaken the forward bilge vortex in the direction of rotation of the propeller 4 and guide the weakened forward bilge vortex to the propeller 4 as in the present embodiment. On the other hand, the bilge vortex in the direction opposite to the rotation direction of the propeller 4 is guided to the propeller 4 while preventing its diffusion by the rear fins 6 on the starboard side 11 without weakening its power. In this way, in the plane of the propeller 4, the rotational flow in the direction opposite to the rotational direction of the propeller 4 is made to be dominant on average.
【００２３】本変形例によれば、プロペラ４面内におい
ては、プロペラ４の回転方向に対して逆廻りの回転流が
平均して優勢である状態とされるので、回転エネルギー
をプロペラ４で回収することができ、本実施形態の効果
に加えて、更に推進効率の向上が図れるという効果を奏
する。According to the present modification, in the plane of the propeller 4, the rotational flow in the direction opposite to the rotational direction of the propeller 4 is on average predominant, so that the rotational energy is collected by the propeller 4. Therefore, in addition to the effects of the present embodiment, there is an effect that the propulsion efficiency can be further improved.
【００２４】ここで、本変形例の主旨は、プロペラ４面
内において、プロペラ４の回転方向に対して逆廻りの回
転流が平均して優勢となるようにし、回転エネルギーを
プロペラ４で回収することによって、推進効率を向上さ
せようとすることであるが、この主旨に沿えば、前述し
た本実施形態において、左舷１２および右舷１１の各舷
にそれぞれ装備される前部フィン５および後部フィン６
の配置を適宜調整することにより、特に、左舷１２側の
前部フィン５はビルジ渦を弱勢化させる観点での配置と
し、これに対して、右舷１１側の前部フィン５は左舷１
２側に対して相対的にビルジ渦を強勢化させる観点での
配置とすることにより、本変形例で述べたような回転エ
ネルギーのプロペラ４での回収による推進効率の向上を
図ることができる。Here, the gist of the present modification is that, in the plane of the propeller 4, the rotational flow in the direction opposite to the rotational direction of the propeller 4 is made to be dominant on average, and the rotational energy is collected by the propeller 4. Therefore, in order to improve the propulsion efficiency, according to the gist, in the above-described embodiment, the front fin 5 and the rear fin 6 provided on each of the port 12 and the starboard 11 respectively.
The front fins 5 on the port 12 side are particularly arranged from the viewpoint of weakening the bilge vortex, while the front fins 5 on the starboard 11 side are adjusted by appropriately adjusting the arrangement of the port 1 side.
By arranging the bilge vortex relatively intense relative to the two sides, it is possible to improve the propulsion efficiency by collecting the rotational energy with the propeller 4 as described in the present modification.
【００２５】本実施形態または本変形例において、前部
フィン５と後部フィン６との間の略中間位置の外板７
に、別体のフィンを装着しても良い。このようにすれ
ば、ビルジ渦９を前部フィン５から後部フィン６へ向け
てスムーズに誘導することができる。In the present embodiment or the present modification, the outer plate 7 at a substantially intermediate position between the front fin 5 and the rear fin 6 is provided.
Alternatively, a separate fin may be attached. By doing so, the bilge vortex 9 can be smoothly guided from the front fin 5 to the rear fin 6.
【図１】図１は、本発明の一実施形態に係る船舶の要部
概略構成図であり、（ａ）は右舷側面図、（ｂ）は
（ａ）におけるＡ−Ａ矢視図、（ｃ）は（ａ）における
Ｂ−Ｂ矢視図である。FIG. 1 is a schematic diagram of a main part of a ship according to an embodiment of the present invention, in which (a) is a starboard side view, (b) is an AA arrow view in (a), (c) is a view on arrow BB in (a).
【図２】図２は、本実施形態の船舶フィン装置により、
船尾流れが制御される状態を表す図である。FIG. 2 is a diagram showing a ship fin device according to the present embodiment;
It is a figure showing the state where stern flow is controlled.
【図３】図３は、満載状態およびバラスト状態における
それぞれの抵抗試験結果の剰余抵抗係数を比較する図で
ある。FIG. 3 is a diagram for comparing surplus resistance coefficients of respective resistance test results in a full load state and a ballast state.
【図４】図４は、満載状態における自航試験結果の自航
要素を比較する図である。FIG. 4 is a diagram comparing self-propulsion factors of self-propulsion test results in a fully loaded state.
【図５】図５は、バラスト状態における自航試験結果の
自航要素を比較する図である。FIG. 5 is a diagram comparing self-propelled elements of a self-propelled test result in a ballast state.
【図６】図６（ａ）（ｂ）は、従来の船舶フィン装置を
説明する図であり、（ａ）は船尾船体に一条フィンが装
着された例、（ｂ）は船尾船体に三角形状フィンが装着
された例である。6 (a) and 6 (b) are diagrams illustrating a conventional fin device of a ship, wherein (a) shows an example in which a single fin is mounted on the stern hull, and (b) shows a triangular shape on the stern hull. This is an example in which fins are mounted.
１ 船尾船体 ２ 水線 ３ 舵 ４ プロペラ ５ 前部フィン ６ 後部フィン ７ 外板 ８ 船尾垂線 ９ ビルジ渦 １１ 右舷 １２ 左舷 １５ 船舶 ２０ 船舶フィン装置 DESCRIPTION OF SYMBOLS 1 Stern hull 2 Waterline 3 Rudder 4 Propeller 5 Front fin 6 Rear fin 7 Skin 8 Stern perpendicular 9 Bilge vortex 11 Starboard 12 Portside 15 Ship 20 Ship fin device
Claims (3)
舷または片舷に、片舷につき２条の短冊状のフィンを、
各フィンの長辺が外板に沿うように、かつ各フィンの短
辺が外板から略直角方向に突出するように、それぞれ前
後に間隙をもって装備してなる船舶フィン装置であっ
て、 これら前後に装備されるフィンのうち、前部に装備され
るフィンは、船体中央より後方でプロペラ中心線高さ以
下の位置を起点として後方に向かって上り勾配とされ、
後部に装備されるフィンは、船底に平行もしくは平行に
近い傾きで、その設置高さがプロペラ中心線からプロペ
ラチップ高さの間となるように、プロペラ直前の船体に
装備されることを特徴とする船舶フィン装置。1. A strip-shaped fin having two strips per side on either side or under the stern water line of a single-axis or multi-axis ship,
A marine fin device, which is equipped with a gap in front and rear so that the long side of each fin is along the outer plate and the short side of each fin projects in a substantially right angle direction from the outer plate, Of the fins mounted on the fin, the fin mounted on the front is inclined upward toward the rear starting from a position below the propeller center line height behind the center of the hull,
The rear fins are mounted on the hull immediately before the propellers so that the fins are parallel or nearly parallel to the bottom of the ship, and the installation height is between the propeller centerline and the propeller tip height. Ship fin device.
舷のうち、プロペラの回転方向と順廻りのビルジ渦が発
生する側の船舷に、２条の短冊状のフィンを、各フィン
の長辺が外板に沿うように、かつ各フィンの短辺が外板
から略直角方向に突出するように、それぞれ前後に間隙
をもって装備し、プロペラの回転方向と逆廻りのビルジ
渦が発生する側の船舷に、１条の短冊状のフィンを、そ
の長辺が外板に沿うように、かつその短辺が外板から略
直角方向に突出するように装備してなる船舶フィン装置
であって、 前記２条の短冊状のフィンのうち、前部に装備されるフ
ィンは、船体中央より後方でプロペラ中心線高さ以下の
位置を起点として後方に向かって上り勾配とされ、後部
に装備されるフィンは、船底に平行もしくは平行に近い
傾きで、その設置高さがプロペラ中心線からプロペラチ
ップ高さの間となるように、プロペラ直前の船体に装備
され、 前記１条の短冊状のフィンは、船底に平行もしくは平行
に近い傾きで、その設置高さがプロペラ中心線からプロ
ペラチップ高さの間となるように、プロペラ直前の船体
に装備されることを特徴とする船舶フィン装置。2. Two strip-shaped fins are provided on each side of a single-axis or multi-axis ship on the side where a bilge vortex is generated in the forward direction of the propeller, among the ports below the stern water line. Equipped with gaps at the front and back so that the long side of the fin follows the outer plate and the short side of each fin protrudes from the outer plate in a substantially right angle direction, a bilge vortex occurs in the direction opposite to the propeller rotation direction. A ship fin device equipped with a single strip-shaped fin on the side of the ship, with its long side extending along the outer plate and its short side protruding in a direction substantially perpendicular to the outer plate. Of the two strip-shaped fins, the fin mounted on the front portion is inclined upward toward the rear starting from a position below the centerline height of the propeller behind the center of the hull, and has a rearward slope. Equipped fins are parallel or nearly parallel to the bottom of the ship The strip-shaped fins are installed on the hull just before the propeller so that the installation height is between the propeller center line and the propeller tip height. A marine fin device mounted on a hull immediately before a propeller so that a height is between a propeller centerline and a propeller tip height.
に装備されるフィンと後部に装備されるフィンとの間の
略中間位置に、別体のフィンが装備される請求項１また
は２に記載の船舶フィン装置。3. A separate fin is provided at a substantially intermediate position between a fin provided on a front part and a fin provided on a rear part among the two strip-shaped fins. Or a ship fin device according to 2.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001169928A JP3808726B2 (en) | 2001-06-05 | 2001-06-05 | Ship finning equipment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001169928A JP3808726B2 (en) | 2001-06-05 | 2001-06-05 | Ship finning equipment |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2002362485A true JP2002362485A (en) | 2002-12-18 |
| JP3808726B2 JP3808726B2 (en) | 2006-08-16 |
Family
ID=19011941
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001169928A Expired - Fee Related JP3808726B2 (en) | 2001-06-05 | 2001-06-05 | Ship finning equipment |
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| Country | Link |
|---|---|
| JP (1) | JP3808726B2 (en) |
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| JP2008105438A (en) * | 2006-10-23 | 2008-05-08 | Shin Kurushima Dockyard Co Ltd | Stern fin |
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| KR101012310B1 (en) | 2005-03-11 | 2011-02-09 | 가부시키 가이샤 가와사키 조센 | Stern structure of ship |
| ES2485016R1 (en) * | 2005-06-20 | 2014-09-18 | Samsung Heavy Ind. Co., Ltd. | FLOW CONTROL MECHANISM FOR BOAT WITH REFRIGERATION SYSTEM. |
| GB2454426B (en) * | 2006-09-01 | 2012-02-29 | Samsung Heavy Ind | Flow control mechanism for improving pressure resistance and hull vibration |
| ES2342916A1 (en) * | 2006-09-01 | 2010-07-16 | Samsung Heavy Ind. Co. Ltd. | Flow control mechanism for improving pressure resistance and hull vibration |
| US7857672B2 (en) | 2006-09-01 | 2010-12-28 | Samsung Heavy Ind. Co., Ltd. | Flow control device for improving pressure resistance and hull vibration |
| GB2454426A (en) * | 2006-09-01 | 2009-05-06 | Samsung Heavy Ind | Flow control mechanism for improving pressure resistance and hull vibration |
| WO2008026903A1 (en) * | 2006-09-01 | 2008-03-06 | Samsung Heavy Ind. Co., Ltd. | Flow control mechanism for improving pressure resistance and hull vibration |
| JP2008105438A (en) * | 2006-10-23 | 2008-05-08 | Shin Kurushima Dockyard Co Ltd | Stern fin |
| JP4639176B2 (en) * | 2006-10-23 | 2011-02-23 | 株式会社新来島どっく | Stern fin arrangement structure |
| JP2010006175A (en) * | 2008-06-25 | 2010-01-14 | Sumitomo Heavy Industries Marine & Engineering Co Ltd | Hull structure |
| JP2012086729A (en) * | 2010-10-21 | 2012-05-10 | Shin Kurushima Dockyard Co Ltd | Stern fin |
| JP2012158210A (en) * | 2011-01-31 | 2012-08-23 | Shin Kurushima Dockyard Co Ltd | Complex fin |
| KR101358126B1 (en) | 2011-09-28 | 2014-02-07 | 삼성중공업 주식회사 | Ship |
| JP2014028551A (en) * | 2012-07-31 | 2014-02-13 | Sumitomo Heavy Industries Marine & Engineering Co Ltd | Enlarged ship |
| WO2016140398A1 (en) * | 2015-03-04 | 2016-09-09 | 한국해양과학기술원 | Asymmetric wake generating vortex generator for reducing propeller noise and vibration |
| KR20160107558A (en) * | 2015-03-04 | 2016-09-19 | 한국해양과학기술원 | vortex generator makes asymmetric wake for reducing propeller induced noise and vibration |
| KR101661584B1 (en) | 2015-03-04 | 2016-10-10 | 한국해양과학기술원 | vortex generator makes asymmetric wake for reducing propeller induced noise and vibration |
| KR101792718B1 (en) * | 2016-11-30 | 2017-11-02 | 재단법인한국조선해양기자재연구원 | Counter swirl generating system for ship with vortex generator and flow direction controller |
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|---|---|
| JP3808726B2 (en) | 2006-08-16 |
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