JP2012086766A - Stern bottom slat and ship with stern bottom slat - Google Patents

Stern bottom slat and ship with stern bottom slat Download PDF

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JP2012086766A
JP2012086766A JP2010236985A JP2010236985A JP2012086766A JP 2012086766 A JP2012086766 A JP 2012086766A JP 2010236985 A JP2010236985 A JP 2010236985A JP 2010236985 A JP2010236985 A JP 2010236985A JP 2012086766 A JP2012086766 A JP 2012086766A
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stern
slat
plate
ship
ship bottom
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JP5765680B2 (en
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Masahiro Kishimoto
雅裕 岸本
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National Maritime Research Institute
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    • 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
    • Y02T70/10—Measures concerning design or construction of watercraft hulls
    • 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

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Abstract

PROBLEM TO BE SOLVED: To provide a stern bottom slat that reduces an increase of ship resistance by a two-dimensional peeling, even if a stern thickening of two-stern ship is increased than before, and enhances a propulsion efficiency by wake increase by preventing propulsion vibration.SOLUTION: The stern bottom slat is equipped in the two-stern ship having: two stern parts 11a and 11b; and a bottom outer board 12A arranged between the two stern parts 11a and 11b and slantedly rising toward the stern. The slat includes: a slat plate 13A arranged along the spaced-apart bottom outer board 12A, while its front end is positioned at or above a bottom base line; and mounting units 14a and 14b for mounting the slat plate 13A between the two stern parts 11a and 11b. The two-dimensional peeling of a bottom flow in the bottom outer board 12A is prevented by the slat plate 13A.

Description

本発明は、双船尾船又はスプリットスターン船型と呼ばれ、二つの船尾部を有する船舶に関する。   The present invention relates to a ship called a twin stern or split stern hull and having two stern parts.

二つの船尾部を有する船舶（以下双船尾船と称す）は２軸船の一種である。双船尾船に関しては、既に多くの研究が行われ、一部には実船として採用されてもいるが、就航隻数はごく限られている。
１軸船では一つのプロペラが負担する推力（プロペラ荷重度）が過大になりキャビテーションが生じる不都合がある。
プロペラを２軸にする最大の目的は、２軸にすることで推力を分散し、上記プロペラ荷重度を下げることにより、プロペラ効率を向上させることにある。しかしながら、１軸船で最大限に利用している伴流が通常の２軸船では半減し、いわゆるプロペラ船後効率の悪化により、総合推進効率では１軸船より劣ることになる。 A ship having two stern parts (hereinafter referred to as a twin stern ship) is a kind of biaxial ship. A lot of research has already been done on twin sterns, and some have been adopted as actual ships, but the number of ships in service is very limited.
In a single-shaft ship, there is an inconvenience that a thrust (propeller load degree) borne by one propeller becomes excessive and cavitation occurs.
The main purpose of setting the propeller to two axes is to improve propeller efficiency by using two axes to disperse the thrust and lowering the propeller load. However, the wake that is maximally utilized in a single-shaft ship is halved in a normal twin-shaft ship, and the overall propulsion efficiency is inferior to that of a single-shaft ship due to the deterioration of the so-called propeller ship efficiency.

ここで、図１４に１軸船の要部側面図、図１５に１軸船の要部断面図、図１６に通常の２軸船の要部側面図、図１７に通常の２軸船の要部断面図、図１８に１軸船と通常の２軸船における伴流の等速線図を示す。
１軸船では、図１４及び図１５に示すように、船体１１０の船尾部１１１に一つのプロペラ１１５が設けられている。船尾部１１１及びプロペラ１１５は、船体中心線１２０上に設けられている。
これに対して、通常の２軸船では、図１６及び図１７に示すように、船体１１０の船尾部１１１を挟んで二つのプロペラ１１５が設けられている。船尾部１１１は、船体中心線１２０上に設けられ、プロペラ１１５は、船体中心線１２０に対して対称に設けられている。
上記の構成による１軸船及び通常の２軸船における伴流は、図１８に示すように船体中心線１２０に近いほど大きく、船体中心線１２０から離れると小さくなる。
１軸船では、図１８（ａ）に示すように、大きな伴流の位置にプロペラ１１５が配置されているので、伴流を最大限に利用している。
これに対して、通常の２軸船では、図１８（ｂ）に示すように、大きな伴流の位置にプロペラ１１５が配置されないため、伴流を十分に利用することができない。
そこで、２軸船において、伴流を利用してプロペラ船後効率の改善を図るため、船尾部を左右一対とした双船尾船が提案されている。 14 is a side view of the main part of the single-axle ship, FIG. 15 is a cross-sectional view of the main part of the single-axis ship, FIG. 16 is a side view of the main part of the normal biaxial ship, and FIG. FIG. 18 is a cross-sectional view of the main part, and FIG.
In the single-shaft ship, as shown in FIGS. 14 and 15, one propeller 115 is provided at the stern portion 111 of the hull 110. The stern part 111 and the propeller 115 are provided on the hull center line 120.
On the other hand, in a normal biaxial ship, as shown in FIGS. 16 and 17, two propellers 115 are provided with a stern part 111 of the hull 110 interposed therebetween. The stern portion 111 is provided on the hull center line 120, and the propeller 115 is provided symmetrically with respect to the hull center line 120.
As shown in FIG. 18, the wake in the uniaxial ship and the normal biaxial ship having the above-described configuration becomes larger as it is closer to the hull center line 120 and becomes smaller as it is away from the hull center line 120.
In the single-shaft ship, as shown in FIG. 18A, the propeller 115 is disposed at a large wake position, so that the wake is utilized to the maximum extent.
On the other hand, in a normal biaxial ship, as shown in FIG.18 (b), since the propeller 115 is not arrange | positioned in the position of a big wake, a wake cannot fully be utilized.
Therefore, in order to improve the efficiency of the propeller ship using the wake in a biaxial ship, a twin stern ship with a pair of stern parts on the left and right has been proposed.

しかしながら双船尾船では、船型が複雑になることで浸水表面積が増加して摩擦抵抗が増加するという宿命的な短所のほかに、双船尾間の流れが意外に速く、１軸船並みの伴流が得られないのが一般的である。
このようなことから、双船尾船は船の幅が極端に広い、あるいは喫水が浅くて大きなプロペラが装備できないなどの特殊な条件にある船を除いて採用されていない。
近年になって、船内から推進軸を船尾側に出してプロペラを装備する通常のプロペラに替わって、船尾に吊すように装備するＰＯＤ推進器が使えるようになり、双船尾で最も総合推進効率の良くなる場所にＰＯＤを装備しようという動きがあり、研究レベルでは成果が上がっている。 However, in the twin stern, the complicated hull form increases the submerged surface area and increases the frictional resistance. In addition, the flow between the twin sterns is surprisingly fast, and the wake is similar to that of a single-axle ship. Is generally not obtained.
For this reason, twin stern ships are not used except for ships with special conditions such as extremely wide ships or shallow drafts that cannot be equipped with large propellers.
In recent years, POD propulsion equipment that can be hung on the stern can be used in place of a normal propeller equipped with a propeller by taking the propulsion shaft from the stern to the stern side. There is a movement to equip POD in places where it gets better, and results have been achieved at the research level.

なお、本出願人は、船尾部の船底下面が船尾端に向かって緩やかに上昇するように傾斜した船舶において、船尾部の後部から水中に垂下したポッドプロペラを備え、水平な船底下面から傾斜した船底下面に移行する部分で、航行時に水の流れが剥離を起こさずにプロペラに流入するように、傾斜した船底下面の前端部にフィンを装着したものを提案している（特許文献１）。
また、特許文献２では、ポッド推進装置の前方における船尾フレームに、中央部が幅の狭い垂直部を持たせ、この垂直部の左右両側に整流フィンを取り付けたものを提案している。
また、特許文献３では、双船尾船において、スケグ内部の上昇流の流れでフィンを利用して前進力を得るとともに、このフィンによりスケグ内部の流れを整流してプロペラ面に流入する非対称流れを抑制して、プロペラ起振力を低減することを提案している。
また、特許文献４では、一対の外回りプロペラを有する２軸船について、各プロペラに流入する伴流の分布を改善するフィンを設けることで推進性能向上用船尾フィン付き２軸船を提案している。
また、特許文献５では、船尾部の海水浸水部に、翼型断面形状を有する船尾部フィンを設けることで船体抵抗低減を図ることを提案している。
また、特許文献６では、船側平坦部後縁近傍の後方にて、この平坦部後縁から船尾に沿い、かつ外板にほぼ平行に設けるフィンを提案している。 In addition, the present applicant has a pod propeller suspended in water from the rear part of the stern part in a ship inclined so that the bottom surface of the stern part gradually rises toward the stern end, and is inclined from the bottom bottom surface of the horizontal ship. There has been proposed a structure in which fins are attached to the front end portion of the inclined bottom surface of the bottom of the ship so that the water flow flows into the propeller without causing separation during navigation at the portion that transitions to the bottom surface of the bottom of the boat (Patent Document 1).
Patent Document 2 proposes a stern frame in front of the pod propulsion device in which a vertical portion having a narrow central portion is provided and rectifying fins are attached to both the left and right sides of the vertical portion.
Further, in Patent Document 3, in the twin stern boat, a forward force is obtained by using fins in the flow of the upward flow inside the skeg, and the asymmetric flow flowing into the propeller surface is rectified by this fin and the flow inside the skeg is rectified. It has been proposed to suppress and reduce the propeller vibration force.
Patent Document 4 proposes a biaxial ship with a stern fin for improving propulsion performance by providing fins for improving the distribution of the wake flowing into each propeller for a biaxial ship having a pair of outer propellers. .
Further, Patent Document 5 proposes to reduce hull resistance by providing stern fins having a wing-shaped cross-sectional shape in a seawater flooded portion of the stern.
Further, Patent Document 6 proposes a fin provided along the stern from the rear edge of the flat part and substantially parallel to the outer plate at the rear in the vicinity of the rear edge of the ship side flat part.

特開２００５−２８０７０９号公報JP 2005-280709 A 特開２００５−２５５０５９号公報JP 2005-255059 A 特開２００８−２４７３２２号公報JP 2008-247322 A 特開平１１−２０７８９号公報Japanese Patent Laid-Open No. 11-20789 特開平０８−１７５４７８号公報Japanese Patent Laid-Open No. 08-175478 実願昭６２−１９４６９２号（実開昭６４−２５９９０号）の願書に添付した明細書及び図面の内容を撮影したマイクロフィルム（平成元年２月１４日特許庁発行）A microfilm in which the description and drawings attached to the application for Japanese Utility Model Sho 62-194692 (Japanese Utility Model Publication No. 64-25990) are photographed (issued by the Patent Office on February 14, 1989)

しかしながら、双船尾船では、通常のプロペラに替わってＰＯＤ推進器を用いても、二つの船尾部の間に配置される船底外板部の流れが意外に速く、伴流の利用が少ないという点では本質的な問題は解決されない。
本発明者は、船尾の肥大度を増加させることで船底外板部における流れを遅くできることに着目した。船尾の肥大度を増加させれば、伴流が増加して推進効率を向上できるほか、貨物の積載量も増えるという一石二鳥の効果がある。
ところが、二つの船尾部の間の伴流を大きくしようとすると、船体中央から船尾に向かう船底の傾斜を大きくすることになり、流れが途中で剥離して、いわゆる死水域が発生する二次元剥離が起こり、船体抵抗が大幅に増加し、プロペラの振動も増加することになる。 However, in a twin stern ship, even if a POD propulsion device is used instead of a normal propeller, the flow of the bottom shell plate arranged between the two stern parts is surprisingly fast, and the use of wakes is low. So the essential problem is not solved.
The inventor has paid attention to the fact that the flow in the bottom shell plate can be slowed by increasing the degree of enlargement of the stern. Increasing the degree of stern enlargement can increase the wake and improve propulsion efficiency, and also has the effect of two birds with one stone, increasing the cargo load.
However, when trying to increase the wake between the two stern parts, the inclination of the bottom of the ship from the center of the hull toward the stern increases, and the flow separates in the middle, creating a so-called dead water area. Occurs, hull resistance increases significantly, and propeller vibration also increases.

なお、特許文献１及び特許文献２は１軸船であり、二つの船尾部の間に配置される船底外板部の流れが速いために伴流を利用できないという双船尾船における課題が生じるものではない。
これに対して特許文献３は双船尾船であり、二つの船尾部の間に設けたフィンで前進力を得るとともに、流れを整流するものであり、船尾の肥大度によって伴流増加を図るものでないために二次元剥離が生じやすいという構造でなく、フィンも二次元剥離を防止できるものではない。
また特許文献４も双船尾船であるが、フィンは伴流の分布改善を図ることができる構成であり、このフィンによっては二次元剥離を防止できない。
特許文献５における翼型断面形状を有する船尾部フィンは、前進方向成分の推力を得るためのものであり、特許文献６における外板にほぼ平行に設けるフィンは、ショルダー部の剥離を防止するものであり、また、いずれも１軸船であり、二つの船尾部の間に配置される船底外板部の流れが速いために伴流を利用できないという双船尾船における課題が生じるものではない。 Patent Document 1 and Patent Document 2 are uniaxial ships, and the problem arises in a twin stern ship that the wake cannot be used because the flow of the bottom shell plate arranged between the two stern parts is fast. is not.
On the other hand, Patent Document 3 is a twin stern, which obtains a forward force with a fin provided between two stern parts and rectifies the flow, and increases the wake according to the degree of enlargement of the stern. Therefore, the two-dimensional separation is not likely to occur, and the fins cannot prevent two-dimensional separation.
Patent Document 4 is also a twin stern, but the fin has a configuration capable of improving the distribution of the wake, and this fin cannot prevent two-dimensional separation.
The stern fin having the airfoil cross-sectional shape in Patent Document 5 is for obtaining thrust in the forward direction component, and the fin provided in parallel with the outer plate in Patent Document 6 prevents the shoulder portion from peeling off. In addition, since both are single-shaft ships and the flow of the bottom shell plate arranged between the two stern parts is fast, there is no problem in the twin stern ship that the wake cannot be used.

そこで、本発明は、船体中央から船尾に向けて船底が傾斜を持って立ち上がる船底外板部に、飛行機の翼に装備されるスラットに類似の付加物を装備することにより、双船尾船の船尾肥大度を従来より大きくしても、二次元剥離による船体抵抗の増加を抑え、プロペラ振動を防止して、伴流増加による推進効率の向上を図ることを目的とする。   Therefore, the present invention provides a stern for a twin stern stern by equipping an addend similar to a slat equipped on a wing of an airplane on a bottom shell plate that rises with a slope from the center of the hull toward the stern. The purpose is to suppress the increase in hull resistance due to two-dimensional separation, prevent propeller vibration, and improve the propulsion efficiency due to increased wake even if the degree of enlargement is increased.

請求項１記載に対応した船尾船底スラットにおいては、二つの船尾部を有し、二つの船尾部の間に配置される船底外板部が船尾に向けて傾斜を持って立ち上がる双船尾船に設ける船尾船底スラットにおいて、船底外板部に間隙を持たせて沿わせ、前縁を船底基線又は船底基線より上方に位置させて配置するスラット板と、スラット板を船尾部の間に設ける取付手段とを備え、スラット板により船底外板部における船底流れの二次元剥離を防止することを特徴とする。請求項１に記載の本発明によれば、双船尾船の船尾肥大度を従来より大きくしても、二次元剥離による船体抵抗の増加を抑え、プロペラ振動を防止して、伴流増加による推進効率の向上を図ることができる。また、請求項１に記載の本発明によれば、スラット板の前縁を、船底基線又は船底基線より上方に位置させて配置することにより、スラット板が航行時の抵抗となることを防止できる。
請求項２記載の本発明は、請求項１に記載の船尾船底スラットにおいて、スラット板の前縁を、船尾部のプロペラ軸よりも下方に配置することを特徴とする。請求項２に記載の本発明によれば、プロペラ軸よりも下方において二次元剥離が生じやすいために、二次元剥離防止効果が高い。
請求項３記載の本発明は、請求項１又は請求項２に記載の船尾船底スラットにおいて、スラット板を、曲がり板の単板構造又は翼型断面の厚さの中心線が曲線である翼型の複板構造で構成し、単板構造の凸面又は複板構造の翼型断面の厚さの中心線の凸側の面を船尾側として設けることを特徴とする。請求項３に記載の本発明によれば、船底流れを船底外板部の方向に導くことができ、二次元剥離を防止することができる。
請求項４記載の本発明は、請求項１又は請求項２に記載の船尾船底スラットにおいて、スラット板を、平板の単板構造又は翼型断面の厚さの中心線が直線である対称翼型の複板構造で構成し、船底外板部との距離が後縁で前縁より近づくように設けることを特徴とする。請求項４に記載の本発明によれば、船底外板部と流線が平行でない場合でも、船底流れを船底外板部の方向に導くことができ、二次元剥離を防止することができる。
請求項５記載の本発明は、請求項１から請求項４に記載の船尾船底スラットにおいて、スラット板を、船底外板部に沿う船底流れが前縁より下流側で加速するように船底外板部に対して仰角を持たせて設けることを特徴とする。請求項５に記載の本発明によれば、船底外板部に沿う流れを加速することで二次元剥離を防止することができる。
請求項６記載の本発明は、請求項１から請求項５に記載の船尾船底スラットにおいて、スラット板の前縁が、船底外板部における最大傾斜箇所よりも船首側となる位置に、スラット板を設けることを特徴とする。請求項６に記載の本発明によれば、二次元剥離が生じやすい位置に船底流れを導くことができる。
請求項７記載の本発明は、請求項１から請求項５に記載の船尾船底スラットにおいて、スラット板の前縁が、船底外板部に沿う船底流れが２次元剥離を起こす箇所よりも船首側となる位置に、スラット板を設けることを特徴とする。請求項７に記載の本発明によれば、二次元剥離が生じやすい位置に船底流れを導くことができる。
請求項８記載の本発明は、請求項１から請求項７に記載の船尾船底スラットにおいて、スラット板を、船底外板部に沿う船底流れの方向に、複数個設けることを特徴とする。請求項８に記載の本発明によれば、例えば船底外板部の傾斜が大きい場合や船底外板部が長い場合に、複数個のスラット板によって複数箇所で発生する二次元剥離を効果的に防止することができる。
請求項９記載の本発明は、請求項１から請求項８に記載の船尾船底スラットにおいて、取付手段が、二つの船尾部及び／又は船底外板部にスラット板を固定して設ける固定取付構造であることを特徴とする。請求項９に記載の本発明によれば、船底流れの二次元剥離を防止するためであるため、可動取付構造である必要はなく、固定取付構造によって安全性を確保して二次元剥離を効果的に防止できる。
請求項１０記載に対応した船尾船底スラット付き船舶においては、請求項１から請求項９のいずれかに記載の船尾船底スラットを備えることを特徴とする。請求項１０に記載の本発明によれば、船尾の肥大度を増加させることができ、伴流が増加して推進効率を向上できるほか、貨物の積載量も増える船舶を実現できる。 The stern bottom slat according to claim 1 is provided in a twin stern having two stern portions, and a stern outer plate portion disposed between the two stern portions rises with an inclination toward the stern. In the stern bottom slat, a slat plate that is arranged with a gap in the bottom shell plate and with the leading edge positioned above the bottom base line or the bottom base line, and mounting means for providing the slat plate between the stern parts And the two-dimensional separation of the ship bottom flow in the ship bottom outer plate portion is prevented by the slat plate. According to the first aspect of the present invention, even if the stern enlargement of the twin stern is larger than before, the increase in hull resistance due to two-dimensional separation is suppressed, propeller vibration is prevented, and propulsion due to increased wake is achieved. Efficiency can be improved. Further, according to the present invention described in claim 1, the slat plate can be prevented from becoming resistance during navigation by disposing the front edge of the slat plate so as to be positioned above the bottom base line or the bottom base line. .
According to a second aspect of the present invention, in the stern bottom slat according to the first aspect, the front edge of the slat plate is disposed below the propeller shaft of the stern part. According to the second aspect of the present invention, since the two-dimensional peeling is likely to occur below the propeller shaft, the two-dimensional peeling preventing effect is high.
According to a third aspect of the present invention, in the stern bottom slat according to the first or second aspect, the slat plate is an airfoil having a curved single plate structure or a center line of the thickness of the airfoil cross section. The convex surface of the single plate structure or the convex side surface of the center line of the thickness of the airfoil cross section of the double plate structure is provided as the stern side. According to the third aspect of the present invention, the ship bottom flow can be guided in the direction of the ship bottom skin, and two-dimensional separation can be prevented.
According to a fourth aspect of the present invention, in the stern bottom slat according to the first or second aspect, the slat plate is a single plate structure of a flat plate or a symmetric wing shape in which the center line of the thickness of the airfoil section is a straight line. It is comprised by the double plate structure of this, and it is provided so that the distance with a ship bottom outer plate part may approach from a front edge at a rear edge. According to the fourth aspect of the present invention, even when the ship bottom skin part and the streamline are not parallel, the ship bottom flow can be guided in the direction of the ship bottom skin part, and two-dimensional separation can be prevented.
According to a fifth aspect of the present invention, there is provided the stern bottom slat according to any one of the first to fourth aspects, wherein the bottom slat of the slat plate is accelerated so that the flow of the bottom of the slat plate along the bottom shell plate portion is accelerated downstream of the front edge. It is characterized by being provided with an elevation angle with respect to the part. According to this invention of Claim 5, two-dimensional peeling can be prevented by accelerating the flow along a ship bottom outer plate part.
According to a sixth aspect of the present invention, in the stern bottom slat according to any one of the first to fifth aspects, the slat plate is located at a position where the leading edge of the slat plate is closer to the bow side than the maximum inclined portion in the outboard outer plate portion. It is characterized by providing. According to the sixth aspect of the present invention, the ship bottom flow can be guided to a position where two-dimensional separation is likely to occur.
According to a seventh aspect of the present invention, in the stern bottom slat according to any one of the first to fifth aspects, the front edge of the slat plate is located closer to the bow than a location where the bottom flow along the bottom shell plate causes two-dimensional separation. A slat plate is provided at a position where According to the seventh aspect of the present invention, the ship bottom flow can be guided to a position where two-dimensional separation is likely to occur.
The present invention according to claim 8 is characterized in that, in the stern bottom slats according to claims 1 to 7, a plurality of slat plates are provided in the direction of the bottom flow along the bottom plate. According to the eighth aspect of the present invention, for example, when the inclination of the bottom shell plate portion is large or the bottom shell plate portion is long, two-dimensional peeling that occurs at a plurality of locations by a plurality of slat plates is effectively performed. Can be prevented.
A ninth aspect of the present invention is the stern bottom slat according to any one of the first to eighth aspects, wherein the attachment means is provided with the slat plate fixed to the two stern portions and / or the stern outer plate portion. It is characterized by being. According to the present invention described in claim 9, since it is for preventing two-dimensional separation of the ship bottom flow, there is no need for a movable mounting structure, and safety is ensured by a fixed mounting structure, and two-dimensional separation is effective. Can be prevented.
A ship with a stern bottom slat corresponding to claim 10 is provided with the stern bottom slat according to any one of claims 1 to 9. According to the tenth aspect of the present invention, it is possible to realize a ship that can increase the degree of stern enlargement, increase the wake and improve the propulsion efficiency, and increase the cargo loading capacity.

本発明の船尾船底スラットによれば、双船尾船の船尾肥大度を従来より大きくしても、二次元剥離による船体抵抗の増加を抑え、プロペラ振動を防止して、伴流増加による推進効率の向上を図ることができる。また、スラット板の前縁を、船底基線又は船底基線より上方に位置させて配置することにより、スラット板が航行時の抵抗となることを防止できる。
なお、スラット板の前縁を、船尾部のプロペラ軸よりも下方に配置する場合には、プロペラ軸よりも下方において二次元剥離が生じやすいために、二次元剥離防止効果が高い。
また、前縁をプロペラ軸よりも下方に配置することにより、プロペラ軸上部の伴流分布の改善に役立てることができる。
また、スラット板を、曲がり板の単板構造又は翼型断面の厚さの中心線が曲線である翼型の複板構造で構成し、単板構造の凸面又は複板構造の翼型中心線の凸側の面を船尾側として設ける場合には、船底流れを船底外板部の方向に導くことができ、二次元剥離を有効に防止することができる。
また、スラット板を、平板の単板構造又は翼型断面の厚さの中心線が直線である対称翼型の複板構造で構成し、船底外板部との距離が後縁で前縁より近づくように設ける場合には、船底外板部と流線が平行でない場合でも、船底流れを船底外板部の方向に導くことができ、二次元剥離を防止することができる。
また、スラット板を、船底外板部に沿う船底流れが前縁より下流側で加速するように船底外板部に対して仰角を持たせて設ける場合には、船底外板部に沿う流れを加速することで二次元剥離を防止することができる。
また、スラット板の前縁が、船底外板部における最大傾斜箇所よりも船首側となる位置に、スラット板を設ける場合には、二次元剥離が生じやすい位置に船底流れを導くことができる。
また、スラット板の前縁が、船底外板部に沿う船底流れが２次元剥離を起こす箇所よりも船首側となる位置にスラット板を設ける場合には、二次元剥離が生じやすい位置に船底流れを導くことができる。
また、スラット板を、船底外板部に沿う船底流れの方向に複数個設ける場合には、複数個のスラット板によって複数箇所で発生する二次元剥離を効果的に防止することができる。
また、スラット板を、取付手段が、二つの船尾部及び／又は船底外板部にスラット板を固定して設ける固定取付構造である場合には、船底流れの二次元剥離を防止するためであるため、可動取付構造である必要はなく、固定取付構造によって安全性を確保して二次元剥離を効果的に防止できる。
本発明の船尾船底スラット付き船舶によれば、船尾の肥大度を増加させることができ、伴流が増加して推進効率を向上できるほか、貨物の積載量も増える船舶を実現できる。 According to the stern bottom slat of the present invention, even if the stern enlargement of the twin stern is larger than before, the increase in hull resistance due to two-dimensional separation is suppressed, propeller vibration is prevented, and the propulsion efficiency due to increased wake is increased. Improvements can be made. Moreover, it can prevent that a slat board becomes resistance at the time of navigation by arrange | positioning and arrange | positioning the front edge of a slat board above a ship bottom base line or a ship bottom base line.
In the case where the front edge of the slat plate is disposed below the propeller shaft of the stern part, two-dimensional separation is likely to occur below the propeller shaft, so that the two-dimensional separation prevention effect is high.
In addition, by arranging the leading edge below the propeller shaft, it is possible to help improve the wake distribution at the top of the propeller shaft.
Further, the slat plate is constituted by a single plate structure of a bent plate or an airfoil double plate structure in which the center line of the thickness of the airfoil section is a curve, and a single plate structure convex surface or a double plate structure airfoil center line. When the convex side surface is provided as the stern side, the ship bottom flow can be guided in the direction of the ship bottom skin, and two-dimensional separation can be effectively prevented.
In addition, the slat plate is composed of a single plate structure of a flat plate or a symmetric wing type double plate structure in which the center line of the thickness of the wing shape cross section is a straight line, and the distance from the bottom plate of the ship bottom is from the front edge. When provided so as to approach, the ship bottom flow can be guided in the direction of the ship bottom skin even when the ship bottom skin is not parallel to the streamline, and two-dimensional separation can be prevented.
In addition, when the slat plate is provided with an elevation angle with respect to the bottom shell plate so that the bottom flow along the bottom plate accelerates downstream from the front edge, the flow along the bottom plate is Acceleration can prevent two-dimensional peeling.
In addition, when the slat plate is provided at a position where the front edge of the slat plate is on the bow side of the maximum inclined portion in the ship bottom outer plate portion, the ship bottom flow can be guided to a position where two-dimensional separation is likely to occur.
In addition, when the slat plate is provided at a position where the leading edge of the slat plate is on the bow side of the portion where the ship bottom flow along the ship bottom outer plate portion causes two-dimensional separation, the bottom flow flows at a position where two-dimensional separation is likely to occur. Can guide you.
Further, when a plurality of slat plates are provided in the direction of the ship bottom flow along the ship bottom outer plate portion, two-dimensional separation that occurs at a plurality of locations can be effectively prevented by the plurality of slat plates.
Further, in the case where the slat plate has a fixed mounting structure in which the slat plate is fixedly provided on the two stern portions and / or the bottom plate portion of the ship bottom, the slat plate is for preventing two-dimensional separation of the ship bottom flow. Therefore, it is not necessary to have a movable mounting structure, and the fixed mounting structure can ensure safety and effectively prevent two-dimensional peeling.
According to the ship with a stern bottom slat of the present invention, it is possible to increase the degree of stern enlargement, increase the wake and improve the propulsion efficiency, and realize a ship with an increased cargo loading capacity.

本発明の第１の実施形態による船尾船底スラット付き船舶を船尾側下方から見た要部斜視図The principal part perspective view which looked at the ship with a stern bottom slat by the 1st Embodiment of this invention from the stern side lower part 同船尾船底スラット付き船舶を船尾側から見た要部正面図Front view of main parts of ship with stern bottom slats seen from stern side 同船尾船底スラット付き船舶の船尾側の要部側面図Side view of the main part of the stern side of a ship with the stern bottom slat 同船尾船底スラット付き船舶の船底外板部の肥大度を説明するための図The figure for explaining the degree of enlargement of the bottom plate of the ship with the stern bottom slat 船底外板部の肥大度による伴流速度分布を示す説明図Explanatory diagram showing wake velocity distribution due to enlargement of ship's bottom skin 本発明の第２の実施形態による船尾船底スラット付き船舶を船尾側下方から見た要部側面図The principal part side view which looked at the ship with a stern bottom slat by the 2nd Embodiment of this invention from the stern side lower part 本発明の第３の実施形態による船尾船底スラット付き船舶を船尾側下方から見た要部側面図The principal part side view which looked at the ship with a stern bottom slat by the 3rd Embodiment of this invention from the stern side lower part 本発明の第４の実施形態による船尾船底スラット付き船舶を船尾側下方から見た要部側面図The principal part side view which looked at the ship with a stern bottom slat by the 4th Embodiment of this invention from the stern side lower part 本発明の第５の実施形態による船尾船底スラット付き船舶を船尾側下方から見た要部側面図The principal part side view which looked at the ship with the stern bottom slat by the 5th Embodiment of this invention from the stern side lower part 本発明の第６の実施形態による船尾船底スラット付き船舶を船尾側下方から見た要部側面図The principal part side view which looked at the ship with a stern bottom slat by the 6th Embodiment of this invention from the stern side lower part 本発明の第７の実施形態による船尾船底スラット付き船舶を船尾側下方から見た要部側面図The principal part side view which looked at the ship with a stern bottom bottom slat by the 7th Embodiment of this invention from the stern side lower part 本発明の第８の実施形態による船尾船底スラット付き船舶を船尾側下方から見た要部側面図The principal part side view which looked at the ship with stern bottom slat by the 8th Embodiment of this invention from the stern side lower part 本発明の第９の実施形態による船尾船底スラット付き船舶を船尾側下方から見た要部側面図The principal part side view which looked at the ship with the stern bottom slat by the 9th Embodiment of this invention from the stern side lower part １軸船の要部側面図Side view of main part of single-shaft ship １軸船の要部断面図Cross section of the main part of a single-axis ship 通常の２軸船の要部側面図Side view of the main part of a normal biaxial ship 通常の２軸船の要部断面図Cross section of the main part of a normal biaxial ship １軸船と通常の２軸船における伴流の等速線図Contour map of the wake in a single-axle ship and a normal two-axis ship

以下に、本発明の第１の実施形態による船尾船底スラットについて説明する。
図１は第１の実施形態による船尾船底スラット付き船舶を船尾側下方から見た要部斜視図、図２は同船尾船底スラット付き船舶を船尾側から見た要部正面図、図３は同船尾船底スラット付き船舶の船尾側の要部側面図、図４は同船尾船底スラット付き船舶の船底外板部の肥大度を説明するための図、図５は船底外板部の肥大度による伴流速度分布を示す説明図である。 The stern bottom slat according to the first embodiment of the present invention will be described below.
FIG. 1 is a perspective view of a main part of a ship with a stern bottom slat according to the first embodiment as viewed from below the stern side, FIG. 2 is a front view of a main part of the ship with a stern bottom slat viewed from the stern side, and FIG. 4 is a side view of the main part of the stern side of a ship with a stern bottom slat, FIG. 4 is a diagram for explaining the degree of enlargement of the bottom plate of the ship with the stern bottom slat, and FIG. It is explanatory drawing which shows flow velocity distribution.

図１及び図２に示すように、船体１０の船尾には、二つの船尾部１１ａ、１１ｂを有し、二つの船尾部１１ａ、１１ｂの間には、船尾に向けて傾斜を持って立ち上がる船底外板部１２Ａが配置されている。二つの船尾部１１ａ、１１ｂは、水面下に平行に配置され、船尾部１１ａ、１１ｂの各胴部の中心軸上にプロペラ１５ａ、１５ｂを備えている。
船底外板部１２Ａにはスラット板１３Ａが設けられており、スラット板１３Ａの両端は、それぞれ船尾部１１ａ、１１ｂに、固定取付構造である取付手段１４ａ、１４ｂを差し込むことで固定されている。ここで、取付手段１４ａ、１４ｂには取付金具を用いるが、平板の取付金具で強度が不足する場合には、船底外板部１２Ａから取付金具を取ることもでき、溶接によって固定される。一対の船尾部１１ａ、１１ｂの間は、例えば２０メートルを越える場合もあることから、スラット板１３Ａの両端を船尾部１１ａ、１１ｂに取り付けるとともに、スラット板１３Ａの途中で取付金具によって船底外板部１２Ａに固定してもよい。また、スラット板１３Ａの両端を船尾部１１ａ、１１ｂに取り付けることなく、スラット板１３Ａの途中で取付金具によって船底外板部１２Ａに固定してもよい。
なお、プロペラ１５ａ、１５ｂは、互いに逆方向に回転する。すなわち、図２に示すように、船体１０の後方から見た場合に、プロペラ１５ａは時計回り、プロペラ１５ｂは反時計回りに回転する。このようにプロペラ１５ａ、１５ｂを回転させることで、二つの船尾部１１ａ、１１ｂの間の上向きの流れを有効に利用して推進効率を向上させることができる。 As shown in FIGS. 1 and 2, the stern of the hull 10 has two stern portions 11a and 11b, and a bottom that rises with an inclination toward the stern between the two stern portions 11a and 11b. An outer plate portion 12A is arranged. The two stern portions 11a and 11b are arranged in parallel below the surface of the water, and are provided with propellers 15a and 15b on the central axes of the trunk portions of the stern portions 11a and 11b.
A slat plate 13A is provided on the outboard bottom plate portion 12A, and both ends of the slat plate 13A are fixed by inserting attachment means 14a and 14b having a fixed attachment structure into the stern portions 11a and 11b, respectively. Here, mounting brackets are used for the mounting means 14a and 14b. However, if the strength of the flat mounting brackets is insufficient, the mounting brackets can be removed from the ship bottom outer plate portion 12A and fixed by welding. Since the distance between the pair of stern portions 11a and 11b may exceed 20 meters, for example, both ends of the slat plate 13A are attached to the stern portions 11a and 11b, and the outer bottom plate portion of the slat plate 13A is attached by a mounting bracket in the middle of the slat plate 13A. You may fix to 12A. Further, the both ends of the slat plate 13A may be fixed to the ship bottom outer plate portion 12A by a mounting bracket in the middle of the slat plate 13A without attaching the both ends to the stern portions 11a and 11b.
The propellers 15a and 15b rotate in opposite directions. That is, as shown in FIG. 2, when viewed from the rear of the hull 10, the propeller 15a rotates clockwise and the propeller 15b rotates counterclockwise. Thus, by rotating the propellers 15a and 15b, the upward flow between the two stern portions 11a and 11b can be effectively used to improve the propulsion efficiency.

図３及び図４に示すように、本実施形態に適した双船尾船の船体１０は、船尾肥大度を従来より大きくしている。図において、従来の一般的な船底外板部１１２を破線で、本実施形態による船底外板部１２Ａを実線で示している。
図５（ａ）は、本実施形態による船底外板部１２Ａの傾斜角によって生じる伴流速度分布を示し、図５（ｂ）は、従来の一般的な船底外板部１１２の傾斜角によって生じる伴流速度分布を示している。図５（ａ）、（ｂ）の比較から分かるように、プロペラ１５ａ、１５ｂの二つの船尾部１１ａ、１１ｂの間における伴流が図５（ａ）の方が増加していることが分かる。このように本実施形態による船底外板部１２Ａでは伴流利得を増加することができる。
ここで、船底外板部１２Ａの傾斜角が２０度以上では境界層の剥離が顕著になるため、従来の一般的な船底外板部１１２の傾斜角は２０度未満としている。本実施形態では、船底外板部１２Ａにおける最大傾斜角を２０度以上とすることで伴流増加を図るとともに、この傾斜角によって生じる二次元剥離をスラット板１３Ａで防止している。 As shown in FIG. 3 and FIG. 4, the hull 10 of the twin stern boat suitable for the present embodiment has a larger stern enlargement than the conventional one. In the figure, a conventional general ship bottom skin portion 112 is indicated by a broken line, and a ship bottom skin portion 12A according to the present embodiment is indicated by a solid line.
FIG. 5A shows the wake velocity distribution generated by the inclination angle of the ship bottom skin 12A according to the present embodiment, and FIG. 5B shows the conventional general ship bottom skin 112 inclination. The wake velocity distribution is shown. As can be seen from the comparison between FIGS. 5A and 5B, it can be seen that the wake between the two stern portions 11a and 11b of the propellers 15a and 15b is increased in FIG. 5A. Thus, the wake gain can be increased in the ship bottom skin 12A according to the present embodiment.
Here, when the inclination angle of the ship bottom outer plate portion 12A is 20 degrees or more, separation of the boundary layer becomes remarkable. Therefore, the inclination angle of the conventional general ship bottom outer plate portion 112 is set to less than 20 degrees. In the present embodiment, the wake is increased by setting the maximum inclination angle of the ship bottom outer plate portion 12A to 20 degrees or more, and two-dimensional separation caused by the inclination angle is prevented by the slat plate 13A.

図３に示すように、スラット板１３Ａは、船底外板部１２Ａに間隙を持たせて沿わせ、前縁１３ｆを船底基線Ｘにあわせて配置する。なお、スラット板１３Ａは、船底基線Ｘにあわせて配置するか、又は船底基線Ｘより上方に位置させて配置することで、ドック入り時だけでなく航行時にも障害物となることはない。図３において、Ｙはプロペラ軸の軸心線を示しており、スラット板１３Ａの後縁１３ｒはプロペラ軸の軸心線Ｙよりも下方に位置する。
なお、剥離箇所によってスラット板１３Ａの後縁１３ｒは、プロペラ軸の軸心線Ｙよりも上方に位置させることも可能である。
スラット板１３Ａは、曲がり板の単板構造で構成し、単板構造の凸面を船尾側として設け、前縁１３ｆよりも後縁１３ｒを船底外板部１２Ａに近接させている。船底外板部１２Ａに沿う船底流れが、前縁１３ｆの船底流れＺａより下流側の船底流れＺｂで加速するように、スラット板１３Ａは船底外板部１２Ａに対して仰角θを持たせて設けている。 As shown in FIG. 3, the slat plate 13 </ b> A is arranged along the ship bottom outer plate part 12 </ b> A with a gap, and the front edge 13 f is arranged along the ship bottom base line X. The slat plate 13A is arranged according to the bottom line X of the ship or is positioned above the bottom line X so that it does not become an obstacle not only when entering the dock but also during navigation. In FIG. 3, Y indicates the axis of the propeller shaft, and the rear edge 13r of the slat plate 13A is located below the axis Y of the propeller shaft.
Note that the trailing edge 13r of the slat plate 13A can be positioned above the axis Y of the propeller shaft depending on the peeled portion.
The slat plate 13A is constituted by a single plate structure of a bent plate, and a convex surface of the single plate structure is provided on the stern side, and the rear edge 13r is made closer to the ship bottom outer plate portion 12A than the front edge 13f. The slat plate 13A is provided with an elevation angle θ with respect to the ship bottom skin 12A so that the ship bottom flow along the ship bottom skin 12A is accelerated by the ship bottom flow Zb downstream of the ship bottom flow Za of the leading edge 13f. ing.

本実施形態によれば、双船尾船の船尾肥大度を従来より大きくしても、二次元剥離による船体抵抗の増加を抑え、プロペラ振動を防止して、伴流増加による推進効率の向上を図ることができる。
また本実施形態によれば、単板構造の凸面を船尾側として設けることで、船底流れを船底外板部１２Ａの方向に導くことができ、船底外板部１２Ａにおける二次元剥離を防止することができる。
また本実施形態によれば、船底外板部１２Ａに沿う船底流れを加速することで船底外板部１２Ａにおける二次元剥離を防止することができる。 According to the present embodiment, even if the stern enlargement degree of the twin stern is larger than before, the increase in hull resistance due to two-dimensional separation is suppressed, propeller vibration is prevented, and the propulsion efficiency is improved by increasing the wake. be able to.
In addition, according to the present embodiment, by providing the convex surface of the single plate structure as the stern side, the ship bottom flow can be guided in the direction of the ship bottom skin 12A, and two-dimensional separation at the ship bottom skin 12A is prevented. Can do.
In addition, according to the present embodiment, it is possible to prevent two-dimensional separation in the ship bottom skin 12A by accelerating the ship bottom flow along the ship bottom skin 12A.

次に本発明の第２の実施形態による船尾船底スラットについて説明する。
図６は同船尾船底スラット付き船舶の船尾側の要部側面図である。なお、上記実施形態と同一機能部材には同一番号を付して説明を省略する。
図６に示すように、スラット板１３Ｂは、船底外板部１２Ａに間隙を持たせて沿わせ、前縁１３ｆを船底基線Ｘにあわせて配置する。なお、スラット板１３Ｂは、船底基線Ｘにあわせて配置するか、又は船底基線Ｘより上方に位置させて配置することで、ドック入り時だけでなく航行時にも障害物となることはない。
スラット板１３Ｂは、平板の単板構造で構成し、船底外板部１２Ａとの距離が後縁１３ｒで前縁１３ｆより近づくように設けている。船底外板部１２Ａに沿う船底流れが、前縁１３ｆの船底流れＺａより下流側の船底流れＺｂで加速するように、スラット板１３Ｂは船底外板部１２Ａに対して仰角θを持たせて設けている。 Next, a stern bottom slat according to a second embodiment of the present invention will be described.
FIG. 6 is a side view of the principal part of the stern side of the ship with the stern bottom slat. In addition, the same number is attached | subjected to the same functional member as the said embodiment, and description is abbreviate | omitted.
As shown in FIG. 6, the slat plate 13 </ b> B is arranged along the ship bottom outer plate portion 12 </ b> A with a gap, and the front edge 13 f is arranged along the ship bottom base line X. In addition, the slat board 13B is arranged according to the ship bottom base line X, or is located above the ship bottom base line X, so that it does not become an obstacle not only when entering the dock but also during navigation.
The slat plate 13B has a flat single plate structure, and is provided such that the distance from the ship bottom outer plate 12A is closer to the front edge 13f at the rear edge 13r. The slat plate 13B is provided with an elevation angle θ with respect to the ship bottom skin 12A so that the ship bottom flow along the ship bottom skin 12A is accelerated by the ship bottom flow Zb downstream of the ship bottom flow Za of the leading edge 13f. ing.

本実施形態によれば、双船尾船の船尾肥大度を従来より大きくしても、二次元剥離による船体抵抗の増加を抑え、プロペラ振動を防止して、伴流増加による推進効率の向上を図ることができる。
また本実施形態によれば、船底外板部１２Ａとの距離が後縁１３ｒで前縁１３ｆより近づくように設けることで、船底流れを船底外板部１２Ａの方向に導くことができ、船底外板部１２Ａにおける二次元剥離を防止することができる。
また本実施形態によれば、船底外板部１２Ａに沿う船底流れを加速することで船底外板部１２Ａにおける二次元剥離を防止することができる。 According to the present embodiment, even if the stern enlargement degree of the twin stern is larger than before, the increase in hull resistance due to two-dimensional separation is suppressed, propeller vibration is prevented, and the propulsion efficiency is improved by increasing the wake. be able to.
Further, according to the present embodiment, by providing the rear edge 13r so that the distance to the ship bottom skin 12A is closer to the front edge 13f, the ship bottom flow can be guided toward the ship bottom skin 12A. Two-dimensional peeling at the plate portion 12A can be prevented.
In addition, according to the present embodiment, it is possible to prevent two-dimensional separation in the ship bottom skin 12A by accelerating the ship bottom flow along the ship bottom skin 12A.

次に本発明の第３の実施形態による船尾船底スラットについて説明する。
図７は同船尾船底スラット付き船舶の船尾側の要部側面図である。なお、上記実施形態と同一機能部材には同一番号を付して説明を省略する。
図７に示すように、スラット板１３Ｃは、船底外板部１２Ａに間隙を持たせて沿わせ、前縁１３ｆを船底基線Ｘにあわせて配置する。なお、スラット板１３Ｃは、船底基線Ｘにあわせて配置するか、又は船底基線Ｘより上方に位置させて配置することで、ドック入り時だけでなく航行時にも障害物となることはない。
スラット板１３Ｃは、翼型断面の厚さの中心線が曲線である翼型の複板構造で構成し、複板構造の翼型中心線の凸側の面を船尾側として設けている。本実施形態においても、船底外板部１２Ａに沿う船底流れが、前縁１３ｆの船底流れＺａより下流側の船底流れＺｂで加速するように、スラット板１３Ｃは船底外板部１２Ａに対して仰角を持たせて設けてもよい。 Next, a stern bottom slat according to a third embodiment of the present invention will be described.
FIG. 7 is a side view of the main part of the stern side of the ship with the stern bottom slat. In addition, the same number is attached | subjected to the same functional member as the said embodiment, and description is abbreviate | omitted.
As shown in FIG. 7, the slat plate 13 </ b> C is arranged along the ship bottom outer plate portion 12 </ b> A with a gap, and the front edge 13 f is arranged along the ship bottom base line X. The slat plate 13C is arranged according to the bottom line X of the ship or is positioned above the bottom line X so that it does not become an obstacle not only when entering the dock but also during navigation.
The slat plate 13C is constituted by an airfoil double plate structure in which the center line of the thickness of the airfoil section is a curve, and the convex surface of the airfoil center line of the double plate structure is provided as the stern side. Also in this embodiment, the slat plate 13C is at an elevation angle with respect to the bottom shell plate 12A so that the bottom flow along the bottom shell plate 12A is accelerated by the bottom flow Zb on the downstream side of the bottom flow Za of the front edge 13f. May be provided.

本実施形態によれば、双船尾船の船尾肥大度を従来より大きくしても、二次元剥離による船体抵抗の増加を抑え、プロペラ振動を防止して、伴流増加による推進効率の向上を図ることができる。
また本実施形態によれば、複板構造の翼型中心線の凸側の面を船尾側として設けることで、船底流れを船底外板部１２Ａの方向に導くことができ、船底外板部１２Ａにおける二次元剥離を防止することができる。
また本実施形態によれば、船底外板部１２Ａに沿う船底流れを加速することで船底外板部１２Ａにおける二次元剥離を防止することができる。 According to the present embodiment, even if the stern enlargement degree of the twin stern is larger than before, the increase in hull resistance due to two-dimensional separation is suppressed, propeller vibration is prevented, and the propulsion efficiency is improved by increasing the wake. be able to.
Further, according to the present embodiment, by providing the convex surface of the airfoil center line of the double plate structure as the stern side, the ship bottom flow can be guided in the direction of the ship bottom skin 12A, and the ship bottom skin 12A. Can prevent two-dimensional peeling.
In addition, according to the present embodiment, it is possible to prevent two-dimensional separation in the ship bottom skin 12A by accelerating the ship bottom flow along the ship bottom skin 12A.

次に本発明の第４の実施形態による船尾船底スラットについて説明する。
図８は同船尾船底スラット付き船舶の船尾側の要部側面図である。なお、上記実施形態と同一機能部材には同一番号を付して説明を省略する。
図８に示すように、スラット板１３Ｄは、船底外板部１２Ａに間隙を持たせて沿わせ、前縁１３ｆを船底基線Ｘにあわせて配置する。なお、スラット板１３Ｄは、船底基線Ｘにあわせて配置するか、又は船底基線Ｘより上方に位置させて配置することで、ドック入り時だけでなく航行時にも障害物となることはない。
スラット板１３Ｄは、翼型断面の厚さの中心線が直線である対称翼型の複板構造で構成し、船底外板部１２Ａとの距離が後縁１３ｒで前縁１３ｆより近づくように設けている。船底外板部１２Ａに沿う船底流れが、前縁１３ｆの船底流れＺａより下流側の船底流れＺｂで加速するように、スラット板１３Ｄは船底外板部１２Ａに対して仰角θを持たせて設けている。 Next, a stern bottom slat according to a fourth embodiment of the present invention will be described.
FIG. 8 is a side view of the main part of the stern side of the ship with the stern bottom slat. In addition, the same number is attached | subjected to the same functional member as the said embodiment, and description is abbreviate | omitted.
As shown in FIG. 8, the slat plate 13 </ b> D is arranged along the ship bottom outer plate portion 12 </ b> A with a gap, and the front edge 13 f is arranged along the ship bottom base line X. Note that the slat plate 13D is arranged according to the ship bottom base line X or positioned above the ship bottom base line X so that it does not become an obstacle not only when entering the dock but also during navigation.
The slat plate 13D is composed of a symmetrical airfoil double plate structure in which the center line of the airfoil cross-section thickness is a straight line, and is provided so that the distance from the bottom plate 12A is closer to the front edge 13f at the rear edge 13r. ing. The slat plate 13D is provided with an elevation angle θ with respect to the ship bottom skin 12A so that the ship bottom flow along the ship bottom skin 12A is accelerated by the ship bottom flow Zb downstream of the ship bottom flow Za of the leading edge 13f. ing.

本実施形態によれば、双船尾船の船尾肥大度を従来より大きくしても、二次元剥離による船体抵抗の増加を抑え、プロペラ振動を防止して、伴流増加による推進効率の向上を図ることができる。
また本実施形態によれば、船底外板部１２Ａとの距離が後縁１３ｒで前縁１３ｆより近づくように設けることで、船底流れを船底外板部１２Ａの方向に導くことができ、船底外板部１２Ａにおける二次元剥離を防止することができる。
また本実施形態によれば、船底外板部１２Ａに沿う船底流れを加速することで船底外板部１２Ａにおける二次元剥離を防止することができる。 According to the present embodiment, even if the stern enlargement degree of the twin stern is larger than before, the increase in hull resistance due to two-dimensional separation is suppressed, propeller vibration is prevented, and the propulsion efficiency is improved by increasing the wake. be able to.
Further, according to the present embodiment, by providing the rear edge 13r so that the distance to the ship bottom skin 12A is closer to the front edge 13f, the ship bottom flow can be guided toward the ship bottom skin 12A. Two-dimensional peeling at the plate portion 12A can be prevented.
In addition, according to the present embodiment, it is possible to prevent two-dimensional separation in the ship bottom skin 12A by accelerating the ship bottom flow along the ship bottom skin 12A.

次に本発明の第５の実施形態による船尾船底スラットについて説明する。
図９は同船尾船底スラット付き船舶の船尾側の要部側面図である。なお、上記実施形態と同一機能部材には同一番号を付して説明を省略する。
図９に示すように、スラット板１３Ａは、船底外板部１２Ｂに間隙を持たせて沿わせ、スラット板１３Ａの前縁１３ｆが、船底外板部１２Ｂにおける最大傾斜箇所Ｍよりも船首側となる位置に配置する。なお、スラット板１３Ａは、スラット板１３Ａの前縁１３ｆを、船尾部１１ａのプロペラ軸の軸心線Ｙよりも下方に位置するように配置している。また、スラット板１３Ａの前縁１３ｆを船底基線Ｘより上方に位置させて配置することで、ドック入り時だけでなく航行時にも障害物となることはない。
スラット板１３Ａは、曲がり板の単板構造で構成し、単板構造の凸面を船尾側として設け、前縁１３ｆよりも後縁１３ｒを船底外板部１２Ｂに近接させている。船底外板部１２Ｂに沿う船底流れが、前縁１３ｆの船底流れＺａより下流側の船底流れＺｂで加速するように、スラット板１３Ａは船底外板部１２Ｂに対して仰角θを持たせて設けている。 なお、最大傾斜箇所Ｍがプロペラ軸の軸心線Ｙよりも上方に位置する場合には、スラット板１３Ａの前縁１３ｆを船尾部１１ａのプロペラ軸の軸心線Ｙよりも上方に位置するように配置することもできる。 Next, a stern bottom slat according to a fifth embodiment of the present invention will be described.
FIG. 9 is a side view of the main part of the stern side of the ship with the stern bottom slat. In addition, the same number is attached | subjected to the same functional member as the said embodiment, and description is abbreviate | omitted.
As shown in FIG. 9, the slat plate 13A is provided along the ship bottom outer plate part 12B with a gap, and the front edge 13f of the slat plate 13A is located on the bow side of the maximum inclined portion M in the ship bottom outer plate part 12B. Place at the position. The slat plate 13A is arranged such that the front edge 13f of the slat plate 13A is positioned below the axial line Y of the propeller shaft of the stern portion 11a. Further, by arranging the front edge 13f of the slat plate 13A so as to be positioned above the ship bottom base line X, it does not become an obstacle not only when entering the dock but also when navigating.
The slat plate 13A is constituted by a single plate structure of a bent plate, a convex surface of the single plate structure is provided on the stern side, and the rear edge 13r is closer to the ship bottom outer plate portion 12B than the front edge 13f. The slat plate 13A is provided with an elevation angle θ with respect to the bottom shell plate 12B so that the bottom flow along the bottom plate 12B is accelerated by the bottom flow Zb downstream from the bottom flow Za of the leading edge 13f. ing. When the maximum inclination point M is positioned above the axis Y of the propeller shaft, the front edge 13f of the slat plate 13A is positioned above the axis Y of the propeller shaft of the stern portion 11a. It can also be arranged.

本実施形態によれば、双船尾船の船尾肥大度を従来より大きくしても、二次元剥離による船体抵抗の増加を抑え、プロペラ振動を防止して、伴流増加による推進効率の向上を図ることができる。
また本実施形態によれば、単板構造の凸面を船尾側として設けることで、船底流れを船底外板部１２Ｂの方向に導くことができ、船底外板部１２Ｂにおける二次元剥離を防止することができる。
また本実施形態によれば、船底外板部１２Ｂに沿う船底流れを加速することで船底外板部１２Ｂにおける二次元剥離を防止することができる。
また、前縁１３ｆをプロペラ軸心線Ｙよりも下方に配置することにより、プロペラ軸上部の伴流分布の改善に役立てることができる。 According to the present embodiment, even if the stern enlargement degree of the twin stern is larger than before, the increase in hull resistance due to two-dimensional separation is suppressed, propeller vibration is prevented, and the propulsion efficiency is improved by increasing the wake. be able to.
Moreover, according to this embodiment, by providing the convex surface of the single plate structure as the stern side, the ship bottom flow can be guided in the direction of the ship bottom skin 12B, and two-dimensional separation at the ship bottom skin 12B is prevented. Can do.
In addition, according to the present embodiment, it is possible to prevent two-dimensional separation in the ship bottom skin 12B by accelerating the ship bottom flow along the ship bottom skin 12B.
Further, by arranging the front edge 13f below the propeller shaft center line Y, it can be used to improve the wake distribution at the upper portion of the propeller shaft.

次に本発明の第６の実施形態による船尾船底スラットについて説明する。
図１０は同船尾船底スラット付き船舶の船尾側の要部側面図である。なお、上記実施形態と同一機能部材には同一番号を付して説明を省略する。
図１０に示すように、スラット板１３Ｂは、船底外板部１２Ｂに間隙を持たせて沿わせ、スラット板１３Ｂの前縁１３ｆが、船底外板部１２Ｂにおける最大傾斜箇所Ｍよりも船首側となる位置に配置する。なお、スラット板１３Ｂは、スラット板１３Ｂの前縁１３ｆを、船底基線Ｘより上方に位置させて配置することで、ドック入り時だけでなく航行時にも障害物となることはない。
スラット板１３Ｂは、平板の単板構造で構成し、船底外板部１２Ｂとの距離が後縁１３ｒで前縁１３ｆより近づくように設けている。船底外板部１２Ｂに沿う船底流れが、前縁１３ｆの船底流れＺａより下流側の船底流れＺｂで加速するように、スラット板１３Ｂは船底外板部１２Ｂに対して仰角θを持たせて設けている。 Next, a stern bottom slat according to a sixth embodiment of the present invention will be described.
FIG. 10 is a side view of the main part of the stern side of the ship with the stern bottom slat. In addition, the same number is attached | subjected to the same functional member as the said embodiment, and description is abbreviate | omitted.
As shown in FIG. 10, the slat plate 13B extends along the ship bottom outer plate portion 12B with a gap, and the front edge 13f of the slat plate 13B is closer to the bow side than the maximum inclined portion M in the ship bottom outer plate portion 12B. Place at the position. Note that the slat plate 13B is arranged so that the front edge 13f of the slat plate 13B is positioned above the ship bottom base line X, so that it does not become an obstacle not only when entering the dock but also during navigation.
The slat plate 13B has a flat single plate structure and is provided such that the distance from the ship bottom outer plate 12B is closer to the front edge 13f at the rear edge 13r. The slat plate 13B is provided with an elevation angle θ with respect to the bottom shell plate 12B so that the bottom flow along the bottom plate 12B is accelerated by the bottom flow Zb downstream from the bottom flow Za of the leading edge 13f. ing.

本実施形態によれば、双船尾船の船尾肥大度を従来より大きくしても、二次元剥離による船体抵抗の増加を抑え、プロペラ振動を防止して、伴流増加による推進効率の向上を図ることができる。
また本実施形態によれば、船底外板部１２Ｂとの距離が後縁１３ｒで前縁１３ｆより近づくように設けることで、船底流れを船底外板部１２Ｂの方向に導くことができ、船底外板部１２Ｂにおける二次元剥離を防止することができる。
また本実施形態によれば、船底外板部１２Ｂに沿う船底流れを加速することで船底外板部１２Ｂにおける二次元剥離を防止することができる。 According to the present embodiment, even if the stern enlargement degree of the twin stern is larger than before, the increase in hull resistance due to two-dimensional separation is suppressed, propeller vibration is prevented, and the propulsion efficiency is improved by increasing the wake. be able to.
Further, according to the present embodiment, by providing the rear edge 13r so that the distance from the ship bottom skin 12B is closer to the front edge 13f, the ship bottom flow can be guided in the direction of the ship bottom skin 12B. Two-dimensional peeling at the plate portion 12B can be prevented.
In addition, according to the present embodiment, it is possible to prevent two-dimensional separation in the ship bottom skin 12B by accelerating the ship bottom flow along the ship bottom skin 12B.

次に本発明の第７の実施形態による船尾船底スラットについて説明する。
図１１は同船尾船底スラット付き船舶の船尾側の要部側面図である。なお、上記実施形態と同一機能部材には同一番号を付して説明を省略する。
図１１に示すように、スラット板１３Ｃは、船底外板部１２Ｂに間隙を持たせて沿わせ、スラット板１３Ｃの前縁１３ｆが、船底外板部１２Ｂにおける最大傾斜箇所Ｍよりも船首側となる位置に配置する。なお、スラット板１３Ｃは、スラット板１３Ｃの前縁１３ｆを、船底基線Ｘより上方に位置させて配置することで、ドック入り時だけでなく航行時にも障害物となることはない。
スラット板１３Ｃは、翼型断面の厚さの中心線が曲線である翼型の複板構造で構成し、複板構造の翼型中心線の凸側の面を船尾側として設けている。本実施形態においても、船底外板部１２Ｂに沿う船底流れが、前縁１３ｆの船底流れＺａより下流側の船底流れＺｂで加速するように、スラット板１３Ｃは船底外板部１２Ｂに対して仰角を持たせて設けてもよい。 Next, a stern bottom slat according to a seventh embodiment of the present invention will be described.
FIG. 11 is a side view of the main part of the stern side of the ship with the stern bottom slat. In addition, the same number is attached | subjected to the same functional member as the said embodiment, and description is abbreviate | omitted.
As shown in FIG. 11, the slat plate 13C extends along the ship bottom outer plate portion 12B with a gap, and the front edge 13f of the slat plate 13C is closer to the bow side than the maximum inclined portion M in the ship bottom outer plate portion 12B. Place at the position. Note that the slat plate 13C is arranged so that the front edge 13f of the slat plate 13C is positioned above the ship bottom base line X so that it does not become an obstacle not only when entering the dock but also when navigating.
The slat plate 13C is constituted by an airfoil double plate structure in which the center line of the thickness of the airfoil section is a curve, and the convex surface of the airfoil center line of the double plate structure is provided as the stern side. Also in this embodiment, the slat plate 13C is at an elevation angle with respect to the bottom shell plate 12B so that the bottom flow along the bottom shell plate 12B is accelerated by the bottom flow Zb downstream of the bottom flow Za of the front edge 13f. May be provided.

本実施形態によれば、双船尾船の船尾肥大度を従来より大きくしても、二次元剥離による船体抵抗の増加を抑え、プロペラ振動を防止して、伴流増加による推進効率の向上を図ることができる。
また本実施形態によれば、複板構造の翼型中心線の凸側の面を船尾側として設けることで、船底流れを船底外板部１２Ｂの方向に導くことができ、船底外板部１２Ｂにおける二次元剥離を防止することができる。
また本実施形態によれば、船底外板部１２Ｂに沿う船底流れを加速することで船底外板部１２Ｂにおける二次元剥離を防止することができる。 According to the present embodiment, even if the stern enlargement degree of the twin stern is larger than before, the increase in hull resistance due to two-dimensional separation is suppressed, propeller vibration is prevented, and the propulsion efficiency is improved by increasing the wake. be able to.
Further, according to the present embodiment, by providing the convex surface of the airfoil center line of the double plate structure as the stern side, the ship bottom flow can be guided in the direction of the ship bottom skin 12B, and the ship bottom skin 12B. Can prevent two-dimensional peeling.
In addition, according to the present embodiment, it is possible to prevent two-dimensional separation in the ship bottom skin 12B by accelerating the ship bottom flow along the ship bottom skin 12B.

次に本発明の第８の実施形態による船尾船底スラットについて説明する。
図１２は同船尾船底スラット付き船舶の船尾側の要部側面図である。なお、上記実施形態と同一機能部材には同一番号を付して説明を省略する。
図１２に示すように、スラット板１３Ｄは、船底外板部１２Ｂに間隙を持たせて沿わせ、スラット板１３Ｄの前縁１３ｆが、船底外板部１２Ｂにおける最大傾斜箇所Ｍよりも船首側となる位置に配置する。なお、スラット板１３Ｄは、スラット板１３Ｄの前縁１３ｆを、船底基線Ｘより上方に位置させて配置することで、ドック入り時だけでなく航行時にも障害物となることはない。
スラット板１３Ｄは、翼型断面の厚さの中心線が直線である対称翼型の複板構造で構成し、船底外板部１２Ｂとの距離が後縁１３ｒで前縁１３ｆより近づくように設けている。船底外板部１２Ｂに沿う船底流れが、前縁１３ｆの船底流れＺａより下流側の船底流れＺｂで加速するように、スラット板１３Ｄは船底外板部１２Ｂに対して仰角θを持たせて設けている。 Next, a stern bottom slat according to an eighth embodiment of the present invention will be described.
FIG. 12 is a side view of the main part of the stern side of the ship with the stern bottom slat. In addition, the same number is attached | subjected to the same functional member as the said embodiment, and description is abbreviate | omitted.
As shown in FIG. 12, the slat plate 13D is provided along the ship bottom outer plate portion 12B with a gap, and the front edge 13f of the slat plate 13D is located closer to the bow side than the maximum inclined portion M in the ship bottom outer plate portion 12B. Place at the position. Note that the slat plate 13D is arranged so that the front edge 13f of the slat plate 13D is positioned above the ship bottom base line X, so that it does not become an obstacle not only when entering the dock but also when navigating.
The slat plate 13D is composed of a symmetrical airfoil double plate structure in which the center line of the thickness of the airfoil cross section is a straight line, and is provided so that the distance from the bottom plate 12B is closer to the front edge 13f at the rear edge 13r. ing. The slat plate 13D is provided with an elevation angle θ with respect to the bottom shell plate 12B so that the bottom flow along the bottom plate 12B is accelerated by the bottom flow Zb downstream from the bottom flow Za of the leading edge 13f. ing.

本実施形態によれば、双船尾船の船尾肥大度を従来より大きくしても、二次元剥離による船体抵抗の増加を抑え、プロペラ振動を防止して、伴流増加による推進効率の向上を図ることができる。
また本実施形態によれば、船底外板部１２Ｂとの距離が後縁１３ｒで前縁１３ｆより近づくように設けることで、船底流れを船底外板部１２Ｂの方向に導くことができ、船底外板部１２Ｂにおける二次元剥離を防止することができる。
また本実施形態によれば、船底外板部１２Ｂに沿う船底流れを加速することで船底外板部１２Ｂにおける二次元剥離を防止することができる。 According to the present embodiment, even if the stern enlargement degree of the twin stern is larger than before, the increase in hull resistance due to two-dimensional separation is suppressed, propeller vibration is prevented, and the propulsion efficiency is improved by increasing the wake. be able to.
Further, according to the present embodiment, by providing the rear edge 13r so that the distance from the ship bottom skin 12B is closer to the front edge 13f, the ship bottom flow can be guided in the direction of the ship bottom skin 12B. Two-dimensional peeling at the plate portion 12B can be prevented.
In addition, according to the present embodiment, it is possible to prevent two-dimensional separation in the ship bottom skin 12B by accelerating the ship bottom flow along the ship bottom skin 12B.

次に本発明の第９の実施形態による船尾船底スラットについて説明する。
図１３は同船尾船底スラット付き船舶の船尾側の要部側面図である。なお、上記実施形態と同一機能部材には同一番号を付して説明を省略する。
図１３に示すように、２枚のスラット板１３Ａを、船底外板部１２Ａに間隙を持たせて沿わせている。
上流側に配置するスラット板１３Ａは、前縁１３ｆを船底基線Ｘにあわせて配置する。なお、上流側に配置するスラット板１３Ａは、船底基線Ｘにあわせて配置するか、又は船底基線Ｘより上方に位置させて配置することで、ドック入り時だけでなく航行時にも障害物となることはない。
下流側に配置するスラット板１３Ａは、上流側に配置するスラット板１３Ａの後縁１３ｒよりも、下流側に配置するスラット板１３Ａの前縁１３ｆを、船底外板部１２Ａよりも間隙を大きくし、上流側に配置するスラット板１３Ａによって船底外板部１２Ａに導かれる船底流れＺａだけでなく、上流側に配置するスラット板１３Ａの外方流れも船底外板部１２Ａに導くことで、下流側に配置するスラット板１３Ａの下流側の船底流れＺｂを加速させている。
二つのスラット板１３Ａは、曲がり板の単板構造で構成し、単板構造の凸面を船尾側として設け、前縁１３ｆよりも後縁１３ｒを船底外板部１２Ａに近接させている。船底外板部１２Ａに沿う船底流れが、前縁１３ｆの船底流れＺａより下流側の船底流れＺｂで加速するように、スラット板１３Ａは船底外板部１２Ａに対して仰角を持たせて設けている。 Next, a stern bottom slat according to a ninth embodiment of the present invention will be described.
FIG. 13: is a principal part side view of the stern side of the ship with the stern bottom slat. In addition, the same number is attached | subjected to the same functional member as the said embodiment, and description is abbreviate | omitted.
As shown in FIG. 13, two slat plates 13A are placed along the ship bottom outer plate portion 12A with a gap.
The slat plate 13A arranged on the upstream side arranges the front edge 13f in accordance with the ship bottom base line X. In addition, the slat plate 13A arranged on the upstream side becomes an obstacle not only when entering the dock but also at the time of navigation by being arranged according to the bottom line X of the ship or positioned above the bottom line X. There is nothing.
The slat plate 13A disposed on the downstream side has a gap larger than the rear edge 13r of the slat plate 13A disposed on the upstream side, with the front edge 13f of the slat plate 13A disposed on the downstream side larger than the outer bottom plate portion 12A. By guiding not only the ship bottom flow Za guided to the ship bottom skin 12A by the slat plate 13A disposed on the upstream side but also the outward flow of the slat plate 13A disposed on the upstream side to the ship bottom skin 12A, the downstream side The ship bottom flow Zb on the downstream side of the slat plate 13 </ b> A disposed at the position is accelerated.
The two slat plates 13A are configured by a single plate structure of a bent plate, a convex surface of the single plate structure is provided on the stern side, and the rear edge 13r is closer to the ship bottom outer plate portion 12A than the front edge 13f. The slat plate 13A is provided with an elevation angle with respect to the bottom shell plate 12A so that the bottom flow along the bottom shell plate 12A is accelerated by the bottom flow Zb on the downstream side of the bottom flow Za of the leading edge 13f. Yes.

本実施形態によれば、双船尾船の船尾肥大度を従来より大きくしても、二次元剥離による船体抵抗の増加を抑え、プロペラ振動を防止して、伴流増加による推進効率の向上を図ることができる。
また本実施形態によれば、単板構造の凸面を船尾側として設けることで、船底流れを船底外板部１２Ａの方向に導くことができ、船底外板部１２Ａにおける二次元剥離を防止することができる。
また本実施形態によれば、船底外板部１２Ａに沿う船底流れを加速することで船底外板部１２Ａにおける二次元剥離を防止することができる。
なお、本実施形態では、二つのスラット板１３Ａを、船底外板部１２Ａに沿う船底流れの方向に設ける場合を示したが、３つ以上の複数のスラット板１３Ａを、船底外板部１２Ａに沿う船底流れの方向に設けてもよい。
また、本実施形態では、曲がり板の単板構造で構成したスラット板１３Ａを用いたが、平板の単板構造で構成したスラット板１３Ｂ、翼型断面の厚さの中心線が曲線である翼型の複板構造で構成したスラット板１３Ｃ、翼型断面の厚さの中心線が直線である対称翼型の複板構造で構成したスラット板１３Ｄを、スラット板１３Ａに代えて用いてもよい。また、これらスラット板１３Ａ、スラット板１３Ｂ、スラット板１３Ｃ、スラット板１３Ｄを組み合わせて用いてもよい。 According to the present embodiment, even if the stern enlargement degree of the twin stern is larger than before, the increase in hull resistance due to two-dimensional separation is suppressed, propeller vibration is prevented, and the propulsion efficiency is improved by increasing the wake. be able to.
In addition, according to the present embodiment, by providing the convex surface of the single plate structure as the stern side, the ship bottom flow can be guided in the direction of the ship bottom skin 12A, and two-dimensional separation at the ship bottom skin 12A is prevented. Can do.
In addition, according to the present embodiment, it is possible to prevent two-dimensional separation in the ship bottom skin 12A by accelerating the ship bottom flow along the ship bottom skin 12A.
In the present embodiment, the case where the two slat plates 13A are provided in the direction of the ship bottom flow along the ship bottom outer plate portion 12A is shown, but three or more slat plates 13A are provided on the vessel bottom outer plate portion 12A. You may provide in the direction of the ship bottom flow along.
Further, in this embodiment, the slat plate 13A configured with a single plate structure of a bent plate is used, but the slat plate 13B configured with a single plate structure of a flat plate, a wing whose center line of the thickness of the airfoil section is a curve Instead of the slat plate 13A, a slat plate 13C constituted by a double plate structure of the mold and a slat plate 13D constituted by a double plate structure of a symmetrical airfoil type in which the center line of the thickness of the airfoil cross section is a straight line may be used. . Moreover, you may use combining these slat board 13A, slat board 13B, slat board 13C, and slat board 13D.

第５の実施形態から第８の実施形態では、船底外板部１２Ｂにおける最大傾斜箇所Ｍにおいて剥離が生じやすいことを前提として、スラット板１３Ａ、スラット板１３Ｂ、スラット板１３Ｃ、スラット板１３Ｄにおける前縁１３ｆを、船底外板部１２Ｂにおける最大傾斜箇所Ｍよりも船首側となる位置に配置したが、あらかじめ実験やシミュレーションによって二次元剥離を生じる位置を求め、スラット板１３Ａ、スラット板１３Ｂ、スラット板１３Ｃ、スラット板１３Ｄにおける前縁１３ｆが、船底外板部１２Ａ、１２Ｂに沿う船底流れが２次元剥離を起こす箇所よりも船首側となる位置に、スラット板１３Ａ、スラット板１３Ｂ、スラット板１３Ｃ、スラット板１３Ｄを設けることも有効である。
また、固定取付構造である取付手段１４ａ、１４ｂの断面形状は、スラット板１３Ａを用いる場合には曲がり板の断面形状、スラット板１３Ｂを用いる場合には平板の断面形状、スラット板１３Ｃを用いる場合には翼型断面の厚さの中心線が曲線である翼型形状、スラット板１３Ｄを用いる場合には翼型断面の厚さの中心線が直線である対称翼型形状とすることが好ましい。 In the fifth to eighth embodiments, the front of the slat plate 13A, the slat plate 13B, the slat plate 13C, and the slat plate 13D is premised on that peeling is likely to occur at the maximum inclined portion M in the ship bottom outer plate portion 12B. Although the edge 13f is disposed at a position on the bow side of the maximum inclined portion M in the ship bottom outer plate portion 12B, a position at which two-dimensional separation occurs is obtained in advance by experiments and simulations, and the slat plate 13A, slat plate 13B, slat plate 13C, the slat plate 13A, the slat plate 13C, the slat plate 13A, the slat plate 13C, the front edge 13f of the slat plate 13D is located at the bow side of the ship bottom flow along the ship bottom outer plate portions 12A, 12B. It is also effective to provide a slat plate 13D.
Moreover, the cross-sectional shape of the attachment means 14a and 14b which is a fixed attachment structure is the cross-sectional shape of a curved plate when using the slat plate 13A, the cross-sectional shape of a flat plate when using the slat plate 13B, and the case where the slat plate 13C is used. It is preferable to use a wing shape having a curved center line of the airfoil cross section and a symmetric airfoil shape having a straight center line of the airfoil cross section when the slat plate 13D is used.

本発明は、二つの船尾部にそれぞれプロペラを備えた双船尾船だけでなく、ＰＯＤ推進器を用いた双船尾船においても性能を改善することができる。   The present invention can improve performance not only in a twin stern with propellers in two stern portions, but also in a twin stern using a POD propulsion device.

１０ 船体
１１ａ、１１ｂ 船尾部
１２Ａ、１２Ｂ 船底外板部
１３Ａ、１３Ｂ、１３Ｃ、１３Ｄ スラット板
１３ｆ 前縁
１３ｒ 後縁
１４ａ、１４ｂ 取付手段
１５ａ、１５ｂ プロペラ
Ｘ 船底基線
Ｙ プロペラ軸の軸心線
Ｚａ、Ｚｂ 船底流れ 10 Hulls 11a, 11b Stern 12A, 12B Outboard bottom plate 13A, 13B, 13C, 13D Slat plate 13f Front edge
13r Trailing edge 14a, 14b Mounting means 15a, 15b Propeller X Ship bottom baseline Y Center axis of propeller shaft Za, Zb Ship bottom flow

Claims (10)

二つの船尾部を有し、二つの前記船尾部の間に配置される船底外板部が船尾に向けて傾斜を持って立ち上がる双船尾船に設ける船尾船底スラットにおいて、
前記船底外板部に間隙を持たせて沿わせ、前縁を船底基線又は前記船底基線より上方に位置させて配置するスラット板と、
前記スラット板を前記船尾部の間に設ける取付手段と
を備え、
前記スラット板により前記船底外板部における船底流れの二次元剥離を防止することを特徴とする船尾船底スラット。 In a stern bottom slat having two stern portions, a stern slat provided in a twin stern boat in which a bottom shell plate portion arranged between the two stern portions rises with inclination toward the stern.
A slat plate that is disposed with a gap in the bottom plate portion of the ship bottom, with a leading edge positioned above the ship bottom base line or the ship bottom base line, and
Mounting means for providing the slat plate between the stern parts,
A stern bottom slat, wherein the slat plate prevents two-dimensional separation of a bottom flow at the bottom plate portion. 前記スラット板の前記前縁を、前記船尾部のプロペラ軸よりも下方に配置することを特徴とする請求項１に記載の船尾船底スラット。   2. The stern bottom slat according to claim 1, wherein the front edge of the slat plate is disposed below a propeller shaft of the stern part. 前記スラット板を、曲がり板の単板構造又は翼型断面の厚さの中心線が曲線である翼型の複板構造で構成し、前記単板構造の凸面又は前記複板構造の翼型断面の厚さの中心線の凸側の面を前記船尾側として設けることを特徴とする請求項１又は請求項２に記載の船尾船底スラット。   The slat plate is constituted by a single plate structure of a bent plate or an airfoil double plate structure in which the center line of the thickness of the airfoil cross section is a curve, and the convex surface of the single plate structure or the airfoil cross section of the double plate structure The stern bottom slat according to claim 1 or 2, wherein a surface on the convex side of the center line of the thickness is provided as the stern side. 前記スラット板を、平板の単板構造又は翼型断面の厚さの中心線が直線である対称翼型の複板構造で構成し、前記船底外板部との距離が後縁で前記前縁より近づくように設けることを特徴とする請求項１又は請求項２に記載の船尾船底スラット。   The slat plate is constituted by a single plate structure of a flat plate or a double plate structure of a symmetric wing shape in which the center line of the thickness of the wing shape cross section is a straight line, and a distance from the ship bottom outer plate portion is a trailing edge and the leading edge The stern bottom slat according to claim 1 or 2, wherein the stern bottom slat is provided so as to be closer. 前記スラット板を、前記船底外板部に沿う前記船底流れが前記前縁より下流側で加速するように前記船底外板部に対して仰角を持たせて設けることを特徴とする請求項１から請求項４のいずれかに記載の船尾船底スラット。   2. The slat plate is provided with an elevation angle with respect to the bottom bottom plate portion so that the bottom flow along the bottom bottom plate portion accelerates downstream from the front edge. The stern bottom slat according to claim 4. 前記スラット板の前記前縁が、前記船底外板部における最大傾斜箇所よりも船首側となる位置に、前記スラット板を設けることを特徴とする請求項１から請求項５のいずれかに記載の船尾船底スラット。   The said slat board is provided in the position which the said front edge of the said slat board becomes a bow side rather than the largest inclination location in the said ship bottom outer plate part, The Claim 1 to 5 characterized by the above-mentioned. Stern slats. 前記スラット板の前記前縁が、前記船底外板部に沿う前記船底流れが２次元剥離を起こす箇所よりも船首側となる位置に、前記スラット板を設けることを特徴とする請求項１から請求項５のいずれかに記載の船尾船底スラット。   The slat plate is provided at a position where the front edge of the slat plate is on the bow side of a portion where the ship bottom flow along the ship bottom outer plate portion causes two-dimensional separation. Item 6. The stern bottom slat according to any one of Items 5 to 6. 前記スラット板を、前記船底外板部に沿う前記船底流れの方向に、複数個設けることを特徴とする請求項１から請求項７のいずれかに記載の船尾船底スラット。   The stern bottom slat according to any one of claims 1 to 7, wherein a plurality of the slat plates are provided in a direction of the bottom flow along the bottom bottom plate portion. 前記取付手段が、二つの前記船尾部及び／又は前記船底外板部に前記スラット板を固定して設ける固定取付構造であることを特徴とする請求項１から請求項８のいずれかに記載の船尾船底スラット。   9. The fixed attachment structure according to claim 1, wherein the attachment means is a fixed attachment structure in which the slat plate is fixed to the two stern portions and / or the bottom shell plate portion. Stern slats. 請求項１から請求項９のいずれかに記載の船尾船底スラットを備えることを特徴とする船尾船底スラット付き船舶。   A ship with a stern bottom slat, comprising the stern bottom slat according to any one of claims 1 to 9.
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JPS4844391Y1 (en) * 1970-07-09 1973-12-20
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JP2004136781A (en) * 2002-10-17 2004-05-13 National Maritime Research Institute Ship with propelling performance improver
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WO2016080001A1 (en) * 2014-11-18 2016-05-26 三菱重工業株式会社 Twin-skeg ship
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