JP2013132937A - Ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To facilitate manufacture of fins which improve propulsion performance of a twin-screw ship provided with one rudder.SOLUTION: A ship includes: a starboard side propeller 2-1 which generates a propulsive force of a main hull by rotating around a first rotary shaft 14-1; a second propeller 2-2 which generates propulsive force of the main hull by rotating in the opposite direction around a second rotary shaft 14-2 parallel to the first rotary shaft 14-1; a rudder 3 arranged between the first rotary shaft 14-1 and the second rotary shaft 14-2; and a first fin 21-1 and a second fin 21-2 supported by the rudder 3. The first fin 21-1 converts a first swirling flow generated by rotation of the starboard side propeller 2-1 to the propulsive force of the main hull. The second fin 21-2 converts a second swirling flow generated by rotation of the second propeller 2-2 to the propulsive force of the main hull. In the ship of this structure, the first fin 21-1 and the second fin 21-2 can be formed so as to be bilaterally symmetric with respect to the rudder 3.

Description

  The present invention relates to a ship, and more particularly, to a ship provided with fins that generate a propulsion force of a hull using a swirling flow of a propeller.

  Fins attached to a rudder located in the wake of a ship's propeller are known. Such a fin generates thrust in the forward direction of the hull using the ascending, descending, or swirling flow in the vicinity of the control surface to improve the propulsion performance. Such fins are desired to be easy to manufacture, and are desired to be symmetrical about the rudder.

  Japanese Laid-Open Patent Publication No. 04-43192 discloses a rudder that can reduce the generation of blade tip vortices and further reduce the resistance of the entire rudder to improve hull efficiency. The rudder has horizontal fins with airfoil cross-sections attached to both sides of the rudder body near the propeller shaft center position, and vertical fins with airfoil cross-sections parallel to the rudder main body are attached to the tips of the horizontal fins. The cross-sectional shapes of the fins and the vertical fins are characterized in that the combined force of lift and effectiveness generated in the horizontal fins by the propeller wake includes a forward hydraulic component.

  Japanese Patent Laying-Open No. 04-176792 discloses a rudder capable of obtaining a large thrust and further improving hull efficiency. The rudder is provided with a spindle having a streamlined cross section near the propeller shaft center position of the rudder body, the rudder body at the top of the spindle is formed in a symmetrical airfoil section, and the rudder body at the lower part of the spindle is asymmetrical. A horizontal fin having an airfoil cross section is attached to both sides of the spindle body, and vertical fins parallel to the rudder body are attached to the tips of the horizontal fins.

  Japanese Laid-Open Patent Publication No. 04-201693 discloses a finned ship that can improve the propulsion efficiency by recovering the rotating flow of the propeller wake as an effective thrust even if the distance between the propeller and the fin leading edge is somewhat large. A rudder is disclosed. The marine rudder has fins extending laterally from both sides of the marine rudder, and a protrusion projecting forward so as to be close to the propeller boss cap at the fin mounting position at the front edge of the rudder. It is characterized by providing.

  Japanese Patent Laying-Open No. 05-39090 discloses a rudder that can further improve the propulsion efficiency. The rudder is a rudder placed in the wake of the propeller for propulsion. At the propeller shaft center position of the rudder plate, horizontal fins with airfoil cross sections are provided on both sides, and these horizontal fins are introduced into the wake of the propeller. The tilt angle is changed so that a forward thrust can be obtained corresponding to the angle.

  Japanese Patent Laying-Open No. 06-127478 discloses a rudder structure in a ship that can improve hull efficiency and wake ratio. The rudder structure of the ship is a position behind the propeller of the hull and on the left and right sides of the propeller center line, respectively, on the side surfaces facing each other of the rudder and at substantially the same height as the propeller center line. Further, a horizontal fin having a wing shape in cross section is attached, and a spindle-shaped member is attached to the tip of the horizontal fin and at a position on the propeller center line.

  Japanese Laid-Open Patent Publication No. 07-237594 discloses a rudder in a ship that has no step near the center of the rudder plate and is easy to process. The rudder in the ship is in the direction of inflow of the propeller wake as it goes up and down around the front edge of the rudder plate arranged in the wake of the propeller for propulsion. The twist is gradually increased so as to be directed to the angle, and the twist angle is maximized in the vicinity of the upper end and the lower end of the rudder plate.

  Japanese Patent Application Laid-Open No. 09-263299 discloses a rudder for a ship that can recover energy from a flow in the rotational direction of the wake. The ship rudder is a ship rudder provided behind the propeller shaft, and is characterized in that fins are attached to the outer surface of the rudder body on the inflow side position of the flow in the rotational direction by the propeller.

  Japanese Patent Laid-Open No. 11-139395 discloses a ship propulsion performance improving device that can be expected to save horsepower. The ship propulsion performance improvement device is a device provided with a fin having a blade cross-section and a small valve on the rudder behind the propeller, and the valve is substantially on the propeller shaft core line, and its maximum diameter is the rudder leading edge. At or near this position, the front end of the valve is formed into a substantially spheroid or oval shape, and its front end protrudes from the rudder front edge, and the fin comprises a pair of left and right fins, The front edge of the fin is projected from the tip of the valve or the front edge of the rudder.

  Japanese Patent Application Laid-Open No. 08-192792 discloses a stator fin for improving propulsion efficiency of a propeller by using a rotating flow, and by reducing the moment generated during the operation of the stator fin as much as possible. A marine propeller device with a stator fin that is simple in structure and low in cost is disclosed. The marine propeller device with a stator fin includes a stator fin composed of a plurality of fins fixedly supported on the hull so as to project radially from the propeller shaft center line in the marine propeller device. The fin torsion angle and fin cross-sectional shape are set so that a rotational flow in the direction opposite to the propeller rotation direction is generated at the base fin portion within the range corresponding to 70 to 100% of the propeller radius from the propeller shaft center line. However, the tip side fin portion connected to the root side fin portion is characterized in that the fin twist angle and the fin cross-sectional shape are set so as to generate a rotational flow in the same direction as the propeller rotation direction.

  Japanese Patent Laid-Open No. 2002-166888 discloses that it can be easily manufactured, reduces manufacturing costs, shortens the construction period, and firmly attaches and fixes the stator fins to the ship side to ensure stability and reliability during navigation. A ship with a stator fin capable of enhancing the performance is disclosed. The ship with the stator fin is provided with a stator fin that rotates and propellers to obtain thrust, and that collects rotational energy of a water flow sent backward from the propeller and uses at least a part thereof as thrust. The stator fin includes a substantially cylindrical fin boss and a fin that protrudes radially from an outer peripheral surface of the fin boss and is fixed integrally with the fin boss, and the fin boss is a rotation of the propeller. It is loosely fitted to a substantially columnar stator fin mounting portion formed on the rear side of the propeller so as to protrude in the axial direction, and is formed between the inner peripheral surface of these fin bosses and the outer peripheral surface of the stator fin mounting portion. The gap portion is filled with a filler for bonding the fin boss and the stator fin mounting portion. It is set to.

  Japanese Unexamined Patent Publication No. 2009-255835 discloses a finned rudder that can improve the propulsion performance (propulsion efficiency) by increasing the wake gain by adjusting the flow of water behind the screw propeller more effectively. Is disclosed. The rudder with fins is arranged behind the screw propeller and changes the course of the ship, with one first fin on the port side rudder surface and one second fin on the starboard side rudder surface. When the screw propeller is provided and the screw propeller rotates clockwise as viewed from the stern side when moving forward, one end of the first fin is positioned in front of the center side of the rudder-side rudder surface. On the edge side, it is attached above the center position of the screw propeller, and one end of the second fin is attached below the center position of the screw propeller on the front edge side of the center portion of the starboard side control surface. When the screw propeller rotates counterclockwise when viewed from the stern side when moving forward, one end of the first fin is on the front edge side of the center portion of the rudder-side control surface, and the screw propeller is The one end of the second fin is attached above the center position of the screw propeller on the front edge side of the central portion of the starboard side control surface. The other end of the screw extends horizontally to a position inside the radius of rotation of the screw propeller and where the upward or downward flow becomes strong.

  In JP-A-2001-138986, when the rotational energy of the bilge vortex and the rotational energy of the propeller wake are simultaneously used as the thrust of the ship, the effect of improving the propulsion efficiency of the ship is used independently. An energy-saving ship that is equal to or greater than the effect obtained by adding the effects of the above is disclosed. The energy-saving ship has a hull shape in which the bilge vortex center is below the propeller center axis near the propeller position, and the blade tip is located at the center of the bilge vortex at the left and right side of the propeller and the camber is downward. Each of the fins having a-has one fin, and has fins with rudder extending laterally from both sides of the rudder.

  Japanese Patent Application Laid-Open No. 2004-299420 discloses a rudder with fins that facilitates fin attachment work and does not reduce propulsion efficiency. In addition, a rotational moment applied to the rudder attachment portion or the rudder main body is obtained. A finned rudder is disclosed which is reduced and has a high degree of design freedom and is low cost. The rudder with fins is a rudder provided with fins for generating a propulsion direction force using a wake of a propeller in a ship, and is a vortex generated from a hull by the propulsion of the ship, and the rotation surface of the propeller In the left and right sides of the rotation axis of the propeller, a synergistic effect of the vortex that flows upward at the outer peripheral portion of the rotation surface and flows downward toward the rotation axis of the propeller and the rotation flow by the propeller The fin is provided only on the side surface on the one side when a rapid flow is generated near the side surface on the one side of the rudder.

  Japanese Patent Application Laid-Open No. 2005-145397 discloses a fin device that can be dealt with only by the construction on the rudder side, has a simple structure, and can operate efficiently. The fin device is a composite wing-type fin device that is mounted at the height of the propeller shaft at the front edge of the rudder located behind the propeller in order to reduce fuel consumption during ship operation. A pair of symmetrical two-dimensional wing-shaped fins that are provided from the edge to the side and that form a central core portion, and a pair of two-dimensional wing-shaped fins that are extended so as to be joined to the vertical surfaces of both ends of the two-dimensional wing-shaped fins And asymmetric wing fins.

  Japanese Patent Laying-Open No. 2006-347285 discloses a stern structure of a ship that can further improve energy saving by further improving the propulsion performance of the ship. The stern structure of the ship is provided at the required position of the hull outer wall at the stern part of the ship, with stern fins extending in the left-right direction so as to block the downward flow along the hull outer wall during stern flow that occurs during navigation, and At the rear of the stern fin and at the front of the propeller, a stern duct is attached so as to decelerate the flow flowing into the propeller by the downward flow blocked by the stern fin, and the propeller is installed at the required position of the rudder behind the propeller. It is characterized by having a configuration in which ladder fins are attached so as to rectify the rotational flow behind.

  Japanese Patent Laid-Open No. 2008-247322 discloses a propeller that rectifies the flow inside the skeg using the fins in the displacement type twin-screw twin-skeg ship and uses the fins to obtain forward force. A twin-screw twin-skeg ship that can suppress asymmetrical flow flowing into the surface and reduce propeller vibration is disclosed. In the biaxial twin skeg ship, fins extending in the left-right direction of the hull are arranged between the skegs of the displacement type biaxial twin skeg ship with the direction of the chord being the front-rear direction of the hull.

  Japanese Utility Model Laid-Open No. 05-26798 discloses a boat rudder that can improve propulsion efficiency with a high rectifying action. The ship rudder is a ship rudder equipped with a propulsion device.When the rudder is viewed from the rear, the rotation direction of the propulsion device is clockwise and to the starboard side. It is characterized by being arranged with a distance of 0.1 Dp to 0.3 Dp (where Dp is the diameter of the propeller) from the hull center line.

  Japanese Utility Model Registration No. 3134464 discloses a marine combined fin device that can increase the propulsion efficiency of a marine vessel equipped with conventional ladder fins or straightening fins. The marine composite fin device includes a rudder fin provided at a rudder leading edge movable portion located behind the stern and the propeller, and on both sides of the hull on the outer surface of the stern so as to be located forward of the propeller. And a V-shaped rectifying fin attached thereto, wherein the rectifying fin rectifies and accelerates the flow from the front to the propeller.

JP 04-43192 A Japanese Patent Laid-Open No. 04-176792 Japanese Patent Laid-Open No. 04-201693 JP 05-39090 A Japanese Patent Laid-Open No. 06-127478 Japanese Patent Application Laid-Open No. 07-237594 JP 09-263299 A JP 11-139395 A JP 08-192792 A JP 2002-166888 A JP 2009-255835 A JP 2001-138986 A JP 2004-299420 A Japanese Patent Laid-Open No. 2005-145397 JP 2006-347285 A JP 2008-247322 A Japanese Utility Model Publication No. 05-26798 Registered Utility Model No. 3134464

The subject of this invention is providing the ship by which a fin is manufactured more easily.
The other subject of this invention is providing the ship which improves the propulsion performance of a hull more.

  In the following, means for solving the problems will be described using the reference numerals used in the modes and examples for carrying out the invention in parentheses. This symbol is added to clarify the correspondence between the description of the scope of claims and the description of the modes and embodiments for carrying out the invention, and Do not use to interpret the technical scope.

  A ship (10) according to the present invention includes a main hull (1) and a first propeller (2-1) that generates propulsive force of the main hull (1) by rotating about a first rotation shaft (14-1). ) And a second propeller (2-2) that generates propulsive force of the main hull (1) by rotating around a second rotation axis (14-2) that is parallel to the first rotation axis (14-1). ), The rudder (3) disposed between the first rotating shaft (14-1) and the second rotating shaft (14-2), and the first fin (21-1) supported by the rudder (3) ) (31-1) (41-1) (51-1) (61-1) (81-1) and second fins (21-2) (31-2) (31-2) supported by the rudder (3) 41-2) (51-2) (61-2) (81-2). The first fins (21-1) (31-1) (41-1) (51-1) (61-1) (81-1) are generated by the rotation of the first propeller (2-1). The first swirl flow is converted into the propulsive force of the main hull (1). The second fins (21-2) (31-2) (41-2) (51-2) (61-2) (81-2) are generated by the rotation of the second propeller (2-2). The second swirl flow is converted into the propulsive force of the main hull (1). Such a ship (10) includes first fins (21-1) (31-1) (41-1) (51-1) (61-1) (81-1) and second fins (21-2). ) (31-2) (41-2) (51-2) (61-2) (81-2) and the rudder (3) and the first fins (21-1) (31) -1) (41-1) (51-1) (61-1) (81-1) and second fins (21-2) (31-2) (41-2) (51-2) (61- 2) (81-2) can be formed.

  The rudder (3) includes a ladder horn (17) fixed to the main hull (1) and a rudder body (18) supported so as to be movable with respect to the rudder horn (17). First fins (21-1) (31-1) (41-1) (51-1) (61-1) (81-1) and second fins (21-2) (31-2) (41- 2) (51-2) (61-2) (81-2) is fixed to the ladder horn (17).

  The first fin (21-1) (31-1) (41-1) (51-1) (61-1) (81-1) has a first blade root portion and a first blade root portion. And a first wing tip portion disposed at a position farther from the rudder (3) than the position to be operated. The direction in which the chord of the first blade root portion faces is different from the direction in which the chord of the first blade tip portion faces, and the second fins (21-2) (31-2) (41-2) (51- 2) (61-2) (81-2) includes a second blade root portion, a second blade tip portion disposed at a position farther from the rudder (3) than a position at which the second blade root portion is disposed, and It has. The direction in which the chord of the second blade root portion faces is different from the direction in which the chord of the second blade tip portion faces. Such a ship (10) can improve the propulsion performance more efficiently by converting the first swirl flow and the second swirl flow into the propulsion force more efficiently.

  The ship (10) according to the present invention has a first valve (32-1) (52-1) (62-1) for diffusing a first hub vortex generated by the rotation of the first propeller (2-1). And second valves (32-2), (52-2), and (62-2) that diffuse the second hub vortex generated by the rotation of the second propeller (2-2). The first valves (32-1) (52-1) (62-1) are fixed to the first fins (31-1) (51-1) (61-1). The second valves (32-2) (52-2) (62-2) are fixed to the second fins (31-2) (51-2) (61-2). Such a ship (10) can improve the propulsion performance more efficiently by diffusing the first hub vortex and the second hub vortex.

  A ship (10) according to the present invention includes first wing tip plates (42-1) (53-1) (53-1) arranged at the wing tips of first fins (41-1) (51-1) (61-1). 63-1) and second fin end plates (42-2) (53-2) (63-2) arranged at the blade tips of the second fins (41-2) (51-2) (61-2). And further. In such a ship (10), the first fins (41-1) (51-1) (61-1) and the second fins (41-2) (51-2) (61-2) have lift. It can produce | generate more efficiently and can reduce propulsion resistance more effectively.

  The first fin and the second fin have a fishtail formed at the rear edge (73). In such a ship (10), the first fin and the second fin can generate lift more efficiently, and the propulsion resistance can be reduced more effectively.

  The first fin (81-1) is supported by a first fixed portion (82-1) fixed to the rudder (3) and a first fixed portion (82-1) movably supported by the first fixed portion (82-1). 1 movable part (83-1). The second fin (81-2) is supported so as to be movable with respect to the second fixed portion (82-2) fixed to the rudder (3) and the second fixed portion (82-2). 2 movable parts (83-2). Such a ship (10) can reduce propulsion resistance more effectively by moving with the 1st movable part (83-1) and the 2nd movable part (83-2).

  The ship according to the present invention can be formed such that the first fin and the second fin are bilaterally symmetric, and the fin can be manufactured more easily.

FIG. 1 is a side view showing a ship according to the present invention. FIG. 2 is a side view showing the stern portion. FIG. 3 is a perspective view showing the fins. FIG. 4 is a plan view showing the fins. FIG. 5 is a plan view showing another fin. FIG. 6 is a plan view showing still another fin. FIG. 7 is a plan view showing still another fin. FIG. 8 is a plan view showing still another fin. FIG. 9 is a cross-sectional view showing the fins. FIG. 10 is a plan view showing still another fin.

  An embodiment of a ship according to the present invention will be described with reference to the drawings. As shown in FIG. 1, the ship 10 includes a main hull 1, two propellers 2-1 to 2-2, and a rudder 3. The main hull 1 has an outer plate formed from a steel plate manufactured by rolling, and is formed in a long shape in the hull length direction 5. The main hull 1 is formed of a bow portion, a center portion, and a stern portion. The bow portion forms the bow of the main hull 1 and forms the end of the main hull 1 in the hull length direction 5. The stern portion forms the stern of the main hull 1 and forms the end of the main hull 1 opposite to the bow portion. The central portion is disposed between the bow portion and the stern portion so that the central portion overlaps the center of gravity of the main hull 1, and is joined to the bow portion and joined to the stern portion. The main hull 1 is formed such that a starboard and a port are formed, and the starboard and the port are substantially symmetrical with respect to one symmetry plane. The plane of symmetry is parallel to the hull length direction 5 and parallel to the vertical direction. The starboard is the right-hand end from the stern of the main hull 1 toward the bow when the main hull 1 is floated on the water, and the port is from the stern of the main hull 1 It is the left end toward the bow.

  The main hull 1 is formed with two bossings 6-1 to 6-2. The starboard side bossing 6-1 of the two bossings 6-1 to 6-2 is arranged on the starboard side of the ship bottom region that comes into contact with the water when the main hull 1 of the stern part floats on the water. Has been. The port side bossing 6-2 of the two bossings 6-1 to 6-2 is disposed on the starboard side of the ship bottom region. The starboard side bossing 6-1 and the port side bossing 6-2 are formed so as to be substantially symmetrical with respect to the plane of symmetry.

  The rudder 3 is formed of a steel plate, and is disposed in the direction opposite to the hull length direction 5 from the two propellers 2-1 to 2-2, that is, disposed on the stern side from the two propellers 2-1 to 2-2. ing. As shown in FIG. 2, the rudder 3 includes a ladder horn 17 and a rudder body 18. The ladder horn 17 is formed in a columnar shape, and is disposed along a straight line parallel to the vertical direction when the main hull 1 is floated on water. The ladder horn 17 is fixed to the main hull 1 by being joined to the stern portion of the main hull 1. The rudder body 18 is supported by a ladder horn 17 so as to be rotatable about a rotation axis. The rotation axis is substantially parallel to the vertical direction and substantially perpendicular to the hull length direction 5 when the main hull 1 is floated on water. The rudder 3 further includes a drive device not shown. The drive device is controlled by the user to rotate the rudder body 18 relative to the main hull 1 about the rotation axis. The rudder 3 changes the direction propelled by the ship 10 when the rudder body 18 rotates with respect to the main hull 1 around the rotation axis.

  The ship 10 further includes two fins 21-1 to 21-2 in FIG. 3. The two fins 21-1 to 21-2 are fixed to the ladder horn 17 by being joined to the ladder horn 17.

  The starboard side propeller 2-1 of the two propellers 2-1 to 2-2 is formed of a steel plate and includes a boss 11-1 and a plurality of blades 12-1, as shown in FIG. ing. The boss 11-1 is formed in a substantially cylindrical shape, and is supported by the starboard side bossing 6-1 so as to be rotatable about the rotation shaft 14-1. The rotating shaft 14-1 is substantially parallel to the hull length direction 5. Each of the plurality of blades 12-1 is formed in an airfoil shape. Each of the plurality of blades 12-1 is fixed to the boss 11-1 by joining the root to the boss 11-1. That is, each of the plurality of blades 12-1 is disposed outside a cylinder that is separated from the rotating shaft 14-1 by a predetermined radius. The radius is equal to the radius of the cylinder formed by the boss 11-1.

  The port side propeller 2-2 of the two propellers 2-1 to 2-2 is formed of a steel plate and includes a boss 11-2 and a plurality of blades 12-2 as shown in FIG. ing. The boss 11-2 is formed in a substantially cylindrical shape, and is supported by the port side bossing 6-2 so as to be rotatable about the rotation shaft 14-2. The rotation shaft 14-2 is substantially parallel to the hull length direction 5. The plurality of blades 12-2 are each formed in an airfoil shape. Each of the plurality of blades 12-2 is fixed to the boss 11-2 by joining the root to the boss 11-2. That is, each of the plurality of blades 12-2 is disposed outside a cylinder that is separated from the rotating shaft 14-2 by a predetermined radius. The radius is equal to the radius of the cylinder formed by the boss 11-2.

  Furthermore, the starboard side propeller 2-1 and the port side propeller 2-2 are formed so as to be substantially symmetric with respect to the symmetry plane 29. That is, the symmetry plane 29 is disposed between the rotation axis 14-1 and the rotation axis 14-2, and the distance from an arbitrary point on the symmetry plane 29 to the rotation axis 14-1 is from that point to the rotation axis 14. It is formed to be equal to the distance to -1. Further, the main hull 1 is formed so as to be symmetric with respect to the symmetry plane 29. The rudder 3 is disposed so as to overlap with the symmetry plane 29 and is formed so as to be symmetric with respect to the symmetry plane 29.

  The ship 10 further includes an engine (not shown). The engine rotates the two propellers 2-1 to 2-2 outward by being controlled by the user. That is, the engine is controlled by the user to rotate the starboard propeller 2-1 clockwise around the rotation shaft 14-1 as viewed from the stern side, and to the port side around the rotation shaft 14-2. Rotate propeller 2-2 counterclockwise as seen from the stern side. The starboard side propeller 2-1 generates a propulsive force that the vessel 10 propels in the hull length direction 5 by rotating around the rotation shaft 14-1. The port side propeller 2-2 generates propulsive force that the vessel 10 propels in the hull length direction 5 by rotating about the rotation shaft 14-2.

  Of the two fins 21-1 to 21-2, the starboard side fin 21-1 is formed in an airfoil shape, that is, the front edge has a round cross section and the rear edge has a tapered cross section. The starboard fin 21-1 is fixed to the ladder horn 17 by joining the blade root to the starboard side of the ladder horn 17. The starboard fin 21-1 is further formed such that the blade tip is disposed in the vicinity of the rotating shaft 14-1. The starboard fin 21-1 further includes a blade root portion and a blade tip portion. The blade root portion is disposed in the vicinity of the blade root of the starboard side fin 21-1. The wing tip portion is disposed in the vicinity of the wing tip of the starboard side fin 21-1. The starboard fin 21-1 is formed to be twisted so that the direction in which the chord of the blade root portion faces is different from the direction in which the chord of the blade tip portion faces.

  Of the two fins 21-1 to 21-2, the port side fin 21-2 is formed to be symmetric with the starboard side fin 21-1 with respect to the symmetry plane 29. That is, it is formed in the port side fin 21-2 airfoil. The port side fin 21-2 is fixed to the ladder horn 17 by joining the blade root to the starboard side of the ladder horn 17. The port side fin 21-2 is further formed such that the blade tip is disposed in the vicinity of the rotating shaft 14-1. The port side fin 21-2 further includes a blade root portion and a blade tip portion. The blade root portion is disposed in the vicinity of the blade root of the port side fin 21-2. The blade tip portion is disposed in the vicinity of the blade tip of the port side fin 21-2. The port side fin 21-2 is formed to be twisted so that the direction in which the chord of the blade root portion faces is different from the direction in which the chord of the blade tip portion faces.

  In general, when a propulsion is carried out, a propeller rotates to generate a swirl flow (rotational flow) in a region on the stern side of the propeller. Such a swirl flow generally does not contribute to the propulsive force of the ship. For this reason, the energy which the swirl | vortex flow has among the energy for rotating a propeller works as propulsion resistance of the ship.

  In the ship 10 according to the present invention, the starboard-side fins 21-1 use the propulsion of the main hull 1 as a result of the swirl flow generated in the stern side region of the starboard-side propeller 2-1 as the starboard-side propeller 2-1 rotates. The swirl flow generated in the stern side region of the port side propeller 2-2 by the port side propeller 2-2 is converted by the port side fin 21-2 into the propulsive force of the main hull 1. For this reason, the ship 10 by this invention can reduce the propulsion resistance by the turning flow more compared with the other ship which is not equipped with such a fin, and can improve propulsion efficiency.

  Further, the two fins 21-1 to 21-2 are formed so as to be twisted, so that the swirl flow is more efficiently performed in the main hull compared to other fins having a constant chord direction. It can be converted into a driving force of 1. For this reason, the ship 10 according to the present invention can further reduce the propulsion resistance due to the swirling flow compared to other ships provided with other fins in which the direction of the chord is constant. Can be improved.

  Furthermore, since the two fins 21-1 to 21-2 are formed symmetrically with respect to the symmetry plane 29, they can be more easily manufactured.

  The two fins 21-1 to 21-2 can be replaced with other two fins in which the direction of the chord of the blade root portion is the same as the direction of the chord of the blade tip portion. A ship to which two untwisted fins are applied in this manner has a lower degree of improvement in propulsion efficiency than the ship 10 in the above-described embodiment, but is not equipped with two fins. Compared to the above, the propulsion efficiency can be improved.

  In another embodiment of the ship according to the present invention, the two fins 21-1 to 21-2 in the above-described embodiment are replaced with the other two fins. The two fins 31-1 to 31-2 are provided with two valves 32-1 to 32-2 as shown in FIG. 5. The two fins 31-1 to 31-2 are formed in the same manner as the two fins 21-1 to 21-2. That is, the two fins 31-1 to 31-2 are configured so that the starboard-side fin 31-1 converts the swirl flow generated by the rotation of the starboard-side propeller 2-1 into the propulsive force of the main hull 1. In addition, the swirl flow generated by the rotation of the port-side propeller 2-2 is formed so that the port-side fin 31-2 converts the propulsive force of the main hull 1 into the propulsion force.

  Of the two valves 32-1 to 32-2, the starboard side valve 32-1 is formed in a cylindrical shape with one pointed end. The starboard side valve 32-1 has a non-pointed end of the cylinder on the starboard side propeller so that the height direction of the cylinder is parallel to the rotation axis 14-1 and overlaps the rotation axis 14-1. It arrange | positions so that the boss | hub 11-1 of 2-1 may be opposed. The starboard side valve 32-1 is further arranged inside a cylinder separated from the rotating shaft 14-1 by a predetermined radius. The radius is equal to the radius of the cylinder formed by the boss 11-1. That is, the size of the starboard side valve 32-1 is about the size of the boss 11-1 of the starboard side propeller 2-1. The starboard side valve 32-1 is further fixed to the starboard side fin 31-1 by being joined to the blade tip of the starboard side fin 31-1.

  The port side valve 32-2 of the two valves 32-1 to 32-2 is formed so as to be symmetric with the starboard side valve 32-1 with respect to the symmetry plane 29. That is, the port side valve 32-2 is formed in a cylindrical shape with one pointed end. The port side valve 32-2 has a non-pointed end of the cylinder on the port side propeller so that the height direction of the cylinder is parallel to the rotation axis 14-2 and overlaps the rotation axis 14-2. It arrange | positions so that the boss | hub 11-2 of 2-2 may be opposed. The port side valve 32-2 is further arranged inside a cylinder separated by a predetermined radius from the rotating shaft 14-2. The radius is equal to the radius of the cylinder formed by the boss 11-2. That is, the size of the port side valve 32-2 is about the size of the boss 11-2 of the port side propeller 2-2. The port side valve 32-2 is further fixed to the port side fin 31-2 by being joined to the wing tip of the port side fin 31-2.

  Such a ship, like the ship 10 in the above-described embodiment, uses a swirl flow in which two fins 31-1 to 31-2 are generated by two propellers 2-1 to 2-2 as a main hull. By converting to the propulsive force of 1, the propulsion resistance due to the swirling flow can be reduced.

  When a marine vessel is propelled, the propeller rotates and generates a hub vortex in a region on the stern side of the boss of the propeller. Such hub vortices generally create hub vortex cavitation, which can erode the rudder located on the stern side of the propeller and can peel paint on the surface of the rudder. Furthermore, such hub vortices generally do not contribute to the propulsion power of the ship. For this reason, the energy which the hub vortex has among the energy for rotating a propeller works as propulsion resistance of the ship.

  In such a ship, the starboard side valve 32-1 diffuses the hub vortex generated in the stern side region of the boss 11-1 of the starboard side propeller 2-1 by the rotation of the starboard side propeller 2-1. The port side valve 32-2 diffuses the hub vortex generated in the stern side region of the boss 11-2 of the port side propeller 2-2 as the port side propeller 2-2 rotates. For this reason, such a ship can reduce the adverse effect of the hub vortex more than other ships that do not include the two valves 32-1 to 32-2. That is, in such a ship, the two valves 32-1 to 32-2 diffuse the hub vortex so that the hub vortex erodes the two fins 31-1 to 31-2 or the hub. It is possible to prevent the vortex from peeling off the coating on the surfaces of the two fins 31-1 to 31-2, and to reduce the propulsion resistance of the ship.

  The starboard side valve 32-1 has no hull resistance when the main hull 1 is propelled because the portion protruding from the cylinder separated from the rotary shaft 14-1 by the radius of the cylinder formed by the boss 11-1 is not formed. Is hard to increase. The port side valve 32-2 has no hull resistance when the main hull 1 is propelled because the portion protruding from the cylinder separated from the rotation shaft 14-2 by the radius of the cylinder formed by the boss 11-2 is not formed. Is hard to increase.

  In addition, when the two fins are sufficiently long, the two valves 32-1 to 32-2 can be replaced with other two valves respectively disposed in the middle of the two fins. A ship to which such two valves are applied can further reduce the adverse effects of the swirl flow and the hub vortex in the same manner as a ship to which the two valves 32-1 to 22-2 are applied. Can do.

  In still another embodiment of the ship according to the present invention, the two fins 21-1 to 21-2 in the above-described embodiment are further replaced with two other fins. The two fins 41-1 to 41-2 include two blade end plates 42-1 to 42-2 as shown in FIG. The two fins 41-1 to 41-2 are formed in the same manner as the two fins 21-1 to 21-2. That is, the two fins 41-1 to 41-2 are configured such that the starboard-side fin 41-1 converts the swirl flow generated by the rotation of the starboard-side propeller 2-1 into the propulsive force of the main hull 1. In addition, the swirl flow generated by the rotation of the port side propeller 2-2 is formed so that the port side fin 41-2 converts the propulsion force of the main hull 1 into the propulsion force.

  The starboard side blade end plate 42-1 of the two blade end plates 42-1 to 42-2 is formed in a rectangular plate. The starboard side wing end plate 42-1 is fixed to the starboard side fin 41-1 by being joined to the wing tip of the starboard side fin 41-1. The starboard side wing end plate 42-1 is arranged so as to be along a plane parallel to the rotating shaft 14-1, and so that the plane is orthogonal to the plane along which the wing tip of the starboard side fin 41-1 is along. Yes. The length of the side of the starboard side wing end plate 42-1 which is parallel to the chord of the wing tip of the starboard side fin 41-1 in the rectangle is substantially equal to the length of the chord of the starboard side fin 41-1. It is formed to be. The length of the side of the starboard side wing end plate 42-1 perpendicular to the chord of the wing tip of the starboard side fin 41-1 in the rectangle is 3 of the blade thickness of the wing tip of the starboard side fin 41-1. It is formed so as to be approximately equal to the double length.

  The port side wing end plate 42-2 of the two wing end plates 42-1 to 42-2 is formed to be symmetric with the starboard side wing end plate 42-1 with respect to the symmetry plane 29. That is, the port side wing end plate 42-2 is formed in a rectangular plate. The port side wing end plate 42-2 is fixed to the port side fin 41-2 by being joined to the wing tip of the port side fin 41-2. The port side wing end plate 42-2 is arranged so as to be along a plane parallel to the rotation axis 14-2 and so that the plane is orthogonal to the plane along which the wing tip of the port side fin 41-2 is aligned. Yes. The length of the side of the port-side wing end plate 42-2 that is parallel to the chord of the wing tip of the port-side fin 41-2 is approximately equal to the length of the chord of the port-side fin 41-2. It is formed to be. The length of the side of the port side wing end plate 42-2 that is perpendicular to the chord of the wing tip of the port side fin 41-2 in the rectangle is 3 of the blade thickness of the wing tip of the port side fin 41-2. It is formed so as to be approximately equal to the double length.

  Similar to the ship 10 in the above-described embodiment, such a ship uses a swirl flow in which two fins 41-1 to 41-2 are generated by two propellers 2-1 to 2-2 as a main hull. By converting to the propulsive force of 1, the propulsion resistance due to the swirling flow can be reduced.

  Such a ship can reduce the vortex resistance of the vortex that goes around the wing tips of the two fins 41-1 to 41-2 by including the two wing tip plates 42-1 to 42-2. The lift force generated by the two fins 41-1 to 41-2 can be increased. For this reason, such a ship can increase the propulsive force which the two fins 41-1 to 41-2 generate by the swirl flow, and compared with the ship 10 in the above-described embodiment, Propulsion resistance due to the swirling flow can be further reduced, and the propulsion efficiency can be further improved.

  In still another embodiment of the ship according to the present invention, the two fins 21-1 to 21-2 in the above-described embodiment are further replaced with two other fins. The two fins 51-1 to 51-2 include two valves 52-1 to 52-2 and two blade end plates 53-1 to 53-2 as shown in FIG. Yes. The two fins 51-1 to 51-2 are formed in the same manner as the two fins 21-1 to 21-2. That is, the two fins 51-1 to 51-2 are configured such that the starboard-side fin 51-1 converts the swirl flow generated by the rotation of the starboard-side propeller 2-1 into the propulsive force of the main hull 1. In addition, the swirl flow generated by the rotation of the port side propeller 2-2 is formed so that the port side fins 51-2 convert the propulsive force of the main hull 1 into a propulsion force.

  The two valves 52-1 to 52-2 are formed in the same manner as the two valves 32-1 to 32-2 in the above-described embodiment. That is, the starboard side valve 52-1 of the two valves 52-1 to 52-2 is formed in a cylindrical shape with one pointed end. The starboard side valve 52-1 has a non-pointed end of the cylinder on the starboard side propeller so that the height direction of the cylinder is parallel to the rotation axis 14-1 and overlaps the rotation axis 14-1. It arrange | positions so that the boss | hub 11-1 of 2-1 may be opposed. The starboard side valve 52-1 is further arranged inside a cylinder separated from the rotating shaft 14-1 by a predetermined radius. The radius is equal to the radius of the cylinder formed by the boss 11-1. That is, the size of the starboard side valve 52-1 is about the size of the boss 11-1 of the starboard side propeller 2-1. The starboard side valve 52-1 is further fixed to the starboard side fin 51-1, by being joined to the blade tip of the starboard side fin 51-1.

  Of the two valves 52-1 to 52-2, the port side valve 52-2 is formed so as to be symmetric with respect to the starboard side valve 52-1. That is, the port side valve 52-2 is formed in a cylindrical shape with one pointed end. The port side valve 52-2 has a non-pointed end of the cylinder on the port side propeller so that the height direction of the cylinder is parallel to the rotation axis 14-2 and overlaps the rotation axis 14-2. It arrange | positions so that the boss | hub 11-2 of 2-2 may be opposed. The port side valve 52-2 is further arranged inside a cylinder separated by a predetermined radius from the rotating shaft 14-2. The radius is equal to the radius of the cylinder formed by the boss 11-2. That is, the size of the port side valve 52-2 is about the size of the boss 11-2 of the port side propeller 2-2. The port side valve 52-2 is further fixed to the port side fin 51-2 by being joined to the wing tip of the port side fin 51-2.

  The starboard side blade end plate 53-1 of the two blade end plates 53-1 to 53-2 is formed in a rectangular plate. The starboard side wing end plate 53-1 is fixed to the starboard side fin 51-1 by being joined to the starboard side valve 52-1. The starboard side wing end plate 53-1 is arranged so as to be along a plane parallel to the rotating shaft 14-1, and so that the plane is orthogonal to the plane along which the wing tip of the starboard side fin 51-1 is along. Yes. The length of the side of the starboard side wing end plate 53-1 that is parallel to the chord of the wing tip of the starboard side fin 51-1 is approximately equal to the length of the chord of the starboard side fin 51-1. It is formed to be. The length of the side of the starboard side wing end plate 53-1 that is perpendicular to the chord of the wing tip of the starboard side fin 51-1 in the rectangle is 3 of the blade thickness of the wing tip of the starboard side fin 51-1. It is formed so as to be approximately equal to the double length.

  Of the two blade end plates 53-1 to 53-2, the port side blade end plate 53-2 is formed so as to be symmetric with respect to the starboard side blade end plate 53-1 with respect to the symmetry plane 29. That is, the port side wing end plate 53-2 is formed in a rectangular plate. The port side wing end plate 53-2 is fixed to the port side fin 51-2 by being joined to the port side valve 52-2. The port side wing end plate 53-2 is arranged so as to be along a plane parallel to the rotation axis 14-2 and so that the plane is orthogonal to the plane along which the wing tip of the port side fin 51-2 is aligned. Yes. The length of the side of the port side wing end plate 53-2 that is parallel to the chord of the wing tip of the port side fin 51-2 is approximately equal to the length of the chord of the port side fin 51-2. It is formed to be. The side of the port-side wing end plate 53-2 that is perpendicular to the chord of the wing tip of the port-side fin 51-2 in the rectangle is 3 times the blade thickness of the wing tip of the port-side fin 51-2. It is formed so as to be approximately equal to the double length.

  Similar to the ship 10 in the above-described embodiment, such a ship uses a swirl flow in which two fins 51-1 to 51-2 are generated by two propellers 2-1 to 2-2 as a main hull. By converting to the propulsive force of 1, the propulsion resistance due to the swirling flow can be reduced.

  Such a ship can reduce the vortex resistance of the vortex that goes around the wing tips of the two fins 51-1 to 51-2 by including the two wing tip plates 53-1 to 53-2. Compared to the ship 10 in the above-described embodiment, the propulsion resistance due to the swirling flow can be further reduced, and the propulsion efficiency can be improved.

  In such a ship, the starboard side valve 52-1 diffuses the hub vortex generated in the region on the stern side of the boss 11-1 of the starboard side propeller 2-1 by the rotation of the starboard side propeller 2-1. The port side valve 52-2 diffuses the hub vortex generated in the stern side region of the boss 11-2 of the port side propeller 2-2 as the port side propeller 2-2 rotates. For this reason, such a ship can reduce the adverse effect of the hub vortex more than other ships that do not include the two valves 52-1 to 52-2. That is, in such a ship, the two valves 52-1 to 52-2 diffuse the hub vortex so that the hub vortex has two fins 51-1 to 51-2 and two wing end plates 53-. 1 to 53-2 is eroded, or the hub vortex peels off the coating on the surface of the two fins 51-1 to 51-2 and the two blade end plates 53-1 to 53-2. Can be prevented, and the propulsion resistance of the ship can be reduced.

  In still another embodiment of the ship according to the present invention, the two fins 21-1 to 21-2 in the above-described embodiment are further replaced with two other fins. As shown in FIG. 8, the two fins 61-1 to 61-2 include two valves 62-1 to 62-2 and two blade end plates 63-1 to 63-2. Yes. The two fins 61-1 to 61-2 are formed in the same manner as the two fins 21-1 to 21-2. That is, the two fins 61-1 to 61-2 are configured so that the starboard-side fin 61-1 converts the swirl flow generated by the rotation of the starboard-side propeller 2-1 into the propulsive force of the main hull 1. In addition, the swirl flow generated by the rotation of the port side propeller 2-2 is formed so that the port side fins 61-2 convert the propulsion force of the main hull 1 into the propulsion force.

  The two valves 62-1 to 62-2 are formed in the same manner as the two valves 32-1 to 32-2 in the above-described embodiment. That is, the starboard side valve 62-1 of the two valves 62-1 to 62-2 is formed in a cylindrical shape with one pointed end. The starboard side valve 62-1 has a non-pointed end of the cylinder on the starboard side propeller so that the height direction of the cylinder is parallel to the rotation axis 14-1 and overlaps the rotation axis 14-1. It arrange | positions so that the boss | hub 11-1 of 2-1 may be opposed. The starboard side valve 62-1 is further arranged inside a cylinder separated from the rotating shaft 14-1 by a predetermined radius. The radius is equal to the radius of the cylinder formed by the boss 11-1. That is, the size of the starboard side valve 62-1 is about the size of the boss 11-1 of the starboard side propeller 2-1. The starboard side valve 62-1 is further arranged in the middle of the starboard side fin 61-1 so that the starboard side fin 61-1 passes through the starboard side valve 62-1 and is fixed to the starboard side fin 61-1. ing.

  The port side valve 62-2 of the two valves 62-1 to 62-2 is formed so as to be symmetric with the starboard side valve 62-1 with respect to the symmetry plane 29. That is, the port side valve 62-2 is formed in a cylindrical shape with one end pointed. The port side valve 62-2 has a non-pointed end of the cylinder on the port side propeller so that the height direction of the cylinder is parallel to the rotation shaft 14-2 and overlaps the rotation shaft 14-2. It arrange | positions so that the boss | hub 11-2 of 2-2 may be opposed. The port side valve 62-2 is further arranged inside a cylinder separated by a predetermined radius from the rotating shaft 14-2. The radius is equal to the radius of the cylinder formed by the boss 11-2. That is, the size of the port side valve 62-2 is about the size of the boss 11-2 of the port side propeller 2-2. The port side valve 62-2 is further arranged in the middle of the port side fin 61-2 so that the port side fin 61-2 penetrates the port side valve 62-2, and is fixed to the port side fin 61-2. ing.

  The starboard side wing end plate 63-1 of the two wing end plates 63-1 to 63-2 is formed in a rectangular plate. The starboard side wing end plate 63-1 is fixed to the starboard side fin 61-1 by being joined to the wing tip of the starboard side fin 61-1. The starboard side wing end plate 63-1 is arranged so as to be along a plane parallel to the rotating shaft 14-1, and so that the plane is orthogonal to the plane along which the wing tip of the starboard side fin 61-1 is along. Yes. The length of the side of the starboard side wing end plate 63-1 that is parallel to the chord of the wing tip of the starboard side fin 61-1 in the rectangle is substantially equal to the length of the chord of the starboard side fin 61-1. It is formed to be. The length of the side of the starboard side wing end plate 63-1 perpendicular to the chord of the wing tip of the starboard side fin 61-1 in the rectangle is 3 of the blade thickness of the wing tip of the starboard side fin 61-1. It is formed so as to be approximately equal to the double length.

  Of the two blade end plates 63-1 to 63-2, the port side blade end plate 63-2 is formed to be symmetric with the starboard side blade end plate 63-1 with respect to the symmetry plane 29. That is, the port side wing end plate 63-2 is formed in a rectangular plate. The port side wing end plate 63-2 is fixed to the port side fin 61-2 by being joined to the wing tip of the port side fin 61-2. The port side wing end plate 63-2 is arranged so as to be along a plane parallel to the rotating shaft 14-2 and so that the plane is orthogonal to the plane along which the wing tip of the port side fin 61-2 is aligned. Yes. The length of the side of the port side wing end plate 63-2 that is parallel to the chord of the wing tip of the port side fin 61-2 is approximately equal to the length of the chord of the port side fin 61-2. It is formed to be. The side of the port-side wing end plate 63-2 that is perpendicular to the chord of the wing tip of the port-side fin 61-2 in the rectangle is 3 times the blade thickness of the wing tip of the port-side fin 61-2. It is formed so as to be approximately equal to the double length.

  Similar to the ship 10 in the above-described embodiment, such a ship uses a swirl flow in which two fins 61-1 to 61-2 are generated by two propellers 2-1 to 2-2 as a main hull. By converting to the propulsive force of 1, the propulsion resistance due to the swirling flow can be reduced.

  Such a ship can reduce the vortex resistance of the vortex that goes around the wing tips of the two fins 61-1 to 61-2 by including the two wing tip plates 63-1 to 63-2. Compared to the ship 10 in the above-described embodiment, the propulsion resistance due to the swirling flow can be further reduced, and the propulsion efficiency can be improved.

  In such a ship, the starboard side valve 62-1 diffuses the hub vortex generated in the stern side region of the boss 11-1 of the starboard side propeller 2-1 as the starboard side propeller 2-1 rotates. The port side valve 62-2 diffuses the hub vortex generated in the stern side region of the boss 11-2 of the port side propeller 2-2 as the port side propeller 2-2 rotates. For this reason, such a ship can reduce the adverse effect of the hub vortex more than other ships that do not include the two valves 62-1 to 62-2. That is, in such a ship, the two valves 62-1 to 62-2 diffuse the hub vortex so that the hub vortex erodes the two fins 61-1 to 61-2 or the hub vortex. It is possible to prevent the vortex from peeling off the coating on the surface of the two fins 61-1 to 61-2, and the propulsion resistance of the ship can be reduced.

  Still another embodiment of the ship according to the present invention is the two fins 21-1 to 21-2, 31-1 to 31-2, 41-1 to 41-2, 51-1 in the above-described embodiment. ˜51-2, 61-1 to 61-2 are replaced with other fins. As shown in FIG. 9, the fin 71 is formed of a leading edge portion 72 and a trailing edge portion 73. The front edge portion 72 is disposed on the side of the front edge from the maximum thickness portion of the fin 71 where the thickness is maximum, forms the front edge of the fin 71, and is formed so that the cross section of the front edge is rounded. ing. The trailing edge portion 73 is disposed closer to the trailing edge than the maximum thickness portion. The trailing edge portion 73 is formed so as to become thinner as it approaches the trailing edge from its maximum thickness portion, and to become thicker as it approaches the trailing edge. That is, the fin 71 is formed in a so-called fishtail shape in which a fishtail is formed at the rear edge.

  The ship to which the fin 71 is applied is similar to the ship 10 in the above-described embodiment, and the propulsive force of the main hull 1 is obtained by using the swirl flow generated by the two propellers 2-1 to 2-2. The propulsion resistance due to the swirling flow can be reduced by converting to. The fin 71 can increase the lift generated compared to other fins having a tapered rear end. For this reason, the ship to which the fin 71 is applied further has a swirl flow generated by the two propellers 2-1 to 2-2 as compared with the ship 10 in the above-described embodiment. By efficiently converting to the propulsive force of the main hull 1, the propulsion resistance due to the swirling flow can be further reduced.

  In still another embodiment of the ship according to the present invention, the two fins 21-1 to 21-2 in the above-described embodiment are replaced with the other two fins. As shown in FIG. 10, the two fins 81-1 to 81-2 are formed in the same manner as the two fins 21-1 to 21-2. That is, the starboard side fin 81-1 of the two fins 81-1 to 81-2 converts the swirl flow generated by the starboard side propeller 2-1 rotating into the propulsive force of the main hull 1. Is formed. Of the two fins 81-1 to 81-2, the port side fin 81-2 converts the swirl flow generated by the rotation of the port side propeller 2-2 into the propulsive force of the main hull 1. Is formed.

  The starboard fin 81-1 is formed of a fixed portion 82-1 and a movable portion 83-1. The movable part 83-1 forms part of the rear edge of the starboard side fin 81-1. The fixed portion 82-1 forms a portion of the starboard side fin 81-1 excluding the movable portion 83-1. The fixed portion 82-1 is fixed to the ladder horn 17 by being joined to the starboard side of the ladder horn 17. The movable part 83-1 is supported by the fixed part 82-1 so as to be rotatable about a rotation axis that is parallel to the length direction of the starboard side fin 81-1.

  The port side fin 81-2 is formed of a fixed portion 82-2 and a movable portion 83-2. The movable portion 83-2 forms a part of the rear edge of the port side fin 81-2. The fixed portion 82-2 forms a portion of the port side fin 81-2 excluding the movable portion 83-2. The fixed portion 82-2 is fixed to the ladder horn 17 by being joined to the port side of the ladder horn 17. The movable portion 83-2 is supported by the fixed portion 82-2 so as to be rotatable about a rotation axis parallel to the length direction of the port side fin 81-2.

  The ship further includes a drive device (not shown). Under the control of the user, the driving device rotates the movable part 83-1 with respect to the fixed part 82-1 and rotates the movable part 83-2 with respect to the fixed part 82-2.

  Similar to the ship 10 in the above-described embodiment, such a ship uses a swirl flow in which two fins 81-1 to 81-2 are generated by two propellers 2-1 to 2-2 as a main hull. By converting to the propulsive force of 1, the propulsion resistance due to the swirling flow can be reduced.

  Such a ship has a movable part 83-1 and a movable part 83-2 even when the main hull 1 is moving forward at another speed different from the predetermined speed or when a predetermined turning flow is not generated. , The turning flow can be converted into the propulsive force of the main hull 1 more efficiently. For this reason, compared with the ship in embodiment mentioned above, such a ship can reduce the propulsion resistance by the turning flow more, and can improve a propulsion efficiency more.

  The two fins 21-1 to 21-2, 31-1 to 31-2, 41-1 to 41-2, 51-1 to 51-2, and 61-1 to 61-in the embodiment described above. 2, 81-1 to 81-2 may be fixed to the rudder main body 18 of the rudder 3. The other two fins fixed to the rudder main body 18 are similar to the two fins in the above-described embodiment, and the swirl flow generated by the two propellers 2-1 to 2-2 is transmitted to the main hull 1. By converting to propulsive force, the propulsion resistance due to the swirling flow can be reduced. The other two fins fixed to the rudder main body 18 turn relative to the two propellers 2-1 to 2-2 when the rudder main body 18 moves greatly with respect to the main hull 1. It may become impossible to convert the flow into the propulsion of the main hull. That is, two fins 21-1 to 21-2, 31-1 to 31-2, 41-1 to 41-2, 51-1 to 51-2, 61-1 to 61-2, 81-1 to 81 -2 can more reliably convert the swirl flow into the propulsive force of the main hull 1 as compared to the two fins fixed to the rudder body 18.

  Such two fins can also be applied to other rudders having a shape different from the shape of the rudder 3. Examples of the rudder include mariner rudder, end plated rudder, flap rudder, shilling rudder, and Becker rudder. Such two fins can also be applied when the two propellers 2-1 to 2-2 rotate inward. Such two fins can reduce the propulsion resistance due to the swirling flow, improve the propulsion efficiency, and can be formed symmetrically in the same manner as in the above-described embodiment. .

10: Ship 1: Main hull 2-1 to 2-2: Two propellers 3: Rudder 5: Hull length direction 6-1 to 6-2: Two boshings 11-1: Boss 11-2: Boss 12- 1: Plural wings 12-2: Plural wings 14-1: Rotating shaft 14-2: Rotating shaft 17: Ladder horn 18: Rudder body 21-1 to 21-2: Two fins 29: Symmetrical surface 31-1 -31-2: Two fins 32-1 to 32-2: Two valves 41-1 to 41-2: Two fins 42-1 to 42-2: Two blade tip plates 51-1 to 51-2 : Two fins 52-1 to 52-2: Two valves 53-1 to 53-2: Two blade end plates 61-1 to 61-2: Two fins 62-1 to 62-2: Two valves 63-1 to 63-2: Two blade end plates 71: Fins 72: Front edge portion 73: Rear edge portion 81-1 1-2: two fins 82-1: fixed part 82-2: fixed part 83-1: moving parts 83-2: moving parts

Claims (7)

The main hull,
A first propeller that generates a propulsive force of the main hull by rotating about a first rotation axis;
A second propeller that generates a propulsive force of the main hull by rotating around a second rotation axis that is parallel to the first rotation axis;
A rudder disposed between the first rotating shaft and the second rotating shaft;
A first fin supported by the rudder;
A second fin supported by the rudder,
The first fin converts a first swirling flow generated by the rotation of the first propeller into a propulsive force of the main hull,
The second fin converts a second turning flow generated by the rotation of the second propeller into a propulsion force of the main hull. In claim 1,
The rudder
A ladder horn fixed to the main hull;
A rudder body supported movably with respect to the ladder horn,
The first fin and the second fin are fixed to the ladder horn. In any one of Claims 1-2,
The first fin is
A first blade root part;
A first blade tip portion disposed at a position farther from the rudder than a position at which the first blade root portion is disposed;
The direction in which the chord of the first blade root portion faces is different from the direction in which the chord of the first blade tip portion faces,
The second fin is
A second blade root part;
A second blade tip portion disposed at a position farther from the rudder than a position at which the second blade root portion is disposed;
The direction in which the chord of the second blade root portion faces is different from the direction in which the chord of the second blade tip portion faces. In any one of Claims 1-3,
A first valve for diffusing a first hub vortex generated by rotation of the first propeller;
A second valve for diffusing a second hub vortex generated by rotating the second propeller,
The first valve is fixed to the first fin;
The second valve is fixed to the second fin. In any one of Claims 1-4,
A ship further comprising a first wing end plate disposed at a wing tip of the first fin and a second wing end plate disposed at a wing tip of the second fin. In any one of Claims 1-5,
The first fin and the second fin have a fish tail formed at a rear edge thereof. In any one of Claims 1-6,
The first fin is
A first fixed portion fixed to the rudder;
A first movable part supported movably with respect to the first fixed part,
The second fin is
A second fixed portion fixed to the rudder;
And a second movable part supported to be movable with respect to the second fixed part.

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