JP2016222233A - Fin unit of ship and ship - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve propulsion performance of a hull by reducing resistance of acting on a fin, in a fin unit of a ship and the ship.SOLUTION: A skeg 13 is provided by projecting downward from a ship bottom 12 of becoming the stern side of a hull 11, and a propeller 14 is rotatably installed in a rear end part of this skeg 13, and a fin unit 16 is provided via a bossing 15 on the front side of the hull 11 from the propeller 14, and as this fin unit 16, a plurality of fins 21, 22, 23, 24, 25, 26 are arranged in a radial shape on the left broadside and the right broadside, and the back sides 21a, 22a, 23a, 24a, 25a, 26a of these plurality of fins 21, 22, 23, 24, 25, 26 are arranged toward the front side of the hull 11.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a ship fin unit arranged in the vicinity of a propeller in order to improve the propulsion performance of the ship, and a ship on which the ship fin unit is mounted.

  As a technique for improving the propulsion performance of a ship, the hull is provided with fixed wings (reaction fins) that impart a turning motion in a direction opposite to the rotation of the propeller on the upstream side of the propeller. This fixed wing is usually generated downstream of the propeller, when the propeller rotates forward and the hull moves forward, the water flow in the stern part is swirled in the direction opposite to the propeller rotation direction. Propeller propulsion efficiency is improved by reducing swirling flow.

  Examples of such a fixed blade include those described in the following patent documents.

Japanese Patent No. 5081455 Japanese Patent No. 5281559

  FIG. 24 is a rear view showing the rear part of the ship representing the fin unit of the conventional ship, FIG. 25 is a left side view of the hull showing the operation in the fin unit of the conventional ship, and FIG. 26 is in the fin unit of the conventional ship. It is a right view of the hull showing an effect | action.

  In the conventional fixed wing described above, as shown in FIG. 24, a skeg 003 is provided projecting downward from the bottom 002 on the stern side of the hull 001, and a propeller (not shown) is rotatably mounted on the skeg 003. In addition, a plurality of fins 005 and 006 are radially provided from the boshing 004. The plurality of fins 005 and 006 are arranged such that the back side (projection side) and the abdomen side (horizontal side) face one side with respect to the circumferential direction. Therefore, as shown in FIG. 25, the fin 005 on the port side of the hull 001 is disposed so as to be inclined so that the dorsal side is on the upper side and faces the upstream side, and the fin 006 on the starboard side of the hull 001 is on the ventral side. And is inclined so as to face the upstream side. In other words, the fins 005 and 006 are directed in the opposite directions up and down on the port side and starboard side of the hull 001.

At this time, as shown in FIGS. 25 and 26, the fins 005 of the port side, since the force F.theta. _L acts on the water flow, lift _{F L} and the resistor _{F XL} occurs. On the other hand, the fin 006 on the starboard side generates a lift F _R and a resistance F _XR because the force Fθ _R acts on the water flow. In this case, the port side of the fin 005, but lift _{F L} acting on the fin 005 becomes smaller resistance _{F XR} to face the upstream side, the starboard side fins 006, conversely, lift _{F R} exerted on the fins 006 Is directed to the downstream side, and the resistance _FXR increases. In other words, the propulsion efficiency of the hull deteriorates only on the starboard side due to the resistances F _XL and F _XR of the fins 005 and 006 arranged. Lift _F L, _{F R} exerted on the fins 005,006, the circumferential component is a force that gives pre-swirl in the fluid, an axial component is the resistance _{F XL, F XR} acting on the fins 005,006. As a result, when the inflow angle of the water flow with respect to the fins 005 and 006 is large, the axial component is larger than the circumferential component of the lift, and the effect of increasing the resistance of the fin is greater than the effect of pre-turning the flow.

  This invention solves the subject mentioned above, and it aims at providing the fin unit and ship of a ship which aim at the improvement of the propulsion performance of a ship body by reducing the resistance which acts on a fin.

  The ship fin unit of the present invention for achieving the above object is a fin unit in which a plurality of fins are radially arranged on the port side and starboard side on the front side of the hull from the propeller at the stern, The plurality of fins are provided with a back side facing the front side of the hull.

  Accordingly, the force is applied to the fin on the back side perpendicular to the tilt direction due to the water flow, so that lift and resistance are generated. The lift force acting on the fin is a force in which the circumferential component gives a pre-turn to the fluid, and the axial component is a resistance acting on the fin. In this case, the fins arranged on the port side and the starboard side are arranged with the dorsal sides of the fins facing the front side of the hull, so that each fin generates an upstream resistance. Therefore, even when the inflow angle of the water flow with respect to the fins is large, the resistance as the axial component is not larger than the circumferential component of the lift, and a sufficient pre-turn can be given to the flow. As a result, the propulsion performance of the hull can be improved by reducing the resistance acting on the fins.

  In the ship fin unit of the present invention, the plurality of fins are arranged such that the back side faces the upper side in the vertical direction.

  Therefore, when the dorsal sides of the plurality of fins arranged on the port side and starboard side are arranged on the front side of the hull and facing upward in the vertical direction, the fins are directed upward on the port side and starboard side by each fin. The lift is generated. Therefore, the water flow turning left on the port side is increased, the water flow turning left on the starboard side is decelerated, the circumferential speed of the water flow is made uniform, and an appropriate pre-swirl flow is given to the propeller. be able to.

  The ship fin unit according to the present invention is characterized in that the camber angle of the fin arranged on the horizontal direction side of the center of the propeller among the plurality of fins is set to be the largest.

  Therefore, the flow that rises on both sides of the fin from the starboard side and starboard side of the hull decelerates the swirl flow that imparts a pre-turn to the propeller in the port-side region, and pre-turns the propeller in the starboard region. Since the swirl flow is increased, the swirl flow applied to the propeller has different circumferential speeds at different positions in the circumferential direction. Here, by setting the camber angle of the fin arranged at the horizontal position with respect to the propeller to a large value, the speed in the low circumferential speed area increases, and the speed in the high circumferential speed area decreases. Thus, the circumferential speed of the water flow is approximated at different positions in the circumferential direction of the propeller, and the propulsion performance of the hull by the propeller can be appropriately exhibited.

  The ship fin unit according to the present invention is characterized in that, among the plurality of fins, the longest cord length of the fin disposed on the horizontal direction side of the center of the propeller is set.

  Therefore, by setting the cord length of the fin arranged horizontally with respect to the propeller to be long, it is possible to increase the speed in the area where the circumferential speed is low and decrease the speed in the area where the circumferential speed is high. Thus, the circumferential speed of the water flow is approximated at different positions in the circumferential direction of the propeller, and the propulsion performance of the hull by the propeller can be appropriately exhibited.

  In the ship fin unit of the present invention, the plurality of fins are arranged such that end positions on the propeller side are arranged at the same position in the front-rear direction of the ship.

  Therefore, the distance from the plurality of fins to the propeller becomes the same, and the propulsion performance of the hull by the propeller can be appropriately exhibited.

  In the ship fin unit according to the present invention, the fin having the longest code length is constituted by a plurality of divided fins divided into a plurality of parts before and after the ship.

  Therefore, it is not necessary to secure a large camber angle with one fin by configuring the fin with a long cord length by a plurality of divided fins, and it is possible to suppress separation of the water flow flowing on the back side of the fin.

  In the ship fin unit of the present invention, the plurality of divided fins are arranged so as to be shifted in the circumferential direction.

  Therefore, the water flow rectified by the upstream fin does not interfere with the downstream fin, and the water flow can be properly rectified by the fin.

  In the ship fin unit according to the present invention, among the plurality of fins, the interval between the plurality of fins arranged on the horizontal direction side of the center of the propeller is set to be the narrowest.

  Therefore, by setting the interval between the plurality of fins arranged horizontally with respect to the propeller to be narrow, the speed in the region where the circumferential speed is low is increased, and the speed in the region where the circumferential speed is high is decreased. Therefore, the circumferential velocity of the water flow is approximated at different positions in the circumferential direction of the propeller, and the propulsion performance of the hull by the propeller can be appropriately exhibited.

  In the ship fin unit of the present invention, the plurality of fins are arranged in a region exceeding 30 degrees to the left and right from a vertical line passing through the center of the propeller.

  Therefore, in the region close to the vertical line passing through the center of the propeller, the fin effect is small because the circumferential speed of the water flow is low, and on the other hand, the fin becomes a resistance. By arranging the fin in the region, it is possible to impart an appropriate pre-turn to the propeller by the fin.

  In the ship fin unit of the present invention, the plurality of fins are arranged in a region exceeding 30 degrees to the left and right from the center line along the vertical direction of the skeg while passing through the center of the propeller.

  Therefore, in the region close to the center line along the vertical direction of the skeg, the fin effect is small due to the influence of the skeg, and on the other hand, the fin becomes a resistance, so that the fin is positioned in the region exceeding 30 degrees left and right from the center line. By arranging, an appropriate pre-turn can be imparted to the propeller by the fin.

  In the ship fin unit of the present invention, the plurality of fins are manufactured by sheet metal.

  Therefore, by manufacturing the fin from sheet metal, the manufacturing cost of the fin can be reduced, and the shape of the back side of the fin can be set to an appropriate shape.

  In the ship fin unit of the present invention, the number of the fins on either the port side or the starboard side where the rotation direction of the propeller is on the lower side in the vertical direction is such that the rotation direction of the propeller is above the vertical direction. The number of fins on either the port side or the starboard side that is the other side is less than the number of fins.

  Therefore, on the side where the rotation direction of the propeller is on the lower side in the vertical direction, the resistance as an axial component tends to be larger than the circumferential component of the lift force by the fins. The performance can be improved.

  In the ship fin unit according to the present invention, the fin on either the port side or the starboard side where the rotation direction of the propeller is a lower side in the vertical direction is arranged above the center of the propeller. It is a feature.

  Therefore, on the side where the rotation direction of the propeller is on the lower side in the vertical direction, the flow velocity is fast especially in the region below the center of the propeller, so the propulsion performance of the hull should be improved by eliminating the fins at this position. Can do.

  In the ship fin unit of the present invention, the two propellers are arranged at a predetermined interval in the horizontal direction, and the number of the fins arranged on the side facing the propeller is arranged on the side not facing the propeller. The number of fins is less than the number of fins.

  Therefore, in the case of a biaxial ship, since the resistance as an axial component tends to be larger than the circumferential component of the lift by the fins on the side where the propeller is opposed, the propulsion performance of the hull can be reduced by reducing the number of fins. Improvements can be made.

  In the ship fin unit of the present invention, the code length of the fin on either the port side or the starboard side where the rotation direction of the propeller is the lower side of the vertical direction is the rotation direction of the propeller is the vertical direction. It is characterized in that it is set shorter than the cord length of the fin on either the port side or the starboard side which is the upper side.

  Therefore, by setting the fin cord length on the side where the propeller rotation direction is the upper side in the vertical direction, the speed in the region where the circumferential speed is low can be increased, and the propulsion performance of the hull by the propeller can be increased. It can be demonstrated properly.

  Moreover, the ship of this invention is equipped with the fin unit of the said ship, It is characterized by the above-mentioned.

  Therefore, it is possible to improve the propulsion performance of the hull by reducing the resistance acting on the fin, and as a result, the fuel consumption can be reduced.

  According to the ship fin unit and the ship of the present invention, the back side of the plurality of fins radiating to the port side and the starboard side is arranged facing the front side of the hull, thereby reducing the resistance acting on the fins. The propulsion performance of the hull can be improved.

FIG. 1 is a side view of a rear part of a hull representing a fin unit of a ship according to a first embodiment. FIG. 2 is a front view showing the fin unit of the ship. FIG. 3 is a developed view showing the fin unit of the ship. FIG. 4 is a graph showing the circumferential velocity of the water flow with respect to the rotational phase of the ship fin unit. FIG. 5 is a schematic view illustrating a ship fin unit according to the second embodiment. FIG. 6 is a graph showing the water flow angle (circumferential velocity distribution of water flow) with respect to the rotational phase of the ship fin unit. FIG. 7 is a schematic diagram illustrating a ship fin unit according to the third embodiment. FIG. 8 is a schematic diagram illustrating a first modification of the fin unit of the ship according to the second embodiment. FIG. 9 is a schematic view illustrating a second modification of the ship fin unit according to the second embodiment. FIG. 10 is a schematic view illustrating a ship fin unit according to the fourth embodiment. FIG. 11 is a schematic diagram illustrating a first modification of the fin unit of the ship according to the fourth embodiment. FIG. 12 is a schematic diagram illustrating a ship fin unit according to the fifth embodiment. FIG. 13 is a schematic diagram illustrating a first modification of the fin unit of the ship according to the fifth embodiment. FIG. 14 is a schematic view illustrating a second modification of the ship fin unit according to the fifth embodiment. FIG. 15 is a rear view of the rear part of the hull showing the ship fin unit of the sixth embodiment. FIG. 16 is a front view illustrating a fin unit of a ship according to the sixth embodiment. FIG. 17A is a schematic diagram illustrating fins in the fin unit of the ship according to the seventh embodiment. 17-2 is the schematic showing the 1st modification of the fin in the fin unit of the ship of 7th Embodiment. 17-3 is the schematic showing the 2nd modification of the fin in the fin unit of the ship of 7th Embodiment. 17-4 is the schematic showing the 3rd modification of the fin in the fin unit of the ship of 7th Embodiment. FIG. 17-5 is a schematic diagram illustrating a fourth modification of the fins in the ship fin unit according to the seventh embodiment. 17-6 is the schematic showing the 5th modification of the fin in the fin unit of the ship of 7th Embodiment. FIG. 18 is a front view illustrating a fin unit of a ship according to the eighth embodiment. FIG. 19 is a schematic diagram showing a flow velocity distribution in the periphery of the fin unit of the ship. FIG. 20 is a front view illustrating a fin unit of a ship according to the ninth embodiment. FIG. 21 is a front view illustrating a modification of the ship fin unit according to the ninth embodiment. FIG. 22 is a schematic diagram showing a ship fin unit according to the tenth embodiment. FIG. 23 is a schematic diagram illustrating a modification of the ship fin unit according to the tenth embodiment. FIG. 24 is a rear view showing the rear part of the ship representing the fin unit of the conventional ship. FIG. 25 is a left side view of the hull showing the operation of the fin unit of the conventional ship. FIG. 26 is a right side view of the hull showing the operation of the fin unit of the conventional ship.

  Exemplary embodiments of a ship fin unit and a ship according to the present invention will be described below in detail with reference to the accompanying drawings. In addition, this invention is not limited by this embodiment, and when there are two or more embodiments, what comprises combining each embodiment is also included.

[First Embodiment]
FIG. 1 is a side view of a rear part of a hull showing a fin unit of a ship according to the first embodiment, FIG. 2 is a front view showing a fin unit of the ship, and FIG. 3 is a development view showing the fin unit of the ship. Note that FIG. 2 shows the fin unit viewed from the stern side, but the side view of the fin is shown on the outside of each fin.

  The ship of the first embodiment is a so-called enlargement ship in which the square coefficient Cb (Blockage Coefficient) exceeds 0.8. Examples of this enlargement ship include an LNG ship, an LPG ship, a container ship, and an automobile carrier ship. In a large ship, the forward flow in the propeller is slow and the generated lift is small, so the specific resistance of the fixed wing (reaction fins, hereinafter referred to as fins) is small, and it is accompanied by a swirling flow in the opposite direction to the propeller. The flow gain is won, the propulsion efficiency is improved and the performance is improved.

  In the first embodiment, as shown in FIG. 1, this ship is a uniaxial ship, and is provided with a skeg 13 that protrudes downward from the bottom 12 of the stern of the hull 11. The skeg 13 has a propeller 14 rotatably mounted at a rear end portion thereof, and a fin unit 16 is provided on the front side of the hull 11 from the propeller 14 via a bossing 15.

  As shown in FIG. 2, the propeller 14 advances the hull 11 by rotating in the right turn direction (clockwise direction) in FIG. 2. When the propeller 14 rotates forward (rotates right in FIG. 2) and the hull 11 travels forward, the fin unit 16 turns the water flow in the stern portion in the direction opposite to the rotation direction of the propeller 14 (FIG. 2). In this case, the water flow pre-swirl is sent to the propeller 14, and the swirl flow generated downstream of the propeller 14 is reduced to improve the propulsion efficiency of the propeller 14. The fin unit 16 is configured such that a plurality of fins 21, 22, 23, 24, 25, and 26 protrude radially from the outer peripheral surface of the bossing 15. That is, for the bossing 15, fins 21, 22, and 23 are provided on the port side, and fins 24, 25, and 26 are provided on the starboard side.

  In this case, the plurality of fins 21, 22, 23, 24, 25, and 26 are not provided in a region within θ1 = 30 degrees from the vertical line C <b> 1 passing through the center O of the propeller 14, and a region excluding this region It is desirable to arrange in. In the present embodiment, the plurality of fins 21, 22, 23, 24, 25, and 26 are arranged in a region θ 3 = 90 degrees that exceeds θ 2 = 45 degrees from the vertical line C 1 passing through the center O of the propeller 14 respectively. Yes.

  Of the plurality of fins 21, 22, 23, 24, 25, 26, the fins 22, 25 are arranged on the horizontal direction side of the center O of the propeller 14, that is, on the horizontal line C 2 passing through the center O of the propeller 14. ing. The fins 21 and 23 on the port side are arranged at predetermined intervals (equal intervals in the present embodiment) on both sides of the fin 22 in the circumferential direction. Moreover, the fins 24 and 26 on the starboard side are arranged at predetermined intervals (equal intervals in the present embodiment) on both sides of the fin 25 in the circumferential direction. As a result, when the 12 o'clock position in the clockwise direction is set to 0 degree and the angle is set to increase in the counterclockwise direction, the fins 21, 22, 23 on the port side are 45 degrees, 90 degrees, The fins 24, 25, and 26 on the starboard side are arranged at positions of 225 degrees, 270 degrees, and 315 degrees.

  As shown in FIGS. 2 and 3, the fins 21, 22, 23, 24, 25, and 26 have a back side 21a, 22a, 23a, 24a, 25a, and 26a on the front side of the hull 11, And it is arranged facing the upper side in the vertical direction. Therefore, the plurality of fins 21, 22, 23, 24, 25, and 26 are inclined so that the rear end portion in the front-rear direction in the ship 11 is positioned upward by a predetermined angle α relative to the horizontal plane. In this case, the port-side fins 21, 22, and 23 and the starboard-side fins 24, 25, and 26 have a line-symmetric shape with respect to the vertical line C1.

  Here, the back sides 21a, 22a, 23a, 24a, 25a, and 26a of the plurality of fins 21, 22, 23, 24, 25, and 26 are surfaces on the convex portion side. 21b, 22b, 23b, 24b, 25b, and 26b are flat surfaces. However, the ventral sides 21b, 22b, 23b, 24b, 25b, and 26b are not limited to flat surfaces, and may be convex or concave. And when both sides are convex shape, the side with much protrusion amount becomes a back side. Specifically, the side with a large curvature (small curvature radius) is the back side, and the side with a small curvature (large curvature radius) is the ventral side.

Therefore, the fins 21, 22 and 23 of the port side, since the force F.theta. _L acts on the water flow, lift _{F L} is generated. Meanwhile, the fins 24, 25, 26 of the starboard side, since the force acts F.theta. _R relative to the water flow, lift _{F R} occurs. In this case, the port side of the fins 21,22,23, because this lift _{F L} acting on the fins 21, 22, 23 faces the upstream side, and a force _{F XL} to reduce the resistance by the action of lift _{F L,} even starboard fin 24, 25, 26, since the lift _{F R} exerted on the fins 24, 25 and 26 faces the upstream side, the force _{F XR} to reduce the resistance by the action of the lift _{F R} is exerted. That is, the propulsion efficiency of the hull 11 is not deteriorated by the resistances F _XL and F _XR of the fins 21, 22, 23, 24, 25 and 26. Lift _F L, _{F R} exerted on the fin 21,22,23,24,25,26 becomes the circumferential component is a force applied to pre-swirl in the fluid, the axial component fins 21-25 , 26 acting on resistors F _XL and F _XR . As a result, the circumferential speed of the water flow for pre-turning on the port side and starboard side of the propeller 14 is made uniform.

  Here, the change in the circumferential velocity of the water flow with respect to the rotational phase of the ship fin unit will be described. FIG. 4 is a graph showing the circumferential velocity of the water flow with respect to the rotational phase of the ship fin unit.

As shown in FIG. 2, the port side and water flowing through the starboard side of the hull 11 flows on both sides of the skeg 13 in vessel bottom 12, the flow W _L rising on both sides of the fin unit _16, a W _R. Therefore, the circumferential speed in the left-turning direction in the water flow that has passed through the fin unit 16 differs depending on the mounting positions (rotation phases) of the fins 21, 22, 23, 24, 25, and 26. That is, in the conventional fin unit, as represented by the solid line in FIG. 4, the water flow turns left is decelerated by increasing flow W _L at the port side, is accelerated by increasing the flow W _R starboard side. Then, the circumferential speed of the water flow turning left is the lowest speed at the port side horizontal position (90 degrees), the highest speed at the starboard side horizontal position (270 degrees), and the vertical speed (0 degrees, 180 degrees). The intermediate speed (average speed) is obtained.

  Therefore, in the fin unit 16 of the present embodiment, the back sides 21a, 22a, 23a, 24a, 25a, and 26a of the plurality of fins 21, 22, 23, 24, 25, and 26 are directed to the front side of the hull 11. Then, as shown by a dotted line in FIG. 4, the water flow turning left is accelerated by the lift generated by the fins 21, 22, 23 on the port side, and decelerated by the lift generated by the fins 24, 25, 26 on the starboard side. Is done. For this reason, the circumferential speed of the water flow turning counterclockwise rises on the port side and decreases on the starboard side, and thus approximates the average speed represented by a one-dot chain line in FIG.

  Thus, in the ship fin unit of the first embodiment, the skeg 13 is provided so as to protrude downward from the ship bottom 12 on the stern side of the hull 11, and the propeller 14 is rotatable at the rear end of the skeg 13. At the same time, the fin unit 16 is provided on the front side of the hull 11 from the propeller 14 via the bossing 15. The fin unit 16 has a plurality of fins 21, 22, 23, 24, 25, 26 on the port side and starboard side. Are arranged radially, and the back sides 21 a, 22 a, 23 a, 24 a, 25 a, 26 a of the plurality of fins 21, 22, 23, 24, 25, 26 are arranged facing the front side of the hull 11.

  Accordingly, the fins 21, 22, 23, 24, 25, and 26 have a force acting on the dorsal sides 21 a, 22 a, 23 a, 24 a, 25 a, and 26 a that are orthogonal to the inclination direction due to the water flow, so Acts to reduce force. The lift force acting on the fins 21, 22, 23, 24, 25, 26 is a force whose circumferential direction component gives a pre-turn to the water flow, and the axial component acts on the fins 21, 22, 23, 24, 25, 26. It becomes resistance. Here, the plurality of fins 21, 22, 23, 24, 25, 26 arranged on the port side and starboard side face the dorsal side 21 a, 22 a, 23 a, 24 a, 25 a, 26 a toward the front side of the hull 11. Since it is arranged, a force for reducing the resistance acts by the action of lift. Therefore, even when the inflow angle (fin inclination angle) of the water flow with respect to the fins 21, 22, 23, 24, 25, 26 is large, the resistance as an axial component is larger than the circumferential component of lift. And a sufficient pre-turn can be given to the flow. As a result, the propulsion performance of the hull can be improved by reducing the resistance acting on the fins.

  In the ship fin unit of the first embodiment, the back sides 21a, 22a, 23a, 24a, 25a, and 26a of the plurality of fins 21, 22, 23, 24, 25, and 26 are arranged facing upward in the vertical direction. . Accordingly, the fins 21, 22, 23, 24, 25, and 26 generate upward lift on the port side and starboard side, the water flow turning left is increased on the port side, and the water flow turning left on the starboard side is increased. Accordingly, the circumferential speed of the water flow is made uniform, and an appropriate pre-swirl flow can be applied to the propeller 14.

  In the ship fin unit according to the first embodiment, the plurality of fins 21, 22, 23, 24, 25, and 26 are arranged in regions that respectively exceed 30 degrees from the vertical line C <b> 1 passing through the center O of the propeller 14. Yes. Accordingly, in the region close to the vertical line C1 passing through the center O of the propeller 14, the fin effect is small because the circumferential speed of the water flow is low, and on the other hand, since the fin becomes a resistance, the vertical line C1 moves to the left and right respectively. By providing the fins 21, 22, 23, 24, 25, and 26 in an area exceeding 30 degrees, an appropriate pre-turn is imparted to the propeller 14 by the fins 21, 22, 23, 24, 25, and 26. Can do.

  In the ship of the first embodiment, the fin unit 16 is provided in the rear part of the hull 11. Therefore, the propulsion performance of the hull 11 can be improved by reducing the resistance acting on the fins 21, 22, 23, 24, 25, and 26, and as a result, fuel consumption can be reduced.

[Second Embodiment]
FIG. 5 is a schematic diagram showing a ship fin unit according to the second embodiment, and FIG. 6 is a graph showing a water flow angle (circumferential velocity distribution of water flow) with respect to the rotational phase of the ship fin unit. In addition, the same code | symbol is attached | subjected to the member which has the same function as embodiment mentioned above, and detailed description is abbreviate | omitted.

  In the second embodiment, as shown in FIG. 5, the fin unit 30 is configured by a plurality of fins 31, 32, 33 projecting radially, as in the first embodiment. In FIG. 5, only the port side fins 31, 32, 33 are shown, and the starboard side fins are omitted. Of the fins 31, 32, 33 on the port side, the fins 32 are arranged on the horizontal direction side of the center of the propeller, and the fins 31, 33 are arranged at predetermined intervals (in the present embodiment, on both sides in the circumferential direction). , Evenly spaced). The starboard side fin has the same configuration.

  The plurality of fins 31, 32, 33 on the port side are arranged with the dorsal sides 31 a, 32 a, 33 a facing the front side of the hull and upward in the vertical direction. On the other hand, the plurality of fins on the starboard side are also arranged such that the back side is the front side of the hull and the upper side in the vertical direction. In the fins 31, 32, 33 of this embodiment, the back sides 31 a, 32 a, 33 a have a convex shape, and the ventral sides 31 b, 32 b, 33 b have a concave shape. In FIG. 5, the fins 31, 32, and 33 are shown without being inclined in order to clarify the difference in shape.

  Of the plurality of fins 31, 32, 33 on the port side, the camber angle β of the fin 32 disposed on the horizontal direction side of the center of the propeller is set to be the largest. The camber angle β is defined by the front edge passing through the front edge center A1 of the fins 31, 32, 33 with respect to the base line B1 connecting the front edge center A1 and the rear edge center A2 of the fins 31, 32, 33. This is the angle on the rear side at the intersection of the inclined line B2 orthogonal to the tangent line of the center A1 and the inclined line B3 orthogonal to the tangent line of the trailing edge center A2 through the trailing edge center A2 of the fins 31, 32, 33. Γ11, γ21, and γ31 are entrance metal angles, and γ12, γ22, and γ32 are exit metal angles. The camber angles β1 and β3 of the fins 31 and 33 are the same angle, and the camber angle β2 of the fin 32 is set larger than the camber angles β1 and β3 of the fins 31 and 33 (β1 = β3 <β2).

  Therefore, the port side fins 31, 32, 33 are subjected to a force that reduces resistance by the action of lift on the water flow, but the lift acting on the fins 31, 32, 33 faces the upstream side, so the resistance is It becomes smaller and the propulsion efficiency of the hull does not deteriorate. Therefore, the lift acting on the fins 31, 32, 33 is a force in which the circumferential component gives a pre-swirl to the water flow, the swirl flow generated in the port side region of the propeller is accelerated, and the circumferential velocity of the water flow is It is made uniform. Since the camber angle β3 of the fin 32 in the horizontal position is larger than the camber angles β1 and β3 of the fins 31 and 33 in the upper and lower positions, the lift generated by the fins 31, 32 and 33 is different and is in the horizontal position. The lift of the fin 32 is large, the lift of the fins 31 and 33 in the vertical position is small, and the circumferential speed of the water flow is made more uniform.

  As shown in FIG. 6, in the conventional fin unit, since the water flow turning left is decelerated by the rising flow on the port side and accelerated by the rising flow on the starboard side, the circumferential speed of the water flow turning left is The minimum speed is at the horizontal position (90 degrees) on the side, and the maximum speed is at the horizontal position (270 degrees) on the starboard side. Here, the back sides 31a, 32a, and 33a of the fins 31, 32, and 33 are disposed with the front side of the hull facing forward, and the camber angle of the fin 32 that is disposed in the horizontal position is set to be the largest. Therefore, although lift is generated by the fins 31, 32, 33, the lift generated by the fins 32 is larger than the lift generated by the fins 31, 33. As a result, the circumferential speed of the water flow turning left is properly adjusted at each rotational phase position, and the circumferential speed of the water flow turning right is also properly adjusted at each rotational phase position. It approximates the average speed in the region.

  As described above, in the ship fin unit according to the second embodiment, the fin unit 30 is provided on the front side of the hull from the propeller, and the fin unit 30 has a plurality of fins 31, 32, and 33 arranged radially. The dorsal sides 31a, 32a, 33a of the plurality of fins 31, 32, 33 are arranged with the front side of the hull facing forward, and the camber angle of the fins 32 arranged on the horizontal direction side of the center of the propeller is set to be the largest. ing.

  Accordingly, the lift generated by the fins 31, 32, and 33 increases the speed in the region where the circumferential speed is low, and decreases the speed in the region where the circumferential speed is high. At different positions in the circumferential direction of the propeller. The circumferential velocity of the water flow can be approximated. At this time, since the magnitude of the lift generated by the positions of the fins 31, 32, and 33 is different, the circumferential velocity of the water flow is appropriately adjusted toward the average value, and the circumferential direction of the water flow is further increased. The speed can be made uniform.

  As a result, variations in the circumferential speed of the swirling flow applied to the propeller at different positions in the circumferential direction are reduced, and the propulsion performance of the hull by the propeller can be appropriately exhibited. That is, since the inclination angle of the propeller is set according to the speed of the surrounding water flow, for example, the speed of the water flow at the circumferential position of the propeller is made uniform so that the propeller can be rotated in the optimum region. The propulsive force as designed can be output.

[Third Embodiment]
FIG. 7 is a schematic diagram illustrating a ship fin unit according to the third embodiment. In addition, the same code | symbol is attached | subjected to the member which has the same function as embodiment mentioned above, and detailed description is abbreviate | omitted.

  In the third embodiment, as shown in FIG. 7, the fin unit 40 is configured by a plurality of fins 41, 42, and 43 protruding radially, as in the first embodiment. In FIG. 7, only the port side fins 41, 42, and 43 are shown, and the starboard side fins are omitted. Of the fins 41, 42, 43 on the port side, the fins 42 are arranged on the horizontal direction side of the center of the propeller, and the fins 41, 43 are arranged at predetermined intervals on both sides of the fin 42 in the circumferential direction (in this embodiment, , Evenly spaced). The starboard side fin has the same configuration.

  The plurality of fins 41, 42, 43 on the port side are arranged with the back sides 41a, 42a, 43a facing the front side of the hull and facing the upper side in the vertical direction. On the other hand, the plurality of fins on the starboard side are also arranged such that the back side is the front side of the hull and the upper side in the vertical direction. In FIG. 7, the fins 41, 42, and 43 are shown without being inclined in order to clarify the difference in shape between the fins 41, 42, and 43.

  Of the plurality of fins 41, 42, 43 on the port side, the cord length L of the fin 42 disposed on the horizontal direction side of the center of the propeller is set to be the longest. The cord length L is the total length of the fins 41, 42, 43. That is, the code lengths L1 and L3 of the fins 41 and 43 are the same length, and the code length L2 of the fin 42 is set longer than the code lengths L1 and L3 of the fins 41 and 43 (L1 = L3 <L2). And the fin 41,42,43 is arrange | positioned in the same position in the front-back direction of a ship in the edge part position of the propeller side (downstream side). That is, the rear end portions of the fins 41, 42, and 43 coincide at the position D1, and the front end portions of the fins 41 and 43 coincide at the position D2.

  For this reason, the fins 41, 42, 43 on the port side act to reduce the resistance by the action of lift on the water flow, but the resistance acting on the fins 41, 42, 43 is directed toward the upstream side, so the resistance is It becomes smaller and the propulsion efficiency of the hull does not deteriorate. Therefore, the lift acting on the fins 41, 42, and 43 is a force whose circumferential direction component gives a pre-swirl to the water flow, accelerates the swirl flow generated in the port side region of the propeller, and the circumferential velocity of the water flow becomes It is made uniform. Since the cord length L2 of the fin 42 in the horizontal position is longer than the cord lengths L1 and L3 of the fins 41 and 43 in the upper and lower positions, the lift generated by the fins 41, 42, and 43 is different and is in the horizontal position. The lift of the fin 42 is large, the lift of the fins 41 and 43 in the vertical position is small, and the circumferential speed of the water flow is made more uniform. As a result, the circumferential speed of the water flow turning left is properly adjusted at each rotational phase position, and the circumferential speed of the water flow turning right is also properly adjusted at each rotational phase position. It approximates the average speed in the region.

  In the above description, the rear ends of the fins 41, 42, and 43 are matched at the position D1, but the present invention is not limited to this configuration. FIG. 8 is a schematic diagram illustrating a first modification of the ship fin unit of the third embodiment, and FIG. 9 is a schematic diagram illustrating a second modification of the ship fin unit of the third embodiment.

  As shown in FIG. 8, the fin unit 45 includes a plurality of fins 41, 42, and 43 that protrude radially. Of the fins 41, 42, 43 on the port side, the fins 42 are arranged on the horizontal direction side of the center of the propeller, and the fins 41, 43 are arranged at predetermined intervals on both sides of the fin 42 in the circumferential direction (in this embodiment, , Evenly spaced).

  The plurality of fins 41, 42, 43 on the port side are arranged with the back sides 41a, 42a, 43a facing the front side of the hull and facing the upper side in the vertical direction. Of the plurality of fins 41, 42, 43 on the port side, the cord length L of the fin 42 arranged on the horizontal direction side at the center of the propeller is set to be the longest. In this case, the fins 41, 42, and 43 are arranged at the same position in the front-rear direction of the ship at the end position on the opposite side (upstream side) of the propeller. That is, the front ends of the fins 41, 42, and 43 coincide at the position D3.

  Further, as shown in FIG. 9, the fin unit 46 is configured by a plurality of fins 41, 42, 43 projecting radially. The plurality of fins 41, 42, 43 on the port side are arranged with the back sides 41a, 42a, 43a facing the front side of the hull and facing the upper side in the vertical direction. Of the plurality of fins 41, 42, 43 on the port side, the cord length L of the fin 42 arranged on the horizontal direction side at the center of the propeller is set to be the longest. In this case, the fins 41, 42, and 43 are arranged at the same position in the longitudinal direction of the ship with respect to the position of the intermediate portion in the longitudinal direction. That is, the intermediate portions of the fins 41, 42, and 43 coincide at the position of D4.

  Thus, in the fin unit of the ship of the third embodiment, the fin unit 40 (45, 46) is provided on the front side of the hull from the propeller, and the fin unit 40 includes a plurality of fins 41, 42, 43. The cords of the fins 32 are arranged radially, and the back sides 41a, 42a, 43a of the plurality of fins 41, 42, 43 are arranged facing the front side of the hull, and are arranged on the horizontal side of the center of the propeller. Is set to the longest.

  Accordingly, the lift generated by the fins 41, 42, and 43 increases the speed in the region where the circumferential speed is low, and decreases the speed in the region where the circumferential speed is high. At different positions in the circumferential direction of the propeller. The circumferential velocity of the water flow can be approximated. At this time, since the magnitude of the lift generated by the positions of the fins 41, 42, and 43 is different, the circumferential velocity of the water flow is appropriately adjusted toward the average value, and the circumferential direction of the water flow is further increased. The speed can be made uniform.

  As a result, variations in the circumferential speed of the swirling flow applied to the propeller at different positions in the circumferential direction are reduced, and the propulsion performance of the hull by the propeller can be appropriately exhibited. That is, since the inclination angle of the propeller is set according to the speed of the surrounding water flow, for example, the speed of the water flow at the circumferential position of the propeller is made uniform so that the propeller can be rotated in the optimum region. The propulsive force as designed can be output.

  Further, in the second embodiment described above, the camber angle of the fin is set large in order to increase the lift force. However, if the camber angle of the fin increases, the water flow flowing on the back side may be separated. Therefore, in the third embodiment, by increasing the cord length of the fins 41, 42, and 43, the lift is increased, it is not necessary to increase the camber angle, and the separation of the water flow flowing on the back side is prevented. Can do.

  In the ship fin unit of the third embodiment, the propeller side end positions of the plurality of fins 41, 42, 43 are arranged at the same position in the front-rear direction of the ship. Accordingly, the distance from the plurality of fins 41, 42, 43 to the propeller is the same, the speed at the circumferential position of the pre-turn flow imparted to the propeller is the same, and the propulsion performance of the hull by the propeller can be exhibited appropriately. .

[Fourth Embodiment]
FIG. 10 is a schematic view illustrating a ship fin unit according to the fourth embodiment. In addition, the same code | symbol is attached | subjected to the member which has the same function as embodiment mentioned above, and detailed description is abbreviate | omitted.

  In the fourth embodiment, as shown in FIG. 10, the fin unit 50 is configured such that a plurality of fins 51, 52, 53 protrude radially, as in the first embodiment. In FIG. 10, only the port side fins 51, 52, and 53 are shown, and the starboard side fins are omitted. Of the fins 51, 52, 53 on the port side, the fins 52 are arranged on the horizontal direction side of the center of the propeller, and the fins 51, 53 are arranged at predetermined intervals (in the present embodiment, on both sides in the circumferential direction). , Evenly spaced). The starboard side fin has the same configuration.

  The fin 52 includes a plurality of divided fins 54 and 55 that are divided into a plurality of front and rear sides of the ship, and the plurality of fins 51, 52, and 53 have the back sides 51 a, 54 a, 55 a, and 53 a on the front side of the hull, and It is arranged facing the upper side in the vertical direction. On the other hand, the plurality of fins on the starboard side are also arranged such that the back side is the front side of the hull and the upper side in the vertical direction. In FIG. 10, the fins 51, 52, and 53 are shown without being inclined in order to clarify the difference in shape.

  Of the plurality of fins 51, 52, 53 on the port side, the cord 52 of the fin 52 arranged on the horizontal direction side at the center of the propeller is set to be the longest. The fin 52 with the longest code length is configured by a plurality of divided fins 54 and 55 that are divided into a plurality of parts before and after the ship. The fins 51, 52 (55), 53 are arranged at the same position in the front-rear direction of the ship at the end position on the propeller side (downstream side). That is, the rear end portions of the fins 51, 55, and 53 coincide at the position of D1. In this case, the divided fins 54 and 55 constituting the fin 52 are arranged on a straight line with a predetermined gap.

  For this reason, the fins 51, 52, 53 on the port side generate lift and resistance against the water flow. However, since the lift acting on the fins 51, 52, 53 faces the upstream side, the resistance becomes small, and the propulsion of the hull. Efficiency will not deteriorate. Therefore, the lift force acting on the fins 51, 52, and 53 is a force in which the circumferential component gives a pre-swirl to the water flow, the swirl flow generated in the port side region of the propeller is accelerated, and the circumferential velocity of the water flow is increased. It is made uniform. Since the cord length of the fin 52 in the horizontal position is longer than the cord length of the fins 51 and 53 in the upper and lower positions, the lift generated by each fin 51, 52, 53 is different, and the lift of the fin 52 in the horizontal position is Is large, the lift of the fins 51 and 53 in the vertical position is small, and the circumferential velocity of the water flow is made more uniform. As a result, the circumferential speed of the water flow turning left is properly adjusted at each rotational phase position, and the circumferential speed of the water flow turning right is also properly adjusted at each rotational phase position. It approximates the average speed in the region.

  Further, in the second embodiment described above, the camber angle of the fin is set large in order to increase the lift force. However, if the camber angle of the fin increases, the water flow flowing on the back side may be separated. Therefore, in the fourth embodiment, the code length of the fins 51, 52, and 53 is increased and divided to increase the lift, and it is not necessary to increase the camber angle, and the water flow that flows on the back side is separated. In addition to preventing this, the fins can be reduced in size and cost.

  In the above description, the divided fins 54 and 55 as the fins 52 are arranged on a straight line, but the present invention is not limited to this configuration. FIG. 11 is a schematic diagram illustrating a first modification of the fin unit of the ship according to the fourth embodiment.

  As shown in FIG. 11, the fin unit 60 includes a plurality of fins (divided fins) 61, 62, 63, 64, and 65 that protrude radially. Of the fins 61, 62, 63, 64, 65, the fins 61, 62 are disposed on the upstream side, and the fins 63, 64, 65 are disposed on the downstream side. In this case, the fins 61, 62, 64 are arranged on the horizontal direction side of the center of the propeller, and the fins 63, 65 are spaced at predetermined intervals (equal intervals in the present embodiment) on both sides of the fin 64 in the circumferential direction. Has been placed.

  The plurality of fins 61, 62 and the plurality of fins 63, 64, 85 are arranged so as to be shifted in the circumferential direction. In this case, the fins 63, 64, and 65 are disposed at the same position in the front-rear direction of the ship at the end position on the propeller side (downstream side). That is, the rear ends of the fins 63, 64, and 65 coincide at the position of D1.

  As described above, in the ship fin unit of the fourth embodiment, the fin unit 50 (60) is provided in front of the hull from the propeller, and the fin unit 50 includes a plurality of fins 51, 52, 53 (61, 62, 63, 64, 65) are arranged radially, and the back sides 51a, 54a, 55a, 53a of the plurality of fins 51, 52, 53 are arranged facing the front side of the hull, and the center of the propeller is horizontal. The code length of the fin 52 arranged on the direction side is set to be the longest, and a plurality of divided fins 54 and 55 are provided as the fins 52 having the longest code length.

  Accordingly, the lift generated by the fins 51, 52, and 53 increases the speed in the region where the circumferential speed is low, and decreases the speed in the region where the circumferential speed is high. At different positions in the circumferential direction of the propeller. The circumferential velocity of the water flow can be approximated. At this time, since the magnitude of the lift generated by the positions of the fins 51, 52, and 53 is different, the circumferential velocity of the water flow is appropriately adjusted toward the average value, and the circumferential direction of the water flow is further increased. The speed can be made uniform.

  As a result, variations in the circumferential speed of the swirling flow applied to the propeller at different positions in the circumferential direction are reduced, and the propulsion performance of the hull by the propeller can be appropriately exhibited. That is, since the inclination angle of the propeller is set according to the speed of the surrounding water flow, for example, the speed of the water flow at the circumferential position of the propeller is made uniform so that the propeller can be rotated in the optimum region. The propulsive force as designed can be output.

  In the ship fin unit of the fourth embodiment, a plurality of divided fins 54 and 55 which are divided into a plurality of parts before and after the ship are provided as the fins 52 having the longest code length. Therefore, by configuring the fin 52 having a long cord length with the plurality of divided fins 54 and 55, it is not necessary to secure a large camber angle with one fin, and the back sides 51a, 54a, Separation of the water flow flowing through 55a and 53a can be suppressed.

  In the ship fin unit of the fourth embodiment, a plurality of fins 61, 62, 63, 64, 65 are arranged radially, and the fins 61, 62 and the fins 63, 64, 65 are arranged shifted in the circumferential direction. Yes. Therefore, the water flow rectified by the upstream fins 61, 62 does not interfere with the downstream fins 63, 64, 65, and the water flow can be properly rectified by the fins 61, 62, 63, 64, 65. it can.

  Further, by making the fins 51, 54, 55, 53 and the fins 61, 62, 63, 64, 65 have the same shape, the number of parts can be reduced and the manufacturing cost can be reduced.

[Fifth Embodiment]
FIG. 12 is a schematic diagram illustrating a ship fin unit according to the fifth embodiment. In addition, the same code | symbol is attached | subjected to the member which has the same function as embodiment mentioned above, and detailed description is abbreviate | omitted.

  In the fifth embodiment, as shown in FIG. 12, the fin unit 70 includes a plurality of fins 71, 72, 73, 74, 75, 76, 77, and 78 that project radially. Of the fins 71, 72, 73, 74 on the port side, the fins 74 are arranged on the horizontal direction side of the center O of the propeller, and the fins 71, 72, 73 are spaced at a predetermined interval on the upper side in the circumferential direction of the fins 74. It is arranged in the space. On the other hand, among the fins 75, 76, 77, 78 on the starboard side, the fin 75 is disposed on the horizontal side of the center O of the propeller, and the fins 76, 77, 78 are predetermined on the upper side in the circumferential direction of the fin 75. They are spaced apart.

  The plurality of fins 71, 72, 73, 74 on the port side are arranged such that the back sides 71a, 72a, 73a, 74a are on the front side of the hull and face upward in the vertical direction. On the other hand, the plurality of fins 75, 76, 77, 78 on the starboard side are arranged such that the back sides 75a, 76a, 77a, 78a are on the front side of the hull and face upward in the vertical direction.

  Among the plurality of fins 71, 72, 73, 74, 75, 76, 77, 78, the interval between the fins 73, 74 arranged on the horizontal direction side of the center of the propeller and the interval between the fins 75, 76 are the narrowest. It is set to be. That is, assuming that the interval (arrangement angle) between the fins 71 and 72 is θ11, the interval (arrangement angle) between the fins 72 and 73 is θ12, and the interval (arrangement angle) between the fins 73 and 74 is θ13, θ11> θ12> θ13. It has become. Similarly, when the interval (arrangement angle) between the fins 75 and 76 is θ14, the interval (arrangement angle) between the fins 76 and 77 is θ15, and the interval (arrangement angle) between the fins 77 and 78 is θ16, θ14 <θ15 < θ16. In this case, the port-side fins 71, 72, 73, 74 and the starboard-side fins 75, 76, 77, 78 are symmetrical with respect to the vertical line C1.

  Therefore, the plurality of fins 71, 72, 73, 74, 75, 76, 77, 78 has a force that reduces resistance by the action of lift on the water flow, but the fins 71, 72, 73, 74, Since the lift acting on 75, 76, 77, 78 faces upstream, the resistance is small, and the propulsion efficiency of the hull does not deteriorate. Therefore, the lift force acting on the fins 71, 72, 73, 74, 75, 76, 77, 78 is a force in which the circumferential component gives a pre-swirl to the water flow, and the swirl flow generated in the port side region of the propeller. The speed is increased and the circumferential speed of the water flow is made uniform. And since the space | interval of the fins 73 and 74 arrange | positioned in the horizontal direction side of the center of a propeller and the space | interval of the fins 75 and 76 are the narrowest, it generate | occur | produces by each fin 71,72,73,74,75,76,77,78. The lift force of the fins 74 and 75 at the horizontal position is large, the lift force of the fins 71 and 78 at the vertical position side is small, and the circumferential velocity of the water flow is made more uniform. As a result, the circumferential speed of the water flow turning left is properly adjusted at each rotational phase position, and the circumferential speed of the water flow turning right is also properly adjusted at each rotational phase position. It approximates the average speed in the region.

  In the above description, the fins 71, 72, 73, 74, 75, 76, 77, and 78 are disposed above the horizontal position, but the present invention is not limited to this configuration. FIG. 13 is a schematic diagram illustrating a first modification of the ship fin unit of the fifth embodiment, and FIG. 14 is a schematic view illustrating a second modification of the ship fin unit of the fifth embodiment.

  As shown in FIG. 13, the fin unit 80 is configured by a plurality of fins 81, 82, 83, 84, 85, 86, 87, 88, 89, 90 projecting radially. Of the fins 81, 82, 83, 84, 85 on the port side, the fin 83 is disposed on the horizontal side of the center O of the propeller, and the fins 81, 82, 84, 85 are on both sides of the fin 83 in the circumferential direction. They are arranged at a predetermined interval. On the other hand, among the fins 86, 87, 88, 89, 90 on the starboard side, the fin 88 is arranged on the horizontal direction side of the center O of the propeller, and the fins 86, 87, 89, 90 are arranged in the circumferential direction of the fin 88. They are arranged at predetermined intervals on both sides.

  Among the plurality of fins 81, 82, 83, 84, 85, 86, 87, 88, 89, 90, the distance between the fins 82, 83 arranged on the horizontal direction side of the center O of the propeller and the fins 83, 84. , The distance between the fins 87 and 88, and the distance between the fins 88 and 89 are set to be the narrowest. That is, the interval (arrangement angle) between the fins 81 and 82 is θ21, the interval (arrangement angle) between the fins 82 and 83 is θ22, the interval (arrangement angle) between the fins 83 and 84 is θ23, and the interval between the fins 84 and 85. Assuming that (arrangement angle) is θ24, θ22 <θ21 and θ23 <θ24. Similarly, the interval (arrangement angle) between the fins 86 and 87 is θ25, the interval (arrangement angle) between the fins 87 and 88 is θ26, the interval (arrangement angle) between the fins 88 and 89 is θ27, and the fins 89 and 90 When the interval (arrangement angle) is θ28, θ27 <θ28 and θ26 <θ25.

  Further, as shown in FIG. 14, the fin unit 100 includes a plurality of fins 101, 102, 103, 104, 105, 106, 107, and 108 that protrude radially. Of the fins 101, 102, 103, 104 on the port side, the fins 102, 103 are arranged on the horizontal direction side of the center of the propeller, and the fins 101, 104 have a predetermined interval on both sides in the circumferential direction of the fins 102, 103. It is arranged in the space. On the other hand, of the fins 105, 106, 107, 108 on the starboard side, the fins 106, 107 are arranged on the horizontal direction side of the center of the propeller, and the fins 105, 108 are predetermined on both sides of the fins 106, 107 in the circumferential direction. They are spaced apart.

  Among the plurality of fins 101, 102, 103, 104, 105, 106, 107, 108, the distance between the fins 102, 103 arranged on the horizontal direction side of the center of the propeller and the distance between the fins 106, 107 are the widest. It is set to be. That is, assuming that the interval (arrangement angle) between the fins 101 and 102 is θ31, the interval (arrangement angle) between the fins 102 and 103 is θ32, and the interval (arrangement angle) between the fins 103 and 104 is θ33, θ32 <θ31, θ32 <Θ33. Similarly, when the interval (arrangement angle) between the fins 105 and 106 is θ34, the interval (arrangement angle) between the fins 106 and 107 is θ35, and the interval (arrangement angle) between the fins 107 and 108 is θ36, θ35 <θ34, θ35 <θ36.

  As described above, in the ship fin unit of the fifth embodiment, the fin unit 70 (80, 100) is provided on the front side of the hull from the propeller, and the fin unit 70 includes a plurality of fins 71, 72, 73, 74, 75, 76, 77, 78 (81, 82, 83, 84, 85, 86, 87, 88, 89, 90, 101, 102, 103, 104, 105, 106, 107, 108) are arranged radially The back sides 71a, 72a, 73a, 74a, 75a, 76a, 77a, and 78a of the plurality of fins 71, 72, 73, 74, 75, 76, 77, and 78 are disposed with the front side of the hull facing the front side. The interval between the fins 73 and 74 and the interval between the fins 75 and 76 arranged on the horizontal direction side of the center of the propeller is set to be the narrowest.

  Accordingly, the lift generated by the fins 71, 72, 73, 74, 75, 76, 77, 78 increases the speed in the low circumferential speed region and decreases the speed in the high circumferential speed region. Thus, the circumferential velocity of the water flow can be approximated at different positions in the circumferential direction of the propeller. And at this time, since the magnitude of the lift generated by the positions of the fins 71, 72, 73, 74, 75, 76, 77, 78 is different, the circumferential velocity of the water flow is appropriate toward the average value. The circumferential velocity of the water flow can be made more uniform.

  As a result, variations in the circumferential speed of the swirling flow applied to the propeller at different positions in the circumferential direction are reduced, and the propulsion performance of the hull by the propeller can be appropriately exhibited. That is, since the inclination angle of the propeller is set according to the speed of the surrounding water flow, for example, the speed of the water flow at the circumferential position of the propeller is made uniform so that the propeller can be rotated in the optimum region. The propulsive force as designed can be output.

[Sixth Embodiment]
FIG. 15 is a rear view of the rear part of the hull representing the fin unit of the ship according to the sixth embodiment, and FIG. 16 is a front view showing the fin unit of the ship according to the sixth embodiment.

  In the sixth embodiment, as shown in FIG. 15, this ship is a biaxial ship, and is provided with two skegs 113, 114 protruding downward from the bottom 112 on the stern side of the hull 111. . The skegs 113 and 114 have propellers 115 and 116 rotatably mounted at rear ends thereof, and fin units 119 and 120 are provided on the front side of the hull 111 with respect to the propellers 115 and 116 via the bushings 117 and 118. ing.

  As shown in FIG. 16, the propeller 115 moves forward in the hull 111 by rotating in the right turn direction (clockwise direction) in FIG. 16. When the propeller 115 rotates forward (rotates right in FIG. 16) and the hull 111 travels forward, the fin unit 119 turns the water flow at the stern portion in the direction opposite to the rotation direction of the propeller 115 (FIG. 16). In this way, the pre-rotation of the water flow is sent to the propeller 115, and the swirl flow generated downstream from the propeller 115 is reduced to improve the propulsion efficiency of the propeller 115.

  Further, although not shown, the propeller 116 advances the hull 111 by rotating in the right turning direction (clockwise direction). When the propeller 116 rotates forward and the hull 111 travels forward, the fin unit 120 swirls the water flow at the stern portion in the direction opposite to the rotation direction of the propeller 116, thereby causing the propeller 116 to perform a pre-turn of the water flow. The propulsion efficiency of the propeller 116 is improved by reducing the swirling flow generated downstream from the propeller 116.

  In the following description, the fin unit 119 on the port side of the hull will be described. However, the skegs 113 and 114, the propellers 115 and 116, the bossings 117 and 118, and the fin units 119 and 120 are center lines in the width direction of the hull 111. The fin unit 120 has the same configuration.

  As shown in FIG. 16, the fin unit 119 is configured such that a plurality of fins 121, 122, 123, 124, 125, 126 protrude radially from the outer peripheral surface of the boshing 117. That is, the fins 121, 122, 123 are provided on the port side with respect to the bossing 117, and the fins 124, 125, 126 are provided on the starboard side. In this case, the plurality of fins 121, 122, 123, 124, 125, 126 are θ 1 = 30 from the center line C 3 of the skeg 113 inclined to the vertical line C 1 passing through the center O of the propeller 115 by a predetermined angle θ 10. It is desirable not to provide in the area within the range, but to arrange in the area excluding this area. In the present embodiment, the plurality of fins 121, 122, 123, 124, 125, 126 are arranged in a region θ3 = 90 degrees that exceeds θ2 = 45 degrees from the center line C3 passing through the center O of the propeller 115 to the left and right, respectively. Yes.

  Among the plurality of fins 121, 122, 123, 124, 125, 126, the fins 122, 125 are on the horizontal direction side of the center O of the propeller 115, that is, on the orthogonal line of the center line C3 passing through the center O of the propeller 115. Is arranged. The fins 121 and 123 on the port side are arranged at predetermined intervals (equal intervals in the present embodiment) on both sides of the fin 122 in the circumferential direction. Further, the starboard side fins 124 and 126 are arranged at predetermined intervals (equal intervals in the present embodiment) on both sides of the fin 125 in the circumferential direction.

  The plurality of fins 121, 122, 123, 124, 125, 126 are such that the back sides 121 a, 122 a, 123 a, 124 a, 125 a, 126 a are on the front side of the hull 111 and are directed upward in the vertical direction. Has been placed. Therefore, the plurality of fins 121, 122, 123, 124, 125, 126 are inclined so that the rear end portion in the front-rear direction of the ship 111 is positioned upward by a predetermined angle with respect to the horizontal plane.

  Therefore, the fins 121, 122, 123, 124, 125, 126 act to reduce the resistance by the action of lift because force acts on the water flow. In this case, in each fin 121,122,123,124,125,126, since the lift which acts on this fin 121,122,123,124,125,126 faces upstream, resistance becomes small. That is, the propulsion efficiency of the hull 111 is not deteriorated by the resistance of the fins 121, 122, 123, 124, 125, 126. The lift force acting on the fins 121, 122, 123, 124, 125, 126 is a force whose circumferential component gives a pre-swirl to the fluid, and the axial component is the resistance acting on the fins 121, 122, 123, 124, 125, 126. It becomes. As a result, the circumferential speed of the water flow for pre-turning on the port side and starboard side of the propeller 115 is made uniform.

The water flows flowing on the port side and the center side (inside) of the hull 111 flow on both sides of the skeg 113 on the ship bottom 112 and become flows W _L and W _C rising on both sides of the fin unit 119. Therefore, the circumferential speed in the left-turn direction in the water flow that has passed through the fin unit 119 differs depending on the mounting position (rotation phase) of the fins 121, 122, 123, 124, 125, 126. That is, the water flow turns left is decelerated by increasing flow W _L at the port side, is accelerated by increasing the flow W _C in the center side. Then, the circumferential speed of the water flow turning left is the lowest speed at the port side horizontal position (90 degrees) and the highest speed at the starboard side horizontal position (270 degrees).

  Therefore, in the fin unit 119 of this embodiment, the back sides 121a, 122a, 123a, 124a, 125a, 126a of the plurality of fins 121, 122, 123, 124, 125, 126 are directed to the front side of the hull 111. Then, the water flow turning left is accelerated by the lift generated by the fins 121, 122, 123 on the port side, and decelerated by the lift generated by the fins 124, 125, 126 on the starboard side. For this reason, the circumferential speed of the water flow turning counterclockwise increases on the port side and decreases on the starboard side, so that it is appropriately adjusted at the position of each rotation phase and approximates the average speed in all regions.

  As described above, in the ship fin unit according to the sixth embodiment, in the biaxial ship, the fin units 119 and 120 are provided on the front side of the hull 111 from the propellers 115 and 116, and the fin unit 119 includes a plurality of fin units 119. The fins 121, 122, 123, 124, 125, 126 are arranged radially, and the back sides 121 a, 122 a, 123 a, 124 a, 125 a, 126 a of the plurality of fins 121, 122, 123, 124, 125, 126 are hulled 111. Are arranged with the front side facing toward each other and the upper side in the vertical direction is directed toward each other.

  Accordingly, the lift generated by the fins 121, 122, 123, 124, 125, 126 increases the speed in the region where the circumferential speed is low, and decreases the speed in the region where the circumferential speed is high. The circumferential velocity of the water flow can be approximated at different positions in the circumferential direction. And at this time, since the magnitude of the lift generated by the positions of the fins 121, 122, 123, 124, 125, 126 is different, the circumferential velocity of the water flow is appropriately adjusted toward the average value, The circumferential velocity of the water flow can be made even more uniform.

  As a result, variations in the circumferential speed of the swirling flow applied to the propeller at different positions in the circumferential direction are reduced, and the propulsion performance of the hull by the propeller can be appropriately exhibited. That is, since the inclination angle of the propeller is set according to the speed of the surrounding water flow, for example, the speed of the water flow at the circumferential position of the propeller is made uniform so that the propeller can be rotated in the optimum region. The propulsive force as designed can be output.

  In the ship fin unit according to the sixth embodiment, a plurality of fins 121, 122, 123, 124, 125, and 126 are passed through the center O of the propeller 115 and 30 to the left and right from the center line C <b> 3 along the vertical direction of the skeg 113. It is placed in an area that exceeds the degree. Therefore, in the region close to the center line C3 of the skeg 113, the fin effect is small due to the influence of the skeg 113, and on the other hand, the fin becomes a resistance. , 122, 123, 124, 125, 126 can provide the propeller 115 with an appropriate pre-turn by the fins 121, 122, 123, 124, 125, 126.

[Seventh Embodiment]
FIG. 17A is a schematic diagram illustrating fins in the fin unit of the ship according to the seventh embodiment. FIGS. 17-2 to 17-6 are schematic views illustrating second to fifth modifications of the fins in the ship fin unit according to the seventh embodiment.

  In the seventh embodiment, as shown in FIG. 17A, the fins 131 are manufactured from sheet metal. The fin 131 includes a curved surface 132 on the back side and a flat surface 133 on the ventral side, and is formed by joining a plate material having the curved surface 132 and a plate material having the flat surface 133 by welding. The curved surface 132 on the back side is formed by an arc having a radius R1 whose center passes through a position 0.5 L (L = code length) from the front edge. That is, the curved surface 132 on the back side protrudes outward.

  In the first modification, as shown in FIG. 17-2, the fins 141 are manufactured from sheet metal. The fin 141 includes a curved surface 142 on the back side and a flat surface 143 on the ventral side, and is formed by joining a plate material having the curved surface 142 and a plate material having the flat surface 143 by welding. The dorsal curved surface 142 is formed by an arc 144 having a radius R2 at the front edge and an arc 145 having a radius R3 at the rear edge. The relationship between the radii R2 and R3 is R2 <R3, and the radius R2 The inflection point between the arc 144 and the arc 145 having the radius R3 is set at a position of 0.3L to 0.45L from the front edge. In this case, a plate placing material having an arc of radius R2 and an arc of radius R3 may be integrally formed, or a plate material having an arc 144 of radius R2 and a plate material having an arc 145 of radius R3 are welded together. You may join.

  In the second modification, as shown in FIG. 17C, the fins 151 are manufactured from sheet metal. The fin 151 includes a curved surface 152 on the back side and a flat surface 153 on the abdomen side, and is formed by joining a plate material having the curved surface 152 and a plate material having the flat surface 153 by welding. The dorsal curved surface 152 is formed by an arc 154 having a radius R4 at the front edge and a straight line 155 at the rear edge, and the inflection point between the arc and the straight line having a radius R4 is 0.3 L from the front edge. It is set at a position of ~ 0.45L.

  In the third modified example, as shown in FIG. 17-4, the fins 161 are manufactured by sheet metal. The fin 161 is constituted by a curved surface 162 on the back side and a flat surface 163 on the abdominal side. The dorsal curved surface 162 is formed by an arc 164 with a radius R5 at the front edge, an arc 165 with a radius R5 at the middle and a straight line 166 at the rear edge, and an arc 164 with a radius R5 and an arc 165 with a radius R6. The inflection point is set at a position of 0.3L to 0.45L from the front edge.

  In the fourth modification, as shown in FIG. 17-5, the fins 171 are manufactured from sheet metal. The fin 171 includes a back-side curved surface 172 and a ventral-side curved surface 173. The back-side curved surface 172 is formed by an arc having a radius R7 whose center is on the curved surface 173 side, and the ventral-side curved surface 173 is formed by an arc having a radius R8 whose center is on the curved surface 172 side. Yes. That is, the curved surface 172 on the back side protrudes outward, and the curved surface 173 on the ventral side also protrudes outward.

  In the fifth modification, as shown in FIG. 17-6, the fins 181 are manufactured by sheet metal. The fin 181 includes a back-side curved surface 182 and a ventral-side curved surface 183. The dorsal curved surface 182 is formed by an arc having a radius R9 whose center is on the curved surface 183 side, and the ventral curved surface 183 is centered on an arc 184 having a radius R10 whose center is on the curved surface 182 side. The inflection point of the arc R 184 having the radius R 10 and the arc R 185 having the radius R 11 is set at a position of 0.4 L to 0.8 L from the front edge. ing. That is, the dorsal curved surface 182 protrudes outward, and the ventral curved surface 183 protrudes outward and inward.

  As described above, in the ship fin unit of the seventh embodiment, the plurality of fins 131, 141, 151, 161, 171, and 181 are manufactured from sheet metal. Therefore, the manufacturing cost of the fins 131, 141, 151, 161, 171, 181 can be reduced, and the back side shape of the fins 131, 141, 151, 161, 171, 181 can be set to an appropriate shape. Can do.

[Eighth Embodiment]
FIG. 18 is a front view showing a ship fin unit according to the eighth embodiment, and FIG. 19 is a schematic view showing a flow velocity distribution in the periphery of the ship fin unit.

  In the eighth embodiment, as shown in FIG. 18, this ship is a uniaxial ship, and is provided with a skeg 13 that protrudes downward from the ship bottom on the stern side of the hull. The skeg 13 is provided with a propeller rotatably mounted at a rear end portion, and a fin unit 200 is provided on the front side of the hull from the propeller via a bossing 15. Note that the propeller rotates in the right turn direction (clockwise direction) in FIG. 18 so that the hull 11 moves forward.

  The fin unit 200 is configured such that a plurality of fins 201, 202, 203, and 204 protrude radially. That is, three fins 201, 202, 203 are provided on the port side with respect to the bossing 15, and one fin 204 is provided on the starboard side. In this embodiment, the number of starboard-side fins 204 whose propeller rotation direction is on the lower side in the vertical direction is greater than the number of port-side fins 201, 202, 203 whose propeller rotation direction is on the upper side in the vertical direction. There are few. Here, one fin 204 on the starboard side is arranged on the upper side in the vertical direction from the center O of the propeller.

  In this case, the plurality of fins 201, 202, 203, 204 can be arranged in a region excluding this region without being provided in a region within θ1 = 30 degrees to the left and right from the vertical line C1 passing through the center O of the propeller. desirable. In the present embodiment, the plurality of fins 201, 202, 203, and 204 are arranged in a region θ3 = 90 degrees that exceeds θ2 = 45 degrees from the vertical line C1 passing through the center O of the propeller to the left and right.

  Among the plurality of fins 201, 202, 203, 204, the port side fin 202 is arranged on one side in the horizontal direction of the center O of the propeller, that is, on the horizontal line C <b> 2 passing through the center O of the propeller. The remaining port-side fins 201 and 203 are arranged at predetermined intervals (equal intervals in this embodiment) on both sides of the fin 202 in the circumferential direction. On the other hand, the starboard-side fin 204 is disposed above the horizontal line C2 passing through the propeller center O, that is, at a position facing the port-side fin 201 with respect to the vertical line C1 passing through the propeller center O. . As a result, when the 12 o'clock position in the clockwise direction is set to 0 degree and the angle is set to increase in the counterclockwise direction, the fins 201, 202, and 203 on the port side are 45 degrees, 90 degrees, The starboard side fin 204 is disposed only at a position of 315 degrees.

  The plurality of fins 201, 202, 203, 204 are arranged such that the back sides 201a, 202a, 203a, 204a face the front side of the hull and face upward in the vertical direction. Therefore, the plurality of fins 201, 202, 203, 204 are inclined so that the rear end portion in the front-rear direction of the ship is positioned upward by a predetermined angle with respect to the horizontal plane. The back sides 201a, 202a, 203a, and 204a of the plurality of fins 201, 202, 203, and 204 are convex side surfaces, and the abdominal sides 201b, 202b, 203b, and 204b are flat surfaces. .

  In the above description, one fin 204 is arranged on the starboard side above the propeller center O in the vertical direction, but on the propeller center O and the propeller center O on the upper side in the vertical direction. Two fins may be arranged.

The water flows flowing on the port side and starboard side of the hull are flows W _L and W _R that flow on both sides of the skeg 13 on the bottom of the ship and rise on both sides of the fin unit 16. Therefore, the circumferential speed in the left-turning direction in the water flow that has passed through the fin unit 200 differs depending on the mounting position (rotation phase) of the fins 201, 202, 203, 204. FIG. 19 shows the velocity distribution of the water flow flowing on the port side and starboard side of the hull, and the darker the color, the faster the water flow rate. As shown in FIG. 19, when the rotational direction of the propeller is turning right (clockwise), flow W _R seawater rising starboard area of the skeg 13 is fast, seawater increases at port area of the skeg 13 the relatively slow flow _{W L.} In particular, the flow W _L seawater to rise at port area of the skeg 13 is adapted to slow over the region.

  In this embodiment, as shown in FIG. 18, the back sides 201a, 202a, 203a, 204a of the plurality of fins 201, 202, 203, 204 are directed to the front side of the hull. Then, since the water flow on the port side that has passed through the fins 201, 202, and 203 differs in the direction of rotation of the propeller, it is possible to give sufficient pre-swirl to the flow. On the other hand, since the starboard side water flow that has passed through the fins 204 is similar to the direction of rotation of the propeller, it tends to become a resistance particularly in the downward direction where the flow is fast. Therefore, on the starboard side, the fins 204 are provided only in the upper part without providing the fins in the lower part.

  As described above, in the ship fin unit according to the eighth embodiment, a plurality of fins 201, 202, 203, and 204 are arranged radially on the port side and starboard side, and the rotation direction of the propeller is the lower side in the vertical direction. The number of fins 204 on the starboard side is smaller than the number of fins 201, 202, 203 on the port side where the rotation direction of the propeller is on the upper side in the vertical direction, and the back side 201 a of each fin 201, 202, 203, 204 is , 202a, 203a, 204a face the front side of the hull.

  Therefore, on the starboard side where the rotation direction of the propeller is on the lower side in the vertical direction, the resistance as an axial component tends to be larger than the circumferential component of the lift force by the fins 204, so the number of fins 204 is reduced. On the other hand, on the port side where the rotation direction of the propeller is on the upper side in the vertical direction, the resistance as an axial component does not become larger than the circumferential component of lift, and a sufficient pre-turn can be given to the flow. As a result, it is possible to improve the propulsion performance of the hull by reducing the resistance acting on the fins 201, 202, 203, 204.

  In the fin unit of the ship according to the eighth embodiment, the fins 204 on the starboard side are arranged above the center O of the propeller. Therefore, on the starboard side, since the flow velocity is high particularly in the region below the center O of the propeller, the propulsion performance of the hull can be improved by eliminating the fins at this position.

[Ninth Embodiment]
FIG. 20 is a front view illustrating a fin unit of a ship according to the ninth embodiment, and FIG. 21 is a front view illustrating a modification of the fin unit of the ship according to the ninth embodiment.

  In the ninth embodiment, as shown in FIG. 20, this ship is a biaxial ship, and is provided with two skegs 213 and 214 that protrude downward from the bottom 212 on the stern side of the hull 211. . The skegs 213 and 214 have propellers 215 and 216 rotatably mounted at the rear ends thereof, and fin units 219 and 220 are provided on the front side of the hull 211 with respect to the propellers 215 and 216 via the bushings 217 and 218. ing.

  The port side propeller 215 rotates in the right turn direction (clockwise direction), so that the hull 211 moves forward. When the propeller 215 rotates forward and the hull 211 travels forward, the fin unit 219 turns the water flow in the stern part in the direction opposite to the rotation direction of the propeller 215 (rotates counterclockwise in FIG. 20). The propulsion efficiency of the propeller 215 is improved by sending the pre-swirl of the water flow to the propeller 215 and reducing the swirl flow generated downstream from the propeller 215. The starboard side propeller 216 rotates in the left turn direction (counterclockwise direction), and the hull 211 moves forward. When the propeller 216 rotates forward and the hull 211 travels forward, the fin unit 220 turns the water flow at the stern portion in a direction opposite to the rotation direction of the propeller 216, thereby causing the propeller 216 to make a pre-turn of the water flow. The propulsion efficiency of the propeller 216 is improved by reducing the swirling flow generated downstream from the propeller 216.

  The fin unit 219 includes a plurality of fins 221, 222, 223, and 224 that protrude radially from the outer peripheral surface of the bossing 217. That is, the fins 221, 222, and 223 are provided on the port side and the fins 224 are provided on the starboard side with respect to the bossing 217. The fin unit 220 is configured such that a plurality of fins 225, 226, 227, and 228 protrude radially from the outer peripheral surface of the bossing 218. That is, the fins 225, 226, and 227 are provided on the starboard side and the fins 228 are provided on the starboard side with respect to the bossing 218. In the present embodiment, the number of fins 224, 228 on the side where the propellers 215, 216 are opposed is smaller than the number of fins 221, 222, 223, 225, 226, 227 on the side where the propellers 215, 216 are not opposed. Yes. Here, the fins 224 and 228 on the side where the propellers 215 and 216 are opposed are arranged on the upper side in the vertical direction from the center of the propeller.

  The plurality of fins 221, 222, 223, 224, 225, 226, 227, and 228 are arranged such that the back side is the front side of the hull 211 and the upper side in the vertical direction. Therefore, the plurality of fins 221, 222, 223, 224, 225, 226, 227, and 228 are inclined so that the rear end portion in the front-rear direction of the ship 211 is positioned upward by a predetermined angle with respect to the horizontal plane. .

  In the above-described embodiment, the two skegs 213 and 214 are provided from the bottom 212 on the stern side of the hull 211 toward the lower side in the vertical direction. However, the present invention is not limited to this configuration. For example, as shown in FIG. 21, the two skegs 213 and 214 are arranged so that the lower ends are separated from the bottom 212 on the stern side of the hull 211 and toward the outside (the port side and the starboard side). It may be provided. Similarly, the skegs 213 and 214 have propellers 215 and 216 rotatably mounted at the rear ends thereof, and fin units 219 and 220 via the bushings 217 and 218 on the front side of the hull 211 from the propellers 215 and 216. Is provided.

  Therefore, the fins 221, 222, 223, 224, 225, 226, 227, and 228 have a force acting on the water flow, and thus act to reduce resistance by the action of lift. In this case, since the lift acting on each fin 221, 222, 223, 224, 225, 226, 227, 228 faces the upstream side, the resistance becomes small, and each fin 221, 222, 223, 224, 225, 226, 227 , 228, the propulsion efficiency of the hull 211 is not deteriorated. The lift force acting on the fins 221, 222, 223, 224, 225, 226, 227, and 228 is a force whose circumferential direction component gives a pre-swirl to the fluid, and the axial direction component is a fin 221, 222, 223, 224, 225 It becomes resistance which acts on 226,227,228. As a result, the circumferential speed of the water flow for providing a pre-turn on the port side and the starboard side of the propellers 215 and 216 is made uniform.

  In this embodiment, the back side of the plurality of 221, 222, 223, 224, 225, 226, 227, 228 is directed to the front side of the hull. Then, since the water flow that has passed through the fins 221, 222, 223, 225, 226, and 227 differs in the direction of rotation of the propeller, it is possible to give sufficient pre-swirl to the flow. On the other hand, since the water flow that has passed through the fins 224 and 228 is similar to the direction of rotation of the propeller, it tends to become a resistance particularly in the lower part where the flow is fast. Therefore, the fins 224 and 228 are provided only on the upper side without providing the fins on the lower side.

  Thus, in the ship fin unit of the ninth embodiment, in the biaxial ship, the fin units 219 and 220 are provided on the front side of the hull 211 from the propellers 215 and 216, and the fin units 219 and 220 are as follows. A plurality of fins 221, 222, 223, 224, 225, 226, 227, 228 are arranged radially, and the number of fins 224, 228 arranged on the side where the propellers 215, 216 are opposed is opposed to the propellers 215, 216. The number of fins 221, 222, 223, 225, 226, and 227 arranged on the non-side is set to be smaller.

  Therefore, on the side where the propellers 215 and 216 face each other, the resistance as an axial component tends to be larger than the circumferential component of the lift by the fins 224 and 228, so the number of fins 224 and 228 is reduced. On the other hand, on the side where the propellers 215 and 216 do not face each other, the resistance as an axial component is not larger than the circumferential component of the lift, and a sufficient pre-turn can be given to the flow. As a result, the propulsion performance of the hull can be improved by reducing the resistance acting on the fins 221, 222, 223, 224, 225, 226, 227, and 228.

[Tenth embodiment]
FIG. 22 is a schematic diagram illustrating a ship fin unit according to the tenth embodiment, and FIG. 23 is a schematic view illustrating a modification of the ship fin unit according to the tenth embodiment.

  In the tenth embodiment, as shown in FIG. 22, the fin unit 230 is configured by a plurality of fins 231, 232, 233, 234, 235, and 236 projecting radially.

  The plurality of fins 231, 232, 233 on the port side are arranged with the back sides 231 a, 232 a, 233 a facing the front side of the hull and facing upward in the vertical direction. On the other hand, the fins 234, 235, 236 on the starboard side are also arranged such that the back sides 234a, 235a, 236a face the front side of the hull and face upward in the vertical direction. In FIG. 22, the fins 231, 232, 233, 234, 235, and 236 are shown without being inclined in order to clarify the difference in shape.

  The cord length of the plurality of fins 231, 232, 233 on the starboard side is set longer than the cord length of the plurality of fins 234, 235, 236 on the starboard side. The cord length L is the total length of the fins 231, 232, 233, 234, 235, 236, the cord length L 11 of the fins 231, 232, 233 is the same length, and the cord length of the fins 234, 235, 236 is L12 has the same length, and is set such that code length L11> code length L12. And as for each fin 231,232,233,234,235,236, the edge part position on the opposite side (upstream side) with a propeller is arrange | positioned in the same position in the front-back direction of a ship. That is, the front ends of the fins 231, 232, 233, 234, 235, and 236 coincide at the position of D 3.

  It should be noted that the relationship between the cord lengths of the port-side fins 231, 232, 233 and the starboard-side fins 234, 235, 236 is not limited to that described above. For example, as shown in FIG. 23, the cord lengths of the plurality of fins 231 and 232 on the port side are set longer than the cord lengths of the fins 233 on the port side and the fins 234, 235 and 236 on the starboard side. Also, only the cord length of the port side fins 231 is increased, the code lengths of the plurality of port side fins 231, 232, 233 are sequentially shortened, the plurality of port side fins 231, 232 and the starboard side fins The code length of 236 may be increased. Moreover, as a structure in which the code lengths of the fins 231, 232, 233, 234, 235, and 236 are made different, the structure described in the third embodiment or the fourth embodiment may be used.

  Then, since the port-side water flow that has passed through the port-side fins 231, 232, and 233 differs in the direction of rotation of the propeller, it is possible to give sufficient pre-swirl to the flow. On the other hand, since the water flow on the starboard side that has passed through the fins 234, 235, and 236 on the starboard side is the same as the direction of rotation of the propeller, resistance tends to occur particularly in the lower part where the flow is fast. Therefore, the cord length of the plurality of fins 231, 232, 233 on the starboard side is set longer than the cord length of the plurality of fins 234, 235, 236 on the starboard side. As a result, the circumferential speed of the water flow turning left is properly adjusted at each rotational phase position, and the circumferential speed of the water flow turning right is also properly adjusted at each rotational phase position. It approximates the average speed in the region.

  Thus, in the ship fin unit of the tenth embodiment, the cord lengths of the plurality of starboard side fins 234, 235, 236 in which the rotation direction of the propeller is the lower side of the vertical direction, and the rotation direction of the propeller is the vertical direction It is set shorter than the cord length of the plurality of fins 231, 232, 233 on the port side which is the upper side.

  Accordingly, it is possible to increase the speed in the region where the circumferential speed is low, and to properly exhibit the propulsion performance of the hull by the propeller.

  In the above-described embodiment, the plurality of fins on the starboard side and the plurality of fins on the starboard side are symmetrical with respect to the vertical line passing through the center of the propeller. However, the present invention is not limited to this configuration. It is good. The numbers and positions of the left and right fins are not limited to each embodiment, and may be set as appropriate.

  In the above-described embodiment, the description has been given of the uniaxial ship and the biaxial ship. However, the embodiments described as the uniaxial ship can be applied to the biaxial ship.

11, 111 Hull 12, 112 Ship bottom 13, 113, 114, 213, 214 Skeg 14, 115, 116, 215, 216 Propeller 15, 117, 118, 217, 218 Bossing 16, 30, 40, 45, 46, 50, 60, 70, 80, 100, 119, 120, 200, 219, 220, 230 Fin units 21, 22, 23, 24, 25, 26, 31, 32, 33, 41, 42, 43, 51, 52, 53 71, 72, 73, 74, 75, 76, 77, 78, 81, 82, 83, 84, 85, 86, 87, 88, 89, 90, 101, 102, 103, 104, 105, 106, 107 , 108, 121, 122, 123, 124, 125, 126, 131, 141, 151, 161, 171, 181, 201, 202 203, 204, 205, 206, 221, 222, 223, 224, 225, 226, 227, 228, 231, 231, 233, 234, 235, 236 Fin 54, 55 Split fin 61, 62, 63, 64, 65 Fin (split fin)
21a, 22a, 23a, 24a, 25a, 26a, 31a, 32a, 33a, 41a, 42a, 43a, 51a, 53a, 54a, 55a, 71a, 72a, 73a, 74a, 75a, 76a, 77a, 78a, 121a, 122a, 123a, 124a, 125a, 126a, 132, 142, 152, 162, 172, 182, 201a, 202a, 203a, 204a, 231a, 232a, 233a, 234a, 235a, 236a Back side 21b, 22b, 23b, 24b 25b, 26b, 31b, 32b, 33ba, 133, 143, 153, 163, 173, 183, 201b, 202b, 203b, 204b

Claims (16)

A fin unit in which a plurality of fins are arranged radially on the port side and starboard side on the front side of the hull from the propeller at the stern,
The plurality of fins are arranged with the back side facing the front side of the hull,
A ship fin unit comprising:   The ship fin unit according to claim 1, wherein the plurality of fins are arranged with a back side facing an upper side in a vertical direction.   3. The ship fin unit according to claim 1, wherein a camber angle of the fin disposed on a horizontal direction side of the center of the propeller is set to be the largest among the plurality of fins.   The cord length of the fin arranged on the horizontal direction side of the center of the propeller among the plurality of fins is set to be the longest. Ship fin unit.   5. The ship fin unit according to claim 4, wherein the plurality of fins are arranged at the same position in the front-rear direction of the ship at an end position on the propeller side.   The ship fin unit according to claim 4 or 5, wherein the fin with the longest code length is configured by a plurality of divided fins that are divided into a plurality of parts before and after the ship.   The marine fin unit according to claim 6, wherein the plurality of divided fins are arranged so as to be shifted in the circumferential direction.   The interval between the plurality of fins arranged on the horizontal direction side of the center of the propeller among the plurality of fins is set to be the narrowest. Ship's fin unit.   The ship fins according to any one of claims 1 to 8, wherein the plurality of fins are disposed in regions exceeding 30 degrees to the left and right from a vertical line passing through a center of the propeller. unit.   The plurality of fins are arranged in regions that pass through the center of the propeller and that are more than 30 degrees to the left and right from the center line along the vertical direction of the skeg, respectively. The ship's fin unit according to Item.   The ship fin unit according to any one of claims 1 to 10, wherein the plurality of fins are manufactured by sheet metal.   The number of the fins on either the starboard side or the starboard side where the rotation direction of the propeller is the lower side in the vertical direction is the same as the port side or the starboard where the rotation direction of the propeller is the upper side in the vertical direction. The ship fin unit according to any one of claims 1 to 11, wherein the fin unit is arranged to be smaller than the number of the fins on either one of the sides.   13. The fin according to claim 12, wherein the fin on either the port side or the starboard side where the rotation direction of the propeller is a lower side in the vertical direction is disposed above the center of the propeller. Ship fin unit.   Two propellers are arranged at a predetermined interval in the horizontal direction, and the number of the fins arranged on the side where the propellers are opposed is less than the number of the fins arranged on the side where the propellers are not opposed. 14. A ship fin unit according to claim 12 or claim 13, characterized in that:   The cord length of the fin on either the starboard side or the starboard side where the rotation direction of the propeller is the lower side in the vertical direction is the port side or the port side where the rotation direction of the propeller is the upper side in the vertical direction. The ship fin unit according to any one of claims 12 to 14, wherein the fin unit is set shorter than a cord length of the fin on the other side on the starboard side.   A ship comprising the ship fin unit according to claim 1.

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