JP2018122661A - Marine vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a marine vessel which can have the course holding function like a skeg to a hull itself and furthermore which comprises a stern bottom shape capable of moderating a vessel bottom impact, as well as capable of increasing force in the propulsion direction by a hydraulic pressure in a vessel bottom area of the stern side and improving the propulsion performance by reducing the propulsion resistance.SOLUTION: In a stern shape more behind than a quarter of a total length L of a marine vessel 1, a vessel bottom shape on a vessel side has a shape obtained by continuously connecting a keel vessel bottom part 11 of a plane including a keel line K.L., an inclined vessel bottom front part 12 having inclination rising backward, a curved surface part 13 or an inflection point, and an inclined vessel bottom rear part 14 having inclination lowering backward, and also the vessel bottom shape of a hull center side is a shape of only an inclined vessel bottom part 15 having inclination rising backward and is a shape falling lower than the vessel bottom shape on the vessel side.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a ship, and more particularly, to a ship having a stern bottom shape that can improve propulsion performance, improve course stability performance, and reduce set impact.

  In order to improve the propulsion performance of the ship, an inflection point is provided in front of the stern end at a certain distance from the stern end of the bottom shape of the hull center line of the general merchant ship, and the bottom of the ship in front of the inflection point is gently A transom stern type stern shape with a curved or flat ascent and a bottom bottom inclined behind the inflection point and a lower end of the stern end located near the full planned draft is proposed. (For example, refer to Patent Document 1).

  In addition, in order to reduce the hull resistance when the ship is sailing, the ship bottom at the center line position in the width direction of the hull is inclined forward and forward by a predetermined distance from the stern end. There has also been proposed a ship including a second bottom that forms an angle that is equal to or greater than an angle that is continuously parallel to the planned draft at the moved position and that is parallel to the planned draft. For example, see Patent Document 2).

  In such a stern-shaped structure, there is almost no change in the width direction of the hull, and there is a problem that the course stability is poor because the ship has a substantially flat bottom, and the ship receives waves. When the stern is submerged after being exposed on the water surface due to pitching or the like, the flat bottom surface of the stern collides with the water surface, so there is a demerit that the impact on the hull is increased.

JP 2002-154475 A JP 2012-116401 A

  The present invention has been made in view of the above situation, and its purpose is to improve the propulsion performance by reducing the propulsion resistance by increasing the force in the propulsion direction by the water pressure in the stern side bottom area. In addition, it is possible to provide a ship having a stern bottom shape that can provide a course holding function like a skeg to the hull itself and that can alleviate a bottom impact.

  The ship of the present invention for achieving the object as described above is a stern shape rearward of a quarter of the total length of the ship, wherein the ship side ship bottom shape is a flat keel ship bottom including a keel line, The bottom of the bottom of the hull has a shape in which the sloped bottom of the ship with a slope that faces upward, the curved surface or inflection point, and the slope of the bottom of the slope that has a slope that faces down are in order. The shape is a shape of only the tilted bottom of the keel ship bottom and the slope of the rear facing upward without having the tilted bottom of the slope bottom with the slope facing downward, and the shape of the bottom of the ship side It is the shape which has descended below rather than.

  According to this configuration, since the rear part of the bottom of the bottom of the slope is inclined downward, the resistance to the water flow through the bottom of the stern part can be increased, and the flow velocity of the water flow can be reduced. In addition, the flow velocity of the water flow at the front part of the inclined ship bottom having an inclination in which the front rear part is lower can be reduced. Due to the deceleration of the water flow, the magnitude of the water pressure that presses the bottom of the ship, in particular, the front of the inclined ship bottom where the direction of the force by the water pressure is the propulsion direction can be increased, so that the propulsion resistance can be reduced.

  Furthermore, since the shape of the bottom of the hull center side descends below the shape of the bottom of the hull side, the hull itself can have a course holding function like a skeg. Thereby, the course stability performance of a ship can be improved. In addition, even when the stern bottom is exposed due to the vertical shaking of the hull, the water flow can be smoothly released to the ship side. Therefore, it is possible to remarkably reduce the bottom impact of the hull, for example, when the skegs are attached to the substantially flat bottom of the prior art.

  In addition, when it has a curved surface part, compared to the bottom of the ship with an inflection point, the water flow flowing through this part flows smoothly, and the water flow will not be disturbed or vortices will not be generated. As a result, the water flow is smoothly flowed as a whole, and the propulsion resistance can be reduced also from this aspect.

  In the above-mentioned ship, the stern side bottom shape of the first side section in at least one region in the region of 80% to 100% of the mold width from the hull center line of the ship to the ship side is set in advance in the longitudinal direction of the hull. The first highest point, which is the highest position with respect to the keel line, in the range between the position of the rearmost end of the stern portion on the set waterline and the position that is 5% forward and 15% forward of the total length of the ship. And the height position of the first uppermost point is configured to be located in a range between a position of 60% higher and 110% higher than a setting draft which is a draft in the setting draft from the keel line, The bottom shape of the second side cross section in at least one location in the region of 60% or more and less than 80% of the mold width from the hull center line to the ship side is the end of the stern part at the set draft in the longitudinal direction of the hull. And the second uppermost position which is the uppermost position with respect to the keel line in the range between the position 5% ahead of the total length L and the position 15% ahead of the total length L and behind the first uppermost point. And a height position of the second uppermost point is in a range between a position 60% higher and a position 110% higher than the set draft from the keel line, and lower than the first uppermost point. Further, the shape of the bottom of the third side cross section in at least one area between the position on the ship side and the position on the ship side of 40% of the mold width from the center line of the hull is the keel. When the third highest point, which is the highest position with respect to the line, is configured to be the rearmost end of the inclined ship bottom, the following effects can be exhibited.

  This “preset water line” refers to a loaded water line whose propulsion performance is desired to be improved. For example, a full water line, a light water line (ballast state water line), a scanning water line, a standing state water line, a standard A state water line, a consumption state water line, a water line during navigation, a water line in a specific loading state from a light load to a full load state, a planned water line, and the like.

  In other words, since the length of the rear part of the bottom of the inclined ship bottom is lower than that of the prior art stern transom tab, the inclination of the rear part of the inclined ship bottom becomes gentler and the resistance increase at the rear part of the inclined ship bottom is reduced. . In addition, the effect of eliminating the flow by the rear part of the inclined bottom of the ship, which has a larger volume than the stern transom tab of the prior art, can demonstrate the effect of slowing the water flow over a wider area on the front side, and the force in the propulsion direction in the water pressure at the front part of the inclined ship bottom Can be larger.

  In addition, as the sloped rear bottom of the hull side becomes closer to the hull centerline, the rearward downward slope becomes gentler. Therefore, when the hull is exposed from the water surface due to pitching and submerged again, the water flow can be smoothly flowed to the ship side. Therefore, the ship bottom impact can be reduced.

  In the above-mentioned ship, in the shape of the bottom of the stern side of the first side section, the position of the first uppermost point in the longitudinal direction of the hull is located behind the frontmost end of the rotation circle at the tip of the propeller, or the jet propeller inlet If it is configured to be rearward of the rearmost end, the accelerated water flow is deflected by the rear part of the inclined bottom of the ship, the water pressure near the rear of the inclined ship bottom increases, and the force in the vertical direction of the stern increases. The force that pushes the rear upwards and lowers the front side of the hull attitude (trim), so that even if the vessel's navigation speed increases, the hull is kept in a posture with less propulsion resistance to suppress deterioration in propulsion performance. Can do.

  In the above-described ship, the first angle α1 formed by the straight line connecting the first uppermost point and the rearmost end of the inclined bottom of the inclined ship bottom in the shape of the bottom of the first side cross section becomes lower on the rear side of the hull. The angle is configured to be greater than 0 deg and 10 deg or less.

  In the above-mentioned ship, the second angle formed by the straight line connecting the second uppermost point and the rearmost end of the inclined bottom of the inclined ship bottom in the shape of the bottom of the second side section is low on the rear side of the hull. The angle is greater than 0 deg and less than 10 deg and smaller than the first angle.

  Further, in the ship described above, in the ship bottom shape in the first side section, the curved portion has a first radius (R) that passes through the first uppermost point and is 10% of the total length of the ship. The first circle having the first uppermost point and the second circle having the second radius (R) which is 20% of the total length of the ship are included in the region.

  With these three configurations, it becomes possible to easily form a tilted bottom portion that is more effective in increasing propulsion resistance.

  Furthermore, in the above-described ship, when the width of the stern end of the waterline surface shape in the set water line is configured to be in a range of 90% or more and 110% of the ship width of the maximum cross-sectional area below the set water line, The effect of the stern shape is greater. In addition, the water pressure acting on the rear part of the inclined hull bottom pushes the rear part of the hull bottom upward and lowers the front side in the hull attitude (trim). As a result, the deterioration of the propulsion performance can be suppressed.

  According to the ship of the present invention, the force in the propulsion direction can be increased by the water pressure in the bottom area of the stern side, the propulsion performance can be improved by reducing the propulsion resistance, and the hull itself has a course like a skeg. A holding function can be provided, and the bottom impact can be reduced.

It is the rear view which looked at the hull in the ship of the embodiment concerning the present invention from the stern side. It is a figure which shows the ship bottom shape of the 1st side cross section of Y1-Y1 of FIG. It is a figure which shows the ship bottom shape of the 2nd side cross section of Y2-Y2 of FIG. It is a figure which shows the ship bottom shape of the 3rd side cross section of Y3-Y3 of FIG. It is a figure which shows the ship bottom shape of the side cross section of the hull centerline (CL) of FIG. It is a figure which shows the water line surface shape of the full load water line in the stern shape of the ship of FIG.

  Hereinafter, a ship according to an embodiment of the present invention will be described with reference to the drawings. In this embodiment, a propeller propeller 2-axis and 2-rudder vessel will be described as an example. However, the present invention may be a propeller such as a jet propeller other than the propeller propeller. It is not limited. Moreover, not only a biaxial ship but a single axis ship or a triaxial ship may be sufficient, for example, and the single or several propulsion device may be provided.

  In addition, the “pre-set setting water line” used below refers to a water line in a loaded state in which propulsion performance is desired to be improved. For example, a full water line, a light water line (ballast state water line), a scanning water line, and a standing water line A state waterline, a reference state waterline, a consumption state waterline, a waterline during navigation, a waterline in a specific loading state from a light load to a full load state, a planned waterline, and the like.

  As shown in FIGS. 1 to 5, the ship 1 according to the embodiment of the present invention is configured such that the stern side of the hull 2 includes an upper deck 4, a hull side part 5, a stern end part 6, and a hull bottom part 3. ing. A propeller shaft 7a extends rearward from the hull bottom 3 and the propeller 7 is attached to the tip side. A rudder 8 is disposed behind the propeller 7.

  And in this ship 1, the stern shape behind the quarter of the full length L of this ship 1 is comprised as follows. That is, as shown in FIG. 1, the bottom shape Y1p in the first side cross section of Y1-Y1, the bottom shape Y2p in the second side cross section of Y2-Y2, the bottom shape Y3p in the third side cross section of Y3-Y3, and the center of the hull Line C. L. The ship bottom shape Ycp in the cross section of the hull center line is configured as follows. In this configuration, when viewed in a cross section, the hull center line C.I. L. It becomes the structure of the shape where the center part which is the side hangs down.

  As shown in FIGS. 2 and 3, the ship-side ship bottom shape Y1p, Yp2 is a keel line (bath line) K.E. L. A flat keel bottom 11 including a slope, a slanted ship bottom front 12 having an inclination that the rear is upward, a curved surface part 13 or an inflection point (curved surface 13 in FIGS. 2 and 3), and a slope that the rear is downward. It is set as the structure which has the shape which made the inclined ship bottom rear part 14 continue in order.

  That is, as shown in FIG. L. The ship bottom shape Y1p on the stern side of the first side cross section (Y1-Y1 side cross section) in at least one place in the region of 80% to 100% of the mold width B from the ship side to the ship side is in the hull longitudinal direction (X direction) A preset waterline W. L. Range between the position of the rearmost end B1 of the stern portion at 5% ahead of the total length L of the ship 1 and the position 15% ahead of the total length L of the ship 1. L. The first uppermost point P1 is the uppermost position with respect to.

  The front-rear position Ly1 of the first uppermost point P1 is more preferably a range between a position 7% ahead and a position 13% ahead of the total length L from the position of the rearmost end B1, and more preferably a total length L It is made to be in the range between the position that is 8% forward and the position that is 10% forward.

  At the same time, the height position (height H1) of the first uppermost point P1 is the keel line K.E. L. To be set in a range between a position 60% higher and a position 110% higher than the set draft d. More preferably, the height position of the first uppermost point P1 is the set draft WW. L. A range between a position 80% higher and a position 105% higher than the set draft d, which is a draft of the water, more preferably a range between a position 90% higher and a position 100% higher than the set draft d. That is, the height position (height H1) of the first uppermost point P1 does not necessarily need to be submerged in still water when not navigating, but in other words, the height position (height of the first uppermost point P1). H1) is not necessarily set waterline W. L. It is not necessary to be in the lower side, but when navigating in plain water at the planned navigation speed, it should be submerged.

  As shown in FIG. 2, when the propulsion device of the ship 1 has the propeller 7, the position of the first uppermost point P <b> 1 in the hull front-rear direction (X direction) is the rotation circle at the tip of the propeller 7. It is constituted so that it is behind the foremost end Pp and ahead of the center of the rudder column of the rudder 8. In the case where the propulsion device of the ship 1 is a jet propulsion device, the propulsion device is configured to be behind the rearmost end of the jet propulsion device inlet and ahead of the center of the rudder column.

  Further, as shown in FIG. 2, in the ship bottom shape Y1p in the first side cross section, a straight line L1 connecting the first uppermost point P1 and the rearmost end B1 of the inclined bottom part 14 is a set draft W. L. The first angle α1 is such that the hull rear side is lower than 0 deg, more than 10 deg, preferably more than 3 deg, preferably less than 9 deg, more preferably more than 4 deg, and less than 7 deg.

  Further, in the ship bottom shape Y1p in the first side cross section, the curved surface portion 13 has a first radius (R = 0.1 × L) that passes through the first uppermost point P1 and is 10% of the total length L of the ship 1. ) And a second circle passing through the first uppermost point P1 and having a second radius (R = 0.2 × L) that is 20% of the total length L of the ship 1 Configure to be in. By making it outside this first circle, it is possible to avoid a sudden change in the direction of the water flow, to reduce the resistance caused by the water flow, and to suppress the turbulence of the water flow and the generation of the vortex. On the other hand, by making the inner side of the second circle, it is possible to avoid that the length of the curved surface portion 13 in the longitudinal direction of the hull becomes too long.

  Then, as shown in FIG. L. The ship bottom shape Y2p of the second side cross section (Y2-Y2 side cross section) in at least one place in the region of 60% or more and less than 80% of the mold width B from the ship side to the ship side is a set draft line W in the hull longitudinal direction (X direction). . L. In the range between the position of the rearmost end B2 of the stern part at 5% and the position 15% ahead of the total length L of the ship 1, the keel line K. L. The second uppermost point P2 that is the uppermost position is formed.

  The front-rear position Ly2 of the second uppermost point P2 is more preferably a range between a position that is 7% forward of the total length L and a position that is 13% forward, and more preferably a position that is 8% forward of the total length L. Be in the range between 10% forward position.

  At the same time, the height position (height H2) of the second uppermost point P2 is the keel line K.P. L. To a range between a position 60% higher and a position 110% higher than the set draft d and a position lower than the first uppermost point P1. The height position of the second uppermost point P2 is more preferably a range between a position 70% higher and a position 100% higher than the set draft d, and more preferably a position 75% higher and 90% higher than the set draft d. Be in the range between high positions.

  As shown in FIG. 3, also in the ship bottom shape Y2p in the second side cross section, a straight line L2 connecting the second uppermost point P2 and the rearmost end B2 of the inclined ship bottom rear part 14 is a set draft W. L. The second angle α2 is configured to be greater than 0 deg at an angle at which the hull rear side becomes lower, greater than 10 deg, preferably greater than 3 deg, preferably less than 9 deg, more preferably greater than 4 deg, and less than 7 deg.

  Further, as shown in FIG. L. The bottom shape Yp3 of the third side cross section in at least one of the regions between the 40% ship side position and the 60% ship side position of the mold width B to the die width K. L. The third uppermost point, which is the uppermost position, is configured to be the rearmost end B3 of the inclined ship bottom 15. There may be a portion having the same height in front of the rear end B3. In other words, it is not essential that only the rearmost end B3 is at the uppermost position. L. There may be a part of a line segment parallel to.

  Further, as shown in FIG. 5, the bottom shape Ycp on the center side of the hull does not have the inclined bottom part 14 with the inclination that the rear part is downward, and the inclination with the inclination that the rear part is upward with the keel bottom part 11. Only the ship bottom portion 15 is formed, and the ship bottom side ship bottom shape Yp1, Yp2, Yp3 is formed so as to descend downward. In other words, in the cross section, the shape of the bottom of the ship is the hull center line C.V. L. It is set as the structure which descends monotonously toward.

  Further, in the ship bottom shape Ycp on the hull center side, the tangent Lc at the rearmost end Bc of the inclined ship bottom portion 15 is the set draft W. L. When the angle αc formed by the above is 0 deg or more and 20 deg or less, preferably 5 deg or more and 10 deg or less, the flow smoothly flows backward, and the propulsion resistance is reduced.

  In addition, as shown in FIG. L. The horizontal width Be of the stern end of the waterline surface shape in FIG. L. Below 90% and 110% of the width B of the maximum cross-sectional area below, preferably within 95% and 105% of the maximum width B of the cross-sectional area, more preferably this cross-sectional area It is configured to have the same width as the maximum portion of the ship width B. Further, in order to increase the effect of the stern shape, the set draft W.V. L. Than the position of the maximum cross-sectional area below, L. It is advantageous that the position of the maximum width of the waterline surface shape is arranged rearward, that is, it is formed in a “C” shape having a narrow bow side and a wide stern side. In particular, it is effective in a region where the ship speed is fast such that the Froude number (Fn = V / (g × L): V is the ship speed, g = gravity acceleration, L is the total length of the ship) is 0.35 or more. Becomes larger.

  According to the ship 1 described above, the stern-side ship bottom shape Y1p, Y2p at the stern has the inclined bottom part 14 having an inclination with the rear facing downward, so that the resistance to the water flow flowing through the stern part of the bottom is increased. Thus, the flow velocity of the water flow can be reduced, and the flow velocity of the water flow in the inclined ship bottom front portion 12 where the front rear side is lower than the inclined ship bottom rear portion 14 can also be reduced. By slowing down the water flow, it is possible to increase the magnitude of the water pressure that presses the ship bottom, in particular, the inclined ship bottom front portion 12 that can make the direction of the force due to the water pressure the propulsion direction. As a result, the propulsion resistance of the ship 1 can be reduced.

  In addition, when the ship bottom shape Y1p, Y2p has the curved surface part 13, the water flow flowing through this part flows more smoothly than the bent ship bottom having an inflection point. Since there is no turbulence or generation of vortices, the entire water flow can be made smooth as a whole, and the propulsion resistance can be reduced from this aspect as well.

  Further, the hull center line C.I. L. The ship bottom shape Ycp is a shape descending below the ship bottom side ship bottom shapes Y1p, Y2p, Y3p, so that the hull itself can have a course holding function like a skeg. Thereby, the course stability performance of the ship 1 can be improved. Note that the hull 2 may be further provided with a skeg to further improve the course stability. Further, the amount of descending below the ship bottom shape Y1p, Y2p, Y3p on the ship side of the hull may be reduced, and the reduced course stability may be supplemented by skeg.

  In addition, even when the stern bottom is exposed due to the vertical shaking of the hull, the water flow can be smoothly released to the ship side. Therefore, it is possible to remarkably reduce the bottom impact of the hull, for example, when the skegs are attached to the substantially flat bottom of the prior art.

  Further, in the ship-side ship bottom shapes Y1p and Y2p, the positions of the first uppermost point P1 and the second uppermost point P2 are forward of a position 5% ahead of the total length L from the rearmost end B1, so that the rear is downward. The length of the sloped hull bottom 14 is increased compared to prior art stern transom tabs. Therefore, it has a structure that extends considerably forward than the stern transom tab of the prior art, and the inclination of the inclined bottom part 14 can be gently formed accordingly. Thereby, the resistance increase in this inclined ship bottom rear part 14 can be decreased.

  In addition, since the start point of the inclined bottom part 14 is ahead of the stern transom tab of the prior art, it is possible to exert a water flow decelerating effect over a wide range where the inclined bottom part 12 on the front side of the inclined bottom part 14 is present. Thus, the pressure in the propulsion direction of the water pressure at the inclined ship bottom front portion 12 can be further increased. This reduces propulsion resistance.

  On the other hand, when the positions of the first uppermost point P1 and the second uppermost point P2 are more than 15% of the total length L from the rearmost end B1, the length of the rear stern-shaped rear bottom 14 is too long. Cargo hold and space for transportation will decrease and transportation efficiency will decrease.

  Further, by setting the first angle α1 and the second angle α2 to be greater than 0 deg and less than or equal to 10 deg at an angle at which the hull rear side is lowered, and by configuring the second angle α2 to be smaller than the first angle α1, a more optimal ship bottom It can be shaped.

  In addition, the set waterline W.W. L. The horizontal width Be of the stern end of the waterline surface shape in FIG. L. The effect of the stern shape will be greater if the width is configured so that it is in the range of 90% or more of the ship width B of the maximum cross-sectional area below and 110%. Moreover, the force which the hydraulic pressure which acts on the inclined ship bottom rear part 14 pushes the inclined ship bottom rear part 14 upward increases. As a result, the action of lowering the front side in the hull attitude (trim) increases, so that even if the navigation speed of the vessel 1 increases, the hull 2 is placed in a posture with less propulsion resistance to suppress the deterioration of propulsion performance. be able to.

  In particular, in a ship with a large fluid number, such as a ship with a large fluid number, such as the last hump, which is the largest mountain of wave resistance, for example, a displacement type ship with a fluid number of about 0.35 or more and 0.60 or less. Since the bow rises and the resistance increases due to the shape of riding on the waves created by itself, the rear side of the hull 2 is made wider and the water pressure on the rear side is increased by forming the stern shape as described above. By widening the range, the bow side can be lowered more effectively (turned forward) to improve the attitude of the hull, so the effect of reducing the resistance can be further increased.

  Therefore, according to the ship 1 of the above-described embodiment, the force in the propulsion direction can be increased by the water pressure in the stern side bottom area, the propulsion performance can be improved by reducing the propulsion resistance, and the hull 2 It can have a course holding function such as skeg, and can further reduce shipboard impact.

DESCRIPTION OF SYMBOLS 1 Ship 2 Hull 3 Hull bottom part 4 Upper deck 5 Hull side part 6 Stern end part 7 Propeller 8 Rudder 11 Keel ship bottom part 12 Inclined ship bottom front part 13 Curved part 14 Inclined ship bottom rear part 15 Inclined ship bottom part d. L. Kiel Line W. L. Setting water line

Claims (7)

In the stern shape behind the quarter of the full length of the ship,
The bottom side of the ship side is the flat keel bottom including the keel line, the sloped bottom of the bottom with an inclination that is upward, the curved part or inflection point, and the sloped bottom of the bottom that has a slope that is downward. And has a continuous shape,
The shape of the bottom of the hull center side is the shape of only the tilted bottom of the keel and the bottom of the slope with the slope facing upward, without the sloped bottom of the slope with the slope facing downward. A ship having a shape descending below a ship bottom shape on the ship side. The shape of the bottom of the stern side of the first side cross section in at least one location in the region of 80% to 100% of the mold width from the hull center line of the ship to the ship side is:
In the longitudinal direction of the hull, the uppermost position relative to the keel line is within the range between the position at the rearmost end of the stern part on the preset setting water line and the position 5% forward and 15% forward of the total length L of the ship. And having a first uppermost point which is
The height position of the first uppermost point is configured to be located in a range between a position of 60% higher and 110% higher than a setting draft that is a draft on the setting draft from the keel line,
The shape of the bottom of the second side cross section in at least one of the regions of 60% to less than 80% of the mold width from the hull center line to the ship side
In the longitudinal direction of the hull, the second position which is the highest position with respect to the keel line in the range between the position of the rearmost end of the stern part on the water line and the position 5% forward and 15% forward of the total length L. Having a top point,
The height position of the second uppermost point is configured to be in a range between a position that is 60% higher and 110% higher than the set draft from the keel line, and is positioned lower than the first uppermost point. And
Further, the shape of the bottom of the third side cross section in at least one of the regions between the position on the ship side and the position on the ship side of 40% of the mold width from the hull center line is the highest position with respect to the keel line. The ship according to claim 1, wherein the third uppermost point is configured to be a rearmost end of the inclined ship bottom.   In the bottom shape of the stern side of the first side section, the position of the first uppermost point in the longitudinal direction of the hull is located behind the frontmost end of the rotation circle at the tip of the propeller or from the rearmost end of the jet propeller inlet. The ship according to claim 1 or 2, characterized in that the ship is also in the rear.   The first angle formed by the straight line connecting the first uppermost point and the rearmost rearmost end of the inclined ship bottom in the shape of the ship bottom in the first side cross section exceeds 0 deg at an angle at which the hull rear side is lowered, The ship according to any one of claims 1 to 3, wherein the ship is 10 deg or less.   The second angle that the straight line connecting the second uppermost point and the rearmost end of the inclined bottom of the inclined ship bottom in the shape of the bottom of the second side cross-section exceeds the 0 deg. The ship according to any one of claims 1 to 4, wherein the ship is 10 degrees or less and smaller than the first angle.   In the ship bottom shape in the first side cross section, a shape of the curved portion passes through the first uppermost point and has a first circle having a first radius that is 10% of the total length of the ship, and the first uppermost shape. 6. The method according to any one of claims 1 to 5, characterized in that it passes through a point and enters a region between the second circle having a second radius that is 20% of the total length of the ship. Ship.   The horizontal width of the stern end of the waterline surface shape in the set water line is in a range of 90% or more to 110% of the ship width of the maximum cross-sectional area below the set waterline. The ship according to claim 1.

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