JP6351700B2 - Fin device and ship - Google Patents

Description

  The present invention relates to a fin device and a ship, and more particularly to a fin device suitable for energy saving of a ship and a ship provided with the fin device.

  In recent years, from the viewpoint of environmental problems such as a rise in crude oil prices and a reduction in carbon dioxide emissions, there has been an increasing demand for improved fuel economy for ships, and further energy savings are required. By the way, generally, a bilge vortex (separation vortex) is generated in the stern part, and the propulsion efficiency can be improved by collecting the bilge vortex with a propeller. As an apparatus for recovering the bilge vortex, for example, a device in which a substantially cylindrical duct is disposed immediately before the propeller (see Patent Document 1), or a fin is disposed in the side surface of the hull (see Patent Documents 2 and 3). ) Has already been proposed.

  In the duct apparatus described in Patent Document 1, a water flow (wake) including a bilge vortex is taken into the duct, whereby the flow of the water flow can be rectified in the axial direction, and the bilge vortex can be efficiently recovered. it can. Moreover, in the fin apparatus described in patent document 2, generation | occurrence | production of the bilge vortex is suppressed by the front fin, and diffusion of the bilge vortex is suppressed by the rear fin. Moreover, in the bilge structure described in Patent Document 3, the bilge vortex is guided to the propeller by changing the flow direction of the generated bilge vortex to the ship bottom side.

  However, the wake at the stern part has a complicated flow, and has a slow speed zone (hereinafter referred to as “slow speed zone”) in addition to the bilge vortex. Therefore, the method of suppressing the generation of bilge vortices or rectifying the direction of bilge vortices as described in Patent Documents 1 to 3 described above suppresses reduction in propulsion efficiency due to a slow speed zone other than bilge vortices. There was a problem that could not be done.

  In order to solve such a problem, the present applicant has already obtained a patent for an invention that improves the propulsion efficiency by consolidating the region of the slow speed zone on the propeller surface by arranging the fins within a predetermined range of the hull. (See Patent Document 4).

Japanese Patent No. 5132140 Japanese Patent No. 3808726 Utility Model Registration No. 3097653 Japanese Patent No. 6041440

  In the invention described in Patent Document 4 as well, propulsion efficiency can be improved. However, for example, a large-sized ship with a large square coefficient (CB) tends to have a wide range of slow speed zones, and there is room for further improvement. was there.

  The present invention was devised in view of such problems, and provides a fin device and a ship that can improve propulsion efficiency and conserve energy by aggregating the slow-speed region on the propeller surface. Objective.

According to the present invention, in the fin device disposed on the hull having a flat side flat formed in the ship side on the ship side, the stern side lowest point P _{1 of the} side flat, the planned full-length water line DWL, and the propeller position and the straight line L ₁ connecting the intersection Q of the propeller line PL showing the bilge and bilge height line BHL showing a height, a plurality of at least partially disposed in a region surrounded by said propeller line PL has a fin, the region is a straight line L ₂ in parallel as the lines L ₁ to the intersection P ₂ of the rear end line SEL of the side flat bilge height line BHL, and the straight line L _1, Including a first region surrounded by the bilge height line BHL and the propeller line PL, wherein at least a part of the fins is disposed in the first region, and the plurality of fins are arranged in a horizontal direction. position Comprises at least two different fins, the fin located on the stern side is arranged above the fins located on the bow side, the fins and wherein is provided that.

Further, according to the present invention, in a ship provided with a fin device disposed in a hull having a flat side flat formed in the ship side on the ship side, the stern side lowest point P _{1 of the} side flat and the plan load line DWL and the straight line L ₁ connecting the intersection Q of the propeller line PL indicating the position of the propeller, bilge and bilge height line BHL showing the height, at least a to an area surrounded by said propeller line PL The region includes a plurality of fins, and the region includes a straight line L ₂ passing through an intersection P ₂ between the rear end line SEL of the side flat and the bilge height line BHL, and parallel to the straight line L ₁ ; and the straight line L _1, and the bilge height line BHL, includes a first region surrounded by said propeller line PL, the is at least partially disposed in the first region of the fin, the plurality of fin Comprises at least two fins horizontal position different, the fins located on the stern side is arranged above the fins located on the bow side, it is provided by the ship, characterized in that.

In the fin apparatus and the ship described above, the region includes a straight line L ₂ passing through an intersection P ₂ between the rear end line SEL of the side flat and the bilge height line BHL and parallel to the straight line L ₁ , and the straight line L _1. And a first region surrounded by the bilge height line BHL and the propeller line PL, and at least a part of the fins may be disposed in the first region.

The region includes a straight line L ₃ passing through an intersection P ₃ between a vertical line FTL passing through the tip of the first fin arranged on the most bow side and the bilge height line BHL and parallel to the straight line L _1. , and the straight line L _1, and the bilge height line BHL, comprising a second region surrounded by said propeller line PL, at least a portion of the fin may be disposed in the second region.

Further, according to the present invention, in the fin device disposed on the hull having a flat side flat formed in the ship side on the ship side, the stern side lowest point P of the side flat is provided. ₁ Line L that connects the intersection point Q with the full load draft line DWL and the propeller line PL indicating the position of the propeller ₁ And a plurality of fins at least partially arranged in a region surrounded by the bilge height line BHL indicating the bilge height and the propeller line PL, and the region is arranged on the most bow side Intersection P between the vertical line FTL passing through the tip of the first fin and the bilge height line BHL ₃ Through the straight line L ₁ A straight line L parallel to ₃ And the straight line L ₁ And a second region surrounded by the bilge height line BHL and the propeller line PL, wherein at least a part of the fins are disposed in the second region, and the plurality of fins are horizontally There is provided a fin device characterized in that it includes at least two fins having different directional positions, and the fin located on the stern side is disposed above the fin located on the bow side.

Further, according to the present invention, in a ship provided with a fin device arranged in a hull having a flat side flat formed in the ship side on the ship side, the stern side lowest point P of the side flat is provided. ₁ Line L that connects the intersection point Q with the full load draft line DWL and the propeller line PL indicating the position of the propeller ₁ And a plurality of fins at least partially arranged in a region surrounded by the bilge height line BHL indicating the bilge height and the propeller line PL, and the region is arranged on the most bow side Intersection P between the vertical line FTL passing through the tip of the first fin and the bilge height line BHL ₃ A straight line L passing through and parallel to the straight line L1 ₃ And the straight line L ₁ And a second region surrounded by the bilge height line BHL and the propeller line PL, wherein at least a part of the fins are disposed in the second region, and the plurality of fins are horizontally There is provided a ship characterized in that it includes at least two fins having different directional positions, and the fin located on the stern part side is disposed above the fin located on the bow part side.

The plurality of fins may be arranged at positions where vortices generated by the fins interfere with each other.

The fins may be arranged so as not to exceed the ship width. The fins may be arranged substantially horizontally.

  Moreover, the said ship may be arrange | positioned ahead of the propeller arrange | positioned at the stern part, and may have the rectifier which rectifies | straightens the water flow which flows in into the said propeller.

  According to the above-described fin device and the ship according to the present invention, by arranging a plurality of fins within a predetermined range of the stern portion, the slow speed zone is disturbed by the vortex generated by the fin and the slow speed zone is formed. The water flow can be concentrated and guided to the propeller. Further, the slow zone can be more effectively disturbed and aggregated by the synergistic effect of vortices generated by the plurality of fins. Therefore, according to the present invention, the efficiency of propulsion can be improved and energy can be saved by consolidating the slow-speed region on the propeller surface.

It is a perspective view which shows the stern part of the ship provided with the fin apparatus which concerns on one Embodiment of this invention. It is a profile diagram of the ship shown in FIG. It is a figure which shows the positioning method of a fin, (A) has shown the 1st example, (B) has shown the 2nd example. It is a figure which shows the positioning method of a fin, (A) is a 3rd example, (B) is a 4th example, (C) is a 5th example, (D) is a 6th example, (E) is a 7th example, Is shown. It is a figure which shows the positioning method of a fin, (A) has shown the 8th example, (B) has shown the 9th example. It is a distribution map which shows the relationship between the positional relationship of a fin and a wake coefficient improvement effect. It is a side view which shows the stern part of the ship provided with the fin apparatus and the rectification | straightening apparatus, (A) has shown the case where there are two fins, and (B) shows the case where there are three fins. It is a comparison figure which shows an energy saving effect.

  Hereinafter, embodiments of the present invention will be described with reference to FIGS. Here, FIG. 1 is a perspective view showing a stern part of a ship provided with a fin device according to an embodiment of the present invention. FIG. 2 is a profile diagram of the ship shown in FIG. In FIG. 1, for convenience of explanation, the illustration of structures other than the hull (propeller, rudder, etc.) is omitted.

The ship 1 which concerns on one Embodiment of this invention is equipped with the fin apparatus 2 arrange | positioned at the hull provided with the planar side flat 11 formed in the ship's direction of the ship side, as shown in FIG.1 and FIG.2. The stern side lowermost point P _{1 of} the side flat 11, the straight line L ₁ connecting the planned full load water line DWL and the intersection Q of the propeller line PL indicating the position of the propeller 12, and the bilge height line BHL indicating the bilge height In the region α surrounded by the propeller line PL, there are two fins (first fin 21 and second fin 22). In the following description, the first fin 21 and the second fin 22 are collectively referred to as fins 21 and 22.

  The profile diagram shown in FIG. 2 is a diagram in which a plurality of profile diagrams of the ship 1 are integrated into one diagram. Here, the hull center profile diagram F1 (solid line) showing the outer shape in the vertical plane including the hull center line, the side flat profile diagram F2 (solid line) showing the outer edge of the side flat 11, and the horizontal plane including the first fins 21. The horizontal line profile diagram F3 (solid line) showing the outer shape in FIG. 5, the horizontal line profile diagram F4 (solid line) showing the outer shape in the horizontal plane including the second fins 22, and the outer shape in the horizontal plane including the planned full waterline DWL 6 profile diagrams of the draft surface profile F5 (dashed line) and the deck profile diagram F6 (two-dot chain line) showing the outer shape in the horizontal plane including the deck are shown.

  For the waterline profile diagram F3, waterline profile diagram F4, draft surface profile diagram F5 and deck surface profile diagram F6, only the right half area (starboard side) with respect to the hull centerline is shown. ing. Therefore, B / 2 shown in the figure indicates the half width of the ship width B.

  In the hull center profile diagram F <b> 1, the lower straight portion indicates the bottom 13 of the ship 1, and the upper straight portion indicates the deck 14 of the ship 1. The position of the ship bottom 13 is generally referred to as a baseline BL. Moreover, in FIG. 2, the code | symbol 1a shows the bow part and the code | symbol 1b has shown the stern part.

The side flat 11 is formed in a substantially central part in a side view of the hull, and has a straight part 11 a substantially parallel to the ship bottom 13. The rearmost end of the straight line portion 11 a corresponds to the stern side lowest point P ₁ of the side flat 11. Further, the difference (vertical distance) between the ship bottom 13 and the straight portion 11a indicates the bilge height (the height of the curved portion on both sides of the ship bottom 13). In the present embodiment, the straight line portion 11a coincides with the bilge height line BHL.

Further, the side flat 11 has a rear end portion 11b formed substantially vertically on the stern portion 1b side. In the present embodiment, a straight line including the rear end portion 11b is defined as a rear end line SEL. In the side flat 11, the profile connecting the lower end of the rear end portion 11b and the rearmost end of the straight portion 11a (stern side lowest point P ₁ ) rises from the bottom 13 side to the deck 14 side toward the stern portion 1b. An inclined portion 11c is formed. In the case of the ship 1 that does not have the rear end portion 11 b, the rear end line SEL is configured by a vertical line that passes through the intersection of the inclined portion 11 c and the deck 14.

  Moreover, as shown in the waterline surface profile diagram F3 and the waterline surface profile diagram F4, the first fin 21 and the second fin 22 are arranged so as not to exceed the ship width B. The arrangement positions of the first fin 21 and the second fin 22 may be shifted so as not to exceed the ship width B, or a portion protruding from the ship width B may be cut.

  For example, as shown in FIG. 1, the first fin 21 and the second fin 22 are configured by a substantially rectangular flat plate, and R may be formed at corners as necessary. The mounting angle of the fins 21 and 22 with respect to the hull is set, for example, substantially horizontally, and the angle of attack of the fins 21 and 22 with respect to the water flow is set to 0 °, for example. Although not shown, the fins 21 and 22 may have a streamline shape or a wing shape in order to reduce water flow resistance. In the present embodiment, “substantially horizontal” means including a state inclined by several degrees with respect to the horizontal.

  Next, a fin positioning method will be described with reference to FIGS. 3 (A) to 5 (B). Here, FIG. 3 is a view showing a fin positioning method, in which (A) shows a first example and (B) shows a second example. 4A and 4B are diagrams illustrating a fin positioning method, where FIG. 4A is a third example, FIG. 4B is a fourth example, FIG. 4C is a fifth example, FIG. 4D is a sixth example, and FIG. A seventh example is shown. 5A and 5B are diagrams showing a fin positioning method, in which FIG. 5A shows an eighth example and FIG. 5B shows a ninth example. In each figure, the shape of the propeller 12 is schematically shown, and accessories such as a rudder and a duct are not shown.

As shown in FIG. 3A, let Q be the intersection of the propeller line PL indicating the position of the propeller 12 and the planned full-length draft line DWL. Propeller line PL is a propeller blade base line perpendicular to the axis of propeller 12. The stern portion 1b in a state where the side view, the straight line connecting the aft lowest point P ₁ and the point of intersection Q of the side flat 11 and L _1. If the straight line L ₁ and planning load waterline DWL and the region surrounded by the bilge height line BHL (hatched portion in the figure) and alpha, fins 21 and 22 are arranged in the region alpha. Note that “arranged in the region α” means that at least a part of the fins 21 and 22 may be disposed in the region α.

  For example, as shown in FIG. 3A, when the fin device 2 includes two fins (first fin 21 and second fin 22) having different horizontal positions, the first position located on the stern portion 1b side. The two fins 22 are disposed above the first fins 21 located on the bow portion 1a side. Here, the horizontal positions of the fins 21 and 22 are determined based on, for example, the end (tip) on the bow 1a side. Further, “upward” means that at least a part of the second fin 22 is located above (the water surface side) of the first fin 21.

  For example, as shown in FIG. 3B, when the fin device 2 includes three fins (first fin 21 to third fin 23) having different horizontal positions, the first fin 21 and the second fin 22, the second fin 22 located on the stern portion 1 b side is disposed above the first fin 21 located on the bow portion 1 a side, and the positions of the second fin 22 and the third fin 23 are arranged. Regarding the relationship, the third fin 23 located on the stern portion 1b side is disposed above the second fin 22 located on the bow portion 1a side.

  Although not shown, even if the fin device 2 includes four or more fins having different horizontal positions, if two front and rear fins are selected, the fin located on the stern portion 1b side is the bow. It arrange | positions upwards rather than the fin located in the part 1a side.

  Further, the present embodiment is not limited to the fin arrangement shown in FIGS. 3 (A) and 3 (B). For example, the third to fifth examples shown in FIGS. 4 (A) to 4 (C) show the positioning method when there are two fins, and are shown in FIGS. 4 (D) and 4 (E). The sixth and seventh examples show the positioning method in the case where there are three fins.

  In the third example shown in FIG. 4A, the second fins 22 are arranged above the first fins 21 and at the same position in the horizontal direction. As illustrated, a part of the second fin 22 only needs to be included in the region α, and a part of the second fin 22 may protrude from the region α. Although not shown, a part of the first fin 21 may protrude from the region α.

  In the fourth example shown in FIG. 4B, the second fin 22 is disposed above and in front of the first fin 21. Here, “front” means that at least the tip of the second fin 22 is positioned forward (the bow portion 1 a side) of the tip of the first fin 21.

  In the fifth example shown in FIG. 4C, the second fin 22 is arranged behind the first fin 21 and at the same height. Here, “rearward” means that at least the front end of the second fin 22 is located rearward (stern part 1 b side) from the rear end of the first fin 21.

  In the sixth example shown in FIG. 4D, the second fin 22 is disposed above and behind the first fin 21, and the third fin 23 is disposed behind and at the same height as the second fin 22. It is a thing. In addition, although not shown in figure, the 1st fin 21 and the 2nd fin 22 may have the positional relationship of the 3rd example-5th example shown to FIG. 4 (A)-FIG.4 (C).

  In the seventh example shown in FIG. 4E, the second fin 22 is disposed above and behind the first fin 21, and the third fin 23 is disposed below and behind the second fin 22. It is. In addition, although not shown in figure, the 1st fin 21 and the 2nd fin 22 may have the positional relationship of the 3rd example-5th example shown to FIG. 4 (A)-FIG.4 (C).

Further, as shown in FIG. 5 (A), the intersection of the rear line SEL and bilge height line BHL side flat 11 and _{P 2,} through the intersection point _{P 2,} a straight line parallel to the straight line _{L 1} L ₂ to define. In this case, the fins 21 and 22 may be disposed in the first region β enclosed by the straight line L ₂ and the straight line L ₁ and the bilge height line BHL and the propeller line PL. As illustrated, the first region β is a region included in the region α.

Further, as shown in FIG. 5B, the vertical line passing through the tip of the first fin (first fin 21) arranged on the most bow side is defined as FTL, and this vertical line FTL and the bilge height line BHL. the intersection between the _{P 3,} through the intersection point _{P 3,} the straight line parallel to the straight line _{L 1} is defined as _{L 3.} At this time, the fins 21 and 22 may be disposed in a second region γ surrounded by the straight line L ₃ , the straight line L ₁ , the bilge height line BHL, and the propeller line PL.

  In the eighth and ninth examples described above, the case where there are two fins 21 and 22 is illustrated, but three or more fins may be used. Further, the arrangement of the fins 21 and 22 may be the configuration shown in the third to fifth examples described above. Although not shown, the fins 21 and 22 are only required to be at least partially included in the first region β or the second region γ, and the entire fins 21 and 22 are not necessarily the first region β or the second region. It may not be contained in γ.

  Next, the relationship between the positional relationship between the fins 21 and 22 and the effect of improving the wake coefficient when there are two fins will be described with reference to FIG. Here, FIG. 6 is a distribution diagram showing the relationship between the positional relationship of the fins and the effect of improving the wake coefficient.

  Generally, ambient water close to the hull of the ship 1 is pulled by the ship 1 as the ship 1 travels and runs in the same direction as the ship 1. The flow of water that follows the ship 1 is called wake. A value obtained by dividing the speed of the wake by the speed of the ship 1 is called a wake ratio w. If the speed of the ship 1 is V and the forward speed of the propeller 12 is Vp, it can be expressed as Vp = V (1-w). “1-w” is generally referred to as a wake coefficient. Therefore, as the value of the wake coefficient w increases, the forward speed Vp of the propeller 12 becomes slower than the speed V of the ship 1 and the propulsion efficiency is improved.

  As shown in FIG. 2, the horizontal distance between the tip of the first fin 21 and the tip of the second fin 22 is ΔX, and the vertical distance between the first fin 21 and the second fin 22 is ΔZ. . FIG. 6 shows a result of simulating the effect of improving the wake coefficient when ΔX is changed within the range of 0 to 50 m and ΔZ within the range of 2 to 8 m. The numerical values of ΔX and ΔZ are merely examples, and are not limited to such numerical values.

  As shown in FIG. 6, the wake coefficient can be effectively improved by arranging the second fin 22 rearward (stern portion 1b side) and upper (water surface side) with respect to the first fin 21. it can. Further, by arranging the second fin 22 at a position relatively close to the first fin 21, an improvement effect of a high wake coefficient can be obtained.

Further, 3 dashed line of this shown in FIG. 6 shows a straight line _{L 1,} L 2, _{L 3} used in the positioning method of the fins 21 and 22 described above. As can be seen from the figure, it is possible to obtain the effect of improving certain wake coefficient by placing the fins 21 and 22 to a range which does not exceed above the straight line L _1. Further, by arranging the fins 21 and 22 between the straight line L ₁ and the straight line L ₂ , it is possible to obtain a constant effect of improving the wake coefficient, and the fin 21 between the straight line L ₁ and the straight line L _3. , 22 can also be arranged to improve the constant wake coefficient.

  Here, the principle of the effect of improving the wake coefficient shown in FIG. 6 will be considered with reference to FIGS. 7 (A) and 7 (B). FIG. 7 is a side view showing a stern part of a ship provided with a fin device and a rectifying device. FIG. 7A shows a case where there are two fins, and FIG. 7B shows a case where there are three fins. . The illustrated ship 1 is disposed in front of a propeller 12 disposed in the stern portion 1b and a rectifier 15 that rectifies a water flow flowing into the propeller 12, and a rudder that is disposed behind the propeller 12 and controls the traveling direction of the ship 1. 16.

  The rectifier 15 is, for example, a duct having a substantially cylindrical shape or a substantially semicylindrical shape that is disposed immediately before the propeller 12. As the rectifying device 15, for example, known ones described in Japanese Patent Publication No. 03-066197, Japanese Patent No. 5132140, and the like can be arbitrarily applied.

  Since the water flow at the bottom of the stern portion 1b flows in the direction from the bottom 13 toward the rear (stern portion 1b side) and upward (water surface side), the water flow that collides with the first fins 21 arranged substantially horizontally is Then, a flow (vortex 21v) that flows from the lower surface of the first fin 21 to the upper surface is generated. Similarly, the water flow that collided with the second fin 22 generates a flow (vortex 22v) that wraps around from the lower surface of the second fin 22 to the upper surface.

  It is considered that these vortices 21v and 22v grow downstream and interfere with each other at a certain point to cause a behavior like a larger vortex 2v. When this large vortex 2v is generated, it is considered that the slow speed zone of the stern portion 1b can be effectively disturbed, and the water flow forming the slow speed zone can be aggregated and guided to the propeller 12.

  In addition, when the first fin 21 and the second fin 22 are too close or too far apart, it is difficult to generate a large vortex 2v, and the influence on the slow zone of the stern portion 1b is reduced. Become. Such consideration is consistent with the tendency of the effect of improving the wake coefficient shown in FIG.

  Further, the above-described consideration is also applicable to the case where there are three fins as shown in FIG. The water flow that has collided with the third fin 23 generates a flow (vortex 23v) that goes from the lower surface of the third fin 23 to the upper surface. The vortices 21v, 22v, and 23v go downstream while growing, and interfere with each other at a certain point, resulting in a behavior like a larger vortex 2v.

  Therefore, based on the above consideration, it is preferable that the plurality of fins be arranged at positions where vortices generated by the fins interfere with each other. Even if the vortices generated by the fins do not interfere with each other, the vortices have the effect of disturbing and consolidating the slow speed zone of the stern portion 1b. That is, as long as a plurality of fins are arranged within the range described in the fin positioning method described above, the vortices generated by the fins do not necessarily have to interfere with each other.

  Finally, the energy saving effect of the fin device 2 according to the present embodiment will be described. Here, FIG. 8 is a comparison diagram showing the energy saving effect. Sample A is a ship having one fin (for example, only the first fin 21), sample B is a ship having two fins (for example, the first fin 21 and the second fin 22), and the sample C is a rectifier 15. The sample D shows a ship having one fin and the rectifying device 15, and the sample E shows a ship having two fins and the rectifying device 15.

  The energy saving effect shown in FIG. 8 is calculated from the result of a water tank test using a hull model. Specifically, the hull models of Sample A to Sample E are manufactured, the propulsion performance test is performed for each sample under the same conditions, and the fuel consumption is calculated from the test results. The energy saving effect was calculated.

  As shown in FIG. 8, if sample A and sample B are compared, the number of fins is two, that is, the second fin 22 is added to obtain a greater energy saving effect than the case of one fin. be able to. Further, when comparing the sample D and the sample E, the energy saving effect of the sample E is improved compared to the sample D by the amount of the fins increased.

In sample D, an energy saving effect of ΔE ₁ can be obtained by a synergistic effect of one fin (first fin 21) and the rectifier 15. This synergistic effect is due to the fact that by arranging the first fins 21, it is possible to recover the wake in the slow speed zone that cannot be recovered by the rectifier 15 in the conventional ship.

In sample E, an energy saving effect of ΔE ₂ can be obtained by the synergistic effect of the two fins (first fin 21 and second fin 22) and rectifier 15. As shown in the figure, ΔE ₂ shows a larger numerical value than ΔE ₁ , and it can be seen that sample E has a higher synergistic effect than sample D. This means that by arranging the two fins, the wake in the slow speed band that cannot be recovered by the rectifier 15 in the ship of sample D can be recovered.

  The above-described ship 1 according to the present embodiment is not limited to a tanker, a bulk carrier, an LNG ship, an LPG ship, a ferry, or other large-sized ship, but a dredger such as a PCC (automobile carrier), a general cargo ship, or a container ship. It can also be applied to shape ships.

  The present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.

DESCRIPTION OF SYMBOLS 1 Ship 1a Bow part 1b Stern part 2 Fin apparatus 11 Side flat 11a Straight line part 11b Rear end part 11c Inclination part 12 Propeller 13 Bottom 14 Deck 15 Rectifier 16 Rudder 21 First fin 22 Second fin 23 Third fin 2v, 21v , 22v, 23v Vortex F1 Hull center profile diagram F2 Side flat profile diagram F3 Waterline profile diagram including first fin F4 Waterline profile diagram including second fin F5 Drafting profile diagram F6 Deck surface Profile diagram BL Base line BHL Bilge height line DWL Plan full load draft line FTL Vertical lines L ₁ , L ₂ , L ₃ straight line P ₁ Stern side lowest point P ₂ , P ₃ , Q Intersection PL Propeller line SEL Rear end line

Claims (7)

In the fin device disposed on the hull having a flat side flat formed in the ship direction on the ship side,
The straight line L ₁ connecting the intersection Q of the propeller line PL indicating the position of the side flat of the stern side and the lowermost point P ₁ Planning load waterline DWL and the propeller, the bilge height line BHL showing the bilge height, the Having a plurality of fins at least partially arranged in a region surrounded by the propeller line PL;
The region is, the side with the flat of the rear end line SEL and the bilge height line BHL and as the straight line _L linearly _{L 2} parallel to _one of intersection _{P 2} of, and the straight line _{L 1,} the bilge height line BHL And a first region surrounded by the propeller line PL, and at least a part of the fin is disposed in the first region,
Wherein the plurality of fins includes at least two fins horizontal position different, the fins located on the stern side that is arranged above the fins located on the bow side,
A fin device characterized by that. In the fin device disposed on the hull having a flat side flat formed in the ship direction on the ship side,
The straight line L ₁ connecting the intersection Q of the propeller line PL indicating the position of the side flat of the stern side and the lowermost point P ₁ Planning load waterline DWL and the propeller, the bilge height line BHL showing the bilge height, the Having a plurality of fins at least partially arranged in a region surrounded by the propeller line PL;
The region includes a straight line L ₃ parallel to the straight line L ₁ passing through an intersection point P ₃ between a vertical line FTL passing through the tip of the first fin arranged on the most bow side and the bilge height line BHL, and the straight line L _1, and the bilge height line BHL, comprising a second region surrounded by said propeller line PL, at least a portion of the fin is arranged in the second region,
The plurality of fins include at least two fins having different positions in the horizontal direction, and the fins located on the stern part side are disposed above the fins located on the bow part side,
A fin device characterized by that. The fin apparatus according to claim 1, wherein the plurality of fins are arranged at positions where vortices generated by the fins interfere with each other. The fin device according to claim 1 , wherein the fin is disposed so as not to exceed a ship width. The fin device according to claim 1 , wherein the fins are arranged substantially horizontally. In a ship provided with a fin device arranged in a hull provided with a flat side flat formed in the ship's ship length direction,
The said fin apparatus is a fin apparatus as described in any one of Claims 1-5 , The ship characterized by the above-mentioned. The ship according to claim 6 , further comprising a rectifier that is disposed in front of a propeller disposed at a stern portion and rectifies a water flow flowing into the propeller.