JPH08318896A - Course stabilizing fin of vessel - Google Patents

Abstract

PURPOSE: To improve the course stability by making at least one of the first fins provided on the boards almost vertically to the hull shell plates, within the scope from the vertical line at the stern to a specific % of length to the bow side, and within the scope of a propeller shaft and a ship bottom, in a specific fin depth. CONSTITUTION: In the scope from the stern vertical line AP to the bow side in the length of 5 to 20% of the vessel length, and within the scope of the axial center O of a propeller shaft 8 and the bottom of the ship, at least one fin to each board is provided (two first fins are provided in this case) along the stream line on the surface of the hull, almost vertically, and the fin is made in the fin depth about 1/10 of the diameter of the propeller 8. As a result, the flow is led to a separation area formed at the thin part of the stern even in the straight sailing, to reduce the separation area so as to contribute to the improvement of the propelling property. And in the turning condition, the first fin 15S at the board at the outer side of the turning increases the turning resistance against the vertical flow, the first fin 15S at the inner side of the turning reduces the separation area, and the course in the turning is stabilized.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a fin-type hull for improving the course stability of a ship when it is navigating, and particularly to a fin at the stern of a hull and below a full load draft line. The present invention relates to a course stabilizing fin for a ship, which is provided on the outside of a hull outer plate in a central portion.

[0002]

2. Description of the Related Art An example of prior art is shown in FIG.
A sectional view of the stern side of FIG. 14 is shown in FIG. In the hull 2 shown in these figures, reference symbol LWL indicates a full load draft line, and reference symbol BL is a baseline indicating a base line. Also,
Reference numeral FP indicates a bow perpendicular, and reference AP indicates a stern perpendicular. The distance between the bow vertical line FP and the stern vertical line AP is referred to as the vertical length Lpp. Further, stern rectifying fins 5P, 5S are provided on the stern outer side plate 4 of the hull 2 below the full load water line LWL of the stern 3 of the hull 2.

These stern rectifying fins 5P, 5S are provided on the upper side of the propeller 8, and the lower end line constituted by the edge portions of these stern rectifying fins 5P, 5S has a base line B.
It is fixed so as to be substantially parallel to L. A rudder 9 is provided behind the propeller 8. When such a hull 2 goes straight, as shown in FIG. 16 and FIG.
In the underwater portion of the stern portion of the hull 2, the fluid moves as shown by arrows (a) and (b) in the figure, and a fluid separation area 10 is formed in a narrow portion of the outer plate 4 slightly forward of the propeller 8. Will be. Further, the flow flowing into the propeller 8 of the hull 2 is also extremely disturbed.

As means for preventing such flow turbulence, for example, JP-B-60-17438 and JP-B-6
No. 2-10237, No. 61-163797, No. 62-22198, No. 63-13
As described in Japanese Patent No. 9199 and the like, a ship in which a stern fin is provided on the stern of a hull has been proposed. According to such a ship, the flow and the like of the propeller are rectified to prevent vibration of the hull and the like.

On the other hand, as shown in FIG. 18, when the hull 2 is turned right at an angle of attack β and at a predetermined turning angular velocity, the pressure increases on one side of the hull 2 according to the turning direction, and An oblique flow is generated on the stern side of the hull 2 due to the addition of the flow of the right angle component to 2. This allows
Looking at the stern section, as shown in FIGS. 19 and 20,
A flow is generated around the hull 2 from the port side to the starboard side along the stern outer plate 4. In addition, on the starboard side of the hull 2, as shown in FIG.
As shown in FIG. 20 and FIG.
As a result, 1 is formed, the pressure is further recovered, the swivel property is promoted, and the course stability is impaired.

As described above, the conventional stern fins flow the straightened water flow to the propeller when going straight,
It is intended to reduce the load fluctuation of the propeller and reduce the vibration force generated by the propeller.

[0007]

SUMMARY OF THE INVENTION In the above-mentioned conventional ship, an oblique flow occurs on the stern port of the hull when turning right,
This creates a fluid flow through the bottom of the ship to the starboard starboard,
As a result, a stronger peeling area occurs on the stern starboard side than when going straight,
There is a drawback that the turning property is remarkably promoted and the course stability is impaired. That is, the conventional stern fins rectify the flow in the vicinity of the propeller when going straight, and there has been no idea at all to give a turning resistance moment by stopping the mixed flow generated during turning in the vicinity of the stern. Therefore, an object of the present invention is to provide a course stability fin for a ship, which has improved course stability in view of the above-mentioned conventional technique.

[0008]

In order to achieve the above object, the course stabilizing fin of a ship according to claim 1 is in the range of 5 to 20% of the length of the ship from the stern perpendicular of the hull to the bow side, and , At least one first fin is provided on each side of the propeller shaft center and the bottom of the ship along the streamline of the hull, substantially perpendicular to the outer skin of the hull, and the first fin is approximately 1/1 of the propeller diameter. It is characterized by a fin depth of 10.

In order to achieve the above object, a course stabilizing fin of a ship according to a second aspect of the present invention has a loading line and a propeller shaft within a range of 3 to 20% of the length of the ship from the stern perpendicular of the hull to the bow side. Approximately in the middle of the core, at least one second fin is provided on each port along the ship surface streamline and substantially perpendicular to the hull skin, and this second fin is provided with a fin depth of about 1/10 of the propeller diameter. It is characterized by that.

In order to achieve the above-mentioned object, the course stabilizing fin of a ship according to a third aspect of the invention is a stern valve ship type ship, wherein a third fin is provided on the lower surface of the stern aggregate of the propeller shaft penetrating portion. The fins are provided with vertical fins vertically on the center line of the hull of the stern aggregate lower surface of the propeller shaft penetrating part, and a horizontal plate is fixed to the lower end of this vertical fin,
It is characterized in that vertical end plates are provided on both port ends of the horizontal plate. In the invention according to claim 4, it is desirable to use two or three of the first fin, the second fin, and the third fin in combination.

According to the invention of claim 5, the first fin,
It is desirable to provide a plurality of through holes each having a fin area of about 10% or more on either or both of the second fins. The invention according to claim 6 is characterized in that the vertical fin is provided with a plurality of through holes each having a fin area of about 10% or more. In the invention according to claim 7, the third aspect
The fins are provided with vertical front fins vertically on the center line of the hull of the raised part of the stern aggregate lower surface of the propeller shaft penetration part,
And one rear vertical fin is vertically provided at a predetermined distance behind the front vertical fin, and horizontal plates are fixed to the lower ends of the both vertical fins, and vertical end plates are attached to both port ends of the horizontal plate. It is characterized by being provided.

According to the eighth aspect of the present invention, the third fin is provided with a front vertical fin vertically on the center line of the hull of the cut-up portion of the lower surface of the stern aggregate of the propeller shaft penetrating portion, and behind the front vertical fin. Characterized in that two vertical fins are provided in parallel with each other at a predetermined distance in parallel and vertically, and a horizontal plate is fixed to the lower end of each vertical fin, and vertical end plates are provided at both port ends of this horizontal plate. It is what In the invention according to claim 9, the third fin is provided with a front vertical fin vertically on the center line of the hull of the cut-up portion of the stern aggregate lower surface of the propeller shaft penetrating portion, and at a predetermined interval behind the front vertical fin. Characterized in that two vertical fins are provided in parallel and vertically apart from each other, a horizontal plate is fixed to the lower end of each vertical fin, and the rear vertical fin is fixed to the horizontal plate at both port ends of the horizontal plate. It is what

[0013]

According to the first aspect of the present invention, since the first fin having a constant fin depth and a constant through hole in the fin is arranged at the above-mentioned position, even when the vehicle goes straight ahead. The flow can be guided to the separation area formed in the narrow portion of the stern, the separation area can be reduced, and the propulsion performance can be improved. Further, during turning, the first fin on the port outside the turning increases the turning resistance against the vertical flow component, and the first fin on the inside of the turning reduces separation and stabilizes the course during turning. There is.

According to the second aspect of the present invention, a through hole having a constant fin depth and a constant through hole is provided at a height approximately midway between the full load draft line and the propeller shaft core and along the ship surface streamline at the relevant portion. Since the second fin provided is fixed, the flow can be guided to the separation area formed in the narrow part of the stern, the separation area can be reduced even when going straight, and propulsion performance is also improved. Can contribute. Further, during turning, the second fins on the outside and inside of the turning reduce peeling and stabilize the course during turning.

According to the third aspect of the present invention, in the stern valve vessel type ship, since the third fin is provided on the lower surface of the stern aggregate of the propeller shaft penetrating portion, the vertical flow at the time of turning is increased and the turning resistance is increased to turn. It stabilizes the course of time. In the invention according to claim 4, two or three of the first fin, the second fin, and the third fin are used in combination, so that the flow is guided to the separation region that occurs when going straight. To eliminate the peeling area, and at the time of turning, the first fin or the second fin on the one side increases resistance, and the first fin or the second fin on the other side moves at the time of turning. The separation area that can be formed is reduced, and the third fin blocks the vertical flow when turning and stabilizes the course when turning.

According to the invention of claim 5, the first fin,
Since one or both of the second fins are provided with a plurality of through holes each having a fin area of about 10% or more, it is possible to increase turbulence or the like and the resistance value. In the invention according to claim 6, the vertical fin has a fin area of about 10
Percentage or more through holes are provided to facilitate the generation of turbulence and the like. In the invention according to claim 7, claim 8 or claim 9, since the third fin has a specific shape, resistance is generated in each element during turning or the like. Can be increased.

[0017]

The present invention will be described below with reference to the illustrated embodiments. A first embodiment of the present invention will be described with reference to FIGS. Here, FIG. 1 shows a first embodiment of a course stabilizing fin of a ship according to the present invention, in which a stern part of a hull is shown. FIG. 2 shows the stern starboard side of the same embodiment, and FIG. 3 shows the stern port side of the same embodiment. Figure 4 shows a view of the bow from the propeller mounting surface. In this embodiment, the same members as those in the conventional example will be described with the same reference numerals.

In these figures, the course course stabilizing fins of the ship are fins having predetermined fin depths and lengths at the predetermined positions on the stern side of the hull 2 and on both the outer side plates 4P, 4S of the hull 2. -Shaped (plate-shaped) first fins 15P, 15P, ...
, 15S, 15S ..., And fins (Plate shaped) second fins 16P, 16P, ... 1 having a predetermined fin depth and length.
6S, 16S, ... Are provided almost vertically. Further, the course stabilizing fin of the ship has a structure in which the third fin 17 is arranged below the axis O of the propeller 8 of the hull 2 in the stern valve ship type ship.

Here, the first fins 15P, 15P,
, 15S, 15S ... are in the range from the stern perpendicular (AP) of the hull 2 to 5 to 20% of the ship length Lpp on the bow side, and within the range between the propeller axis O and the bottom BL of the hull 2. It is provided substantially perpendicular to the vessel outer plates 4P, 4S along the surface streamline. Also, each of the first fins 15
P, 15P, ..., 15S 2, 15S, ... Have fin depths of approximately 1/10 of the diameter of the propeller 8. In addition, each of the first fins 15P, 15P, ... Has a plurality of through holes 21P ,.
15S, ... Are provided with a plurality of through holes 21S ,.

Further, the second fins 16P, 16P, ...
16S, 16S ... are within the range of 3 to 20% of the length Lpp of the hull from the stern perpendicular (AP) of the hull 2 and substantially in the middle of the full load line LWL and the propeller shaft center O.
Along the surface streamline of the hull 2, it is provided substantially perpendicularly to the hull outer plates 4P, 4S. Also, each second fin 16
, 16S, 16S, ..., The fins have a fin depth of about 1/10 of the diameter of the propeller 8. In addition, each second fin 16P, 16P, ...
In the through hole 22 of about 10% or more of the fin area.
A plurality of P, ... Are provided, and each second fin 16 is provided.
A plurality of through holes 22S, ... About 10% or more of the fin area are bored in S, 16S ,.

Further, the third of the course stability fins of the ship
The fins 17 are provided on the lower surface of the stern aggregate at the penetrating portion of the propeller shaft O. The third fin 17 is provided with a vertical fin 18 vertically on the center line of the hull at the cut-up portion of the lower surface of the stern aggregate at the penetration portion of the propeller shaft O.
A horizontal plate 19 is fixed to the lower end of the plate 8 and vertical end plates 20P and 20S are provided at both port ends of the horizontal plate 19. The vertical fin 18 is provided with a through hole 23 having a size of about 10% or more of the fin area. Further, the vertical end plates 20P and 20S may be omitted.

An example of the course stabilizing fin of the ship constructed as described above will be explained. When the ship 1 goes straight ahead, on the left and right sides of the stern, as shown in FIGS. Fins 16P, 16P, ..., 16S, 16
By the action of S ..., the flow is guided to the separation area. As a result, peeling of the conventional peeling area 10 formed on a part of the outer plates 4P, 4S of the stern of the hull 2 is reduced. In addition, the third fin 17, the first fin 15P,
15P, ..., 15S, 15S ... and the second fin 16
P, 16P, ..., 16S, 16S ...
It can also improve propulsion efficiency.

Next, the case where the ship 1 turns will be described. For example, when the boat 1 is turning right, in the conventional boat 1, the pressure increases on the stern port, and the flow of the vertical component is applied to the hull 2 to generate an oblique flow in the hull 2. A flow around the hull is generated from the port side to the starboard around the bottom plate 5 of the ship.

However, in this embodiment, for example, in the case of a right turn, the first fins 15P, 15P, ...
By the action of the through holes 21P, ... Drilled in the first fins 15P, 15P, ..., As shown in FIGS. 6 and 7, the flow is dammed to form a turbulent flow. Similarly, the second fins 16P, 16P, ... And the through holes 22 formed in the second fins 16P, 16P ,.
The action of P, ... Stops the flow as shown in FIGS. 6 and 7. As a result, a great resistance is imposed on the port side of the hull 2.

Further, as shown in FIG. 7, the third fin 1
By the action of 7, the vertical fins 18 block the flow.
Further, the vertical end plates 20P and 20S also act to further stop the flow. Therefore, the third fin 17 provides great resistance to vertical flow.

On the starboard side, on the other hand, the first fins 15S, 15S ... And the second fins 16S, 16S on the starboard side are provided.
The action of ... reduces the peeling that can occur on the starboard side when turning right, for example. That is, when the hull 2 turns rightward, for example, referring to FIGS. 4 and 5, the first fins 15P, 15P, ... Become resistance on the port side. On the other hand, when turning to the right, the first fins 15S, 1
The peeling is reduced by the action of 5S ... And the second fins 16S, 16S.

When turning, the third fin 17 becomes a resistance. As a result, the turning motion is made stable and the hull 2 does not slip. Therefore, the course stability when the hull 2 turns is significantly improved. 8 to 10 show the second embodiment.
8 is a side view of the same embodiment, FIG. 9 is a rear view of the same embodiment, and FIG. 10 is a partial cross-sectional view of the same embodiment.

In these figures, the second embodiment is a modification of the third fin 17 of the first embodiment, and the other first fins 15P, 15P, ..., 1
5S, 15S ..., And the second fins 16P, 16P,
..., 16S, 16S ... There is no change. Therefore, the first fins 15P, 15P, ..., 15S, 15S
... and the second fins 16P, 16P, ..., 16S, 1
The description of 6S ... is omitted.

Further, only the third fin 17A in the second embodiment will be described. The rectifying fin 17A
Is a pair of vertical fins 18F and 18A and a horizontal plate 19A
And vertical end plates 20P and 20S, and lower vertical fins 26. The vertical fins 18F and 18A are provided at a fixed interval ∋ in the next portion. That is,
Vertical fins 18F and 18A extend on the hull centerline at the raised portion of the lower surface of the stern aggregate at the stern end of the propeller shaft, which bulges near the axial height of the propeller 8. A flat plate having a trapezoidal shape when viewed from above is fixed to the ends of the vertical fins 18F and 18A by the central axis C thereof, thereby forming a horizontal plate 19A. Vertical end plates 20P and 20S are fixed to both ends of the horizontal plate 19A. Further, at the same position as the vertical fins 18F and 18A (on the central axis C), the lower vertical fin 26 is provided so as to project below the horizontal plate 19A.

According to the second embodiment as described above, the first
The same effects and advantages as the embodiment of Further, in the second embodiment, since the vertical fins 18F and 18A are provided with a constant interval ∋ apart, the space portion of this interval ∋ acts as an opening. In addition, the lower vertical fins 26 assist the operations of the vertical fins 18F and 18A.

FIG. 11 shows a third embodiment. In this figure, the third embodiment is a modification of the main fin 18A that constitutes a part of the third fin 17A in the second embodiment. Also, the other first fins 15P, 15
, 15S, 15S, and the second fin 16
P, 16P, ..., 16S, 16S ... Are provided in the same manner as in the first embodiment. Therefore, the first fins 15P, 15P, ..., 15S, 15S.
, 16S, 16S ... of the fins 16P, 16P, ...

The third fin 17B in the third embodiment is composed of three vertical fins 18F, 18AP, and 1F.
8AS, horizontal plate 19B, vertical end plates 20PB, 20
It consists of SB and lower vertical fins 26. Vertical fin 1
8F and the vertical fins 18AP and 18AS are provided at a constant interval ∋ in the next portion. That is, it is bulging near the axial height of the propeller 8 and is on the bow side of the part where the lower part of the propeller 8 shaft at the stern end rises diagonally on the side surface, and from the lower part of the propeller shaft center O downward. The vertical fins 18F are extended toward. Further, on the stern side of the same portion, the vertical fins 18AP, 18AS extend downward from both sides of the propeller shaft core O.

At the end of the vertical fin 18F,
A flat plate having a trapezoidal shape when viewed from above is fixed at its central axis C. Similarly, at the ends of the vertical fins 18AP and 18AS, trapezoidal horizontal plates 19B as viewed from above are fixed on both sides of the central axis C thereof. Further, at both ends of the horizontal plate 19B, vertical end plates 20PB, 2
0SB is fixed. Further, at the same position as the vertical fin 18F (on the central axis C), the lower vertical fin 26 is provided so as to project below the horizontal plate 19B.

According to the third embodiment as described above, the first
The same effects and advantages as the embodiment of Further, in the third embodiment, the vertical fins 18F and the vertical fins 18AP, 1
Since 8AS and the 8AS are installed at a fixed interval ∋,
This acts like a hole. Also, the lower vertical fin 2
6 are vertical fins 18F, vertical fins 18AP, 18AS
Helps the action of. Furthermore, these vertical fins 18A
Since P and 18AS are provided in parallel, it is possible to obtain a strong one, and at the time of turning, it is possible to stop the vertical flow near the vertical fins, thereby suppressing excessive turning performance. .

FIG. 12 shows the fourth embodiment. In this figure, the fourth embodiment is the third embodiment of the third embodiment.
The vertical fins 18AP and 18AS of the fin 17B and the vertical end plates 20PB and 20SB are commonly used. Further, the other first fins 15P, 15P, ..., 15S, 1
5S, and the second fins 16P, 16P, ..., 16
S, 16S ... Are provided similarly to the first embodiment. Therefore, the first fins 15P, 15P,
..., 15S, 15S ... and the second fins 16P, 16
The description regarding P, ..., 16S, 16S ... Is omitted.

The third fin 17C in the fourth embodiment is composed of three vertical fins 18F, 18APC,
It consists of 18 ASC and a horizontal plate 19C. Vertical fin 1
8F and the vertical fins 18APC and 18ASC are provided at a constant interval ∋ in the next portion. That is, on the bow side of the part that bulges near the axial height of the propeller 8 and the lower part of the shaft of the propeller 8 at the stern end rises diagonally on the side surface, downward from the lower part of the propeller shaft core O. The main fin 18F is extended toward. Further, on the stern side of the same portion, the vertical fins 18APC, 18AS are directed downward from both sides of the propeller shaft core O.
C and are extended.

At the end of the vertical fin 18F,
A horizontal plate 19C having a trapezoidal shape when viewed from above is fixed at its central axis C. Similarly, the vertical fins 18PB, 18S
The end of B is fixed at both ends of a horizontal plate 19C having a trapezoidal shape when viewed from above. In this embodiment, the vertical end plates 20PB, 2P provided at both ends of the horizontal plate 19B of the third embodiment,
The 0SB and the vertical fins 18APC and 18ASC are shared. Further, in the fourth embodiment, the lower vertical fin 26 provided in the third embodiment is omitted.

According to the fourth embodiment as described above, the first
The same effects and advantages as the embodiment of Further, in the fourth embodiment, the vertical fins 18F and the vertical fins 18APC,
18 ASC is provided at a fixed interval ∋.
Further, since the two vertical fins 18APC and 18ASC are provided in parallel, a strong one can be obtained.

FIG. 13 shows the fifth embodiment. In this figure, the fifth embodiment is the third embodiment of the fourth embodiment.
Vertical fins 18AP forming part of the fins 17C of
18AS and the vertical end plates 20PB and 20SB are shared, the horizontal plate 19C is made small, and the auxiliary vertical fins 27 are provided. Also, the first fins 15P, 15P, ..., 15S, 15S ..., And the second fins
The fins 16P, 16P, ..., 16S, 16S ... Are provided in the same manner as in the first embodiment. Therefore, the first fins 15P, 15P, ..., 15S, 15S
... and the second fins 16P, 16P, ..., 16S, 1
The description of 6S ... is omitted.

The third fin 17D in the fifth embodiment is composed of three vertical fins 18F, 18APD,
18 ASD, one horizontal plate 19D, and one auxiliary vertical fin 27. The front vertical fins 18F and the rear vertical fins 18APD, 18ASD are provided at a constant interval ∋ in the next portion. That is,
Propeller 8 swells near the axial height of propeller 8 at the stern end
The vertical fins 18F extend downward from the lower part of the propeller shaft core O, which is on the bow side of the part where the lower part of the shaft is obliquely raised on the side surface.

Further, on the stern side of the same portion, from the both sides of the propeller shaft core O, the rear vertical fins 1 are directed downward.
8 APD and 18 ASD have been extended. Further, the ends of the vertical fins 18APD and 18ASD are fixed to both ends of a rectangular flat plate 19D. Further, an auxiliary vertical fin 27 is provided on the round bar between the central axis C of the horizontal plate 19D and the vertical fin 18F. In the fifth embodiment, the lower vertical fin 26 provided in the fourth embodiment is omitted, and an auxiliary vertical fin 27 is provided instead of the lower vertical fin 26.

Also according to such a fifth embodiment, the first
The same effects and advantages as the embodiment of Further, in the fifth embodiment, the front vertical fin 18F and the rear vertical fin 18
Since the APD and 18ASD are provided with a constant gap ∋ apart, it is not necessary to provide an opening. Further, since the two vertical fins 18APD and 18ASD are provided in parallel, a strong one can be obtained and a turning resistance is given. In each of the above embodiments, the first fins 15P, 15P, ..., 15S, 15S ... And the second fins 16P, 16P, ..., 16S, 16S ... Have openings 21P ,. , ..., 22
Although S, ... Are provided, the swirling resistance becomes larger with respect to the vertical flow component than that of a single plate, and reliable swiveling is possible and course stability is improved.

[0043]

As described above, according to the first aspect of the invention, the first fin having a constant fin depth and a constant through hole is provided in the fin at the position described above. Therefore, when straight ahead, it is rectified, and at the time of turning, the first fin outside the turning acts as a resistance, and
The first fins on the inside of the turn act to reduce the separation area formed during turning, improve course stability, and improve propulsion performance.

According to the second aspect of the invention, since the second fin is fixed at a height approximately midway between the full load draft line and the propeller shaft core and along the ship surface streamline of that portion, the second fin is fixed. The flow of the part is rectified to eliminate the separation area. Moreover, the second fins on the outside and inside of the rotation act to reduce the separation area that can be formed during turning, improve course stability, and promote propulsion. The performance can be improved.

According to the third aspect of the invention, in the stern valve vessel type ship, since the third fin is provided on the lower surface of the stern aggregate of the propeller shaft penetrating portion, a right-angled flow is prevented at the time of turning and resistance is increased. The needle-holding property at the time of turning can be increased, and the course at the time of turning can be stabilized. In the invention according to claim 4, since two or three of the first fin, the second fin and the third fin are used in combination, the separation is reduced and the flow at right angles is blocked. By giving resistance, the course during turning is stabilized.

According to the invention of claim 5, the first fin,
Since one or both of the second fins are provided with a plurality of through holes having a fin area of about 10% or more, the through holes can act to increase the resistance value and the like.
The needle holding property is improved, and it is possible to contribute to the course stability.
In the invention according to claim 6, the vertical fin is provided with a through hole of about 10% or more of the fin area, so that the resistance value required at the time of turning can be increased, and the needle holding property is improved,
It is possible to stabilize the course when turning.

According to the seventh aspect of the present invention, since the vertical fins are arranged with a certain interval, resistance is given to the flow at a right angle, needle retention is improved, and the course during turning is stabilized. be able to. According to the invention described in claim 8, the vertical fins are arranged with a certain interval, and the two vertical fins on the rear side are arranged in parallel, and the horizontal plate is fixed to the lower ends thereof. Therefore, there is an advantage that resistance to a right-angled flow can be provided, needle retention can be improved, a course at the time of turning can be stabilized, and mechanical strength is strong.

According to the ninth aspect of the present invention, the vertical fins are arranged with a constant space, the two rear vertical fins are arranged in parallel, and the lower ends of the two vertical fins are horizontal. Since it has a structure that is fixed at the end of the plate, it gives resistance to a right-angled flow, improves needle retention, can stabilize the course when turning, and has the advantage of strong mechanical strength. There is.

[Brief description of drawings]

FIG. 1 is a perspective view showing a first embodiment of a course stabilizing fin for a ship according to the present invention.

FIG. 2 is a right side view of the first embodiment.

FIG. 3 is a left side view of the first embodiment.

FIG. 4 is a rear view of the first embodiment.

FIG. 5 is a diagram for explaining a flow of the first embodiment when going straight.

FIG. 6 is a diagram for explaining a flow at the time of turning of the first embodiment.

FIG. 7 is a diagram for explaining a flow at the time of turning of the first embodiment.

FIG. 8 is a side view showing the second embodiment.

FIG. 9 is a diagram showing a main part of the second embodiment.

FIG. 10 is a cross-sectional view showing the main parts of the second embodiment.

FIG. 11 is a perspective view showing the third embodiment.

FIG. 12 is a perspective view showing a main part of the fourth embodiment.

FIG. 13 is a perspective view showing a main part of the fifth embodiment.

FIG. 14 is a side view showing a ship provided with a conventional stern fin.

FIG. 15 is a sectional view of the same.

FIG. 16 is a side view showing a stern part of the conventional ship.

FIG. 17 is a rear view showing a stern part of the conventional ship.

FIG. 18 is a view for explaining the turning of the ship.

FIG. 19 is a diagram for explaining the turning of the ship.

FIG. 20 is a view for explaining the flow of the ship at the time of turning.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Vessel 2 ... Hull 3 ... Stern 4P, 4S ... Outside plate 5 ... Ship bottom plate 8 ... Propeller 9 ... Rudder 10, 11 ... Peeling area 15P , 15P, ..., 15S, 15S ... First fin 16P, 16P, ..., 16S, 16S ... Second fin 17, 17A, 17B, 17C, 17D ... Rectifying fin 18, 18F , 18A, 18AP, 18AS, 18AP
C, 18ASC, 18APD, 18ASD ... Main fin 19, 19A, 19B, 19C, 19D ... Horizontal plate

Claims (9)

[Claims] 1. The length of the ship is 5 to 20 from the stern perpendicular of the hull.
At least one first fin is provided on each port in the range of the percent bow side, and in the range of the propeller axis and the bottom of the ship, along the streamline of the hull and substantially perpendicular to the hull skin.
A fin for stabilizing the course of a ship, characterized in that the fin has a fin depth of about 1/10 of the propeller diameter. 2. The length of the ship is 3 to 20 from the stern perpendicular of the hull.
Provide at least one second fin on each port along the hull surface streamline approximately perpendicular to the full load draft line and the propeller shaft center in the range of the percent bow side, and on the port side. A fin for stabilizing the course of a ship, characterized in that the fin 2 has a fin depth of about 1/10 of the propeller diameter. 3. In a stern valve ship type ship, a third fin is provided on the lower surface of the stern aggregate of the propeller shaft penetrating portion, and the third fin is provided on the lower surface of the stern aggregate of the propeller shaft penetrating portion. Vertical fins are installed vertically on the hull centerline,
A horizontal course fin is fixed to the lower end of the vertical fin, and vertical end plates are provided at both port ends of the horizontal plate. 4. The combination of two, or three of the first fin, the second fin, and the third fin is used in combination with the first fin, the second fin, or the third fin. The course stability fin of the ship according to claim 3. 5. The first fin, the second fin, or one or both of the fins is provided with a plurality of through holes having a fin area of about 10% or more. A course stabilizing fin for a ship. 6. The course stability fin of a vessel according to claim 3, wherein the vertical fin has a plurality of through holes each having a fin area of about 10% or more. 7. The third fin is provided with a front vertical fin vertically on the center line of the hull of the raised portion of the lower surface of the stern aggregate of the propeller shaft penetrating portion, and at a predetermined interval behind the front vertical fin. One rear vertical fin is provided vertically and separated, and a horizontal plate is fixed to the lower ends of the both vertical fins,
The course stability fin for a ship according to claim 3, wherein vertical end plates are provided at both port ends of the horizontal plate. 8. The third fin is provided with a front vertical fin vertically on a hull centerline of a cut-up portion of a lower surface of a stern aggregate of a propeller shaft penetrating portion, and has a predetermined interval behind the front vertical fin. Two vertical fins are provided in parallel and vertically apart from each other, and a horizontal plate is fixed to the lower end of each vertical fin, and vertical end plates are provided at both port ends of the horizontal plate. Item 3. A course stabilizing fin for a ship according to Item 3. 9. The third fin is provided with a front vertical fin vertically on the center line of the hull of a raised portion of the lower surface of the stern aggregate of the propeller shaft penetrating portion, and a predetermined distance behind the front vertical fin. And two vertical fins are provided in parallel and vertically, a horizontal plate is fixed to the lower end of each vertical fin, and the rear vertical fins are fixed to the horizontal plate at both port ends of the horizontal plate. The course stability fin of the ship according to claim 3.