KR102535242B1 - Stern plate construction and ship - Google Patents

Abstract

[Problem] By rectifying the flow flowing into the propeller face with the stern rectifying structure installed at the stern of the hull, the efficiency of the propeller is further improved, and the thrust component acting on the stern rectifying structure during rectification is increased. A stern rectifying structure and a ship that can further improve propulsion performance and are structurally robust are provided.
[Means of solution] Consisting of an L-shaped stern rectifying plate (5A) and a thrust generation auxiliary member (5B), the L-shaped stern rectifying plate (5A) is placed on the outer plate of the stern of the hull (2) of the ship (1). It is provided to protrude in the width direction and has a board portion 10 extending in the hull width direction and a bent portion 13 bent upwards provided at an end portion of the board portion 10 in the hull width direction. , the thrust generating auxiliary member 5B is placed between the lower part of the L-shaped stern rectifying plate 5A and the hull 2, and the inclination angle α1 is greater than 0 degrees with the outside facing upwards relative to the horizontal, and 45 It is installed and configured as follows.

Description

Stern rectification structure and vessel {STERN PLATE CONSTRUCTION AND SHIP}

The present invention relates to a stern rectifying structure disposed at the stern of a ship and a ship having the stern rectifying structure disposed therein, and more specifically, by rectifying a water current flowing into a propeller surface by the stern rectifying structure, the propeller propeller It relates to a stern rectifying structure and a ship capable of improving the propulsion performance of a ship by obtaining a thrust component acting on the stern rectifying structure during rectification as well as increasing the efficiency of the rectifying structure.

In a ship, as shown in FIGS. 20 and 21 , a bilge vortex having a center Pw at a position slightly away from the hull surface is generated due to the three-dimensional separation of the flow generated in the bilge at the stern. A flow with a downward component occurs between the center Pw of the bilge vortex and the hull surface, and a flow with an upward component occurs outside the center Pw of the bilge vortex. As this bilge vortex continues to develop, it flows backward and flows into the propeller plane when viewed from the hull fixed coordinates.

In the propeller, the propeller efficiency increases when the flow in the direction opposite to the rotational direction of the propeller flows in, and the propeller efficiency deteriorates when the flow flows in the same direction. Since the downward component of the flow caused by the bilge vortex between the surface and the center of the bilge vortex becomes a flow in the same direction as the propeller rotation direction, it causes a decrease in propeller efficiency.

Therefore, by installing the stern rectifying plate so that the tip of the stern rectifying plate is disposed at the center of the bilge vortex, only the flow having a downward component flows into the stern rectifying plate and is rectified, so that the propeller The flow of the inflowing downstream component is weakened, and the deterioration of the propeller efficiency is reduced, and the thrust direction component of the force acting on the stern rectifying plate at the time of rectification also acts as the thrust of the ship.

In relation to this, in order to restore the stern viscous pressure loss at the stern of the ship and reduce the hull resistance, it is installed on the outer wall of the hull in front of the propeller at the rear of the ship, and at the upper end of the propeller shaft from the axial center of the propeller shaft in the height direction. In the width direction, a stern viscous resistance reducing device having a stern vortex rectifying plate protruding from the center of the hull to a position of 55% to 85% of the propeller radius has been proposed (for example, see Patent Document 1).

This stern vortex rectifying plate is disposed in the range where the vortex center of the stern vortex is formed, and does not affect the upstream accompanying the rapid flow from the stern bilge portion toward the rear of the hull, so that the flow from the stern flare portion By restricting only the downflow and rectifying it in the axial flow direction, the pressure loss due to the strong downflow from the hull surface above the propeller shaft to the center of the vortex is reduced, and the pressure on the stern hull surface is restored. This makes it possible to effectively reduce hull resistance.

In addition, since the action of the blade is not required for this stern vortex rectifying plate, it is not associated with an increase in resistance due to inductive resistance, etc., and the flow between the vortex center and the hull surface is very calm, It is said that it is not necessary to consider the increase in specific resistance such as frictional resistance because it acts to regulate the downflow.

However, although the position of this stern vortex rectifying board is limited, it has a wide range, and the stern vortex rectifying board is also a pair of simple flat plate materials on the left and right sides, so it cannot be said that it is always in an optimal position and in an optimal shape. I don't think there is room for improvement.

Prior art literature

Patent Document 1: Japanese Unexamined Publication No. 3-284497

On the other hand, the present inventors obtained the following insights through many water bath experiments and calculation simulations using a fluid calculation program.

That is, the bilge vortex generated from the bilge portion develops near the stern end, and an upward flow occurs outside the center of the bilge vortex, and a downflow occurs inside the bilge vortex. In order to improve the propulsion performance by using the stern baffle with attention to this inner downflow, considering that propeller efficiency improves when a flow in the opposite direction to the propeller rotation flow flows into the propeller, the downflow flowing into the propeller It is important to rectify efficiently.

Therefore, in the case of a propeller that turns clockwise when viewed from the stern side, if it is rectified as much as possible near the starboard hull surface, the downflow is weakened and the propeller efficiency is improved. Therefore, it is important to rectify and weaken the downflow caused by the bilge vortex, and by installing a stern rectifier plate having a width to the center of the bilge vortex at the height of the center of the bilge vortex on the surface of the stern hull, It is possible to weaken the downflow by receiving the downflow and bending it backwards.

Also, what is important is that if the width of the stern rectifying plate is small, a flow trying to escape outward from the end occurs. It was found that it is possible to further enhance the rectification effect by holding the flow chart backwards without releasing it from the outside by bending it.

Regarding this, the inventors of the present invention actually adopted an L-shaped stern rectifying plate having an upwardly bent portion provided at the end of the substrate portion of the stern rectifying board through a water tank experiment, and compared to a stern rectifying plate without a bending portion, The result was that the efficiency was improved by about 1%. Further, it is possible to increase the strength of the substrate portion by providing a bent portion bent upward at the end of the substrate portion.

In addition, in the case of a propeller that turns right when viewed from the stern side, if the downflow is weakened by increasing the rectifying effect near the hull on the port side, the propeller efficiency becomes disadvantageous. When only the rectifying effect is considered, there is no rectifying plate on the port side. It is better, but when bending the flow backward, the force acts on the stern baffle plate, and the component in the propulsion direction contributes to the improvement of the propulsion performance. Therefore, insight was also obtained that there are cases where it is better to arrange a stern baffle plate on the port side as well to obtain a thrust component at the time of rectification.

In addition, on this port side, in order to obtain the thrust component of the force when bending the flow while weakening the rectifying effect, the height of the upwardly bent portion provided at the end of the L-shaped stern rectifying plate in the hull height direction is reduced, Alternatively, it was found that it is also effective to arrange a stern rectifying plate without a bent portion.

According to these insights, the inventors of the present invention, in Japanese Patent Application No. 2014-123955, a stern rectifying plate protruding in the hull width direction and installed on the outer plate of the stern of the ship's hull, a substrate portion extending in the hull width direction, and the substrate portion An L-shaped stern rectifying plate having an upwardly bent portion installed at the end in the hull width direction, and this L-shaped stern rectifying plate, when the stern propeller of the hull turns right when viewed from the stern, at least on the starboard side, as described above In the case where the propeller turns left when viewed from the stern, a ship arranged at least on the port side is proposed.

However, as a result of subsequent consideration, in this L-shaped stern rectifying board, since it becomes larger in proportion to the propeller diameter, in the case of a ship with a large propeller diameter, the width is widened and only adhered to the hull in a cantilever state, It has reached that there is a problem that cannot be sustained.

The present invention has been made in view of the above circumstances, and its object is to further improve the efficiency of the propeller by rectifying the flow flowing into the propeller surface with a stern rectifying structure provided at the stern of the ship body, and rectifying It is an object of the present invention to provide a stern rectifying structure and a ship that are structurally robust as well as further improve propulsion performance by increasing the thrust component acting on the stern rectifying structure when doing so.

The stern rectifying structure of the present invention for achieving the above object is composed of an L-shaped stern rectifying plate and a thrust generating auxiliary member, and the L-shaped stern rectifying plate is placed on the outer plate of the stern of the ship's hull in the hull width direction. It protrudes and is installed, and has a board portion extending in the hull width direction, and a bent portion bent upwards installed at the end of the board portion in the hull width direction, and the thrust generating auxiliary member, the L-shaped The angle of inclination between the lower part of the stern baffle plate and the hull is set to be greater than 0 degrees and less than 45 degrees with respect to the horizontal at an angle where the outer side is directed upward.

According to this configuration, in the L-shaped aft rectifying plate on the side where the bilge vortex generates a flow in the same direction as the rotational direction of the propeller between the center of the bilge vortex and the hull surface, simply the upper end of the board portion With only a simple structure of providing a bent portion that is bent into the L-shaped stern rectifier, it is possible to suppress the flow of the downward component to the L-shaped stern rectifying plate from escaping outward from the end of the board portion, increasing the rectifying effect, and increasing the strength. it is possible to increase

In addition, by installing a bent portion bent upward at the end of the board portion to increase the rectifying effect, the force received by the L-shaped stern rectifying plate increases, and the share obtained as the thrust of the ship, which is a component in the propulsion direction, also increases, It is possible to improve propulsion efficiency. For example, even if the thrust generation auxiliary member is not provided with only the L-shaped stern rectifying plate, in some cases, compared to the stern rectifying plate in the case where the upwardly bent portion is not provided at the end of the board portion, the propulsion It is found experimentally that the performance improves by about 1%.

In addition, if the thrust generating auxiliary member is installed on the lower side of the L-shaped stern rectifying plate, it is considered that the frictional resistance increases because the flooded area increases by the amount of the thrust generating auxiliary member, but the thrust generating auxiliary member is attached to the L-shaped stern rectifying plate. Since it is arranged on the downstream side of the water stream flowing from top to bottom, it enters the separation region, and the resistance of the thrust component auxiliary member does not become large, and this thrust is generated by the combination with the L-shaped stern baffle plate. The auxiliary member generates thrust, and it was experimentally confirmed that the thrust as a whole is larger than when the thrust generating auxiliary member is not installed. That is, by providing this thrust generating auxiliary member on the downstream side of the L-shaped aft rectifying plate, it is possible to increase the thrust compared to the case where no thrust generating auxiliary member is provided.

In addition, since the lower part of the L-shaped stern rectifying plate is supported on the hull with a thrust generating member, and the hull is viewed from the rear, it forms an approximate triangle with the board portion, so that the L-shaped stern rectifying plate is a cantilever by itself. Compared to the existing structure, it is possible to make it a structurally strong stern rectifying structure.

In addition, although it depends on the shape of the stern of the ship, thrust tends to occur when this angle of inclination is greater than 0 degrees and less than 45 degrees at the angle where the outside is upward with respect to the horizontal, but in the range of 5 degrees or more and 30 degrees or less In addition, it has been experimentally confirmed that the thrust tends to become larger in the range of 10 degrees or more and 25 degrees or less.

In the stern rectifying structure described above, if the thrust generating auxiliary member is disposed outside the center of the L-shaped stern rectifying plate in the width direction of the hull, the portion where the thrust generating auxiliary member connects to the L-shaped stern rectifying plate is configured, and thrust is generated. In addition to the effect that the auxiliary member enters the peeling region and the resistance does not increase, according to this configuration, it is possible to generate more thrust by enlarging the thrust generating auxiliary member in the width direction.

In addition, in the above stern rectifying structure, the thickness of the front end and the thickness of the rear end of the thrust generating auxiliary member are made thinner than the center, so that the thrust generating auxiliary member has an airfoil shape when viewed from the side. If formed and configured in a shape or a polygonal shape, it is possible to further reduce the resistance and further increase the thrust.

Further, in the L-shaped stern straightening board, the height of the bent portion in the hull height direction is set to a height of 0.05 times or more to 0.5 times or less of the width of the rear edge of the board portion, and the height of the bent portion If the length of the root portion installed on the substrate portion is 0.5 times or more to 1.0 times or less of the length of the root portion installed on the hull of the substrate portion, the effect of rectification at the bent portion bent upward is further enhanced. Possibly, while maintaining the effect of the bent portion bent upward, it is possible to reduce the size of this bent portion to achieve weight reduction, and the burden of structural strength of the L-shaped stern baffle plate can be reduced.

Therefore, the vessel of the present invention for achieving the above object is at least on the starboard side when the propeller at the stern of the hull turns right when viewed from the stern, and at least on the port side when the propeller turns left when viewed from the stern. , It is configured by arranging the above stern rectifying structure. Further, in this configuration, when the stern straightening structure is arranged on one side of the starboard or port side of the stern of the hull, when the stern straightening structure is arranged on the other side, the stern straightening structure is not provided with a bent part. In the case where the plate is arranged, the case where neither side is arranged is included.

According to this configuration, in the L-shaped aft rectifying plate of the stern rectifying structure on the side where the bilge vortex generates a flow in the same direction as the rotational direction of the propeller, at least between the center of the bilge vortex and the hull surface, only the board portion With only a simple structure of providing an upwardly bent portion at the end, it is possible to suppress the flow of the downward component in the L-shaped stern rectifying plate from escaping outward from the end of the board portion, and to enhance the rectifying effect. but it is possible to increase the intensity.

Further, in the ship described above, the arrangement position of the L-shaped stern current plate in the fore-aft direction of the hull is between the position at the front end of the propeller boss and the position forward by 0.1 times the length of the waterline length Lpp from the stern waterline. It is configured so that it is within the first range that becomes. Within this first range, the bilge vortex, which becomes a flow with a downward component near the hull surface and a flow with an upward component at a position some distance from the hull surface, due to the three-dimensional separation of the flow generated in the bilge at the stern, develop If this L-shaped stern rectifying plate is arranged so as to fall within the above first range, it is possible to arrange the L-shaped stern rectifying plate in the range where the bilge vortex develops, and it is possible to enhance the rectifying effect.

Further, in the vessel described above, the position of the height of the front end of the rear edge of the substrate portion of the L-shaped stern baffle plate is at a position higher than the propeller rotation shaft by a height equal to 0.4 times the diameter of the propeller, and the propeller rotation shaft. The position in the hull width direction of the tip portion of the trailing edge of the board portion of the L-shaped stern baffle plate is from the hull surface to the hull surface when the hull surface is at the root of the trailing edge. to a position separated by a width of 0.4 times the propeller diameter, if there is no hull surface at the root of the trailing edge, from a position separated by a width of 0.05 times the propeller diameter from the center line of the hull to a position separated by a width of 0.4 times the propeller diameter from the center line of the hull. It is configured to be within the third range up to a position separated by the width.

Within the second range and the third range, due to the three-dimensional separation of the flow generated in the stern bilge, a flow with a downward component occurs near the hull surface, and a flow with an upward component occurs at some distance from the hull surface. bilge vortex develops. Therefore, if the tip of the rear edge of the substrate portion of the L-shaped aft rectifier plate is disposed within the above second range and the third range, the tip of the rear edge of the substrate portion of the bilge vortex is positioned near the center of the bilge vortex. Because of the arrangement, only the flow having a downward component flows into the L-shaped stern rectifying plate, and even a simple L-shaped stern rectifying plate can efficiently rectify the flow flowing into the propeller, or acts on the L-shaped stern rectifying plate. It is possible to obtain or do a thrust component that

Further, in the ship described above, the position of the height of the front end of the front edge of the substrate portion of the L-shaped stern baffle plate is from a position higher than the propeller rotation axis by a height equal to 0.4 times the diameter of the propeller to the bottom of the ship. The position in the hull width direction of the front end of the front edge of the board portion of the L-shaped stern rectifying plate is from the hull surface to a position away from the hull surface by a width of 0.4 times the propeller diameter. If it is configured to be within the fifth range, and the substrate portion of the L-shaped stern current plate is arranged so as to be inclined at an angle within the range of 0 degrees or more to 20 degrees or less with respect to the propeller rotation axis so that the rear side is upward, You can achieve the following effects.

That is, according to the arrangement of the leading edge, the tip of the leading edge of the board portion of the L-shaped aft baffle board is arranged within the above fourth and fifth ranges, and the leading edge side of the board portion of the L-shaped aft baffle board is also arranged. Since the hull enters the vicinity of the generating part of the bilge vortex, the flow resulting from the bilge vortex can be used effectively, and it is possible to efficiently rectify or obtain thrust.

In addition, the L-shaped stern rectifier plate on the side where the bilge vortex generates the flow of components in the opposite direction to the rotational direction of the propeller or the stern rectifier plate without a bent portion is an L-shaped stern rectifier in order to accept the effect of the bilge vortex. It is preferable that the substrate portion of the plate or the substrate portion of the stern baffle plate without a bent portion be substantially parallel to the propeller rotation axis, or the angle at which the rear side becomes upward is small. On the other hand, the L-shaped aft rectifier plate on the side where the bilge vortex generates a flow of components in the same direction as the propeller rotational direction between the center of the bilge vortex and the hull surface is to suppress the effect of this bilge vortex. For this purpose, it is preferable to incline the angle at which the rear side of the board portion becomes upward at a large angle so as to generate a large flow of components in the opposite direction to the rotational direction of the propeller, and the inclination configuration of the board portion of this L-shaped aft baffle plate This makes it possible to further speed up the flow of the component in the direction opposite to the rotational direction of the propeller, and more effectively generate a large flow of the component in the direction opposite to the rotation of the propeller.

In addition, in the above ship, the position of the front end of the rear edge of the substrate portion of the L-shaped stern rectifying plate is centered on the center position of the stern bilge vortex generated when the L-shaped stern rectifying plate is not installed , and placed within the sixth range within a circle whose radius is 0.2 times the diameter of the propeller. In addition, the center position of the stern bilge whirlpool when this L-shaped stern rectifying plate is not installed can be easily specified by a tank test and calculation by a fluid analysis program.

This configuration can be used only when the position of the center of the bilge vortex can be estimated by easily performing a tank test of the ship and fluid simulation by numerical calculation using a fluid analysis program, but this configuration According to, since the front end of the rear edge of the board portion of the L-shaped aft rectifying plate can be more accurately arranged near the center of the bilge vortex, the force generated by the L-shaped aft rectifying plate can be used more maximally. In addition to being possible, since the improvement of the propeller efficiency by the L-shaped stern rectifying plate is also possible to the maximum, it is possible to further improve the propulsion performance of the ship.

In addition, if the planar shape of the board portion of the L-shaped stern baffle is triangular, rectangular, triangular with rounded corners, or rectangular with rounded corners, it is possible to form a stern baffle with a relatively simple shape and an effect. can In addition, if the side shape of the upwardly bent portion is a triangular shape, a square shape, a triangle shape with rounded corners, or a rectangular shape with rounded corners, the upwardly bent portion that is effective in a relatively simple shape can form

According to the stern rectifying structure according to the present invention, in the L-shaped stern rectifying plate on the side where the bilge vortex generates a flow in the same direction as the propeller rotational direction between the center of the bilge vortex and the hull surface, only the end portion of the board portion With only a simple structure of providing a bent portion bent upward to the L-shaped stern rectifying plate, it is possible not only to suppress the flow of the downward component to the L-shaped stern rectifying plate from escaping outward from the end of the board portion, but also to enhance the rectifying effect. It is possible to increase the intensity.

In addition, by installing a bent part bent upward at the end of the board part to increase the rectifying effect, the force received by the L-shaped stern rectifying plate increases, and the share obtained as the thrust of the ship, which is a component in the propulsion direction, also increases. , it is possible to improve the propulsion efficiency. For example, even if the thrust generating auxiliary member is not provided with only the L-shaped stern rectifying plate, in some cases, compared to the stern rectifying plate in the case where the upwardly bent portion is not provided at the end of the board portion, It can be seen experimentally that the propulsion performance is improved by about 1%.

In addition, by installing the thrust generating auxiliary member on the lower side of the L-shaped stern rectifying plate, this thrust generating auxiliary member generates thrust by combining with the L-shaped stern rectifying plate, and the thrust generating auxiliary member is not installed. It is possible to increase the thrust as a whole than in this case. In addition, since the lower part of the L-shaped stern rectifying plate is supported on the hull by a thrust generating auxiliary member, and the hull is viewed from the rear, it forms an approximate triangle with the board portion, so that the L-shaped stern rectifying plate is a single cantilever structure. Compared to , it is possible to have a structurally strong stern rectifying structure.

And, according to the ship according to the present invention, the stern rectifying structure is arranged so that the front end of the rear edge of the board portion of the L-shaped stern rectifying plate is located near the center position of the bilge vortex developing at the stern, so that the bilge vortex propeller In the stern rectifying structure on the side that generates a flow in the same direction as the rotation direction of the bilge, it is possible to enhance the effect of rectifying against the bilge vortex, and thereby, it is possible to further increase the efficiency of the propeller. It is also possible to increase the strength of the aft rectifying structure.

And, by enhancing the rectification effect by this stern rectification structure, it is possible to increase the force applied to the stern rectification structure during rectification, and also to increase the share obtained as the thrust of the ship, which is a component in the propulsion direction. As a result, it is possible to improve the propulsion performance of the ship.

Fig. 1 is a side view of a stern portion of a typical ship showing a stern straightening structure according to an embodiment of the present invention.
Fig. 2 is a perspective view showing a first example of the shape of a bent portion.
Fig. 3 is a perspective view showing a second example of the shape of a bent portion.
Fig. 4 is a perspective view showing a third example of the shape of a bent portion.
Fig. 5 is a plan view showing a first example of the shape of the board portion of the stern current plate.
Fig. 6 is a plan view showing a second example of the shape of the board portion of the stern current plate.
Fig. 7 is a plan view showing a third example of the shape of the substrate portion of the stern current plate.
[Fig. 8] A schematic diagram of a ship in which a stern rectifying structure is arranged on the starboard side and a stern rectifying plate is arranged on the port side when the propeller turns right when viewed from the stern in the ship according to the first embodiment of the present invention. This is the view from the stern.
[Fig. 9] A schematic view from the stern of a ship in which stern rectifying structures are arranged on both the starboard and port sides when the propeller turns right when viewed from the stern in the ship of the second embodiment of the present invention. It is also
Fig. 10 is a schematic view from the stern of a ship in which a stern rectifying structure is disposed only on the starboard side when the propeller turns right when viewed from the stern in the ship according to the third embodiment of the present invention.
Fig. 11 is a schematic diagram of a ship in which a stern rectifying structure is disposed on the port side and a stern rectifying plate is disposed on the starboard side when the propeller turns left when viewed from the stern in the ship according to the fourth embodiment of the present invention. This is the view from the stern.
[Fig. 12] A schematic view from the stern of a ship in which stern rectifying structures are arranged on both the starboard and port sides when the propeller turns left as seen from the stern in the ship of the fifth embodiment of the present invention. It is also
Fig. 13 is a schematic view from the stern of a ship in which a stern rectifying structure is disposed only on the port side when the propeller turns left as seen from the stern in the ship according to the sixth embodiment of the present invention.
Fig. 14 is a side view of a stern portion of a typical ship showing the arrangement position of the stern straightening structure on the starboard side in the fore-and-aft direction of the hull in the ship of the first embodiment of the present invention.
[Fig. 15] It is a side view of the stern part of a typical ship showing the arrangement position in the height direction of the stern straightening structure on the starboard side in the ship of the first embodiment of the present invention. [Fig.
Fig. 16 is a side view of a stern portion of a typical ship showing the arrangement position in the height direction of a stern baffle on the port side in the ship according to the first embodiment of the present invention.
Fig. 17 is a background view from the direction of the stern of a typical ship showing the arrangement positions in the height direction and the width direction of the tip of the rear edge of the board portion of the stern rectifying structure in the ship of the first embodiment of the present invention It is also
Fig. 18 is a background view from the direction of the stern of a typical ship showing the arrangement positions in the height direction and the width direction of the front end of the front edge of the board portion of the stern straightening structure in the ship of the first embodiment of the present invention It is also
[Fig. 19] A background view from the stern direction of a typical ship showing the arrangement position of the front end of the rear edge of the board portion of the stern straightening structure and the sixth region of the bilge vortex in the ship of the first embodiment of the present invention. It is also
Fig. 20 is a side view of a stern portion on the starboard side of a typical ship showing how bilge vortices are generated at the stern of the ship.
Fig. 21 is a XX-XX sectional view of Fig. 20 schematically showing how bilge vortices are generated at the stern of a ship.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a stern rectifying structure and a ship according to an embodiment of the present invention will be described with reference to the drawings. The stern rectifying structure of this embodiment is a structure provided with a stern rectifying plate having an L-shaped cross section installed at the stern of the hull of a ship, and the ship of this embodiment is a stern rectifying plate of this embodiment. It is a ship equipped with a structure, and the general arrangement at the stern is shown in FIG. In addition, examples of the shape of the L-shaped stern rectifying plate of the stern rectifying structure are shown in FIGS. 2 to 4, and FIGS. 5 and 7, and examples of arrangement on the left and right sides of the ship are shown in FIGS. 8 to 13, 14 to 19 show a stern rectifying structure and an arrangement position of a stern rectifying plate in a ship.

First, the stern rectifying structure of the embodiment of the present invention will be described. As shown in Fig. 1, this stern rectifying structure 5 is composed of an L-shaped stern rectifying plate 5A and a thrust generation auxiliary member 5B.

Then, this L-shaped stern current plate 5A is constituted by having a substrate portion 10 and a bent portion 13. This board portion 10 is provided protruding in the hull width direction on the outer plate of the stern of the hull 2 of the ship 1, and is configured to extend in the hull width direction, and the bent portion 13 is It is installed at the end of the board portion 10 in the hull width direction, and is configured in a shape bent upward.

In addition, along with that, the thrust generating auxiliary member 5B is placed between the lower part of the L-shaped stern rectifying plate 5A and the hull 2, and the inclination angle α1 is set to 0 with the outside facing upwards with respect to the horizontal. It is larger than the degree and is configured by installing it at 45 degrees or less.

This angle of inclination α1 is also influenced by the shape of the stern of the vessel 1, and thrust tends to occur when the angle at which the outside is upward with respect to the horizontal is larger than 0 degrees and is 45 degrees or less, but experimentally it is 5 degrees or more. Since it has been confirmed that the range of 30 degrees or less and the range of 10 degrees or less of 25 degrees or less has been confirmed that the thrust force tends to become larger, it is more preferable.

Then, a portion where the thrust generation auxiliary member 5B connects to the L-shaped aft baffle plate 5A is disposed outward from the center of the L-shaped aft baffle plate 5A in the width direction of the hull 2. As a result, in addition to the effect that the resistance of the thrust generating auxiliary member 5B does not increase as it enters the peeling region, it is possible to generate more thrust by increasing the thrust generating auxiliary member 5B in the width direction with this configuration. It becomes possible.

In addition, by making the thickness of the front end and the thickness of the rear end of the thrust generating auxiliary member 5B thinner than the center, the thrust generating auxiliary member 5B is formed in an airfoil shape or a polygonal shape from the side view, In other words, it is preferable to form a cross-sectional shape perpendicular to the longitudinal direction of the thrust generating auxiliary member 5B into an airfoil shape to further reduce resistance and increase thrust.

According to this stern rectifying structure 5, the L-shaped stern rectifying plate 5A on the side where the bilge vortex generates a flow in the same direction as the rotational direction of the propeller 3 between the center of the bilge vortex and the hull surface , the flow of the downward component to the L-shaped stern rectifying plate 5A is carried out at the end of the substrate portion 10 with only a simple structure of installing the bent portion 13 bent upward at the end of the substrate portion 10. It is possible to increase the strength as well as to increase the effect of rectification by suppressing the outward escape from the .

In addition, by installing the bent portion 13 bent upward at the end of the substrate portion 10 to increase the rectifying effect, the force received by the L-shaped stern rectifying plate 5A also increases, and the ship, which is a component in the propulsion direction, The share obtained as thrust is also increased, and it is possible to improve the propulsion efficiency. For example, even in a structure in which the thrust generation auxiliary member 5B is not provided with only the L-shaped stern baffle plate 5A, depending on the case, the bent portion 13 bent upward at the end of the substrate portion 10 It is experimentally found that the propulsion performance is improved by about 1% compared to the aft rectifying plate in the case of not being installed.

In addition, it is considered that when the thrust generating auxiliary member 5B is installed on the lower side of the L-shaped stern baffle plate 5A, the frictional resistance increases because only the portion of the thrust generating auxiliary member 5B increases the submerged area. Since the thrust generating auxiliary member 5B is disposed on the downstream side of the water flow flowing from top to bottom with respect to the L-shaped stern rectifying plate 5A, the water flow flowing into the L-shaped stern rectifying plate 5A enters the separation region. As a result, the resistance of the thrust generating auxiliary member 5B does not increase, and the thrust generating auxiliary member 5B generates thrust by combining with the L-shaped aft rectifying plate 5A, and the thrust generating auxiliary member 5B ), the thrust as a whole is greater than in the case where no is installed. This has been confirmed experimentally. That is, by providing the thrust generating auxiliary member 5B on the lower side of the L-shaped stern baffle plate 5A, it is possible to increase the thrust more than when the thrust generating auxiliary member is not installed.

In addition, the lower part of the L-shaped stern baffle plate 5A is supported on the hull 2 by the thrust generating auxiliary member 5B, and when the hull 2 is viewed from the rear, it forms a substantially triangle with the substrate portion 10, Because of this, it is possible to make the stern rectifying structure 5 structurally stronger than the structure in which the L-shaped stern rectifying plate 5A is a single cantilever.

And, as shown in FIGS. 2-7, this L-shaped stern baffle board 5A protrudes in the hull width direction on the stern outer plate of the hull 2 of the ship 1, and has an L-shaped cross section. It is a stern rectifying plate with a hull width direction, and is configured to have a substrate portion 10 extending in the hull width direction, and a bent portion 13 bent upwards provided at an end portion of the substrate portion 10 in the hull width direction.

2 to 4, the height Hg of the bent portion 13 in the hull height direction is 0.05 times or more to 0.5 times the width Bg of the rear edge 12 of the substrate portion 10. At the same time as setting it as the following height, the length Lg of the root part 13b provided in the board|substrate part 10 of the bending part 13. It is preferable to set it as the length of 0.5 times or more and 1.0 times or less of the length La of the root part 10b provided in ship body 2 of the board|substrate part 10. In addition, the length of this base part 10b, 13b is the length measured along the base part 10b, 13b.

With these configurations, in the L-shaped stern baffle plate 5A, it is possible to enhance the effect of rectifying with a smaller member, by reducing the size of the bent portion 13 while maintaining the effect of the bent portion 13. , It is possible to achieve weight reduction, and the burden of the structural strength of the L-shaped aft baffle plate 5A itself and the installation strength of the L-shaped aft baffle plate 5A can be reduced.

In addition, the side shape of the bent portion 13 of this L-shaped stern baffle board 5A is a triangular shape shown in FIG. 2, a rectangular shape shown in FIG. 3, a rectangular shape with rounded angles shown in FIG. 4, or a square shape shown in FIG. If it is made into a rounded triangular shape or the like, it is possible to form the effective bent portion 13 with a relatively simple shape. In addition, the planar shape of the board portion 10 of the L-shaped stern baffle plate 5A is a triangular shape shown in Fig. 5, a rectangular shape shown in Fig. 6, a rectangular shape with rounded corners, or rounded corners shown in Fig. 7. With a triangular shape or the like, it is possible to form an effective L-shaped aft rectifying plate 5A with a relatively simple shape.

Therefore, according to the L-shaped aft rectifying plate 5A having the above configuration, the bilge vortex is directed toward the side where a flow in the same direction as the rotational direction of the propeller 3 is generated between the center Pw of the bilge vortex and the hull surface. In the arranged L-shaped stern rectifying plate 5A, the downward component to the L-shaped stern rectifying plate 5A is simply provided with a simple structure of providing an upward bent portion 13 at the end of the substrate portion 10 It is possible to increase the strength as well as to increase the effect of rectifying by suppressing the flow of the flow outward from the end of the substrate portion 10.

In addition, by installing the bent portion 13 bent upward at the end of the board portion 10 to increase the rectifying effect, the force received by the L-shaped stern rectifying plate 5A also increases, and the thrust direction component of the ship The share obtained as the thrust of (1) also increases, and it is possible to improve the propulsion efficiency. For example, even if the thrust generation auxiliary member 5B is not provided with only the L-shaped stern baffle plate 5A, depending on the case, the bent portion 13 bent upwards at the end of the substrate portion 10 It is found experimentally that the propulsion performance is improved by about 1% compared to the stern baffle plate 6 when not installed.

Next, the ship of this embodiment will be described. As shown in Figs. 8 to 13, this ship 1 is a ship equipped with a stern straightening structure 5, and as shown in Figs. 8 to 10, the propeller 3 at the stern of the hull 2 As shown in FIGS. 11 to 13, the stern rectifying structure 5 is arranged at least on the starboard side when viewed from the stern and at least on the port side when the propeller 3 turns left when viewed from the stern. .

In the configuration of the ship of the first embodiment, as shown in FIG. 8, in the configuration in the case where the propeller 3 turns right (clockwise) when viewed from the stern direction, the stern is on the starboard side of the stern of the hull 2. The rectifying structure 5 is constituted by arranging stern rectifying plates (hereinafter referred to simply as stern rectifying plates) 6 not provided with a bent portion 13 on the port side. In addition, as shown in FIG. 9, in the ship of the second embodiment of the second embodiment, the stern rectifying structure 5 is arranged on both the starboard side and the port side of the stern of the hull 2, The height Hg in the hull height direction of the bent portion 13 of the L-shaped aft rectifying plate 5A of the stern rectifying structure 5 on the port side is smaller than that on the starboard side. In addition, as shown in FIG. 10, in the ship of the third embodiment, the stern rectifying structure 5 is arranged on the starboard side of the stern of the hull 2, but the stern rectifying structure 5 and the stern rectifying plate are arranged on the port side. It is constituted without arranging any of (6).

8 to 10 show a configuration of an embodiment in which the propeller 3 turns right when viewed from the stern direction, but when the propeller 3 turns left (counterclockwise) when viewed from the stern direction. 11 to 13, the configuration of the stern rectifying structure 5 and the stern rectifying plate 6 without this bent portion 13 is applied to the ships of the first to third embodiments. It is a ship of the 4th to 6th embodiments of the configuration in which the left and right sides are alternated with each other.

And, the bending angle r (see Fig. 2) of the upwardly bent portion 13 is 60 degrees or more and 120 degrees or less, preferably 80 degrees or more and 100 degrees or less. In addition, this bent portion 13 may be produced by bending the plate of the substrate portion 10 upward, or may be produced by joining the bent portion 13 to the end portion of the substrate portion 10 by welding. good night.

Next, below, the arrangement position of the stern rectifying structure 5 and the stern rectifying plate 6 of the ship 1 of the first embodiment of Fig. 8 will be described with reference to Figs. 14 to 19. , It is also applicable to the arrangement position of the stern rectifying structure 5 and the stern rectifying plate 6 of the ship of the second to sixth embodiments.

In the ship 1 of the first embodiment, the L-shaped stern rectifying plate 5A of the stern rectifying structure 5 on the starboard side when the propeller 3 turns right as seen from the stern direction is forward-rearward to the hull. As shown in FIG. 14, the position of the propeller boss is between the position (X1) at the front end of the propeller boss and the position (X2) in front of the stern waterline (A.P.) by 0.1 times the length of the waterline length (Lpp). It is configured by arranging within 1 range (R1).

In addition, the height position Ha of the tip 12a of the rear edge 12 of the board portion 10 of this L-shaped aft baffle plate 5A is, as shown in Figs. 15 and 17, the propeller rotation shaft ( It is configured to be disposed within the second range R2 from a position H2 higher than Pc) by a height equal to 0.4 times the propeller diameter Dp to the propeller rotation shaft Pc.

17, the hull width direction position Ba of the tip 12a of the rear edge 12 of the stern rectifying structure 5 and the stern rectifying plate 6 is the L-shaped stern rectifying plate 5A ) and the hull surface B3 at the root 12b of the rear edge 12 of the stern baffle plate 6, 0.4 times the propeller diameter Dp from the hull surface B3 to the hull surface B3. It is configured to be within the third range (R3) to the position (B32) separated by the width of.

In addition, when there is no hull surface B3 at the base 12b of the trailing edge 12 of the L-shaped stern rectifying plate 5A and the stern rectifying plate 6, the L-shaped stern rectifying plate 5A and the stern rectifying plate 5A The hull width direction position Ba of the front end 12a of the rear edge 12 of the plate 6 is at a position B31 away from the hull center line Lc by a width of 0.05 times the propeller diameter Dp, It is configured to be within the third range (R3) from the hull center line (Lc) to a position (B32) separated by a width of 0.4 times the propeller diameter (Dp).

And, by the configuration in which the tip 12a portion of the rear edge 12 of the substrate portion 10 of the L-shaped stern baffle plate 5A is disposed within the above second range and the third range, many commercial ships The L-shaped stern rectifier plate 5A can be disposed in the vicinity of the center Pw of the bilge vortex of the ship 1 during sailing at the planned sailing speed of , and the board portion of the L-shaped stern rectifier plate 5A ( Since the front end 12a of the trailing edge 12 of 10) can be placed in the vicinity of the center Pw of the bilge vortex, only the flow having a downward component flows into the L-shaped aft baffle plate 5A, resulting in a simple shape. Even with the L-shaped aft rectifying plate 5A of , efficient rectification is possible, and it is possible to obtain a thrust component acting on the larger L-shaped aft rectifying plate 5A during rectification.

15 and 18, the height position Hf of the tip 11a portion of the front edge 11 of the board portion 10 of the L-shaped aft baffle board 5A is the propeller rotation shaft Pc It is configured by arranging it within the fourth range R4 from the position H2 higher by the height of 0.4 times the propeller diameter Dp to the upper side of the ship bottom H4.

Further, as shown in Fig. 18, the position Bf in the hull width direction of the tip 11a portion of the front edge 11 of the board portion 10 of the L-shaped stern baffle board 5A is from the hull surface B5. , It is configured to be disposed within the fifth range R5 from the hull surface B5 to a position B52 separated by a width of 0.4 times the propeller diameter Dp.

By the structure in which the front end 11a of the front edge 11 of the board|substrate part 10 of this L-shaped stern baffle board 5A is arrange|positioned within the 4th range R4 and the 5th range R5, Since it is possible to put the leading edge 11 of the substrate portion 10 of the stern baffle plate 5A near the generating portion of the bilge vortex where the hull 2 is generated, the flow resulting from the bilge vortex can be effectively utilized. As a result, it is possible to efficiently commutate or obtain thrust.

In addition, as shown in Fig. 14, the substrate portion 10 of the L-shaped stern baffle plate 5A on the starboard side is positioned at an angle of 0 degrees or more to 20 degrees or less with respect to the propeller rotation shaft Pc so that the rear side is upward. It is arranged by inclining at an angle (angular angle) (β).

In the L-shaped stern rectifying plate 5A of the stern rectifying structure 5 on the starboard side, by arranging the board portion 10 inclined so that the rear side is upward, inside the center of the bilge vortex, the propeller The flow of components in the rotational direction and the reverse direction of (3) is more effectively rectified, and it is possible to obtain a larger propulsive component than that acting on the L-shaped aft rectifying plate 5A at the time of rectification.

In addition, in the case where the position of the center Pw of the bilge vortex can be estimated by easily performing a water tank test of the ship 1 and a fluid simulation by numerical calculation using a fluid analysis program, FIG. 19 As shown in , the position of the tip 12a of the rear edge 12 of the L-shaped stern rectifying plate 5A of the stern rectifying structure 5 on the starboard side is changed when the L-shaped stern rectifying plate 5A is not installed. It is preferable to place it within the sixth range R6 within the circle C1 whose radius ra is 0.2 times the propeller diameter Dp with the center Pw of the generated stern bilge vortex as the center. In addition, the position of the center Pw of the stern bilge whirlpool when this L-shaped stern rectifying plate 5A is not installed can be easily specified by a tank test and calculation by a fluid analysis program.

According to this configuration, since the front end 12a of the trailing edge 12 of the L-shaped stern rectifying plate 5A can be placed in the vicinity of the center Pw of the bilge whirlpool with more precision, the L-shaped stern rectifying plate ( 5A), the thrust component of the force acting on the L-shaped stern rectifying plate 5A can be used more maximally, and the efficiency of the propeller 3 by the stern rectifying structure 5 can be improved to the maximum. Since this is possible, it is possible to further improve the propulsion performance of the ship.

And, as shown in FIG. 16, in the ship of the first embodiment in which the propeller 3 turns right when viewed from the stern, the stern rectifier 6 on the port side (or an L-shaped stern rectifier with a small height of the bent portion) plate 5A) is disposed substantially parallel to the propeller rotation axis, and the length Lb of the stern rectifying plate 6 on the port side is L of the stern rectifying structure 5 on the starboard side shown in Figs. 14 and 15. It is constituted by forming longer than the length La of the female stern current plate 5A. In addition, this substantially parallel means not only perfectly parallel, but also includes the range of inclination up to about 5 degrees or less.

In addition, the height position Hf of the front end 11a of the front edge 11 of the board portion 10 of the stern baffle 6 on the port side and the height position of the front end 12a of the rear edge 12 Regarding (Ha), although FIG. 16 shows an arrangement position in substantially the same form as that of the L-shaped stern rectifying plate 5A of the stern rectifying structure 5 on the starboard side, with respect to the stern rectifying plate 6 on the port side , the present invention is not limited to this arrangement position.

Next, the role of the stern rectifying structure 5 and the stern rectifying plate 6 on the left and right sides will be described. When the propeller 3 turns right as seen from the stern, on the starboard side (left turn in the case of a left turn), the bilge vortex that develops at the stern is the direction of rotation of the propeller 3 inside the center Pw of the bilge vortex. Since it gives the flow velocity in the same direction and acts to give the flow velocity in the opposite direction to the rotational direction of the propeller 3 outside the center Pw of the bilge vortex, the flow outside the center Pw of the bilge vortex It is sufficient to accept and rectify only the flow inside the center Pw of the bilge vortex.

In addition, on the port side (starboard side), on the inside of the center Pw of the bilge vortex, it acts to increase the flow velocity in the opposite direction to the rotational direction of the propeller 3, and on the outside of the center Pw of the bilge vortex, It acts to give the flow velocity in the same direction as the direction of rotation of the propeller (3). In addition, since the outer side (near the tip) of the propeller 3 generates thrust in the radial direction than the inner side (near the boss), on the port side (starboard side), the propeller on the inside from the center Pw of the bilge vortex Rather than leaving the flow in the opposite direction to (3), an L-shaped stern rectifier plate (5) or stern rectifier plate (6) with a small bending height, which becomes an obstacle hindering the development of bilge vortex, is installed at the site where the bilge vortex begins to develop. By installing and suppressing the generation and development of bilge vortices, it is possible to weaken the flow velocity of components in the same direction as the rotational direction of the propeller 3 outside the center of the bilge vortex, and it is possible to increase propeller efficiency. .

Therefore, on the starboard side (port side) where the bilge vortex generates a flow of the same directional component as the rotation direction of the propeller 3 inside the center of the bilge vortex, inside the center of the bilge vortex Pw, the bilge vortex Since it is necessary to suppress the effect of the bilge vortex, the stern rectifying structure 5 provided with the short L-shaped stern rectifying plate 5A is disposed only near the aft end where the bilge vortex is sufficiently developed.

That is, the outer side from the center of the bilge vortex (Pw) leaves the upstream flow in the opposite direction to the propeller rotation, while the inner side from the center (Pw) of the bilge vortex leaves the starboard side that needs to rectify the downflow in the same direction as the propeller rotation. (Port side), since the bilge vortex has fully developed, a stern rectifying structure 5 equipped with a short L-shaped stern rectifying plate 5A is disposed near the stern end in order to rectify only the inner downflow. .

On the other hand, on the port side (starboard side) where the bilge vortex generates a flow of components in the direction opposite to the rotational direction of the propeller 3 inside the center Pw of the bilge vortex, on the outside of the center Pw of the bilge vortex Therefore, it is necessary to suppress the action effect of the bilge vortex, so a slightly longer aft rectifying plate (6) is arranged not only near the aft end where the bilge vortex is sufficiently developed, but also to the front where the vortex has not completely developed.

That is, the port side where it is necessary to rectify the upstream flow in the same direction as the rotation of the propeller outside the center of the bilge vortex (Pw) rather than leaving the downflow in the opposite direction to the rotation of the propeller on the inside from the center of the bilge vortex (Pw). On the (starboard side), a slightly longer aft rectifying plate 6 is disposed in order to prevent the occurrence of an outward rising flow.

This makes it possible to arrange the stern rectifying structure 5 with the short L-shaped stern rectifying plate 5A and the long stern rectifying plate 6 at the right place, and with a relatively simple configuration, a larger propulsive force and a larger It is possible to obtain propeller efficiency. Therefore, with a relatively simple and lightweight configuration, it is possible to increase propeller efficiency.

In addition, in the L-shaped stern rectifying plate 5A of the stern rectifying structure 5 on the starboard side and the stern rectifying plate 6 on the port side when the rotational direction of the propeller 3 turns right when viewed from the stern, It is formed by making the angle of attack (β) different in the forward and backward direction of the hull. That is, the stern rectifying structure 5 on the starboard side, which suppresses the flow of components in the same direction as the rotational direction of the propeller 3, on the inside from the center Pw of the bilge vortex, In order to intensify the flow in the reverse direction, the flow of the component in the direction opposite to the rotational direction of the propeller 3 is made as fast as possible by inclining the propeller 3 to a large extent so that the rear side is upward. On the other hand, on the inside from the center Pw of the bilge vortex, the stern baffle board 6 on the port side, which suppresses the flow of components in the rotational direction and the reverse direction of the propeller 3, is substantially horizontal and has a small inclination, so that the propeller A large flow of components in the opposite direction to the rotation direction of (3) is maintained as much as possible. With these configurations, it is possible to more efficiently generate a large flow of components in the opposite direction to the rotation of the propeller 3.

Therefore, according to the stern rectifying structure 5 having the above configuration, with a simple structure of providing only the upward bent portion 13 at the end of the substrate portion 10, the L-shaped stern rectifying plate 5A By suppressing the flow of the downward component from escaping outward from the end of the substrate portion 10, it is possible to enhance the rectifying effect as well as to increase the strength. In addition, by providing a bent portion 13 at the end of the substrate portion 10 to increase the rectifying effect, the force received by the L-shaped stern rectifying plate 5A is increased, and the portion obtained as the thrust of the ship, which is a component in the propulsion direction Since it is also possible to increase the propulsion efficiency, it is possible to improve the propulsion efficiency.

In addition, by combining the L-shaped stern rectifying plate 5A and the thrust generating auxiliary member 5B, thrust is also generated in the thrust generating auxiliary member 5B, compared to the case where the thrust generating auxiliary member 5B is not installed. It is possible to increase the thrust as a whole. In addition, since the lower part of the L-shaped stern rectifying plate 5A is supported on the hull by the thrust generating auxiliary member 5B, it is structurally stronger than the structure in which the L-shaped stern rectifying plate 5A is a cantilever alone. It becomes the stern rectification structure (5).

In addition, according to the ship 1 having the above configuration, in the vicinity of the center Pw of the bilge vortex developing at the stern, the rear edge 12 of the L-shaped stern rectifying plate 5A of the stern rectifying structure 5 By arranging the L-shaped stern rectifying plate 5A so that the tip 12a is located, the L-shaped stern rectifying plate 5A is disposed on the side where the bilge vortex generates a flow in the same direction as the rotational direction of the propeller 3 , the flow of the downward component to the L-shaped stern rectifying plate 5A is caused by the simple structure of providing the upwardly bent portion 13 at the end of the substrate portion 10. It is possible to suppress the outward escape from the end and enhance the effect of rectifying only the flow inside the center Pw of the bilge vortex, thereby increasing the efficiency of the propeller 3.

And, in the L-shaped stern rectifying plate 5A of this stern rectifying structure 5, by providing a bent portion 13 bent upward at the end of the substrate portion 10 to enhance the rectifying effect, when rectifying Since it is possible to increase the force received by the L-shaped stern rectifying plate 5A, it is also possible to increase the share obtained as the thrust of the ship 1, which is a component in the propulsion direction, thereby increasing the propulsion performance of the ship 1 it is possible to improve

Further, if the stern rectifying plate 6 without the bent portion 13 is disposed on the side where the inside of the bilge vortex generates a flow opposite to the rotational direction of the propeller 3, this will reduce the bilge vortex By suppressing the rotation of the propeller outside the center Pw and the development of flow in the opposite direction, the thrust direction component of the force acting on the stern rectifying plate 6 at the time of rectification increases the thrust of the ship 1 as much as possible. It is possible to gain the power to become

Therefore, according to the ship 1 having the above structure, the front end of the rear edge of the substrate portion 10 of the L-shaped stern baffle plate 5A is located near the position of the center Pw of the bilge vortex that develops at the stern. By arranging the stern rectifying structure 5, it is possible to enhance the effect of rectifying against the bilge vortex in the stern rectifying structure 5 on the side where the bilge vortex generates a flow in the same direction as the rotational direction of the propeller 3 , This makes it possible to further increase the efficiency of the propeller 3. It is also possible to increase the strength of the stern rectifying structure 5.

And, by increasing the rectification effect by this stern rectification structure 5, it is possible to increase the force applied to the stern rectification structure 5 during rectification, and the propulsion direction component to increase the share obtained as the thrust of the ship. Possible, thereby, it is possible to improve the propulsion performance of the vessel.

[Industrial Applicability]

According to the stern rectifying structure and the vessel of the present invention, the stern rectifying structure installed at the stern of the hull rectifies the flow flowing into the propeller surface, thereby further increasing the efficiency of the propeller and acting on the stern rectifying structure during rectification. Since it is possible to improve the propulsion performance by making the thrust component to be larger, it is possible to use it for many ships.

1 ship
2 hull
3 propellers
4 keys
5 stern rectifying structure
5A L-shaped stern baffle (with bent part)
5B thrust generating auxiliary member
6 Stern rectifying plate (no bending part)
10 board part
10b Root part of the board part
11 Leading edge of L-shaped aft baffle (stern baffle)
11a Front edge of the front edge of the L-shaped aft baffle (stern baffle)
12 Rear edge of L-shaped aft baffle (stern baffle)
12a Front end of the rear edge of the L-shaped aft baffle (stern baffle)
13 bent part
AP stern repair
B3 L-shaped stern rectifying plate (stern rectifying plate) position of the hull width direction of the hull surface at the base of the rear edge
B31 Minimum of 3rd range
B32 Maximum value of the 3rd range
B5 minimum of the 5th range
B52 Maximum value of the 5th range
Ba L-shaped stern rectifying plate (stern rectifying plate)'s rear edge position at the tip in the hull width direction
Bf L-shaped stern rectifying plate (stern rectifying plate)'s front edge position in the hull width direction
Width of the back edge of the Bg board
C1 circle of the 6th range
Dp propeller diameter
H2 upper limit of second range and fourth range
H4 Lower limit of the 4th range (bottom)
Ha Height position of the front end of the rear edge of the L-shaped aft baffle plate (stern baffle plate)
Hf Height position of the tip of the front edge of the L-shaped aft baffle (stern baffle)
Hg Height of the bent part in the hull height direction
La Length of base part of L-shaped stern baffle
Lb Length of stern baffle
Lc hull center line
Lg Length of the root part of the bent part
Lpp Suseon Soy Sauce
pc propeller shaft
Center of Pw Stern Bilge Vortex
R1 1st range
R2 2nd range
R3 third range
R4 fourth range
R5 5th range
R6 6th range
ra the radius of the circle in the sixth range
Position of X1 propeller boss front end
X2 Position ahead of the stern waterline by the length of 0.1 times the waterline length (Lpp)
α1 inclination angle
β angle of attack
τ bending angle

Claims (5)

It consists of an L-shaped stern rectifying plate and a thrust generating auxiliary member,
The L-shaped stern rectifying plate,
In addition to being composed of a board portion protruding in the hull width direction and extending in the hull width direction on the outer plate of the stern of the hull of the ship, and a bent portion bent upwards installed at the end of the board portion in the hull width direction,
The lower part of the L-shaped stern rectifying plate is supported on the hull by the thrust generating auxiliary member disposed on the downstream side of the water flow flowing from top to bottom with respect to the L-shaped stern rectifying plate, and the thrust is generated when the hull is viewed from the rear. The angle of inclination of the auxiliary member is greater than 0 degrees and less than 45 degrees with respect to the horizontal at an angle where the outer side is directed upward, so that the thrust generating auxiliary member forms a triangle with the substrate portion when the hull is viewed from the rear. Installed A stern rectifying structure, characterized in that configured. According to claim 1,
A stern rectifying structure characterized in that a portion where the thrust generating auxiliary member is connected to the L-shaped stern rectifying plate is disposed outside the center of the L-shaped stern rectifying plate in the width direction of the hull. According to claim 1 or 2,
The stern, characterized in that the thickness of the front end and the thickness of the rear end of the thrust generating auxiliary member are made thinner than the center, so that the thrust generating auxiliary member is formed in an airfoil shape or polygonal shape when viewed from the side. rectification structure. When the propeller at the stern of the hull turns right when viewed from the stern, the stern rectifying structure according to claim 1 or 2 is disposed on the starboard side, and a stern rectifying plate having no bent portion is provided on the port side,
When the stern propeller of the hull turns left when viewed from the stern, the aft rectifying structure according to claim 1 or 2 is disposed on the port side, and a stern rectifying plate having no bent portion is installed on the starboard side. ship to. The stern rectifying structure according to claim 1 or 2 is arranged on both the starboard side and the port side,
When the propeller at the stern of the hull turns right when viewed from the stern, the height of the bent portion on the port side in the hull height direction is smaller than that of the bent portion on the starboard side,
A vessel characterized in that, when the propeller at the stern of the hull turns left when viewed from the stern, the height of the bent portion on the starboard side in the height direction of the hull is smaller than that of the bent portion on the port side.

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