WO2019102945A1 - Aileron de poupe et navire le comprenant - Google Patents

Aileron de poupe et navire le comprenant Download PDF

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Publication number
WO2019102945A1
WO2019102945A1 PCT/JP2018/042513 JP2018042513W WO2019102945A1 WO 2019102945 A1 WO2019102945 A1 WO 2019102945A1 JP 2018042513 W JP2018042513 W JP 2018042513W WO 2019102945 A1 WO2019102945 A1 WO 2019102945A1
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WO
WIPO (PCT)
Prior art keywords
stern
propeller
stern fin
ship
fin
Prior art date
Application number
PCT/JP2018/042513
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English (en)
Japanese (ja)
Inventor
哲也 濱野
建二郎 小橋
好冬 渕上
梓乃 横山
Original Assignee
川崎重工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP2018093850A external-priority patent/JP6951291B2/ja
Application filed by 川崎重工業株式会社 filed Critical 川崎重工業株式会社
Priority to KR1020207017484A priority Critical patent/KR102299230B1/ko
Priority to CN201880039075.7A priority patent/CN110770117B/zh
Publication of WO2019102945A1 publication Critical patent/WO2019102945A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/28—Other means for improving propeller efficiency

Definitions

  • the present invention relates to a stern fin attached to a stern portion of a relatively fast ship, for example, a stern portion of a ship having a Froude number of 0.17 or more of planned sailing speed, and a ship equipped with the stern fin.
  • a bilge vortex is generated in front of the propeller at the stern of the ship as the ship runs. Bilge vortices lead to increased resistance when sailing. For this reason, in order to improve the propulsion efficiency of the ship, attempts have been made to provide fins at the stern of the hull to rectify the bilge vortices to weaken or to use the bilge vortices for ship propulsion. .
  • Patent Document 1 discloses a stern fin having a wing-shaped cross-sectional shape and a camber line convex downward, which is attached to the front of a propeller on a surface of a hull.
  • the bilge vortex is a downward flow flowing obliquely downward along the surface of the hull on the hull side from the center thereof, and is an upward flow flowing obliquely upward outside the center of the bilge vortex.
  • Lift force acts on the stern fin of Patent Document 1 by receiving the downward flow of the bilge vortex, and the forward component of the lift is the thrust acting on the hull.
  • the tip end of the stern fin is located approximately at the center of the bilge vortex, and the bilge vortex is canceled by the tip vortex generated in the opposite direction to the bilge vortex around the tip.
  • bilge vortices may not occur in vessels with relatively high speeds (for example, vessels with a Froude number of planned voyage speed of 0.17 or more), and even if bilge vortices occur, bilge vortices may be generated compared to low speed vessels Rotational energy is weak.
  • the propulsion assist effect by converting the rotational energy of the bilge vortex into thrust is small .
  • the relatively high speed makes the resistance of the stern fins themselves greater, and the presence of the stern fins may adversely affect the propulsion of the ship. For this reason, it is necessary to design a stern fin suitable for a relatively fast ship, for the stern fin to surely improve the efficiency of assisting the propulsion of the ship.
  • the present invention provides a stern fin attached to the stern of a relatively fast ship, which can surely improve the efficiency of assisting the propulsion of the ship, and a ship equipped with the stern fin.
  • the purpose is to
  • the stern fin according to the present invention is a stern fin provided on a side surface of a stern of a ship provided with a propeller and having a Froude number of planned voyage speed of 0.17 or more.
  • the stern fin is located forward of the propeller in the traveling direction of the ship and near the height of the rotation shaft of the propeller, and is perpendicular to the extension direction of the stern fin from the side surface of the stern part.
  • a center line obtained by sequentially connecting the middle points of the upper surface and the lower surface of the stern fin is convex downward, and the stern fin from the side surface of the stern in the projecting direction
  • the maximum overhang length of the blade is 2% or more and 15% or less of the diameter of the propeller.
  • the stern fin is installed in a region where the maximum stern fin length from the side of the stern in the overhang direction is 15% or less of the diameter of the propeller and the flow velocity is low.
  • the resistance due to the fins themselves is reduced, and the efficiency of assisting the propulsion of the ship can be reliably improved.
  • the cross-sectional shape of the stern fin is a wing shape.
  • the trailing edge of the stern fin may be positioned on the rear side in the traveling direction of the ship from a position at a distance of twice the diameter of the propeller on the front side in the traveling direction of the ship.
  • Good. Downflow near the hull is slow due to the effect of viscosity.
  • the stern fins since the stern fins are disposed in the vicinity of the front of the propeller, the stern fins can receive a faster flow of water even in the vicinity of the hull due to the suction effect of the driven propeller. As a result, it is possible to increase the thrust generated by the stern fin in response to the downward flow.
  • the vertical distance from the lowest point to the height of the rotation shaft is the diameter of the propeller
  • the vertical distance from the lowest point to the height of the rotation shaft is 30% or less of the diameter of the propeller when the lowest point is located below the height of the rotation shaft. It may be Downflow near the hull is slow due to the effect of viscosity.
  • the stern fins are disposed in the vicinity of the front of the propeller, the stern fins can receive a faster flow of water even in the vicinity of the hull due to the suction effect of the driven propeller. As a result, it is possible to increase the thrust generated by the stern fin in response to the downward flow.
  • the average value of the length from the leading edge to the trailing edge of the stern fin in the front-rear direction of the ship may be 50% or less of the diameter of the propeller.
  • the average value of the length from the leading edge to the trailing edge of the stern fin in the longitudinal direction of the ship is limited to 50% or less of the diameter of the propeller, the resistance due to the stern fin receiving water flow While reducing the influence of the stern fins, the thrust generated by the stern fins can be increased.
  • the ship which concerns on this invention is a ship provided with said stern fin.
  • the stern fin which can improve reliably the efficiency which assists the propulsion of a ship, and a ship provided with the same can be provided.
  • FIG. 4 is a cross-sectional view taken along the line IV-IV in FIG. It is a graph which shows the result of the test which the present inventors conducted. It is the schematic diagram which looked at the stern part of the ship which concerns on another embodiment from the back. It is an example of the wake distribution map which showed the flow of the water of the propeller right side in the propeller position of a low speed ship.
  • FIG. 7A is an example of a wake distribution diagram showing the flow of water on the right side of the propeller at the propeller position of a relatively slow, low speed ship.
  • FIG. 7B is an example of a wake distribution diagram showing the flow of water on the right side of the propeller at the propeller position of a relatively fast medium-speed ship.
  • FIG. 7C is an example of a wake distribution diagram showing the flow of water on the right side of the propeller at the propeller position of a high-speed high-speed ship.
  • a low-speed ship refers to a ship whose Froude number Fn of the planned voyage speed is less than 0.17
  • a medium-speed ship means a Froude number Fn of the planned voyage speed of 0.17 or more
  • a ship less than 19 is meant
  • a high-speed ship is a ship with a Froude number Fn of 0.19 or more for the planned voyage speed.
  • U is the planned sailing speed [m / s]
  • L is the water line length [m]
  • g is the gravitational acceleration [m / s 2 ].
  • FIGS. 7A to 7C show X, Y, and Z axes orthogonal to one another.
  • the Z-axis is shown as extending in the vertical direction of the vessel to coincide with the centerline of the vessel.
  • the Y axis is shown passing through the propeller axis and extending in the width direction of the vessel.
  • the X-axis is shown as coinciding with the propeller axis and extending in the direction of the length of the vessel.
  • the vectors shown in FIGS. 7A to 7C indicate the direction and magnitude of water flow in the YZ plane.
  • the contours shown in FIGS. 7A and 7B show the distribution of water flow in the XZ plane.
  • An isoline is a line connecting points at which the ratio of the X component of the flow velocity of water to the boat speed (more specifically, the planned voyage speed) is equal, and the ratio is shown in the vicinity of each isoline. Further, in FIGS. 7A to 7C, when a blade portion (blade) of a propeller rotates, a circle drawn by a blade end portion of the blade portion is indicated by a broken line.
  • the wake distribution map of the low-speed ship shown in FIG. 7A As indicated by the vector on the YZ plane, it is located at a certain distance from the ship center line near the height of the propeller rotation axis, in other words, near the Y axis. Flows in the direction cross each other to generate rotational flow, that is, a bilge vortex. Also, looking at the isopleth in FIG. 7A, the vicinity of this vortex is a region where the ratio of the X component of the flow velocity of water to the ship speed (that is, the relative velocity of water to the hull in the ship length direction) is small. There is. As described above, in a low speed ship, even if the stern fin is extended to the center of the bilge vortex, the flow velocity of water is decreased as it goes from the hull to the vortex, and the stern fin itself is unlikely to be resistant.
  • FIG. 1 is a schematic side view of a stern 3 of a boat 1A according to an embodiment.
  • the ship 1A of this embodiment is a medium-speed ship or a high-speed ship whose Froude number Fn of the planned voyage speed is 0.17 or more. Further, the ship 1A is a single-shaft ship in which a propeller 4 is provided at the center of the hull 2 of the ship 1A.
  • the propeller 4 is disposed at the stern 3 of the hull 2, and the propeller 4 is provided at the stern 3.
  • the “stern portion” refers to a portion of the hull 2 that occupies 40% of the captain forward of the propeller 4.
  • the propeller 4 includes a shaft 5 that extends along the longitudinal direction and protrudes rearward from the hull 2, and a plurality of vanes 6 arranged in the circumferential direction around the shaft 5.
  • the propeller 4 rotates around a rotation axis SC extending along the shaft 5.
  • a rudder 7 is disposed behind the propeller 4 at the stern part 3.
  • a pair of stern fins 10 are provided on the forward side (the bow side) in the traveling direction of the propeller 2 in the hull 2.
  • the stern fin 10 receives the downward flow Sa flowing obliquely downward and backward along the surface of the hull 2 to assist the propulsion of the ship 1A.
  • FIG. 2 is a cross-sectional view taken along line II-II in FIG.
  • the pair of stern fins 10 are attached so as to project horizontally from the left and right sides of the stern portion 3 of the hull 2 in the left-right direction (i.e., the ship width direction).
  • the stern part 3 left side is abbreviate
  • FIG. 3 is an enlarged side view of the stern fin 10 in FIG.
  • the cross-sectional shape of the stern fin 10 perpendicular to the overhanging direction of the stern fin 10 from the side surface of the hull 2 is an airfoil.
  • a center line (camber line) L1 obtained by sequentially connecting middle points of the upper surface 14 and the lower surface 15 in the stern fin 10 is convex downward. That is, the center line L1 is a line equidistant from the upper surface 14 and the lower surface 15 in the vertical direction.
  • the stern fin 10 is attached to the side of the hull 2 so that its front edge 11 is positioned above the rear edge 12. Specifically, the stern fin 10 is attached to the hull 2 such that a chord line L2 which is a straight line connecting the leading edge 11 and the trailing edge 12 substantially follows the downward flow Sa. For example, the stern fin 10 is attached to the hull 2 such that an angle (attachment angle) ⁇ 1 between the chord line L2 and the horizontal surface satisfies the following equation (1). 0 ° ⁇ 1 ⁇ 20 ° (1)
  • the stern fin 10 Since the stern fin 10 takes such a shape and posture (attachment angle), the stern fin 10 receives the downward flow Sa flowing in the vicinity of the hull 2 and generates a lift F obliquely forward as shown in FIG. Then, the forward component Fa of the lift F is used to promote the ship 1A.
  • FIG. 4 is a cross-sectional view taken along line IV-IV in FIG.
  • the stern part 3 left side is abbreviate
  • the leading edge 11 and the trailing edge 12 of the aft fins 10 extend in the width direction from the side of the hull 2.
  • leading edge 11 extends rearward at a predetermined angle (retraction angle) ⁇ 2 with respect to the direction perpendicular to the center line CL in the left-right direction of the hull 2, and the trailing edge 12 extends the hull 2 Extend perpendicularly to the center line CL of the
  • the wing tips 13 of the aft fins 10 extend parallel to the longitudinal direction so as to connect the distal ends of the leading edge 11 and the trailing edge 12 from the hull 2.
  • the stern fin 10 is limited so that the ratio of the maximum extension length W to the diameter D of the propeller 4 falls within a predetermined range.
  • the maximum extension length W of the stern fin 10 from the side surface of the stern fin 10 in the extension direction (in the present embodiment, the ship width direction) perpendicular to the ship length direction is 2% or more of the diameter D of the propeller 4 And it is 15% or less, More preferably, it is 4% or more and 10% or less. That is, the maximum extension length W from the side of the hull 2 of the stern fin 10 in the extension direction satisfies at least the following formula (2).
  • the maximum overhang length refers to the wing root of the stern fin 10 (that is, the portion from the proximal end 11a to the hull 2 at the leading edge 11 to the end 12a proximal to the hull 2 at the trailing edge 12)
  • the length along the overhang direction up to the wing tip 13 is the maximum value.
  • FIG. 5 shows the results of tests conducted by the present inventors on a low speed ship having a fluid number Fn of 0.14, a medium speed ship having a fluid number Fn of 0.17, and a high speed ship having a fluid number Fn of 0.20.
  • FIG. The horizontal axis of the graph in FIG. 5 is the ratio of the maximum extension length W of the stern fin 10 to the diameter D of the propeller 4 (hereinafter, referred to as “extension amount”, and the unit is [%]).
  • the amount of extension is a value of the maximum extension length W of the stern fin 10 when the diameter D of the propeller 4 is 100, and is calculated by the formula “maximum extension length / propeller diameter ⁇ 100”.
  • the vertical axis of the graph in FIG. 5 indicates the efficiency for assisting the propulsion of the ship 1A.
  • the horsepower required for the rotation of the propeller 4 in order to advance the hull 2 at a predetermined speed the hull
  • the reduction rate of horsepower when the stern fins 10 are attached to the hull 2 with respect to the horsepower when the stern fins 10 are not attached to 2 hereinafter, referred to as “the horsepower decrease rate”).
  • the rate of decrease in horsepower increases as the amount of overhang increases in the range where the amount of overhang is 30% or less.
  • the horsepower reduction rate increases as the overhang amount increases and gradually decreases after reaching a maximum value of 2% or more and 15% or less.
  • the reduction in horsepower at least in the range where the overhang amount is 2% or more and 15% or less is larger than the reduction in horsepower in the other range. That is, it can be seen from FIG. 5 that if the overhang amount is in the range of at least 2% to 15%, the propulsion of the ship 1A is not adversely affected, and a sufficient reduction in horsepower can be obtained.
  • the lower portion of the aft portion 3 of the hull 2 is formed to be tapered toward the rear.
  • the overhanging length of the stern fin 10 from the side of the hull 2 in the overhanging direction is maximum at the trailing edge 12 extending perpendicularly to the center line CL of the hull 2. That is, in the present embodiment, the maximum extension length W of the stern fin 10 is a length from the end 12 a on the trailing edge 12 proximal to the hull 2 to the end 12 b distal to the hull 2 .
  • the stern fin 10 When the length from the leading edge 11 to the trailing edge 12 of the stern fin 10 in the longitudinal direction of the hull 2 is longer than a certain length, the stern fin 10 receives the water flow rather than the thrust generated by the stern fin 10 receiving the downward flow Sa. The impact of resistance is increased. For this reason, in the present embodiment, the length of the stern fin 10 in the front-rear direction is limited so as to be equal to or less than a certain value.
  • the average value Ea of the lengths from the leading edge 11 to the trailing edge 12 of the stern fin 10 in the front-rear direction of the hull 2 is limited to 50% or less of the diameter D of the propeller 4.
  • the leading edge 11 extends rearward with respect to the direction perpendicular to the center line CL of the hull 2, and the trailing edge 12 extends perpendicularly to the center line CL of the hull 2. Because of this, the length from the leading edge 11 to the trailing edge 12 in the stern fin 10 becomes shorter as it goes away from the hull 2.
  • the length from the leading edge 11 to the trailing edge 12 of the stern fin 10 in the longitudinal direction of the hull 2 is maximum at the proximal end 11 a of the hull 2 at the leading edge 11 and far from the hull 2 at the leading edge 11 It becomes the minimum at the side end 11b.
  • the length from the end 11 a of the front edge 11 to the rear edge 12 is E1
  • the back of the front edge 11 from the end 11 b is assumeding that the length to the edge 12 is E2
  • an average value Ea of the lengths from the leading edge 11 to the trailing edge 12 is expressed by the following equation (3).
  • Ea (E1 + E2) / 2 (3)
  • the stern fin 10 is attached such that the average value Ea of the lengths from the leading edge 11 to the trailing edge 12 satisfies 50% or less of the diameter D of the propeller 4, that is, the following equation (4).
  • the downflow Sa near the hull 2 has a low flow velocity due to the influence of viscosity.
  • the stern fin 10 is disposed near the front of the propeller 4 and at the rotation shaft of the propeller 4 so as to receive a faster flow of water even in the vicinity of the hull 2 using the suction effect of the driven propeller 4. It is arranged near the height of SC.
  • the vicinity of the height of the rotation axis SC of the propeller 4 means that the distance H in the vertical direction to the height of the rotation axis SC of the propeller 4 is 30% or less of the diameter D of the propeller 4
  • the stern fin 10 is disposed near the height of the rotation axis SC of the propeller 4 when the lowermost point of the fin 10 is located.
  • the stern fin 10 rotates from the lowermost point It is disposed on the hull 2 so that the vertical distance H to the height of SC is equal to or less than 10% of the diameter D of the propeller 4.
  • the stern fin 10 preferably extends in the vertical direction from the lowest point to the height of the rotation axis SC. It is disposed on the hull 2 so that the distance H is 30% or less of the diameter D of the propeller 4. In the present embodiment, as shown in FIG.
  • the stern fin 10 is disposed on the hull 2 so that the lowermost point thereof and the height of the rotation axis SC of the propeller 4 coincide with each other.
  • the stern fin 10 of the present embodiment is arranged such that the vertical distance H from the lowermost point of the stern fin 10 to the height of the rotation axis SC of the propeller 4 is zero. Since the distance H is zero, the distance H is omitted in FIG.
  • the trailing edge 12 of the stern fin 10 is the advancing direction of the hull 2 from a position at a distance of twice the diameter D of the propeller 4 on the forward side of the propeller 2 Located on the rear side.
  • the distance G in the longitudinal direction of the hull 2 from the shaft 5 of the propeller 4 to the trailing edge 12 of the stern fin 10 shown in FIG. 1 is not more than twice the diameter D of the propeller 4 and Meet).
  • the maximum extension length W of the stern fins 10 from the side of the hull 2 in the overhang direction is the propeller 4 Because the stern fin is installed in the area where the flow velocity is slow, which is 15% or less of the diameter D of the cylinder, the resistance by the stern fin 10 itself is reduced to surely improve the efficiency of assisting the propulsion of the ship 1A. it can.
  • the trailing edge 12 of the stern fin 10 is positioned on the rear side in the traveling direction of the hull 2 from a position separated from the propeller 4 on the front side in the traveling direction of the hull 2 by twice the diameter D of the propeller 4 Do.
  • the stern fin 10 is disposed on the hull 2 so that the vertical distance H from the lowermost point to the height of the rotation axis SC of the propeller 4 is limited within a predetermined range.
  • the stern fin 10 since the stern fin 10 is disposed in the vicinity of the front of the propeller 4, the stern fin 10 can receive a faster flow of water even in the vicinity of the hull 2 due to the suction effect of the driven propeller 4 . As a result, it is possible to increase the thrust generated by the stern fin 10 upon receiving the downward flow Sa.
  • the stern fin 10 since the average value of the length from the leading edge 11 to the trailing edge 12 of the stern fin 10 in the longitudinal direction of the hull 2 is limited to 50% or less of the diameter D of the propeller 4, the stern fin 10 makes it possible to increase the thrust generated by the stern fin 10 by receiving the downward flow Sa while reducing the influence of the resistance due to the water flow.
  • the stern fin 10 has a wing-shaped cross-sectional shape perpendicular to the overhang direction, but the shape of the stern fin of the present invention is not limited thereto, and the upper surface and lower surface of the stern fin The center line obtained by sequentially connecting the middle points of and should be convex downward.
  • the cross-sectional shape perpendicular to the overhanging direction is generally downwardly convex, and the vertical thickness of the upper surface and the lower surface of the stern fin is generally constant from the leading edge to the trailing edge It may be a plate-like member.
  • size of the stern fin 10 are not limited to the said embodiment.
  • the trailing edge 12 of the stern fin 10 may be farther from the propeller 4 in the forward direction of the hull 2 than twice the diameter D of the propeller 4 or from the lowest point of the stern fin 10
  • the vertical distance H to the height of the rotation axis SC is larger than 10% of the diameter D of the propeller 4 when the lowermost point of the stern fin 10 is positioned above the height of the rotation axis SC of the propeller 4
  • it may be larger than 30% of the diameter D of the propeller 4.
  • the average value Ea of the lengths from the leading edge 11 to the trailing edge 12 of the stern fin 10 in the longitudinal direction of the hull 2 may be larger than 50% of the diameter D of the propeller 4.
  • the front edge 11 of the stern fin 10 was located above the rear edge 12, it is not limited to this, The front edge 11 and the rear edge 12 may be the same height. That is, the angle ⁇ 1 between the chord line L2 of the stern fin 10 and the horizontal plane may be 0 °.
  • the front edge 11 extends rearward at a predetermined angle (retraction angle) ⁇ 2 with respect to the direction perpendicular to the center line CL of the hull 2, but the invention is not limited thereto.
  • the leading edge 11 may extend in a direction perpendicular to the center line CL of the hull 2.
  • the trailing edge 12 was extended perpendicularly
  • each shape when planarly viewing the front edge 11 and the rear edge 12 may not be linear.
  • the shapes of the leading edge 11 and the trailing edge 12 in plan view may be curvilinear, or the straight portion extending from the hull 2 may be bent forward or backward one or more times. It is also good.
  • the stern fin 10 may be extended so that it may incline upwards or downward as it distances from the side of the hull 2. As shown in FIG.
  • fins other than the stern fin of this invention may be provided in the stern part.
  • the stern fin 10 is attached to a uniaxial ship
  • the stern fin of this invention is applicable also to a multiaxial ship.
  • the stern fins may be attached to a twin ship.
  • the schematic diagram which looked at the stern part 3 of the ship 1B which is a biaxial ship in FIG. 5 from the back is shown.
  • substantially the same components as those in the above embodiment are given the same reference numerals, and duplicate explanations are omitted.
  • the hull 2 of the ship 1B has a pair of skeg portions 8 projecting downward.
  • the pair of skeg portions 8 are spaced apart in the left-right direction of the hull 2 and are symmetrical with respect to the center line CL of the hull 2.
  • Each skeg portion 8 is provided with a propeller (not shown) that rotates about the rotation axis SC, as in the above embodiment.
  • Stern fins 10 are attached to the left and right sides of each skeg portion 8 in the same manner as in the above embodiment. The same effects as the ship 1A of the single-axis ship shown in the above embodiment can be obtained even with the ship 1B of the two-axis ship shown in FIG.
  • stern fins 10 are attached to each skeg portion 8, but the stern fins 10 may be provided only on the center side of the hull 2 of each skeg portion 8. , It may be provided only on the hull 2 outer side of each skeg portion 8. Even in these cases, the same effect as that of the above embodiment can be obtained.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

L'invention concerne un aileron de poupe fixé à une surface latérale d'une partie de poupe d'un navire, qui comporte une hélice et présente un nombre de Froude d'une vitesse de service planifiée au moins égal à 0,17 ; l'aileron de poupe est positionné davantage vers l'avant que l'hélice dans la direction de déplacement du navire, à une hauteur proche de la hauteur de l'axe de rotation de l'hélice ; une ligne centrale obtenue en joignant successivement des points médians d'une surface supérieure et d'une surface inférieure de l'aileron de poupe dans une forme de section transversale de l'aileron de poupe perpendiculaire à la direction dans laquelle l'aileron de poupe dépasse de la surface latérale de la partie de poupe, fait saillie vers le bas ; et la longueur de projection maximale de l'aileron de poupe à partir de la surface latérale de la partie de poupe dans la direction de projection de celle-ci est au moins égale à 2 % et au plus égale à 15 % du diamètre de l'hélice.
PCT/JP2018/042513 2017-11-22 2018-11-16 Aileron de poupe et navire le comprenant WO2019102945A1 (fr)

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KR1020207017484A KR102299230B1 (ko) 2017-11-22 2018-11-16 선미 핀 및 그것을 구비한 선박
CN201880039075.7A CN110770117B (zh) 2017-11-22 2018-11-16 船尾鳍和具备该船尾鳍的船舶

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JP2017-224660 2017-11-22
JP2017224660 2017-11-22
JP2018093850A JP6951291B2 (ja) 2017-11-22 2018-05-15 船尾フィンおよびそれを備えた船舶
JP2018-093850 2018-05-15

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JP2004042881A (ja) * 2002-05-15 2004-02-12 Shin Kurushima Dockyard Co Ltd 非対称船尾フィン構造
JP2009202873A (ja) * 2009-06-16 2009-09-10 Mitsubishi Heavy Ind Ltd 船舶
JP2010047248A (ja) * 2008-07-22 2010-03-04 Shin Kurushima Dockyard Co Ltd 船尾波干渉フィン
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KR20130128112A (ko) * 2012-05-16 2013-11-26 한국해양과학기술원 익형 단면을 가지며 전류효과를 포함하는 에너지 절감형 선미 부착 핀

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