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JP7514419B2 - A transom fin with baffle plate for vortex mitigation at the stern end. - Google Patents

A transom fin with baffle plate for vortex mitigation at the stern end. Download PDF

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JP7514419B2
JP7514419B2 JP2020132699A JP2020132699A JP7514419B2 JP 7514419 B2 JP7514419 B2 JP 7514419B2 JP 2020132699 A JP2020132699 A JP 2020132699A JP 2020132699 A JP2020132699 A JP 2020132699A JP 7514419 B2 JP7514419 B2 JP 7514419B2
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transom
fin
hull
ship
centerline
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JP2021024568A (en
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勉 池田
秀嗣 篠原
智文 成瀬
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MIYOSHI SHIPBUILDING CO., LTD
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T70/10—Measures concerning design or construction of watercraft hulls

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Description

本発明は船舶における船尾端渦緩和による船体抵抗の低減装置に関するものである。The present invention relates to a device for reducing hull resistance by alleviating vortices at the stern end of a ship.

船体が航海しているとき、船尾後端の水面近傍には渦の発生が見られるが、それらは船体抵抗の一要素となり推進性能低下の一要因となっている。これら渦の発生による抵抗の大きさは、船尾端周りの船型形状や船速度によって左右されているが、それらの対策として、船体１を構成する後端板３の満載喫水線ＬＷＬより外側の上方域から船体中心線ＣＬまでの全域に亘って、上記後端板３の船底２ｂから後方に突出する平板状で、且つ船体中心線ＣＬ上の船底２ａの船長方向傾斜に対し任意の下向き角度を以って構成されたトランソムフィン５を設けたことを特徴とする船尾端渦緩和装置が発明されている。以下その装置について図面に沿って説明する。図１は船体１の中心線ＣＬ上の縦断面図を表わし、図２は図１におけるＩＩ―ＩＩ矢視図を示し、図３は図２におけるＩＩＩ―ＩＩＩ矢視図を示している。船体１の後端に設けられている後端板３は図１に示している通り、船体中心線ＣＬ上で船底２ａの後端の４位置から略垂直状に形成され、その横断面形状は図２に示している通り、後端板３の船底２ｂは幅方向の外上りの曲線状に形成されている。一方、上記トランソムフィン５は図３に平面形状を示す通り任意の長さを持った平板で先端部がＡ点からＢ点間で曲線状に形成されていて、該トランソムフィン５の前端は上記後端板３の船底２ｂの形状に沿って接続されている。その際、船体中心線ＣＬ上の船底２ａの船長方向の傾斜に対して任意の下向き角度αが設けられている。上記従来のトランソムフィン５を有する船尾端渦緩和装置の場合、船体１が航海しているとき、船尾端域の後端板３の水面周りに渦が発生されるが、該トランソムフィン５の作用によって渦が緩和され、それによって船体抵抗が低減されて推進性能が向上される効果が得られている。
 When a ship is sailing, vortices are generated near the water surface at the rear end of the stern, which are one of the factors that cause hull resistance and reduce propulsive performance. The magnitude of resistance caused by these vortices depends on the hull shape around the stern end and the ship's speed, but as a countermeasure, a transom fin 5 has been invented at the stern end, which is a flat plate-like transom fin 5 that protrudes rearward from the bottom 2b of the rear end plate 3 of the hull 1 and is configured at an arbitrary downward angle with respect to the ship's longitudinal inclination of the bottom 2a on the hull centerline CL, over the entire area from the upper area outside the load waterline LWL of the rear end plate 3 of the hull 1 to the centerline CL of the hull. The device will be described below with reference to the drawings. Figure 1 shows a vertical cross section of the hull 1 on the centerline CL, Figure 2 shows a view taken along the line II-II in Figure 1, and Figure 3 shows a view taken along the line III-III in Figure 2. As shown in Fig. 1, the rear end plate 3 provided at the rear end of the hull 1 is formed in a substantially vertical shape from four positions on the rear end of the bottom 2a on the hull centerline CL, and its cross-sectional shape is shown in Fig. 2, with the bottom 2b of the rear end plate 3 formed in a curved shape that rises outward in the width direction. On the other hand, the transom fin 5 is a flat plate of any length, as shown in the plan shape in Fig. 3, with the tip portion formed in a curved shape between point A and point B, and the front end of the transom fin 5 is connected along the shape of the bottom 2b of the rear end plate 3. In this case, an arbitrary downward angle α is provided with respect to the inclination of the bottom 2a in the ship's length direction on the hull centerline CL. In the case of the stern end vortex mitigation device having the conventional transom fin 5, when the hull 1 is sailing, vortices are generated around the water surface of the rear end plate 3 in the stern end region, but the vortices are mitigated by the action of the transom fin 5, thereby reducing the hull resistance and improving the propulsion performance.

特願２０１０－１７８０５８号Patent Application No. 2010-178058

発明が解決しようとする課題Problem to be solved by the invention

従来のトランソムフィン５を有する船尾端渦緩和装置の場合は、船底に沿って前方から後方に向けての流れは上記トランソムフィン５の作用効果によって後端板３の水面近傍で発生する渦を緩和して抵抗低減の効果が得られるが、その際、後端板３の船底２ｂは幅方向の外上がりに傾斜していることから、流れが船体中心方向に向いて流れているので、後端板３の船底２ｂの中心域の後方に左右舷両側からの流れが集中して渦流が発生する問題点があり、その分、船体抵抗の低減に余地がる問題点を有している。In the case of a stern end vortex mitigation device having a conventional transom fin 5, the flow from front to rear along the bottom of the ship mitigates vortices generated near the water surface of the aft end plate 3 due to the action and effect of the transom fin 5, thereby achieving the effect of reducing resistance. However, since the bottom 2b of the aft end plate 3 is inclined outward in the width direction, the flow flows toward the center of the hull, so there is a problem that the flow from both the starboard and port sides concentrates behind the central area of the bottom 2b of the aft end plate 3, generating vortexes, and as a result, there is a problem that there is room for further reduction in the hull resistance.

問題を解決するための手段Steps to resolve the issue

その為、本願は船体を構成する後端板の船底で満載喫水線より上方域から船体中心線に亘って、該後端板の船底位置から後方に突出する平板構成のトランソムフィンを設け、該トランソムフィンは船体中心線上の船長方向の船底傾斜に対して任意の下向き角度を以って設けられた船尾端渦緩和装置において、上記トランソムフィンの満載喫水線の外側位置と船体中心線との間の左右舷夫々に１枚以上、および船体中心線上に１枚を、上記トランソムフィンの下面から下方に突出し、且つ上記トランソムフィンの前端より前方の船底から後端に亘って整流板を設けたことを特徴とする船尾端渦緩和装置としている。For this reason, the present application provides an aft end vortex mitigation device in which a transom fin of flat plate configuration is provided at the bottom of the aft end plate that constitutes the hull, from the area above the load waterline to the hull centerline, and protruding rearward from the bottom position of the aft end plate, and the transom fin is provided at an arbitrary downward angle with respect to the inclination of the bottom in the longitudinal direction on the hull centerline, and the transom fin is characterized in that at least one transom fin is provided on each of the port and starboard sides between the outer position of the load waterline of the transom fin and the hull centerline, and one on the hull centerline, the transom fin protruding downward from the underside of the transom fin, and a straightening plate is provided from the bottom of the hull forward of the front end of the transom fin to the aft end.

発明の効果Effect of the invention

その為に本願は上述した通り、上記トランソムフィンの満載喫水線の外側位置と船体中心線との間の左右舷夫々に１枚以上、および船体中心線上に１枚を、上記トランソムフィンの下面から下方に突出し、且つ上記トランソムフィンの前端より前方の船底から後端に亘る整流板を設けたことを特徴とする船尾端渦緩和装置としたことで、船体１が運航しているとき上記整流板の作用によって、後端板３後方の船体中心付近の水面近傍で発生される渦流が緩和される。その結果、従来トランソムフィン装置より船体抵抗が減少されて推進性能が向上される効果を有している。For this reason, as described above, the present application provides a stern end vortex mitigation device characterized by providing at least one straightening plate on each of the port and starboard sides between the outer position of the load waterline of the transom fin and the hull centerline, and one on the hull centerline, which protrude downward from the underside of the transom fin and extend from the bottom of the hull forward of the forward end of the transom fin to the aft end, thereby mitigating vortices generated near the water surface near the hull center behind the aft end plate 3 when the hull 1 is sailing, due to the action of the straightening plate. As a result, the hull resistance is reduced compared to conventional transom fin devices, and propulsion performance is improved.

第１実施例First embodiment

以下、本願の第１実施例の船尾端渦緩和装置について図４から図６に沿って説明する。但し、図４は船体中心線ＣＬ上における船尾部の縦断面図を示し、図５は図４におけるＶ―Ｖ矢視図を示し、図６は図５におけるＶＩ～ＶＩ矢視図を夫々示している。尚、図５および図６については船体１は船体中心線ＣＬに対して左右舷対称に構成されていることから船体中心線ＣＬから左舷側のみ表示し右舷側は省略している。図中の従来のものと同一番号および符号は従来のものと同一構成部材を表すことから説明は省略する。上記トランソムフィン５の満載喫水線ＬＷＬの外側位置Ａと船体中心線ＣＬとの間の左右舷夫々に１枚および略船体中心線ＣＬ上に１枚を、上記トランソムフィン５の下面から下方に突出し、且つ上記トランソムフィンの前端より前方の船底２ｂ位置から後端に亘って設けられる整流板において、船長方向にも船深方向にも変化のない平板状に形成する平板状整流板７を左右舷夫々に１枚および、それと同様に形成する平板状整流板６を略船体中心線ＣＬ上に１枚、上記トランソムフィン５の下面に設けられている。The aft-end vortex mitigation device of the first embodiment of the present application will be described below with reference to Figures 4 to 6. However, Figure 4 shows a vertical cross-sectional view of the aft part on the hull centerline CL, Figure 5 shows a view as seen from the arrows V-V in Figure 4, and Figure 6 shows a view as seen from the arrows VI-VI in Figure 5. Note that in Figures 5 and 6, since the hull 1 is configured symmetrically on the left and right sides with respect to the hull centerline CL, only the port side from the hull centerline CL is shown and the starboard side is omitted. The same numbers and symbols in the figures as those of the conventional device represent the same components as those of the conventional device, and therefore their explanation will be omitted. The transom fin 5 has one flat airfoil on each of the port and starboard sides between the outer position A of the load waterline LWL of the transom fin 5 and the hull centerline CL, and one approximately on the hull centerline CL. The transom fin protrudes downward from the underside of the transom fin 5 and is provided from the bottom 2b position forward of the front end of the transom fin to the rear end. One flat airfoil 7 is formed in a flat shape that does not change in the longitudinal or depth directions of the ship, and is provided on the underside of the transom fin 5. One flat airfoil 6 is formed in a similar manner and is provided approximately on the hull centerline CL.

その為に上述した通り本願の第１実施例によればは船長方向にも船深方向にも変化のない平板状に形成する平板状整流板７を左右舷夫々に１枚および、それと同様形成の平板状整流板６を略船体中心線ＣＬ上に１枚、上記トランソムフィン５の下面に設ける船尾端渦緩和装置になした簡素な構成で、船体１が運航しているとき左右舷夫々の平板状整流板７および略船体中心線ＣＬ上の平板状整流板６の作用によって、後端板３後方の船体中心付近の水面近傍で発生される渦流が緩和される。その結果、従来の装置より船体抵抗が減少されて推進性能が向上される。For this reason, according to the first embodiment of the present application, as described above, the stern end vortex mitigation device has a simple configuration in which one flat air straightener 7 formed in a flat shape with no change in the ship length direction or ship depth direction is provided on each of the port and starboard sides, and one flat air straightener 6 of a similar shape is provided approximately on the ship centerline CL, and the vortex generated near the water surface near the center of the ship behind the aft end plate 3 is mitigated by the action of the flat air straighteners 7 on each of the port and starboard sides and the flat air straightener 6 on approximately the ship centerline CL when the ship 1 is sailing. As a result, the ship resistance is reduced compared to the conventional device, and the propulsion performance is improved.

第２実施例Second embodiment

以下、本願の第２実施例の船尾端渦緩和装置について図７に沿って説明する。但し、図７は第１実施例に示す図５におけるＶＩ―ＶＩ矢視図である。また図７については船体１は船体中心線ＣＬに対して左右舷対称に構成されていることから船体中心線ＣＬから左舷側のみ表示して右舷側は省略している。図中従来のものと同一符号および番号は同一の構成部材を示すことから説明は省略する。上記トランソムフィン５の満載喫水線ＬＷＬの外側位置Ａと船体中心線ＣＬとの間の左右舷夫々に１枚および略船体中心線ＣＬ上に１枚を、上記トランソムフィン５の下面から下方に突出し、且つ上記トランソムフィンの前端より前方の船底２ｂ位置から後端に亘って設けられる整流板において、船長方向にＳ字型を連ね船深方向に変化のない二次元的な波型状に形成する波型状整流板９を左右舷夫々に１枚および、それと同様に形成する波型状整流板８を略船体中心線ＣＬ上に１枚、上記トランソムフィン５の下面に設けられている。The stern-end vortex mitigation device of the second embodiment of the present invention will be described below with reference to Fig. 7. Fig. 7 is a view taken along the line VI-VI in Fig. 5 showing the first embodiment. In Fig. 7, the hull 1 is configured symmetrically on the left and right sides with respect to the hull centerline CL, so only the port side from the hull centerline CL is shown and the starboard side is omitted. In the figure, the same symbols and numbers as those in the conventional device indicate the same components, so their explanations will be omitted. The transom fin 5 has one baffle plate on each of the port and starboard sides between the outer position A of the load waterline LWL of the transom fin 5 and the hull centerline CL, and one approximately on the hull centerline CL. The baffles protrude downward from the underside of the transom fin 5 and are provided from the bottom 2b position forward of the front end of the transom fin to the rear end. One corrugated baffle plate 9 is provided on each of the port and starboard sides, and is formed into a two-dimensional wave shape with a series of S-shapes in the longitudinal direction of the ship and no change in the depth direction of the ship. One corrugated baffle plate 8 is provided on the underside of the transom fin 5 approximately on the hull centerline CL.

その為に上述した通り本願の第２実施例によれば、船長方向にＳ字型を連ね船深方向に変化のない二次元的な波型状に形成する波型状整流板９を左右舷夫々に１枚および、それと同様形成の波型状整流板８を略船体中心線ＣＬ上に１枚、上記トランソムフィン５の下面に設ける船尾端渦緩和装置になした簡素な構成で、船体１が運航しているとき左右舷夫々の波型状整流板９および略船体中心線ＣＬ上の波型状整流板８の作用によって、後端板３後方の船体中心付近の水面近傍で発生される渦流が緩和される。その結果、従来の装置より船体抵抗減少されて推進性能が向上される。For this reason, according to the second embodiment of the present application, as described above, the stern end vortex mitigation device has a simple configuration in which one corrugated airfoil 9 on each of the port and starboard sides, which is formed in a two-dimensional wave shape with a series of S-shapes in the ship's length direction and no change in the ship's depth direction, and one corrugated airfoil 8 of a similar shape approximately on the ship's centerline CL, and is provided on the underside of the transom fin 5, and when the ship 1 is sailing, the action of the corrugated airfoils 9 on each of the port and starboard sides and the corrugated airfoil 8 on approximately the ship's centerline CL mitigates vortices generated near the water surface near the center of the ship behind the aft end plate 3. As a result, the ship's resistance is reduced compared to the conventional device, and the propulsion performance is improved.

第３実施例Third embodiment

以下、本願の第３実施例の船尾端渦緩和装置について図８に沿って説明する。但し、図８は第１実施例に示す図５におけるＶＩ―ＶＩ矢視図である。また図８については船体１は船体中心線ＣＬに対して左右舷対称に構成されていることから船体中心線ＣＬから左舷側のみ表示して右舷側は省略している。図中従来のものと同一符号および番号は同一の構成部材を示すことから説明は省略する。上記トランソムフィン５の満載喫水線ＬＷＬの外側位置Ａと船体中心線ＣＬとの間の左右舷夫々に１枚および略船体中心線ＣＬ上に１枚を、上記トランソムフィン５の下面から下方に突出し、且つ上記トランソムフィンの前端より前方の船底２ｂ位置から後端に亘って設けられる整流板において、船長方向に、くの字型を連ね船深方向に変化のない二次元的な角型状に形成する角型状整流板１１を左右舷夫々に１枚および、それと同様に形成する角型状整流板１０を略船体中心線ＣＬ上に１枚、上記トランソムフィン５の下面に設けられている。The third embodiment of the stern-end vortex mitigation device of the present invention will be described below with reference to Fig. 8. Fig. 8 is a view taken along the line VI-VI in Fig. 5 showing the first embodiment. In Fig. 8, the hull 1 is configured symmetrically on the left and right sides with respect to the hull centerline CL, so only the port side from the hull centerline CL is shown and the starboard side is omitted. In the figure, the same symbols and numbers as those in the conventional device indicate the same components, so their explanations will be omitted. The transom fin 5 has one baffle plate on each of the port and starboard sides between the outer position A of the load waterline LWL and the hull centerline CL, and one on approximately the hull centerline CL. The baffles protrude downward from the underside of the transom fin 5 and are provided from the bottom 2b position forward of the front end of the transom fin to the rear end. One angular baffle plate 11 is provided on each of the port and starboard sides and is formed into a two-dimensional angular shape with no change in the ship depth direction by connecting L-shaped shapes in the ship length direction, and one angular baffle plate 10 is provided approximately on the hull centerline CL, which is similarly formed, on the underside of the transom fin 5.

その為に上述した通り本願の第３実施例によれば船長方向に、くの字型を連ね船深方向に変化のない二次元的な角型状に形成する角型状整流板１１を左右舷夫々に１枚および、それと同様形成の角型状整流板１０を略船体中心線ＣＬ上に１枚、上記トランソムフィン５の下面に設ける船尾端渦緩和装置になした簡素な構成で、船体１が運航しているとき左右舷夫々の角型状整流板１１および略船体中心線ＣＬ上の角型状整流板１０の作用によって、後端板３後方の船体中心付近の水面近傍で発生される渦流が緩和される。その結果、従来の装置より船体抵抗減少されて推進性能が向上される。For this reason, according to the third embodiment of the present application, as described above, a stern end vortex mitigation device is provided on the underside of the transom fin 5 with one rectangular baffle 11 on each of the port and starboard sides, each of which is formed in a two-dimensional rectangular shape with a series of L-shaped lines extending in the ship's length direction and no change in the ship's depth direction, and one rectangular baffle 10 of a similar shape approximately on the ship's centerline CL, and this simple configuration mitigates vortices generated near the water surface near the center of the ship behind the aft end plate 3 when the ship 1 is sailing, due to the action of the rectangular baffle 11 on each of the port and starboard sides and the rectangular baffle 10 approximately on the ship's centerline CL. As a result, the ship's resistance is reduced compared to the conventional device, and the propulsion performance is improved.

第４実施例Fourth embodiment

横断面形状において船体１の後端板３の船底２ｂの形状は幅方向の外側に向けて上向きに傾斜して構成されているが、上向き傾斜角が大きくなるとき、又は船体１の船幅が広くなる場合においては上記トランソムフィン５の満載喫水線ＬＷＬの外側位置Ａと船体中心線ＣＬとの間に略等間隔で左右舷夫々に２枚以上の整流板を設けることが効果的であり、その場合について第４実施例として以下に本願の第４実施例の船尾端渦緩和装置について図９および図１０に沿って説明する。但し、図９は従来の図１におけるＩＩ―ＩＩ矢視図である。また図１０は図９におけるＸ―Ｘ矢視図である。また図９および図１０については船体１は船体中心線ＣＬに対し左右舷対称に構成されていることから船体中心線ＣＬから左舷側のみ表示して右舷側は省略している。図中従来のものと同一符号および番号は同一の構成部材を示すことから説明は省略する。上記トランソムフィン５の満載喫水線ＬＷＬの外側位置Ａと船体中心線ＣＬとの間に略等間隔で左右舷夫々に２枚および略船体中心線ＣＬ上に１枚設けられる整流板において、上記トランソムフィン５の下面から下方に突出し、且つ上記トランソムフィン５の前端より前方の船底２ｂ位置から上記トランソムフィン５の後端に亘って、船長方向にも船深方向にも変化のない平板状に形成する平板状整流板１３および平板状整流板１４を左右舷夫々に２枚を、それと同様に形成する平板状整流板１２を略船体中心線ＣＬ上に１枚を上記トランソムフィン５の下面に設けられている。尚、第４実施例においては上記の通り平板状に形成する平板状整流板１２、平板状整流板１３、および平板状整流板１４としているが、適宜第２実施例における船長方向にＳ字型を連ね船深方向に変化のない二次元的な波型状に形成する波型状整流板に、又は第３実施例における船長方向に、くの字型を連ね船深方向に変化のない二次元的な角型状に形成する角型状整流板とすることもある。In the cross-sectional shape, the shape of the bottom 2b of the rear end plate 3 of the hull 1 is configured to be inclined upward toward the outside in the width direction, but when the upward inclination angle becomes large or when the width of the hull 1 becomes wide, it is effective to provide two or more baffles on each of the port and starboard sides at approximately equal intervals between the outer position A of the load waterline LWL of the transom fin 5 and the hull centerline CL, and in this case, a stern end vortex mitigation device of the fourth embodiment of the present application will be described below with reference to Figures 9 and 10. However, Figure 9 is a conventional view taken along the line II-II in Figure 1. Also, Figure 10 is a view taken along the line X-X in Figure 9. Also, in Figures 9 and 10, since the hull 1 is configured symmetrically on the port and starboard sides with respect to the hull centerline CL, only the port side from the hull centerline CL is shown and the starboard side is omitted. In the figures, the same symbols and numbers as those of the conventional device indicate the same components, so their explanations will be omitted. The transom fin 5 has two flat air straightening plates on each of the port and starboard sides and one flat air straightening plate approximately on the hull centerline CL, which are provided approximately equally spaced between the outer position A of the load waterline LWL of the transom fin 5 and the hull centerline CL.The flat air straightening plates 13 and 14 protrude downward from the underside of the transom fin 5 and extend from the bottom 2b position forward of the front end of the transom fin 5 to the rear end of the transom fin 5, and are formed in a flat shape that does not change in the longitudinal or depth directions of the ship.Two flat air straightening plates 13 and 14 are provided on each of the port and starboard sides, and one flat air straightening plate 12 formed in a similar manner is provided approximately on the hull centerline CL on the underside of the transom fin 5. In the fourth embodiment, as described above, flat plate-shaped straightening plates 12, 13, and 14 are formed in a flat plate shape, but they may also be formed as appropriate into a wave-shaped straightening plate in the second embodiment, in which S-shapes are connected in the longitudinal direction of the ship to form a two-dimensional wave shape that does not change in the direction of the ship's depth, or into a square-shaped straightening plate in the third embodiment, in which L-shapes are connected in the longitudinal direction of the ship to form a two-dimensional square shape that does not change in the direction of the ship's depth.

その為、上述した通り本願の第４実施例によれば船長方向にも船深方向にも変化のない平板状に形成する平板状整流板１３および平板状整流板１４を左右舷夫々に２枚設置および、それと同様形成の平板状整流板１２を略船体中心線ＣＬ上に１枚を上記トランソムフィンの下面に設ける船尾端渦緩和装置になした簡素な構成で、後端板３の船底２ｂの幅方向の外側に向けて上向き傾斜が大きくなった場合や船体１の船幅が広くなった場合においても船体１が運航しているとき左右舷夫々の平板状整流板１３および平板状整流板１４および略船体中心線ＣＬ上の平板状整流板１２作用によって、後端板３後方の船体中心付近の水面近傍で発生される渦流が緩和される。その結果、従来の装置より船体抵抗減少されて推進性能が向上される。Therefore, as described above, according to the fourth embodiment of the present application, the stern end vortex mitigation device has a simple configuration in which two flat-plate-shaped flow plates 13 and 14 formed in a flat shape with no change in the ship length direction or ship depth direction are installed on each of the port and starboard sides, and one flat-plate-shaped flow plate 12 of a similar shape is installed on the underside of the transom fin approximately on the ship center line CL, and even if the upward inclination toward the outside in the width direction of the bottom 2b of the rear end plate 3 becomes large or the width of the hull 1 becomes wide, the vortex generated near the water surface near the center of the hull behind the rear end plate 3 is mitigated by the action of the flat-plate-shaped flow plates 13 and 14 on each of the port and starboard sides and the flat-plate-shaped flow plate 12 on approximately the ship center line CL when the hull 1 is sailing. As a result, the hull resistance is reduced compared to the conventional device, and the propulsion performance is improved.

船体中心線上の船尾部の縦断面図で、図２のＩ―Ｉ断面矢視図である。FIG. 3 is a longitudinal cross-sectional view of the stern portion on the centerline of the hull, taken along the line II in FIG. 2 . 図１におけるＩＩ―ＩＩ矢視図である。FIG. 2 is a view taken along the line II-II in FIG. 図２におけるＩＩＩ―ＩＩＩ矢視図である。3 is a view taken along the line III-III in FIG. 2. 船体中心線上の船尾部の縦断面図である。This is a longitudinal cross-sectional view of the stern on the centerline of the hull. 図４におけるＶ―Ｖ矢視図である。5 is a view taken along the line VV in FIG. 4 . 図５におけるＶＩ―ＶＩ矢視図である。6 is a view taken along the line VI-VI in FIG. 5 . 図５におけるＶＩ―ＶＩ矢視図である。6 is a view taken along the line VI-VI in FIG. 5 . 図５におけるＶＩ―ＶＩ矢視図である。6 is a view taken along the line VI-VI in FIG. 5 . 図４におけるＶ―Ｖ矢視図である。5 is a view taken along the line VV in FIG. 4 . 図９におけるＸ―Ｘ矢視図である。10 is a view taken along the line XX in FIG. 9 .

１ 船体
２ａ 船底
２ｂ 船底
３ 後端板
４ 船体中心線ＣＬ上での後端板の下端
５ トランソムフィン
６ 平板状整流板
７ 平板状整流板
８ 波型状整流板
９ 波型状整流板
１０ 角型状整流板
１１ 角型状整流板
１２ 平板状整流板
１３ 平板状整流板
１４ 平板状整流板
ＡＰ 船尾垂線
ＣＬ 船体中心線
ＬＷＬ 満載喫水線1 Hull 2a Ship bottom 2b Ship bottom 3 Aft end plate 4 Lower end of aft end plate on hull centerline CL 5 Transom fin 6 Flat air straightener 7 Flat air straightener 8 Wave-shaped air straightener 9 Wave-shaped air straightener 10 Square air straightener 11 Square air straightener 12 Flat air straightener 13 Flat air straightener 14 Flat air straightener AP Stern perpendicular CL Hull centerline LWL Load waterline

Claims (1)

船体を構成する後端板の船底で満載喫水線より上方域から船体中心線に亘って、該後端板の船底位置から後方に突出する平板構成のトランソムフィンを設け、該トランソムフィンは船体中心線上の船長方向の船底傾斜に対して任意の下向き角度を以って設けられた船尾端渦緩和装置において、上記トランソムフィンの満載喫水線の外側位置と船体中心線との間の左右舷夫々に１枚以上、および船体中心線上に１枚を、上記トランソムフィンの下面から下方に突出し、且つ上記トランソムフィンの前端より前方の船底から後端に亘って整流板を設け、上記整流板が船長方向にも船深方向にも変化のない平板状整流板、船長方向にＳ字型を連ね船深方向に変化のない波型状整流板、又は船長方向にくの字型を連ね船深方向に変化のない角型状の形成する角型状整流板であることを特徴とする船尾端渦緩和装置。 1. A stern end vortex mitigation device comprising a transom fin having a flat configuration that protrudes rearward from the bottom position of the aft end plate at the bottom of the hull, from above the load waterline to the hull centerline, and the transom fin is arranged at an arbitrary downward angle with respect to the inclination of the bottom in the longitudinal direction on the hull centerline, characterized in that at least one transom fin is provided on each of the left and right sides between the outer position of the load waterline of the transom fin and the hull centerline, and one on the hull centerline, the transom fin protruding downward from the underside of the transom fin and providing a straightening plate from the bottom of the hull forward of the forward end of the transom fin to the aft end, the straightening plate being a flat straightening plate that does not change in either the longitudinal direction or the depth direction of the ship, a wave-shaped straightening plate that forms an S-shape in the longitudinal direction and does not change in the depth direction of the ship, or a rectangular straightening plate that forms an L-shape in the longitudinal direction and does not change in the depth direction of the ship .
JP2020132699A 2019-08-01 2020-07-10 A transom fin with baffle plate for vortex mitigation at the stern end. Active JP7514419B2 (en)

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012025363A (en) 2010-07-21 2012-02-09 Yamakawa Zosen Tekko Kk Stern end vortex mitigation device
CN207328741U (en) 2017-08-23 2018-05-08 广州发展瑞华新能源电动船有限公司 A kind of kiloton bulk freighter ship type

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012025363A (en) 2010-07-21 2012-02-09 Yamakawa Zosen Tekko Kk Stern end vortex mitigation device
CN207328741U (en) 2017-08-23 2018-05-08 广州发展瑞华新能源电动船有限公司 A kind of kiloton bulk freighter ship type

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