201210895 六、發明說明： 【發明所屬之技術領域】 本發明係關於一種使用螺旋槳之船舶之推進裝置及具備 此裝置之船舶，更詳細而言，本發明係關於—種於安裝3 旋樂之轂之轂帽設置鰭片來提升螺旋樂之推進性能“舶 之推進裝置及具備此裝置之船舶。 【先前技術】 大多數船舶係使用螺旋槳作為其推進器，提升其 率等螺旋⑽性，對於耗油量增大而言有較大影響。因^， 目前正在進行螺旋槳之翼數、翼之形狀、展開面積、' 偏斜角等與螺旋樂之翼 狀。 九並已開發出各種翼形 了 =該專利特公平7_121716號公報中所記載，為 流轉片特性俄’開發出如圖15〜圖18所示之帶有整 附近，減，該t有整流則之穀帽5係於螺槳轂2之 率者。〜凌禁轂帽5之尾流之穀渦，藉此提高推進器效 之==5整之穀帽5中，使安裝於轂帽5之鰭片6 15 ^ ^ 對於螺旋槳葉3之祀，如圖18所示，韓片6之角度_ 根敎幾何學的間距角ε，係具有(_2〇。 099130614 —4。。)之關係。關於則6之長度方向，㈣片 201210895 6之前緣設定為與螺旋槳葉3之根部之後緣在螺旋槳前後方 向上位置相同、或者較該後緣位於更靠後方(b^〇)。又，將 其設置於鄰接之螺旋槳葉3之根部之間隙的位置（a>0)。進 而，如圖16及圖17所示’自籍片6之轂帽5本體之軸線起 的最大直徑(2r)大於轂2之轂帽安裝端部2a之直徑Dba，且 將該此直徑(2r)設定為螺旋槳直徑(2R)之33%以下。 該帶有整流鰭片之轂帽5之作用效果可考慮如下。整流鰭 片本身不產生推力’而可發揮減少轂帽之尾流之轂渦產生之 整流板之作用。藉由該整流作用’轂帽尾流之轂渦將進行擴 散，可減少螺旋槳翼面上之旋渦所產生之誘導阻力。其結 果，不必增大扭矩即可大幅提升螺旋槳特性(推進器效率）。 又，例如，如日本專利第3491890號公報中所記載般，提 出有於具有如該整流鰭片等消除來自螺旋槳轂之旋渦之轂 渦消除裝置之船舶的螺旋槳中’以使轂渦消除褽置充分徹底 地發揮其功能來提高螺旋槳之總體之效率，同時於強度方面 亦獲得有利性為目的’使螺旋槳之翼根部之間距或曲度大於 螺旋槳之中間部之間距或曲度。 又，例如，如曰本專利實開平5-7599號公報與曰本專利 實公平7-34795號公報中所記載般，提出有如下之帶有鰭片 之螺槳轂，即不於轂帽設置鰭片，而於嫘槳轂之螺旋槳之槳 葉下游，在除轂帽以外之轂部之側周面設置數量與槳葉相同 的多片整流鰭片。 099130614 201210895 另一方面，本發明者等人考慮是否可藉由使用帶有整流鰭 片之轂帽之船舶的推進裝置之鰭片形狀進而提升推進器效 率，而使用根據各種構思設計而成之鰭片形狀來進行水槽實 驗。其結果，開發出可進而提升推進器效率之使用如下之螺 旋槳的船舶之推進裝置及具備此裝置之船舶。 [先前技術文獻] [專利文獻] 專利文獻1:日本專利特公平7-121716號公報 專利文獻2:日本專利第3491890號公報 專利文獻3:日本專利實開平5-7599號公報 專利文獻4:日本專利實公平7-34795號公報 【發明内容】 (發明所欲解決之問題） 本發明之目的在於提供一種由使用帶有鰭片之螺旋槳轂 帽之螺旋槳所形成的船舶之推進裝置及具備此裝置之船 舶，與先前技術之鰭片形狀之使用帶有鰭片之螺旋槳轂帽的 船舶之推進裝置及具備此裝置之船舶相比，可提高工作性， 且實現輕量化。 (解決問題之手段） 用於達成上述目的之船舶之推進裝置，係於安裝在螺旋槳 之螺槳轂後側之螺旋槳轂帽設置鰭片，同時將該鰭片配置於 螺旋槳翼之間之後方者；其將上述螺旋槳轂帽之前端部直徑 099130614 5 201210895 作為基準直徑，使上述鰭片之後半部分形狀形成為可收納於 將以下兩個圓作為底部之圓錐台内部，上述兩個圓係指於上 述鰭片之根部之前端與後端的中央位置處將直徑設定為上 述基準直徑之2.0倍，更佳係設定為1.8倍，並以螺旋槳旋 轉中心為中心之圓，及於上述鰭片之最後端位置處將直徑設 定為上述基準直徑之1.5倍，更佳係設定為1.3倍，並以螺 旋槳旋轉中心為中心之圓。 再者，該「於中央位置」係指「於包括該中央位置，且與 連結鰭片之根部之前端與根部之後端的線段垂直之鰭片平 面内」。又，「於最後端位置」係指「於包括該最後端位置， 且與連結鰭片之根部之前端與根部之後端的線段垂直之鰭 片平面内」。 或者，用於達成上述目的之船舶之推進裝置以如下方式形 成，即於上述之船舶之推進裝置中，於螺旋槳之螺槳轂之螺 旋槳翼後方部分設置上述鰭片來代替於上述螺旋槳轂帽設 置上述鰭片，同時將上述基準直徑作為上述螺槳轂中螺旋槳 翼之後端根部之直徑。 又，於上述船舶之推進裝置中，將上述鰭片之前半部分形 狀設為：自上述鰭片之根部之前端至最前端為止的連結根部 之前端與後端方向之距離設為上述基準直徑之0.0倍〜0.3 倍，通過上述鰭片最外側部分之圓之直徑為上述基準直徑之 1.0倍〜2.5倍，更佳係設定為1.0倍〜2.3倍，於上述鰭片 099130614 6 201210895 之上述中央位置處，通過上述錯片最外側部分之圓之直徑為 上述基準直徑之1.0倍〜2.0倍，更佳係設定為1.0倍〜1.8 倍。 先前技術鰭片係以使其前半部分與後半部分相對於中央 呈大致對稱之形狀而形成。但是，於較螺旋槳翼更靠後方 處，水流將急速地縮流，因此如上述於鰭片之後半部分’切 除鰭片之後緣側的形狀可一面維持對於螺旋槳後方縮流之 鰭片效果，一面使鰭片之阻力變少。因此，與先前技術之鰭 片形狀相比，工作可更容易且可進而降低製造成本’又’可 進而輕量化。與此同時，可有效提升推進器效率。根據水槽 實驗等可知該等情況，故設定為該形狀。進而，藉由數值流 體力學計算(CFD(Computational Fluid Dynamics)計算）來分 析鰭片表面之水流，結果可知鰭片之外周後緣侧成為阻力， 若切除該部分’則推進器效率將得以提升。 又，用於達成上述目的之船舶係具備上述船舶之推進裝置 而構成。藉此，可提供一種與具備先前技術帶有鰭片之使用 鰭片形狀的船舶推钱置之船舶相比，具備可提高工作性， 且可實現輕量化之船舶之推進裝置的船舶。 (發明效杲） 根據本發明船舶之推钱置，於由使用帶有㈣之螺旋梁 轂帽之螺旋槳所形成的推進裝置中，係將鰭片之形狀設定為 於後半部切除後緣側而成之形狀，藉此可—面維持對於螺旋 099130614 201210895 槳後方縮流之鰭片欵果一 器效率。Μ㈣，_日;' 減少11片之阻力，並增加推進 較小，因此‘"之卫^之韓片與先前技術之縛片相比係 現輕量化。 變得容易，又，由於變得較小故可實 又’根據具備本發明 推進器致率較高之^ 進裝置之船舶’由於係使用 提升。 ’白之推進裴置，因此可達到推進效率之 徒升。於航運時間達到小叙么 φ , 丁致年以上且消耗大量燃料之船舶 甲右5亥推進效率略微楹林a, 由^升，則可節約非常多之燃料。又， 由於推進裝置經略微地 進軸之支持構、止软 輊里化，因此可相應地使推進軸及推 【實施方式】 、多照圖式相本發明船舶之推進裝置及具備此裝置 身。舶之實知形態。此處’以將配置於螺旋槳翼後方之鰭片 -置在螺;k槳靱巾目之例來進行說明，但本發明亦可適用於將 縛片設置在賴穀之螺旋_之後方部分情形。於設置在該 螺紅槳翼之後方部分之情形時，則將基準直徑作為螺紫轂中 之螺旋槳翼之後端根部之直徑。 再者’為便於理解，圖卜圖2〇係改變螺紫穀、螺旋槳 翼、螺旋_帽、.鰭>|等之形狀或尺寸來加以表示 ，該等形 狀或尺寸係與實際不同。又，於圖3〜圖14、圖15〜圖20 中’為了便於觀看，根據製圖或說明之情況，將看上去理所 當然之螺旋槳翼或鰭片予以省略來表示。 099130614 201210895 如圖1〜II 14所*，本發明實施形態之船舶之推進裳置 ΙΑ IB、1C、ID、1E(以下，記做1A〜1E)係由如下之螺旋 麟成：職(螺旋槳轂)2、絲於該螺錄2之螺旋樂 翼3、連接於職穀2後端之螺旋槳轂帽(螺旋槳穀帽)从、 及設置於該螺旋樂轂帽5A之轉片6Α、6β、6c、奶、呵以 下’記做6A〜6E)。 螺旋槳轂帽5A係由將螺旋槳旋轉抽pc作為旋轉轴之旋 轉體所形成，且由端面而形成該螺旋槳轂帽5A之後端部 5a。該旋轉體係由平滑之曲線或直線形成旋轉體之母線，同 時以朝向後方而前端變細之形狀形成。 此處，將螺旋槳穀帽5A之前端部直徑Dcf作為基準直徑201210895 VI. Description of the Invention: [Technical Field] The present invention relates to a propulsion device for a ship using a propeller and a ship having the same, and more particularly, the present invention relates to a hub for mounting 3 The hub cap is provided with fins to enhance the propulsion performance of the spiral. "The propulsion device of the ship and the ship with the device. [Prior Art] Most ships use the propeller as their propeller to increase the rate and other spiral (10). The increase in oil volume has a large impact. Because ^, the number of wings of the propeller, the shape of the wing, the area of the wing, the angle of the skew, and the wing shape of the spiral are currently being carried out. Jiuhe has developed various wing shapes. In the Japanese Patent Publication No. 7-121716, it is developed that the flow-strip characteristic is developed as shown in Fig. 15 to Fig. 18, and the valley cap 5 is rectified. 2 rate of the person. ~ Ling ban the cap of the cap 5 of the flow of the valley vortex, thereby improving the propeller effect == 5 whole valley cap 5, so that the fins mounted on the hub cap 5 15 ^ ^ for the propeller Leaf 3, as shown in Figure 18, Korean film 6 Angle _ root geometry geometry pitch angle ε, which has a relationship of (_2〇. 099130614 —4.). Regarding the length direction of 6 , the front edge of (4) piece 201210895 6 is set to be the trailing edge with the root of the propeller blade 3 The position of the propeller in the front-rear direction is the same, or is located further rearward than the trailing edge (b^〇). Further, it is placed at a position (a > 0) of the gap between the root portions of the adjacent propeller blades 3. Further, as shown in Fig. 16 And the maximum diameter (2r) from the axis of the body cap 5 of the self-made sheet 6 is larger than the diameter Dba of the hub cap mounting end portion 2a of the hub 2, and the diameter (2r) is set to the propeller diameter. 33% or less of (2R). The effect of the hub cap 5 with the rectifying fins can be considered as follows: the rectifying fin itself does not generate a thrust, and the rectifying plate which reduces the generation of the hub vortex of the hub cap can be utilized. By this rectification, the hub vortex of the hub cap will diffuse, which can reduce the induced drag generated by the vortex on the propeller airfoil. As a result, the propeller characteristics can be greatly improved without increasing the torque (propeller efficiency). Also, for example, as Japanese Patent No. 349189 In the propeller having a hub vortex eliminating device that eliminates a vortex from the propeller hub, such as the rectifying fin, it is proposed to improve the function of the hub vortex elimination device sufficiently and thoroughly. The overall efficiency of the propeller, and at the same time the advantage of the strength is also obtained for the purpose of 'the distance or curvature between the roots of the propellers is greater than the distance or curvature between the middle portions of the propellers. Also, for example, as in this patent, the actual opening of the patent 5- As described in the Japanese Patent Publication No. 7-34795, the following propeller hub with fins is proposed, that is, a fin that is not provided with a hub cap, but a propeller paddle of a hub Downstream of the blade, a plurality of fin fins having the same number as the blades are provided on the side peripheral surface of the hub other than the hub cap. 099130614 201210895 On the other hand, the present inventors have considered whether the fin shape can be improved by using the fin shape of the propulsion device of the ship with the rectifying fin cap, and the fins designed according to various concepts are used. The shape of the sheet is used for the sink experiment. As a result, a ship propulsion device using the following propellers, which can further improve the efficiency of the propeller, and a ship equipped with the same have been developed. [Prior Art Document] [Patent Document] Patent Document 1: Japanese Patent Publication No. 7-121716 Patent Document 2: Japanese Patent No. 3491890 Patent Document 3: Japanese Patent Publication No. Hei 5-7599 No. Patent Document 4: Japan [Patent Document 7-34795] SUMMARY OF THE INVENTION [Problem to be Solved by the Invention] An object of the present invention is to provide a propulsion device for a ship formed by using a propeller having a fin-shaped propeller hub cap and having the same The ship can improve the workability and reduce the weight as compared with the propulsion device of the ship using the fin-shaped propeller hub cap of the prior art fin shape and the ship equipped with the same. (Means for Solving the Problem) The propulsion device for a ship for achieving the above purpose is to provide fins on a propeller hub cap mounted on the rear side of the propeller hub of the propeller, and to arrange the fins between the propeller blades. The diameter of the front end of the propeller hub cap is 099130614 5 201210895 as a reference diameter, and the shape of the rear half of the fin is formed so as to be accommodated in the inside of a truncated cone having the following two circles as the bottom, the two circles are referred to The center of the front end and the rear end of the fin has a diameter set to 2.0 times the reference diameter, more preferably 1.8 times, and a circle centered on the center of rotation of the propeller, and the last end of the fin The position is set to 1.5 times the diameter of the above reference diameter, more preferably 1.3 times, and is centered on the center of rotation of the propeller. Further, the "in the center position" means "in the plane of the fin including the center position and perpendicular to the line segment connecting the front end of the root portion of the fin to the rear end of the root portion". Further, "at the rear end position" means "in the plane of the fin including the rear end position and perpendicular to the line segment connecting the front end of the root portion of the fin to the rear end of the root portion". Alternatively, the propulsion device of the ship for achieving the above object is formed in such a manner that in the propulsion device of the above-mentioned ship, the fin is disposed at a rear portion of the propeller blade of the propeller hub of the propeller instead of the propeller hub cap. The fins simultaneously have the reference diameter as the diameter of the root end of the propeller blade in the screw hub. Further, in the propulsion device for a ship, the shape of the front half of the fin is such that a distance from a front end to a front end of the root portion of the fin to a front end is a reference diameter 0.0 times to 0.3 times, the diameter of the circle passing through the outermost portion of the fin is 1.0 to 2.5 times the reference diameter, and more preferably 1.0 to 2.3 times, in the above-mentioned central position of the fin 099130614 6 201210895 The diameter of the circle passing through the outermost portion of the erroneous sheet is 1.0 to 2.0 times the reference diameter, and more preferably 1.0 to 1.8 times. Prior art fins are formed with their front and rear halves in a generally symmetrical shape relative to the center. However, at the rear of the propeller blade, the water flow will rapidly shrink. Therefore, the shape of the trailing edge side of the fin after the second half of the fin can maintain the fin effect on the rear of the propeller. Reduce the resistance of the fins. Therefore, the work can be made easier and the manufacturing cost can be further reduced as compared with the shape of the fin of the prior art, and can be further reduced in weight. At the same time, the efficiency of the propeller can be effectively improved. This shape is known from the sink test and the like, and is set to this shape. Further, by analyzing the water flow on the surface of the fin by numerical fluid dynamics calculation (CFD (Computational Fluid Dynamics) calculation), it is found that the outer peripheral edge side of the fin becomes a resistance, and if the portion is cut, the thrust efficiency is improved. Further, the ship for achieving the above object is constituted by the propulsion device of the above-described ship. As a result, it is possible to provide a ship having a propulsion device for a ship that can improve workability and can be lighter than a ship having a fin-shaped ship with a fin shape. (Effect of the Invention) According to the pusher of the ship of the present invention, in the propulsion device formed by using the propeller having the spiral beam hub cap of (4), the shape of the fin is set to the rear edge side of the second half. In the shape of the fin, it can maintain the efficiency of the fins for the back of the spiral 099130614 201210895. Μ (4), _ 日; 'Reducing the resistance of 11 pieces, and increasing the promotion is smaller, so the ‘" 卫^^ Korean film is lighter than the prior art. It is easy to make it, and it is sturdy and it is based on the use of the ship having the higher rate of the propeller of the present invention. ‘White’s propulsion, so it can achieve a boost in efficiency. In the shipping time to reach the small Syrian φ, Ding Zhinian and the ship that consumes a lot of fuel A right 5 Hai propulsion efficiency slightly slightly a forest, from ^ rise, it can save a lot of fuel. Further, since the propulsion device is slightly supported by the support shaft and softened, the propulsion shaft and the propulsion device of the present invention can be correspondingly provided, and the propulsion device of the invention can be equipped with the same. The actual form of the ship. Here, the description will be made by arranging the fins disposed behind the propeller blades in the form of a screw, but the present invention is also applicable to the case where the tabs are disposed in the rear portion of the spiral. In the case of the rear portion of the spiral red blade, the reference diameter is taken as the diameter of the root of the rear end of the propeller blade in the spiral hub. Further, in order to facilitate understanding, Fig. 2 shows the shape or size of the snail valley, the propeller wing, the screw _cap, the fin, and the like, which are different from the actual ones. Further, in Fig. 3 to Fig. 14 and Fig. 15 to Fig. 20, in order to facilitate the viewing, the propeller blades or fins which are apparently omitted will be omitted in accordance with the drawings or the description. 099130614 201210895 As shown in Figures 1 to II, the propulsion of the ship according to the embodiment of the present invention IB IB, 1C, ID, 1E (hereinafter, referred to as 1A to 1E) is the following spiral: (the propeller hub) 2) a spiral wing 3 of the threaded record 2, a propeller hub cap (propeller valley cap) connected to the rear end of the valley 2, and a rotor 6Α, 6β, 6c disposed on the spiral hub cap 5A , milk, huh, 'remember to do 6A~6E). The propeller hub cap 5A is formed by a rotary body that rotates a propeller as a rotating shaft, and an end portion 5a of the propeller hub cap 5A is formed by an end surface. This rotation system is formed by a smooth curve or a straight line forming a bus bar of a rotating body, and is formed in a shape that is tapered toward the rear and the front end. Here, the front end diameter Dcf of the propeller valley cap 5A is taken as the reference diameter.
Ds °與此同時’較佳為將該螺旋槳穀帽5A之全長[ο設定 為基準直徑Ds之0.28倍〜㈣倍。又，較佳為將該螺^紫 轂帽5A之後端部5a之直徑Dca設定為基準直徑以之〇 35 倍〜0.95倍。再者，該前端部5f之直徑Μ係相當於螺旋 槳轂帽5 A之凸緣直獲。 如圖3所示，於將形成螺旋槳穀帽5A之外周面5b之旋 轉體之母線設為直_情形時，螺旋餘帽5A之形狀將成 為圓錐台’而非常易於製造。又，雖絲圖示，但於將旋轉 體之母線設為平滑之曲_情形時，則亦形成為自前方朝向 後方而平滑地前端變細之形狀，較佳為於使螺旋雜帽认 之後端部形狀垂直於螺旋槳旋轉軸Pc的剖面中’將自圓 099130614 9 201210895 錐台形狀之偏差設定為螺旋槳轂帽5 A全長L c之2 0 %以内。 又，螺旋槳轂帽5Α之前端部5f之端面因接合於螺槳轂2 之後端面2a的關係而形成平面形狀。另一方面，螺旋槳轂 帽5A之後端部5a之端面就工作上之觀點而言，如圖3所 示較佳為以平面形成，但亦可以接近平面之圓錐或旋轉體等 而形成。於此情形時，亦以如下方式構成後端部5a之形狀， 即，使邊緣部與中心部之前後方向之距離收斂在螺旋槳轂帽 5A全長Lc之20%範圍内。 鰭片6A〜6E係設置於在螺旋槳1A〜1E之螺槳轂2後側 所安裝之螺旋槳轂帽5A，同時該鰭片6A〜6E係配置於螺 旋槳翼3之間之後方。即，當於螺旋槳軸Pc之後方向進行 觀看時，鰭片6A〜6E之根部之前端6f係配置於螺旋槳翼3 之根部之後端彼此間。又，當自側面進行觀看時，鰭片6A 〜6E之根部之前端6f係配置於較螺旋槳3之根部後端更靠 後方處。該鰭片6A〜6E可具有正負之曲度而形成，但就工 作上之簡便性與製作成本之削減方面而言，較佳為平板形 狀。又，該鰭片6A〜6E亦可具有正負之斜角而安裝。 而且，於本發明中，如自船體之側面所觀看之圖4與圖5、 及使螺旋槳轂帽5A與鰭片6A〜6E圍繞螺旋槳旋轉軸旋轉 時之圖6所示，該鰭片6A〜6E之形狀係設為如下方式。再 者，於圖4中，為了與實施形態之鰭片6A〜6E進行比較， 而以細線表示先前技術之鰭片6之大致前後對稱形狀。簡言 099130614 10 201210895 之，如本發明中圖4所示之鰭片6A等般，係減少先前技術 之鰭片6之後半部分鰭片面積（斜線部分）。 關於鰭片6A〜6E之前半部分之形狀，如圖6〜圖14所 示，關於鰭片6A〜6E之長度方向，即連結鰭片6A〜6E之 根部之前端6f與後端6a的線段方向，係將自鰭片6A〜6E 之根部之前端6f至鰭片6A〜6E之最前端為止的距離Lf設 定為基準直徑Ds(=Dcf)之0.0倍〜0.3倍。即，將該距離 Lf之最大值Lfmax設定為0.3xDs。 又，關於鰭片6A〜6E之高度方向（垂直於螺旋槳旋轉軸 Pc之方向），則如圖6所示，將通過鰭片6A〜6E最外側部 分之第1圓C1之直徑D1設定為基準直徑Ds之1.0倍〜2.5 倍，更佳為設定為1.0倍〜2.3倍，於鰭片6A〜6E之根部 之前端6f與後端6a之中央位置Xm，將通過鰭片6A〜6E 最外側部分之第2圓C2之直徑D2設定為基準直徑Ds之 1.0倍〜2.0倍，更佳為1.0倍〜1.8倍。 又，關於鰭片6A〜6E之後半部分之形狀，則如圖5及圖 6所示，該形狀係形成可收納於將如下之第3圓C3與第4 圓C4作為底部之圓錐台内部，上述第3圓C3係於鰭片6A 〜6E之根部之前端6f與根部之後端6a之中央位置Xm中， 將直徑D3設定為基準直徑Ds之2.0倍，更佳為1.8倍者， 上述第4圓C4係於鰭片6A〜6E之最後端位置Xe中，將 直徑D4設定為基準直徑Ds之1.5倍，更佳為1.3倍者。 099130614 11 201210895 再者，該「於中央位置Xm」係指「於包括該中央位置 Xm，且垂直於連結鰭片6A〜6E之根部之前端6f與根部之 後端6a而成線段之鰭片平面内」。又，「於最後端位置Xe」 係指「於包括該最後端位置Xe，且垂直於連結鰭片6A〜6E 之根部之前端6f與根部之後端6a而成線段之鰭片平面内」。 關於鰭片6A〜6E之長度，由於必須將鰭片6A〜6E之根 部之前端6f與後端6a配置於螺旋槳轂帽5A，因而由於與 相對於螺旋槳轂帽5A之旋轉中心線之鰭片6A〜6E安裝角 度之關係，該長度將自然地受到限制。例如，將鰭片6A〜 6E之前緣設定為與螺旋槳翼3之根部之後緣在螺旋槳2之 前後方向位置相同、或者較該後緣位於更靠後方處。 又，如圖18所示，關於鰭片6A〜6E之安裝角度α，與 先前技術同樣地，係以相對於螺旋槳3之根部之幾何學間距 角ε，具有（-20°$ α — ε €+30°)之關係的方式來進行安 裝。又，鰭片6Α〜6Ε係設置於鄰接之螺旋槳翼3之根部之 間隙位置。作為鰭片6Α〜6Ε之安裝角度，可與先前技術之 帶有鰭片之螺旋槳轂帽5同樣地，附加如圖19與圖20所示 之斜角γ。圖20係表示以鰭片6Α〜6Ε之斜角γ為〇度來 安裝情形與以正角度(+r)或負角度(-r)來安裝情形之圖。 受到上述限定之該鰭片6A〜6E之形狀範圍係鰭片6A〜 6E後半部分收納於如圖5〜圖14所示之斜線部内之形狀。 圖5及圖6所示之鰭片6A具有如下之特徵，即最前端之 099130614 12 201210895 突出量Lf大於零，前端之位置Xs較根部之前端6f更向前 稍許突出，又，最後端之位置Xe與根部之後端6a位於相 同位置。圖5係自船體之側面方向觀看鰭片6A之模式圖， 圖6係表示使螺旋槳轂帽5A與鰭片6A圍繞螺旋槳旋轉軸 旋轉時之模式性橫向投影圖。線Lxm表示於籍片6A之根部 之前端6f與後端6a的中央位置Xm處與根部之線垂直之鰭 片平面内之線。 圖7及圖8所示之鰭片6B具有如下之特徵，即最外側部 分較根部之前端6f更向前突出許多，又，最後端之位置Xe 與根部之後端6a位於相同位置。圖7係自船體之側面方向 觀看鰭片6B之模式圖，圖8係表示使螺旋槳轂帽5A與鰭 片6B圍繞螺旋槳旋轉軸旋轉時之模式性之橫向投影圖。 圖9及圖10所示之鰭片6C具有如下之特徵，即最外側 部分較根部之前端6f更向前稍許突出，又，最後端之位置 Xe較根部之後端6a位於更靠後側處。圖9係自船體之側面 方向觀看鰭片6C之模式圖，圖10係表示使螺旋槳轂帽5A 與鰭片6C圍繞螺旋槳旋轉軸旋轉時之模式性之橫向投影 圖。 圖11及圖12所示之鰭片6D具有如下之特徵，即最前端 之突出量Lf為零，前端之位置Xs與根部之前端6f位於相 同位置，又，最後端之位置Xe較根部之後端6a位於更靠 後側處。圖11係自船體之側面方向觀看鰭片6D之模式圖， 099130614 13 201210895 圖12係表示使螺旋槳轂帽5A與鰭片6D圍繞螺旋槳旋轉軸 旋轉時之模式性之橫向投影圖。 圖13及圖14所示之鰭片6E具有如下之特徵，即最前端 之突出量Lf為零，前端之位置Xs與根部之前端6f位於相 同位置，又，最後端之突出量Le為零，後端之位置Xe與 根部之後端6a位於相同位置。圖13係自船體之側面方向觀 看鰭片6E之模式圖，圖14係表示使螺旋槳轂帽5A與鰭片 6E圍繞螺旋槳旋轉軸旋轉時之模式性之橫向投影圖。 又，關於鰭片6A〜6E之厚度方向，形成平板且均勻之厚 度雖更可使工作變得容易，但於以略微提升性能為目標之情 形時，則形成為翼形狀。又，亦可彎曲平板來設置曲度、或 者藉由翼形狀來設置曲度，於設置該曲度之情形時，較佳為 考慮與螺旋槳轂帽5形狀之關係，而於鰭片6A〜6E之根部 中，在與螺旋槳翼3之曲度不同之方向設置曲度，以產生與 螺旋槳3所產生之扭矩Qp呈相反方向之扭矩Qf。 根據上述船舶之推進裝置1A〜1E，係將鰭片6A〜6E之 形狀設定為於後半部切除後緣側之形狀，藉此一面維持對於 螺旋槳後方縮流之鰭片效果，一面減少鰭片6 A〜6E之阻 力，增加推進器效率。與此同時，鰭片6A〜6E與先前技術 之韓片相比係較小，因此鰭片6A〜6E之工作將較容易，又， 可因變小之部分而實現輕量化。 又，本發明亦可適用於將鰭片設置在螺槳轂之螺旋槳翼後 099130614 14 201210895 方部分之情形。於設置在該螺旋槳翼之後方部分之情形時， 係將基準直徑作為螺槳轂中螺旋槳翼之後端根部之直徑。於 將縛片6A〜6E安裝於轂帽5之情形時，由於穀帽係設置於 螺旋槳後方之物理限制，而賴片6之前躲定為與螺旋槳 翼3之根部之後緣在螺旋槳之前後方向位置相同、或者較該 後緣位於更靠後方處(似），但於將韓片6設置在螺紫穀2 之螺旋槳翼3後方之情形時，亦可將鰭片6之前端配置於螺 旋紫翼間。於此情形時’b可為負，較佳為_〇5xDcf<b<〇 即可。藉由如此設可使螺⑽支之長度略微變短而達到輕 量化。 本發明具備船舶之推進裝置之船舶係具備上述船舶之推 進裝置1A〜1E而構成。根據該船舶，由於使用上述船舶之 推進裝置1A〜1E，因此可達到推進效率之提升。又，由於 推進裝置以〜難略微地輕量化，因此可相應地使推進軸 及推進轴之支持構造輕量化。 (產業上之可利用性） 本發明船舶之推進裝置係將.讀片之形狀設定為於後半部 面維持對於螺旋槳後方縮流之鰭 切除後緣側之形狀，藉此一 以增加推進器效率，同時與 因此鰭片之工作變得容易， 故可用於船舶之推進裝置。 置的船舶可謀求推進效率之 片效果’一面減少鰭片之阻力， 先前技術之鰭片相比係較小， 又’可因變小而可實現輕量化， 又’具備本發明船舶之推進| 099130614 15 201210895 提升並可節約耗油量’同時可藉由推進裝置之輕量化而使推 進軸及推進軸之支持構造輕量化，因此可用於大多數船舶。 【圖式簡單說明】 圖1係表示自船舶後方觀看到之本發明實施形態之船舶 之推進裝置構成之圖。 圖2係圖1船舶之推進裝置之侧視圖。 圖3係螺旋槳轂帽之側視圖。 圖4係表示鰭片之外形範圍之圖。 圖5係表示本發明實施形態船舶之推進裝置之鰭片第i 形狀之圖。 圖6係表示使圖5螺旋槳轂帽與鰭片圍繞螺旋槳旋轉軸旋 轉時之鰭片形狀之圖。 圖7係表示本發明實施形態船舶之推進裝置之鰭片第2 形狀之圖。 圖8係表示使圖7螺旋槳轂帽與鰭片圍繞螺旋槳旋轉軸旋 轉時之鰭片形狀之圖。 圖9係表示本發明實施形態船舶之推進裝置之鰭片第3 形狀之圖。 圖10係表示使圖9螺旋槳轂帽與鰭片圍繞螺旋槳旋轉軸 旋轉時之鰭片形狀之圖》 圖11係表示本發明實施形態船舶之推進裝置之鰭片第4 形狀之圖。 099130614 201210895 圖12係表示使圖11螺旋槳轂帽與鰭片圍繞螺旋槳旋轉軸 旋轉時之鰭片形狀之圖。 圖13係表示本發明實施形態船舶之推進裝置之鰭片第5 形狀之圖。 圖14係表示使圖13螺旋槳轂帽與鰭片圍繞螺旋槳旋轉軸 旋轉時之鰭片形狀之圖。 圖15係表示先前技術船舶之推進裝置構成之自船舶後方 所觀看到之圖。 圖16係圖15船舶之推進裝置之侧視圖。 圖17係表示先前技術螺旋槳轂帽之形狀之侧視圖。 圖18係表示先前技術螺旋槳翼與鰭片之位置關係之側視 圖。 圖19係表示鰭片之安裝角度之側視圖。 圖20係表示鰭片之斜角度之自後方所觀看到之圖19之 A-A剖視圖。 【主要元件符號說明】 卜1A、IB、1C、ID、1E船舶之推進器 2 螺槳轂 2a 螺槳轂之後端面 2r 最大直徑 2R 螺旋槳直徑 3 螺旋槳翼 099130614 17 201210895 4 螺旋槳旋轉軸 5、5A 螺旋槳轂帽 5a 螺旋槳轂帽之後端部 5b 螺旋槳轂帽之外周面 5f 螺旋槳轂帽之前端部 6、6A、6B、6C、6D、6E 鰭片 6a 鰭片之根部之後端 6f 鰭片之根部之前端 a 鰭片前端中與螺旋槳葉之旋轉方向距離 b 螺旋槳葉後端與鰭片前端之螺旋槳前 後方向距離 Cl 第1圓 C2 第2圓 C3 第3圓 C4 第4圓 Dba 轂帽安裝端部2a之直徑 Dca 螺旋槳轂帽之後端部之直徑 Dcf 螺旋槳轂帽之前端部之直徑 Dp 螺旋槳直徑 Ds 基準直徑 D1 第1圓之直徑 D2 第2圓之直徑 099130614 18 201210895 D3 D4 Lc Le Lf Lfmax Lxm - Pc Xs Xm Xe a ε 7 第3圓之直徑 第4圓之直徑 螺旋槳轂帽之長度 鰭片之外形中鰭片之根部之後端至最 後端為止的水平距離 鰭片之外形中鰭片之根部之前端至最 前端為止的水平距離 Lf之最大值 於鰭片根部之前端與後端之中央位置 處與根部之線垂直之鰭片之平面内線 螺旋槳軸 鰭片之最前端之位置 鰭片之根部之前端與後端之中央位置 鰭片之最後端之位置 鰭片之安裝角度 螺旋槳葉之根部之幾何學間距角 鰭片之安裝斜角度 099130614 19At the same time as Ds °, it is preferable to set the total length [o of the propeller valley cap 5A to 0.28 to (four) times the reference diameter Ds. Further, it is preferable that the diameter Dca of the end portion 5a of the screw cap 5A is set to be 35 times to 0.95 times the reference diameter. Further, the diameter of the front end portion 5f is equivalent to the flange of the propeller hub cap 5A. As shown in Fig. 3, when the bus bar of the rotating body forming the outer peripheral surface 5b of the propeller valley cap 5A is made straight, the shape of the spiral outer cap 5A becomes a truncated cone', which is very easy to manufacture. Further, although the wire is shown in the figure, when the bus bar of the rotating body is made into a smooth curved piece, the shape is also tapered from the front toward the rear, and the tip end is tapered. The end shape is perpendicular to the cross section of the propeller rotation axis Pc. The deviation of the frustum shape from the circle 099130614 9 201210895 is set to be within 20% of the total length L c of the propeller hub cap 5 A. Further, the end face of the front end portion 5f of the propeller hub cap 5 is formed into a planar shape by being joined to the end face 2a of the screw hub 2. On the other hand, the end face of the end portion 5a of the propeller hub cap 5A is preferably formed in a plane as shown in Fig. 3 from the viewpoint of the operation, but may be formed by approaching a flat cone or a rotating body. In this case, the shape of the rear end portion 5a is also configured such that the distance between the edge portion and the front portion in the front and rear directions converges within 20% of the entire length Lc of the propeller hub cap 5A. The fins 6A to 6E are provided on the propeller hub cap 5A attached to the rear side of the propeller hub 2 of the propellers 1A to 1E, and the fins 6A to 6E are disposed behind the propeller blades 3. That is, when viewed in the direction behind the propeller shaft Pc, the root front end 6f of the fins 6A to 6E is disposed between the rear ends of the root portions of the propeller blades 3. Further, when viewed from the side, the front end 6f of the root portions of the fins 6A to 6E is disposed further rearward than the rear end of the root portion of the propeller 3. The fins 6A to 6E may be formed to have a positive or negative curvature. However, in terms of workability and reduction in production cost, the fins 6A to 6E are preferably in the form of a flat plate. Further, the fins 6A to 6E may be mounted with positive and negative oblique angles. Further, in the present invention, as shown in Fig. 4 and Fig. 5 viewed from the side of the hull, and as shown in Fig. 6 when the propeller hub cap 5A and the fins 6A to 6E are rotated about the propeller rotating shaft, the fin 6A The shape of ~6E is set as follows. Further, in Fig. 4, in order to compare with the fins 6A to 6E of the embodiment, the substantially front-back symmetrical shape of the fin 6 of the prior art is indicated by thin lines. Briefly, 099130614 10 201210895, as in the fin 6A shown in Fig. 4 of the present invention, reduces the fin area (hatched portion) of the latter half of the fin 6 of the prior art. The shape of the front half of the fins 6A to 6E is as shown in FIGS. 6 to 14 , and the longitudinal direction of the fins 6A to 6E, that is, the direction of the line segment connecting the front end 6f and the rear end 6a of the root portions of the fins 6A to 6E The distance Lf from the front end 6f of the roots of the fins 6A to 6E to the foremost end of the fins 6A to 6E is set to be 0.0 to 0.3 times the reference diameter Ds (=Dcf). That is, the maximum value Lfmax of the distance Lf is set to 0.3 x Ds. Further, regarding the height directions of the fins 6A to 6E (the direction perpendicular to the propeller rotation axis Pc), as shown in FIG. 6, the diameter D1 of the first circle C1 passing through the outermost portions of the fins 6A to 6E is set as a reference. The diameter Ds is 1.0 times to 2.5 times, more preferably 1.0 times to 2.3 times, and the center position Xm of the front end 6f and the rear end 6a of the root portions of the fins 6A to 6E will pass through the outermost portions of the fins 6A to 6E. The diameter D2 of the second circle C2 is set to 1.0 to 2.0 times the reference diameter Ds, and more preferably 1.0 to 1.8 times. Further, as shown in FIGS. 5 and 6 , the shape of the second half of the fins 6A to 6E is formed so as to be housed inside a truncated cone having the third circle C3 and the fourth circle C4 as the bottom. The third circle C3 is set at a central position Xm between the front end 6f of the root portions of the fins 6A to 6E and the rear end 6a of the root portion, and the diameter D3 is set to 2.0 times the reference diameter Ds, more preferably 1.8 times. The circle C4 is set in the last end position Xe of the fins 6A to 6E, and the diameter D4 is set to 1.5 times the reference diameter Ds, and more preferably 1.3 times. 099130614 11 201210895 Furthermore, the term "in the central position Xm" means "in the plane of the fin including the central position Xm and perpendicular to the front end 6f of the root portion connecting the fins 6A to 6E and the rear end 6a of the root portion. "." Further, "at the last end position Xe" means "in the plane of the fin including the rear end position Xe and perpendicular to the root end portion 6f of the connecting fins 6A to 6E and the root rear end 6a." Regarding the lengths of the fins 6A to 6E, since the root front end 6f and the rear end 6a of the fins 6A to 6E must be disposed in the propeller hub cap 5A, the fin 6A with respect to the rotation center line with respect to the propeller hub cap 5A ~6E installation angle relationship, the length will naturally be limited. For example, the front edges of the fins 6A to 6E are set to be the same as the trailing edge of the root portion of the propeller blade 3 in the front-rear direction of the propeller 2 or at a position further rearward than the trailing edge. Further, as shown in Fig. 18, with respect to the mounting angle α of the fins 6A to 6E, as in the prior art, the geometrical pitch angle ε with respect to the root of the propeller 3 has (-20 ° $ α - ε € +30°) relationship to install. Further, the fins 6A to 6 are provided at the gap positions of the root portions of the adjacent propeller blades 3. As the mounting angle of the fins 6 Α 6 6 , the slant angle γ as shown in Figs. 19 and 20 can be added in the same manner as the propeller hub cap 5 of the prior art. Fig. 20 is a view showing a state in which the mounting angle is applied at a positive angle (+r) or a negative angle (-r) with the inclination angle γ of the fins 6 Α 6 6 〇 as the twist. The shape of the fins 6A to 6E limited as described above is such that the rear half of the fins 6A to 6E are housed in the oblique line portions as shown in FIGS. 5 to 14 . The fins 6A shown in FIG. 5 and FIG. 6 have the following features, that is, the front end of the 099130614 12 201210895 protrusion amount Lf is greater than zero, the position Xs of the front end is slightly more forward than the front end 6f of the root, and the position of the last end Xe is located at the same position as the root rear end 6a. Fig. 5 is a schematic view showing the fin 6A viewed from the side of the hull, and Fig. 6 is a schematic lateral projection view showing the rotation of the propeller hub cap 5A and the fin 6A around the propeller rotation axis. The line Lxm is indicated by a line in the plane of the fin perpendicular to the line of the root at the center position Xm of the front end 6f and the rear end 6a of the root portion of the piece 6A. The fin 6B shown in Figs. 7 and 8 has a feature that the outermost portion protrudes more forward than the front end 6f of the root, and the position Xe of the last end is located at the same position as the rear end 6a of the root. Fig. 7 is a schematic view showing the fin 6B viewed from the side of the hull, and Fig. 8 is a schematic lateral projection view showing the rotation of the propeller hub cap 5A and the fin 6B around the propeller rotation axis. The fin 6C shown in Figs. 9 and 10 has a feature that the outermost portion protrudes slightly forward from the front end 6f of the root portion, and the position Xe of the last end is located further rearward than the rear end 6a of the root portion. Fig. 9 is a schematic view showing the fin 6C viewed from the side of the hull, and Fig. 10 is a schematic lateral projection view showing the rotation of the propeller hub cap 5A and the fin 6C around the propeller rotation axis. The fin 6D shown in Figs. 11 and 12 has the feature that the front end projection amount Lf is zero, the front end position Xs is at the same position as the root front end 6f, and the rear end position Xe is later than the root end. 6a is located on the back side. Fig. 11 is a schematic view showing the fin 6D viewed from the side of the hull, 099130614 13 201210895 Fig. 12 is a schematic lateral projection view showing the propeller hub cap 5A and the fin 6D rotated about the propeller rotation axis. The fins 6E shown in FIG. 13 and FIG. 14 have the feature that the front end projection amount Lf is zero, the front end position Xs is at the same position as the root front end 6f, and the final end projection amount Le is zero. The position Xe of the rear end is located at the same position as the rear end 6a of the root. Fig. 13 is a schematic view showing the fin 6E viewed from the side of the hull, and Fig. 14 is a schematic lateral projection view showing the rotation of the propeller hub cap 5A and the fin 6E around the propeller rotation axis. Further, in the thickness direction of the fins 6A to 6E, a flat plate is formed and the thickness is uniform, which makes the operation easier. However, when the shape is slightly improved, the shape is formed into a wing shape. Moreover, the curvature may be curved to set the curvature, or the curvature may be set by the shape of the wing. When the curvature is set, it is preferable to consider the relationship with the shape of the propeller hub cap 5, and the fins 6A to 6E. In the root portion, a curvature is set in a direction different from the curvature of the propeller blade 3 to generate a torque Qf in a direction opposite to the torque Qp generated by the propeller 3. According to the propulsion devices 1A to 1E of the above-described ship, the shapes of the fins 6A to 6E are set to the shape of the trailing edge side of the rear half portion, thereby maintaining the fin effect on the rearward contraction of the propeller while reducing the fin 6 The resistance of A~6E increases the efficiency of the propeller. At the same time, the fins 6A to 6E are smaller than the prior art Korean sheets, so that the work of the fins 6A to 6E is easier, and the weight reduction can be achieved by the smaller portion. Moreover, the present invention is also applicable to the case where the fins are disposed in the square portion of the propeller blade of the screw hub 099130614 14 201210895. In the case of the rear portion of the propeller wing, the reference diameter is taken as the diameter of the root end of the propeller wing in the propeller hub. In the case where the tabs 6A to 6E are attached to the hub cap 5, since the valley cap is disposed at the physical limit behind the propeller, the tab 6 is previously defined as the trailing edge with the trailing edge of the root of the propeller blade 3 in the front and rear directions of the propeller. The same or the rear edge is located further rearward (like), but when the Korean piece 6 is placed behind the propeller blade 3 of the snail valley 2, the front end of the fin 6 may be disposed on the spiral purple wing. between. In this case, 'b can be negative, preferably _〇5xDcf<b<〇. By doing so, the length of the snail (10) is slightly shortened to achieve weight reduction. The ship having the propulsion device for a ship of the present invention includes the above-described ship propulsion devices 1A to 1E. According to the ship, since the propulsion devices 1A to 1E of the above-described ship are used, the improvement in the propulsion efficiency can be achieved. Further, since the propulsion device is difficult to reduce lightly, the support structure of the propulsion shaft and the propulsion shaft can be made lighter. (Industrial Applicability) The propulsion device of the ship of the present invention sets the shape of the reading sheet to maintain the shape of the trailing edge side of the fin retracted by the rear side of the propeller in the rear half surface, thereby increasing the efficiency of the propeller. At the same time, it is easy to work with the fins, so it can be used for the propulsion device of the ship. The ship can be designed to promote the efficiency of the film's side, reducing the resistance of the fins. The fins of the prior art are smaller than the ones, and the weight can be reduced because of the smaller size, and the ship with the invention is promoted| 099130614 15 201210895 Lifting and saving fuel consumption' At the same time, the support structure of the propulsion shaft and the propeller shaft can be lightened by the weight reduction of the propulsion device, so it can be used in most ships. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a view showing the configuration of a propulsion device for a ship according to an embodiment of the present invention as seen from the rear of a ship. Figure 2 is a side elevational view of the propulsion unit of the vessel of Figure 1. Figure 3 is a side view of the propeller hub cap. Fig. 4 is a view showing the outer shape range of the fin. Fig. 5 is a view showing the i-th shape of the fin of the propulsion device for a ship according to the embodiment of the present invention. Fig. 6 is a view showing the shape of a fin when the propeller hub cap and the fin of Fig. 5 are rotated about a propeller rotating shaft. Fig. 7 is a view showing a second shape of a fin of a propulsion device for a ship according to an embodiment of the present invention. Fig. 8 is a view showing the shape of a fin when the propeller hub cap and the fin of Fig. 7 are rotated about a propeller rotating shaft. Fig. 9 is a view showing a third shape of a fin of a propulsion device for a ship according to an embodiment of the present invention. Fig. 10 is a view showing a shape of a fin when the propeller hub cap and the fin of Fig. 9 are rotated about a propeller rotating shaft. Fig. 11 is a view showing a fourth shape of a fin of a propulsion device for a ship according to an embodiment of the present invention. 099130614 201210895 Fig. 12 is a view showing the shape of a fin when the propeller hub cap and the fin of Fig. 11 are rotated about a propeller rotating shaft. Fig. 13 is a view showing a fifth shape of a fin of a propulsion device for a ship according to an embodiment of the present invention. Fig. 14 is a view showing the shape of a fin when the propeller hub cap and the fin of Fig. 13 are rotated about a propeller rotating shaft. Fig. 15 is a view showing the structure of the propulsion device of the prior art ship as seen from the rear of the ship. Figure 16 is a side elevational view of the propulsion device of the vessel of Figure 15. Figure 17 is a side elevational view showing the shape of a prior art propeller hub cap. Figure 18 is a side elevational view showing the positional relationship of the prior art propeller blades and fins. Figure 19 is a side view showing the mounting angle of the fins. Fig. 20 is a cross-sectional view taken along line A-A of Fig. 19, showing the oblique angle of the fin as viewed from the rear. [Main component symbol description] Bu 1A, IB, 1C, ID, 1E ship propeller 2 screw hub 2a screw hub rear end face 2r maximum diameter 2R propeller diameter 3 propeller wing 099130614 17 201210895 4 propeller rotary shaft 5, 5A propeller Hub cap 5a propeller hub cap rear end 5b propeller hub cap outer peripheral surface 5f propeller hub cap front end 6, 6A, 6B, 6C, 6D, 6E fin 6a fin root rear end 6f fin root front end a The distance from the tip end of the fin to the direction of rotation of the propeller blade b The distance between the rear end of the propeller blade and the front end of the fin at the front and rear direction of the fin C. 1st circle C2 2nd circle C3 3rd circle C4 4th circle Dba Hub cap mounting end 2a Diameter Dca The diameter of the rear end of the propeller hub cap Dcf The diameter of the front end of the propeller hub cap Dp The diameter of the propeller Ds The diameter of the reference D1 The diameter of the first circle D2 The diameter of the second circle 099130614 18 201210895 D3 D4 Lc Le Lf Lfmax Lxm - Pc Xs Xm Xe a ε 7 diameter of the third circle diameter of the fourth circle diameter of the propeller hub cap horizontal fins outside the fins from the rear end to the last end of the fin The maximum horizontal distance Lf from the front end to the front end of the root of the fin in the outer shape is the front end of the in-plane screw shaft fin of the fin perpendicular to the line of the root at the center of the front end and the rear end of the fin root. The position of the fin at the front end and the rear end of the fin is the position of the fin. The mounting angle of the fin is the geometrical spacing of the root of the propeller blade. The angle of the mounting angle of the fin is 099130614 19