JP2010234924A - Rudder for vessel and the vessel - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a rudder for a vessel and the vessel having a small projected area of a profile shape of the whole of the rudder when viewed from a vehicle body side surface, compact in the size, capable of being arranged in a narrow stern, and capable of securing high turning efficiency and course stability by generating large steering force. <P>SOLUTION: In the vessel navigating on water, the rudder 10A disposed in the stern is constituted by combining a vertical rudder 12 connected to a rudder shaft 11, and at least one of sub rudders 13a and 13b crossing the vertical rudder 12 when viewed from the stern direction, and thereby, a total projected area which is the sum of the projected rudder areas of the vertical rudder 12 and the sub rudders 13a and 13b viewed from the side surface directions of the hull is larger than the projected area of the profile of the whole of the rudder viewed from the side surface direction of the hull. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention is a ship navigating on the water, because the overall projected area of the rudder as seen from the side of the hull is small and compact, it can be placed in a narrow stern part, and has high turning performance and course stability. It is related with the rudder and ship for ships which can ensure.

  In a ship, a propeller such as a propeller and a rudder are provided at the stern, and the ship is turned by an operation for changing the direction of the rudder, that is, steering. The turning by this rudder generates a force that changes the direction of the hull at the rear of the hull by generating lift in the rudder because the rudder has a large angle with respect to the flow direction in the wake of the flow immediately after the propeller. By doing so, the hull changes its course.

  The basic cross-sectional shape of the rudder of this ship is a streamlined symmetrical type so as to reduce the resistance of the rudder in water when going straight. In a displacement type ship that sails on the water, the front end of the rudder is disposed behind the propeller in order to use the rear flow of the propeller, and therefore is located behind the propeller boss. The rear end of the rudder is located in front of the stern end for the purpose of preventing damage due to restriction of the total length of the hull and contact with obstacles.

  In addition, the upper end of the rudder is normally positioned below the portion where the rudder shaft and the stern intersect, because the upper end of the rudder is provided so as to be able to turn below the stern. In addition, the lower end of the rudder is set above the base line (B.L.) in consideration of the range of docking for construction and maintenance inspection and the wake of the propeller.

  When installing this rudder on a ship, it is necessary to secure a certain rudder area above a certain level according to the ship's main points (length, width, draft, etc.) in order to ensure the required maneuvering performance and maintenance performance. (For example, refer nonpatent literatures 1 and 2.).

  However, in the case of a conventional single-plate rudder, the rudder must be installed in a limited space at the stern while avoiding interference with the propeller and the hull. It may be difficult to secure the rudder area.

  Therefore, in order to secure a sufficient rudder area, the rudder may constrain the setting of the hull form item, for example, it is necessary to increase the distance from the stern perpendicular (AP) to the stern end.

  Also, in order to secure a sufficient rudder area while being restricted by the distance from the stern perpendicular (AP) to the stern end, it is conceivable to use a vertically long rudder shape with a large aspect ratio of the rudder. However, in that case, the upper and lower portions of the rudder are out of the wake of the propeller, and the effect of the rudder cannot be obtained sufficiently. In addition, a problem that a rudder is required is likely to occur.

  In this connection, in order to improve the propulsion performance that has sufficient turning performance at the time of steering and reduces the resistance acting on the rudder even during straight traveling, a hydraulic cylinder or the like is installed inside the rudder body of the ship. And a variable area rudder provided with an auxiliary rudder that moves in the front-rear direction by the pressing device and moves in and out of the front or rear of the rudder body (see, for example, Patent Documents 1 and 2). .

  In the case of a variable area rudder that takes in and out these auxiliary rudders, the mechanism of the rudder main body becomes complicated, and in order to be able to take in and out the auxiliary rudder, the pressing device becomes large, so the work is difficult, High cost.

Japanese Utility Model Publication No. 63-104199 Japanese Utility Model Publication No. 01-61000

Masahiko Mori, “Hull Design”, Publisher: Ship Technology Association, published on February 25, 1997, pp. 48-51 Editor: Kansai Shipbuilding Association, “Shipbuilding Design Handbook (4th edition)”, Publisher: Kaibundo Publishing Co., Ltd., issued on June 28, 1996, pages 438-441

  The present invention has been made in view of the above-mentioned situation, and the purpose thereof is small and compact because the projected area of the entire outer shape of the rudder viewed from the side of the hull is compact, and can be arranged in a narrow stern part, And it is providing the rudder and ship for ships which can generate | occur | produce a big rudder force and can ensure high turning performance and course stability.

  The ship of the present invention for achieving the above object is the above-mentioned when the rudder provided on the stern is viewed from the stern direction and one or more vertical rudder connected to the rudder axis in a ship that sails on the water. By composing the combination of the auxiliary rudder intersecting the vertical rudder, the total projected rudder area, which is the sum of the projected rudder areas as seen from the side direction of all the hulls of the vertical rudder and the auxiliary rudder, It is formed to be larger than the projected area of the outer shape of the entire rudder viewed from the direction.

  According to this configuration, while maintaining a large total projected rudder area effective for generating a steering force in the lateral direction of the hull, the overall projected shape (profile shape) of the rudder as viewed from the side of the hull is smaller and more compact. Therefore, in the stern design, while ensuring the steering performance by the rudder, there are fewer restrictions due to the arrangement of the rudder, etc., and the degree of freedom in the stern design and the hull type outline (length, width of the ship, The degree of freedom in setting the draft, etc.) can be increased.

  For example, if the profile shape of the rudder can be reduced, the distance from the stern perpendicular (AP) to the stern end can be shortened accordingly. Since the total length of a cargo ship is limited depending on the port conditions and the scope of regulations, if the distance from the stern perpendicular (AP) to the stern end can be shortened, the cargo hold and engine room can be changed without changing the overall length. There is an advantage that can be lengthened.

  In addition, if the profile of the rudder can be made compact, the rudder height can be reduced, so that most of the rudder can be placed in the wake of the propeller. Even during low-speed and low-speed navigation, it is possible to generate a larger rudder force than a single-plate-shaped conventional rudder having a projected rudder area viewed from the side direction of the same hull.

  In the ship rudder, the projected rudder area viewed from the side direction of the hull of each of the sub rudder is formed as 25% to 150% of the projected rudder area viewed from the side direction of the vertical rudder hull. When the projected rudder area is smaller than 25%, the disadvantages such as an increase in resistance and an increase in weight due to the provision of the auxiliary rudder are larger than the merit due to the increase in the total projected rudder area, which is not practical. Also, if it is larger than 150%, there is a high possibility that it will be out of the wake of the propeller, and even if the total projected rudder area increases, the rudder performance does not improve for the increase in rudder area, and resistance increases due to the provision of a secondary rudder. And disadvantages such as an increase in weight increase and become impractical.

  In the rudder for a ship, a valve is provided at an intersection between the vertical rudder and the auxiliary rudder. According to this configuration, the attachment portion between the vertical rudder and the auxiliary rudder can be formed with a large structural strength. In addition, by reducing the inflow speed of the flow flowing into the propeller, the propulsion efficiency of the vessel at the time of straight traveling can be improved by the effect of increasing the wake gain of the valve to improve the propulsion efficiency, and the energy saving effect can be exhibited.

  In the rudder for a ship, at least one of the vertical rudder and the auxiliary rudder has a cross-sectional shape that generates a propulsive force with respect to the longitudinal direction of the ship when the ship goes straight, a shape having an angle of attack, and a camber. Form as. According to this configuration, as with the fins attached to the rudder, propulsive force can be generated when the ship goes straight, but the vertical rudder and auxiliary rudder are larger in size than the fins and can exert a large propulsive force. The propulsion performance of the ship at the time can be further improved. That is, by arranging at least one of the vertical rudder and the secondary rudder with an appropriate cross-sectional shape, angle of attack, and camber with respect to the longitudinal direction of the ship, the longitudinal direction of the lift generated by the vertical rudder and the secondary rudder The propulsive power of the components is obtained, and the energy saving effect is obtained by improving the propulsion performance when the ship is traveling straight.

  Moreover, in the rudder for a ship described above, an end plate that suppresses the outflow of vortices generated on the surface of the auxiliary rudder is provided on the auxiliary rudder. According to this configuration, the vortex tip vortex can be prevented from flowing out from the rudder surface of the auxiliary rudder, so that the lift generated by the auxiliary rudder can be increased. Therefore, the rudder force and propulsive force generated by the auxiliary rudder when the ship goes straight can be further increased, and the maneuvering performance of the ship and the propulsion performance when going straight can be further improved.

  And the ship for achieving said objective is comprised provided with the rudder for said ships. With this configuration, the marine vessel can improve the turning performance and the needle-keeping performance of the vessel while the profile shape of the rudder is a compact rudder, and can further improve the propulsion performance when the vessel goes straight.

  According to the rudder and ship for a ship of the present invention, the projected area of the outer shape of the entire rudder viewed from the side of the hull is small, compact, can be placed even in a narrow stern part, and the degree of freedom in placing the rudder is In addition, a large rudder force can be generated to ensure high turning performance and course stability.

It is the side view of the stern part which showed the rudder for ships and the structure of the ship in 1st Embodiment which concerns on this invention. It is the figure seen from the stern which showed the structure of the rudder for ships of FIG. It is the top view which showed the structure of the rudder for ships of FIG. It is the perspective view seen from diagonally downward toward the bow direction from the stern direction which showed the structure of the rudder for ships of FIG. It is the side view of the stern part which showed the rudder for ships and the structure of the ship in 2nd Embodiment which concerns on this invention. It is the figure seen from the stern which showed the structure of the rudder for ships of FIG. It is the top view which showed the structure of the rudder for ships of FIG. It is the side view of the stern part which showed the rudder for ships and the structure of the ship in 3rd Embodiment which concerns on this invention. It is the figure seen from the stern which showed the structure of the rudder for ships of FIG. It is the top view which showed the structure of the rudder for ships of FIG. It is the figure seen from the stern which showed the example of arrangement of the other auxiliary rudder (the 1). It is the figure seen from the stern which showed the example of arrangement of the other auxiliary rudder (the 2). It is the figure seen from the stern which showed the example of arrangement of the other auxiliary rudder (the 3). It is the figure seen from the stern which showed the example (the 4) of arrangement | positioning of another auxiliary rudder. It is the figure seen from the stern which showed the example of arrangement of the other auxiliary rudder (the 5). It is the side view of the stern part which showed the rudder for ships at the time of employ | adopting a suspension rudder type, and the structure of the ship.

  Hereinafter, a rudder for ships and a ship according to embodiments of the present invention will be described with reference to the drawings. 1, 5, and 8 show side views of the stern portion of the ship and the rudder for the ship, and FIGS. 2, 6, and 9 show views of the rudder from the stern direction, and FIG. 7 and 10 are plan views of the rudder viewed from above. FIG. 4 is a perspective view obliquely viewed from the stern direction to the bow direction. In addition, Dp in the figure of FIG.2, FIG.6, FIG.9 shows the rotation surface of a propeller.

  As shown in FIGS. 1 to 4, the ship 1 </ b> A according to the first embodiment of the present invention has a propeller 3 attached to the hull 2 at the stern part, and the propeller 3 includes a propeller blade 3 a and a propeller boss 3 b. And is fixed to the propeller rotating shaft 5 by a propeller cap 4. A rudder 10A is disposed behind the propeller 3. The rudder 10A is fixed to a rudder shaft 11 provided in the vertical direction, and is configured to rotate with the rotation of the rudder shaft 11 by a steering device (not shown).

  In the present invention, the rudder 10 </ b> A is integrally formed with the vertical rudder 12, one or more (two in FIGS. 1 to 4) auxiliary rudder 13 a, 13 b and the valve 14. The cross-sectional shapes of the vertical rudder 12 and the auxiliary rudder 13a, 13b are formed as airfoil members, and the valve 14 is formed as a streamlined substantially rotating member.

  This vertical rudder 12 is a rudder member that is fixed to the rudder shaft 11 and extends in the vertical direction. The vertical rudder 12 has substantially the same structure as the rudder of the prior art. However, the auxiliary rudder 13a and 13b are attached to each other in FIGS. The lower part may be deleted as shown. The shape and size of the vertical rudder 12 include the rudder performance when the auxiliary rudder 13a, 13b and the valve 14 are attached, the propulsion performance when traveling straight, the weight of the rudder 10A as a whole, the force required to turn the rudder shaft 11, and the like. Set in consideration.

  The auxiliary rudder 13a, 13b is provided on the vertical rudder 12 connected to the rudder shaft 11 so as to intersect the vertical rudder 12 when viewed from the stern direction. That is, the auxiliary rudders 13a and 13b are attached to the vertical rudder 12 so as to be inclined with the angles αa and αb with respect to the vertical rudder 12, that is, the vertical line, as viewed from the stern direction, not the vertical direction. The lower ends of the vertical rudder 12 and the auxiliary rudder 13a, 13b are the base line BL of the hull. It is formed so as not to be lower.

  Further, at least one of the vertical rudder 12 and the auxiliary rudder 13a, 13b is arranged with a cross-sectional shape, an angle of attack, and a camber that generate a propulsive force in the longitudinal direction of the ship 1A when the ship 1A goes straight. Thereby, the propulsive force by the front-back direction component of the lift which generate | occur | produces with the vertical rudder 12 and the auxiliary rudder 13a, 13b can be obtained, and the propulsion performance of the ship at the time of straight traveling can be improved.

  The projected rudder area viewed from the side direction of each hull of the auxiliary rudder 13a, 13b is formed as 25% to 150% of the projected rudder area viewed from the side direction of the hull of the vertical rudder 12. When the projection rudder area is smaller than 25%, the disadvantages such as an increase in resistance and an increase in weight due to the provision of the auxiliary rudder 13a and 13b become larger than the merit due to the increase in the total projected rudder area, which is not practical. Further, if it is larger than 150%, there is a high possibility that it will deviate from the wake of the propeller, and even if the total projected rudder area increases, the rudder performance will not improve for the increase in rudder area, and the auxiliary rudder 13a, 13b should be provided Demerits such as an increase in resistance and an increase in weight due to the increase become impractical.

  Further, the projected rudder viewed from the side of the hull side of the vertical rudder 12 and the projected rudder viewed from the side of the hull of the auxiliary rudder 13a, 13b rather than the projected area of the outer shape of the rudder 10A as viewed from the side of the hull. The total projected rudder area, which is the sum of the areas, is made larger. Thereby, the outer shape (profile shape) of the entire rudder 10A viewed from the side surface of the hull can be made more compact while maintaining the total projected rudder area which is the sum total.

  In the rudder 10 </ b> A of the embodiment shown in FIGS. 1 to 4, the lower end of the vertical rudder 12 is connected to the valve 14. The auxiliary rudder 13a, 13b is connected to the valve 14 and extends in the radial direction with the center Cb of the valve 14 as the center. In other words, the rudder 10A provided at the stern is configured by integrally providing the vertical rudder 12 and the auxiliary members 13a and 13b so as to have a radial shape in three directions when viewed from the stern direction. The auxiliary rudder 13a, 13b is formed such that its tip is located above the base line of the hull 2.

  As shown in FIG. 2, when viewed from the stern, two vertical rudders 13 a and 13 b are provided with inclination angles αa and αb with respect to the vertical rudder 12. That is, the lower side has a bifurcated three-pointed arrow shape. In the example of FIG. 2, since the design and work are easy, the plane is symmetrical with respect to the vertical plane including the propeller rotation axis 5, but the flow of the propeller wake does not necessarily include the propeller rotation axis 5. Since it does not become plane symmetric with respect to the vertical plane, the performance can be further improved by forming it asymmetrically in accordance with the propeller wake.

  Further, as can be seen from the side view of the rudder 10A in FIG. 1 and the plan view of the rudder 10A in FIG. 3, the tip angle portion of the sub rudder 13a, 13b on the propeller 3 side protrudes left and right from the center line of the rudder 10A. Therefore, when turning the rudder 10 </ b> A, the corner is cut so as not to contact the propeller 3. That is, the auxiliary rudder 13a, 13b is formed like a retreating wing to avoid colliding with the propeller 3 when the rudder 10A is rotated left and right.

  Moreover, the valve | bulb 14 is provided in the cross | intersection part of the vertical rudder 12 and the auxiliary rudder 13a, 13b, ie, a connection part. This valve 14 can give structurally high strength to the attachment portion between the vertical rudder 12 and the sub rudder 13a, 13b. Moreover, the propulsion performance of the ship 1A at the time of going straight is improved by the effect of increasing the wake gain of the valve by reducing the inflow speed of the flow flowing into the propeller and improving the propulsion efficiency, and the energy saving effect is exhibited.

  The center Cb of the valve 14 may be coincident with the rotation center Cp of the propeller rotating shaft 5, but the rudder 10A as a whole including the auxiliary rudder 13a and 13b is not necessarily coincided in consideration of the propeller wake. It is preferable to arrange so that the rudder performance is improved.

  Next, a rudder and a ship according to a second embodiment will be described. As shown in FIGS. 5 to 7, the ship 1 </ b> C and the rudder 10 </ b> C are configured, and the rudder 10 </ b> C has an end plate 13 cc that suppresses outflow of vortices generated on the surface of the rudder to the auxiliary rudder 13 c and 13 d. 13dd is provided at the end in the width direction of the rudder. The other configuration is the same as the rudder 10A of the first embodiment. By the end plates 13cc and 13dd, the wing tip vortex is prevented from flowing out from the control surface of the auxiliary rudder 13c and 13d, and the propulsive force generated by the auxiliary rudder 13c and 13d when the ship 1C goes straight can be increased. Therefore, the rudder force and the propulsion performance of the ship when going straight can be further improved.

  Next, a rudder and a ship according to a third embodiment will be described. As shown in FIGS. 8 to 10, the ship 1 </ b> E is configured to include a rudder 10 </ b> E, and the rudder 10 </ b> E can move flaps 13 </ b> ee and 13 </ b> ff to the rear rudder portions of the rudder plates 13 e and 13 f. Provide. By these flaps 13ee and 13ff, the turning force of the rudder 10E around the rudder shaft 11 can be increased and the turning performance of the hull 1E can be improved. Note that a flap may be provided only on the vertical rudder 12 instead of the auxiliary rudder 13e, 13f, or a flap may be provided on both the vertical rudder 12 and the auxiliary rudder 13e, 13f.

  Moreover, although some examples of arrangement | positioning of this rudder are shown in FIGS. 11-15, it is not limited to this. As illustrated, the shape of the rudder 10 may be asymmetrical in the vertical direction or asymmetrical in the lateral direction when viewed from the stern. Further, regarding the shape of the auxiliary rudder 13 viewed from the stern, it is easy to design and work if it is a straight shape, but if it is formed in a curved shape in accordance with the wake of the propeller, the wake of the propeller can be used more effectively. Therefore, the performance of the rudder can be further improved.

  Further, as shown in FIGS. 12 and 13, the vertical rudder 12 may be formed to extend downward from the position where the auxiliary rudder 13 is attached. Although not shown, fins may be provided on any one or several of the vertical rudder 12, the sub rudder 13, and the valve 14.

  According to the boat rudder 10A, 10C, 10E and the boats 1A, 1C, 1E, the rudder viewed from the side of the hull is provided by providing a plurality of secondary rudder 13a, 13b, 13c, 13d, 13e, 13f. Hull effective for rudder force when the projected area of the outer shape of 10A, 10C, 10E as a whole is the same as that of a single plate-shaped rudder such as a rectangle or trapezoid when viewed from the side of the conventional hull. It is possible to increase the total projected rudder area as viewed from the side direction. Therefore, the turning performance and the needle holding performance of the ship can be improved, and the propulsion performance when the ship goes straight can also be improved.

  In addition, the rudder forces 10A, 10C, and 10E can achieve a rudder force that is almost the same as that of the single plate rudder of the prior art with a smaller projected area when viewed from the side of the hull and a compact one.

  In addition, at least one of the vertical rudder 12 and the auxiliary rudder 13a, 13b, 13c, 13d, 13e, and 13f has a cross-sectional shape, an angle of attack, and a camber that generate a propulsive force in the ship length direction when the marine vessels 1A, 1C, and 1E go straight ahead In the same manner as the fins attached to the rudder of the prior art, the propulsive force can be generated when the marine vessels 1A, 1C, and 1E go straight, but the vertical rudder 12, the auxiliary rudder 13a, 13b, Since 13c, 13d, 13e, and 13f are large in size and can exert a large propulsive force, the propulsion performance of the ships 1A, 1C, and 1E during straight traveling can be further improved.

  Furthermore, by providing the valve 14 at the intersection of the vertical rudder 12 and the auxiliary rudder 13, the structural strength of the mounting portion between the vertical rudder 12 and the auxiliary rudder 13 can be increased, and the propulsion efficiency can be further improved. it can.

  1 to 10 show examples of arrangements with a rudder with a horn, but depending on the gist of the ship (ship length, width, draft, etc.), ship speed, rudder size, etc., FIG. A hanging rudder type as shown may be adopted.

  As described above, the ship of the present invention has a small projected area of the rudder outer shape seen from the lateral direction, and can be disposed in a narrow stern part, and also generates a large rudder force and has high turning performance and course stability. Since it is the rudder and ship for ships which can show the nature, it can be used as a rudder and ship for ships that sail on the water.

1, 1A, 1C, 1E, 1G Vessel 2 Hull 3 Propeller 3a Propeller wing 3b Propeller boss 4 Propeller cap 5 Propeller rotary shaft 10, 10A, 10C, 10E, 10G Rudder 11 Rudder shaft 12 Vertical rudder 13 Collective name 13 13b, 13c, 13d, 13e, 13f, 13g, 13h Secondary rudder 13cc, 13dd End plate 13ee, 13ff Flap 14 Valve Cb Valve center Cp Propeller rotation center Dp Propeller rotation surface

Claims (6)

  In a ship sailing on the water, the rudder provided at the stern is composed of a combination of a vertical rudder connected to the rudder shaft and one or more auxiliary rudder that intersects the vertical rudder when viewed from the stern direction. The total projected rudder area, which is the sum of the projected rudder areas as seen from the side direction of each hull of the vertical rudder and the auxiliary rudder, is larger than the projected area of the entire rudder as seen from the side direction of the hull. A rudder for ships characterized by being formed as   2. The marine vessel according to claim 1, wherein a projected rudder area viewed from a side surface direction of each hull of the auxiliary rudder is 25% to 150% of a projected rudder area viewed from a side surface direction of the hull of the vertical rudder. Rudder.   The rudder for ships according to claim 1 or 2, wherein a valve is provided at an intersection of the vertical rudder and the auxiliary rudder.   The at least one of the vertical rudder and the auxiliary rudder is formed as a shape having a cross-sectional shape, an angle of attack, and a camber that generate a propulsive force with respect to the longitudinal direction of the ship when the ship goes straight. Rudder for a ship according to 1, 2 or 3.   The marine rudder according to claim 1, wherein an end plate that suppresses the outflow of vortices generated on the surface of the auxiliary rudder is provided on the auxiliary rudder.   A ship comprising the rudder for a ship according to claim 1, 2, 3, 4, or 5.

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