JP2013107522A - Rudder valve and rudder for ship - Google Patents

Rudder valve and rudder for ship Download PDF

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Publication number
JP2013107522A
JP2013107522A JP2011254747A JP2011254747A JP2013107522A JP 2013107522 A JP2013107522 A JP 2013107522A JP 2011254747 A JP2011254747 A JP 2011254747A JP 2011254747 A JP2011254747 A JP 2011254747A JP 2013107522 A JP2013107522 A JP 2013107522A
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Prior art keywords
rudder
ladder valve
valve
ladder
ship
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Tomonori Ishii
智憲 石井
Masahiro Tamashima
正裕 玉島
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RYUTAI TECHNO KK
Nippon Yusen KK
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RYUTAI TECHNO KK
Nippon Yusen KK
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Priority to JP2011254747A priority Critical patent/JP2013107522A/en
Priority to KR1020120079618A priority patent/KR20130056812A/en
Priority to CN2012102625484A priority patent/CN103129728A/en
Publication of JP2013107522A publication Critical patent/JP2013107522A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders

Abstract

PROBLEM TO BE SOLVED: To provide a rudder valve that can be simply and inexpensively attached to an existing ship and enhance propelling property and a rudder for a ship having the rudder valve.SOLUTION: A base 111 of the rudder valve 110 attached to the rudder 100 has a cylindrical shape in which diameters of a bow side and a stern side are the same. The diameter of the base 111 is not more than the diameter R1 of the bow side of a propeller boss, and not less than the diameter R2 of the stern side. The diameter of the base 111 is set smaller than the maximum thickness of the rudder 100.

Description

本発明は、ラダーバルブおよび船舶用舵に関し、特に船舶の推進効率を向上させるために取り付けられるラダーバルブおよびそのラダーバルブを備えた船舶用舵に関する。   The present invention relates to a ladder valve and a marine rudder, and more particularly to a ladder valve that is attached to improve the propulsion efficiency of a marine vessel and a marine rudder provided with the ladder valve.

従来から船舶の舵のスクリュー側にバルブを取り付けることによって、推進効率を向上させる試みがなされている。このバルブを流線型にしたり、バルブに翼を取り付けたりするなどして、より推進効率が上がるような試みがなされている（たとえば、特許文献１、２参照）。   Conventionally, attempts have been made to improve propulsion efficiency by attaching a valve to the screw side of the rudder of a ship. Attempts have been made to increase the propulsion efficiency by making the valve streamlined or attaching blades to the valve (for example, see Patent Documents 1 and 2).

特開２００４−２９９４２０号公報JP 2004-299420 A 特開２００４−２９９４２３号公報JP 2004-299423 A

しかし、スクリューや舵などの大きさ自体も船によって大きさが様々であり、またスクリューと舵との間隔も船によって様々である。したがって、新造船に対してラダーバルブを設計するときには大きな問題とはならないが、特に既存の船に対して後付けでラダーバルブを取り付けようとするとき、それぞれの船にあわせてラダーバルブ自体を設計して取り付けていたため、一定規格のラダーバルブを取り付けるだけとは異なり、製造コストが高くなるという問題がある。   However, the size of the screw or rudder itself varies from ship to ship, and the distance between the screw and the rudder varies from ship to ship. Therefore, it is not a big problem when designing a ladder valve for a new ship, but especially when trying to install a ladder valve as a retrofit for an existing ship, the ladder valve itself must be designed for each ship. Therefore, there is a problem that the manufacturing cost becomes high, unlike the case where only a ladder valve of a certain standard is attached.

本発明はこのような点に鑑みてなされたものであり、既存の船に対して簡易かつ安価に取り付け可能なラダーバルブおよびそのラダーバルブを備えた船舶用舵を提供することを目的とする。   This invention is made | formed in view of such a point, and it aims at providing the rudder valve which can be attached to the existing ship easily and cheaply, and the rudder for ships provided with the ladder valve.

本発明では上記問題を解決するために、船舶の推進効率を向上させるために舵に取り付けられるラダーバルブにおいて、船首側と船尾側の直径が同一である円筒状であることを特徴とするラダーバルブが提供される。   In the present invention, in order to solve the above problem, a ladder valve attached to a rudder to improve the propulsion efficiency of a ship is a cylindrical valve having the same diameter on the bow side and the stern side. Is provided.

また、本発明では、船舶の推進効率を向上させるために取り付けられるラダーバルブを備えた船舶用舵において、前記ラダーバルブの軸線と、スクリューの回転軸が一致し、前記ラダーバルブが、船首側と船尾側の直径が同一である円筒状であることを特徴とする船舶用舵が提供される。   In the present invention, in the rudder for a ship provided with a ladder valve that is attached to improve the propulsion efficiency of the ship, the axis of the ladder valve is coincident with the rotation axis of the screw, and the ladder valve is connected to the bow side. There is provided a rudder for a ship characterized by a cylindrical shape having the same diameter on the stern side.

本発明のラダーバルブおよびそのラダーバルブを備えた船舶用舵によれば、船首側と船尾側の直径が同一である円筒状であるので、ラダーバルブの製作、および舵への取り付けが容易であり、製作・取付コストを低減することが可能となる。   According to the rudder valve of the present invention and the marine rudder provided with the rudder valve, since the bow side and the stern side have the same diameter, it is easy to manufacture the ladder valve and attach it to the rudder. Manufacturing and mounting costs can be reduced.

本実施の形態にかかるラダーバルブを取り付けた舵の正面図である。It is a front view of the rudder which attached the ladder valve concerning this Embodiment. 本実施の形態にかかるラダーバルブを取り付けた舵の底面図である。It is a bottom view of the rudder which attached the ladder valve concerning this Embodiment. ラダーバルブごとの自航要素の変化を示す比較図である。It is a comparison figure which shows the change of the self-propelled element for every ladder valve. ラダーバルブごとの抵抗係数の変化を示す比較図である。It is a comparison figure which shows the change of the resistance coefficient for every ladder valve. ラダーバルブごとの推進効率の変化を示す比較図である。It is a comparison figure which shows the change of the propulsion efficiency for every ladder valve.

以下、本発明の実施の形態を図面を参照して詳細に説明する。
図１は、本実施の形態にかかるラダーバルブを取り付けた舵の正面図である。
図１に示すように、舵１００のスクリュー２００側端部には、ラダーバルブ１１０が取り付けられている。ラダーバルブ１１０は、スクリュー２００側端部が半球状になっている。 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a front view of a rudder equipped with a ladder valve according to the present embodiment.
As shown in FIG. 1, a ladder valve 110 is attached to the end of the rudder 100 on the screw 200 side. The ladder valve 110 has a hemispherical end on the screw 200 side.

図２は、本実施の形態にかかるラダーバルブを取り付けた舵の底面図である。
図２に示すように、ラダーバルブ１１０の基部１１１は円筒状になっている。ラダーバルブ１１０は、円筒材に半球状の材料を組み合わせることにより容易に作成可能となっている。これにより、ラダーバルブ１１０先端の突出部１１２は半球状になっている。 FIG. 2 is a bottom view of the rudder to which the ladder valve according to the present embodiment is attached.
As shown in FIG. 2, the base 111 of the ladder valve 110 has a cylindrical shape. The ladder valve 110 can be easily formed by combining a cylindrical material with a hemispherical material. Thereby, the protrusion 112 at the tip of the ladder valve 110 is hemispherical.

ラダーバルブ１１０は、円筒状の基部１１１と、半球状の突出部１１２とが形成されると、舵１００のラダーバルブ１１０取付部分に形成された穴に挿入されることにより一体化する。このように一体化をするので、舵１００の厚みのカーブに合わせて流線型に接触線が表れる。   When the cylindrical base 111 and the hemispherical protrusion 112 are formed, the ladder valve 110 is integrated by being inserted into a hole formed in the rudder valve 110 mounting portion of the rudder 100. Since integration is performed in this way, a contact line appears in a streamlined manner in accordance with the thickness curve of the rudder 100.

ラダーバルブ１１０は円筒部分の軸線とプロペラボスの軸線が一致するように配置される。ラダーバルブ１１０の直径はプロペラボスの船首側の直径Ｒ１以下、かつ船尾側の直径Ｒ２以上である。また、ラダーバルブ１１０の直径は舵１００の最大厚さより小さく設定されている。   The ladder valve 110 is arranged so that the axis of the cylindrical portion coincides with the axis of the propeller boss. The diameter of the ladder valve 110 is not more than the diameter R1 on the bow side of the propeller boss and not less than the diameter R2 on the stern side. The diameter of the ladder valve 110 is set smaller than the maximum thickness of the rudder 100.

このような舵に取り付けられるラダーバルブの効果を評価するためには、模型船を用いて行われる水槽試験において、ラダーバルブを取り付けた場合とそうでない場合で推進性能試験を行って、抵抗・自航要素を比較し、最終的に推進性能を比較するのが最も精度の良い方法である。以下、水槽試験における、抵抗・自航要素の比較をグラフを用いて説明する。   In order to evaluate the effect of a ladder valve attached to such a rudder, in a tank test conducted using a model ship, a propulsion performance test was conducted with and without a ladder valve, and resistance / self Comparing navigation elements and finally comparing propulsion performance is the most accurate method. Hereinafter, comparison of resistance and self-propelled elements in the water tank test will be described using graphs.

図３は、ラダーバルブごとの自航要素の変化を示す比較図である。
ラダーバルブを舵に取り付けていない場合を三角で示し、本実施の形態に係るラダーバルブ１１０を舵に取り付けた場合を丸で示し、従来のラダーバルブを舵に取り付けた場合を四角で示している。 FIG. 3 is a comparison diagram showing changes in self-propelled elements for each ladder valve.
The case where the ladder valve is not attached to the rudder is indicated by a triangle, the case where the ladder valve 110 according to this embodiment is attached to the rudder is indicated by a circle, and the case where the conventional ladder valve is attached to the rudder is indicated by a square. .

水槽試験により求められる自航要素は、プロペラ効率比ηｒ、伴流係数（１−ｗ）、推力減少係数（１−ｔ）であり、準推進効率はηＤ＝ηｒ＊ηｐ＊（１−ｔ）／（１−ｗ）で表される。ここでηｐはプロペラ効率である。   The self-propelled elements required by the water tank test are the propeller efficiency ratio ηr, the wake coefficient (1-w), the thrust reduction coefficient (1-t), and the semi-propulsion efficiency is ηD = ηr * ηp * (1-t) / (1-w). Here, ηp is the propeller efficiency.

図３に示すように、ηｒにおいては、三角で示すラダーバルブを舵に取り付けていない場合のみ数値が低いことがわかる。また、１−ｗにおいては、三角で示すラダーバルブを舵に取り付けていない場合のみ数値が高いことがわかる。また、ラダーバルブごとの数値はほぼ同一であることがわかる。   As shown in FIG. 3, it can be seen that the value of ηr is low only when the ladder valve indicated by the triangle is not attached to the rudder. Moreover, in 1-w, it turns out that a numerical value is high only when the ladder valve shown with a triangle is not attached to the rudder. Moreover, it turns out that the numerical value for every ladder valve is substantially the same.

ラダーバルブを付けた場合、ηｒはラダーバルブが取り付けられていないときに比べて高くなり、１−ｔはラダーバルブが取り付けられているときといないときとでほとんど同一であり、１−ｗはラダーバルブが取り付けられていないときに比べて低くなっている。したがって、準推進効率ηＤはラダーバルブが取り付けられていないときにくらべて高くなることがわかる。なお、ηｐはこの程度の自航要素の差では両者ほとんど同じ値である。   When the ladder valve is attached, ηr is higher than when the ladder valve is not attached, 1-t is almost the same when the ladder valve is not attached, and 1-w is the ladder. Lower than when no valve is installed. Therefore, it can be seen that the semi-propulsion efficiency ηD is higher than when the ladder valve is not attached. It should be noted that ηp is almost the same value for the difference in the self-propulsion factor.

図４は、ラダーバルブごとの抵抗係数の変化を示す比較図である。
本実施の形態に係るラダーバルブ１１０を舵に取り付けた場合を丸で示し、従来のラダーバルブを舵に取り付けた場合を四角で示している。 FIG. 4 is a comparison diagram showing changes in the resistance coefficient for each ladder valve.
The case where the ladder valve 110 according to the present embodiment is attached to the rudder is indicated by a circle, and the case where the conventional ladder valve is attached to the rudder is indicated by a square.

図４に示すように、フルード数Ｆｎが変化してもどちらのラダーバルブを使っても抵抗係数はほぼ同一であることがわかる。つまり、流線型の大きなラダーバルブを用いなくとも十分に推進効率が向上することがわかる。   As shown in FIG. 4, it can be seen that the resistance coefficient is substantially the same regardless of which ladder valve is used regardless of whether the Froude number Fn changes. That is, it can be seen that the propulsion efficiency is sufficiently improved without using a large streamlined ladder valve.

図５は、ラダーバルブごとの推進効率の変化を示す比較図である。
ラダーバルブを舵に取り付けていない場合を菱形で示し、本実施の形態に係るラダーバルブ１１０を舵に取り付けた場合を丸で示し、従来のラダーバルブを舵に取り付けた場合を三角で示している。 FIG. 5 is a comparison diagram showing changes in propulsion efficiency for each ladder valve.
The case where the ladder valve is not attached to the rudder is indicated by a rhombus, the case where the ladder valve 110 according to this embodiment is attached to the rudder is indicated by a circle, and the case where the conventional ladder valve is attached to the rudder is indicated by a triangle. .

図５に示す図においては、１８ノット以上の船に備え付けられた舵にラダーバルブを付けない場合、および２種類のラダーバルブを付けた場合の推進効率を比較した実験結果を示している。   In the figure shown in FIG. 5, the experimental result which compared the propulsion efficiency at the time of not attaching a ladder valve to the rudder provided in the ship of 18 knots or more, and when attaching two types of ladder valves is shown.

従来のラダーバルブはスクリューのボス近傍の強い回転流によるエネルギー損失を防ぐために、プロペラボスの直径より大きなラダーバルブを舵に取り付けていた。これはタンカーなどの低速船の場合にはラダーバルブによる推進効率の上昇量が、ラダーバルブ自体による抵抗増より大きくなるので、全体として船の推進効率の上昇に寄与する。これは低速船ほど顕著である。   Conventional ladder valves have a rudder valve larger than the diameter of the propeller boss attached to the rudder to prevent energy loss due to the strong rotational flow near the boss of the screw. This is because, in the case of a low-speed ship such as a tanker, the amount of increase in propulsion efficiency by the ladder valve is greater than the increase in resistance by the ladder valve itself, which contributes to an increase in the propulsion efficiency of the ship as a whole. This is more noticeable for low speed ships.

しかし、コンテナ船や自動車船などの高速船においてはラダーバルブによる抵抗増が著しく大きくなり無視できない大きさになる。したがって、図５に示すようにたとえば１８ノットのときは従来のラダーバルブを取り付けたとき、ラダーバルブを取り付けていないときより推進効率がやや低下している。   However, in a high-speed ship such as a container ship or a car ship, the resistance increase due to the ladder valve becomes remarkably large and cannot be ignored. Therefore, as shown in FIG. 5, for example, at 18 knots, the propulsion efficiency is slightly lower when the conventional ladder valve is attached than when the ladder valve is not attached.

一方で、本実施の形態に係るラダーバルブ１１０の直径はプロペラボスの船首側の直径Ｒ１以下、かつ船尾側の直径Ｒ２以上である。また、ラダーバルブ１１０の直径は舵１００の最大厚さ以下に設定されている。   On the other hand, the diameter of the ladder valve 110 according to the present embodiment is not more than the diameter R1 on the bow side of the propeller boss and not less than the diameter R2 on the stern side. Further, the diameter of the ladder valve 110 is set to be equal to or less than the maximum thickness of the rudder 100.

したがって、高速船においてもラダーバルブ１１０自体の抵抗増は限定的であって、ラダーバルブを取り付けていないときより推進効率が高いのはもちろんのこと、従来の大きなラダーバルブを取り付けているときよりも推進効率が高いことがわかる。   Therefore, even in a high-speed ship, the resistance increase of the ladder valve 110 itself is limited, and the propulsion efficiency is higher than when the ladder valve is not installed, as well as when the conventional large ladder valve is installed. It can be seen that the propulsion efficiency is high.

以上より、本実施の形態に係るラダーバルブ１１０を舵１００に取り付けることにより、低速域においては従来のラダーバルブと同等の推進効率の上昇が望める。また、高速域においては従来のラダーバルブ以上の推進効率の上昇が望める。   From the above, by attaching the ladder valve 110 according to the present embodiment to the rudder 100, an increase in propulsion efficiency equivalent to that of the conventional ladder valve can be expected in the low speed range. Moreover, in the high speed range, the propulsion efficiency can be expected to be higher than that of the conventional ladder valve.

なお、本実施の形態において、ラダーバルブ１１０の突出部１１２は、半球状に突出する旨の説明をしたが、これは半球状のものであれば容易に作成することや調達することが可能であることに基づいている。つまり、容易に調達等できるのであれば半球状以外のより流線型に近い突出としてもよいのは言うまでもない。また、プロペラボスのキャップが平坦であるとき、突出部１１２自体がなく、ラダーバルブ１１０のスクリュー側端部が平坦になるようにしてもよい。   In the present embodiment, it has been described that the protruding portion 112 of the ladder valve 110 protrudes in a hemispherical shape, but if it is a hemispherical shape, it can be easily created or procured. Is based on something. That is, it is needless to say that the projection may be closer to the streamline shape than the hemisphere as long as it can be easily procured. Further, when the propeller boss cap is flat, the protrusion 112 itself may be omitted, and the screw side end of the ladder valve 110 may be flat.

１００ 舵
１１０ ラダーバルブ
１１１ 基部
１１２ 突出部
２００ スクリュー 100 Rudder 110 Ladder valve 111 Base 112 Projection 200 Screw

Claims (7)

船舶の推進効率を向上させるために舵に取り付けられるラダーバルブにおいて、
船首側と船尾側の直径が同一である円筒状であることを特徴とするラダーバルブ。 In the ladder valve attached to the rudder to improve the propulsion efficiency of the ship,
A ladder valve having a cylindrical shape with the same diameter on the bow side and the stern side. スクリュー側端部がスクリュー方向に突出している突出部を備えることを特徴とする請求項１記載のラダーバルブ。   The ladder valve according to claim 1, further comprising a projecting portion having a screw side end projecting in the screw direction. 前記突出部は半球状であることを特徴とする請求項２記載のラダーバルブ。   The ladder valve according to claim 2, wherein the protrusion is hemispherical. 前記直径が、プロペラボスの船首側の直径以下、かつ船尾側の直径以上であることを特徴とする請求項１記載のラダーバルブ。   The ladder valve according to claim 1, wherein the diameter is equal to or less than a diameter on a bow side of the propeller boss and equal to or larger than a diameter on a stern side. 前記直径が、前記舵の最大厚さ以下であることを特徴とする請求項１記載のラダーバルブ。   The ladder valve according to claim 1, wherein the diameter is equal to or less than a maximum thickness of the rudder. スクリュー側端部が平坦であることを特徴とする請求項１記載のラダーバルブ。   The ladder valve according to claim 1, wherein the screw side end portion is flat. 船舶の推進効率を向上させるために取り付けられるラダーバルブを備えた船舶用舵において、
前記ラダーバルブの軸線と、スクリューの回転軸が一致し、
前記ラダーバルブが、船首側と船尾側の直径が同一である円筒状であることを特徴とする船舶用舵。 In a ship rudder equipped with a ladder valve attached to improve the propulsion efficiency of the ship,
The axis of the ladder valve and the axis of rotation of the screw coincide,
A rudder for a ship, wherein the ladder valve has a cylindrical shape having the same diameter on the bow side and the stern side.
JP2011254747A 2011-11-22 2011-11-22 Rudder valve and rudder for ship Pending JP2013107522A (en)

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JP2011254747A JP2013107522A (en) 2011-11-22 2011-11-22 Rudder valve and rudder for ship
KR1020120079618A KR20130056812A (en) 2011-11-22 2012-07-20 Rudder bulb and rudder for ship
CN2012102625484A CN103129728A (en) 2011-11-22 2012-07-26 Rudder bulb and rudder for ship

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WO2021040090A1 (en) * 2019-08-29 2021-03-04 (주)디에이취엠씨 Rudder for ship, comprising rudder bulb

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KR102054384B1 (en) 2018-11-08 2019-12-10 재단법인한국조선해양기자재연구원 Ship rudder with removable rudder bulb
KR102305888B1 (en) * 2020-01-30 2021-09-27 현대중공업 주식회사 Steering apparatus and ship having the same
CN111516848B (en) * 2020-05-13 2022-06-07 武汉易华船舶设计有限公司 Energy-saving stabilization system for rudder
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JP2015131632A (en) * 2013-12-10 2015-07-23 ジャパン・ハムワージ株式会社 Vessel rudder
WO2021040090A1 (en) * 2019-08-29 2021-03-04 (주)디에이취엠씨 Rudder for ship, comprising rudder bulb

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