JP2015127181A - Vessel rudder, pre-swirl fin and vessel including the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vessel rudder that enables diffusion of a hub eddy and straightening on a rudder face.SOLUTION: A vessel rudder 1 disposed downstream of a propeller and extended vertically includes: a valve 3 that is swollen approximately symmetrically from a starboard rudder face 1a and a portside rudder face 1b, is extended in the rotating axial direction of the propeller and is formed so that the diameter of the approximately circular cross section gradually decreases from the rudder front edge side toward the rudder rear edge side; and a ring body 5 that is arranged around the valve 3 to surround at least a portion in the horizontal direction of the valve 3, has a ring-shaped cross section and is extended from the rudder front edge side toward the rudder rear edge side. The vessel rudder includes a starboard side fin 7a for connecting the starboard side of the valve 3 with the inner peripheral surface of the ring body 5 along the centerline of the valve 3, when the propeller is rotating clockwise when viewed from the rear side.

Description

  The present invention relates to a marine rudder, a press-war fin, and a marine vessel equipped with the same.

  In order to improve the propulsion efficiency of a ship, it is known to attach a streamline rudder valve (hereinafter simply referred to as “valve”) to a rudder provided on the downstream side of a propeller (Patent Document 1 and 2).

  Further, a valve having a cross section of a shape obtained by combining a perfect circle and an ellipse is known (see Patent Document 3).

  There is also known a reaction rudder in which the rudder angle is inverted up and down so that the angle of attack becomes smaller with respect to the swirling flow generated by the propeller (see Patent Documents 4 and 5).

  Further, there is known a press swirl fin provided with a plurality of fins that are arranged on the upstream side of the propeller and give a swirling flow in a direction opposite to the rotation direction of the propeller to the flow flowing into the propeller (Patent Documents 6 and 7). reference). As shown in FIG. 57, a pre-swirl is provided by a press swirl fin 115 provided on the upstream side of the propeller 114, and a flow field flowing into the propeller 114 is controlled to obtain a wake gain.

Japanese Patent No. 5162449 JP 2010-64740 A Japanese Patent No. 3886049 Japanese Patent No. 5161248 Japanese Patent No. 5175690 Japanese Utility Model Publication No. 63-57199 JP 2011-140292 A

However, the propulsion efficiency can be improved to some extent by attaching a valve to the rudder, but further efficiency improvement is desired.
As a result of investigations by the present inventors, the rudder installed behind the propeller is subjected to the wake of the hull and the propeller, so that an upflow, a downflow, and a hub vortex are synthesized in the vicinity of the rudder surface. It was found that a flow was formed and the propulsion efficiency was reduced.
As for the hub vortex, the above-mentioned valve can be installed for the purpose of reducing the hull resistance due to the negative pressure, but it is not intended for rectification on the control surface, so it can be said that the rectification effect is insufficient. .
By installing fins on the control surface, it is possible to rectify and generate thrust to obtain a resistance reduction effect, but the effect of diffusing the hub vortex is insufficient. Moreover, the flow on the control surface may be bent toward the negative pressure formed by the fins, which may reduce the efficiency.

FIGS. 11 to 22 show the flow on the control surface obtained by the simulation. In each figure, the propeller is clockwise when viewed from behind the rudder.
FIG. 11 shows the pressure distribution on the port rudder surface of a general mariner rudder in which valves and fins are not provided on the rudder surface. In the figure, the left side is the rudder front edge and the right side is the rudder rear edge. In the figure, a darker color means a lower pressure (the same in the following figures).
FIG. 12 shows the limit streamline of the port rudder surface of the mariner rudder superimposed on the pressure distribution. As shown in the figure, the streamline is slightly inclined downward at the center position in the height direction of the starboard rudder surface.
FIG. 13 shows the hub vortex on the port rudder surface of the mariner rudder superimposed on the pressure distribution. As shown in the figure, it can be seen that the hub vortex is inclined to flow downward.

FIG. 14 shows the pressure distribution on the starboard rudder surface of the mariner rudder. In the figure, the right side is the rudder front edge and the left side is the rudder rear edge.
FIG. 15 shows the limit streamline of the starboard rudder surface of the marine rudder superimposed on the pressure distribution. As shown in the figure, it is a limit streamline that flows in a substantially horizontal direction, but at the center portion in the height direction of the starboard rudder surface, it is a limit streamline inclined slightly downward.
FIG. 16 shows the hub vortex on the starboard rudder surface of the marine rudder superimposed on the pressure distribution. As shown in the figure, the hub vortex flows in a substantially horizontal direction.

FIG. 17 shows the pressure distribution on the port rudder surface of a rudder with a valve in which a valve is attached to the mariner rudder shown in FIGS. The valve 103 has a so-called spindle shape, bulges substantially symmetrically from the starboard rudder surface and the port rudder rudder surface, extends in a substantially horizontal direction, and has a substantially circular cross-sectional diameter from the rudder front edge side to the rudder rear edge side. The streamline shape is formed so as to gradually decrease toward the bottom. As can be seen from comparison with FIG. 11 showing the pressure distribution of the marine rudder, the pressure distribution hardly changes.
FIG. 18 shows the limit streamlines on the port rudder surface of the rudder with valve superimposed on the pressure distribution. As can be seen from a comparison with FIG. 12 showing the limit streamline of the Mariner rudder, the distribution of the limit streamline is hardly improved even if the valve 103 is attached.
FIG. 19 shows the hub vortex on the port rudder surface of the rudder with valve superimposed on the pressure distribution. As can be seen in comparison with FIG. 13 which shows the hub vortex of the Mariner rudder, the downward flow of the hub vortex is slightly improved. However, the hub vortex flows backward along the lower boundary line 103a on the lower side of the boundary line where the valve bulges from the control surface, and slightly downward along the flow in the vicinity of the control surface after the rear end of the valve 103. Flowing.

FIG. 20 shows the pressure distribution on the starboard surface of the rudder with a valve. As can be seen from the comparison with FIG. 14 showing the pressure distribution of the mariner rudder, the pressure distribution hardly changes.
FIG. 21 shows the limit streamline of the starboard rudder surface of the rudder with valve superimposed on the pressure distribution. As can be seen from comparison with FIG. 15 showing the limit streamline of the Mariner rudder, the distribution of the limit streamline is hardly improved even if the valve 103 is attached.
FIG. 22 shows the hub vortex on the starboard rudder surface of the rudder with valve superimposed on the pressure distribution. As can be seen from the comparison with FIG. 16 showing the hub vortex of the mariner rudder, even if the valve 103 is attached, the direction of the hub vortex is only slightly changed in the horizontal direction.
As described above, it can be seen that even the rudder with a valve is not sufficient for the rectification on the rudder surface. It can also be said that there is room for further improvement in the diffusion of the hub vortex.

  Moreover, although the valve shape is examined as in Patent Document 3, it is desired to further improve the flow in the vicinity of the control surface by the shape of the valve.

  Moreover, in the reaction rudder like patent document 4 and 5, when connecting the up-and-down front edge from which an angle of attack differs, it becomes a discontinuous connection part and a level | step difference will generate | occur | produce. If there is a level difference at the front edge of the rudder, rudder damage due to paint peeling or cavitation may occur.

  Further, in the press swirl fins as in Patent Documents 6 and 7, when the propeller radius is R, the wake gain due to the pre-turn can be obtained in the region on the outer peripheral side from 0.5R. However, the wake gain is relatively small in the region on the inner peripheral side from 0.5R. For this reason, the fin angle is adjusted in order to reduce the hub vortex generated from the hub of the propeller, but the hub vortex suppression effect is not so much obtained, but rather the resistance to the flow becomes large. There is a problem. On the other hand, it is known that the hub vortex can be effectively suppressed by a valve provided on the rudder downstream of the propeller.

This invention is made in view of such a situation, Comprising: It aims at providing the rudder for ships which can diffuse a hub vortex, and can perform rectification | straightening on a control surface, and a ship provided with the same. To do.
Another object of the present invention is to provide a marine rudder that can improve the flow near the rudder surface by the shape of the valve and a marine vessel equipped with the rudder.
Another object of the present invention is to provide a marine rudder that is a reaction rudder that can avoid rudder damage due to paint peeling or cavitation, and a marine vessel equipped with the rudder.
Another object of the present invention is to provide a Preswar fin that can obtain a desired wake gain and has low resistance to flow, and a ship equipped with the same.

In order to solve the above-mentioned problems, the rudder for a ship, the presswar fin and the ship equipped with the same of the present invention employ the following means.
That is, the marine rudder according to the present invention is a marine rudder that is disposed on the downstream side of the propeller and extends in the up-down direction, and bulges substantially symmetrically from the starboard rudder surface and the port rudder surface to rotate the propeller. A valve that extends in the axial direction and has a substantially circular cross-sectional diameter that gradually decreases from the rudder front edge side toward the rudder rear edge side, and around the valve in the horizontal direction of the valve And a ring body having a ring-shaped cross section and extending from the rudder front edge side toward the rudder rear edge side.

By providing the valve, the hub vortex generated from the propeller hub can be diffused. Further, by providing a ring body around the valve from the rudder front edge side to the rudder rear edge side so as to surround the valve, the fluid flowing around the rudder can be substantially horizontal, i.e. directly behind the ring body along the inner and outer circumferential surfaces. Can flow in the direction. Thereby, the flow of the up-down direction produced in the position a little away from the control surface by the turning flow generated by the propeller can be rectified in a substantially horizontal direction.
It is preferable that the longitudinal cross-sectional shape of the ring body is a wing shape. Thereby, thrust can be generated.
The rear end of the ring body is on the rudder leading edge side of the rudder maximum blade thickness position or the rudder maximum blade thickness position. The flow accelerates to the maximum blade thickness position of the rudder and a negative pressure region of the control surface is generated.However, since the pressure recovers after the maximum blade thickness position, the maximum blade thickness position of the rudder is the maximum ring structure for rectification. The rear end may be positioned by the end.
Further, the diameter of the ring body is set to not more than twice the maximum diameter of the valve cross section. This is because the hub vortex that has collided with the rudder valve flows backward along the rudder valve within a range of not more than twice the maximum diameter of the valve cross section.
Further, the maximum diameter of the valve cross section is 0.9 times or more and 1.5 times or less the boss diameter of the propeller boss. This is because the increase in the necessary horsepower of the ship due to the provision of the valve can be minimized by setting the valve within this range.

  Furthermore, the marine rudder of the present invention extends along the center line of the valve when the propeller rotates clockwise as viewed from the rear, and on the starboard side of the valve and the ring body. When the propeller is turned counterclockwise when viewed from the rear, the starboard fin is connected to the inner peripheral surface, and extends along the center line of the valve. A port side fin for connecting the inner peripheral surface of the ring body is provided.

When the propeller is turning clockwise as viewed from the rear, it becomes a slightly downward critical streamline on the starboard rudder surface, and a substantially horizontal critical streamline around the valve. In the present invention, by providing the starboard side fin extending along the center line of the valve, the slightly downward limit streamline on the starboard rudder surface can be rectified so as to be directed horizontally.
When the propeller is turning counterclockwise when viewed from behind, a flow field that is symmetrical to the right-handed case is formed, so by providing a port side fin that extends along the central axis of the valve Rectify.

  Further, in the marine rudder of the present invention, when the propeller is turning clockwise as viewed from the rear, the valve is located on the lower lower boundary line among the boundary lines bulging from the port rudder surface. And a port side fin that connects the lower boundary line and the inner peripheral surface of the ring body, and when the propeller rotates counterclockwise when viewed from the rear, the valve A starboard-side fin that extends along the lower lower boundary line of the boundary line that bulges from the starboard rudder surface and connects the lower boundary line and the inner peripheral surface of the ring body is provided. It is characterized by being.

When the propeller is turning clockwise as viewed from the rear, the port rudder surface has a downward critical streamline. Further, after hitting the valve, the hub vortex flows rearward along the lower boundary line between the port rudder surface and the valve, and flows slightly downward along the limit streamline of the port rudder surface after the rear end of the valve. The valve has a substantially circular cross-sectional diameter that gradually decreases from the rudder front edge side toward the rudder rear edge side, so the lower boundary between the port rudder surface and the valve faces the rear edge side. And tilted upward. Therefore, in the present invention, by providing the starboard fin extending upward along the lower boundary line, the hub vortex can be diffused and the downward limit streamline can be rectified horizontally.
When the propeller is turning counterclockwise when viewed from the rear, a flow field symmetrical to the right-handed case is formed, so a starboard-side fin extending along the starboard-side lower boundary line is provided. The vortex is diffused and rectified.

  Further, the marine rudder of the present invention is a marine rudder that is arranged on the downstream side of the propeller and extends in the vertical direction. The marine rudder swells substantially symmetrically from the starboard rudder surface and the port rudder rudder surface, and the rotation axis of the propeller A valve extending in the direction is provided, and the upper and lower boundary lines bulging from the starboard rudder surface and the port rudder surface extend substantially horizontally.

In general, the valve has a spindle shape, and the upper boundary bulging from the rudder surface is directed downward from the rudder front edge side to the rudder rear edge side, and the lower boundary line is from the rudder front edge side. Turn down as you go to the rudder trailing edge. In contrast, in the valve of the present invention, the boundary line extends in a substantially horizontal direction. In this way, the valve bulges so that the upper and lower boundary lines are directed in the substantially horizontal direction, so that the flow flowing through the control surface can be rectified in the substantially horizontal direction.
In addition, you may combine the rudder for ships of this invention with the ring body of said each invention.

  Further, the marine rudder of the present invention is a marine rudder that is arranged on the downstream side of the propeller and extends in the vertical direction. The rudder swells substantially symmetrically from the starboard rudder surface and the port rudder rudder and steers from the rudder front edge side. When the propeller is provided with a valve extending toward the rear edge and the propeller rotates clockwise when viewed from the rear, the ring body is steered with respect to the extension line of the rotation axis of the propeller on the starboard side. The valve is mounted so as to incline upward from the front edge side to the rudder rear edge side, and the valve extends on the starboard side along the extension line of the rotation axis, and the propeller rotates counterclockwise as viewed from the rear. The ring body is attached on the port side so as to incline downward from the rudder front edge side to the rudder rear edge side with respect to the extension line of the rotation axis of the propeller. The valve is on the port side and is an extension of the axis of rotation. Characterized in that it extends along the.

When the propeller is clockwise when viewed from the rear, the flow in the turning direction generated by the propeller causes a downward flow on the starboard side at a position near the control surface. Therefore, the ring body is attached to be inclined upward, and the flow passing through the ring body is rectified so as to face upward.
The starboard rudder surface has a slightly downward limit flow line, but it flows almost horizontally, so the valve is installed along the extension line of the propeller rotation axis.
When the propeller rotates counterclockwise when viewed from the rear, a flow field that is symmetric with respect to the clockwise direction is formed. Install the valve.

  Further, the marine rudder of the present invention is a marine rudder that is arranged on the downstream side of the propeller and extends in the vertical direction. The rudder swells substantially symmetrically from the starboard rudder surface and the port rudder rudder and steers from the rudder front edge side. When the propeller is provided with a valve extending to the rear edge side and the propeller is turning clockwise when viewed from the rear, the ring body is lowered on the port side from the rudder front edge side to the rudder rear edge side. The valve is mounted on the port side so as to incline upward from the rudder front edge side to the rudder rear edge side, and the propeller rotates counterclockwise as viewed from the rear. In this case, the ring body is attached on the starboard side so as to incline downward from the rudder front edge side to the rudder rear edge side, and the valve is located on the starboard side from the rudder front edge side to the rudder rear edge side. As it goes to the top, it is tilted upward It is characterized in that is.

When the propeller is clockwise when viewed from the rear, a flow in the turning direction generated by the propeller causes a flow toward the upper side at a position near the control surface on the port side. Therefore, the ring body is attached so as to be inclined below the propeller, and the flow passing through the ring body is rectified so as to be directed downward.
The port rudder surface has a downward limit flow line, and the hub vortex also has a downward flow. Therefore, the valve was attached so as to incline upward, rectified so as to face upward, and the hub vortex was diffused.
When the propeller rotates counterclockwise when viewed from the rear, a flow field that is symmetric with respect to the clockwise direction is formed. Install the valve.

  Further, the marine rudder of the present invention is a marine rudder that is arranged on the downstream side of the propeller and extends in the vertical direction, and bulges from the starboard rudder surface and the port rudder rudder surface and extends in the rotation axis direction of the propeller. The valve is formed such that the elliptical cross section gradually decreases from the rudder front edge side toward the rudder rear edge side, and the ellipse has a major axis that coincides with the horizontal direction. It is characterized by being.

  The cross section of the bulb was made elliptical so that the major axis of the ellipse coincided with the horizontal direction. Thereby, the protrusion part protruding in the major axis direction of the ellipse extends horizontally from the rudder front edge side toward the rudder rear edge side. Thereby, the flow on the control surface can be rectified in the horizontal direction by the shape of the valve.

  Further, the marine rudder of the present invention is a marine rudder that is arranged on the downstream side of the propeller and extends in the vertical direction, and bulges from the starboard rudder surface and the port rudder rudder surface and extends in the rotation axis direction of the propeller. The elliptical cross section is formed so that the elliptical cross section gradually decreases from the rudder front edge side toward the rudder rear edge side, and the major axis of the ellipse is around the central axis with respect to the horizontal direction. It is provided so that it may incline.

In the bulb having an elliptical cross section, the major axis of the ellipse is inclined around the central axis with respect to the horizontal direction. As a result, on the control surface side where the upstream side of the projecting part projecting in the major axis direction of the ellipse is located below, the projecting part extends so as to incline from below to above, and the upstream side of the projecting part is located above. On the control surface side, the projecting portion extends so as to incline from the upper side to the lower side. By forming the inclined projecting portion in this way, the flow on the control surface can be rectified by the valve.
In particular, when the propeller is clockwise when viewed from the rear, the port rudder surface becomes a critical streamline that goes downward, so that the port-side protrusion is inclined around the central axis so that it is positioned below. If the protrusions extending from the bottom to the top are formed, the flow can be rectified in the horizontal direction.

  Further, the marine rudder of the present invention is a marine rudder that is arranged on the downstream side of the propeller and extends in the vertical direction, and bulges from the starboard rudder surface and the port rudder rudder surface from the rudder leading edge side to the rudder rear edge side. An extending valve is provided, and the valve has a wing shape when the starboard rudder surface and the port rudder rudder surface are viewed.

  When the control surface is viewed, since the valve has a blade shape, not only the flow is rectified but also thrust can be generated.

  Further, the marine rudder of the present invention is a marine rudder that is arranged on the downstream side of the propeller and extends in the vertical direction, and bulges from the starboard rudder surface and the port rudder rudder surface from the rudder leading edge side to the rudder rear edge side. And an elliptical cross section is formed such that the elliptical cross section gradually decreases from the rudder front edge side toward the rudder rear edge side, and the major axis of the ellipse has a central axis with respect to the horizontal direction. It is provided so as to incline around, and has a wing shape when the starboard rudder surface and the port rudder rudder surface are viewed.

  The bulb having an elliptical cross section was inclined with the major axis of the ellipse around the central axis with respect to the horizontal direction. And when it looked at the control surface, it was made to become a wing shape. Thereby, the shape of the valve which bulges from the starboard rudder surface and the port rudder surface has different heights and different shapes, and the rectification effect and thrust can be improved according to the flow around the rudder.

  Further, the marine rudder of the present invention is a marine rudder that is arranged on the downstream side of the propeller and extends in the vertical direction, and bulges from the starboard rudder surface and the port rudder rudder surface from the rudder leading edge side to the rudder rear edge side. When the starboard rudder surface and the port rudder rudder surface are viewed, the valve has a wing shape, and the back side of the wing shape in one of the control surfaces is the upper side and the abdomen side is the lower side. And the back side of the said wing | blade shape in the said other control surface is made into the downward direction, and the abdominal side is made into upper, It is characterized by the above-mentioned.

  When the control surface is viewed, since the valve has a blade shape, not only the flow is rectified but also thrust can be generated. And since the up-and-down position of the wing-shaped back side and the abdomen side was reversed with the left and right rudder surfaces, the rectification effect and thrust can be improved according to the flow around the rudder.

  Furthermore, according to the boat rudder of the present invention, the wing shape on one of the control surfaces and the wing shape on the other control surface are provided at different heights.

  Since the heights of the wing shapes on the left and right rudder surfaces are different, the rectification effect and thrust can be improved according to the flow around the rudder.

  Further, the marine rudder of the present invention is a marine rudder that is arranged on the downstream side of the propeller and extends in the vertical direction, is located above the extension line of the rotation axis of the propeller, and is from the propeller. An upper wing whose leading edge is twisted with respect to a vertical line so that the angle of attack with respect to the swirling flow is small, and an extension line of the rotation axis of the propeller are positioned below the swirling flow from the propeller. A lower wing whose front edge is twisted with respect to a vertical line so that the angle of attack becomes smaller, and an intermediate wing connecting the upper wing and the lower wing, the leading edge of the intermediate wing and the upper wing The upper connecting portion with the leading edge of the intermediate wing and the lower connecting portion between the leading edge of the intermediate wing and the leading edge of the lower wing are continuously connected.

  Since the leading edge of the intermediate wing is continuously connected to the leading edge of the upper wing and the leading edge of the lower wing, a step due to discontinuous connection can be eliminated. Thereby, it is possible to avoid rudder damage due to paint peeling or cavitation caused by steps.

  Furthermore, according to the rudder for a ship of the present invention, the upper connection portion and the lower connection portion are provided with knuckles.

  By providing a knuckle at the connecting portion, the flow around the rudder can be rectified so as to guide the flow along the knuckle.

Further, according to the marine rudder of the present invention, the upper connecting portion and the lower connecting portion are formed with curved surfaces.

  The connecting part was formed with a curved surface, and the connection was made smoothly. Thereby, rudder damage due to paint peeling or cavitation can be avoided.

  The press whirl fin of the present invention is a press whirl fin provided with a plurality of fins arranged on the upstream side of the propeller to give a swirling flow in a direction opposite to the rotation direction of the propeller to the flow flowing into the propeller. Each of the fins includes a radially outer peripheral wing portion and a radially inner peripheral blade portion, and the outer peripheral blade portion has a blade shape that gives the swirling flow, and the inner peripheral blade portion The section has a wing shape that does not give the swirl flow.

The wake gain is good on the outer peripheral side of the fin. Therefore, the outer peripheral blade portion of the fin has a blade profile that gives a swirling flow in a direction opposite to the propeller rotation direction.
On the other hand, the wake gain is small on the inner peripheral side of the fin. For this reason, the angle adjustment of the fin is performed aiming at the hub vortex suppression effect, but the large hub vortex suppression effect is not obtained, but rather the resistance to the flow is increased. Accordingly, the inner peripheral blade portion of the fin has a blade shape in which a fluid flows as it is in the direction of the propeller axis without giving a swirling flow.
As described above, a desired wake gain can be obtained, and a press swirl fin with low resistance to flow can be realized. Further, when a valve is provided on the rudder downstream of the propeller, and the hub vortex is reduced by this valve, the press whirl fin of the present invention can be used effectively together with the valve, further enhancing the energy saving effect. be able to.

  Furthermore, according to the press swirl fin of the present invention, the outer peripheral wing portion and the inner peripheral wing portion are divided in a cross section at one or a plurality of height positions in the span direction. In addition, the shape is characterized by being relatively rotated around a normal line located in the transverse section.

The blades continuously formed in the span direction are divided by a cross section at one or more height positions in the span direction and then rotated relative to each other around a normal line located in the cross section, The shape of the outer peripheral wing and the inner peripheral wing was determined. Thus, since the shape of the outer peripheral wing portion and the inner peripheral wing portion can be determined on the basis of the blades continuously formed in the span direction, the shape of the fin can be designed easily. In addition, about a normal line, if it is in a cross section, it can set arbitrarily.
When the propeller radius is R, the position of the cross section that divides the blade in the span direction is in the range of 0.4R to 0.6R, and preferably in the vicinity of 0.5R.

  Furthermore, according to the press swirl fin of the present invention, the normal line is provided on a wing-shaped leading edge cut by the cross section.

  As the normal line is provided at the leading edge of the blade shape, the outer peripheral blade part and the inner peripheral blade part are relatively rotated around the normal line. Thereby, since the front edge can be continuously connected in the span direction of the fin, the disturbance of the flow at the front edge can be suppressed.

  Further, according to the press swirl fin of the present invention, an intermediate wing is provided between the outer wing and the inner wing, and the intermediate wing is formed between the inner rim of the outer wing and the inner wing. It is characterized in that the outer peripheral end of the peripheral wing portion is continuously connected.

Since the inner wing portion and the outer wing portion are continuously connected by the intermediate wing portion, it is possible to suppress turbulence due to the fluid at the connection portion between the inner wing portion and the outer wing portion.
When the propeller radius is R, the position of the intermediate blade is preferably in the vicinity of 0.5R, and preferably, for example, exists in the range of 0.4R to 0.6R.

  The press whirl fin of the present invention is a press whirl fin provided with a plurality of fins arranged on the upstream side of the propeller to give a swirling flow in a direction opposite to the rotation direction of the propeller to the flow flowing into the propeller. An outer annular body that fixes an outer peripheral end of each fin is provided, and at least one of the fins has an inner peripheral end that is a free end.

In the region corresponding to the outer peripheral side of the propeller, the wake gain is good and the resistance is small. Therefore, by providing the fin on the outer peripheral side, the swirl flow in the direction opposite to the rotation direction of the propeller is given by the fin on the outer peripheral side.
On the other hand, in the region corresponding to the inner peripheral side of the propeller, the wake gain is small and the resistance is large. Also, the hub vortex suppression effect is not great. Therefore, the inner peripheral end of at least one fin is a free end, and no fin is present on the inner peripheral side. Thus, no resistance is given on the inner circumference side.
Moreover, since the outer peripheral end of the fin is fixed to the outer annular body, the blade tip vortex generated from the outer peripheral end of the fin can be suppressed. In particular, when the longitudinal section of the outer annular body has a wing shape, fluid loss can be further reduced.
As described above, a desired wake gain can be obtained, and a press-war fin with low resistance can be realized.
Note that the position of the inner peripheral end of the fin, which is a free end, is 0.4R or more and 0.6R or less, preferably in the vicinity of 0.5R, where R is the propeller radius.
Moreover, the fin which does not have a free end is connected to the stern tube on the inner peripheral side, and supports the outer annular body.
Further, when the inner peripheral side of all the fins is a free end, the outer annular body is fixed to the stern body.

  Further, according to the press swirl fin of the present invention, the outer annular body is formed so as to guide the flow flowing along the inner periphery of the outer annular body to the outer peripheral end of the propeller, and extends to the vicinity of the propeller. It is characterized by existing.

The outer annular body has a shape that guides the flow that flows along the inner periphery of the outer annular body to the outer peripheral end of the propeller. Then, the outer annular body is extended to the vicinity of the propeller. As a result, the swirl flow formed by the fins can be guided to the propeller without leakage, and since it is installed in the vicinity of the propeller, the flow that has passed through the outer peripheral side of the outer annular body flows into the propeller without passing through the fins. Can be prevented.
The vicinity of the propeller means that the shortest distance between the propeller and the outer annular body is in the range of 0.1R to 0.7R, where R is the propeller radius.

  Moreover, the ship of this invention is provided with the rudder for ships in any one of said, and / or the press-war fin in any one of said.

  Since any one of the above rudder for a ship and / or any one of the above press swirl fins is provided, a ship with good propulsion efficiency can be provided.

According to the present invention, the hub vortex can be diffused and rectification on the control surface can be performed.
Moreover, according to this invention, the flow of the control surface vicinity can be improved with the shape of a valve | bulb.
Moreover, according to this invention, it can be set as the reaction rudder which can avoid the rudder damage by peeling of a paint or cavitation.
Further, according to the present invention, a desired wake gain can be obtained, and a press-war fin with low resistance to flow can be obtained.

It is the front view which looked at the rudder for ships concerning a 1st embodiment of the present invention from the upper stream side. It is the side view which showed the starboard side of the rudder for ships of FIG. It is the side view which showed the port side of the rudder for ships of FIG. It is the side view which showed the relationship between a valve diameter and a propeller boss diameter. It is the graph which showed the influence which the ratio of the valve diameter with respect to a propeller boss diameter exerts on the required horsepower of a ship. It is the side view which showed the port side of the rudder for ships concerning 2nd Embodiment of this invention. It is the figure which showed the change of the cross section of the valve | bulb of FIG. It is the side view which showed the starboard side of the rudder for ships concerning 3rd Embodiment of this invention. It is the side view which showed the starboard side of the rudder for ships of FIG. It is the rear view which showed typically the flow around a rudder. It is the side view in which the pressure distribution of the port rudder surface of a mariner rudder was shown. It is the side view in which the limit streamline of the port side rudder surface of a mariner rudder was shown. It is the side view in which the hub vortex of the port rudder surface of the Mariner rudder was shown. It is the side view in which the pressure distribution of the starboard rudder surface of a mariner rudder was shown. It is the side view in which the limit streamline of the starboard rudder surface of the Mariner rudder was shown. It is the side view in which the hub vortex of the starboard rudder surface of the Mariner rudder was shown. It is the side view in which the pressure distribution of the port rudder surface of a rudder with a valve was shown. It is the side view in which the limit streamline of the port rudder surface of a rudder with a valve was shown. It is the side view in which the hub vortex of the port rudder surface of the rudder with a valve was shown. It is the side view in which the pressure distribution of the starboard rudder surface of the rudder with a valve was shown. It is the side view in which the limit streamline of the starboard rudder surface of the rudder with a valve was shown. It is the side view in which the hub vortex of the starboard rudder surface of the rudder with a valve was shown. The rudder for ships concerning 4th Embodiment of this invention is shown, (a) is the front view seen from the rudder front, (b) is the side view which looked at the starboard rudder surface. The rudder for ships concerning a 5th embodiment of the present invention is shown, (a) is a side view showing a starboard rudder surface, (b) is a side view showing a starboard rudder surface, and (c) is seen from the rudder front. It is a front view. The valve | bulb shown in FIG. 24 is shown, (a) is a front view, (b) is a top view. The rudder for ships concerning 6th Embodiment of this invention is shown, (a) is the front view seen from the rudder front, (b) is the side view which looked at the starboard rudder surface. The rudder for ships concerning the modification of 6th Embodiment of this invention is shown, (a) is the front view seen from the rudder front, (b) is the side view which looked at the starboard rudder surface. The rudder for ships concerning 7th Embodiment of this invention is shown, (a) is the front view seen from the rudder front, (b) is the side view which looked at the port rudder surface, (c) looked at the starboard rudder surface Side view, (d) is a perspective view of the port rudder surface as viewed from below, and (e) is a perspective view of the starboard surface as viewed from above. The boat rudder concerning the modification of 7th Embodiment of this invention is shown, (a) is the front view seen from the rudder front, (b) is the side view which looked at the starboard rudder surface, (c) is starboard rudder surface (D) is the perspective view which looked at the port rudder surface from the lower side, (e) is the perspective view which looked at the starboard rudder surface from the upper side. The rudder for ships concerning 8th Embodiment of this invention is shown, (a) is the front view seen from the rudder front, (b) is the side view which looked at the port rudder surface, (c) looked at the starboard rudder surface (D) is a side view of the valve on the starboard side, (e) is a side view of the valve on the starboard side, and (f) is a front view of the valve viewed from the upstream side. The rudder for ships concerning the modification of 8th Embodiment of this invention is shown, (a) is the front view seen from rudder front, (b) is the side view which looked at the starboard rudder surface, (c) is starboard rudder surface (D) is a side view of the valve on the starboard side, (e) is a side view of the valve on the starboard side, and (f) is a front view of the valve viewed from the upstream side. The rudder for ships concerning 9th Embodiment of this invention is shown, (a) is the front view seen from the rudder front, (b) is the perspective view which looked at the starboard rudder surface from the upper part, (c) is the port rudder rudder. It is the perspective view seen from the bottom. The rudder for ships concerning the modification of 9th Embodiment of this invention is shown, (a) is the front view seen from the rudder front, (b) is the perspective view which looked at the starboard rudder surface from the upper part, (c) is port It is the perspective view which looked at the control surface from the lower part. The rudder for ships concerning 10th Embodiment of this invention is shown, (a) is the front view seen from the rudder front, (b) is the side view which looked at starboard side, (c) is the side view which looked at port side (D) is the perspective view which looked at the port side from the downward direction. The boat rudder which showed the reaction rudder as a reference example is shown, (a) is the front view seen from the rudder front, (b) is the side view which looked at starboard side. The boat rudder concerning 11th Embodiment of this invention is shown, (a) is the front view seen from rudder front, (b) is the side view which looked at starboard side, (c) is the side view which looked at port side (D) is the perspective view which showed the knuckle formed on the port side, (e) is the perspective view which looked at the port side from the downward | lower direction. The boat rudder concerning 12th Embodiment of this invention is shown, (a) is the front view seen from the rudder front, (b) is the side view which looked at starboard side, (c) is the side view which looked at port side (D) is the perspective view which looked at the starboard side. It is the side view which showed the press swirl fin concerning 13th Embodiment of this invention. It is a front view of the press swirl fin of FIG. It is the perspective view which showed the fin of 13th Embodiment. It is the perspective view which showed the flow around the fin of FIG. It is the perspective view which showed the fin concerning 14th Embodiment of this invention. It is the perspective view which showed the flow around the fin of FIG. It is the perspective view which showed the flow in the front edge part of the fin of FIG. It is the perspective view which showed the flow in the front edge part of the fin of FIG. It is the perspective view which showed the fin concerning 15th Embodiment of this invention. It is the perspective view which showed the flow around the fin of FIG. It is the perspective view which showed the flow in the front edge part of the fin of FIG. It is the perspective view which showed the flow in the rear edge part of the fin of FIG. It is the perspective view which showed the flow in the rear edge part of the fin of FIG. It is the perspective view which showed the flow in the rear edge part of the fin of FIG. It is the front view which showed the press swirl fin concerning 16th Embodiment of this invention. It is the side view which showed the state which combined the valve | bulb with the press swirl fin of FIG. It is the side view which showed the state which fixed the outer side annular body to the stern main body. It is the side view which showed the press swirl fin concerning 17th Embodiment of this invention. It is a side view of the press swirl fin shown as a reference example. The action of a press swirl fin is shown schematically, (a) is a side view showing a state of only a propeller, and (b) is a side view of a state where a press swirl fin is provided.

Embodiments according to the present invention will be described below with reference to the drawings.
[First Embodiment]
Hereinafter, a first embodiment of the present invention will be described with reference to FIGS. A marine rudder (hereinafter simply referred to as a “rudder”) according to the present embodiment is disposed on the downstream side of a propulsion propeller (hereinafter simply referred to as a “propeller”) provided at the rear of the marine vessel. It extends to. In each of the following embodiments, the propeller rotates clockwise when viewed from the rear of the rudder.

  As shown in FIGS. 1 to 3, the rudder 1 includes a rudder valve (simply referred to as “valve” in the following embodiments) 3, a ring body 5, and fins 7 that support the ring body 5. It has.

The valve 3 has a spindle shape that is streamlined like the valve 103 shown in FIGS. Specifically, the valve 3 bulges substantially symmetrically from the starboard rudder surface 1a and the port rudder rudder surface 1b, and extends in a substantially horizontal direction along the extending direction of the rotation axis of the propeller. In FIG. 1, since the rudder 1 is a front view as viewed from the upstream side, the starboard rudder surface 1a is on the left side in FIG. 1, and the port rudder rudder surface 1b is on the right side in FIG.
The valve 3 has a substantially circular cross section, and the diameter of the cross section gradually decreases from the rudder front edge side toward the rudder rear edge side. Thus, since the valve 3 bulges from the control surfaces 1 a and 1 b, boundary lines 4 a and 4 b are formed between the control surfaces 1 a and 1 b and the valve 3. Further, since the valve 3 has a spindle shape in which the diameter of the substantially circular cross section gradually decreases from the rudder front edge side toward the rudder rear edge side, the lower boundary line 4a which is a lower boundary line. Is inclined upward toward the rudder rear edge side, and the upper boundary line 4b, which is the upper boundary line, is inclined downward toward the rudder rear edge side.

  As shown in FIG. 4, the maximum diameter Db of the cross section of the valve 3 is set to be approximately equal to the diameter Dp of the propeller boss 6. However, the maximum diameter Db of the cross section of the valve 3 can be set in a range of 0.9 times to 1.5 times the propeller boss diameter Dp. This is because the increase in the necessary horsepower of the ship due to the provision of the valve 3 can be minimized by using the valve 3 having a size within this range, as shown in FIG. In FIG. 4, reference numeral 8 denotes a boss cap attached to the downstream side of the propeller boss 6.

The ring body 5 has a cylindrical shape with a ring-shaped cross section when viewed from the front as shown in FIG. 1, and is substantially horizontal from the rudder front edge side to the rudder rear edge side as shown in FIGS. Extends in the direction. The center axis of the ring body 5 is provided on an extension line of the rotation axis of the propeller.
The ring body 5 is provided around the bulb 3 so as to surround at least a part of the bulb 3 in the horizontal direction. As shown in FIGS. 2 and 3, in the present embodiment, the front end 5 a that is the upstream side of the ring body 5 is located behind (downstream) from the upstream end 3 a of the valve 3. The rear end 5 b which is the downstream side is located behind the downstream end 3 b of the valve 3. In other words, the ring body 5 is provided so as to surround the other valve 3 in a state where only the upstream end 3a portion of the valve 3 is exposed.
The longitudinal cross-sectional shape of the annular portion of the ring body 5 is preferably a wing shape in which the front end 5a is a front edge and the rear end 5b is a rear edge. Thereby, a thrust can be generated.

  The horizontal position of the rear end 5 b of the ring body 5 is the maximum blade thickness position of the rudder 1. This is because the flow accelerates to the maximum blade thickness position of the rudder 1 and a negative pressure region is generated on the control surfaces 1a and 1b. However, since the pressure recovers after the maximum blade thickness position, the ring body 5 that performs rectification is used. This is because the rear end 5b may be positioned up to the maximum blade thickness position of the rudder at the maximum. Of course, the rear end 5b of the ring body 5 may be closer to the rudder leading edge than the maximum blade thickness position of the rudder.

  The diameter of the ring body 5 is not more than twice the maximum diameter of the cross section of the bulb 3. This is because the negative pressure region on the rudder surface of the rudder 1 occurs in a range not more than twice the maximum diameter of the cross section of the valve 3. This is because it is sufficient if it is less than twice. Further, it is preferable to reduce the flow resistance by reducing the diameter of the ring body 5 as much as possible within the range in which the ring body 5 can be rectified.

The fins 7 are plate-like bodies and fix the ring body 5 to the main body of the rudder 1.
As shown in FIG. 2, the starboard side fins 7 a provided on the starboard rudder surface 1 a are provided in a substantially horizontal direction along the center line of the valve 3 so as to bisect the valve 3. Further, as shown in FIG. 1, the starboard side fin 7 a extends in the radial direction, the inner peripheral side is connected to the outer peripheral surface of the valve 3, and the outer peripheral side is connected to the inner peripheral surface of the ring body 5. Has been. The front edge of the starboard side fin 7 a is substantially the same position as the front edge of the rudder 1, and the rear edge of the starboard side fin 7 a is located near the downstream end 3 b of the valve 3.

  As shown in FIG. 3, the port side fins 7b are provided along the lower boundary line 4a. Further, as shown in FIG. 1, the port side fin 7 b extends in the radial direction, the inner peripheral side is connected to the lower boundary line 4 a, and the outer peripheral side is the inner peripheral surface of the ring body 5. It is connected to the. The front edge of the port side fin 7 b is substantially at the same position as the front edge of the rudder 1, and the rear edge of the port side fin 7 b is located near the downstream end 3 b of the valve 3. However, the rear edge of the port side fin 7b, when viewed from the side as shown in FIG. 3, is a position beyond the downstream end 3b of the valve 3, that is, with respect to the central axis of the valve 3 (extension line of the rotation axis of the propeller). And the position where the central axis of the valve 3 is not exceeded.

According to the rudder 1 of this embodiment mentioned above, there exist the following effects.
By providing a ring body 5 extending horizontally around the valve 3 so as to surround the valve 3, the fluid flowing around the rudder 1 is horizontally or along the inner peripheral surface and the outer peripheral surface of the ring body 5 in the horizontal direction. It can flow. As a result, the swirl flow by the clockwise propeller causes a downward flow (see V1 in FIG. 10) near the starboard rudder surface 1a, and an upward flow (see V2 in FIG. 10) near the port rudder surface 1b. Can be rectified in the horizontal direction, i.e., directly behind.

  In addition, as shown in FIG. 21, the starboard rudder surface 1 a has a slightly downward limit streamline, and the valve 3 has a substantially horizontal limit streamline around the height position thereof. In the present embodiment, by providing the starboard side fins 7a extending along the center line of the valve 3, a slightly downward critical streamline on the starboard rudder surface 1a is directed horizontally, that is, flows straight after. Can be rectified.

  Further, as shown in FIG. 18, the port rudder surface 1b has a downward limit streamline. Further, as shown in FIG. 19, after the hub vortex hits the valve 3, the hub vortex flows backward along the lower boundary line 7 a between the port rudder surface 1 b and the valve 3. It flows slightly downward along the limit streamline of the control surface 1b. Therefore, in the present embodiment, by providing the port side fins 7b extending upward along the lower boundary line 4a, the hub vortex can be diffused and the downward limit streamline can be rectified horizontally.

  In the present embodiment, the case where the propeller is clockwise is shown, but the present invention can also be applied to the case where the propeller is counterclockwise. In this case, a flow field that is symmetric with respect to the clockwise direction is formed, so that the fins are attached so as to be symmetric with respect to the fins 7a and 7b shown in FIGS.

[Second Embodiment]
Next, a second embodiment of the present invention will be described with reference to FIGS. In the present embodiment, the ring body 5 and the fins 7 described in the first embodiment are not provided. Moreover, it differs in having the valve | bulb of a shape different from the valve | bulb 3 of 1st Embodiment.
As shown in FIG. 6, the rudder 1 has a valve 9.
The valve 9 bulges substantially symmetrically from the starboard rudder surface 1a and the port rudder rudder surface 1b, and extends in a substantially horizontal direction along the extending direction of the rotation axis of the propeller. Since the valve 3 bulges from the control surfaces 1 a and 1 b, boundary lines 4 a and 4 b are formed between the control surfaces 1 a and 1 b and the valve 3. The upper and lower boundary lines 4a and 4b are not inclined, but extend parallel to each other and horizontally. That is, as shown in FIG. 6, the valve 9 has a horizontally long rectangle when viewed from the side. Therefore, as shown in FIG. 7, the cross section of the valve 9 has a constant diameter in the height direction, that is, a vertical diameter, from the rudder front edge side to the rudder rear edge side, and has a nearly circular cross section on the rudder front edge side. On the rudder trailing edge side, it has a vertically long ellipse or oval shape.

As described above, this embodiment has the following effects.
In general, the valve has a spindle shape as shown in the first embodiment, and the upper boundary bulging from the control surface is inclined downward as it goes from the rudder front edge side to the rudder rear edge side, The lower boundary line is inclined upward as it goes from the rudder front edge side to the rudder rear edge side. On the other hand, in the valve 9 of the present embodiment, the upper boundary line 4b and the lower boundary line 4a extend in the horizontal direction. In this way, since the upper and lower boundary lines 4a and 4b are bulged so as to face in the horizontal direction, the flow flowing through the control surfaces 1a and 1b is directed in the horizontal direction, that is, directly behind, and rectified. be able to.

  In addition, in this embodiment, although it was set as the structure which is not combined with the ring body 5 of 1st Embodiment, you may combine with the ring body 5. FIG.

[Third Embodiment]
Next, a third embodiment of the present invention will be described with reference to FIGS.
The present embodiment is common in that the valve 3, the ring body 5 and the fin 7 are provided in the same manner as the first embodiment, but the valve 3 and the ring body 5 have different shapes on the left and right control surfaces. Is different. In the present embodiment, the position of the fin 7 is not particularly shown, but it may be provided at the same position as in the first embodiment, or may be provided at another position in consideration of the flow around the rudder 1. Good.

As shown in FIG. 8, the ring body 5 is attached on the starboard side so as to incline upward from the front end 5a to the rear end 5b. That is, the center axis 5c of the ring body 5 is inclined upward with respect to the extension line of the propeller rotation axis. The center position of the front end 5a of the ring body 5a is located on the extension line of the propeller rotation axis.
On the other hand, the valve 3 extends on the starboard side along an extension line of the propeller rotation axis. That is, the central axis of the valve 3 coincides with an extension line of the propeller rotation axis.

As shown in FIG. 9, the ring body 5 is attached on the port side so as to incline downward as it goes from the front end 5a to the rear end 5b. That is, the center axis 5c of the ring body 5 is inclined downward with respect to the extension line of the propeller rotation axis. The center position of the front end 5a of the ring body 5a is located on the extension line of the propeller rotation axis.
On the other hand, on the port side, the valve 3 is attached so as to be inclined upward as it goes from the upstream end 3a to the downstream end 3b. That is, the central axis 3c of the valve 3 is. It is inclined upward with respect to the propeller rotation axis. The center position of the upstream end 3a of the valve 3 is located on the extension line of the propeller rotation axis.

According to this embodiment mentioned above, there exist the following effects.
As shown in FIG. 10, due to the flow in the swirl direction generated by the propeller, on the starboard side, a downward flow flow V1 directed downward at a position near the control surface is generated. Therefore, by attaching the ring body 5 so as to be inclined upward, the flow passing through the ring body 5 can be rectified so as to be directed in the horizontal direction.
Further, the starboard rudder surface has a slightly downward limit streamline (see FIG. 21), but since this is generally in the direction of the propeller rotation axis, the valve 3 is provided along the extension line of the propeller rotation axis. .

Due to the swirl direction flow generated by the propeller, on the port side, a flow upward flow V2 is generated which is directed upward at a position near the control surface. Therefore, by attaching the ring body 5 so as to be inclined downward, the flow passing through the ring body 5 can be rectified so as to be directed downward.
In addition, the port rudder surface has a downward limit flow line V3 (see FIG. 18), and the hub vortex also has a downward flow (see FIG. 19). Therefore, by attaching the valve 3 so as to be inclined upward, the valve 3 can be rectified so as to face upward and the hub vortex can be diffused.

  Although the clockwise propeller has been described in the present embodiment, in the case of a counterclockwise propeller in which the propeller rotates counterclockwise when viewed from the rear, a flow field that is symmetric with respect to the clockwise rotation is formed. Attach the ring body and valve so that the propeller is symmetrical with respect to the clockwise direction.

[Fourth Embodiment]
Next, a fourth embodiment of the present invention will be described with reference to FIG.
As shown in FIG. 23, the rudder 1 is arranged on the downstream side of the propeller for propulsion of the ship and extends in the up-down direction. The rudder 1 includes a valve 11. The valve 11 bulges out from the starboard rudder surface 1a and the port rudder rudder surface 1b and extends in the rotation axis direction of the propeller. The valve 11 is formed so that the cross section made into an ellipse gradually decreases from the rudder front edge side toward the rudder rear edge side, and is provided so that the major axis of the ellipse coincides with the horizontal direction.

  Thus, in the present embodiment, the bulb 11 has an elliptical cross section so that the major axis of the ellipse coincides with the horizontal direction. Thereby, the protrusion parts 11a and 11b protruding in the major axis direction of the ellipse extend horizontally from the rudder front edge side toward the rudder rear edge side. Since the protrusions 11a and 11b protrude in comparison with a general valve having a circular cross section, the flow can be rectified. Thereby, the flow on the control surfaces 1 a and 1 b can be rectified by the shape of the valve 11.

[Fifth Embodiment]
Next, a fifth embodiment of the present invention will be described with reference to FIGS.
In the present embodiment, the bulb 11 of the fourth embodiment is inclined around the center axis of an ellipse. Specifically, as shown in FIG. 24C, the bulb 11 having an elliptical cross section is inclined by about 45 ° clockwise from the horizontal. The inclination angle of the valve is not limited to 45 ° and can be arbitrarily set within a range of 60 ° or less. The shape of the valve 11 is the same as that of the fourth embodiment, as shown in FIG.

As described above, in the present embodiment, the bulb 11 having an elliptical cross section is inclined with the major axis of the ellipse around the central axis with respect to the horizontal direction. Thus, on the control surface side where the upstream side of the protruding portion 11b protruding in the major axis direction of the ellipse is positioned below, the protruding portion 11b extends so as to incline from below to above as shown in FIG. It becomes like this. On the other hand, on the control surface side where the upstream side of the protruding portion 11a is located upward, as shown in FIG. 24A, the protruding portion 11a extends so as to be inclined downward from above. By forming the inclined projecting portions 11a and 11b in this way, the flow on the control surface can be rectified by the valve 11.
In particular, when the propeller is clockwise when viewed from the rear, the port rudder surface 1b has a limit streamline that is directed downward (see FIG. 18), so that it protrudes upward from below as shown in FIG. 24 (b). If the part 11b is formed, the flow can be rectified in the horizontal direction.

[Sixth Embodiment]
Next, a sixth embodiment of the present invention will be described with reference to FIG.
This embodiment differs from the fourth and fifth embodiments in the shape of the valve.
The valve 13 of the present embodiment is formed such that an elliptical cross section gradually decreases from the rudder front edge side toward the rudder rear edge side. Further, as shown in FIG. 26B, the valve 13 has a blade shape when the starboard rudder surface 1a and the port rudder rudder surface 1b are viewed. Specifically, the front edge of the wing shape is located on the upstream side, the back side is located above, and the abdomen side is located below. Although not shown in FIG. 26, the wing shape is also similar on the port side, with the leading edge located on the upstream side, the back side located above, and the ventral side located below. The wing shape can be changed according to the flow around the rudder 1. For example, the back side of the wing may be set downward and the abdomen side may be set upward.

Thus, according to this embodiment, when the control surfaces 1a and 1b are viewed, the valve 13 has a blade shape, so that not only the flow is rectified but also thrust can be generated.
In addition, according to the flow around the rudder 1, as shown in FIG. 27, the valve 13 in FIG. 26 may be shaped upside down with the central axis in the horizontal direction of the rudder 1 as the axis of symmetry.

[Seventh Embodiment]
Next, a seventh embodiment of the present invention will be described with reference to FIG.
In the present embodiment, the valve 13 of the sixth embodiment is inclined around the central axis. In the present embodiment, the valve 13 is inclined by about 45 ° with respect to the horizontal plane. By tilting in this way, on the port side, as shown in FIG. 28 (b), the wing-shaped dorsal side is downward and the ventral side is upward, while on the starboard side, the wing-shaped dorsal side is upward. The ventral side is the bottom. The inclination angle of the valve is not limited to 45 ° and can be arbitrarily set within a range of 60 ° or less.
In addition, by tilting the valve 13, the height position of the wing shape can be made different between the starboard side and the port side. Specifically, as can be seen from FIG. 28A, the height position of the valve 13 is higher on the starboard side 1a than on the port side 1b side.

Thus, according to this embodiment, since the valve | bulb 13 of a different wing | blade shape and a different height can be implement | achieved on the starboard side and the port side, a rectification effect and thrust can be improved according to the flow around the rudder 1. .
In addition, according to the flow around the rudder 1, as shown in FIG. 29, the valve 13 of FIG. 28 may have a shape that is horizontally reversed with the central axis in the vertical direction of the rudder 1 as the symmetry axis.

[Eighth Embodiment]
Next, an eighth embodiment of the present invention will be described with reference to FIG.
This embodiment differs from the fourth embodiment in the shape of the valve.
As shown in FIG. 30, the upstream end portion of the valve 15 has a substantially hemispherical shape, and wing shapes connected to the hemispherical portion are provided on the left and right sides of the valve. As shown in FIG. 30 (b), the wing shape of the valve 15 is such that the dorsal side is downward and the ventral side is upward as shown in FIG. 30 (b), while the starboard side is upward as shown in FIG. 30 (c). The ventral side is the bottom. Further, the left and right wing shapes of the valve 15 have the same height.

As described above, according to the present embodiment, the vertical positions of the back side and the abdomen side of the wing shape formed by the valve 15 on the left and right control surfaces are inverted, so that the rectification effect and thrust according to the flow around the rudder 1 Can be improved.
In addition, according to the flow around the rudder 1, as shown in FIG. 31, the valve 15 of FIG. 30 may have a shape that is horizontally reversed with the central axis in the vertical direction of the rudder 1 as the axis of symmetry.

[Ninth Embodiment]
Next, a ninth embodiment of the present invention will be described with reference to FIG.
In the present embodiment, the valve 15 of the eighth embodiment is inclined around the central axis. In the present embodiment, the valve 13 is inclined by about 45 ° with respect to the horizontal plane. Thus, by tilting the valve 15 around the central axis, the height position of the wing shape can be made different between the starboard side and the port side. Specifically, as can be seen from FIG. 32A, the position of the valve 15 is higher on the starboard side than on the port side. The inclination angle of the valve is not limited to 45 ° and can be arbitrarily set within a range of 60 ° or less.

According to this embodiment, since the height of the wing shape on the left and right control surfaces is different, the rectification effect and thrust can be improved according to the flow around the rudder 1.
In addition, according to the flow around the rudder 1, as shown in FIG. 33, the valve 15 of FIG. 32 may have a shape that is horizontally reversed with the central axis in the vertical direction of the rudder 1 as the axis of symmetry.

[Tenth embodiment]
Next, a tenth embodiment of the present invention will be described with reference to FIG.
The rudder 10 of this embodiment is arrange | positioned in the downstream of the propeller for ship propulsion, and is extended in the up-down direction. The rudder 10 is a so-called reaction rudder, an upper wing 10a positioned above the extension line of the rotation axis of the propeller, a lower wing 10b positioned below the extension line of the rotation axis of the propeller, and these upper parts It has an intermediate wing 10c that connects the wing 10a and the lower wing 10b.

  As shown in FIG. 34 (a), the upper blade 10a has a shape in which the leading edge is twisted with respect to the vertical line so that the angle of attack becomes small with respect to the swirling flow from the propeller (see FIG. 10). Yes. FIG. 34 (a) shows the case of a propeller that is clockwise when viewed from the rear, and the front edge of the upper wing 10a is twisted so as to incline in the right direction from the top to the bottom. It has been. The range in which the upper wing 10a is twisted is only a predetermined range including the leading edge, as shown in FIGS. 34B and 34C, and does not reach the maximum blade thickness portion.

  As shown in FIG. 34A, the lower wing 10b has a shape in which the leading edge is twisted with respect to the vertical line so that the angle of attack becomes small with respect to the swirling flow from the propeller (see FIG. 10). Yes. FIG. 34 (a) shows the case of a propeller that is clockwise when viewed from the rear, and the front edge of the lower wing 10b is twisted so as to incline to the left in the figure from the lower end to the upper side. It has been. The range in which the lower wing 10b is twisted is only a predetermined range including the leading edge, as can be seen with reference to FIGS. 34 (b) and 34 (c), and reaches the maximum blade thickness portion of the rudder 10. Not.

  The intermediate blade 10c extends in the vertical direction by a predetermined range at a height position including an extension line of the rotation axis of the propeller. The upper connection portion 10d between the front edge of the intermediate wing 10c and the front edge of the upper wing 10a is continuously connected. Similarly, the lower connection portion 10e between the front edge of the intermediate wing 10c and the front edge of the lower wing 10b is continuously connected. As shown in FIG. 34 (a), the upper connecting portion 10d connects the upper wing 10a and the intermediate wing 10c in a bent “<” shape, and the lower connecting portion 10e is connected to the intermediate wing 10c and the lower wing 10c. The wing 10b is connected to the bent “ku” character. In other words, the upper connection portion 10d and the lower connection portion 10e connect their respective leading edges at intersections, are not discontinuous, and have no steps.

  In contrast, FIG. 35 shows a reaction rudder 110 as a reference example. The reaction rudder 110 has an upper wing 110a and a lower wing 110b, and a connection portion between the upper wing 110a and the lower wing 110b is discontinuous, and a step is generated at the connection portion.

According to this embodiment, there exist the following effects.
Since the leading edge of the intermediate wing 10c is continuously connected to the leading edge of the upper wing 10a and the leading edge of the lower wing 10b, a step (see FIG. 35) due to discontinuous connection is eliminated. be able to. Thereby, it is possible to avoid rudder damage due to paint peeling or cavitation caused by steps.

[Eleventh embodiment]
Next, an eleventh embodiment of the present invention will be described with reference to FIG.
The present embodiment is different in that a knuckle is provided for the upper connecting portion 10d and the lower connecting portion 10e of the tenth embodiment, and the other points are the same.
As shown in FIG. 36 (d), for example, in the same figure, a knuckle 10f that is a recessed portion is provided in the lower connection portion 10e on the port side. The flow path is clearly defined by the knuckle 10f, the flow can be guided along the knuckle, and the flow around the rudder can be rectified.
The knuckle may be extended rearward (downstream), or the critical streamline on the control surface may be bent so as to be rectified horizontally.

[Twelfth embodiment]
Next, a twelfth embodiment of the present invention will be described with reference to FIG.
The present embodiment is different in that a curved surface is adopted for the upper connecting portion 10d and the lower connecting portion 10e of the tenth embodiment, and the other points are the same.
As shown in FIG. 37, curved surfaces are adopted for the upper connecting portion 10d and the lower connecting portion 10e, and the connection is made more smoothly than the connecting portion of the tenth embodiment. In this way, the connecting portions 10d and 10e are formed with curved surfaces and smoothly connected, so that rudder damage due to paint peeling or cavitation can be further avoided.

[Thirteenth embodiment]
Next, a thirteenth embodiment of the present invention will be described with reference to FIGS.
As shown in FIG. 38, a pre-swarf fin 20 is provided as an additive contributing to energy saving upstream of the propeller 19 propelling the ship, that is, on the front side of the hull. As shown in FIG. 39, the press whirl fin 20 includes a plurality of fins 22 each having a wing shape extending radially in the radial direction around the extension line of the rotation axis of the propeller 19. Each fin 22 is provided on the upstream side of the propeller 19, and an inner peripheral end thereof is fixed to the stern tube 24.

  Each fin 22 has a radially outer peripheral wing 22a and a radially inner wing 22b. The outer peripheral wing portion 22a extends over a range from 0.5R to 1.1R, where R is the propeller radius. The inner peripheral wing portion 22b extends from the inner peripheral end fixed to the stern tube 24 over a range of 0.5R or less.

  As shown in FIG. 40, the outer peripheral wing portion 22a and the inner peripheral wing portion 22b are configured such that the blades continuously formed in the span direction are at the height position H1 in the span direction (in the present embodiment, the position of 0.5R). ), And a shape rotated relatively around the normal line A1 located in the cross section.

As shown in FIG. 41, the outer peripheral blade portion 22a is rotated with respect to the inner peripheral blade portion 22b around the normal A1 so as to have a blade shape that gives a swirling flow to the inflowing flow. A desired angle of attack is set. The swirling flow generated by the outer peripheral wing portion 22a is in a direction opposite to the rotation direction of the propeller.
In the present embodiment, the normal A1 is set to the area center O1 of the blade cross section at the height H1 in the span direction.

  As shown in FIG. 41, the angle of attack of the inner peripheral blade portion 22b is set so as to have a blade shape that allows the fluid to flow in the propeller axial direction without giving a swirling flow to the inflowing flow. Yes. That is, the inner peripheral blade portion 22b does not work with respect to the inflowing flow, and does not give resistance to the flow as much as possible.

As described above, according to the present embodiment, the following operational effects are obtained.
As shown in FIG. 41, the outer peripheral blade portion 22a of the fin 22 has a blade shape that gives a swirling flow in the direction opposite to the rotation direction of the propeller. Therefore, the outer periphery of the fin 22 has good wake gain and low resistance to flow. The side characteristics can be used effectively.
On the other hand, as shown in FIG. 41, with respect to the inner peripheral blade portion 22b of the fin 22, in view of the characteristics on the inner peripheral side of the fin 22 having a small wake gain, the fluid flows as it is in the direction of the propeller axis without giving swirling flow The wing shape was adopted. Thereby, resistance can be made as small as possible with respect to the flow on the inner peripheral side of the fin 22.

As described above, the desired wake gain can be obtained, and the press-war fin 20 having a low resistance to the flow can be realized.
Further, when a valve is provided in the rudder downstream of the propeller 19 and the hub vortex is reduced by this valve, the press whirl fin 20 of the present embodiment can be used effectively together with the valve, and further energy saving. The effect can be enhanced.

  Further, the blades continuously formed in the span direction are divided by the transverse section at the height position H1 in the span direction and then rotated relative to each other around the normal A1 located in the transverse section, The shapes of the outer peripheral wing portion 22a and the inner peripheral wing portion 22b are determined. Thus, since the shape of the outer peripheral blade portion 22a and the inner peripheral blade portion 22b can be determined based on the blades continuously formed in the span direction, the shape of the fin 22 can be designed easily. .

The position of the normal line A1 may be arbitrarily set as long as it is within the wing-shaped cross section. In this embodiment, since the normal line A1 is set to the area center O1 of the blade cross section, the contact area between the outer peripheral blade portion 22a and the inner peripheral blade portion 22b can be increased, and the high-strength fin 22 and can do.
Further, in this embodiment, the height position H1 of the cross section that divides the blade in the span direction is set to the position of 0.5R, but the present invention is not limited to this, and is 0.4R or more and 0.6R. It is good also as the following ranges.
Moreover, about the cross section which divides | segments a wing | blade in a span direction, you may provide two or more in a height direction. In this case, it is preferable to make the angles around the normal A1 in each cross section equal.

[Fourteenth embodiment]
Next, a fourteenth embodiment of the present invention will be described with reference to FIGS.
The present embodiment is different from the thirteenth embodiment in the position of the normal line that relatively rotates the outer peripheral wing portion 22a and the inner peripheral wing portion 22b. is there. Therefore, the same components as those in the thirteenth embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  As shown in FIG. 42, in the present embodiment, a normal A2 that is a rotation center that relatively rotates the outer peripheral wing portion 22a and the inner peripheral wing portion 22b is set to the wing-shaped leading edge O2.

  As shown in FIG. 43, the outer peripheral blade portion 22a is rotated with respect to the inner peripheral blade portion 22b around the normal A2 so as to have a blade shape that gives a swirling flow to the inflowing flow. A desired angle of attack is set. The swirling flow generated by the outer peripheral wing portion 22a is in the direction opposite to the propeller rotation direction.

  As shown in FIG. 43, the angle of attack of the inner peripheral blade portion 22b is set so as to have a blade shape that allows the fluid to flow in the propeller axial direction without giving a swirling flow to the inflowing flow. Yes. That is, the inner peripheral blade portion 22b does not work with respect to the inflowing flow, and does not give resistance to the flow as much as possible.

  As described above, according to the present embodiment, the normal line A2 that is the rotation center that relatively rotates the outer peripheral wing portion 22a and the inner peripheral wing portion 22b is provided on the wing-shaped leading edge O2. Since the leading edge can be continuously connected in the span direction, the flow disturbance at the leading edge can be suppressed as shown in FIG. As shown in FIG. 45, the fin 22 of the thirteenth embodiment can be understood by comparing the fact that the leading edge is not continuous and the flow is disturbed at the leading edge.

In the present embodiment, the height position H1 of the cross section that divides the blade in the span direction is set to the position of 0.5R, but the present invention is not limited to this, and 0.4R to 0.6R. It is good also as the following ranges.
Moreover, about the cross section which divides | segments a wing | blade in a span direction, you may provide two or more in a height direction. In this case, it is preferable to make the angles around the normal A1 in each cross section equal.

[Fifteenth embodiment]
Next, a fifteenth embodiment of the present invention is described with reference to FIGS.
The present embodiment is different from the thirteenth embodiment in that an intermediate wing is provided between the outer wing 22a and the inner wing 22b, and other configurations are the same as in the thirteenth embodiment. It is the same. Therefore, the same components as those in the thirteenth embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  As shown in FIG. 46, between the outer peripheral blade portion 22a and the inner peripheral blade portion 22b, the inner peripheral end of the outer peripheral blade portion 22a and the outer peripheral end of the inner peripheral blade portion 22b are continuously smoothed. An intermediate wing portion 22c to be connected is provided. The intermediate blade portion 22c is provided in the range of 0.4R to 0.6R. That is, the intermediate blade portion 22c has an infinite number of cross-sections that divide the outer peripheral blade portion 22a and the inner peripheral blade portion 22b described in the twelfth and thirteenth embodiments in the range of 0.4R to 0.6R. The outer wing portion 22a is gradually rotated relative to the inner wing portion 22b relatively around a predetermined normal line.

  As shown in FIG. 47, the outer peripheral wing portion 22a is rotated with respect to the inner peripheral wing portion 22b so as to have a wing shape that gives a swirling flow to the inflowing flow. Is set. The swirling flow generated by the outer peripheral wing portion 22a is in the direction opposite to the propeller rotation direction.

  As shown in FIG. 47, the angle of attack of the inner peripheral blade portion 22b is set so as to have a blade shape that allows the fluid to flow in the propeller axial direction without giving a swirling flow to the inflowing flow. Yes. That is, the inner peripheral blade portion 22b does not work with respect to the inflowing flow, and does not give resistance to the flow as much as possible.

  The intermediate blade portion 22c is a portion where the blade shape transitions from the inner peripheral blade portion 22b to the outer peripheral blade portion 22a, so that the intermediate blade portion 22c gradually turns toward the radially outer side (the outer peripheral blade portion 22a side positioned in the span height direction). A flow is formed.

  As described above, according to the present embodiment, the outer wing portion 22a and the inner wing portion 22b are continuously connected by the intermediate wing portion 22c, and therefore the connection portion between the outer wing portion 22a and the inner wing portion 22b. Disturbance due to fluid in the can be suppressed. Specifically, at the leading edge, as shown in FIG. 48, the turbulence of the flow can be suppressed by the intermediate blade portion 22c. As shown in FIG. 45, the fin 22 of the thirteenth embodiment can be understood by comparing the fact that the leading edge is not continuous and the flow is disturbed at the leading edge. Further, at the trailing edge, as shown in FIG. 49, the turbulence of the flow can be suppressed by the intermediate blade portion 22c. As shown in FIG. 50 and FIG. 51, the fins 22 of the thirteenth and fourteenth embodiments can be compared with the fact that the trailing edge is not continuous and the turbulence of the trailing edge occurs. it can.

[Sixteenth Embodiment]
Next, a sixteenth embodiment of the present invention will be described with reference to FIGS.
In the present embodiment, the inner wing portion 22b connected to the stern tube 24 (see FIG. 39) is present in the thirteenth to fifteenth embodiments described above, but the inner wing portion in this embodiment. 22b is abolished by a part or all of the fins 22. Therefore, the components common to the thirteenth to fifteenth embodiments are denoted by the same reference numerals, and the description thereof is omitted.

As shown in FIG. 52, the press whirl fin 30 of this embodiment includes an outer annular body 32 and a plurality of fins 22 extending radially.
Among the plurality of fins 22, some of the fins are the support fins 22-1 whose inner peripheral end is fixed to the stern tube 24 and whose outer peripheral end is fixed to the inner periphery of the outer annular body 32. Yes. The outer annular body 32 is fixed to the stern tube 24 by using these supporting fins 22-1 as a supporting member. In the present embodiment, the two supporting fins 22-1 are located opposite to each other across the center. However, the number of fins and the angular position of the fins to be used are determined by the support strength and flow. .
As the shape of the supporting fin 22-1, for example, the fin 22 shown in the twelfth to fifteenth embodiments is used. However, it is only necessary that the outer peripheral side of the supporting fin 22-1 has a shape that gives a turn opposite to the propeller rotation direction, and the inner peripheral side has a blade cross-section similar to the outer peripheral blade cross-section as in the past. The shape which has this may be sufficient.

  Of the plurality of fins 22, those other than the supporting fins 22-1 are cantilever fins 22-2 whose inner peripheral ends are free ends. That is, the outer peripheral end of the cantilever fin 22-2 is fixed to the outer annular body 32, but the inner peripheral end is a free end that is not fixed anywhere. Therefore, no fins exist on the radially inner peripheral side of the cantilever fin 22-2. When the propeller radius is R, the cantilever fin 22-2 extends in the radial direction from 0.5R to 1.1R.

  The outer annular body 32 has a cylindrical shape with a ring-shaped cross section when viewed from the front, and extends in the direction of the propeller axis. The dimension of the outer annular body 32 in the direction of the propeller axis is a dimension that covers the entire outer peripheral end of the fin 22. The central axis of the outer annular body 32 is provided on an extension line of the propeller rotation axis. The longitudinal cross-sectional shape of the annular portion of the outer annular body 32 is a wing shape, which reduces the resistance to flow. In addition, although the flow resistance increases, the longitudinal cross-sectional shape of the annular portion of the outer annular body 32 may be a rectangular cross section instead of the wing shape.

As described above, according to the present embodiment, the following operational effects are obtained.
In the region corresponding to the outer peripheral side of the propeller, the wake gain is good and the resistance is small. Therefore, by providing the fins 22 on the outer peripheral side, the swirling flow in the direction opposite to the propeller rotation direction is given by the fins 22 on the outer peripheral side.
On the other hand, in the region corresponding to the inner peripheral side of the propeller, the wake gain is small and the resistance is large. Also, the hub vortex suppression effect is not great. Therefore, a cantilever fin 22-2 having an inner peripheral end that is a free end is provided so that no fin exists on the inner peripheral side. Thereby, it becomes possible not to give resistance on the inner peripheral side.

Moreover, since the outer peripheral end of the fin 22 is fixed to the outer annular body 32, the blade tip vortex generated from the outer peripheral end of the fin 22 can be suppressed. Particularly, when the longitudinal section of the outer annular body 32 has a wing shape, fluid loss can be reduced.
Further, since the supporting fins 22-1 are provided, the outer annular body 32 can be supported with respect to the stern tube 24.
As described above, a desired wake gain can be obtained, and a press-war fin 30 with low resistance can be realized.

Further, as shown in FIG. 53, a rudder (not shown) on the downstream side of the propeller 19 may be combined with a valve 21 that suppresses a hub vortex generated from the hub of the propeller 19. In other words, in this embodiment, the cantilever fin 22-2 is employed, so that the hub vortex cannot be suppressed by the fin on the inner peripheral side, but combined with the valve 21 that effectively suppresses the hub vortex as described above. Can provide an effective energy-saving device.
In the present embodiment, the position of the inner peripheral end of the cantilever fin 22-2 is 0.5R, but it may be provided in the range of 0.4R to 0.6R.

  FIG. 54 shows a modification of the present embodiment. As shown in the figure, the outer annular body 32 is fixed to the stern body 34. As a result, the supporting fins 22-1 used to support the outer annular body 32 can be eliminated, and all the fins 22 can be cantilevered fins 22-2. Thus, by making all the fins 22 into cantilever fins 22-2, it is possible to configure press-war fins having no fins on the inner peripheral side, and to further reduce the flow resistance.

[Seventeenth embodiment]
Next, a seventeenth embodiment of the present invention will be described with reference to FIGS.
This embodiment is different in that the shape of the outer annular body 32 of the sixteenth embodiment is different, and the other points are the same. Therefore, the same code | symbol is attached | subjected about the same structure and the outer side annular body is demonstrated below.

  As shown in FIG. 55, the outer annular body 33 is formed so as to guide the flow flowing along the inner periphery thereof to the outer peripheral end of the propeller 19. Further, the outer annular body 33 extends in the direction of the propeller rotation axis to the vicinity of the propeller 19. Here, the vicinity of the propeller means that when the propeller radius is R, the shortest distance between the propeller and the outer annular body 33 is in a range of 0.1R to 0.7R.

  Thus, in this embodiment, after making the outer annular body 33 into a shape that guides the flow that flows along the inner periphery thereof to the outer peripheral end of the propeller 19, the outer annular body 33 is extended to the vicinity of the propeller 19. Therefore, the swirl flow formed by the fins 22-2 can be guided to the propeller 19 without leakage. In addition, since the outer annular body 33 is installed in the vicinity of the propeller 19, it is possible to prevent the flow that has passed through the outer peripheral side of the outer annular body without passing through the fins 22-2 from flowing into the propeller 19. This can be fully understood with reference to FIG. 56 shown as a reference example. That is, as shown in FIG. 56, when the dimension of the outer annular body 33 ′ in the propeller rotation axis direction is short and the distance to the propeller is relatively large, the swirl flow formed by the fins 22-2 is generated by the propeller. 19, and the flow that has passed through the outer peripheral side of the outer annular body 33 ′ without passing through the fins 22-2 flows into the propeller 19.

1 Rudder (rudder for ships)
1a starboard rudder surface 1b left rudder rudder surface 3 valve 3a upstream end 3b downstream end 4a lower boundary line 4b upper boundary line 5 ring body 5a front end 5b rear end 6 boss (propeller boss)
7 fin 7a starboard side fin 7b port side fin 8 boss cap 9 valve 10 rudder (rudder for ships)
10a Upper blade 10b Lower blade 10c Intermediate blade 10d Upper connection portion 10e Lower connection portion 11 Valve 11a, 11b Projection portion 13 Valve 15 Valve 19 Propeller 20 Preswar fin 22 Fin 22a Outer peripheral blade portion 22b Inner circumferential blade portion 22c Intermediate blade portion 22 -1 Support fin 22-2 Cantilever fin 24 Stern tube 30 Preswar fin 32, 33 Outer annular body 34 Stern body A1, A2 Normal line H1 Span direction height O1, O2 Area center R Propeller radius

Claims (22)

A rudder for a ship that is arranged on the downstream side of the propeller and extends in the vertical direction,
It swells substantially symmetrically from the starboard rudder surface and port rudder surface and extends in the direction of the rotation axis of the propeller, and the diameter of the substantially circular cross section gradually decreases from the rudder front edge side toward the rudder rear edge side. A valve formed on,
A ring body provided around the valve so as to surround at least a part of the valve in the horizontal direction and having a ring-shaped cross section and extending from the rudder front edge side toward the rudder rear edge side;
A marine rudder characterized by comprising: When the propeller is turning clockwise as seen from the back,
A starboard side fin extending along the center line of the valve and connecting the starboard side of the valve and the inner peripheral surface of the ring body,
When the propeller is turning counterclockwise when viewed from behind,
A port-side fin extending along the center line of the valve and connecting the port side of the valve and the inner peripheral surface of the ring body,
The marine rudder according to claim 1, wherein When the propeller is turning clockwise as seen from the back,
A port side fin that extends along a lower lower boundary line of the boundary line bulging from the port rudder surface and connects the lower boundary line and the inner peripheral surface of the ring body. With
When the propeller is turning counterclockwise when viewed from behind,
A starboard side fin that extends along a lower lower boundary line of the boundary line that bulges from the starboard rudder surface and connects the lower boundary line and the inner peripheral surface of the ring body. With
The ship rudder according to claim 1, wherein the ship rudder is provided. A rudder for a ship that is arranged on the downstream side of the propeller and extends in the vertical direction,
A valve extending substantially symmetrically from the starboard rudder surface and port rudder surface and extending in the rotation axis direction of the propeller;
A marine rudder characterized in that upper and lower boundary lines where the valve bulges from a starboard rudder surface and a port rudder surface extend substantially horizontally. A rudder for a ship that is arranged on the downstream side of the propeller and extends in the vertical direction,
A valve extending substantially symmetrically from the starboard rudder surface and port rudder surface and extending from the rudder front edge side to the rudder rear edge side,
When the propeller is turning clockwise as seen from the back,
The ring body is attached on the starboard side so as to incline upward from the rudder front edge side to the rudder rear edge side with respect to the extension line of the rotation axis of the propeller.
The bulb extends on the starboard side along an extension of the axis of rotation;
When the propeller is turning counterclockwise when viewed from behind,
The ring body is attached on the port side so as to incline downward from the rudder front edge side to the rudder rear edge side with respect to the extension line of the rotation axis of the propeller.
The rudder for ships, wherein the valve extends along an extension line of the rotation axis on the port side. A rudder for a ship that is arranged on the downstream side of the propeller and extends in the vertical direction,
A valve extending substantially symmetrically from the starboard rudder surface and port rudder surface and extending from the rudder front edge side to the rudder rear edge side,
When the propeller is turning clockwise as seen from the back,
The ring body is attached on the port side so as to incline downward from the rudder front edge side to the rudder rear edge side,
The valve is attached on the port side so as to incline upward from the rudder front edge side to the rudder rear edge side,
When the propeller is turning counterclockwise when viewed from behind,
The ring body is attached on the starboard side so as to incline downward from the rudder front edge side to the rudder rear edge side,
The said valve | bulb is attached so that it may incline upwards as it goes from the rudder front edge side to the rudder rear edge side on the starboard side. A rudder for a ship that is arranged on the downstream side of the propeller and extends in the vertical direction,
A valve that bulges from the starboard rudder surface and port rudder surface and extends in the direction of the rotation axis of the propeller;
The valve is formed such that an elliptical cross section gradually decreases from the rudder front edge side toward the rudder rear edge side, and is provided so that the major axis of the ellipse coincides with the horizontal direction. A rudder for ships. A rudder for a ship that is arranged on the downstream side of the propeller and extends in the vertical direction,
A valve that bulges from the starboard rudder surface and port rudder surface and extends in the direction of the rotation axis of the propeller;
The valve is formed so that the elliptical cross section gradually decreases from the rudder front edge side toward the rudder rear edge side, and the ellipse major axis is provided so as to incline around the central axis with respect to the horizontal direction. The rudder for ships characterized by being made. A rudder for a ship that is arranged on the downstream side of the propeller and extends in the vertical direction,
A valve that bulges from the starboard rudder surface and port rudder surface and extends from the rudder front edge side to the rudder rear edge side,
The ship rudder, wherein the valve has a wing shape when the starboard rudder surface and the port rudder rudder surface are viewed. A rudder for a ship that is arranged on the downstream side of the propeller and extends in the vertical direction,
A valve that bulges from the starboard rudder surface and port rudder surface and extends from the rudder front edge side to the rudder rear edge side,
The valve is formed so that the elliptical cross section gradually decreases from the rudder front edge side toward the rudder rear edge side, and the ellipse major axis is provided so as to incline around the central axis with respect to the horizontal direction. And a ship rudder having a wing shape when the starboard rudder surface and the port rudder rudder surface are viewed. A rudder for a ship that is arranged on the downstream side of the propeller and extends in the vertical direction,
A valve that bulges from the starboard rudder surface and port rudder surface and extends from the rudder front edge side to the rudder rear edge side,
The valve has a wing shape when looking at the starboard rudder surface and the port rudder rudder surface,
For a marine vessel characterized in that the back side of the wing shape in one of the control surfaces is upward and the abdomen side is downward, and the back side of the wing shape in the other control surface is downward and the abdomen side is upward. Rudder.   The ship rudder according to claim 11, wherein the wing shape on one of the control surfaces and the wing shape on the other control surface are provided at different heights. A rudder for a ship that is arranged on the downstream side of the propeller and extends in the vertical direction,
An upper wing that is located above the extension line of the rotation axis of the propeller, and whose leading edge is twisted with respect to the vertical line so that the angle of attack is small with respect to the swirling flow from the propeller;
A lower wing that is located below the extension line of the rotation axis of the propeller, and whose leading edge is twisted with respect to the vertical line so that the angle of attack is small with respect to the swirling flow from the propeller;
An intermediate wing connecting the upper wing and the lower wing;
With
The upper connecting portion between the leading edge of the intermediate wing and the leading edge of the upper wing, and the lower connecting portion between the leading edge of the intermediate wing and the leading edge of the lower wing are continuously connected. A rudder for ships.   The rudder for ships according to claim 13, wherein a knuckle is provided in the upper connection part and the lower connection part.   The rudder for a ship according to claim 13, wherein the upper connection part and the lower connection part are formed by curved surfaces. A press swirl fin disposed on the upstream side of the propeller and provided with a plurality of fins for imparting a swirling flow in a direction opposite to the rotation direction of the propeller to the flow flowing into the propeller;
Each of the fins includes a radially outer peripheral wing and a radially inner wing,
The outer peripheral wing has a wing shape that gives the swirling flow,
The press swirl fin, wherein the inner peripheral blade portion has a blade shape that does not give the swirl flow.   The outer wing portion and the inner wing portion are located in the transverse section after the blades continuously formed in the span direction are divided at a transverse section at one or more height positions in the span direction. The press swirl fin according to claim 16, wherein the press swirl fin has a shape relatively rotated around a normal line.   The press-war fin according to claim 17, wherein the normal line is provided at a wing-shaped leading edge cut by the cross section. An intermediate wing is provided between the outer wing and the inner wing,
17. The press whirl fin according to claim 16, wherein the intermediate blade portion continuously connects an inner peripheral end of the outer peripheral blade portion and an outer peripheral end of the inner peripheral blade portion. A press swirl fin disposed on the upstream side of the propeller and provided with a plurality of fins for imparting a swirling flow in a direction opposite to the rotation direction of the propeller to the flow flowing into the propeller;
An outer annular body for fixing an outer peripheral end of each fin;
At least one of the fins has a free end at an inner peripheral end thereof.   21. The outer annular body is formed so as to guide a flow flowing along an inner periphery of the outer annular body to an outer peripheral end of the propeller, and extends to the vicinity of the propeller. The press-war fin described in 1. A marine vessel comprising the marine rudder according to any one of claims 1 to 15 and / or the press-war fin according to any one of claims 16 to 21.