JP2019177813A - Rudder device and vessel - Google Patents

Abstract

To provide a rudder device and a vessel capable of obtaining higher propulsion efficiency by taking into consideration interference in 3 flows of the rudder, a propeller, and a hull.SOLUTION: A rudder device comprises a rudder plate 10 which is attached behind the propeller 2 of the vessel 1, and which has a rudder shape formed of an upper twisted part 20a provided in a rudder plate upper part 10a positioned above a central axis A of a propeller 2 and a lower twisted part 20d provided in a rudder plate lower part 10d positioned below the central axis A of the propeller 2, in a state of both being twisted in an opposite direction to face a rotation flow B of the propeller 2, as well as, of the lower twisted part 20d to have a twist amount set to be greater than the twist amount of the upper twisted part 20a.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a ship rudder device and a ship propelled by a propeller.

Conventionally, the front edge of the rudder is twisted left and right above and below the propeller shaft center, and the cross section of the rudder blade generates propulsion direction force using the propeller-induced rotational flow, which is propelled by interference between the propeller and rudder. Rudder devices that improve efficiency have been developed. In this conventional example, focusing on the interference between the propeller and the rudder only, assuming the target flow up and down the propeller axis due to the propeller's rotational flow, the front edge of the rudder is either vertically symmetrical or the upper and lower parts for work convenience. It is twisted (Patent Document 1).
FIG. 7 is a flow velocity distribution diagram of the stern wake on the propeller surface, and shows that the propeller does not actually induce a vertically symmetric flow.

  Patent Document 2 discloses that a rudder plate is divided into upper and lower parts and the divided rudder plates are connected by bolts.

  Further, Patent Document 3 discloses that a rudder shaft is attached to a rudder plate with a nut, a window is formed in an attachment portion with the nut, and the window is closed with a cover plate.

  Patent Document 4 discloses that a rudder valve is provided on a rudder plate along the central axis of a propeller.

Microfilm of Japanese Utility Model No. 60-122626 (Japanese Utility Model Application No. 62-31000) JP 2006-508923 A Microfilm of Japanese Utility Model No. 45-51634 (Japanese Utility Model Application No. 50-33839) JP 2012-162110 A

Since the propeller and rudder are located behind the hull and operate together in the hull-induced flow (stern wake), the propeller does not actually induce a vertically symmetric flow as shown in FIG. In addition, there is a problem that higher propulsion efficiency cannot be obtained if the torsion of the rudder is also symmetrical in the vertical direction or in either of the upper and lower directions.
None of Patent Documents 1 to 4 considers that the propeller does not actually induce a vertically symmetric flow.

  Accordingly, an object of the present invention is to provide a rudder device and a ship that can obtain higher propulsion efficiency in consideration of interference between three flows of a rudder, a propeller, and a hull.

In the rudder apparatus according to claim 1, as a rudder rudder mounted on the rear side of the propeller of the ship, an upper torsion part provided at the upper part of the rudder plate located above the central axis of the propeller, and the center of the propeller Twist the lower torsion part provided at the lower part of the rudder plate located below the shaft in the opposite direction so as to face the rotational flow of the propeller, and the torsion amount of the lower torsion part is larger than the torsion amount of the upper torsion part It is characterized by having a set rudder shape.
According to the first aspect of the present invention, by setting the torsion amount of the lower torsion portion to be larger than the torsion amount of the upper torsion portion, high propulsion efficiency considering not only the rudder and propeller but also the flow of the hull can be achieved. Obtainable. The upper twisted portion can be formed over the entire upper portion of the rudder plate, and the lower twisted portion can be formed over the entire lower portion of the rudder plate.

The present invention according to claim 2 is characterized in that the cross section of the rudder plate is formed into an airfoil, and the torsion amounts of the upper torsion part and the lower torsion part are set according to the size of the airfoil camber.
According to the second aspect of the present invention, the design can be facilitated by setting the torsion amount by the camber.

According to the third aspect of the present invention, the camber ratio obtained by dividing the camber by the wing-shaped cord length is in the range of -0.04 or more and -0.005 or less at the lower part of the steering plate, and +0.005 at the upper part of the steering plate. It is characterized by being set in the range of +0.03 or less.
According to the third aspect of the present invention, by setting the lower torsion amount to be larger than the upper torsion amount and setting the camber ratio within these ranges, a large thrust is generated, and the thrust in the propulsion direction of the steering plate is generated. It is possible to efficiently obtain the energy saving effect mainly.

According to the present invention, the camber is set within a range of −0.5 or more and 0.0 or less in the vertical direction of the lower portion of the steering plate at the lower portion of the steering plate, and 0 in the vertical direction of the upper portion of the steering plate at the upper portion of the steering plate. It is formed in the range of not less than 0.0 and not more than +0.4.
According to the fourth aspect of the present invention, a flow having a large flow direction angle and a high flow velocity can be used effectively.

The present invention according to claim 5 is characterized in that a portion of the rudder plate not having a camber is configured in a symmetrical wing shape, and a portion having the camber is smoothly converged to a portion having no camber.
According to the fifth aspect of the present invention, an increase in resistance can be prevented by a smooth flow.

The present invention according to claim 6 is characterized in that at least a part of the upper torsion part and / or at least a part of the lower torsion part is formed by the front edge part of the rudder plate.
According to the present invention, the torsion can be set only by changing the shape of the front edge portion.

The present invention according to claim 7 is characterized in that the distance between the front edge of the rudder blade and the rear edge of the propeller is set to 0.05 or more and 0.5 or less in a ratio to the diameter of the propeller.
According to this invention of Claim 7, an energy-saving effect can further be heightened by bringing a steering plate close to a propeller.

The present invention according to claim 8 is characterized in that the rudder plate upper portion and the rudder plate lower portion are constituted by separate upper units and lower units, and the rudder plate is constituted by combining the upper unit and the lower unit.
According to the present invention described in claim 8, the degree of freedom of combination can be increased by unitization.

The present invention according to claim 9 is characterized in that the upper unit and the lower unit are mounted on the rudder shaft, and the lower unit is fixed to the rudder shaft by a fixing means in an opening provided in the lower unit.
According to the ninth aspect of the present invention, the unitized upper unit and lower unit can be easily attached by the opening.

The present invention according to claim 10 is characterized in that the steering plate is provided with an appendage for obtaining an energy saving effect.
According to the present invention of the tenth aspect, the propulsion efficiency can be increased by reducing the hub vortex and improving the flow of the rudder plate, for example, by the addition.

The present invention according to claim 11 is characterized in that the opening is covered with an appendage.
According to the eleventh aspect of the present invention, it is possible to serve as a lid for reducing the flow resistance of the opening.

The present invention according to claim 12 is a ship equipped with these rudder devices.
According to the present invention described in claim 12, it is possible to provide a ship capable of obtaining high propulsion efficiency in consideration of the flow of the hull as well as the rudder and propeller.

  According to the rudder device of the present invention, by setting the torsion amount of the lower torsion part to be larger than the torsion amount of the upper torsion part, it is possible to obtain high propulsion efficiency considering not only the rudder and propeller but also the flow of the hull. it can.

  Further, when the torsion amounts of the upper torsion part and the lower torsion part are set according to the size of the wing-shaped camber, the design can be facilitated by setting the torsion amount by the camber.

  Also, the camber ratio obtained by dividing the camber by the wing-shaped cord length is in the range of -0.04 to -0.005 at the lower part of the steering plate, and the range of +0.005 to +0.03 at the upper part of the steering plate. When set to, the lower torsion amount is made larger than the upper torsion amount and the camber ratio is set within these ranges, thereby generating a large thrust and energy saving mainly in the thrust in the propulsion direction of the rudder blade. The effect can be obtained efficiently.

  Further, the camber is in the range of −0.5 or more and 0.0 or less in the vertical direction of the lower part of the rudder plate at the lower part of the rudder plate, and 0.0 or more and +0.4 or less of the vertical direction of the upper part of the rudder plate at the upper part of the rudder plate. When formed in this range, a flow having a large flow direction angle and a high flow velocity can be used effectively.

  In addition, when the portion of the rudder plate that does not have the camber is configured in a symmetrical wing shape, and the portion that has the camber is smoothly converged to the portion that does not have the camber, the increase in resistance can be prevented by a smooth flow. .

  Further, when at least a part of the upper torsion part and / or at least a part of the lower torsion part is formed by the front edge part of the rudder plate, the twist can be set only by changing the shape of the front edge part.

  In addition, when the distance between the front edge of the rudder blade and the rear edge of the propeller is set to 0.05 or more and 0.5 or less in the ratio to the diameter of the propeller, the rudder blade is brought closer to the propeller, The energy saving effect can be further enhanced.

  In addition, when the upper part of the rudder plate and the lower part of the rudder plate are configured by separate upper units and lower units, and the rudder plate is configured by combining the upper unit and the lower unit, the unitization increases the degree of freedom of the combination. be able to.

  In addition, when the upper unit and the lower unit are mounted on the rudder shaft, and the lower unit is fixed to the rudder shaft by the fixing means in the opening provided in the lower unit, the unitized upper unit and lower unit are attached. It can be easily done by the opening.

  Moreover, when the steering plate is provided with an additive for obtaining an energy saving effect, for example, the hub vortex can be reduced and the flow of the steering plate can be improved and the propulsion efficiency can be increased.

  Moreover, when it is set as the structure which covers an opening part with an appendage, it can serve as the lid | cover which reduces the resistance of the flow of an opening part.

  Moreover, according to the ship of this invention, the ship which can obtain the high propulsion efficiency which considered not only the rudder and the propeller but the flow of the hull can be provided by providing these rudder apparatuses.

The principal part block diagram of the ship provided with the rudder apparatus by one Embodiment of this invention. Sectional drawing which shows the upper twist part and lower twist part of the rudder apparatus by other embodiment of this invention. Graph showing the result of numerical simulation of the flow induced in the rudder blade by a propeller operating at the stern of the hull The figure which shows the camber distribution and leading edge ratio of Comparative Example 1, Example 1, and Comparative Example 2. The graph which shows the change of the energy-saving rate and the change of a thrust reduction coefficient of the comparative example 1, Example 1, and the comparative example 2. Graph showing the effect of the camber ratio and the leading edge ratio on the energy saving rate by numerical analysis Velocity distribution map of stern wake on propeller surface

Below, the rudder apparatus by embodiment of this invention is demonstrated.
FIG. 1 is a configuration diagram of a main part of a ship provided with a rudder device according to an embodiment of the present invention.
The rudder device of the present embodiment includes an upper twisted portion 20a provided on a rudder plate upper portion 10a positioned above the central axis A of the propeller 2 as a rudder plate 10 attached to the rear of the propeller 2 of the ship 1, and the propeller 2 The lower twisted portion 20d provided on the lower portion 10d of the steering plate located below the central axis A of the rotor is twisted in the opposite direction so as to face the rotational flow B of the propeller 2, and the amount of twist of the lower twisted portion 20d is increased A rudder shape that is set larger than the twist amount of the twisted portion 20a is provided.

The cross section of the rudder plate 10 is formed into an airfoil, and the torsion amounts of the upper torsion part 20a and the lower torsion part 20d are set according to the size of the airfoil cambers 21a and 21d. The design can be facilitated by setting the amount of twist by the cambers 21a and 21d.
The portion 30 of the rudder plate 10 that does not have the cambers 21a and 21d is configured as a symmetrical airfoil 31, and the portion 20 that has the cambers 21a and 21d, that is, the upper twisted portion 20a and the lower twisted portion 20d have cambers 21a and 21d. It smoothly converges to the non-part 30. By smoothly converging the portion 20 having the cambers 21a and 21d to the portion 30 not having the cambers 21a and 21d, an increase in resistance can be prevented by a smooth flow.

  The distance C between the front edge 10f of the rudder plate 10 and the rear edge 2b of the propeller 2 is 0.05 or more and 0.5 or less, more preferably 0.05 or more and 0.0. Set to 3 or less. By setting C / D to 0.05 or more and 0.5 or less and bringing the rudder plate 10 closer to the propeller 2, the energy saving effect can be further enhanced.

The rudder plate upper portion 10a and the rudder plate lower portion 10d can be constituted by separate upper units 10A and lower units 10D, and the rudder plate 10 can be constituted by combining the upper unit 10A and the lower unit 10D. In this way, the degree of freedom of combination can be increased by unitization.
The upper unit 10A and the lower unit 10D are mounted on the rudder shaft 40, and the lower unit 10D is fixed to the rudder shaft 40 by fixing means 60 such as bolts and nuts in an opening 50 provided in the lower unit 10D. By fixing the lower unit 10D to the rudder shaft 40 by the fixing means 60 at the opening 50, the unitized upper unit 10A and the lower unit 10D can be easily attached by the opening 50.
Moreover, when it is set as the structure which covers the opening part 50 with an appendage (not shown), it can serve as the lid | cover which reduces the resistance of the flow of an opening part.

FIG. 2 is a cross-sectional view showing an upper twist portion and a lower twist portion of a rudder device according to another embodiment of the present invention. Other configurations are the same as those shown in FIG.
The upper twisted portion 20a and the lower twisted portion 20d shown in FIG. 1 are composed of cambers 21a and 21d that are twisted from the front edge end 10f to the rear edge end of the rudder plate 10, but in FIG. 20a and the lower twist part 20d are formed by the front edge part 11 of the steering plate 10. As shown in FIG.
In the rudder plate 10 according to the present embodiment, the rear edge portion 12 excluding the front edge portion 11 has a symmetrical wing shape. The upper front edge portion 11a and the lower front edge portion 11d are twisted in opposite directions so as to face the rotational flow B of the propeller 2, and the twist amount of the lower front edge portion 11d is set to be larger than the twist amount of the upper front edge portion 11a. It is set large. Thus, the twist can be set only by changing the shape of the front edge portion 11.

FIG. 1 shows a case where cambers 21a and 21d are twisted from the front edge 10f to the rear edge of the rudder plate 10, and only the front edge 11 of the rudder plate 10 is shown in FIG. Although the case where it twists was shown, the structure which twisted further the front edge part of camber 21a, 21d shown in FIG. 1 with the front edge part 11 shown in FIG. 2 may be sufficient.
As described above, at least a part of the upper twisted part 20 a and / or at least a part of the lower twisted part 20 d can be formed by the front edge part 11 of the rudder plate 10.

Moreover, although illustration is abbreviate | omitted, the additional material for obtaining an energy saving effect like a valve | bulb, a fin, and a fish tail may be further provided in the steering plate 10, for example, the left and right side surfaces of the steering plate 10. With these additions, for example, the hub vortex can be reduced, the flow of the rudder can be improved, and the propulsion efficiency can be increased.
By providing the rudder device as shown in FIGS. 1 and 2, not only the rudder plate 10 and the propeller 2, but also the ship 1 that can obtain high propulsion efficiency in consideration of the flow of the hull can be provided.

  Note that the rudder device according to this embodiment can be applied to both a V-shaped hull form (for example, an enlarged degree of 0.87 and a tangent angle of 40 degrees) and a U-shaped ship form (for example, an enlarged degree of 0.87 and a tangent angle of 75 degrees). However, it is suitable for V-shaped ships. Here, the V-shaped and U-shaped hulls are stern vertical lines A. P. To captain (length between perpendiculars) P. P. The tangent angle between the horizontal line passing through the propeller axis (axial center) of the hull and the tangent of the hull at a position 10% ahead of the hull and the enlargement degree of the hull are defined. The hull shape when the angle exceeds 57 degrees is defined as a U-shaped hull shape, and the hull shape when the angle is less than 57 degrees is defined as a V-shaped hull shape.

FIG. 3 shows the result of numerical simulation of the flow induced by the propeller operating at the hull stern on the rudder blade.
FIG. 3A is a diagram showing the distribution of the flow direction angle in the rudder plate height direction with reference to the ship length direction axis, and FIG. 3B is a diagram showing the flow velocity distribution at that time.
The rudder plate height direction indicated by the vertical axis in FIG. 3 is a value obtained by making the propeller shaft center 0.0, plus the rudder plate upper side, minus the rudder plate lower side, and non-dimensional with the diameter D of the propeller 2, and +0 .5 represents the upper end position of the propeller 2, and -0.5 represents the lower end position of the propeller 2.

As shown in FIG. 3A, below the central axis A of the propeller 2, the flow direction angle changes greatly on the center side from -0.3 Rp, and the value is 30 degrees at the maximum. Further, the change in the flow direction angle in the rudder height direction is small above the center axis A of the propeller 2 as compared to below the center axis A of the propeller 2 due to the influence of the stern wake.
On the other hand, as shown in FIG. 3B, the flow velocity is faster below the central axis A of the propeller 2 and decelerates more rapidly than 0.1 Rp above the central axis A of the propeller 2 due to the influence of the hull wake. . From this, in order to efficiently obtain the energy saving effect (improvement of propulsion performance) mainly in the thrust in the propulsion direction of the rudder, the range is from -0.3 Rp to 0.2 Rp and particularly from the central axis A of the propeller 2. Also, a large thrust can be generated by giving a large amount of twist downward.

  Thus, when the camber ratio is as high as possible within the range of the camber ratio of 0.00 to 0.04 below the center axis A of the propeller 2, the thrust is -0.3 Rp to 0.2 Rp. Is obtained. Moreover, in the rudder plate upper part 10a, since the flow velocity becomes extremely slower than 0.1 Rp due to the influence of the hull wake, the change in the wing cross section is because the rudder shaft 40 enters the rudder from the viewpoint of energy saving. It is not preferable from the viewpoint of structure.

The energy-saving effect of the rudder apparatus by the water tank test using a model ship is demonstrated using FIG.4 and FIG.5.
4 shows the camber distribution and the leading edge ratio of Comparative Example 1, Example 1, and Comparative Example 2. FIG. 4A shows the camber distribution of Comparative Example 1, and FIG. 4B shows the example. 4 (c) is the camber distribution of Comparative Example 2, FIG. 4 (d) is the leading edge ratio of Comparative Example 1, FIG. 4 (e) is the leading edge ratio of Example 1, and FIG. ) Is the leading edge ratio of Comparative Example 2. The vertical axis in FIG. 4 is the rudder plate height. 4A, 4B, and 4C, the horizontal axis represents the camber ratio obtained by dividing the cambers 21a and 21d by the airfoil cord length, and the horizontal axis in FIGS. 4D, 4E, and 4F represents the leading edge. This is the leading edge ratio obtained by dividing the change amount of the front end of the portion 11 by the airfoil cord length.

  In Comparative Example 1, the standard rudder is in a practical range, and in Example 1, the camber ratio and the change in the front edge portion 11 are added asymmetrically in the vertical direction when the rudder plate height is in the range of -0.3 Rp to +0.2 Rp. In Comparative Example 2, the reaction amount of Example 1 is changed symmetrically on the top and bottom of the steering plate 10.

FIG. 5 is a graph showing a change in energy saving rate and a change in thrust reduction coefficient in Comparative Example 1, Example 1, and Comparative Example 2.
As shown in FIG. 5 (a), the fuel saving effect by the water tank test using the model ship is that the energy saving rate of Comparative Example 2 is improved compared to Comparative Example 1, but Example 1 is Comparative Example 2. On the other hand, it shows a high energy saving rate.
Further, as shown in FIG. 5B, also in the thrust reduction coefficient indicating the contribution ratio of the thrust force, Example 1 shows a high effect over Comparative Example 1 and Comparative Example 2.

FIG. 6 is a graph showing the influence of the camber ratio and the leading edge ratio on the energy saving rate by numerical analysis, and the vertical axis is the estimated value of the energy saving rate. 6A, the horizontal axis represents the camber ratio, each broken line represents the leading edge ratio, and FIG. 6B, the horizontal axis represents the leading edge ratio, and each broken line represents the camber ratio.
As shown in FIG. 6 (a), the camber ratio is 0.005 or more and 0.04 or less, and the energy saving effect is high, but 0.005 or more and 0.03 or less, and more preferably 0.01 or more and 0.02 or less. .
Moreover, as shown in FIG.6 (b), although the leading edge ratio is 0.1 or more and an energy-saving effect is high, 0.1 or more and 0.2 or less are more preferable.

As a result of the numerical simulation shown in FIG. 3, the energy saving effect of the rudder device by the water tank test using the model ship shown in FIGS. 4 and 5, and the influence on the energy saving rate by the camber ratio and the leading edge ratio by the numerical analysis shown in FIG. The camber ratio obtained by dividing the cambers 21a and 21d by the wing-shaped cord length is in a range of −0.04 to −0.005 at the steering plate lower portion 10d, and +0.005 to +0. It is preferable to set it in the range of 03 or less. By making the lower torsion amount larger than the upper torsion amount and setting the camber ratio within these ranges, a large thrust is generated, and an energy-saving effect mainly based on the thrust in the propulsion direction of the rudder plate 10 is efficiently obtained. be able to.
The cambers 21a and 21d are within a range of −0.5 or more and 0.0 or less in the vertical direction of the steering plate lower portion 10d in the steering plate lower portion 10d, and 0 in the vertical direction of the steering plate upper portion 10a in the steering plate upper portion 10a. It is preferably formed in the range of not less than 0.0 and not more than +0.4, and a flow having a large flow direction angle and a high flow velocity can be used effectively.

  According to the rudder device of the present invention, high propulsion efficiency in consideration of the flow of the hull can be obtained, and the present invention can be applied to both V-shaped and U-shaped ships.

DESCRIPTION OF SYMBOLS 1 Ship 2 Propeller 2b Rear edge 10 Rudder board 10a Rudder board upper part 10d Rudder board lower part 10f Front edge end 10A Upper unit 10D Lower unit 11 Front edge part 11a Upper front edge part 11b Lower front edge part 12 Rear edge part 20 Camber Portion 20a Upper twisted portion 20d Lower twisted portion 21a, 21d Camber 30 Portion 31 without camber Target airfoil 40 Rudder shaft 50 Opening portion 60 Fixing means A Center axis B Rotating flow C Distance D Diameter

Claims (12)

  As a rudder rudder mounted behind a propeller of a ship, an upper torsion part provided at the upper part of the rudder plate located above the central axis of the propeller, and a lower part of the rudder plate located below the central axis of the propeller A lower twisted portion provided on the steering wheel in the opposite direction so as to face the rotational flow of the propeller, and a rudder shape in which the twist amount of the lower twist portion is set larger than the twist amount of the upper twist portion. A rudder device characterized by that.   2. The rudder device according to claim 1, wherein a cross section of the rudder plate is formed into an airfoil, and the torsion amounts of the upper torsion part and the lower torsion part are set according to the size of the camber of the airfoil. .   The camber ratio obtained by dividing the camber by the wing-shaped cord length is in the range of −0.04 to −0.005 at the lower part of the steering plate, and +0.005 to +0.03 at the upper part of the steering plate. The rudder device according to claim 2, wherein the rudder device is set within a range.   The camber is in a range of −0.5 or more and 0.0 or less in the vertical direction of the lower portion of the steering plate at the lower portion of the steering plate, and 0.0 or higher in the vertical direction of the upper portion of the steering plate at the upper portion of the steering plate. The rudder device according to claim 2 or 3, wherein the rudder device is formed in a range of .4 or less.   The portion of the rudder plate that does not have the camber is configured as a symmetric wing shape, and the portion that has the camber is smoothly converged to the portion that does not have the camber. The rudder device according to any one of the above.   The at least part of the upper torsion part and / or at least a part of the lower torsion part are formed by a front edge part of the rudder plate, according to any one of claims 1 to 5. Rudder device.   The distance between the front edge of the rudder plate and the rear edge of the propeller is set to 0.05 to 0.5 in a ratio to the diameter of the propeller. The rudder device according to any one of the above.   The rudder plate upper portion and the rudder plate lower portion are configured by separate upper units and lower units, and the rudder plate is configured by combining the upper unit and the lower unit. 8. The rudder device according to any one of items 7.   The rudder according to claim 8, wherein the upper unit and the lower unit are mounted on a rudder shaft, and the lower unit is fixed to the rudder shaft by a fixing means in an opening provided in the lower unit. apparatus.   The rudder device according to any one of claims 1 to 9, wherein the rudder plate is provided with an additive for obtaining an energy saving effect.   The rudder device according to claim 10, wherein the opening is covered with the additional material.   The ship provided with the rudder apparatus of any one of Claims 1-11.