JP4936798B2 - Mariner type high-lift two-wheel rudder device - Google Patents

Description

  The present invention relates to a Mariner type high lift two-wheel rudder device.

  Conventionally, in order to improve the maneuverability and safety of a ship, two high-lift rudders have been installed behind one propulsion propeller, and the rudder angle of each rudder has been combined in various ways to wake the propeller. The thrust vector in various directions is generated by using the rudder, and in addition, the required area of the rudder blade and the power of the rudder can be reduced and the hull capacity can be increased compared to the case of a single rudder. (See, for example, Patent Document 1 below).

  For example, as shown in FIGS. 18 to 20, a pair of propulsion propellers 51 is provided behind a propulsion propeller 51 so as to be symmetrical with respect to the rotation axis 51 a of the propulsion propeller 51. Some have left and right high lift rudder 52, 53. Each of the rudder blades 54, 55 has a rectangular shape on the side surface, a front edge portion 54a, 55a having a horizontal cross-sectional contour projecting forward in a semicircular shape, and a streamlined stern continuously to the front edge portions 54a, 55a. The intermediate portions 54b and 55b, which are gradually increased toward the minimum width after the cross-sectional width is increased to the maximum width toward the rear in the direction, and the rear ends 54c and 55c having a predetermined width continuously from the intermediate portions 54b and 55b. It has a shape consisting of fishtail rear edge portions 54d and 55d with gradually increasing cross-sectional widths on the inner and outer sides over a relatively short distance. Further, the top end portion and the bottom end portion of each rudder blade 54, 55 are provided with a top end plate 54e, 55e and a bottom end plate 54f, 55f, respectively, protruding in both sides.

In addition, the rudder 52, 53 has a configuration in which the respective top portions are suspended by the rudder shafts 56, 57.
In a rudder apparatus having such a configuration, in a test using a model ship, for example, as seen in FIGS. 10 and 11 of Patent Document 1 below, the rudder area is about 61% as compared with the case of a conventional single rudder. However, it has been found that the lateral thrust, which is an indicator of ship maneuverability, is larger and the drag when the rudder angle is given is larger (that is, the forward thrust is smaller), so that high maneuverability can be demonstrated. Yes. Further, in turning performance and zigzag test when applied to a super large tanker, as shown in FIGS. 12 and 13 of Patent Document 1 below, for example, as a result of simulation based on data of the model ship test, It has been found that it performs better than a single rudder. Furthermore, in terms of propulsion performance when applied to a 300,000-ton super-large tanker, for example, as shown in FIG. 14 and FIG. It has been found that about 77% of the case of a single rudder is equivalent to or better than that.

  On the other hand, conventionally, as a rudder support system, there is a so-called Mariner type support system, which has a feature that the diameter of the rudder shaft does not need to be increased. When a high lift rudder having rudder blades 54 and 55 having a horizontal cross-sectional contour as shown in FIG. 20 is supported by a mariner rudder support system, a configuration as shown in FIGS. 21 to 25 is used.

  That is, a horn 60 that protrudes downward from the stern hull 58 to about the center of the rudder blade 59 is provided, the top of the rudder blade 59 is suspended and fixed to the rudder shaft 61, and the top of the rudder shaft 61 is the rudder 62. Is rotatably supported by. The horn 60 has a rudder shaft 61 portion at the top of the rudder blade 59 and a pintle 63 provided at a substantially central portion in the vertical direction of the rudder blade 59 in a radial direction via a rudder shaft bearing 64 and a pintle gulsion 65, respectively. It is to be supported.

22 to 25 show the shapes of horizontal cross-sectional contours at each level of the rudder blade 59 and the horn 60. FIG.
That is, the horizontal cross-sectional contours of the horn 60 and the rudder blade 59 at a level above the top of the pintle gag 65 are such that the front edge 60a of the horn 60 has a semicircular shape and the front edge as shown in FIG. The intermediate portion 60b continuing to 60a gradually increases the cross-sectional width toward the rear in the stern direction and reaches the maximum width, and then gradually decreases the cross-sectional width to reach the rear end portion 60c. The rudder blade 59 facing the rear end 60c of the 60 with a predetermined gap has a cross-sectional width as an extension of the cross-sectional contour of the front end 59a having a semicircle concentric with the center of the rudder shaft 61 and the rear end 60c of the horn 60. An intermediate portion 59b that has been gradually reduced to the minimum width portion, and a fish tail that is gradually increased in cross-sectional width on both sides over a relatively short distance toward the rear end 59c of a predetermined width continuously to the intermediate portion 59b Having a shape composed of the edge 59d.

  Thus, as shown in FIG. 26, the rear end portion 60c of the horn 60 has a notch portion 60d that does not interfere with the rear end portion 60c with respect to the rotation of the rudder blade 59 up to a predetermined maximum steering angle W. Is forming.

  As shown in FIGS. 22 and 27, at the top end of the rudder blade 59, the top end plate 59e projecting in the both-sides direction extends from the portion of the front end 59a where it does not interfere with the rear end 60c of the horn 60 to the rear end 59c. It is provided over.

  Further, as shown in FIG. 24, the horizontal cross-sectional contours of the horn 60 and the rudder blade 59 at the level of the pintle gauge 65 of the horn 60 are such that the front edge 60a of the horn 60 has a semicircular shape and the front edge 60a. After the intermediate portion 60e that continues to the streamline gradually increases the cross-sectional width toward the rear in the fore-and-aft direction to reach the maximum width, and then gradually decreases the cross-sectional width to form a semicircle concentric with the pintle 63 It has a shape connected to the end 60f. A rudder blade 59 facing the rear end portion 60f of the horn 60 with a predetermined gap is an extension of the front end portion 59f having a semicircular recess concentric with the pintle 63 and the horizontal sectional contour of the rear end portion 60f of the horn 60. The cross-sectional width is gradually increased to both sides over a relatively short distance toward the rear end 59c having a predetermined width continuously from the intermediate portion 59g and the intermediate portion 59g. It has a shape consisting of the fish tail trailing edge 59d.

  Further, as shown in FIG. 25, the horizontal sectional contour of the rudder blade 59 at the level below the lower surface of the horn 60 is a semi-circular front edge 59h and a streamlined ship continuously from the front edge 59h. A middle portion 59i that is increased in cross-sectional width to the maximum width and then gradually decreased to the minimum width portion in the rearward direction, and a relatively short distance from the intermediate portion 59i to the rear end 59c having a predetermined width. It has a shape composed of a fishtail trailing edge 59d having a gradually increased cross-sectional width on both sides over the entire length.

At the bottom end of the rudder blade 59, a bottom end plate 59j is provided extending from the front edge 59h to the rear end 59c. Yes.
JP 2003-26096 A

  As shown in FIGS. 18 to 20, a pair of high lift rudder is provided behind the propulsion propeller 51 and symmetrically with respect to the rotation axis 51 a of the propeller propeller 51 with a suspended rudder support system. When a system having a configuration in which 52 and 53 are arranged is installed in a ship that requires a larger rudder such as a large high-speed ship (container ship, LNG ship, etc.), the rudder shafts 56 and 57 The diameter becomes excessive. Accordingly, it is necessary to increase the cross-sectional thickness of the rudder blades 54 and 55 more than necessary, which not only increases the resistance but also makes the rudder structure heavy. there were.

  Therefore, in order to apply a system in which two high lift rudders are arranged behind one propulsion propeller to such a large high-speed ship, the support system for the rudder is as shown in FIG. It is required to form.

  In the case of the mariner type rudder support system, as shown in FIGS. 22 and 23, a recess 67 is formed between the notch 60d provided to avoid interference and the front end 59a of the rudder blade 59. In the state where the rudder is in the neutral position during the ocean navigation, cavitation is generated when the water flow flows along the surface from the horn 60 to the rudder blade 59 due to the presence of the depression 67, thereby causing corrosion and propulsion resistance. There was a problem that the increase in the amount was likely to occur.

  The rudder blade 59 having the horizontal cross-sectional contour described above stalls when the rudder having a normal streamline cross-sectional contour reaches a rudder angle of about 40 ° or more, and the lift decreases rapidly, whereas the rudder blade 59 stalls to a rudder angle of about 70 °. The main feature is that the generation of lift continues without any problems. Therefore, if the steer angle can be steered to about 70 ° in the mariner-type rudder support system, the notch 60d becomes large as shown in FIGS. 26 and 27, and thus the depression is formed in the rudder neutral position. No. 67 becomes large, and there is a problem that cavitation is more likely to occur.

  Furthermore, when two rudder are arranged with a mariner-type rudder support method, the total length of the recess 67 is almost twice as large as that of a single rudder, so that the influence becomes larger. was there.

  When the rudder is a suspension type (see FIGS. 18 to 20), when the rudder angle is given to the two rudder 52 and 53, almost all of the wake of the propeller 51 is left and right rudder blade 54, Since the vector can be controlled by 55, large lateral thrust and drag can be generated, and the maneuverability of the ship becomes extremely high. However, as shown in FIG. 21, when two sets of rudder blades 59 and horns 60 are arranged with a mariner-type rudder support system, when a rudder angle is given to the rudder blade 59, the port side and starboard side are arranged. Since the space between the horn 60 and the front thereof is a space area where the rudder blade 59 does not exist, the portion of the wake flow from the propeller propeller 51 that flows through the space area cannot be controlled by the rudder blade 59. It remains as thrust. Therefore, there has been a problem that the drag on the one wing that contributes to the high maneuverability of the ship cannot be avoided.

  Therefore, in the case where two rudder blades 59 and horns 60 having a high lift cross-sectional profile are arranged behind the propulsion propeller 51 with a mariner-type rudder support method, two high lift forces are suspended by a suspension method. In order to make it as close as possible to the high maneuverability obtained when the rudder blades 54 and 55 having cross-sectional contours are provided, it is required to take measures that can generate a larger lateral thrust without impairing the propulsion performance.

  Furthermore, in the configuration in which two high lift rudders are arranged behind one propulsion propeller, the two rudders are steered in the same direction in the same direction to the respective maximum angles. For example, in the case of steering, the port rudder can be steered to 70 °, for example, without restriction in the port outer girder direction, whereas the other starboard rudder has a maximum rudder angle in the inner port direction, that is, the port direction, in order to avoid interference. Is limited to 30 °, for example. In this state, the wake of the propeller flows between the two rudders and generates lift at the fishtail trailing edge on the inner side of the starboard rudder blade, but the wake of the propeller propeller rotates. Therefore, when the propeller is rotating in the right direction (clockwise) when viewed from the rear, for example, in the starboard rudder with a relatively small rudder angle, the upper half of the rear tail of the fishtail While the flow acts strongly and generates lift, it cannot act strongly on the lower half of the rear tail of the fish tail, and the efficiency of generating lift due to the wake behind the propeller is poor. However, at the time of navigation of the ship in the rudder neutral position, the lower half of the fishtail trailing edge on the inner side of the starboard rudder blade also generates viscous pressure resistance, which has a negative effect on the propulsion performance. Conversely, in the case of a surface rudder, the same thing occurs for the upper half of the fishtail trailing edge on the inner side of the left rudder blade. In other words, on the inner side, the upper half of the fishtail trailing edge of the port rudder blade and the lower half of the right tail rudder blade tail of the fishtail do not contribute significantly to maneuverability, but for propulsion performance. There was a problem of becoming a negative factor.

  It is an object of the present invention to provide a mariner type high lift twin rudder device that can prevent the occurrence of cavitation and is excellent in both steering performance and propulsion performance.

In order to solve the above-described problem, the mariner type high-lift twin-steering device according to the first aspect of the present invention has a left and right rudder blade so as to be symmetric with respect to the rotational axis of the propeller at the rear of one propeller. Arrange
For each rudder blade, left and right side horns projecting downward from the stern hull toward the rudder blade,
The left and right side horns support the rudder shaft part at the top of the left and right rudder blades and the pintle provided at the center of the rudder blade in the vertical direction in the radial direction via the rudder shaft bearings and pintle gulsion. And
The horizontal cross-sectional contour of each horn at the level above the top of the pintle gag is a semicircular front edge, and the cross-sectional width gradually toward the rear in the stern direction in a continuous streamline from the front edge. After having reached the maximum width by increasing, it has a shape consisting of an intermediate part that gradually reduces the cross-sectional width toward the rear end part,
The horizontal cross-sectional profile of each rudder blade at a level above the top of the pintle gudgeon is opposed to the rear end of the horn with a predetermined distance and has a semicircular front end concentric with the rudder shaft, As an extension of the cross-sectional contour of the rear end, the cross-sectional width was gradually decreased to gradually reach the minimum width, and the cross-sectional width was gradually increased in the heel direction toward the rear end of the predetermined width continuously from the intermediate part. It has a shape consisting of a fishtail rear edge,
The rear end of the horn has a notch that does not interfere with the rudder blade rotating to a predetermined maximum rudder angle;
The horizontal cross-sectional contour of each rudder blade at a level below the lower surface of the horn is a semicircular front edge, and gradually increases the cross-sectional width toward the rear in the bow-stern direction in a streamlined manner from the front edge. Then, after reaching the maximum width, gradually reduce the cross-sectional width toward the rear end and gradually reach the minimum width, and the cross-section gradually in the heel direction toward the rear end of the predetermined width continuously from the intermediate It has a shape consisting of a fish tail rear edge with increased width,
In the rudder apparatus provided with a top end plate and a bottom end plate that protrude with a predetermined length in both sides, respectively, on the top end portion and the bottom end portion of the left and right rudder blades,
A shielding plate that covers the depression formed by the notch at the rear end of the horn is provided on the side of the rear end of the horn,
The shielding plate is made of an elastic material, and is provided so that the outer surface between the rear end side surface of the horn and the front end side surface of the rudder blade is continuous over the vertical length from the top of the rudder blade to the top of the pintle. It is and,
The propellers rotate in either the left or right direction when viewed from behind,
Above the horizontal plane that passes through the axis of rotation of the propeller, on the rear end of one of the left and right rudder blades, one side fishtail that gradually increases the cross-sectional width in both directions from the minimum width part toward the rear end A rear edge is provided, and at the rear end of the other left and right rudder blades, there is a rear edge of the other outer fishtail tail that gradually increases the cross-sectional width only in the outer cage direction from the minimum width portion toward the rear end. Provided,
Below the horizontal plane that passes through the center of rotation of the propeller, one outer casing is gradually increased in cross section only in the outer casing direction from the smallest width section toward the rear end at the rear end section of one of the left and right rudder blades. A fish tail rear edge is provided, and the other tail fish tail rear edge, which gradually increases the cross-sectional width in both directions from the minimum width part toward the rear end at the rear end part of the other left and right rudder blades. Provided,
One and the other both rear tails of the fishtail are on the same side as the directions of the left and right vectors in the wake of the propeller .

  According to this, when the rudder blade is in the neutral position when the ship is sailing, the wake behind the propeller propeller flows along the outer surface of the horn and smoothly transitions from the outer surface of the horn along the shielding plate to the outer surface of the rudder blade. To do. At this time, since the recess formed by the notch at the rear end of the horn is covered with the shielding plate, the water flow is prevented from generating cavitation in the recess, thereby preventing corrosion and increase in loss resistance due to cavitation. can do.

Further, when the rudder blade is rotated during ship operation, the shielding plate bends following the movement of the rudder blade, so that the rotation of the rudder blade is not hindered.
In addition, when steering a ship, if either one of the left or right rudder blades is steered toward the inner side, both sides of the propeller propeller that flows while rotating between the two rudder blades will act more strongly on the part where the rear side of the propeller acts more strongly. There is a trailing edge to bend the water flow. For example, when the propeller is rotated clockwise as viewed from the rear, both the left and right fishtail tail edges exist below the horizontal plane that passes through the axis of rotation of the propeller, causing the water flow to bend. In addition, for the starboard rudder blade, there is a rear edge of both fishtails above the horizontal plane passing through the rotational axis, and the water flow is bent.
In addition, when both the left and right rudder blades are in the neutral position during the navigation of the ship, the left rudder blade has a tail edge at the outer tail of the fishtail above the horizontal plane passing through the axis of rotation of the propeller. Therefore, there is no increase in viscous pressure resistance due to water refraction.
Further, below the horizontal plane passing through the rotation axis of the propeller, the starboard rudder blade does not have water refraction due to the tail edge of the outer fishtail, and therefore there is no increase in viscous pressure resistance due to water refraction.
According to the second aspect of the present invention, the mariner-type high-lift two-rudder device projects horizontally in the both-sides direction from the vicinity of the front end of each rudder blade to the rear end so as not to interfere with the shielding plate. A port intermediate projection plate and a starboard intermediate projection plate are provided,
The port intermediate projection plate and the starboard intermediate projection plate are positioned at a level projected backward from the upper end of a circle indicating the rotation trajectory of the propeller and are positioned above the bottom end plate.

  According to this, the flow velocity of the water flow inside the circle indicating the rotation trajectory of the propeller is faster than the flow velocity of the water flow outside the circle. It is confined between the intermediate projection plate and the bottom end plate and acts on the rudder blade in a concentrated manner without being dissipated.

  When the steering angle is given to the rudder blade (steered), the magnitude of the lift generated in the rudder blade, which is the force for maneuvering the ship, is proportional to the square of the flow velocity. The lift generated by refracting is proportional to the flow velocity. Therefore, compared to the case without an intermediate projection plate, the flow velocity of the water flow passing between the upper and lower portions of the intermediate projection plate and the bottom end plate is increased, which can generate a higher lift force, so that The property is further improved.

The mariner-type high-lift two-rudder device according to the third aspect of the present invention is a port inner shaft that protrudes from the front edge portion to the rear end by a predetermined length in the inner shaft direction horizontally on the inner shaft side of the left and right rudder blades. Protrusion plate and starboard inner ridge projection plate are provided,
These port inner ridge protrusion plates and starboard inner ridge protrusion plates are located at the same level as the rotation axis of the propeller .

According to this, when one of the left and right or both rudder blades is steered toward the inner side when maneuvering the ship, the energy behind the propeller propeller acting on the rear edge of the two fishtails is It is confined between the port-side inner projection plate and the bottom end plate, and the starboard rudder blade is confined between the starboard inner-side projection plate and the starboard intermediate projection plate. For this reason, lift can be generated efficiently.

Also, when both the left and right rudder blades are in the neutral position during the navigation of the ship, above the horizontal plane passing through the axis of rotation of the propeller propeller between the two rudder blades , The increase in viscous pressure resistance due to water flow refraction is a rudder that has a thrust component in the forward direction due to water refraction, which is strengthened by confining the energy behind the propeller propeller between the starboard inner ridge projection plate and starboard intermediate projection plate. Offset by the generation of force.

Also, below the horizontal plane passing through the propeller's rotation axis, the increase in viscous pressure resistance due to the refraction of the water flow at the tail edge of the left and right fishtails of the port rudder blades is similar to the fact that the energy behind the propeller This is offset by the generation of a rudder force having a forward thrust component due to water refraction strengthened by being confined between the projection plate and the bottom end plate. For this reason, it is possible to avoid an increase in propulsion resistance as the entire rudder device.

In the fourth aspect of the present invention, the mariner-type high-lift two-rudder device is disposed on the inner shaft side of the left and right rudder blades at approximately the same level as the rotation axis of the propeller, and substantially horizontally from the front edge to the rear end. A port inner wing projection plate and a starboard inner wing projection plate protruding in the inner wing direction are provided,
Each of the port and starboard inner wing projection plates has a substantially first half portion protruding in the inner ridge direction to the vicinity of the rotation axis of the propeller, a vertical cross-sectional contour is formed in a wing shape, and the second half portion is an inner ridge. It is formed in a plate shape that protrudes a predetermined length in the direction,
The wing-shaped part of either the left inner wing projection plate or the left inner wing projection plate is the forward thrust and drag generated against the wake of the propeller that is incident with an upward component. Has an angle of attack that generates lift that maximizes the ratio of
The wing-shaped part of the other blade projection plate has an angle of attack that generates lift that maximizes the ratio of forward thrust and drag against the wake of a propeller that is incident with a downward component. It is.

  According to this, when the left and right rudder blades are in the neutral position during the navigation of the ship, the wake of the propeller propellers flows backward while rotating between the rudder blades, and the wings of the portside inner blade projection plate In addition, a lift force that maximizes the ratio of the thrust in the forward direction and the drag force is generated in the wing-like portion of the starboard inner wing projection plate. Thereby, propulsion performance can be improved.

  Further, the port inner wing projection plate and starboard inner wing projection plate have the same operational effects as the port inner wing projection plate and starboard inner wing projection plate in the third invention, and therefore, as in the third invention. As a result, it is possible to efficiently improve the maneuverability of the vehicle and to avoid an increase in propulsion resistance when the ship navigates.

  As described above, according to the present invention, the notch portion at the rear end portion of the horn, which was conventionally unavoidable in the high lift two-steering device using the mariner-type rudder support method, is increased, and the total length thereof is increased. The problem that the adverse effects of cavitation caused by this increase can be solved by covering the recess of the notch with a shielding plate made of an elastic material. Thereby, corrosion due to cavitation and increase in propulsion resistance can be prevented.

  In addition, the provision of the left and right intermediate projection plates allows the rudder blade to be acted on intensively without dissipating the energy behind the propeller when maneuvering the ship, generating higher lift. Therefore, the maneuverability can be further improved.

  In addition, when a ship is operated, a large lift can be generated very effectively from the wake of a propulsion propeller that rotates, even for steering in the inner shaft direction where the maximum angle is relatively small. Furthermore, the viscous pressure resistance when navigating the ship with the rudder blade in the neutral position is reduced, and the maneuverability can be improved without sacrificing the propulsion performance.

  In addition, when the left and right rudder blades are in the neutral position when the ship is sailing, the wake of the propeller is the forward thrust and the forward thrust in the wings of the port inner wing projection plate and starboard inner wing projection plate, respectively. Generates lift that maximizes the ratio to drag. Thereby, propulsion performance can be improved.

DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, a first embodiment of the invention will be described with reference to the drawings.
As shown in FIGS. 1 to 4, the left rudder blade 2 and the right rudder blade 3 are disposed behind the propulsion propeller 1 so as to be symmetrical with respect to the rotational axis 1 a of the propeller 1. The port horn 5 and starboard horn 6 project downward from the stern hull 4 to approximately the center of the left and right rudder blades 2 and 3, respectively, facing the front upper half of the left and right rudder blades 2 and 3. ing. The left and right rudder blades 2 and 3 have their tops suspended and fixed to the left and right rudder shafts 7 and 8, respectively, and the left and right rudder shafts 7 and 8 are rotatably supported by the left and right rudder steerers 9 and 10, respectively. Yes. The left and right rudder horns 5 and 6 are respectively provided with the left and right rudder shafts 7 and 8 at the top of the rudder blades 2 and 3 and the left and right rudder pintles 11 and 12 provided at substantially the center in the vertical direction of the left and right rudder blades 2 and 3 Are supported in the radial direction via the left and right rudder shaft bearings 13 and 14 and the left and right rudder pin torsion regions 15 and 16, respectively.

  The horizontal cross-sectional contours of the left and right rudder blades 2 and 3 and the left and right rudder horns 5 and 6 are symmetrical on the left and right sides, and are basically the same as those of the prior art described above with reference to FIGS. Description is omitted.

  As shown in FIG. 3, the horizontal cross-sectional contours of the left and right horns 5 and 6 at the level above the tops of the left and right heel pintle gagions 15 and 16 are such that the front edges 5a and 6a are semicircular, The intermediate portions 5b and 6b continuing to the edges 5a and 6a gradually increase the cross-sectional width toward the rear in the stern direction to reach the maximum width, and then gradually decrease the cross-sectional width and then the rear end portion 5c 6c has been reached. The horizontal cross-sectional profile of the left and right rudder blades 2 and 3 facing the rear end portions 5c and 6c of the left and right rudder horns 5 and 6 with a predetermined gap is a front end having a semicircle concentric with the left and right rudder shafts 7 and 8. As an extension of the cross-sectional contour of the rear end portions 5c, 6c of the left and right horns 5, 6 and the intermediate portions 2b, 3b that gradually decrease the cross-sectional width to reach the minimum width portion, and the intermediate portions 2b, 3b It has a shape composed of fish tail trailing edges 2d and 3d that are continuously increased in cross-sectional width on both sides over a relatively short distance toward rear ends 2c and 3c having a predetermined width.

  Further, as shown in FIG. 4, the rear end portions 5c and 6c of the left and right side horns 5 and 6 have notches 5d that do not interfere with the left and right side steering blades 2 and 3 that rotate to a predetermined maximum steering angle. 6d has a pair of left and right. The size of the notches 5d and 6d is determined by how many times the left and right rudder blades 2 and 3 can be rotated, but in the horizontal sectional contour of the rudder blades 2 and 3 in the embodiment of the present invention. The lift generated in the vicinity of the rudder angle 35 to 40 ° reaches a maximum and then slightly decreases. However, the lift continues as it is until the rudder angle 70 °, and exhibits high maneuverability. 4 shows a case where the maximum rudder angle W can be taken up to 70 ° with respect to the steering toward the outer fence direction. Note that the maximum turning angle of the left and right rudder blades 2 and 3 in the inner rudder direction is determined so as to avoid mutual interference between the two rudder blades 2 and 3, but in the embodiment of the present invention, Has selected 30 ° as an example. In addition, as shown in FIG. 3, by the said notches 5d and 6d, both side surfaces of the rear end parts 5c and 6c of the left and right side horns 5 and 6 and both side faces of the front end parts 2a and 3a of the left and right rudder blades 2 and 3 A recess 20 is formed between the two.

  Further, top end plates 2e and 3e are provided at the top end portions of the left and right rudder blades 2 and 3 in this portion so as to project in both directions from the vicinity of the front end portions 2a and 3a to the rear ends 2c and 3c.

  Further, as the horizontal cross-sectional contours of the left and right side horns 5 and 6 and the left side rudder blades 2 and 3 at the level of the left and right side horn pintles 11 and 12 of the left and right side horns 5 and 6, the front edge portions 5a and 6a of the left and right side horns 5 and 6 are shown. Intermediate portions 5b and 6b, rear end portions 5e and 6e, front end portions 2f and 3f of left and right rudder blades 2 and 3, intermediate portions 2g and 3g, rear ends 2c and 3c having a predetermined width, and fish tail rear edge portion 2d 3d has the same configuration as that described above with reference to FIG.

  Further, as horizontal cross-sectional contours of the left and right rudder blades 2 and 3 at the level below the lower surfaces of the left and right ruling horns 5 and 6, front edge portions 2h and 3h, intermediate portions 2i and 3i, rear ends 2c and 3c having a predetermined width, The fishtail trailing edge portions 2d and 3d have the same configuration as that described above with reference to FIG. It should be noted that the left and right rudder blades 2 and 3 of this portion protrude from the front edge portions 2h and 3h to the rear ends 2c and 3c in both sides, and the side end portions are slightly refracted downward. Bottom end plates 2j and 3j are provided.

  As shown in FIGS. 1 to 4, left and right side pintles 11 from the tops of the left and right rudder blades 2 and 3 are provided on the outer side surface and the inner side surface of the rear end portions 5 c and 6 c of the left and right side horns 5 and 6, respectively. , 12 is a continuous outer surface between the side surfaces of the rear end portions 5c, 6c of the left and right side horns 5, 6 and the side surfaces of the front end portions 2a, 3a of the left and right rudder blades 2, 3 over the length to the top of the As described above, a port side shielding plate 17 and a starboard side shielding plate 18 are provided to cover the recess 20 formed by the notches 5d and 6d. Each of the port side shield plate 17 and the starboard side shield plate 18 is made of an elastic material (for example, nitrile rubber), and is attached to the left and right side horns 5 and 6 by a plurality of bolts or the like.

Hereinafter, the operation of the above-described configuration will be described.
As shown in FIG. 3, when the left and right rudder blades 2 and 3 are in the neutral position during navigation of the ship, the wake of the propeller 1 is intermediate from the front edge portions 5 a and 6 a of the left and right rudder horns 5 and 6. It passes along the surface of the middle part 2b, 3b of the left and right rudder blades 2, 3 through the continuous outer surface formed by each outer surface of the left and right side shield plates 17, 18 through the left and right side surfaces of the parts 5b, 6b. Flowing in a streamlined manner. At this time, since the recess 20 formed by the notches 5d and 6d is covered with the left and right shields 17 and 18, the water flow is prevented from generating cavitation vortices in the recess 20. In this way, since the occurrence of cavitation can be prevented, the occurrence of corrosion and propulsion resistance can be suppressed.

  Further, as shown in FIG. 4, when giving a rudder angle to the rudder blades 2 and 3 at the time of maneuvering the ship, the shield plates 17 and 18 bend following the rotation of the rudder blades 2 and 3, so the rudder blades There is no hindrance to the rotation of a few.

  Next, a second embodiment of the present invention will be described with reference to FIGS. In addition, about the thing of the same structure as the member demonstrated in FIGS. 1-4 in 1st Embodiment mentioned above, the same number is attached | subjected and description is abbreviate | omitted.

  As shown in FIGS. 5 to 7, the left and right rudder blades 2 and 3 protrude from the vicinity of the front ends 2 a and 3 a to the rear ends 2 c and 3 c almost horizontally by a predetermined length in both sides. A port intermediate projection plate 2k and a starboard intermediate projection plate 3k are provided. The port intermediate projection plate 2k and the starboard intermediate projection plate 3k are positioned at a level obtained by projecting the upper end of the circle 21 indicating the rotation trajectory of the propeller 1 to the rear, and the top end plates 2e and 3e and the bottom end plate 2j, It is located between the top and bottom of 3j.

  As shown in FIG. 8, the front end portions of the left port intermediate projection plate 2k and the starboard intermediate projection plate 3k are left and right even if the left and right rudder blades 2 and 3 are rotated to a maximum rudder angle W, for example, 70 °. In order not to interfere with the shielding plates 17 and 18, the rudder blades 2 and 3 are retracted by a certain distance from the front end portions 2 a and 3 a of the rudder blades 2 and 3.

Hereinafter, the operation of the above-described configuration will be described.
The flow velocity of the water flow inside the circle 21 indicating the rotation trajectory of the propeller 1 (the flow behind the propeller) is faster than the flow velocity of the water flow outside the circle 21. It is confined between the left and right saddle intermediate projection plates 2k, 3k of the rudder blades 2, 3 and the bottom end plates 2j, 3j and acts on the rudder blades 2, 3 in a concentrated manner without being dissipated.

  When the rudder blades 2 and 3 are given a rudder angle, the magnitude of the lift generated in the rudder blades 2 and 3 that is the force for maneuvering the ship is proportional to the square of the flow velocity, as is the lift generated in the wings. Further, the lift generated by the water flow being refracted at the fish tail trailing edges 2d and 3d of the rudder blades 2 and 3 is proportional to the flow velocity.

  Therefore, compared with the case where the left and right side intermediate projection plates 2k and 3k are not provided, the flow velocity of the water flow passing between the upper and lower sides of the left and right intermediate projection plates 2k and 3k and the bottom end plates 2j and 3j is increased. Since a large lift can be generated, the maneuverability of the ship is further improved.

  Next, a third embodiment of the present invention will be described with reference to FIGS. In addition, about the thing of the same structure as the member demonstrated in FIGS. 1-8 in 1st and 2nd embodiment mentioned above, the same number is attached | subjected and description is abbreviate | omitted.

The propeller 1 rotates clockwise when viewed from the rear (that is, corresponding to one direction in claim 1 ).
As shown in FIGS. 9 to 12, a left inner rod projection plate 2 m and a right inner rod projection plate 3 m are provided on the inner rod side of the left and right rudder blades 2 and 3, respectively. The left inner rod projection plate 2m and the right inner rod projection plate 3m are predetermined in the inner rod direction substantially horizontally from the front edge portions 2h, 3h of the left and right rudder blades 2, 3 to the rear ends 2c, 3c. It protrudes by the length and is located at the same level as the rotation axis 1a (rotation center) of the propeller 1.

The horizontal cross-sectional contours of the left and right rudder blades 2 and 3 from the left and right intermediate lever projecting plates 2k and 3k to the bottom end plates 2j and 3j are respectively configured as follows.
That is, as shown in FIGS. 12 and 13, the front edge portions 2h and 3h are semicircular, and the intermediate portions 2i and 3i continuing to the front edge portions 2h and 3h are streamlined toward the rear in the fore and aft direction. The cross-sectional width is gradually increased to reach the maximum width, and then the cross-sectional width is gradually decreased to reach the minimum width portion.

  The horizontal cross-sectional profile in the rear range of the port rudder blade 2 (corresponding to the other left and right rudder blades) is the range between the upper and lower sides of the port intermediate projection plate 2k and the port inner rod projection plate 2m shown in FIG. In L1, as shown in FIG. 12, the cross-sectional width is gradually increased only in the outer flange direction over a relatively short distance toward the rear end 2n having a predetermined width continuously to the minimum width portion of the intermediate portion 2i. It has an outer fishtail tail edge 2o (corresponding to the other outer fishtail tail edge). Further, in the range L2 between the upper and lower sides of the left inner rib projection plate 2m and the bottom end plate 2j shown in FIG. 10, the rear end 2p having a predetermined width continues to the minimum width portion of the intermediate portion 2i as shown in FIG. It has a left both-tailed fish tail trailing edge 2q (corresponding to the other both-tailed fish tail trailing edge) that gradually increases the cross-sectional width in the both kites direction over a relatively short distance.

  Further, the horizontal cross-sectional contour of the rearward range of the starboard rudder blade 3 (corresponding to one of the left and right rudder blades) from the minimum width portion is the vertical distance between the starboard intermediate projection plate 3k and the starboard inner rod projection plate 3m shown in FIG. In the range R1, as shown in FIG. 12, the cross-sectional width is gradually increased in both sides over a relatively short distance toward the rear end 3n having a predetermined width continuously to the minimum width portion of the intermediate portion 3i. It has a right both salmon fish tail trailing edge 3o (corresponding to one both salmon fish tail trailing edge). Further, in the range R2 between the upper and lower starboard projection plates 3m and the bottom end plate 3j shown in FIG. 11, the rear end 3p having a predetermined width is continuous with the minimum width portion of the intermediate portion 3i as shown in FIG. And a right hail fish tail rear edge 3q (corresponding to one hail fish tail rear edge) whose cross-sectional width is gradually increased only in the hull direction over a relatively short distance.

As shown in FIGS. 10 and 11, the port inner ridge protrusion plate 2m and the starboard inner ridge protrusion plate 3m are positioned at the same level as the rotation axis 1a of the propeller 1, so above the projection plate 2m and starboard the outboard protrusion plate 3m corresponds above the horizontal plane passing through the rotation axis 1a of the propeller 1 in claim 1, also the port in outboard protrusion plate 2m and starboard the outboard protrusion A portion below the plate 3m corresponds to a portion below a horizontal plane passing through the rotation axis 1a of the propeller 1 in claim 1 .

  Further, the maximum turning angle of the rudder blades 2 and 3 toward the inner side of the rudder is such that the steering force can be effectively generated while avoiding interference with the adjacent rudder blades 2 and 3, respectively. Is set smaller than the maximum turning angle (70 ° in the embodiment of the present invention), and is set to 30 ° in the embodiment of the present invention, for example.

Hereinafter, the operation of the above-described configuration will be described.
The flow (rear flow) flux formed on the rear side of the propeller 1 that rotates clockwise (rightward) when viewed from the rear rotates in the same direction as the propeller 1 and the left and right rudder blades 2, 3 It flows in between. Accordingly, the wake behind the propeller 1 is a vector pointing rightward toward the rear as shown in FIG. 12 above the horizontal plane passing through the rotation axis 1a of the propeller 1 (that is, above the inner protrusion plates 2m and 3m). Accordingly, the air flows between the left and right rudder blades 2 and 3 and, at the lower side of the horizontal plane passing through the rotational axis 1a (that is, the lower side of the inner rod projection plates 2m and 3m), as shown in FIG. It flows between the left and right rudder blades 2 and 3 with a leftward vector.

  Therefore, when the maximum turning angle of the rudder blades 2 and 3 in the inner shaft direction is relatively small and the direction of the wake of the propeller 1 is determined, the wake of the propeller 1 is the left rudder blade 2. A large rudder force can be generated by acting relatively strongly on the lower half (see FIG. 13) of the horizontal plane passing through the rotational axis 1a of the propulsion propeller 1 with respect to the rear end, but the upper half (see FIG. 12). ) Acts weaker than the lower half.

  At the same time, the wake of the propulsion propeller 1 acts relatively strongly on the upper half (see FIG. 12) of the horizontal plane passing through the rotation axis 1a of the propeller 1 with respect to the rear end portion of the starboard rudder blade 3. Although a large rudder force can be generated, the lower half (see FIG. 13) acts weaker than the upper half.

  In general, when the rudder blades 2 and 3 are in a neutral position during navigation, the rear end of the rudder blades 2 and 3 is provided with a fish tail rear edge (see, for example, fish tail rear edges 2d and 3d in FIG. 3). If done, it will increase the viscous pressure resistance.

  That is, on the inner side of the left rudder blade 2, if a fish tail trailing edge (see, for example, fish tail trailing edge 2d in FIG. 3) is present in the upper half of the horizontal plane passing through the rotational axis 1a of the propeller 1 Alternatively, on the inner side of the starboard rudder blade 3, if there is a fish tail trailing edge (see, for example, fish tail trailing edge 3d in FIG. 3) in the lower half of the horizontal plane passing through the rotation axis 1a of the propeller 1 These fish tail trailing edges hardly contribute to the effective generation of rudder force at the time of maneuvering the ship, but rather cause viscous pressure resistance during navigation and impair propulsion efficiency.

  With respect to such a problem, in the third embodiment, in the left rudder blade 2, the left tail fishtail trailing edge 2 q (below the horizontal plane passing through the rotation axis 1 a of the propeller 1 is provided. 13) protrudes on both sides of the inner cage side and the outer cage side, whereas the left outer rod fish tail rear edge 2o (see FIG. 12) provided above the horizontal plane passing through the rotation axis 1a. Protrudes only on the outer side.

  Further, in the starboard rudder blade 3, right-sided fishtail rear edge portions 3o (see FIG. 12) provided above a horizontal plane passing through the rotation axis 1a of the propeller 1 are projected to both sides of the inner side and the outer side. On the other hand, the right outer rod fish tail rear edge 3q (see FIG. 13) provided on the lower half of the horizontal plane passing through the rotation axis 1a of the propeller 1 projects only to the outer rod side.

  Therefore, during the maneuvering of the ship, the wake flux of the propeller 1 strongly hits the rudder blades 2 and 3 with respect to the left rudder blade 2 or the right rudder blade 3 steered in the inboard direction. As shown in FIG. 13, for the part of the left rudder blade 2 on the left side of the fishtail tail 2q, the part of the left rudder blade 2 is lower than the level of the rotational axis 1a of the propeller 1. As shown in FIG. 12, for the starboard rudder blade 3 at the portion above the level of the rotation axis 1a of the propeller propeller 1, the right tail fishtail rear edge of the starboard rudder blade 3 is generated. Effectively generates lift at 3o. This further improves the maneuverability of the ship.

  At this time, the wake of the propulsion propeller 1 is confined between the upper and lower sides of the port inner ridge projection plate 2m and the bottom end plate 2j or the upper and lower sides of the starboard inner ridge projection plate 3m and the starboard intermediate projection plate 3k. Dissipation in the direction is suppressed.

  Further, as shown in FIGS. 12 and 13, the left outer rod fish tail trailing edge 2o and the right outer rod fish tail trailing edge 3q protrude only on the outer rod side and not on the inner rod side. At this time, the viscous pressure resistance when the left and right rudder blades 2 and 3 are in the neutral position decreases. At this time, the left outer shark fish tail trailing edge 2o and the right outer shark fish tail trailing edge 3q hardly contribute to effectively generating a rudder force when maneuvering the ship, and thus do not protrude toward the inner ridge side. But it has little effect on maneuverability.

  Furthermore, when the left and right rudder blades 2 and 3 are in the neutral position during the navigation of the ship, the wake of the propeller 1 that flows backward while rotating between the left rudder blade 2 and the right rudder blade 3 is relatively A rudder force having a thrust component in the forward direction is generated by water flow refraction at the left both-side fishtail rear edge 2q of the left rudder blade 2 and the right both-side fishtail rear edge 3o of the right rudder blade 3, which are parts that strongly hit To do. The generation of the thrust component in the forward direction cancels the increase in the viscous pressure resistance at the rear tail portions 2q and 3o of the two fishtails.

Further, since the left and right inner heel protrusion plates 2m and 3m rectify the wake that the propeller 1 rotates, the propulsion efficiency is improved.
Therefore, as described above, in the present embodiment, the maneuverability is further improved during the maneuvering of the ship, and an increase in propulsion resistance can be avoided during the navigation of the ship.

  In the third embodiment, the propeller 1 rotates in the clockwise direction (right direction) when viewed from the rear. However, when the propeller 1 is designed to rotate in the counterclockwise direction (left direction), the propeller 1 The wake becomes a vector opposite to the direction of the arrow shown in FIG. 12, that is, a leftward vector toward the rear, above the horizontal plane passing through the rotation axis 1a of the propeller 1, and below the horizontal plane passing through the rotation axis 1a. 13 is a vector opposite to the direction of the arrow shown in FIG.

  Therefore, in the case where the propeller 1 is designed to rotate counterclockwise as described above, the left and right carp fish tail trailing edge 2q and the right outer carp fish tail trailing edge 3q are connected to the propeller 1 shown in FIG. It is provided below the horizontal plane, not below the horizontal plane passing through the rotation axis 1a. Further, the left outer shark fish tail trailing edge 2o and the right both shark fish tail trailing edge 3o are not above the horizontal plane passing through the rotation axis 1a of the propeller 1 shown in FIG. 12, but below this horizontal plane. Provided.

  Next, a fourth embodiment of the present invention will be described with reference to FIGS. In addition, about the thing of the same structure as the member demonstrated in FIGS. 1-13 in the 1st-3rd embodiment mentioned above, the same number is attached | subjected and description is abbreviate | omitted.

  As shown in FIGS. 15 to 17, instead of the left inner fin projection plate 2 m and the right inner fin projection plate 3 m in the third embodiment described above, the left inner fin projection plate 2 r and the right inner fin projection plate 2 m. A plate 3r is provided. In the first half of each of the port inner wing projection plate 2r and the starboard inner wing projection plate 3r, there is a direction toward the rotational axis 1a of the propeller 1 as long as the port and starboard rudder blades 2 and 3 do not interfere with each other. Thus, a port wing portion 2s and a starboard wing portion 3s extending in the inner wing direction are formed.

  In addition, substantially in the latter half of each of the port inner wing projection plate 2r and the starboard inner wing projection plate 3r, the rotation axis 1a of the propeller 1 is substantially continuous with the port wing portion 2s and starboard wing portion 3s. On the same level, there are formed a left side plate-like portion 2t and a right side plate-like portion 3t that protrude substantially horizontally in the inner collar direction by a predetermined length.

  When the direction of rotation of the propeller 1 is clockwise (clockwise) when viewed from the rear, the vertical cross-sectional profile of the port wing-like portion 2s of the port inner wing projection plate 2r (corresponding to one wing projection plate) is the upward direction. It is formed in a blade cross-sectional shape having an angle of attack α that generates lift that maximizes the ratio of the thrust in the forward direction and the drag against the wake of the propeller 1 that is incident with the component.

  Further, the vertical cross-sectional profile of the starboard wing-like portion 3s of the starboard inner wing projection plate 3r (corresponding to the other wing projection plate) is the forward direction generated with respect to the wake of the propeller 1 that is incident with the downward component. The blade is formed in a blade cross-sectional shape having an angle of attack β that generates lift with a maximum thrust / drag ratio.

Hereinafter, the operation of the above-described configuration will be described.
When the propeller 1 is rotated clockwise (rightward) when viewed from the rear, and the left and right rudder blades 2 and 3 are in the neutral position and the ship is sailing, the wake of the propeller 1 is left and right. It flows in between the rudder blades 2 and 3 while rotating.

  The wake has an upward flow component on the port side of the vertical cross section including the rotational axis 1a of the propeller 1a, and therefore has an angle of attack α on the port wing-like portion 2s of the port inner wing projection plate 2r. Incident light is generated at the port wing-like portion 2s so that the ratio between the forward thrust and the drag is maximized. Further, since the wake has a downward component of the flow on the starboard side of the vertical cross section including the rotation axis 1a of the propeller 1a, the angle of attack is on the starboard wing-like portion 3s of the starboard inner wing projection plate 3r. Incidence is made with β, and lift is generated at the starboard wing-shaped portion 3s so that the ratio of the thrust in the forward direction and the drag is maximized. As a result, the propulsion efficiency is increased by this additional thrust during the navigation of the ship.

  In the fourth embodiment, the propeller 1 rotates in the clockwise direction when viewed from the rear, but may rotate in the counterclockwise direction (left direction). In this case, the wake of the propeller 1 is incident on the port wing-like portion 2s of the port inner wing projection plate 2r with a downward component, and is directed to the star wing-like portion 3s of the starboard wing projection plate 3r. In order to enter with an upward component, the angle of attack α of the port wing portion 2s is not upward, but downward, and the angle of attack β of the starboard wing portion 3s is upward, not downward.

It is a side view of the Mariner type high lift twin rudder device in a 1st embodiment of the present invention. It is the figure which looked at the Mariner type high lift two-rudder device from the back. It is an AA arrow line view in FIG. It is a figure which shows the state which steered the rudder blade to the outermost direction in FIG. 3 to the maximum rudder angle. It is a side view of the Mariner type high lift twin rudder apparatus in the 2nd Embodiment of this invention. It is the figure which looked at the Mariner type high lift two-rudder device from the back. It is an AA arrow line view in FIG. It is a figure which shows the state which steered the rudder blade to the outermost direction in FIG. 7 to the maximum rudder angle. It is the figure which looked at the Mariner type high lift double rudder device in the 3rd Embodiment of this invention from back. It is an AA arrow line view in FIG. It is a BB arrow line view in FIG. It is CC arrow line view in FIG. It is the DD arrow line view in FIG. It is the figure which looked at the Mariner type high lift double rudder device in the 4th Embodiment of this invention from back. It is an AA arrow line view in FIG. It is a BB arrow line view in FIG. It is CC arrow line view in FIG. FIG. 7 is a side view of a rudder device in which two high lift rudders are supported by a suspended rudder support device behind a propulsion propeller conventionally. It is the figure which looked at the rudder apparatus from back. It is an AA arrow line view in FIG. It is a side view of the rudder apparatus by the conventional mariner type rudder support system. It is an AA arrow line view in FIG. It is a BB arrow line view in FIG. It is CC arrow line view in FIG. It is DD arrow line view in FIG. In FIG. 23, it is a figure which shows the state which steered the rudder blade to the maximum rudder angle. In FIG. 22, it is a figure which shows the state which steered the rudder blade to the maximum rudder angle.

Explanation of symbols

1 Propeller 1a Rotational axis 2 Left rudder blade (the other rudder blade)
2a Front end portion 2b Middle portion 2c Rear end 2d Fish tail rear edge portion 2e Top end plate 2h Front edge portion 2i Intermediate portion 2j Bottom end plate 2k Left end intermediate projection plate 2m Left end inner projection portion 2n Rear end 2o Left outer tail fish tail rear edge (The other outer fishtail tail)
2p Rear end 2q Left both fish tail rear edge (the other both fish tail rear edge)
2r Port inner wing projection plate (one wing projection plate)
2s port wing 2t port plate 3 starboard blade (one rudder blade)
3a Front end portion 3b Intermediate portion 3c Rear end 3d Fish tail rear edge portion 3e Top end plate 3h Front edge portion 3i Intermediate portion 3j Bottom end plate 3k Starboard intermediate projection plate 3m Starboard inner rod projection plate 3n Rear end 3o Right both fish tail rear edge (Right edge of one fishtail)
3p Rear end 3q Right outer fishtail rear edge (one outer fish tail rear edge)
3r starboard inner wing projection plate (the other wing projection plate)
3s starboard wing 3t starboard plate 4 stern hull 5 port horn 5a front edge 5b intermediate 5d notch 6 starboard horn 6a front edge 6b intermediate 6d notch 7 left rudder shaft 8 starboard rudder shaft 11 port pintle 12 starboard pintle 13 starboard rudder shaft bearing 14 starboard rudder shaft bearing 15 starboard pintle gulsion 16 starboard pintle gulsion 17 starboard shield plate 18 starboard shield plate 20 recess 21 circles α, β indicating the rotation trajectory of the propeller

Claims (4)

The left and right rudder blades are arranged behind the propulsion propeller so as to be symmetrical with respect to the rotation axis of the propeller.
For each rudder blade, left and right side horns projecting downward from the stern hull toward the rudder blade,
The left and right side horns support the rudder shaft part at the top of the left and right rudder blades and the pintle provided at the center of the rudder blade in the vertical direction in the radial direction via the rudder shaft bearings and pintle gulsion. And
The horizontal cross-sectional contour of each horn at the level above the top of the pintle gag is a semicircular front edge, and the cross-sectional width gradually toward the rear in the stern direction in a continuous streamline from the front edge. After having reached the maximum width by increasing, it has a shape consisting of an intermediate part that gradually reduces the cross-sectional width toward the rear end part,
The horizontal cross-sectional profile of each rudder blade at a level above the top of the pintle gudgeon is opposed to the rear end of the horn with a predetermined distance and has a semicircular front end concentric with the rudder shaft, As an extension of the cross-sectional contour of the rear end, the cross-sectional width was gradually decreased to gradually reach the minimum width, and the cross-sectional width was gradually increased in the heel direction toward the rear end of the predetermined width continuously from the intermediate part. It has a shape consisting of a fishtail rear edge,
The rear end of the horn has a notch that does not interfere with the rudder blade rotating to a predetermined maximum rudder angle;
The horizontal cross-sectional contour of each rudder blade at a level below the lower surface of the horn is a semicircular front edge, and gradually increases the cross-sectional width toward the rear in the bow-stern direction in a streamlined manner from the front edge. Then, after reaching the maximum width, gradually reduce the cross-sectional width toward the rear end and gradually reach the minimum width, and the cross-section gradually in the heel direction toward the rear end of the predetermined width continuously from the intermediate It has a shape consisting of a fish tail rear edge with increased width,
In the rudder apparatus provided with a top end plate and a bottom end plate that protrude with a predetermined length in both sides, respectively, on the top end portion and the bottom end portion of the left and right rudder blades,
A shielding plate that covers the depression formed by the notch at the rear end of the horn is provided on the side of the rear end of the horn,
The shielding plate is made of an elastic material, and is provided so that the outer surface between the rear end side surface of the horn and the front end side surface of the rudder blade is continuous over the vertical length from the top of the rudder blade to the top of the pintle. It is and,
The propellers rotate in either the left or right direction when viewed from behind,
Above the horizontal plane that passes through the axis of rotation of the propeller, on the rear end of one of the left and right rudder blades, one side fishtail that gradually increases the cross-sectional width in both directions from the minimum width part toward the rear end A rear edge is provided, and at the rear end of the other left and right rudder blades, there is a rear edge of the other outer fishtail tail that gradually increases the cross-sectional width only in the outer cage direction from the minimum width portion toward the rear end. Provided,
Below the horizontal plane that passes through the center of rotation of the propeller, one outer casing is gradually increased in cross section only in the outer casing direction from the smallest width section toward the rear end at the rear end section of one of the left and right rudder blades. A fish tail rear edge is provided, and the other tail fish tail rear edge, which gradually increases the cross-sectional width in both directions from the minimum width part toward the rear end at the rear end part of the other left and right rudder blades. Provided,
The mariner-type high lift twin rudder device in which the rear edge of one and the other both fishtails are on the same side as the direction of the left and right vectors in the wake of the propeller . Each of the left and right rudder blades is provided with a starboard intermediate projection plate and a starboard intermediate projection plate that project horizontally in both directions from the vicinity of the front end portion to the rear end of each rudder blade so as not to interfere with the shielding plate,
The port intermediate projection plate and the starboard intermediate projection plate are located at a level where the upper end of a circle indicating the rotation trajectory of the propeller is projected rearward and is located above the bottom end plate. The mariner type high lift two-wheel rudder device according to claim 1. On the inner flange side of the left and right rudder blades, there are provided a left inner rib projection plate and a right inner rib projection plate that project horizontally from the front edge portion to the rear end by a predetermined length in the inner flange direction,
3. The mariner type high lift twin rudder device according to claim 1, wherein the port inner ridge protrusion plate and starboard inner ridge protrusion plate are located at the same level as the rotation axis of the propeller. . On the inner side of the rudder blades on both the left and right side, on the starboard inner wing projection plate and the starboard inner side, which protrudes in a horizontal direction from the front edge to the rear end at the same level as the axis of rotation of the propeller, respectively.舷 Protrusion plate is provided,
Each of the port and starboard inner wing projection plates has a substantially first half portion protruding in the inner ridge direction to the vicinity of the rotation axis of the propeller, a vertical cross-sectional contour is formed in a wing shape, and the second half portion is an inner ridge. It is formed in a plate shape that protrudes a predetermined length in the direction,
The wing-shaped part of either the left inner wing projection plate or the left inner wing projection plate is the forward thrust and drag generated against the wake of the propeller that is incident with an upward component. Has an angle of attack that generates lift that maximizes the ratio of
The wing-like part of the other wing projection plate has an angle of attack that generates lift that maximizes the ratio of the forward thrust and drag against the wake of the propeller that is incident with a downward component. The mariner type high lift two-wheel rudder device according to claim 1 or 2, characterized in that.

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