JPH03258689A - Ship steering mechanism - Google Patents

Abstract

PURPOSE:To improve turning performance at the time of astern by installing a main rudder on the stern side of a screw propeller, and installing a sub rudder on the bow side of the screw propeller so that it may interlock with the main rudder. CONSTITUTION:A main rudder 5 is installed on the astern side of a screw propeller, and a sub rudder 7 is installed so that it may interlock with the main rudder 5 on a bow side. The respective centers of both the rudders 5, 7 are set in proximity to the screw propeller 4. It is thus possible to change to change then direction of discharging flow due to the opposite rotation of the screw propeller through the sub rudder, improving the turning performance at the time of ship astern.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a rudder mechanism used in a ship.

(Prior Art) Conventionally, in a rudder mechanism used for a ship, a rudder has been provided only behind a screw propeller, that is, on the stern side, as shown in FIGS. 6 and 7.

(Problem to be Solved by the Invention) However, in the conventional rudder mechanism, when the ship is moving forward (when the screw propeller rotates in the forward direction), the discharge flow generated by the screw propeller is directed toward the rudder, The turning performance of the ship is ensured because the direction of the discharge flow changes according to the angle of The problem was that the rudder was difficult to steer and sufficient maneuverability could not be obtained because the ship was only heading towards the destination.

The present invention has been made in view of the above-mentioned problems of the conventional technology, and its purpose is to change the direction of the discharge flow by reversing the screw propeller, thereby reducing the problem when the ship is moving backward. The present invention aims to provide a rudder mechanism for ships with improved turning performance.

(Means for Solving the Problems) In order to achieve the above object, a rudder mechanism for a ship according to the present invention includes a main rudder provided on the stern side of a screw propeller of the ship, and a main rudder provided on the bow side of the screw propeller. It is characterized by the provision of an auxiliary rudder that is linked to the rudder.

(Function) According to the rudder tank of the present invention having such a configuration, when the ship is moving astern, the auxiliary rudder on the bow side of the screw propeller is linked to the rudder angle of the main rudder on the stern side of the screw propeller. By being displaced in phase, the direction of the discharge flow toward the bow generated by the counter-rotating screw propeller is guided according to the rudder angle of its secondary rudder.

(Example) Hereinafter, one embodiment of the present invention will be described with reference to the drawings.

In FIGS. 1 and 2, a ship 1 has a stern 3 of a hull 2.
A screw propeller 4 is disposed on the ship, a main rudder 5 is provided on the stern 3 side of the screw propeller 4 on the longitudinal center line I of the hull 2, and an auxiliary rudder 7 is provided on the bow 6 side of the screw propeller 4. ing. Here, both the main rudder 5 and the auxiliary rudder 7 have their swing centers, that is, their rudder centers, located close to the screw propeller 4. Note that 8 indicates a bracket for supporting the propeller shaft 9 of the screw propeller 4.

The rudder tank consisting of the main rudder 5 and the auxiliary rudder 7 is interlocked using, for example, a hydraulic circuit, and the main rudder 5 and the auxiliary rudder 7 are displaced in the same phase, that is, their control surfaces are approximately parallel. located in At this time, the range in which the auxiliary rudder 7 effectively acts is when moving forward at very low speed, when proceeding by coasting, and when moving astern. This may cause an adverse effect on vessel maneuverability, such as sudden deceleration during turning. Therefore, in order to stop interlocking the auxiliary rudder 7 with the main rudder 5 when moving forward at half speed or more and when desired at a timely manner, the auxiliary rudder 7 can be manually stopped.
A device is provided for closing the hydraulic circuit to and maintaining it in a neutral position. Further, for example, by detecting the position of the throttle, the main rudder 5 and the auxiliary rudder 7 can be automatically linked or not linked according to the above conditions.

Now, when turning the rudder to starboard when the main rudder 5 and the auxiliary rudder 7 are interlocked, as shown in FIG. It is rotated in the same phase with respect to. Therefore, the direction of the discharge flow due to normal rotation of the screw propeller 4 is controlled by the main rudder 5, and on the other hand,
The direction of the ejected flow due to the reverse rotation of the screw propeller 4 is controlled by the auxiliary rudder 7.

Similarly, FIG. 4 shows a state in which, when the rudder is turned to left, the main rudder 5 is rotated to the port side and the auxiliary rudder 7 is rotated to the starboard side.

Further, as shown in FIG. 5, when the rudder is steered to the right in a state where the interlocking of the auxiliary rudder 7 with the main rudder 5 is stopped, the auxiliary rudder 7 is fixed at the neutral position, and the main rudder 7 is fixed at the neutral position. Only the rudder 5 is rotated to starboard.

(Effects of the Invention) As explained above, the rudder tank of the ship according to the present invention is provided with a main rudder on the stern side of the screw propeller and a sub rudder that is appropriately linked with the main rudder on the bow side. The direction of the discharge flow due to the reverse rotation of the screw propeller is changed according to the angle of the secondary rudder, thereby improving the turning performance when the ship is moving backward.

In addition, the main rudder and auxiliary rudder operate simultaneously not only when moving astern but also when proceeding at slow speed or by coasting, which improves rudder handling and improves the ease of berthing, especially in the harbor.

Furthermore, since the turning ability of the ship when going astern is improved by the secondary rudder, it becomes possible to reduce the size of the main rudder that was conventionally required to achieve steering when going astern.
The aim is to reduce the underwater resistance of the entire rudder.

[Brief explanation of drawings]

Fig. 1 is a side view of a ship equipped with the rudder tank of the present invention, Fig. 2 is a bottom view of the ship, and Fig. 3 is a main view of the rudder tank when the rudder is turned to the right. Figure 4 shows the movement of the main rudder and secondary rudder in the rudder tank when the rudder is turned to the left. Figure 5 shows the movement of the secondary rudder when the rudder is in the neutral position. A diagram showing the operation of the rudder gear tank when the rudder is turned to the right while the rudder is fixed in position. Figure 6 is a side view of a ship equipped with a conventional rudder gear tank. Figure 7 is: It is a bottom view of the same. 1... Ship, 4... Screw propeller, 5... Main rudder, 7... Sub-rudder.

Claims (1)

[Claims] 1. A rudder mechanism for a ship, characterized in that a main rudder is provided on the stern side of a screw propeller of the ship, and a auxiliary rudder that is interlocked with the main rudder is provided on the bow side of the screw propeller.