JPH0539089A - Marine rudder - Google Patents

Abstract

PURPOSE:To provide a Mariner type marine rubber having high lift characteristic, and being excellent in course keeping ability, course stability, and turning property. CONSTITUTION:In a Mariner type marine rudder, the section widths of the middle part of a bearing structure 4 and an upper rudder plate 1a gradually increase toward the stern in the bow and stern direction, reach maximum widths thereafter the section widths gradually decrease into the minimum widths and then gradually increase in relative short distance in the bow and stern direction up to the trailing edge of a rudder plate 1. A bottom end plate 7 and a top end plate 6 which are projected on both sides of the ship along the full length of the rudder plate in the bow and stern direction are provided on the bottom of a lower rudder plate 1b and on the top of an upper rudder plate respectively, 1a, and the top end plate 6 is formed so that its front part does not interfere with the bearing structure due to rotation of the rudder plate 1.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ship rudder.

[0002]

2. Description of the Related Art Conventionally, in a ship in which the ship speed is not so high and the ratio of the resistance of the rudder to the total propulsion resistance is relatively small, the diameter of the rudder shaft is larger than that of a suspension type rudder as a rudder. Mariner type rudder is used because of the smaller size and the lighter weight of the hull structure of the bearing that supports the rudder. And, in recent years, in order to improve the maneuverability, the needle-holding property, and the course stability of a ship, a high lift is generated when an angle is applied to the rudder, and the ship is in a straight line, that is, at the neutral position of the rudder. There is an increasing demand for rudders to prevent laminar flow separation. In particular, for relatively large vessels that are generally equipped with a marine-type rudder, it is possible to improve fuel retention and course stability during sailing in the ocean to reduce fuel consumption, as well as in ports and narrow waterways. On the other hand, there is an increasing demand for a rudder that can improve the turning performance of the hull and easily avoid the risk of collision.

A conventional mariner type rudder is shown in FIG.
The rudder blade 50 is rotatably supported by a rudder shaft 51 that supports the top of the rudder blade 50, and a bearing structure 53 that projects downward from the stern hull 52 to approximately the center of the rudder blade 50. The rudder blade 50 and the bearing structure 53 are supported.
A pintle 54 is provided between and. Also, plate 5
The horizontal cross section of 0 is a normal blade cross section, that is, a convex streamline as a whole.

[0004]

However, the conventional Mariner type rudder has a horizontal cross-sectional profile that is a wing cross section, that is, a convex streamline as a whole. Therefore, it is difficult to generate a moment for turning the hull. However, the water pressure acting vertically on the rudder surface can only be utilized, and laminar flow separation is likely to occur at the trailing edge of the rudder while the vessel is traveling straight, that is, when the rudder is in the neutral position. In other words, when some external force acts on the hull while sailing in the Pacific Ocean and the boat is about to deviate from the predetermined course, the ability to immediately return to the predetermined course by the rudder and make the ship go straight is low, Further, there is a problem that the straight-line performance of the hull is low due to the laminar flow separation, and further, the ability to turn the hull at a steep angle when the danger of a collision occurs in a harbor or a narrow waterway is low.

SUMMARY OF THE INVENTION It is an object of the present invention to solve the above problems and to provide a marine vessel rudder capable of obtaining high lift characteristics and having excellent needle retention, course stability and turning performance.

[0006]

In order to solve the above-mentioned problems, the ship rudder according to the present invention has a rudder plate projected downward from the rudder shaft supporting the top and the stern hull to the vicinity of the center of the rudder plate. A rudder plate is rotatably supported by a bearing structure, an upper rudder plate of the rudder plate is formed such that a front edge thereof is located behind a rear edge of the bearing structure, and a lower rudder plate of the rudder plate has a front edge of the bearing. In a marine vessel rudder which is formed so as to be located on the same line as the front edge of a structure and whose rear edge is located on the same line as the rear edge of the upper rudder plate, the rudder plate is a bearing structure in a neutral state of the rudder. In a horizontal cross section including the upper rudder plate of the rudder plate located behind the and the rudder plate, the front edge of the bearing structure has a semicircular shape, and the middle part and the upper rudder plate of the bearing structure continuous to the front edge are The cross-sectional width gradually increases toward the rear of the bow to reach the maximum width, and then gradually In the horizontal cross section of the lower rudder blade of the rudder blade, the cross sectional width is reduced to reach the minimum width, and then the cross sectional width is gradually increased over a relatively short period in the fore-aft direction to the trailing edge of the rudder blade. The front edge of the lower rudder blade has a semi-circular shape, and the middle part continuous to the front edge gradually increases in cross section width toward the rear in the bow-stern direction and reaches the maximum width, after which the cross section width gradually increases. The cross-sectional width is gradually reduced to reach the minimum width, and then the cross-sectional width gradually increases over a relatively short bow-stern direction to the trailing edge of the rudder blade.

Further, a bottom end plate and a top end plate that project to both sides along the entire length of the rudder plate in the bow-stern direction are provided on the bottom surface of the lower rudder plate and the top surface of the upper rudder plate. The structure is formed so as not to interfere with the bearing structure due to the rotation of the rudder blade.

Further, the lower rudder plate is provided with an intermediate plate which is located immediately below the lowermost end surface of the bearing structure and extends over the entire length in the bow-stern direction of the rudder plate in a direction perpendicular to the side faces of the rudder plate. is there.

In addition, a straightening vane, which extends over the entire length in the fore and aft direction of the bearing structure and extends in both port directions perpendicular to the side faces of the bearing structure, is located on the horizontal plane at the same or almost the same level as the top end plate of the rudder blade. The rear plate is formed so as not to interfere with the top end plate of the rudder plate by the rotation of the rudder plate.

[0010]

With the above construction, when the rudder is in the neutral position while the vessel is traveling straight, the wake of the propeller is such that the upper semicircular portion of the wake flows along the left and right surfaces from the bearing structure to the upper rudder blade. , The lower half-circle of the wake flows along the left and right surfaces of the lower rudder blade. Although the forces acting on both the left and right surfaces of the bearing structure and the rudder plate are balanced so that they are balanced on the left and right, if laminar flow separation occurs at the trailing edge of the rudder, the ability to move the ship straight is reduced.

Further, when some external force acts on the hull while the ship is moving straight and the hull is about to come off a predetermined course, a small angle is given to the rudder in a direction for correcting the deviation by an automatic pilot device or the like. ..

In this case, in the conventional rudder, the water pressure acting on both the left and right sides of the rudder plate is different due to the wake of the propeller,
This is only the moment that turns the hull.
On the other hand, in the rudder of the present invention, the propeller wake is diverted along the concave surface of the rudder plate surface formed continuously over the bearing structure and the rudder plate, and the reaction force by this also acts on the rudder plate. Therefore, a large hull turning moment is generated, and the effect of quickly restoring the hull to a predetermined course is exhibited.

Further, since the propeller wake flows along the concave surface of the rudder while the boat is traveling straight, that is, at the neutral position of the rudder, laminar flow separation is unlikely to occur, and the effect of improving the straightness of the boat is exhibited. That is, the fuel consumption is reduced by advancing the hull in a straight line without advancing in a zigzag manner.

When a ship is in danger of collision while navigating in a harbor or a narrow waterway, the rudder is turned at a large angle. Since it depends only on the difference in water pressure acting, there is a limit to the angle of the rudder that can utilize the water pressure difference, and even if a large rudder angle is taken, there is no effect, so a large hull turning moment cannot be obtained, The turning circle of the hull cannot be reduced.

On the other hand, in the rudder of the present invention, the action due to the above-mentioned water pressure difference and the reaction force due to the uneven flow of the propeller wake along the concave surface formed on the surface of the rudder plate act more effectively, Moreover, due to the reaction force, the limit of the rudder angle can be made larger than that of the conventional rudder. Due to this combined effect, the rudder of the present invention can generate a large hull turning moment and make the diameter of the turning circle of the hull extremely small, and even if there is a risk of collision, it can be easily avoided.

When the wake of the propeller flows along the surface of the rudder blade, the top / bottom end plates prevent the water flow from escaping to the outside of the rudder plate at the top and bottom portions. Since it is sealed between the bottom plate and the bottom end plate, laminar flow separation is less likely to occur, and hydraulic power of the propeller wake can be effectively applied to the rudder plate.

In the marine type rudder, the bearing structure is a fixed structure, whereas the rudder plate is a rotating structure. The manner in which the propeller wake flows along the surface is different from that of the lower rudder blade part. Therefore, by providing an intermediate plate at the boundary between the upper rudder blade and the lower rudder blade, the water flow is separated from the bearing structure into one flowing along the upper rudder blade and one flowing along the lower rudder blade. Since the water flow in the section is properly confined between the top plate and the intermediate plate, and the water flow in the latter is properly contained between the bottom plate and the intermediate plate, the turbulence of the water flow at the boundary is eliminated and the hydraulic power of the wake behind the propeller is improved. It can effectively act on the rudder blade, and can make laminar flow separation less likely to occur.

Further, by providing the straightening plate on the bearing structure, it is possible to make the wake of the propeller flow into the upper rudder plate more effectively. That is, since the propeller wake that should flow into the upper rudder blade is restricted by the straightening vanes at the front edge of the bearing structure and is contained under the straightening vanes, the hydraulic power of the propeller wake flows can be more effectively applied to the upper rudder blade. It is possible to make laminar flow separation less likely to occur.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to the drawings. 1 to 5, the rudder blade 1 has a top portion supported by a rudder shaft 2, and the rudder shaft 2 is a steering device (not shown) in the hull.
Is linked to. A pintle 3 is provided in the middle of the rudder blade 1 in the vertical direction, and the pintle 3 is rotatably supported by the bearing structure 4. Therefore, the rudder blade 1 is rotated around the axis of the rudder shaft 2 and the pintle 3 by the rotational drive of the rudder shaft 2.

The bearing structure 4 has a shape projecting downward from the stern hull 5 to the vicinity of the center of the rudder blade 1, and behind the rear edge of the bearing structure 4 in front of the upper rudder blade 1a of the rudder blade 1. The rim is located. Further, the lower rudder blade 1b of the rudder blade 1 has its front edge located on the same line as the front edge of the bearing structure 4, and
The rear edge is formed so as to be on the same line as the rear edge of the upper rudder blade 1a.

Further, as shown in FIGS. 4 to 5, the rudder blade 1
Is a semicircular front edge of the bearing structure 4 in a horizontal cross section including the bearing structure 4 in the neutral state of the rudder and the upper rudder plate 1a of the rudder plate 1 located behind the bearing structure 4. Middle part of the bearing structure 4 and the upper rudder blade 1 continuing to the
a gradually increases the cross-sectional width toward the rear in the aft direction to reach the maximum width, then gradually decreases the cross-sectional width to reach the minimum width, and then reaches the rear edge of the rudder blade 1 in the aft direction. The cross-sectional width gradually increases over a relatively short period of time. Further, in the rudder blade 1, in the horizontal cross section of the lower rudder blade 1b of the rudder blade 1, the front edge of the lower rudder blade 1b has a semicircular shape, and the intermediate portion continuous to the front edge is directed rearward in the bow-stern 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, and then the cross-sectional width is extended to a trailing edge of the rudder blade 1 in a relatively short direction in the bow-stern direction. It has a gradually increasing shape.

Then, as shown in FIGS. 1 to 3, the rudder blade 1
Is provided with a top end plate 6 and a bottom end plate 7 projecting to both port sides over the entire length of the rudder plate 1 in the bow-stern direction on the top surface of the upper rudder plate 1a and the bottom surface of the lower rudder plate 1b, and The top end plate 6 is formed so that the front portion does not interfere with the bearing structure 4 due to the rotation of the rudder plate 1.

The operation of the above configuration will be described below. As shown in FIG. 5, when the rudder is in the neutral position while the vessel is traveling straight, as shown in FIG.
Means that the upper semicircular portion of the propeller wake A flows along the left and right surfaces from the bearing structure 4 to the upper rudder blade 1a, and the lower semicircular portion of the propeller wake A occurs on the left and right surfaces of the lower rudder blade 1b. Flowing along.

At this time, when some external force acts on the hull while the ship is traveling straight, or when the hull is about to come off the predetermined course due to the course stability inherent to the hull, the hull is removed by an automatic pilot device or the like. A small angle is given to the rudder in the direction to be corrected.

In this case, in the conventional rudder, the water pressures acting on the right and left sides of the rudder blade are different due to the wake of the propeller,
This is only the moment that turns the hull.
On the other hand, in the rudder of the present embodiment, as shown in FIG. 6, the propeller wake A is caused to drift along the concave surface B of the rudder plate surface formed continuously over the bearing structure 4 and the rudder plate 1. The
Since the reaction force due to this also acts on the rudder blade 1, a large hull turning moment is generated, and the effect of quickly restoring the hull to a predetermined course is exhibited. Further, since the propeller wake flows along the concave surface B of the rudder while the ship is straight ahead, that is, in the neutral position of the rudder, laminar flow separation is unlikely to occur, and therefore, the effect of straightening the ship is exhibited, and the hull moves in a zigzag manner. The fuel consumption is reduced by advancing in a straight line without causing it.

When a ship is in danger of collision while navigating in a harbor or a narrow waterway, the rudder is turned at a large angle. Since it depends only on the difference in water pressure acting, there is a limit to the angle of the rudder that can utilize the water pressure difference, and even if a large rudder angle is taken, there is no effect, so a large hull turning moment cannot be obtained, The turning circle of the hull cannot be reduced.

On the other hand, in the rudder of the present embodiment, in addition to the action due to the above-mentioned water pressure difference, as shown in FIG. 4, the propeller wake A drifts along the concave surface B formed on the rudder plate surface. The reaction force due to acts more effectively, and because the reaction force acts, the limit of the rudder angle can be made larger than that of the conventional rudder. Due to this combined effect, the rudder of this embodiment can generate a large hull turning moment and make the diameter of the turning circle of the hull extremely small, and even if there is a danger of collision, it can be easily avoided.

The top end plate 6 and the bottom end plate 7 prevent the propeller wake A flowing along the rudder plate surface from escaping to the outside of the rudder plate 1, and the propeller wake A as the top end plate 6. Since the water force of the wake A of the propeller is effectively applied to the rudder blade 1 by being enclosed between the bottom end plates 7, a larger hull turning moment can be generated. Also, due to this containment,
Since the laminar flow separation is less likely to occur, the straightness of the ship is further improved.

7 to 8 show another embodiment of the present invention. Members having the same functions as those of the previous embodiment are designated by the same reference numerals and the description thereof will be omitted. In FIG. 7, an intermediate plate 11 is provided on the lower rudder plate 1b.
Reference numeral 1 is located immediately below the lowermost end surface of the bearing structure 4, and extends in the starboard direction perpendicular to the side surface of the rudder blade 1 over the entire length in the bow-stern direction.

In this configuration, when the rudder is angled, the propeller wake A flows from the bearing structure 4 to the upper rudder blade 1a.
The upper half part flowing along the lower rudder blade 1b and the lower half part flowing along the lower rudder blade 1b are separated and flow in different manners, whereas the former water flow is between the top end plate 6 and the intermediate plate 11, and the latter half. The water flow can be properly contained between the bottom end plate 7 and the intermediate plate 11, and the turbulence of the water flow at the boundary can be eliminated to make the hydraulic power of the propeller wake A more effective.
Can be applied to. Other functions and effects are similar to those of the previous embodiment.

9 to 10 show still another embodiment of the present invention. Members having the same functions as those of the previous embodiment are designated by the same reference numerals and the description thereof will be omitted. 9 to 10, a rectifying plate 21 is provided in the bearing structure 4, the rectifying plate 21 is located on the horizontal plane at the same level as the top end plate 6 of the rudder blade 1, and the bearing structure is provided over the entire length in the fore-aft direction. It projects in both directions perpendicular to the side surface of the object 4. Also,
The straightening vane 21 is formed such that the rear portion thereof does not interfere with the top end plate 6 of the rudder blade 1 by the rotation of the rudder blade 1.

In this structure, the propeller wake A to be flown into the upper rudder blade 1a is regulated by the straightening vane 21 at the front edge of the bearing structure 4 and is contained under the straightening vane 21. Flowing into the upper rudder blade 1a can be made more effective, the hydraulic power of the propeller wake A can be more effectively applied to the upper rudder blade 1a, and laminar flow separation can be further generated. Can be difficult.

As shown in FIGS. 11 to 12, the current plate 21 may be provided directly above the top surface of the top end plate 6 of the rudder plate 1 so that they do not interfere with each other when the steering angle is taken. .. In this configuration, as shown in FIG. 12 (a), there is no gap between the top end plate 6 and the flow straightening plate 21 even in the neutral position of the rudder, so that the wake of the propeller is once below the flow straightening plate 21. After being confined, the top end plate 6 is continuously confined as it is. Therefore, the wake of the propeller is the upper rudder blade 1.
It can be made even more effective to flow into a. Further, in this configuration, it is possible to provide the intermediate plate 11.

[0034]

As described above, according to the present invention, when an angle is given to the rudder, the reaction force caused by the unidirectional flow of the wake of the propeller along the concave surface formed on the surface of the rudder plate effectively acts. As a result, a large hull turning moment is generated, so that the course of the ship is kept straight while the ship is moving straight ahead without zigzaging. Since it flows along the concave surface of the rudder, laminar flow separation is unlikely to occur, and therefore the fuel consumption can be reduced by advancing the vessel in a straight line, and if the steering angle is large, the hull will turn sharply. Since it is obtained, there is an effect that the danger of collision can be easily avoided.

Further, when the wake of the propeller flows along the surface of the rudder blade, the top end plate and the bottom end plate prevent the water flow from escaping to the outside of the rudder plate at the top and the bottom, and the wake behind the propeller is prevented. By confining between the plate and the bottom end plate, the hydraulic force of the propeller wake can be effectively acted on by the rudder plate, and by this confinement, laminar flow separation can be made less likely to occur, and the above effect is further enhanced. ..

Further, by properly confining the wake of the propeller between the top end plate and the intermediate plate and between the bottom end plate and the intermediate plate, the turbulence of the water flow at the boundary can be eliminated and the hydraulic power of the wake of the propeller can be further improved. Effectively act on the rudder blade,
Laminar flow separation can be made less likely to occur, and the above effect is further enhanced.

Further, the wake of the propeller to be flown into the upper rudder blade is regulated by the rectifying plate at the front edge of the bearing structure and is contained under the rectifying plate, so that the hydraulic power of the wake of the propeller can be more effectively performed. It is possible to make it more difficult to cause laminar flow separation, and the above effect is further enhanced.

[Brief description of drawings]

FIG. 1 is an overall side view of a marine vessel rudder showing an embodiment of the present invention.

2 (a) and (b) are m of the rudder blade in FIG. 1, respectively.
FIG. 3 is a plan view taken along the line −m, showing a case where the neutral position and the steering angle are large.

3 is a plan view of the rudder blade in FIG. 1 taken along the line nn. FIG.

4 (a) and 4 (b) are cross-sectional views of the steering plate when the steering angle is large in FIG. 1, and show m'-m 'and p'-p' arrows, respectively.

5 (a) and 5 (b) are cross-sectional views of the rudder plate when the rudder in FIG. 1 is in the neutral position, and show m'-m 'and p'-p' arrows, respectively. ..

6 (a) and 6 (b) are cross-sectional views of the rudder blade when the rudder angle in FIG. 1 is small, and show m'-m 'and p'-p' arrows, respectively.

FIG. 7 is an overall side view of a marine vessel rudder showing another embodiment of the present invention.

8 is a sectional view of the rudder blade in FIG. 7 taken along the line p-p.

FIG. 9 is an overall side view of a marine vessel rudder showing still another embodiment of the present invention.

FIG. 10 is a plan view taken along the line MM in FIG.

FIG. 11 is an overall side view of a marine vessel rudder showing still another embodiment of the present invention.

12 (a) and (b) are plan views taken along the line MM in FIG. 11, showing a case where the neutral position and the steering angle are large.

FIG. 13 is an overall side view of a conventional marine vessel rudder.

[Explanation of symbols]

 1 rudder plate 2 rudder shaft 3 pintle 4 bearing structure 6 top end plate 7 bottom end plate 11 intermediate plate 21 straightening plate

Claims (4)

[Claims] 1. A rudder blade is rotatably supported by a rudder shaft supporting a top portion and a bearing structure projecting downward from the stern hull to the vicinity of the center of the rudder blade, and the upper rudder blade of the rudder blade is a front edge. Is formed so as to be positioned behind the rear edge of the bearing structure, the lower rudder plate of the rudder plate is positioned such that the front edge is on the same line as the front edge of the bearing structure, and the rear edge is the upper rudder. In a marine vessel rudder formed so as to be positioned on the same line as the trailing edge of the plate, the rudder plate is a horizontal cross section including the bearing structure in the neutral state of the rudder and the upper rudder plate of the rudder plate located behind the bearing structure. The front edge of the bearing structure has a semi-circular shape, and the middle and upper rudder blades of the bearing structure, which continue to the front edge, gradually increase in cross-sectional width toward the rear in the bow-stern direction and reach the maximum width. , Then the cross-section width is gradually reduced to reach the minimum width, and then to the rear edge of the rudder blade In the horizontal cross section of the lower rudder blade of the rudder blade, the front edge of the lower rudder blade has a semi-circular shape and is continuous to the front edge. Comparison of the aft-stern direction in which the section gradually increases the cross-sectional width toward the rear in the bow-stern direction to reach the maximum width, then gradually decreases the cross-sectional width to reach the minimum width, and then reaches the trailing edge of the rudder blade. A ship rudder characterized in that the cross-sectional width is gradually increased over a short period of time. 2. A bottom end plate and a top end plate projecting to both port sides over the entire length of the rudder plate in the bow-stern direction are provided on the bottom face of the lower rudder plate and the top face of the upper rudder plate, respectively, and the top end plate has a front portion. The marine vessel rudder according to claim 1, which is formed so as not to interfere with the bearing structure due to the rotation of the rudder blade. 3. The lower rudder plate is provided with an intermediate plate extending over the entire length in the bow-stern direction in the starboard direction perpendicular to the side faces of the rudder plate and located just below the lowermost end surface of the bearing structure. The marine vessel rudder according to claim 1 or 2. 4. The bearing structure is provided with a straightening vane extending over the entire length in the bow-stern direction in the port direction perpendicular to the side surface of the bearing structure, and is located on a horizontal plane at the same or almost the same level as the top end plate of the rudder blade. 4. The marine vessel rudder according to claim 2, wherein the rectifying plate is provided so as not to interfere with the top end plate of the rudder plate due to the rotation of the rudder plate.