JPH0966895A - High-lift twin rudder device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To minimize the rudder resistance (drag loss) during forward sailing while larger thrust is given in each mode of steering a ship, especially in a backward mode. SOLUTION: A pair of rudders 2, 3 having a fixed geometric high lift sectional contour are disposed in the rear of a one-way rotating propeller 1, the respective rudders 2, 3 have upper edge and lower edge parallel to the center line 4 of a propeller shaft, front edges 7, 8 parallel to the radial direction of the propeller, and rear edges 24, 25 inclined at an angle of 7-10 deg. in such a manner that the width along the center line 4 of the propeller shaft is gradually increased as it goes toward the upper edge side, the average value of widths along the center line 4 of the propeller shaft being 85-90% of the diameter of the propeller.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a high lift two-rudder device used for a ship.

[0002]

2. Description of the Related Art As a means for significantly improving the maneuverability of a ship,
In recent years, behind a single unidirectional rotating propeller, two rudders, each of which has a fixed geometrical high lift cross-section mainly on the outboard side, are provided symmetrically, and by combining the rudder angles of these rudders, the propeller is With the propeller constantly rotating, that is, with the propeller always generating a wake backward, the boat moves forward, reverses, turns left and right forwards, turns left and right backwards, hovering (stationary in place), spinning (turning in place). ) Has been put into practical use that allows each control mode.

A more specific description will be given below. FIG.
As shown in FIG. 17, behind the propeller 50, a pair of rudders 51, 52 having a fixed geometric high lift cross-sectional contour are arranged symmetrically with respect to a vertical plane including the propeller shaft center line 53. As shown in FIGS. 14 to 17, each rudder 51, 52
Respectively, the surface 54 and 55 on the outboard side each have a contour that mainly produces high lift. That is, for example, the port side rudder 5
With respect to No. 1, when the wake of the propeller 50 flows in a streamlined manner along the port side surfaces 54 and 55 at the position where the propeller 50 is turned clockwise when viewed from above, normal lift is generated and At the concave surfaces 56 and 57 near the ends, the flow is deflected so as to generate a reaction force, which results in high lift. The starboard-side rudder 52 symmetrically generates a high lift when it is turned counterclockwise. Due to the lift generated by each of these starboard rudders 51 and 52 and the variable duct effect formed by the two rudders, the rudder angles of the two rudders are combined to control the ship in each of the above maneuvering modes. Is going.

Among them, particularly in the forward drive mode, as shown in FIG. 16, the longitudinal center lines 58 and 59 of the horizontal cross sections of the rudders 51 and 52 are parallel to the propeller shaft center line 53. It is placed at the position (center of the rudder). Also,
In the reverse drive mode, as shown in FIG.
1 is clockwise when viewed from above, and starboard rudder 52 is counterclockwise, respectively, at a position turned by 105 ° from the "rudder center", that is, with the clam shell open. The reverse flow of the propeller 50 is reversed to obtain reverse thrust.

In the rudder device as described above, the shape of the side surfaces of each rudder 51, 52 is rectangular, and its width (width along the propeller shaft center line) W is the diameter D of the propeller 50.
Of the rudder balance ratio (ratio of the distance from the rudder axis to the front edge to the rudder full width) is set to 40% in order to make the torque acting on the rudder shaft a practically optimum value. The distance L between the rudder shafts of the rudders 51 and 52 is set to about 64% of the diameter D of the propeller 50 + 40 mm. These numerical values have been determined with the primary meaning that the minimum required reverse thrust can be generated in the reverse mode of the rudder.

[0006]

In the above-described conventional rudder device, it is possible to obtain the required performance in the other steering modes as well as to obtain the minimum required reverse thrust. However, no consideration was given to the forward resistance mode of the ship, that is, the rudder resistance (drag loss) of the rudder during normal navigation in the rudder "rudder center".

For this reason, the two-arrangement of rudders having a fixed geometric high lift profile has the problem that the rudder resistance (drag loss) during forward navigation is large, despite its extremely excellent steering performance. Was being raised. Aside from this, the two-rudder device with a fixed geometric high lift cross-sectional profile is characterized by a large reverse thrust compared to other rudder devices, but for the purpose of further improving the safety of ship navigation. In addition, even greater rear propulsion is desired.

The present invention solves the above-mentioned problems by providing a larger thrust to each of the ship maneuvering modes and the reverse mode, while at the same time, rudder resistance (drag loss) during forward traveling.
It was made with the aim of minimizing.

[0009]

In order to solve the above-mentioned problems, a high-lift dual-lubricator device according to the present invention has a pair of rudders provided symmetrically behind a single unidirectional rotating propeller. In a two-rudder device that is formed so that the outer port side has a fixed geometric high lift cross-sectional profile, each rudder has a square shape in side view, and the upper and lower edges are the propeller shaft center line and It is parallel, the front edge is parallel to the propeller radial direction, the rear edge is inclined by 7 to 10 ° so that the width along the propeller shaft center line gradually increases toward the upper end edge side, and the width along the propeller shaft center line Average value is 85-90% of propeller diameter
It is characterized by being.

In the high lift double rudder apparatus of the present invention, a pair of rudders are provided symmetrically behind one unidirectional rotating propeller, and each rudder has a fixed geometric high lift cross-sectional profile mainly on the port side. In the two-rudder device formed as described above, each rudder is
It is characterized in that the longitudinal centerline of the horizontal section spreads at an inclination angle of 3 to 5 ° with respect to the propeller shaft centerline at the position of forward movement of the ship, that is, at the "rudder center".

In the high lift double rudder apparatus of the present invention, a pair of rudders are provided symmetrically behind a single unidirectional rotating propeller, and each rudder has a fixed geometric high lift cross-sectional profile mainly on the port side. In the two-rudder device formed as described above, each rudder is
The center of the rudder axis is 34 to the propeller diameter from the propeller axis center line.
It is characterized in that they are separated from each other by a distance obtained by adding 15 to 25 mm to 36%.

The respective elements of the above-described structure act in a complex manner to produce the following effects. 1. When the ship is traveling forward, the ratio of the rudder thickness to the rudder side width becomes smaller due to the larger side surface width of the rudder (width along the propeller axis center line). Decrease. By making the rudder sideways four-sided, the upper rudder width can be increased with respect to the increase in the rudder thickness of the connecting part of the upper part of the rudder plate that hydraulically connects the rudder shaft and the rudder plate. The ratio can be reduced and rudder resistance can be reduced. 2. In the steering mode of the ship, in addition to the increase in lift (thrust) due to the larger side width of the rudder than in the past, the width distribution of the rudder side surface was made wider toward the upper end side, so the energy dissipation of the wake of the propeller And the upper flow having higher energy in the energy distribution can be effectively applied to the control surface, so that the lift force (thrust force) is further increased. 3. For each rudder, the longitudinal centerline of each horizontal section is
When viewed from above, the port rudder is in the counterclockwise direction, and the starboard rudder is in the clockwise direction with the tilt angle of 3 to 5 ° with respect to the propeller axis center line. In these conditions, the rear end concave surface on the outboard side of the rudder that most affects the resistance of the rudder is in the shadow of the streamline contour at the front of the rudder in the direction of the propeller wake. It becomes hidden and weakens the effect of deflecting the water flow. Therefore, the resistance of the rudder is reduced, and the rudder resistance (drag loss) during forward traveling of the ship can be minimized. 4. Since the rudder axis spacing of the two rudders has become wider than before, in the "rudder center", the part where the early flow of the propeller wake hits the leading edge of the rudder is reduced, and the forward movement of the ship is reduced accordingly. Rudder resistance (drag loss) is reduced. 5.2 The rudder spacing of the two rudders is larger than before, and the rudder has a tilt angle of 3 to 5 ° with respect to the propeller center line, which disturbs the rotational flow that is the wake of the contracted propeller. It can be taken inside the rudder without This flow situation is shown in FIGS. 10 to 11 are correlation status diagrams of the propeller wake of the present invention, and FIGS. 12 to 13 are correlation status of the conventional propeller wake. From these figures,
A large difference in the wake of the propeller can be seen, and improvement in propulsion performance can be predicted. This prediction could be confirmed by model testing. 6. For the backward movement of the ship, when the two rudders are in the backward movement position, that is, when the clam shell is opened, the wider the rudder, the more the area that receives the wake of the propeller increases. In addition to generating a large rear propulsion force by causing a larger flow of energy of the propeller wake to act on a wider portion on the upper end side of the rudder,
By tilting the leading edge of the rudder to the outboard side by 3 to 5 °, the gap formed between the leading edge and the leading edge of the two rudders is minimized and the wake of the propeller wake from this gap is minimized. Since the leakage is minimized, the amount of water to be reversed is increased and the reverse thrust is further increased.

[0013]

DETAILED DESCRIPTION OF THE INVENTION An embodiment of the present invention will be described with reference to the drawings. 1 to 7, a port side rudder 2 and a starboard side rudder 3 are arranged behind a single unidirectional rotation type propeller 1 symmetrically with respect to a vertical plane including a propeller shaft center line 4.

The contours of the horizontal sections 5 and 6 of the rudders 2 and 3 are, for example, as shown in FIG. 4, cross-sections after gradually increasing the section width from the semicircular front edges 7 and 8 to reach the maximum width. It has a streamlined shape in which the width is gradually reduced, and concave surfaces 9 and 10 are formed at the rear end portion of the side surface on the port side. This is the so-called fixed geometric high-lift cross-section contour, which is the surface that mainly produces high lift.

End plates 11, 12, 13, 14 projecting to the port side are attached to the upper and lower surfaces of the rudder 2, 3, respectively. The rudder shafts 15 and 16 are respectively fixed on the rudder rotation center line of the top of each rudder. The steering gears 17 and 18 are attached to the upper ends of the respective rudder shafts. For example, as shown in FIG. 6, the port side rudder 2
Can be steered by the steering gear 17 in a clockwise direction when viewed from above, over a straight line 21 passing through the axes 19 and 20 of the two rudder shafts to a minimum of 15 °, and the starboard rudder 3 is also Allow to steer counterclockwise beyond straight line 21 to a minimum of 15 °. It is preferable that this angle of 15 ° is larger. The maximum rotation angle stroke of currently available steering gears is 130 °, and it is necessary to steer the rudder to the port side by at least 25 °.
Up to 5 °.

1 and 2, each rudder 2, 3 has a side surface 2.
The shapes of 2 and 23 are quadrangular, the upper and lower edges are parallel to the propeller shaft center line 4, the front edge is parallel to the propeller radial direction, and the width along the propeller shaft center line 4 is the upper end side. The trailing edges 24 and 25 are inclined by 7 to 10 ° so as to gradually increase, and the average width of the side surfaces 22 and 23, that is, the width W at a portion along the propeller axis 4 is 85 to 90 of the propeller diameter D.
%.

In FIGS. 4 to 5, the position of each rudder 2, 3 during forward movement of the ship, that is, the "rudder center" is the center line 26, 27 of the horizontal cross section of each rudder 2, 3. Rear extension lines 28, 29
Are intersected with the propeller shaft center line 4 at an angle of 3 to 5 °. In other words, the position where the tail of each rudder is swung to the port side by 3 to 5 ° is defined as the “rudder center” of the rudder when the ship is traveling forward. Rudder axis center of each rudder 19, 20
And the distance M between the propeller shaft center line 4 (2M = L) is
Propeller diameter D (34-36%) + (15-
25 mm). In the horizontal sections 5 and 6 of the rudders 2 and 3, the front edges 7 and 8 are bent 3 to 5 degrees toward the port side, respectively.

The operating states of the steering apparatus having the above-mentioned structure in each steering mode will be described with reference to FIGS. In all the states, the propeller 1 is always rotating in one direction, that is, the propeller wake is always generated. 1. When the ship is moving forward (a in FIGS. 4 and 8) The longitudinal centerlines 26, 2 in the horizontal cross sections 5, 6 of each rudder
The port rudder 2 is placed counterclockwise, and the starboard rudder 3 is placed clockwise 3 to 5 ° with respect to lines 32 and 33 parallel to the propeller shaft center line 4.

In this case, in this rudder position, the rear end concave surfaces 9 and 10 on the outer side of the rudder, which most affect the rudder resistance, are
With respect to the direction of the wake of the propeller 1, it is hidden behind the streamline contour of the front part of the rudder to weaken the water flow deflecting effect on the concave surfaces 9 and 10, thus reducing the resistance of the rudder to the water flow.

In addition to this, the side surfaces of the rudder 22, 23
Due to the increased width of the rudder itself, the ratio of the rudder thickness to the rudder width is reduced, and the rudder resistance to flow is reduced.

Further, since the distance L between the rudder axes of the two rudders is larger than before, as can be seen from FIG. 2, in the "rudder center" of the rudder, the propeller wake is the leading edge 7 of each rudder. , 8
The length of the upper and lower parts of the rudder is shortened, and accordingly, the resistance of the rudder is reduced accordingly.

Due to the above-mentioned effects, the rudder resistance (drag loss) during forward traveling of the ship is minimized. 2. When the boat is moving backward (Figs. 6 to 7 and 8c), the port side rudder 2 is moved by the steering gear 17 in the clockwise direction when viewed from above, and the minimum is passed over the straight line 21 passing through the two rudder shaft centers 19 and 20. At the limit of 15 °, the starboard rudder 3
Similarly, in the counterclockwise direction, cross over the straight line 21 for a minimum of 1
Place each in the position where it was turned to 5 °. In other words, make the clam shell open.

Since the front edges 7 and 8 of the rudders are bent to the port side so as to intersect the longitudinal centerlines 26 and 27 of the horizontal cross sections 5 and 6 at 3 to 5 °, the rudder 2 is bent. ,
3 is a straight line 21 passing through the axes of the two rudder axles as described above.
In the state in which the rudder is steered by a minimum of 15 ° each, the gap 35 between the leading edges 7 and 8 of the two rudders is minimized, and the leakage of the propeller wake leaking from this gap is minimized. , The amount of water to be reversed becomes larger.

FIG. 7 is a front view of the state in which the rudder is placed in the reverse position. As shown in FIG. 7, since the average full width 36 is larger than that of the conventional rudder device, the propeller wake can be received by that amount without being dissipated, and the above-mentioned leading edge gap 35 can be received. Along with the minimum leakage of the propeller wake, the amount of water to be reversed is increased, and a larger reverse thrust can be generated. 3. Other Steering Modes In the steering modes other than the above, the steering angle of each rudder is as follows: forward left turn to b of FIG. 8, backward left turn to d of FIG. 8 and hovering (stationary) to e of FIG. Spinning (in-situ turning) is shown in FIG. 8f, respectively. In both cases, as described above, in addition to the increase in lift due to the increased width of the side surfaces 22 and 23 of the rudder, the energy of the energy behind the propeller is also increased. Since a large upper flow portion can be effectively acted on the rudder, an increase in lift can be obtained, and a larger thrust allows a ship to respond faster than before.

The end plates 11 and 1 provided above and below each rudder
2, 13 and 14 are high lift generating surfaces 9 and 1 on the outboard side of each rudder.
It prevents the wake of the propeller flowing over 0 from escaping up and down at the top and bottom, and effectively causes the water flow to act on the high lift generation surface.

The present invention has been confirmed from the results of a rudder model wind tunnel test, the outline of which will be described below. 1. Rudder model Propeller diameter 280 mm Test rudder model: Rudder model A (conventional fixed geometric high lift two-rudder): Side shape: Rectangular side width: 80% of propeller diameter (constant width) Rudder distance: Propeller 67% of diameter Rudder model B: Side profile: Quadrangle in which only the rear edge is inclined 11 ° so that the width gradually increases from bottom to top Side width: Width at the propeller shaft centerline position is 80 of the propeller diameter. % Rudder distance: 74% of propeller diameter Rudder model C: Side shape: Quadrangle with only the trailing edge tilted 8.5 ° so that the width gradually increases from bottom to top Side width: The width at the propeller shaft center line position is 90% of the propeller diameter. Rudder distance: 74% of the propeller diameter. The rudder balance ratio is 40% for both rudder models. Measurement of rudder resistance when the ship is moving forward Test conditions: Propeller rotation speed 45r.ps Wind speed 13m / s (Assumed actual ship is full, equivalent to the water flow speed flowing into the rudder while moving forward at maximum rated output) Test Rudder device: For the following three rudder positions, the resistance of each rudder and the resistance of both rudders were measured.

A) A position where the longitudinal center line of the rudder in the horizontal cross section is parallel to the propeller axis. B) The center line is turned 2 ° counterclockwise on the port side and clockwise on the starboard side. Position c) The position was also steered by 4 °. Test results:

[0028]

[Table 1]

From this test result, the rudder angle 4 of the test rudder model C was determined.
It was found that the rudder resistance was the smallest in the case of °. 3. Measurement of reverse thrust at ship speed Test conditions: The port rudder is placed in the clockwise position, and the starboard rudder is placed in the counterclockwise direction 15 ° beyond the straight line connecting the axes of both rudder shafts.

The wind speed corresponding to the ship speed is zero. Reverse thrust tested: Propeller rotation speed 25, 35, 4
For three cases of 5r.ps, propeller thrust and reverse thrust were measured, and the ratio of reverse thrust per propeller thrust was calculated.

Test results:

[0032]

[Table 2]

From this test result, the rudder of the test rudder model C is
It was found that the largest rear propulsion force was generated at any propeller rotation speed. FIG. 9 shows another embodiment of the present invention. In FIG. 9, each rudder 102, 103 at the forward traveling position of the ship (ie, “rudder center”)
Indicates that the longitudinal centerlines 126, 127 of the respective horizontal sections 105, 106 are parallel to the propeller axis centerline 104, and the horizontal section profile of the rudder is the "rudder center" in the previous embodiment, namely the horizontal section 5, 6 longitudinal centerlines 26, 27
The contours may have the same effects as those obtained by steering each of them to the inside port side by 3 to 5 °.

That is, each rudder 102, 103 has a streamlined shape in which the cross-sectional width gradually increases from the semicircular front edges 107, 108 to reach the maximum width, and then gradually decreases. The profile on the port side of the cross section extends rearward substantially parallel to the longitudinal centerlines 126 and 127 despite the decrease in the cross section width, while the profile on the port side of the cross section increases as the cross section width decreases. In order to compensate for the decrease in the distance, the inner surface is curved beyond the longitudinal center lines 126 and 127 to form concave surfaces 109 and 110 at the rear end.
It is the same as the previous embodiment that each of the front edges 107 and 108 has a tilt angle of 3 to 5 ° on the outboard side.

In this case, when the ship is traveling forward, that is, in the "rudder center", the rear end concave surfaces 109 and 110 on the outboard side of the rudder, which most affect the resistance of the rudder, are the same as those of the previous embodiment. With respect to the direction of the wake, the water flow deflecting action on the concave surfaces 109 and 110 is weakened by the shape hidden by the streamline contour of the front rudder, and therefore the resistance of the rudder to the water flow is reduced.

Further, with the recent progress of the steering gear, it has been developed that the maximum angle stroke of the rudder is 140 °, which is larger than 130 ° (25 ° + 90 ° + 15 °). Considering this, when the boat is moving backward, the port rudder 102
Can be placed in a position where the starboard rudder 103 is turned in a clockwise direction when viewed from above, and the starboard rudder 103 is turned in a counterclockwise direction up to 25 ° beyond a straight line 121 passing through the two rudder axis centers 119 and 120, respectively. is there. In this case, the angle at which the rudder reverses the wake of the propeller 101 forward is larger than that in the previous embodiment, and a larger reverse thrust can be generated.

[0037]

The high lift double rudder apparatus of the present invention is capable of minimizing rudder resistance and minimizing rudder resistance (drag loss) during forward traveling of a ship, as compared with the conventional apparatus. it can. Further, in the ship maneuvering mode, there is a great effect that a larger reverse thrust can be generated especially when the ship is moving backward. Even in other maneuvering modes, by obtaining a larger lift (thrust),
It is capable of maneuvering with a quicker response than before, and further improves the safety of the ship.

[Brief description of drawings]

FIG. 1 is a side view of a high-lift dual-rudder device according to an embodiment of the present invention.

FIG. 2 is a view as viewed in the direction of arrows AA in FIG. 1;

FIG. 3 is a view taken in the direction of arrows BB in FIG. 2;

FIG. 4 is an explanatory view showing a steering angle during forward movement in the same embodiment.

FIG. 5 is a diagram showing a rudder shaft center distance in the same embodiment.

FIG. 6 is an explanatory diagram showing a steering angle when the vehicle is moving backward in the same embodiment.

FIG. 7 is a rear view showing the rudder when the vehicle is moving backward in the same embodiment.

FIG. 8 is an explanatory diagram showing a steering angle in each control mode in the same embodiment.

FIG. 9 is an explanatory view showing a steering angle at the time of forward movement of a high-lift dual-rudder device according to another embodiment of the present invention.

FIG. 10 is a correlation state diagram (plan) of the propeller wake of the present invention.
It is.

FIG. 11 is a correlation status diagram (solid) of the wake of the propeller.

FIG. 12 is a correlation state diagram (plane) of a conventional propeller wake.

FIG. 13 is a correlation state diagram (solid) of the wake of the propeller.

FIG. 14 is a side view of a conventional high-lift double-lubricator device.

FIG. 15 is a rear view of the same high lift two-rudder device.

FIG. 16 is an explanatory diagram showing a rudder angle of the high-lift dual-lubricator device at the time of forward movement.

FIG. 17 is an explanatory view showing a rudder angle of the same high-lift dual-lubricator when the vehicle is moving backward.

[Explanation of symbols]

 1 Propeller 2 Port rudder 3 Starboard rudder 4 Propeller shaft center line 5,6 Horizontal section 7,8 Leading edge 9,10 Concave surface 15,16 Rudder shaft 19,20 Shaft center 22,23 Side surface 24,25 Rear edge 26,27 Longitudinal Direction center line

Claims (3)

[Claims] 1. A two-rudder rudder comprising a pair of rudders symmetrically arranged behind a single unidirectional rotating propeller, each rudder being formed so that the port side mainly has a fixed geometric high lift profile. In the device, each rudder has a square shape in side view, an upper edge and a lower edge are parallel to the propeller shaft centerline, a front edge is parallel to the propeller radial direction, and a width along the propeller shaft centerline is The trailing edge is 7 so that it gradually increases toward the upper edge.
A high-lift dual-lubricator device which is inclined by -10 ° and has an average width along the propeller shaft center line of 85 to 90% of the propeller diameter. 2. A pair of rudders in which a pair of rudders are provided symmetrically behind a single unidirectional rotating propeller, and each rudder is formed so that the outboard side has a fixed geometric high lift cross-sectional profile. In the device, each rudder is in a state where the longitudinal centerline of the horizontal cross section spreads at an inclination angle of 3 to 5 ° with respect to the propeller axis centerline at the position when the ship is in forward travel, that is, at the "rudder center". High-lift double-rudders characterized by. 3. A two-rudder rudder in which a pair of rudders are provided symmetrically behind a single unidirectional rotating propeller, and each rudder is formed so that the port side mainly has a fixed geometric high lift cross-sectional contour. In the device, each rudder has a center of rudder shaft spaced apart from a propeller shaft center line by a distance of 34 to 36% of the propeller diameter plus 15 to 25 mm.