KR100735724B1 - Ships rudder with double acting gap flow stopper between fixed and movable part - Google Patents

Abstract

A ship rudder with a double acting gap flow stopper between a fixed part and a movable part is provided to improve performance of the ship rudder and simultaneously attenuate cavitations. A ship rudder with a double acting gap flow stopper between a fixed part and a movable part includes a horn flow blocking device(10). The horn flow blocking device has a horn valve(11). The horn valve includes a follower(112) installed at a position corresponding to a horn cam(51). The follower is installed at an upper surface and a lower surface of a pintle block(31). A pair of hinge holes(40-1) are formed at an upper surface and a lower surface of a rudder plate(40). A hinge rod is inserted into the hinge hole to be assembled to a pintle valve body. The horn flow blocking device includes the horn valve, and the horn cam. The horn valve is coupled to the hinge rod. The horn cam is coupled to the rudder plate to drive the horn valve.

Description

Ships Rudder with Double Acting Gap Flow Stopper between Fixed and Movable Part

1 is a schematic view of the other device for a ship equipped with a pintle block according to the prior art,

Figure 2a, Figure 2b is an illustration of the operating state in the a-a 'cross section of Figure 1,

Figure 3a, Figure 3b is an illustration of the operating state in the b-b 'cross section of Figure 1,

4A and 4B are flow calculation diagrams in a-a 'and b-b' cross-sections of FIG.

Figure 5 is a cavitation damage case picture according to the prior art,

6 is an exemplary view of another apparatus in which a clearance flow breaker according to the present invention is installed;

7 is an exploded perspective view of another apparatus according to FIG. 6;

8 is a detailed exploded perspective view of a main part according to FIG. 7;

9A-9C are exemplary views illustrating an operating state in the AA-AA 'cross section of FIG. 6;

10A and 10C are exemplary views illustrating an operating state in the section BB-BB ′ of FIG. 6;

11A and 11B are flow calculation diagrams taken along the lines A-A 'and B-B' of FIG.

<Description of Symbols for Major Parts of Drawings>

10: Horn flow blocker 11: Horn valve

111: Horn valve body 111-1: Horn valve blade

111-2: Horn valve blade seat 111-3: Horn valve body Hinge hole

112: (horn valve follower) 112-1: (horn valve follower) guide block

112-3: (horn valve follower) hinge hole 113: (horn valve) hinge rod

20: pintle flow blocker 21: pintle valve

211: pintle valve body 211-1: pintle valve blade

211-2: Pintle valve blade seat 211-3: (Pintle valve) Hinge hole

212: (pintle valve) follower 212-1: (pintle valve follower) guide block

212-3: (pintle valve follower) hinge hole 213: (pintle valve) hinge rod

30: Horn 31: Pintle Block

31-1: hinge hole 40: rudder blade

40-1: hinge hole 40-2: lower leading edge

40-3: Upper leading edge 50: Other shaft

51: Horn cam (for horn valve driving) 511: Horn cam curve

52: pintle cam (for pintle valve drive) 521: pintle cam curve

   90: flow breaker 100: other

The present invention relates to another apparatus for ships provided with a double-blocking clearance flow blocker between the fixed portion and the movable portion, which simultaneously blocks the flow at the pressure side and the suction side in the gap between the horn as the fixed portion and the rudder plate as the movable portion. The upper part of the horn cam attached to the other plate (moving part) drives the horn valve installed on the horn (fixing part) to block the flow between the horn and the other plate, and the lower part of the other device by installing a cam in the pintle block (fixing part) The cam of the pintle block drives the valve attached to the rudder plate (moving part) to block the flow flowing into the gap between the pintle block and the rudder plate at the pressure side and the suction side, and at the same time, the direction of the flow flowing through the other device changes rapidly. And smoothly change to change smoothly to prevent lift loss and mitigate locally occurring cavitation. A double block to allow clearance flow blocker and relates to other devices for ships provided between government and the moving part.

In general, the flow flowing into the other device of the ship is accelerated by the influence of the propeller operation, and the rear part of the propeller includes the rotating component under the influence of the propeller rotation. Therefore, when the flow flows from the port side to the upper half of the other device placed behind the rotating propeller, flow flows from the starboard side in the lower half of the other. The other device is placed in this asymmetrically flowing flow has the effect of rectifying the flow. Therefore, the other device is placed in a flow having a rotational component, and thus cannot achieve the performance that can be obtained in a uniform flow. However, the other flow rectifying effect absorbs the rotational kinetic energy of the inflow, which in turn increases the efficiency of the propeller. This interaction is an important factor in determining the performance between other devices and propellers. Furthermore, since the integrated system should be mounted on the hull, the flow around the hull is also greatly influenced by the system operation. It is necessary to comprehensively interpret the hull-propeller-other device interaction.

In particular, the propeller used for high speed propulsion of ships such as large container ships inevitably takes a large load, which increases the possibility of the cavitation phenomenon in the propeller. Moreover, the spiral vortex flow leading to the spiral at the tip of the wing leads to the wake. It will flow. In this way, if the wake of the propeller that is locally cavitation or the wake of the accelerator accelerated to the state just before cavitation flows around the rudder plate which is rotated at a certain angle, the flow will accelerate again on the suction side. The probability of occurrence of cavitation becomes very high.

Hereinafter, the prior art will be described with reference to the drawings. Figure 1 is a schematic view of the other apparatus for ships according to the prior art, Figures 2a, 2b is an illustration of the operating state in the cross-sectional view aa 'of Figure 1, Figures 3a, 3b is a cross-sectional view of the bb' of Figure 1 4A and 4B are flow calculation diagrams in aa 'and bb' cross-sections of FIG. 1, FIG. 4A is a flow calculation diagram around a horn according to the prior art, and FIG. Figure 5 is a flow calculation around the pintle, Figure 5 is a photograph of damage to the other by cavitation according to the prior art.

As shown in Figure 1, the other general device is composed of a horn 30 'which is a fixed part and a rudder plate 40' that is a movable part, and a pintle block 30'-1 (Pintle Block) is attached to the fixed part and a hinge point thereof. It is connected to the rudder blade 40 '. The rudder blade 40 'is assembled using a pintle hole provided in the pintle block 30'-1 attached to the rear of the horn 30' fixed to the hull as a hinge point to rotate about the other axis 50 '. As a result, a gap is inevitably present between the horn 30 'and the rudder blade 40'. This gap is typically is the trailing edge future portions of the part or tapan the pintle causing the regular intervals in are to be placed on a concentric circle centered on the hinge point when tapan this we produced an angular displacement about the hinge point that is, the turning (轉Iii) it is difficult to avoid a sudden change in the streamline around the rudder blade .

2 and 3 are exemplary diagrams for explaining the state in the cross-section aa 'and bb' of FIG. 1, and FIGS. 2a and 3a show that the horn 30 'and the rudder plate 40' are in a neutral state. 2b and 3b show that the wing arrangement of the other device consisting of the horn and the rudder is neutral when the rudder blade 40 'is rotated about the rudder shaft 50'. Unlike in the state of the ship, it is asymmetrical about the center line of the hull, so that the length of the streamline passing through one side becomes shorter and the flow velocity becomes relatively slower. This will speed up the flow. Bernoulli's theorem slows the flow of fluid particles through one side of the other device, increasing the pressure on the rudder plate, which is called the pressure side (p). On the opposite side, the length of the mammary gland becomes longer and the flow rate increases, leading to a drop in pressure, which is called the suction side (i). In other devices, the sum of the total pressure rise acting on the pressure surface p and the total pressure drop occurring on the suction surface i forms the lift force acting on the other apparatus.

Accordingly, as shown in FIG. 2B composed of the horn 30 'and the rudder blade 40', and FIG. 3B composed of the pintle block 30'-1 and the rudder blade 40 ', the rudder blade 40' has a constant steering angle. When struck (eg 5 degrees), a pressure difference appears between the pressure surface p and the suction surface i, which causes a flow through the gap between the components.

Fig. 4A is a flow calculation diagram around the aa 'cross section of Fig. 1, and Fig. 4B is a flow calculation diagram around the bb' cross section of Fig. 1, and the rudder blade 40 when the rudder blade 40 'is caused to rotate at an angle. In front of '), the direction of flow after the horn (30') or pintle block (30'-1) is rapidly changed, and there is a big change in the streamline passing through it. The spacing of the mammary gland becomes wider, and the spacing of the mammary gland is densely changed on the suction surface i side. Therefore, the pressure is higher on the pressure side (p) and the pressure is further reduced on the suction side (i). As a result, the fluid introduced by the propeller is accelerated further by passing through the horn 30 'or pintle block 30'-1 and passing near the front edge of the rudder blade 40' so that the suction surface of the rudder blade 40 '( Cavitation will appear on the i) side. In addition, the flow passing through the gap between the horn 30 'and the pintle block 30'-1 and the rudder plate 40' has the result of accelerating the flow velocity at the exit side to promote the generation of cavitation and the shape of the portion that meets the movable part. In some cases, peeling may be caused. When the local characteristics of the flow causes cavitation, as shown in FIG. 5, there is a problem in that the coating film is destroyed due to erosion in other devices and damage due to erosion in the horn and the rudder blade is generated.

In addition, the present inventors have applied for a patented ?? shipper device installed in the gap between the pintle and the rudder plate (application number: 2005-40256 2005.05.13) is the rear edge of the horn where the horn unit flow blocker is installed The front edge of the rudder blade (the leading edge) is formed in a simple circular shape, and the rear blade (the trailing edge) of the pintle block in which the pintle flow blocker is installed is also formed in a simple circular shape, and the horn part when the rudder blade causes each rotation. There is a possibility that the direction of the streamline leading to the other plate is sharply changed, and in particular, the horn valve of the horn flow blocker has a pair of symmetrical structures, but blocks only one valve and the other remains open, and the pintle portion Only one pintle valve has a problem that the gap flow blocking effect is incomplete.

Accordingly, the present invention has been proposed to solve the conventional problems as described above, the present invention is first, the rear edge of the horn is a concave arc shape, the leading edge of the rudder blade is designed in a convex elliptical shape when passed through the horn of the rudder plate Secondly, the streamline leading to the front edge is changed to be changed smoothly. Second, the trailing edge of the pintle block where the pintle block and the rudder joint are convex to the rear is convex, and the leading edge of the rudder blade is designed to be a concave arc shape. The streamline past the block is smoothly connected from the pintle block to the rudder plate. Third, the vortex flow blocker and the pintle flow blocker are installed in the gap between the rudder plate, the horn and the pintle. Acts to block the flow into the pressure side or suction side It is an object of the present invention to prevent outflow and consequently to increase lift generation to improve rudder performance and at the same time to mitigate cavitation.

As an embodiment to which the present invention is applied in order to achieve the above object, the other apparatus for ships provided with a double-blocking clearance flow breaker between the fixed part and the movable part, the other shaft for coupling the horn and pintle block with pintle block and the other plate In the other rudder device composed of a, the trailing edge of the horn is a concave arc shape and the upper leading edge of the rudder plate is a convex elliptical shape, a pair of horn valve blades and horn valve blade seat and hinge holes are installed symmetrically on both sides of the rear end of the horn. A horn valve body, a horn valve follower coupled to the upper and lower ends of the horn valve body, a horn valve coupled to a hinge hole through a hinge hole and supported by a hinge hole of the hull and the pintle block, and the other shaft. A horn part flow blocker configured to be penetrated to drive the horn valve follower; The trailing edge of the pintle block located at the bottom of the horn flow blocker is convex elliptical and the lower leading edge of the rudder blade in contact with the trailing edge has a concave arc shape, and the pintle valve blades and pintle valve blade sheets and hinges on both sides of the rear end of the pintle block. A pair of pintle valve bodies having symmetrical holes, a pintle valve follower coupled to the upper and lower ends of the pintle valve body, and hinge holes formed through the hinge holes and formed on the upper and lower inner surfaces of the other plate. A pintle portion flow blocker 20 including a pintle valve having a hinge rod coupled thereto, and a pintle cam penetrating the other shaft to drive the pintle valve follower; Characterized in that comprises a.

In addition, the horn valve follower is provided with a protruding guide block is driven according to the curve in contact with the horn cam curve of the horn cam, the pintle valve follower is provided with a protruding guide block and the pintle cam curve of the pintle cam Driven according to the contact curve, the horn valve and pintle valve is a split structure, the blade of the valve is characterized in that the detachable by the wear-resistant synthetic resin.

Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings. Figure 6 is an exemplary view of a rudder flow blocking device is installed according to the present invention, Figure 7 is an exploded perspective view of the other device according to Figure 6, Figure 8 is a detailed exploded perspective view of the main part according to Figure 7, Figure 9a -9c is an illustration of the operating state in the AA-AA 'cross section of Figure 6, Figures 10a-10c is an illustration of the operating state in the cross-section BB-BB' of Figure 6, Figure 11a, Figure 11b is the figure Fig. 6 is a flow calculation diagram at A-A 'and BB' cross section.

First, Figure 6 is an illustration of the rudder 100 device provided with a gap flow breaker according to the present invention, the present invention is a rudder horn 30 and the rudder plate 40 is provided with a pintle block 31, and combining them The horn part (50) is a basic configuration, the horn part flow blocking device consisting of the horn valve 11 and the horn cam (51) in the gap between the horn 30 and the rudder plate 40 located above the pintle block (31) Is installed, between the pintle block 31 and the rudder plate 40 is a pintle flow blocking device consisting of a pintle valve 21 and pintle cam 52 is installed. The horn cam follower 112 and the pintle valve follower 212 are installed to correspond to the horn cam 51 and the pintle cam 52 so that the horn cam 51 drives the horn valve follower 112 and the pintle cam. Reference numeral 52 drives the pintle valve follower 212.

7 and 8 are exploded perspective views of FIG. 6, and as described above, the horn valve 11 of the horn portion flow blocking device 10 is located at a position corresponding to the horn cam 51 on the upper and lower surfaces thereof. Follower 112 is installed, the pintle valve 21 of the pintle portion flow shutoff device 20 of the lower portion of the follower 212 in the position corresponding to the pintle cam 52 on the upper and lower surfaces Is installed. A pair of hinge holes 31-1 are provided inside the pintle block 31 to assemble the horn valve body 111 by inserting a horn valve hinge rod 113. A pair of hinge holes 40-1 are disposed on the upper and lower surfaces of the concave portion of the rudder blade 40 into which the pintle block 31 is fitted. It is assembled with 111. Thus, the horn portion flow blocking device 10 is a pair of horn valve body 111 and the horn valve follower 112 is coupled to the upper and lower ends of the horn valve body symmetrically arranged on both sides of the rear end of the horn (30). And, in the shape of a horseshoe at a corresponding position around the axial valve 50 so as to drive the horn valve 11 and the horn valve follower 112 is formed by coupling the hinge rod 113 that is the rotation center thereof Is coupled to the horn cam 51 is coupled to drive the horn valve (11). In addition, the pintle flow blocking device 20 is such that the pintle valve blade 211-1, the pintle valve blade seat 211-2 and the hinge hole (211-3) symmetrically on both sides of the rear end of the pintle block 31. A pair of pintle valve body 211 to be installed, a pintle valve follower 212 coupled to the upper and lower ends of the pintle valve body 211 and the hinge hole (212-3) through the rudder plate 40 A pintle valve 21 coupled with a hinge rod 213 supported by a hinge hole 40-1 formed on the upper and lower inner surfaces of the upper and lower surfaces thereof, and penetrates the pintle valve follower 212 through the other shaft 50. It consists of a pintle cam 52 for driving. Therefore, in the present invention, the horn part flow blocker 10 and the pintle part flow blocker 20 are collectively referred to as a flow blocker 90.

In addition, the trailing edge 30-2 of the rudder horn 30 has a concave arc shape, and the upper leading edge 40-3 of the rudder blade 40 inscribed in the trailing edge 30-2 has a convex elliptical shape. The trailing edge 31-2 of the block 31 is a convex elliptical shape, and the lower leading edge 40-2 of the rudder blade 40 inscribed with the trailing edge 31-2 has a concave arc shape. This shape is for smoothly improving the streamline leading to the rudder plate 40 through the horn 30 and pintle block 31.

In particular, Figure 8 is a detailed exploded perspective view of the main portion according to Figure 7, showing the configuration of the horn valve 11 and the pintle valve 21 in more detail, between the rudder horn 30 and the rudder plate in the horn portion The horn valve 11 to be installed is a horn valve body 111, a pair of horn valve followers 112 and the hinge rod 113 is coupled, the horn valve body 111 is a horn valve blade 111-1 ) And the horn valve blade seat 111-2 and the hinge hole 111-3, the horn valve follower 112 is provided with a guide block 112-1 and the hinge hole (112-3). ) Is installed on the top and bottom surfaces of the body (111). The guide block 112-1 is in contact with the horn cam 51, the hinge hole 112-3 is located at the center of rotation, the hinge rod 113 is the hinge hole (111-3, 112-3) It penetrates vertically and is inserted into the hull (not shown) and the hinge hole 31-1 of the pintle block 31.

In addition, the horn cam 51 of the upper portion of the rudder plate 40 at the corresponding position of the follower 112 drives the horn valve follower 112 by maintaining a contact state with the horn valve follower 112, and a rotation center. Since the rudder shaft 50 is designed to pass at the position of the rudder blade 40, the angular displacement is caused together when the rudder shaft 40 causes the angular displacement about the other shaft. The follower 112 is driven along the horn cam curve 511 formed along the contour of the horn cam 51 so that angular displacement occurs in the horn valve body 111.

The horn valve body 111 is designed to be divided into a horn valve blade (111-1) and a horn valve seat (111-2) structure and the horn valve blade (111-1) is made of wear-resistant plastic for easy replacement To make it possible. And the upper end of the hinge rod 113 is supported by the general technology to install the horn valve 11 to operate smoothly using the hull structure, the lower end of the hinge rod 113, both sides of the pintle block 31 It is inserted into the horn valve hinge hole 31-1 formed in the shaft to become a rotating shaft.

In addition, the guide block 112-1 formed on the horn valve follower 112 is driven along the horn cam curve 511 formed on the horn cam 51 which becomes the horn valve driver, and the angular displacement is centered around the hinge rod 113. Causes The horn cam 51 is a member that is assembled around the other shaft 50, the horn cam curve 511 consisting of a contour curve is a driving surface for driving the horn valve follower along the curve to the horn valve follower 112 The attached guide block 112-1 maintains contact. The horn cam curve 511 of the horn cam 51 has a pair of symmetrical structures arranged in a symmetrical structure regardless of whether the gap of the gap changes when the rudder angle is changed since the trailing edge of the horn is formed of an arc and the upper leading edge of the rudder plate is oval. The horn valve is effectively designed to effectively block the gap, and moves the guide block 112-1 according to the horn cam curve 511 of the horn cam 51. The dimension of the contour curve of the horn cam 51 may reflect in the design an adequate margin to minimize wear due to contact between the horn valve 11 and the rudder blade, and by adjusting the horn cam curve 511. It is possible to adjust the driving timing and driving speed of (11).

In addition, the pair of pintle valves 21 having a symmetrical structure in the concave space of the rudder plate 40 has a similar configuration to that of the horn valve 11, and is a pair assembled to the upper and lower surfaces of the pintle valve body 211. The pintle valve follower 212 is coupled to the hinge rod 213. The pintle valve body 211 is composed of a pintle valve blade 211-1, a pintle valve blade seat 211-2 and a hinge hole (211-3), the follower 212 is a guide block 212 -1) and hinge holes 212-3. The hinge rod 213 penetrates through the hinge holes 211-3 and 212-3 and hinge holes 40-for pintle valves formed in the upper and lower portions of the outer space of the concave space of the rudder plate 40 into which the pintle block 31 is fitted. The pintle valve 21 is rotatably supported by being inserted into 1).

The pintle cam 52 that maintains contact with the pintle valve follower 212 and drives the follower 212 is attached to the upper and lower ends of the pintle block 31 and is disposed at the hinge point 50. Since the follower is rotated with the rudder blade 40, the follower 212 moves along the pintle cam curve 521 formed in the contour of the tip face of the pintle cam 52, causing angular displacement. At this time, since the pintle valve guide block 212-1 of the pintle valve follower 212 is in contact with the pintle cam 52, the pintle valve 21 is driven by the pintle cam when the other plate causes an angular displacement. It will cause an angular displacement about the hinge rod 213. Therefore, when the rudder blade 40 causes an angular displacement, the pintle cam 52 fixed to the pintle block 31 is fixed, but the guide block 212-1 of the pintle valve follower 212 attached to the rudder plate is the pintle cam. By maintaining the contact state according to the pintle cam curve 521 of 52 and the interlocking motion pintle valve 21 causes the displacement to block the flow flowing into the gap between the pintle block 31 and the rudder plate 40 At the same time, it blocks the flow out of the gap.

The pintle valve follower 212 also has a guide formed on the pintle valve follower 212 as described with respect to the guide block 112-1 and the horn cam curve 511 formed on the horn valve follower 112. The pintle cam is driven while the block 32-1 maintains contact with the pintle cam curve 521 which forms the contour of the pintle cam 52 which is the driver of the pintle valve. In addition, in the description of the horn valve 11, as the trailing edge of the horn is made of an arc and the upper leading edge of the rudder plate made of an oval, the trailing edge 31-2 of the pintle block is elliptical and the lower edge of the rudder plate 40 -2) is made of circular arc so that even if the gap of the gap changes, the pair of pintle valves arranged in a symmetrical structure can effectively drive the gap, and the pintle valve 21 can be divided. The valve blades 111-1 and 211-1 are made of abrasion-resistant synthetic resin and the like so that the valve blades can be easily replaced as necessary.

9A and 9C are diagrams illustrating an operating state in the AA-AA 'cross-section of FIG. 6, illustrating an operating state of the horn flow shutoff device 10 including the horn cam 51 and the follower 112 of the horn valve. It is an illustration for.

9A shows a state in which the other device is placed in a neutral position, and the horn part flow blocker 10 is formed with guide blocks 112-1 formed of a part of the follower 112 of the horn valve on both left and right sides of the rear end of the horn 30. It is installed so as to rotate angularly about the hinge hole 112-3. Since the neutral state, the guide block 112-1 of the follower 112 is inserted into the concave portion of the horn cam curve 511 and is in close contact. It is shown.

FIG. 9B shows a state in which the rudder blade 40 is rotated 15 degrees from the neutral position. When the rudder blade 40 causes each rotation, the horn cam 51 is driven and the follower 112 closely adhered to the horn cam curve 511. The guide block 112-1 of the horn valve body 111 is also slid along the horn cam curve 511 and moves along the horn cam curve 511 and causes angular displacement to cause angular displacement with the follower 112. The horn valve blade 111-1 (see FIG. 8) is in close contact with the front blade of the rudder blade 40 while blocking the gap between the rudder blade 40 and the horn 30 at the pressure side and the suction side, passing through the horn to the front edge of the rudder blade. The streamline leading to this can be improved more smoothly.

FIG. 9C shows a state in which the maximum steering angle of the rudder plate 40 is rotated at 35 degrees, and a pair of followers 112 are arranged symmetrically on the pressure surface p and the suction surface i even when the maximum rotation is made. By effectively blocking from the side, the high-pressure fluid formed in the pressure surface (p) is doubled to prevent the inflow of the high pressure fluid into the gap or outflow toward the suction surface (i) to reduce the loss of lift and lift loss caused by the gap flow. This reduces or reduces the cavitation phenomenon.

10A and 10C are diagrams illustrating an operating state in the cross-sectional view taken along line BB-BB 'of FIG. 6, illustrating an operation state of the pintle flow blocking device 20 including the pintle cam 52 and the follower 212 of the pintle valve. It is an illustrative diagram for explanation.

FIG. 10A illustrates a state in which the pintle flow blocking device 20 is placed in a neutral position, as described with reference to FIG. 9A. The pintle valve follower 212 provided on both sides of the rudder plate 40 of the pintle block 31 is shown. The guide block 212-1 of the horn valve follower 112 is formed along the pintle cam curve 521 that forms the contour of the pintle cam 52 about the hinge hole 212-3, as shown in FIG. 9. It is designed to cause rotation.

A guide block 212-1 formed as a part of the follower moves along the pintle cam curve 521 formed in the pintle cam driving pintle cam 52 as shown in FIG. 10B, and rotates the pintle valve body 212 accordingly. The pintle valve blade 211-1 causes an angular displacement to be in close contact with the pintle block 31 (see FIG. 8), and blocks the flow flowing into the gap from the pressure surface p and simultaneously flows out from the gap toward the suction surface. By blocking, the effect of gap flow does not appear and the gap is effectively double-blocked at each displacement set to block the gap even when it is shifted to a small angle. According to the design of the cam curve 521 of the pintle cam 52 can control the operation time and the operating speed of the pintle valve 21 and the surface pressure of the valve and a pair of valves arranged in a symmetrical structure is designed to be interlocked drive Thus, the gap between the pintle block and the rudder blade should be effectively blocked as in the horn valve 11.

As shown in FIG. 9C, as shown in FIG. 9C, the pair of follower 212 is provided at the pressure side p and the suction side i by a flow in which the pintle valve is introduced into the gap even up to the maximum rudder angle (35 degrees). By effectively blocking, the high-pressure fluid formed in the pressure surface p is effectively prevented from flowing into the gap or outflowing toward the suction surface i.

Accordingly, the follower 112 and 212 are integrally assembled to the top and bottom surfaces of the horn valve body 111 and the pintle valve 211 so that the guide blocks 112-1 and 212-1 protruding therefrom are cam curves ( 511,521 and the pair of valves (11, 21) in contact with the centerline symmetrically arranged to drive the interlocking contact between the horn 30 and pintle block 31, the upper rudder plate 40 and the horn (30) ) And the gap between the lower rudder blade 40 and the pintle block 31 (see FIG. 8).

In addition, the upper leading edge 40-3 of the rudder blade 40 in the horn 30 portion, and the trailing edge 31-2 of the pintle block 31 in the pintle portion are convex ovals and trailing edges 30-2 of the horn facing each other. ) And the lower leading edge 40-2 of the rudder blade are made of circular arcs, so that a pair of horn valves 11 and pintle valves arranged in a symmetrical structure even if the clearance gap between the pintle block and the rudder blade varies with the change of the rudder angle ( The cam curves 511 and 521 are designed to be interlocked with each other so that the gap 21 can be effectively blocked. In the design of the cam curves (511, 521) it is possible to adjust the period and the operating speed and the surface pressure during the operation of the valve and may be designed to have a suitable margin. Each valve has a split structure, and the parts of the valve blades 111-1 and 211-1 where direct contact occurs are made of flexible wear-resistant plastic and can be easily replaced as needed by fastening them to the valve blade seats 111-2 and 211-2. Made of structure

11A and 11B are flow calculation diagrams around the horn, pintle and rudder blade according to the present invention.

Figure 11a is a flow calculation diagram around the horn 30 and the rudder plate 40 in accordance with the present invention, the imaginary state that the rudder plate is rotated 5 degrees and the horn valve is operated to completely block the gap and the other device for the state Simulate the surrounding flow as having the same cross-sectional shape in the longitudinal direction (span: span direction), idealize it as a two-dimensional flow, and analyze the flow around the other by numerical calculation using a commercially available numerical fluid dynamics program (Fluent). It is a figure obtained by.

11b is a flow calculation diagram of the pintle block 31 and the rudder blade 40 according to the present invention. The rudder blade is rotated 5 degrees and the pintle valve is operated to block the gap by about 90%, and the front portion of the horn portion This is a streamline obtained by performing calculations under the same conditions as those calculated for. As shown in Fig. 11a and 11b, when the clearance flow is blocked, the drag and outflow flow rate decreases at the horn and pintle part of the other device, and the lift force is increased, so that the wireline fluctuations are very soft, especially the rear end as well as both sides of the other plate. The streamline is very smooth, preventing cavitation.

As described in detail above, the present invention is the front edge of the rudder blade to mitigate the abrupt change in the shape of the streamline in the suction surface when a large load acts on the other device for the vessel is high risk of cavitation generation ) Or the shape of the trailing edge of the pintle block to a convex oval, and the rear face of the horn or the front face of the rudder to be a concave arc shape when wired at the leading edge of the rudder blade. By improving this drastic change, the cavitation can be eliminated or mitigated, while the gap between the horn as the fixed part and the rudder plate as the movable part is different depending on the angle, so that the high pressure fluid cannot flow into the gap from the pressure side. At the same time, no fluid can flow out of the In order to reduce the drag generated by the other, and to increase the lift effectively, it has the effect of relieving or mitigating cavitation.

In addition, there is little damage due to abrasion caused by the relative movement of the rudder plate and the valve body, and the parts that can be worn are composed of easily replaceable structures such as removable wear-resistant plastics, so that they can be maintained at low cost. It works.

Claims (4)

In the ship rudder 100 device consisting of a horn 30 having a pintle block 31 and a rudder shaft 50 for coupling the pintle block 31 with the rudder plate 40, The trailing edge 30-2 of the horn 30 has a concave arc shape, and the upper leading edge 40-3 of the rudder plate 40 has a convex elliptical shape, and horn valve blades 111 on both sides of the rear end of the horn 30. -1) and the horn valve blade seat (111-2) and the hinge hole (111-3) is a pair of horn valve body 111 is installed symmetrically, coupled to the upper and lower ends of the horn valve body (111) Horn valve follower 112, the hinge hole (111-3, 112-3) penetrates the hull and the hinge rod (113) supported by the hinge hole (31-1) of the pintle block 31 is coupled A horn part flow blocking device 10 including a horn valve 11 and a horn cam 51 penetrating through the other shaft 50 to drive the horn valve follower 112; The trailing edge 31-2 of the pintle block 31 positioned below the horn portion flow blocking device 10 is a convex elliptical shape and has a lower leading edge 40-2 of the rudder blade 40 in contact with the trailing edge 31-2. ) Is a concave arc shape, and a pair of pintle valve blades 211-1, pintle valve blade seat 211-2 and hinge holes 211-3 are symmetrically installed on both sides of the rear end of the pintle block 31. A pintle valve body 211, a pintle valve follower 212 coupled to the upper and lower ends of the pintle valve body 211, and the hinge hole (212-3) through the top of the rudder plate (40). A pintle valve 21 having a hinge rod 213 supported by a hinge hole 40-1 formed on the lower inner surface thereof, Double-blocking gap flow breaker, characterized in that it comprises a; a pintle flow blocker 20 composed of a pintle cam 52 to penetrate the other shaft 50 to drive the pintle valve follower 212 Other vessel equipment installed between the fixed and movable parts The method of claim 1,  The horn valve follower 112 is provided with a protruding guide block (112-1) is driven according to the curve in contact with the horn cam curve 511 of the horn cam 51, the double-blocking gap flow breaker Other vessel equipment installed between the fixed and movable parts The method of claim 1, The pintle valve follower 212 is provided with a protruding guide block 212-1 is driven according to the curve in contact with the pintle cam curve 521 of the pintle cam 52, double-blocking gap flow Other marine equipment provided with breaker between fixed and movable part The method of claim 1, The horn valve 11 and the pintle valve 21 has a split structure, and the blades 111-1 and 211-1 of the valves 11 and 12 are made of a wear-resistant synthetic resin and can be detached. Other marine equipment provided with clearance flow breaker between the fixed and movable parts

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