KR101185519B1 - Rudder for ship - Google Patents

Abstract

The present invention relates to a thrust wing shape that is installed on the rudder of the ship, and more particularly to a rudder of the ship that can improve the propulsion performance of the ship, as well as the fuel saving effect through the thrust wing. will be.
According to the rudder of the ship according to an embodiment of the present invention, by forming the wings asymmetrically on both sides of the rudder bulb, by reducing the interference between the fluid and the rudder body passing through the wings to maximize the thrust by the wings, also reduces the drag speed Improved performance can lead to fuel savings.

Description

Rudder of ship {RUDDER FOR SHIP}

The present invention relates to a thrust wing shape that is installed on the rudder of the ship, and more particularly to a rudder of the ship that can improve the propulsion performance of the ship, as well as the fuel saving effect through the thrust wing. will be.

Generally, ships are propelled by the underwater rotation of propellers mounted on the stern. In detail, the propeller generates the propulsion of the ship by pushing the surrounding water backward while rotating.

Moreover, in order to adjust the moving direction of a ship, the rudder is provided in the back of a propeller.

Due to the rotation of the propeller, a wake is formed at the rear of the propeller, which is rotated according to the direction of rotation of the propeller. The wake caused by the propeller is incident on the rudder, and the left and right pressures are formed differently depending on the up and down positions of the propeller axis.

Taking the propeller rotating clockwise around the rudder when viewed from the rear of the ship, for example, pressure surfaces are formed at the upper left and lower right of the rudder, and suction surfaces are formed at the upper right and lower left of the rudder.

That is, the pressure applied to the rudder by the wake flowing in one direction by the rotation of the propeller is formed in different asymmetries on the left and right sides of the rudder.

Under such asymmetrical pressure distribution, when the rudder is formed in the shape of a simple flat plate, that is, a symmetrical horizontal cross section of the upper and lower sides of the rudder with respect to the propeller axis, the rudder resistance is increased and the suction surface is formed. There is a problem that cavitation is generated in the area is caused erosion of the rudder.

A rudder bulb may be used to improve the propulsion efficiency of the ship while minimizing the effect of the asymmetrical pressure acting on the rudder by the wake. However, the rudder bulb generally has a disadvantage that it protrudes largely in the direction of the propeller, and that a large bulb is to be installed.

There are many known rudder bulb technologies applied since the 1970s, including RFS-F (Kawasaki Shipyard) in Japan, but they are symmetrical in size and difficult to apply directly to asymmetric cross sections. However, since the shape is formed by using a plate, there is a problem of itself being subjected to erosion by cavitation and easily broken.

On the other hand, Japanese Patent Application Laid-Open No. 1999-139395 is known as a conventional technique for improving the propulsion efficiency of a ship.

According to Japanese Laid-Open Patent Publication No. 1999-139395, as shown in Fig. 1, the bulb 4 is provided in the rudder 3, and the blades 5a and 5b are provided on both sides of the bulb 4, thereby providing additional resistance. The propulsion efficiency is increased rather than.

However, the technique of installing the wings as described above has the following problems.

To increase lift by taking into account the angle of attack of the propeller wake, the angle of incidence of the wake into the vanes 5a, 5b must be increased. However, when the angle of incidence of the wake into the vanes 5a and 5b becomes large, the fluid passing through the vanes 5a and 5b causes interference by passing through the rudder 3, thereby causing vortices, thereby increasing drag and increasing performance. There is a problem that is reduced.

Embodiment of the present invention is to provide a rudder of the ship that can reduce the drag while increasing the thrust by the wing by reducing the interference between the fluid and the rudder body passing through the wing.

In addition, to provide a rudder of a ship that can achieve a fuel savings effect.

The rudder of the ship according to an aspect of the present invention, the body is provided rotatably in the wake direction of the propeller; A bulb provided at the propeller side end of the body; And first and second wings formed asymmetrically on both sides of the bulb.

In addition, the second blade is characterized in that the wake formed by the propeller flows at a relatively high speed, the span of the first blade is characterized in that longer than the span of the second blade.

In addition, the span of the second blade is characterized in that the length is formed within 50% of the radius of the propeller.

In addition, the span of the first wing is characterized in that it is formed with a length of 50% to 70% of the radius of the propeller.

In addition, the first wing is characterized in that the chord of the bulb side end is formed so as to be maintained from the bulb side end to 70% of the span of the first wing.

In addition, the second wing is characterized in that the cord of the bulb side end is formed to be 2.5 times or more than the cord of the other end.

In addition, the second blade is characterized in that the front end portion is formed to be inclined rearward toward the outside.

In addition, the first wing and the second wing is characterized in that formed at a height corresponding to the axis of rotation of the propeller.

In addition, the front end of the second blade is characterized in that located closer to the propeller than the front end of the first wing.

According to the rudder of the ship according to the embodiment of the present invention as described above, by forming the wings asymmetrically on both sides of the rudder bulb, to reduce the interference of the fluid and the rudder body passing through the wings to maximize the thrust by the wings, the drag This can be achieved by reducing fuel consumption by improving speed performance.

1 shows a rudder of a ship according to the prior art;
Figure 2 is a perspective view of the rudder of the ship according to an embodiment of the present invention.
3 is a plan view of the rudder of the ship according to an embodiment of the present invention.
4 and 5 is a view showing the fuel saving effect of the ship equipped with a rudder according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description of the present invention, detailed description of known functions and configurations incorporated herein will be omitted when it may make the subject matter of the present invention rather unclear.

2 is a perspective view of a rudder for fuel saving of a ship according to an embodiment of the present invention, Figure 3 is a plan view of a rudder for fuel saving of a ship according to an embodiment of the present invention.

2 and 3, the rudder 100 of the ship according to an embodiment of the present invention, may be installed in the rear of the propeller 200 installed to match the centerline of the hull below the stern (not shown). The wake formed by the propeller 200 is incident to the rudder 100.

Hereinafter, the propeller 200 is rotated in a clockwise direction when viewed from the rear of the ship, and the rudder 100 is disposed such that the center line of the rudder 100 and the rotation axis of the propeller 200 are located on a straight line. This will be described as an example.

The rudder 100 may be rotated by a steering device installed perpendicular to the stern (not shown) and assembled to the stern.

The rudder 100 has a rudder body 110 to adjust the direction of the hull by adjusting the direction of the wake formed by the propeller 200, the propeller side end of the body 110 (in this embodiment shear section) Rudder bulb (Rudder Bulb, 120) formed in the), the first wing 130 and the second wing 140 formed in both sides of the bulb 120 may be included.

The bulb 120 may be formed to protrude a predetermined length toward the propeller 200 from the body 110. In addition, the bulb 120 may be formed so that the cross section is streamlined at a height corresponding to the rotation axis of the propeller 200, it may be formed integrally with the body (110).

The first wing 130 and the second wing 140 may also be formed at a height corresponding to the axis of rotation of the propeller 200, the wings (130, 140) integrally with the rudder bulb (120). Can be formed.

Here, the first wing 130 is provided on the left side of the bulb 120, the second wing 140 is formed on the right side of the bulb 140. Therefore, the first wing 130 may be referred to as a left wing, and the second wing 140 may be referred to as a right wing.

The first wing 130 and the second wing 140 are formed asymmetrically with each other in accordance with the flow characteristics of the wake generated by the rotation of the propeller 200. Therefore, the interference between the flow passing through the blades 130 and 140 and the body 110 is reduced and the drag is reduced, thereby improving the speed performance of the rudder 100.

In detail, the left and right lengths of the first wing 130, that is, the span S1 may be formed to have a length of 50% to 70% of the radius R of the propeller 200. In addition, the front and rear lengths of the first wings 130, that is, cords, correspond to 70% of L1 from the inner end 131 of the cord of the inner end 131 contacting the bulb 120. It may be maintained up to a point and then formed into a gradually decreasing form.

In addition, the span L3 of the second wing 140 may be formed to a length of 50% or less of the radius R of the propeller 200. In addition, the second wing 140 may be formed such that the cord L4 of the outer end 142 is less than or equal to 40% of the cord L5 of the inner end 141 contacting the bulb 120. In other words, the L5 may be at least 2.5 times the L4.

At this time, the front end portion of the inner end 141 of the second wing 140 is formed close to the propeller 200, the outer end 142 of the second wing 140 is far away from the propeller 200 It can be formed to be. That is, the front end portion of the second blade 140 may be formed to be inclined rearward toward the outside. Accordingly, the flow passing through the second wing 140 and the interference with the body 110 may be minimized.

For example, the front end of the second wing 140 is formed closer to the propeller 200 than the front end of the first wing 130, the outer end 142 of the second wing 140 is It may be formed at a position corresponding to the position of the inner end 131 of the first wing 130.

In addition, the wings 130 and 140 may have a longitudinal cross-section such as an airfoil.

The shapes of the first wing 130 and the second wing 140 may be interchanged with each other according to the flow formed by the propeller 200. That is, as in the present embodiment, when the propeller 200 rotates in the clockwise direction and generates thrust, the first vane 130 is formed on the left side of the body 110, and the second vane 140 is formed. ) Is formed on the right side of the body 110, but when the propeller 200 rotates counterclockwise to generate thrust, the first wing 130 is formed on the right side of the body 110, The second wing 140 may be formed on the left side of the body 110. This is due to the characteristics of the wake formed by the propeller 200 will be described in detail later.

Referring to the operation of the rudder 100 of the ship according to an embodiment of the present invention having the configuration as described above are as follows.

In the vector analysis of the wake formed by the propeller 200 which rotates in the clockwise direction around the body 110, within 50% of the radius R of the propeller 200 from the right side of the body 110. A vector component can be found that increases the thrust of the second wing 140 in position.

Therefore, when the span L3 of the second wing 140 is formed to 50% or less of the radius R of the propeller 200, the thrust increase of the ship can be maximized, thereby increasing the thrust of the ship. You can.

In addition, the right flow of the body 110 has a relatively high speed compared to the left flow. Therefore, the inner end 141 of the second wing 140 is positioned close to the propeller 200, and the second wing 140 is formed to be inclined backward, and the second wing 140 is By forming the cord L4 of the outer end 142 to 40% or less of the cord L5 of the inner end 141, the flow passing through the second vane 140 and the interference of the body 110 are reduced and vortex By suppressing the occurrence of the speed performance of the rudder 100 can be improved.

Further, the drag L3 of the second blade 140 provided on the right side of the body 110 having a relatively high speed of flow is formed smaller than the span L1 of the first blade 130. It can be reduced to increase thrust.

On the other hand, the flow in the left region of the body 110 formed by the propeller 200 is slower than the flow in the right region, but the angle of attack is large. In this case, it is advantageous to increase thrust by lengthening the span of the wings and reducing the cord.

Therefore, the span L1 of the first blade 130 is formed to have a length of 50% to 70% of the radius R of the propeller 200 longer than the span L3 of the second blade 140. The thrust may be effectively increased by maintaining the cord L2 of the inner end 131 of the first wing 130 to a point corresponding to 70% of the L1 from the inner end 131.

4 and 5 are graphs showing the fuel saving effect of the vessel equipped with the rudder 100 of the vessel as described above.

4 is a view showing the effect when the rudder 100 is applied to a vessel having a tank-type reservoir.

Referring to FIG. 4, it can be seen that a fuel saving of about 2.2% is achieved when the Froude number is 0.13. It can be seen that this effect increases almost linearly with increasing vessel speed, ie, as the number of probes increases.

5 is a diagram showing the effect when the rudder 100 is applied to a container ship.

Referring to FIG. 5, when the number of prods is 0.18, there is a fuel saving effect of about 2%, and as shown in FIG. 4, the effect increases almost linearly as the number of prods increases.

That is, it can be seen that the effect of the speed performance improvement and thrust increase by the rudder 100 increases as the speed of the ship increases within a certain range.

As described above, by forming the port wing 130 and the starboard wing asymmetrically with each other, the thrust formed by the wings 130 and 140 can be maximized, and drag can also be reduced. In addition, the speed performance of the vessel is also improved, and thus a fuel saving effect can be obtained.

As described above as a specific embodiment of the rudder of the ship according to the embodiment of the present invention, but this is only an example, the present invention is not limited to this, should be construed as having the broadest range in accordance with the basic idea disclosed herein. do. Those skilled in the art can easily change the material, size, etc. of each component according to the application field, and can be combined / substituted the disclosed embodiments to implement a pattern of a timeless shape, but this also does not depart from the scope of the present invention will be. It will be apparent to those skilled in the art that various changes and modifications may be readily made without departing from the spirit and scope of the invention as defined by the appended claims.

100: rudder 200: propeller
110: body 120: bulb
130: first wing 140: second wing

Claims (9)

A body rotatably provided in a wake direction of the propeller;
A bulb provided at the propeller side end of the body; And
A first wing and a second wing formed asymmetrically on both sides of the bulb,
A rudder of a ship, characterized in that the front end of the second wing is located closer to the propeller than the front end of the first wing.
The method of claim 1,
The second wing is formed on the side of the wake formed by the propeller flowing at a relatively high speed,
The span of the first vane is longer than the span of the second vane.
The method of claim 2,
Span of the second wing is a rudder of the ship, characterized in that the length is formed within 50% of the radius of the propeller.
The method of claim 2,
Span of the first wing is a rudder of the ship, characterized in that formed in the length of 50% to 70% of the radius of the propeller.
The method of claim 2,
The first wing,
The chord of the bulb side end is formed so that it is maintained from the bulb side end to 70% of the span of the first wing.
The method of claim 2,
The second wing,
The cord of the bulb side end is formed so that the cord is 2.5 times or more than the cord of the other end.
7. The method according to any one of claims 1 to 6,
The second wing,
Rudder of the ship, characterized in that the front end portion is formed to be inclined rearward toward the outside.
7. The method according to any one of claims 1 to 6,
The rudder of the ship, characterized in that the first wing and the second wing is formed at a height corresponding to the axis of rotation of the propeller.
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