KR101580402B1 - A rudder for ship and ship thereof - Google Patents

A rudder for ship and ship thereof Download PDF

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Publication number
KR101580402B1
KR101580402B1 KR1020140099908A KR20140099908A KR101580402B1 KR 101580402 B1 KR101580402 B1 KR 101580402B1 KR 1020140099908 A KR1020140099908 A KR 1020140099908A KR 20140099908 A KR20140099908 A KR 20140099908A KR 101580402 B1 KR101580402 B1 KR 101580402B1
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South Korea
Prior art keywords
rudder
ship
propeller
present
leading edge
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KR1020140099908A
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Korean (ko)
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손영이
장봉준
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현대중공업 주식회사
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders

Abstract

The present invention relates to a rudder for a ship, which is provided at the rear of a propeller and manages a navigation direction of the ship, comprising: a rudder upper portion having a leading edge deflected to one side; And a rudder lower portion having a leading edge for allowing the flat section to be laterally symmetrical.
The present invention also relates to a ship including a ship rudder, comprising: a plurality of propellers; And a plurality of marine rudders respectively positioned behind the propeller, wherein the marine rudder comprises: a rudder upper portion having a leading edge deflected to one side; And a rudder lower portion having a leading edge for allowing the flat section to be laterally symmetrical.
The rudder for a ship and a ship including the same according to the present invention are formed with symmetrical lower sections in the left and right sides and upper sections are formed asymmetrically in the left and right directions and the center part is formed continuously to smoothly connect the upper and lower parts, So that the rudder can be optimized for the downstream flow of the biaxial axis, thereby maximizing the thrust of the biaxial axis, increasing the propulsion efficiency, and minimizing the energy consumption.

Description

Technical Field [0001] The present invention relates to a rudder for a ship,

The present invention relates to a ship rudder and a ship including the same.

The present invention is derived from a research carried out by the Ministry of Knowledge Economy and the Korea Industrial Technology Evaluation and Management Center as part of the project for the development of technology for the industrial convergence technology [Task No.: 10040060, Title: And solid lines]

Generally, in the case of a large ship, the propulsion attached to the rear of the hull is advanced by using the flow of the fluid generated when the propeller rotates. At this time, a rudder is attached to the rear of the propeller, and as the rudder rotates to the left and right, the direction of flow of the fluid is changed by changing the direction of flow.

In order to achieve a constant speed through the rotation of the propeller, the engine must be driven using oil such as diesel. In this case, a large amount of oil is consumed and the greenhouse gas is discharged, thereby causing problems such as environmental destruction .

Recently, various efforts have been made to reduce fuel consumption by reducing the energy consumed when propelling the ship. IMO, in particular, discussed ways to reduce greenhouse gas emissions in 2010, and discussions are underway to establish standards and directions for fuel efficiency regulation.

As shipping companies join the movement, shipping companies are beginning to pay attention to fuel-saving vessels that can reduce the burden on fuel costs. Due to the needs of shipping companies, shipbuilders are constantly researching and developing fuel-saving technologies that reduce fuel consumption and reduce greenhouse gas emissions.

As an example of the fuel saving type technology, an energy saving device (ESD: Energy Saving Device) which saves fuel by improving the propulsion efficiency by improving the shape of a ship's rear end, propeller, rudder, This energy saving device has already been applied to a large number of ships.

Recently, in addition to adding an energy saving additional device (ESD) to a ship, a lot of research and development has been carried out on optimizing the shape of hull, rudder, skeg, and the like.

Domestic Utility Model Registration Bulletin No. 20-0395385 Korean Patent Registration No. 10-1281977 Korean Patent Laid-Open Publication No. 10-2013-0090027

It is an object of the present invention to provide a rudder structure in which the shape of the rudder located at the rear of the propeller is formed asymmetrically in the upper section and the lower section is symmetrical in the left and right direction and the rudder center section is formed continuously, So as to improve the straightness of the ship and increase the propulsive force of the ship and reduce the fuel consumption of the ship, and a ship including the rudder.

It is also an object of the present invention to provide a rudder configuration in which the rudder lower end surface is configured to be symmetrical with respect to the bumper axis so as to be optimized for the wake flow in the biaxial line to greatly improve the thrust of the biaxial line, And to provide a ship rudder for maximizing energy efficiency and a ship including the rudder.

A rudder for a ship according to an embodiment of the present invention is a rudder for a ship which is installed at the rear of a propeller and manages a direction of a ship, the rudder comprising: a rudder upper portion having a leading edge deflected to one side; And a rudder lower portion having a leading edge for allowing the flat section to be laterally symmetrical.

Specifically, a rudder center portion connecting the rudder upper portion and the rudder lower portion; And a rudder bulb protruding from the rudder center portion.

Specifically, the leading edge of the upper portion of the rudder may have a shape inclined toward the port or starboard from the lower end to the upper end.

Specifically, the leading edge of the upper portion of the rudder may be formed as an up-and-down vertical direction.

Specifically, the leading edge of the lower portion of the rudder may be formed as an up-and-down vertical direction.

Specifically, the leading edge of the upper portion of the rudder can be deflected in a direction opposite to the rotational direction of the upper portion of the propeller.

Specifically, the rudder upper portion may have a flat cross-section asymmetrically.

Further, a ship including a ship rudder according to an embodiment of the present invention includes: a plurality of propellers; And a plurality of marine rudders respectively positioned behind the propeller, wherein the marine rudder comprises: a rudder upper portion having a leading edge deflected to one side; And a rudder lower portion having a leading edge for allowing the flat section to be laterally symmetrical.

Specifically, the leading edge of the upper portion of the rudder may be bilaterally symmetrical with respect to the longitudinal plane of the ship.

Specifically, a rudder center portion connecting the rudder upper portion and the rudder lower portion; And a rudder bulb protruding from the rudder center portion.

Specifically, the leading edge of the upper portion of the rudder may have a shape inclined toward the port or starboard from the lower end to the upper end.

Specifically, the leading edge of the upper portion of the rudder may be formed as an up-and-down vertical direction.

Specifically, the leading edge of the lower portion of the rudder may be formed as an up-and-down vertical direction.

Specifically, the leading edge of the upper portion of the rudder can be deflected in a direction opposite to the rotational direction of the upper portion of the propeller.

Specifically, the rudder upper portion may have a flat cross-section asymmetrically.

The rudder for a ship and the ship including the same according to the present invention are formed such that the lower end surface is symmetrically formed at the lower end and the upper end surface is formed asymmetrically and the middle portion is formed continuously to smoothly connect the upper portion and the lower portion, So that the rudder can be optimized for the downstream flow of the biaxial line, thereby maximizing the thrust of the biaxial line, increasing the propulsion efficiency, and minimizing the energy consumption.

1 is a rear view of a ship rudder according to a first embodiment of the present invention.
2 is a perspective view of a marine rudder according to a first embodiment of the present invention.
3 is a right side view of a ship rudder according to the first embodiment of the present invention.
4 is a bottom view of a ship rudder according to the first embodiment of the present invention.
5 is a front view of a marine rudder according to the first embodiment of the present invention.
6 is a left side view of a marine rudder according to the first embodiment of the present invention.
7 is a plan view of a ship rudder according to the first embodiment of the present invention.
8 is a rear view of a ship rudder according to a second embodiment of the present invention.
9 is a perspective view of a marine rudder according to a second embodiment of the present invention.
10 is a right side view of a ship rudder according to a second embodiment of the present invention.
11 is a bottom view of a ship rudder according to a second embodiment of the present invention.
12 is a front view of a ship rudder according to a second embodiment of the present invention.
13 is a left side view of a ship rudder according to a second embodiment of the present invention.
14 is a plan view of a ship rudder according to a second embodiment of the present invention.
15 is a rear view of a ship rudder according to a third embodiment of the present invention.
16 is a perspective view of a marine rudder according to a third embodiment of the present invention.
17 is a right side view of a marine rudder according to a third embodiment of the present invention.
18 is a bottom view of a ship rudder according to a third embodiment of the present invention.
19 is a front view of a marine rudder according to a third embodiment of the present invention.
20 is a left side view of a ship rudder according to a third embodiment of the present invention.
21 is a plan view of a ship rudder according to a third embodiment of the present invention.
Fig. 22 is a measurement chart of the starboard side nominal rebound test performed on a short axis without a propeller. Fig.
FIG. 23A is an axial velocity distribution chart of a propeller wake tested on a short axis equipped with a propeller, and FIG. 23B is a rotational velocity distribution chart of a propeller wake measured on a short axis equipped with a propeller.
Fig. 24A is an axial velocity distribution diagram of the nominal counter current that was experimented on the biaxial axis without the propeller, and Fig. 24B is the rotational direction velocity distribution diagram of the nominal counter current which was experimented on the biaxial axis without the propeller.
25A is an axial velocity distribution chart of a propeller wake tested on a biaxial shaft equipped with a propeller, and Fig. 25B is a rotational velocity distribution chart of a propeller wake measured on a biaxial shaft equipped with a propeller.
26 is a rear perspective view of a pair of shafts equipped with a ship rudder according to the first embodiment of the present invention.
FIG. 27 is a rear perspective view of a pair of shafts equipped with a ship rudder according to a second embodiment of the present invention. FIG.
28 is a rear perspective view of a pair of shafts equipped with a ship rudder according to a third embodiment of the present invention.
29 is a perspective view of a ship according to a fourth embodiment of the present invention.
30 is a perspective view of a ship according to a fifth embodiment of the present invention.
31 is a perspective view of a ship according to a sixth embodiment of the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

2 is a perspective view of a marine rudder according to a first embodiment of the present invention, and Fig. 3 is a perspective view of a marine rudder according to the first embodiment of the present invention. Fig. Fig. 5 is a front view of a ship rudder according to the first embodiment of the present invention, Fig. 6 is a front view of the rudder according to the first embodiment of the present invention, Fig. FIG. 7 is a plan view of a rudder for a ship according to a first embodiment of the present invention, and FIG. 26 is a rear perspective view of a biaxial line equipped with a rudder for a ship according to the first embodiment of the present invention.

1 to 7 and 26, a marine rudder 10a and a marine vessel 1 including the same according to the first embodiment of the present invention include a marine rudder 10a, a rudder bulb 200, And includes a propeller 400 and a hull 500.

The ship rudder 10a is installed behind the propeller 400 and manages the navigation direction of the ship 1. [ Such a marine rudder 10a may be composed of a rudder upper portion 101, a rudder lower portion 102 and a rudder center portion 103. [ Hereinafter, the vessel 1 may be a twin-axis line.

Prior to the description of the rudder upper portion 101 and the rudder lower portion 102, in order to effectively explain the effect resulting from the constituent elements of the present invention, I will explain the materials in detail.

Fig. 22 is a diagram showing a starboard side nominal whirling current measured on a short axis without a propeller, Fig. 23A is an axial velocity distribution chart of a propeller wake measured on a short axis equipped with a propeller, FIG. 24A is an axial velocity distribution diagram of a nominal current counterflow experimented on a twinaxial line without a propeller, FIG. 24B is a graph showing a rotational speed distribution of the propeller in the rotational direction 25A is an axial velocity distribution chart of a propeller wake measured on a biaxial axis equipped with a propeller, and FIG. 25B is a rotational velocity distribution diagram of a propeller wake measured on a biaxial axis equipped with a propeller.

Hereinafter, the reference of the rotation direction is to designate a clockwise or counterclockwise direction on the basis of looking at the bow (not shown) of the hull 500 at the tail 501 of the hull, The right side of the hull 500 is the right side in the drawing.

In the drawings of FIGS. 22 to 25, Y is a coordinate axis indicating a horizontal line with respect to the hull 500, Z is a coordinate axis indicating a vertical line with respect to the hull 500, and r / Is the radius of the propeller 400 and r is the length from the axial center of the propeller 400 to an arbitrary point) and Fig. 22 is a result value showing only the starboard side of the hull 500.

Figs. 22, 23A and 25A are velocity values representing the axial velocity of the fluid (the velocity in the direction opposite to the advancing direction of the hull 500) (In Fig. 24A, the axial velocity is represented only by the constant velocity line, not the color), Figs. 22, 23B, 24B and 25B show the rotation direction of the fluid by a velocity value The direction of the arrow indicates the direction of rotation, and the length of the arrow indicates the rotation speed).

22 and 23 (a) and (b) show experimental results on a minor axis line (not shown). Fig. 22 shows the flow when the propeller 400 is not installed, Represents the downstream flow of the propeller 400 when the propeller 400 is installed.

22, the axial velocity of the fluid decreases as it approaches the axis (not shown) of the propeller 400 and the fluid rotates counterclockwise from the lower side to the upper side, .

23A, there is an axial velocity of the fastest fluid at any point on the starboard side in the axis of the propeller 400 and referring to FIG. 23B, the fluid flows in a clockwise direction towards the axis of the propeller 400 , And the rotational speed becomes stronger toward the axis of the propeller 400.

22 and 23 (a) and (b), it can be seen that the upper portion of the propeller 400 has a very high lateral velocity from the port to the starboard, and the lower portion has a very high lateral velocity from the starboard to the port , So that it can be seen that the downstream flow of the propeller 400 has a great up and down symmetry.

In order to fabricate a ship rudder having an optimal shape for the downstream flow of the propeller 400, the upper and lower ends of the rudder are made asymmetrical in cross section, and the leading edges of the upper and lower rudders So that they are deflected in opposite directions to each other.

24 (a), (b) and 25 (a) and (b) show experimental results on the biaxial line 1. FIG. 24 (a) and (b) show the flow when the propeller 400 is not installed 25 (a) and 25 (b) show the downstream flow of the propeller 400 when the propeller 400 is installed.

Referring to FIG. 24A, the axial velocity of the fluid increases from the upper side to the lower side. Referring to FIG. 24B, the fluid flows into the inner upper end, and locally, the propeller 400 near the axis of the propeller 400, And flows toward the inside of the shaft.

25A, the axial velocity of the lower portion of the propeller 400 is generally faster than the axial velocity of the upper portion, the inner and outer axial velocities of the propeller 400 are less symmetrical with respect to the axis of the propeller 400, There is an axial velocity of the fastest fluid at any point inside.

Referring to FIG. 25B, it appears that the propellant 400 locally rotates counterclockwise near the axis of the propeller 400 and flows toward the axis of the propeller 400.

Specifically, the upper portion has a greater lateral velocity from the outside to the inside, while the lower portion has an upward velocity with almost no lateral velocity. The outer side shows a very large longitudinal velocity from the lower side to the upper side, and the lateral side velocity from the outer side to the inner side exists at the upper side.

In the embodiment of the present invention, the flow of the upper part of the downstream flow of the propeller 400 flows rapidly from the outside to the inside (the lateral velocity is large), and the rudder upper part 101 has a cross- And the lower portion of the downstream flow of the propeller 400 has no transverse velocity component, so that the rudder lower portion 102 is symmetrical in cross section.

As a result, in the embodiment of the present invention, the ship rudder 10a can be optimized for the downstream flow of the biaxial line 1, thereby maximizing the thrust of the biaxial line 1, And the energy consumption can be minimized.

The rudder upper portion 101 has a rudder upper leading edge 1001a that is deflected to one side. The rudder upper portion 101 may be configured such that the rudder upper leading edge 1001a is tilted toward the upper end of the rudder upper portion 101 from the lower end to the upper end thereof.

The rudder upper surface 101 may have a cross section (not shown) at the lowermost end of the rudder upper portion 101 and the rudder upper surface 104 may not be the same and the width of the rudder seat surface 106 may be equal to the width of the rudder surface 107 It can be wider.

In the rudder upper portion 101, the rudder upper leading edge 1001a may be vertically vertically formed. The rudder upper surface 101 may have the same cross section (not shown) at the lowermost end of the rudder upper portion 101 and the rudder upper surface 104 and the width of the rudder seat surface 106 may be larger than the width of the rudder surface 107 It can be wide.

In addition, the rudder upper portion 101 may have a flat cross section configured asymmetrically, and may be deflected in a direction opposite to the rotating direction of the upper portion of the propeller 400 (not shown).

By configuring the shape of the rudder upper portion 101 so as to be one side, it is possible to make it suitable for the lateral flow of the upper portion of the downstream flow of the propeller 400. [ Therefore, the driving force of the twinaxis 1 can be increased, the energy efficiency can be increased, and the linearity of the twinaxis 1 can be maximized.

The rudder lower portion 102 has a rudder lower leading edge 1001b that makes the flat cross-section symmetrical. In the rudder lower portion 102, the rudder lower leading edge 1001b may be formed as a vertically vertical shape. That is, the cross-section (not shown) at the uppermost end of the rudder lower portion 102 is identical to the rudder lower surface 105, and the width of the rudder seat surface 106 and the rudder right surface 107 may be the same.

Thus, the rudder lower portion 102 can be adapted to the flow of the lower portion of the downstream flow of the propeller 400 by configuring the leading edge 1001b such that the flat cross section of the rudder lower portion 102 is symmetrical.

The lower portion of the downstream flow of the propeller 400 does not need to be configured so that the rudder lower leading edge 1001b is deflected to one side since the fluid flow has almost no lateral velocity. Rather, when the rudder lower leading edge 1001b is configured to be deflected to one side, the resistance against the downstream flow of the propeller 400 is increased, the propulsion force of the biaxial line 1 is reduced, and the linearity of the biaxial line 1 is lowered .

Therefore, in the embodiment of the present invention, the cross section of the rudder lower portion 102 is made symmetrical so that the thrust of the biaxial line 1 is increased, the energy efficiency can be increased, and the straightness of the biaxial line 1 is maximized .

The rudder center portion 103 can connect the rudder upper portion 101 and the rudder lower portion 102. The rudder center portion 103 may be provided so as to protrude from the front surface of the rudder bulb 200 to be described later.

The rudder upper portion 101 is asymmetric in cross section and the rudder lower portion 102 is symmetrical in cross section so that a discontinuity surface (not shown) can be formed when the rudder upper portion 101 and the rudder lower portion 102 are connected. This discontinuity causes a great resistance to the ship 1 and causes a very bad effect in terms of energy efficiency.

Therefore, the front surface of the rudder center portion 103 may be provided with a rudder bulb 200 to reduce the resistance to the ship 1 due to the discontinuity. The rudder bulb 200 may be eccentrically upwardly eccentric with respect to the axis of the propeller 400 and may be formed coaxially with the axis of the propeller 400. As a result, the propulsion force of the ship 1 can be enhanced, the straightness can be maximized, and the energy efficiency can be increased.

Referring to FIG. 26, in the embodiment of the present invention, a plurality of propellers 400 and a ship rudder 10a to be described later can be included. Here, the marine rudder 10a may include a first marine rudder 11 and a second marine rudder 12.

The marine rudder 10a can be constructed such that the first marine rudder 11 and the second marine rudder 12 are bilaterally symmetrical with respect to the vertical plane of the biaxial line 1 and mirror symmetrical .

Specifically, the rudder upper leading edge 1001a of the marine rudder 10a may be bilaterally symmetrical with respect to the longitudinal plane of the biaxial line 1, mirror-symmetrical with respect to the longitudinal plane of the biaxial line 1, The rudder bulb 200 to be described below may also be configured to include the first rudder bulb 200a and the second rudder bulb 200b so as to be laterally symmetrical or mirror symmetrical with respect to the longitudinal plane of the biaxial line 1. [

The propeller 400 may be provided on the tail 501 of the hull 500 and generate a propulsion force of the ship 1 (for example, two propellers on the biaxial axis). The propeller 400 included in the present embodiment is generally the same as a commonly used screw propeller, and thus a detailed description thereof will be omitted.

The hull 500 may include a bow (not shown) of the hull and a tail 501 of the hull as the body of the vessel 1 and may be provided with a rudder 10a and a propeller 400 And may be a multi-axis line (for example, a dual axis line) in which a plurality of propellers 400 are installed.

Since the hull 500 included in the present embodiment is the same as a hull of a general ship, a detailed description thereof will be omitted.

FIG. 8 is a rear view of a rudder for a ship according to a second embodiment of the present invention, FIG. 9 is a perspective view of a rudder for a ship according to a second embodiment of the present invention, and FIG. 10 is a perspective view of the rudder for a ship according to the second embodiment of the present invention. 11 is a bottom view of a rudder for a ship according to a second embodiment of the present invention, Fig. 12 is a front view of a rudder for a ship according to a second embodiment of the present invention, and Fig. 13 is a front view of the rudder according to the second embodiment of the present invention Fig. 14 is a plan view of a rudder for a ship according to a second embodiment of the present invention, and Fig. 27 is a rear perspective view of a biaxial rudder equipped with a rudder for a ship according to a second embodiment of the present invention.

8 to 14 and 27, the ship rudder 10b and the ship 2 including the same according to the second embodiment of the present invention are provided with the ship rudder 10b, the propeller 400, (500). The propeller 400 and the hull 500 according to the second embodiment of the present invention are the same as those of the ship rudder 10a and the ship 1 including the same according to the first embodiment of the present invention But it does not necessarily refer to the same configuration.

The ship rudder 10b is installed behind the propeller 400 and manages the navigation direction of the ship 2. [ Such a marine rudder 10b may be composed of a rudder upper portion 101, a rudder lower portion 102 and a rudder center portion 103. [ Hereinafter, the ship 2 may be a twin-axis line.

The configuration and effects of the rudder upper portion 101 and the rudder lower portion 102 are the same as those in the first embodiment of the present invention, and therefore the description thereof is omitted in the description of the first embodiment of the present invention.

The rudder center portion 103 is continuously formed so as to connect the lower end of the rudder upper leading edge 1001a and the upper end of the rudder lower leading edge 1001b with a curved line. The rudder center leading edge 1001c may include a rudder center leading edge 1001c that connects the rudder upper leading edge 1001a and the rudder lower leading edge 1001b, It may have a straight line shape.

The rudder center portion 103 can be continuously smoothly formed so that the flat end face of the lowest portion among the flat end faces of the rudder upper portion 101 and the flat end face of the uppermost one of the flat end faces of the rudder lower portion 102 are connected to each other, Or < / RTI >

The rudder center portion 103 smoothly connects the rudder upper portion 101 and the rudder lower portion 102 to remove a discontinuity surface (not shown) generated by connecting the rudder upper portion 101 and the rudder lower portion 102. As a result, the propulsion force of the ship 2 is enhanced, the linearity of the ship 2 is improved, and the energy efficiency of the ship 2 is increased.

27, in the second embodiment of the present invention, the ship 2 may include a plurality of propellers 400 and a plurality of marine rudders 10b, (13) and a fourth marine rudder (14).

The marine rudder 10b may be configured such that the third marine rudder 13 and the fourth marine rudder 14 are bilaterally symmetrical with respect to the vertical plane of the biaxial line 2 and mirror symmetrical .

More specifically, the rudder upper leading edge 1001a of the marine rudder 10b may be bilaterally symmetrical with respect to the vertical plane of the biaxial line 2, and is configured to be mirror-symmetrical with respect to the longitudinal plane of the biaxial line 2 . Of course, the rudder center leading edge 1001c may also be symmetrical or mirror symmetrical with respect to the longitudinal plane of the biaxial line 2.

FIG. 15 is a rear view of a rudder for a ship according to a third embodiment of the present invention, FIG. 16 is a perspective view of a rudder for a ship according to a third embodiment of the present invention, and FIG. 17 is a perspective view of a rudder for a ship according to the third embodiment of the present invention 19 is a front view of a marine rudder according to a third embodiment of the present invention, and Fig. 20 is a front view of a marine rudder according to a third embodiment of the present invention. Fig. 18 is a bottom view of a marine rudder according to a third embodiment of the present invention. Fig. 21 is a plan view of a rudder for a ship according to a third embodiment of the present invention, and Fig. 28 is a rear perspective view of a biaxial rudder equipped with a rudder for a ship according to a third embodiment of the present invention.

15 to 21 and 28, the ship rudder 10c and the ship 3 including the same according to the third embodiment of the present invention are provided with a ship rudder 10c, a rudder bulb 200, A pin 300, a propeller 400, and a hull 500. The rudder bulb 200, the propeller 400 and the hull 500 in the third embodiment of the present invention are the rudder 10a for a ship according to the first embodiment of the present invention, The same reference numerals are used for the sake of convenience, but they are not necessarily construed to be the same.

The ship rudder 10c is installed at the rear of the propeller 400 to control the navigation direction of the ship 3. [ Hereinafter, the vessel 3 may be a twin axis line.

The ship's rudder 10c may include a rudder body 100 and a pin 300 to be described later and the pin 300 is provided only on one side of the rudder body 100, Is provided on the side where the ascending current is generated.

The rudder body 100 may be composed of a rudder upper portion 101, a rudder lower portion 102 and a rudder center portion 103. [ The configuration and effects of the rudder upper portion 101, the rudder lower portion 102, and the rudder center portion 103 are the same as those of the first embodiment of the present invention, and therefore the description thereof is omitted in the description of the first embodiment of the present invention .

28, in the third embodiment of the present invention, the ship 3 may include a plurality of propellers 400 and a plurality of ship's rudders 10c, wherein the ship's rudder 10c is a ship- And a sixth marine rudder (16).

The marine rudder 10c may be configured so that the fifth marine rudder 15 and the sixth marine rudder 16 are bilaterally symmetrical with respect to the vertical plane of the biaxial line 3 and mirror symmetrical .

Specifically, the rudder upper leading edge 1001a of the marine rudder 10c may be bilaterally symmetrical with respect to the longitudinal plane of the biaxial line 3, and may be mirror-symmetrical with respect to the longitudinal plane of the biaxial line 3.

The rudder bulb 200 includes a first rudder bulb 200a and a second rudder bulb 200b and the pin 300 has a first pin (not shown) and a second pin (not shown) And the rudder bulb 200 and the pin 300 may be configured to be symmetrical or mirror symmetrical with respect to the longitudinal plane of the biaxial line 3.

The pin 300 is provided only on one side of the rudder body 100 and is provided on the side where the upward flow of the wake of the propeller 400 is generated. Specifically, the pin 300 may have an airfoil-shaped longitudinal section and may be provided only on one side of the rudder bulb 200.

One end of the pin 300 attached to the rudder body 100 may be fixed to the front side and may be bent upward or downward from one end to the other end. This allows the pin 300 to maximize the propulsion efficiency of the ship 3 by rectifying the wake of the propeller 400 by suitably using the downstream pressure generated by the propeller 400.

The fin 300 may have the same or varying width as the distance from the ship 500 increases and the receiving angle of the leading edge (not shown) .

As described in the experimental results shown in Figs. 22 to 25 in the first embodiment of the present invention, in the downstream flow of the propeller 400, the outer side shows a very large vertical velocity from the lower side to the upper side.

Therefore, in the third embodiment of the present invention, the wing effect can be additionally obtained by additionally providing the pin 300 using the above-described experimental result.

In other words, the pin 300 maximizes the straightness of the hull 500 by using the downstream flow of the propeller 400 and the force for reaction of the lifting force and the drag force resulting therefrom The propulsion force of the hull 500 can be improved.

As described above, the marine rudders 10a, 10b and 10c according to the first to third embodiments of the present invention and the ships 1, 2 and 3 including the marine rudder 10 are formed such that the cross section of the rudder lower end 102 is symmetrical, The rudder upper portion 101 is formed to be laterally asymmetrical and the rudder center portion 103 may be continuously formed to smoothly connect the rudder upper portion 101 and the rudder lower portion 102, 10b and 10c provided with the ship's rudders 10a, 10b and 10c so that the ship's rudders 10a, 10b and 10c can be optimized for the downstream flow of the biaxial lines 1, 2 and 3, It is possible to maximize the thrust of the twinaxial lines (1,2,3), increase the propulsion efficiency, and minimize the energy consumption.

FIG. 29 is a perspective view of a ship according to a fourth embodiment of the present invention, FIG. 30 is a perspective view of the ship according to the fifth embodiment of the present invention, FIG. 31 is a perspective view of the ship according to the sixth embodiment of the present invention, to be.

29 to 31, the ship scales 600a, 600b, and 600c according to the fourth to sixth embodiments of the present invention are installed at the rear of the propeller 400 and include a skeg body 610 ), And marine rudders (10a, 10b, 10c). Hereinafter, the marine rudders 10a, 10b, 10c are described as rudder.

The rudder bulb 200, the pin 300, the propeller 400 and the hull 500 in the fourth to sixth embodiments of the present invention are the same as the first to third The same reference numerals are used for the configurations of the ship rudders 10a, 10b, 10c and the ships 1, 2, 3 including the same, but they are not necessarily referred to as the same configurations.

The ship skeg 600a according to the fourth embodiment of the present invention is the same as the ship skeg 600a according to the fifth embodiment of the present invention except that the ship's rudder 10a according to the first embodiment of the present invention, The marine vessel rudder 10b according to the second embodiment of the present invention and the marine vessel skeg 600c according to the sixth embodiment of the present invention are similar to the marine vessel rudder 10c according to the third embodiment of the present invention Respectively.

The skeg body 610 is provided between the rear side of the propeller 400 and the upper side 104 of the rudders 10a, 10b and 10c and includes a skeg seat 613 and a skeg side 614. [ In addition, the skeg body 610 includes a skegging edge 611 and a skeg trailing edge 612.

That is, the skeg body 610 is composed of a skeleton body including the skeg rest surface 613 and the skeg head surface 614, and the skeletal body surface 610 is formed at a portion where the skeg rest surface 613 and the skeg right surface 614 are in contact with each other And may include a skegging edge 611 and a skeg trailing edge 612.

The skeg body 610 may protrude from the rear 501 of the hull and may be formed integrally with the hull 500 and may be provided between the rear 501 of the hull and the rudders 10a, 10b, 10b, 10c to the ship 500 directly or indirectly.

At least one skeg body 610 may be provided on the rear end 501 of the hull and is preferably provided with one (short axis line) or two (twin axis lines) to secure the straightness of the ship 1, It can help to help.

The skewer body 610 can be connected to the rudders 10a, 10b, and 10c by inserting a rudder shaft (not shown), and has a curved front end and a sharp rear end. However, the cross section of the skeg body 610 may be formed to be the same as or similar to the cross section of the rudders 10a, 10b, and 10c.

The skegging edge 611 is located in front of the skeg body 610 and is connected to the leading edge 1001 of the rudder in a line where the skeg seating surface 613 and the skeg side surface 614 contact.

The skegging edge 611 may be a portion where the fluid first enters the skeg body 610 and the fluid may flow into the skeg body 610 when the hull 500 advances. The skegging edge 611 can be located on the same line as the line formed by the rudder leading edge 1001 so that the cross sectional shape of the skeg body 610 and the cross sectional shape of the rudders 10a, 10b, It is possible to obtain a continuous structure in the direction of gravity from the main body 500.

The skeg trailing edge 612 is located behind the skeg body 610 in a line where the skeg rest surface 613 and the skeg right surface 614 contact. The skew trailing edge 612 is formed by dividing the fluid introduced into the skeg scales 600a, 600b and 600c from the skegging edge 611 into the skeg rest surface 613 and the skeg right surface 614 And may be a portion where the fluid will flow out from the ship's skids 600a, 600b, 600c.

Since the ship scales 600a, 600b and 600c are provided on the rudder upper surface 104, the flow of the fluid flowing into the skeg body 610 is similar to the flow of the fluids flowing into the rudders 10a, 10b and 10c Can be introduced.

Specifically, as described in the experimental results shown in Figs. 22 to 25 in the first embodiment of the present invention, in the wake flow of the propeller 400, at the uppermost portion, from the port to the starboard or from the outside to the inside It can be seen that the velocity exists as in the upper side.

Therefore, in the fourth to sixth embodiments of the present invention, the cross-sectional shape of the skeg body 610 is formed to be the same or similar to the cross-sectional shape of the leading edge 1001 of the rudder, Thereby reducing the resistance of the fluid flowing into the skeg body 610.

The ship scales 600a, 600b and 600c are provided between the rudders 10a, 10b and 10c and the ship 500 to indirectly connect the rudders 10a, 10b and 10c. And the ship's skeg. Therefore, the discontinuity surface formed between the rudder and the ship's scaffold generates a resistance that hinders the advancement of the ship 500 and weakens the propulsive force of the ship 500.

However, in the fourth to sixth embodiments of the present invention, since the cross-sectional shape of the skegging edge 611 and the cross-sectional shape of the rudder leading edge 1001 are continuously formed, the rudders 10a, 10b, The discontinuity surface between the scales 600a, 600b, and 600c can be removed. Accordingly, the ship schedules 600a, 600b, and 600c according to the fourth to sixth embodiments of the present invention can reduce the resistance that hinders the advancement of the ship 500 due to the removal of the discontinuity, It can help to maximize the driving force.

As described above, the ship scales 600a, 600b, and 600c according to the fourth to sixth embodiments of the present invention are formed so that the shape of the skeg body 610 and the shape of the rudder body 100 are continuously matched, So that the discontinuity surface of the body 610 and the discontinuity surface of the rudder body 100 are smoothly connected to reduce the resistance due to the discontinuity surface.

The shape of the skegging edge 614 of the skeg body 610 and the shape of the leading edge 1001 of the rudder body 100 are continuously formed to minimize the resistance of the skeg body 610, 500) is maximized, the propulsion performance of the ship (1,2,3) is improved.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

1,2,3: Vessel 10a: Ship's rudder according to the first embodiment
10b: Ship's rudder 10c according to the second embodiment: The ship's rudder according to the third embodiment
11: first vessel rudder 12: second vessel rudder
13: rudder for third vessel 14: rudder for fourth vessel
15: Fifth ship rudder 16: Sixth ship rudder
100: rudder body 1001: leading edge
1001a: rudder upper leading edge 1001b: rudder lower leading edge
1001c: rudder center leading edge 1002: trailing edge
101: rudder upper part 102: rudder lower part
103: rudder center portion 104: rudder upper surface
105: rudder bottom 106: rudder seat
107: rudder 200: rudder bulb
200a: first rudder bulb 200b: second rudder bulb
300: fin 400: propeller
500: Hull 501: The rear of the hull
600a: Ship skeg according to the fourth embodiment
600b: Ship skeg according to the fifth embodiment
600c: Ship skeg according to the sixth embodiment
610: skeg body 611: skegging edge
612: Skeg trailing edge 613: Skeg seat face
614: Schedule right side

Claims (15)

A ship rudder installed at each rear of a propeller of a biaxial axis to control the direction of navigation of the biaxial line,
A rudder top having a leading edge deflected to one side; And
And a rudder lower portion having a leading edge such that the flat section is laterally symmetrical,
Each of said marine rudders comprises:
Characterized in that the rudder is installed symmetrically with respect to a line perpendicular to the sea surface in order to be optimized for the wake flow due to the interference between the wake of the propeller of the biaxial line. The method according to claim 1,
A rudder center portion connecting the rudder upper portion and the rudder lower portion; And
And a rudder bulb protruding from the rudder center portion. 2. The rudder as claimed in claim 1,
Wherein the rudder has a shape tilted to the left or right as it goes from the lower end to the upper end. 2. The rudder as claimed in claim 1,
And the vertical rudder is formed in a vertical direction. 2. The rudder according to claim 1,
And the vertical rudder is formed in a vertical direction. 2. The rudder as claimed in claim 1,
And is deflected in a direction opposite to the rotational direction of the upper portion of the propeller. 2. The rudder according to claim 1,
Wherein the flat section is formed asymmetrically. And a ship rudder installed at the rear of each of the propellers of the pair of axial lines to adjust the direction of the sailing of the pair of axial lines,
The marine rudder includes:
A rudder top having a leading edge deflected to one side; And
And a rudder lower portion having a leading edge such that the flat section is laterally symmetrical,
Each of said marine rudders comprises:
Are installed symmetrically with respect to a line normal to the sea surface in order to be optimized for the wake flow due to the interference between the propeller wakes of the biaxial lines. 9. The rudder as claimed in claim 8,
Wherein the longitudinal axis of the ship is symmetrical with respect to the longitudinal axis of the biaxial line. 9. The method of claim 8,
A rudder center portion connecting the rudder upper portion and the rudder lower portion; And
And a rudder bulb protruding from the rudder center portion. 9. The rudder as claimed in claim 8,
Characterized in that it has a shape tilted from the lower end to the upper end toward the port or starboard side. 9. The rudder as claimed in claim 8,
And the upper and lower vertical sides of the ship. 9. The rudder according to claim 8,
And the upper and lower vertical sides of the ship. 9. The rudder as claimed in claim 8,
Wherein the propeller is deflected in a direction opposite to the rotational direction of the upper portion of the propeller. 9. The apparatus of claim 8,
Wherein the flat section is configured asymmetrically.
KR1020140099908A 2014-08-04 2014-08-04 A rudder for ship and ship thereof KR101580402B1 (en)

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JP2020175741A (en) * 2019-04-17 2020-10-29 サノヤス造船株式会社 Vessel rudder fin device
KR20230039452A (en) * 2021-09-14 2023-03-21 현대중공업 주식회사 A rudder for ship

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US5415122A (en) * 1993-10-13 1995-05-16 The United States Of America As Represented By The Secretary Of The Navy Twisted rudder for a vessel
JPH07237594A (en) * 1994-02-28 1995-09-12 Hitachi Zosen Corp Rudder in ship
JP2004299420A (en) * 2003-03-28 2004-10-28 Mitsui Eng & Shipbuild Co Ltd Rudder with fin and vessel
KR200395385Y1 (en) 2005-06-30 2005-09-08 삼성중공업 주식회사 Rudder for Ship
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KR20130090027A (en) 2012-02-03 2013-08-13 현대중공업 주식회사 Moving-type skeg on top of the rudder for improving course-stability
KR101281977B1 (en) 2007-11-13 2013-11-27 베커 마린 시스템즈 게엠베하 운트 콤파니 카게 Rudder for ships

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Publication number Priority date Publication date Assignee Title
US5415122A (en) * 1993-10-13 1995-05-16 The United States Of America As Represented By The Secretary Of The Navy Twisted rudder for a vessel
JPH07237594A (en) * 1994-02-28 1995-09-12 Hitachi Zosen Corp Rudder in ship
JP2004299420A (en) * 2003-03-28 2004-10-28 Mitsui Eng & Shipbuild Co Ltd Rudder with fin and vessel
KR200395385Y1 (en) 2005-06-30 2005-09-08 삼성중공업 주식회사 Rudder for Ship
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Publication number Priority date Publication date Assignee Title
JP2020175741A (en) * 2019-04-17 2020-10-29 サノヤス造船株式会社 Vessel rudder fin device
JP7219664B2 (en) 2019-04-17 2023-02-08 株式会社新来島サノヤス造船 ship rudder fin device
KR20230039452A (en) * 2021-09-14 2023-03-21 현대중공업 주식회사 A rudder for ship
KR102537537B1 (en) 2021-09-14 2023-05-30 에이치디현대중공업 주식회사 A rudder for ship

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