KR102042947B1 - Vessel keys, steering methods and vessels - Google Patents

Abstract

The ship key 100 has an upper key 10A and a lower key 10B disposed up and down on the rear axis of the propeller 8 arranged on the stern 2. The upper key 10A and the lower key 10B are independently rotatable from the axis line of the propeller 8 to the port side and the starboard side, respectively. The upper key 10A has a wing shape suitable for the propeller rotational flow 9a flowing from the port side 7 to the starboard side 6, and the lower key 10B is from the port side 6 to the port side 7. It has a wing shape suitable for flowing propeller rotary flow 9b. At the time of deceleration or deceleration turn, one of the upper keys 10A and the lower keys 10B is transferred to the port side 7, and the other is transferred to the starboard side 6.

Description

Vessel keys, steering methods and vessels

TECHNICAL FIELD The present invention relates to a ship key, a steering method, and a ship for effectively recovering propeller rotational flow.

Marine keys are required to shorten the cord length of the keys to facilitate stern placement and reduce stern hypertrophy.

For example, Patent Document 1 and Patent Document 2 have been proposed as means for satisfying this demand and maintaining steering performance.

In the "large ship twin key system" of patent document 1, a pair of high lift key is provided in the back of one propeller propeller. Each high lift key has a top plate and a bottom plate at the top and bottom of the key blade, respectively. Further, in this system, a pin having a predetermined chord length from the leading edge to the rear is provided at a position approximately equal to the axis of the propeller propeller on the surface on the inner side of each key blade. The system also configures the chord length of each key blade to 60-45% of the propeller diameter.

In the "ship key" of Patent Literature 2, the horizontal cross-sectional shape of the key body is formed in an arc shape or similar shape in the shape of the leading edge, and the cross-sectional width gradually increases toward the rear of the key body, reaching the maximum width, and convex outward. The cross-sectional width decreases while changing from the shape to the concave shape outward. Thereafter, the horizontal cross-sectional shape has a straight portion formed by straight lines that are substantially parallel to the rear end, and has a rear end having a finite width.

Japanese Patent Publication No. 2003-026096 Japanese Patent Laid-Open No. 2007-186204

Patent document 1 is known as a single-axis two-key system. In a one-axis two-key system, two keys are positioned symmetrically behind the propeller. The 1-axis 2-key system has a variety of control modes and excellent maneuverability, but the energy recovery rate of the propeller rotation is deteriorated because the key is placed outside the propeller center. Therefore, in the 1-axis 2-key system, it is common to add a pin to compensate for the deterioration of the energy recovery rate of the propeller rotation or to extend the hull by shortening the key length of the key to reduce the stern hypertrophy.

On the other hand, like patent document 2, the technique regarding the high lift key which makes the key itself high lift has also been studied. A high lift key allows for a small key area and high aspect ratio, making it possible to shorten the code length of the key. The height of modern ships is generally about to be lifted, and the length of key code is shortened to the limit. Therefore, even if the existing one-axis two-key system is applied to further improve the performance, the code length of the one-key serving as the base is already short, and there is a problem that the effect is difficult to be obtained.

The present invention has been devised to further improve the key performance of modern ships. That is, an object of the present invention is to provide a ship key, a steering method and a ship that can effectively use the energy of the propeller rotational flow, and can further reduce the area and the wing thickness of the key.

According to the present invention, there is provided an upper key and a lower key disposed up and down on a rear axis of the propeller disposed at the stern,

The upper key and the lower key are provided with a ship's key which can be independently rotated from the axis line of the propeller to the port side and the starboard side, respectively.

An upper steering gear and a lower steering gear capable of independently steering the upper key and the lower key are provided.

The thickness distribution of the lower key is made thinner than the upper key.

When the propeller rotation direction is clockwise from the rear,

The upper key has a wing shape suitable for propeller rotational flow from the port side to the starboard side,

The lower key has a wing shape suitable for propeller rotational flow flowing from the starboard side to the port side.

The upper key and the lower key are different from each other in the deflection line of the wing shape or the wing shape.

Moreover, according to this invention, the upper and lower keys arrange | positioned up and down on the rear axis of the propeller arrange | positioned at the stern are prepared,

A steering method is provided for independently steering the upper key and the lower key from the axis line of the propeller to the port side and starboard side, respectively.

At the time of deceleration or deceleration turn, one of the upper key and the lower key is rotated to the port side, and the other to the starboard side.

Moreover, according to this invention, the ship provided with the above-mentioned ship key is provided.

According to the present invention, since the upper key and the lower key are disposed at the propeller center (on the rear axis of the propeller), the energy of the propeller rotational flow can be effectively recovered by the upper key and the lower key.

In particular, the ship's key according to the present invention independently turns the upper key and the lower key at the time of going straight and turning to take a suitable angle, so that at any propeller rotation speed, the steering angle is always optimal for energy recovery of the propeller rotational flow. It can be realized. As a result, the ship's key of the present invention can generate a high lift force as compared with one key in which the upper key and the lower key are integrated, and the total key area can be reduced.

In addition, since the key area of the upper and lower keys is roughly halved compared with one key in which the upper and lower keys are integrated, the design load of the upper and lower keys is reduced. Therefore, the wing thickness can be reduced to improve the performance of the key member.

Therefore, according to the present invention, the energy of the propeller rotational flow can be effectively used, and the area of the key and the blade thickness can be reduced.

1 is a side view showing an embodiment of a ship key of the present invention.
2 is a cross-sectional view taken along line AA of FIG. 1.
3A is a schematic plan view of FIG. 1.
It is explanatory drawing of the fluid force which generate | occur | produces in an upper key when going straight.
It is explanatory drawing of the fluid force which generate | occur | produces in a lower key when going straight.
4A is a diagram illustrating the positions of an upper key and a lower key when going straight.
4B is a view showing the positions of the upper key and the lower key during left turn.
4C is another diagram illustrating the positions of the upper key and the lower key during left turn.
5A is a diagram illustrating a deceleration mode of 90 °.
5B is a diagram illustrating a deceleration mode of 30 degrees.
6A is a diagram illustrating a deceleration priority mode.
It is a figure which shows the deceleration left turning mode.

Embodiment of this invention is described based on drawing. In addition, the same code | symbol is attached | subjected to the part common in each drawing, and the overlapping description is abbreviate | omitted.

1 is a side view showing an embodiment of a ship key 100 according to the present invention, and FIG.

1 and 2, 1 is a ship, 2 is a stern, 3 is a baseline, 4 is a propeller center, 5 is a steering shaft, 6 is a starboard side, and 7 is a port side.

In this example, the base line 3 is a horizontal line corresponding to the lower surface of the ship 1. In addition, the propeller center 4 means the axis of the propeller 8. The propeller center 4 may be horizontal or inclined.

The steering shaft 5 is a vertical shaft in this example and intersects with the propeller center 4. On the other hand, as long as the steering shaft 5 intersects with the propeller center 4, it may not be perpendicular.

The propeller 8 is single in this example, but may be a double inverted propeller in which the two propellers 8 rotate against each other.

1 and 2, the ship key 100 of the present invention includes an upper key 10A and a lower key 10B, an upper steering 20A and a lower steering 20B.

The upper key 10A and the lower key 10B are disposed up and down on the rear axis of the propeller 8 arranged on the stern 2. The term "on the rear axis of the propeller 8" refers to the vertical plane in which the common pivot 5 of the upper key 10A and the lower key 10B includes the propeller center 4 behind the propeller 8. It means being located.

In Fig. 1, the upper key 10A and the lower key 10B are configured so that the code length L and the key height H are approximately equal. Also, in this example, the interface between the upper key 10A and the lower key 10B substantially coincides with the height of the propeller center 4.

In addition, it is preferable that the lower end of the lower key 10B is above the base line 3.

In addition, this invention is not limited to this example. That is, the upper key 10A and the lower key 10B may have a different code length L or key height H. Also, the interface of the upper key 10A and the lower key 10B may be different from the propeller center 4.

1 and 2, the upper key 10A and the lower key 10B have a common (same) turn shaft 5.

The upper steering gear 20A and the lower steering gear 20B have a function of independently inverting the upper key 10A and the lower key 10B, respectively.

That is, the upper key 10A and the lower key 10B can be shifted from the axis line of the propeller 8 to the port side 7 and the starboard side 6, respectively. The steering angle of the upper key 10A and the lower key 10B is preferably 90 ° or more at the port side 7 and the starboard side 6 with respect to the propeller center 4.

According to the above-described configuration, since the upper key 10A and the lower key 10B are arranged on the propeller center 4 (on the rear axis of the propeller 8), the energy of the propeller rotational flows 9a and 9b is transferred to the upper key. By 10A and the lower key 10B, it can collect | recover effectively.

In particular, the ship's key 100 of the present invention is always propeller rotation at any propeller rotational speed by independently shifting the upper key 10A and the lower key 10B at the time of going straight and turning, respectively, and taking a suitable angle. A steering angle that is optimal for energy recovery of the currents 9a and 9b can be realized. As a result, the ship key 100 of the present invention can generate a high lift force as compared with one key in which the upper key 10A and the lower key 10B are integrated, and thus the total key area can be reduced. .

Further, the key area of the upper key 10A and the lower key 10B is roughly halved compared to one key in which the upper key 10A and the lower key 10B are integrated. Therefore, the wing thickness can be reduced to improve the performance of the key member.

1 and 2, the upper steering gear 20A has an upper key shaft 22a and an upper steering device 24a. The upper key shaft 22a is a hollow cylindrical shaft, the lower end of which is fixed to the upper key 10A and extends upward along the swivel shaft 5. The upper steering device 24a is for turning the upper end of the upper key shaft 22a around the steering shaft 5. It is preferable that this turning angle is 90 degrees or more at the port side 7 and the starboard side 6 at most.

Moreover, the lower steering gear 20B has the lower key shaft 22b and the lower steering gear 24b. The lower key shaft 22b is a solid shaft in this example, the lower end of which is fixed to the lower key 10B and extends upward along the swivel shaft 5. The lower steering gear 24b is struck about the upper end of the lower key shaft 22b about the steering shaft 5. It is preferable that this turning angle is 90 degrees or more at the port side 7 and the starboard side 6 at most.

By the above-described configuration, the key area of the upper key 10A and the lower key 10B is roughly halved, compared with one key in which the upper key 10A and the lower key 10B are integrated, and thus the upper key 10A. Since the design loads of the lower key 10B and the lower key 10B are reduced, the required maximum torques of the upper key shaft 22a and the lower key shaft 22b are roughly halved, so that each required dimension (for example, diameter) is made smaller (thinner). can do.

The steering shaft 5 is preferably located near the center of the cord length L of the upper key 10A and the lower key 10B, or near the maximum thickness portion. In addition, the thickness of the lower key 10B needs to be larger than the diameter of the lower key shaft 22b at the connection portion of the lower key shaft 22b.

As described above, the key area is roughly reduced by half as compared with one key in which the upper key 10A and the lower key 10B are integrated, so that the design load is reduced, so that the diameter of the lower key shaft 22b is smaller than before ( The thickness distribution of the lower key 10B can be made thinner than before. On the other hand, also in this case, since the lower key 10B can be independently transmitted to the steering angle which is optimal for the energy recovery of the propeller rotational flow 9b, the energy recovery rate of the propeller rotational flow 9b can be improved.

On the other hand, since the top key 10A needs to provide the through hole 11 (to be described later), it becomes larger than the thickness of the bottom key 10B. However, compared to one key in which the upper key 10A and the lower key 10B are integrated, the key area is roughly reduced by half so that the design load is reduced, so that the diameter of the upper key shaft 22a can be made smaller (thinner) than before. Can be. Also in this case, since the upper key 10A can be independently rotated at the rudder angle that is optimal for energy recovery of the propeller rotational flow 9a, the energy recovery rate of the propeller rotational flow 9a can be increased.

1 and 2, the hollow cylindrical upper key shaft 22a and the solid lower key shaft 22b are double tubes coaxially with the steering shaft 5.

The upper key shaft 22a is rotatably mounted about the steering shaft 5 inside the housing 26 provided in the stern 2 via the 1st bearing 27a. In addition, the seal which is not shown in figure is sealed so that the seawater W may not flow in from the clearance gap between the upper key shaft 22a and the housing 26. As shown in FIG.

The upper key 10A has a through hole 11 penetrating along the rotatory shaft 5 from its upper surface to its lower surface.

The lower key shaft 22b is rotatably mounted about the swivel shaft 5 via the second bearing 27b inside the through hole 11 and the upper key shaft 22a. Moreover, the seal which is not shown in figure is sealed so that the seawater W may not flow in from the clearance gap between the through-hole 11, the lower key shaft 22b, and the upper key shaft 22a.

The upper steering device 24a is fixed to the upper end of the upper key shaft 22a to horizontally swing the upper chiller 28a extending horizontally, and the upper chiller 28a around the steering shaft 5 horizontally. It has a some hydraulic cylinder 29a.

The lower steering gear 24b is fixed to the upper end of the lower key shaft 22b to horizontally swing the lower chiller 28b and the lower chiller 28b about the rotator shaft 5 horizontally. It has a some hydraulic cylinder 29b.

The hydraulic cylinders 29a and 29b are each independently controlled by a hydraulic unit not shown, and each of the upper key 10A and the lower key 10B is independently rotated.

As described above, compared with the one key in which the upper key 10A and the lower key 10B are integrated, the key area of the upper key 10A and the lower key 10B is roughly halved so that the upper key 10A and Since the design load of the lower key 10B is reduced, the required maximum torque of the upper steering gear 24a and the lower steering gear 24b is roughly halved. Therefore, the components of the upper steering device 24a and the lower steering device 24b can be miniaturized.

3A is a schematic plan view of FIG. 1. In this figure, the upper key 10A is shown by the solid line, and the lower key 10B is shown by the broken line.

In FIG. 3A, the thickness distribution of the lower key 10B is made thinner than the upper key 10A.

In addition, when the propeller rotation direction is made clockwise from the rear, the upper key 10A has a wing shape suitable for the propeller rotational flow 9a (solid arrow) flowing from the port side 7 to the starboard side 6. .

In addition, when the propeller rotation direction is made clockwise from the rear, the lower key 10B has a wing shape suitable for the propeller rotational flow 9b (dashed arrow) flowing from the starboard side 6 to the port side 7. .

3B is an explanatory view of the fluid force generated in the upper key 10A when going straight.

By the rotational flow 9a which flows from the port side 7 to the starboard side 6 with respect to the upper key 10A, the lift La and the drag Da in the direction perpendicular to the flow generate | occur | produce. When the rudder angle and the wing shape of the upper key 10A are selected so that the lift force La increases with respect to the drag Da, the component force of the forward direction can be obtained efficiently.

3C is an explanatory diagram of a fluid force generated in the lower key 10B when going straight.

By the rotational flow 9b which flows from the starboard side 6 to the port side 7 with respect to the lower key 10B, the lift force Lb and the drag force Db generate | occur | produce in parallel with a flow. When the rudder angle and the wing shape of the lower key 10A are selected so that the lift force Lb becomes large with respect to the drag force Db, the component force of the forward direction can be obtained efficiently.

That is, in this example, the upper key 10A and the lower key 10B are different from each other in the wings or the deflection lines of the wings.

By the above-described configuration, the ship's key 100 of the present invention compares the energy of the propeller rotary flows 9a and 9b with one key in which the upper key 10A and the lower key 10B are integrated when going straight. It is possible to efficiently recover the component in the forward direction of the fluid force generated in the key.

On the other hand, the upper key 10A and the lower key 10B are not limited to this example, and if they are wing types suitable for the propeller rotational flows 9a and 9b, respectively, the pins F (dashed lines in Fig. 3A) for high lift. Or flaps (not shown).

In addition, the upper key 10A and lower key 10B of this invention are not limited to the structure mentioned above. That is, the wing shape of the upper key 10A and the lower key 10B may be symmetrical with the starboard side 6 and the port side 7 with respect to the propeller center 4.

The ship 1 of this invention is provided with the ship key 100 mentioned above.

By providing the ship key 100 mentioned above, the code length L of a key can be shortened, and stern arrangement can be facilitated and stern enlargement can be reduced.

On the other hand, the vessel 1 of the present invention is not limited to the propeller 8 of one axis, and may have a propeller 8 of two or more than three axes. In that case, it is preferable to provide the above-mentioned upper key 10A and lower key 10B, the upper steering gear 20A, and the lower steering gear 20B on each axis of the some propeller 8, respectively. On the other hand, the vessel 1 of the present invention is to provide the above-described upper key 10A and lower key 10B, upper steering 20A and lower steering 20B to only a part of the plurality of propellers 8. It may be.

In the steering method of the ship key 100 of this invention, the above-mentioned upper key 10A and lower key 10B, the upper steering gear 20A, and the lower steering gear 20B are prepared, and the upper key 10A is prepared. And lower key 10B, respectively.

4A, 4B and 4C are explanatory views of the steering method of the present invention.

Hereinafter, the upper key 10A and the lower key 10B are symmetrically to the starboard side 6 and the port side 7, and the thickness distribution of the lower key 10B is made thinner than the upper key 10A. Explain. In addition, the fluid force acting on a key is divided into front-back direction component F and left-right direction component S here, and it demonstrates. Among the fluid forces acting on the upper key 10A, the front and rear components are Fa and the left and right components are Sa, and among the fluid forces acting on the lower keys 10B, the front and rear components are Fb and the left and right components are Sb. do.

4A is a diagram showing the positions of the upper key 10A and the lower key 10B when going straight, and FIG. 4B is a diagram showing the positions of the upper key 10A and the lower key 10B at the time of left turn.

As shown in Fig. 4A, the positions of the upper key 10A and the lower key 10B when going straight are substantially coincident in plan view, with one key having the upper key 10A and the lower key 10B integrated therein. Similarly, energy of propeller rotary flows 9a and 9b can be effectively recovered.

In addition, as shown in Fig. 4B, the positions of the upper key 10A and the lower key 10B during left turn can also be substantially coincided in plan view, and the upper key 10A and the lower key 10B are integrated. As with one key, the upper key 10A exerts a force that contributes to the left turn, while the lower key 10B contributes less to the left turn. In this way, the energy of the propeller rotary flows 9a and 9b cannot be effectively used. Priority also has the same problem.

4C is another diagram showing the positions of the upper key 10A and the lower key 10B during left turn.

As described above, the propeller rotational flow 9a flowing from the port side 7 to the starboard side 6 acts on the upper key 10A, and the port side 7 from the starboard side 6 to the lower key 10B. Propeller rotary flow 9b flowing in) acts.

Therefore, as shown in FIG. 4C, the steering method of the present invention independently propagates the upper key 10A and the lower key 10B even in the left turn, and takes a suitable steering angle, respectively, so that the propeller rotational flow is changed according to the propeller rotational speed. It is possible to effectively utilize the energy of (9a, 9b) to exhibit high lift force. The same is true for priority and straight ahead.

5A and 5B are explanatory views of the steering method of the present invention at the time of deceleration.

5A and 5B, in the steering method of the present invention, one of the upper key 10A and the lower key 10B is shifted to the port side 7 at the time of deceleration, and the other is the starboard side 6. To be.

FIG. 5A shows the deceleration mode of 90 degrees, that is, the state in which the upper key 10A is rotated about 90 degrees to the port side 7 and the lower key 10B is about 90 degrees to the starboard side 6. . In this case, since the keys are arranged in a state substantially close to the right angle with respect to the flow, the lift force is not obtained and the drag becomes remarkable. As a result, a large fluid force is generated in the key in the direction opposite to the forward direction, so that the ship 1 can be rapidly decelerated.

FIG. 5B is a view showing a 30 ° deceleration mode, that is, a state in which the upper key 10A is rotated about 30 degrees to the port side 7 and the lower key 10B is about 30 degrees to the starboard side 6. .

In the case of a 90 degrees or less rudder angle, for example, the 30 degrees deceleration mode of FIG. 5B, a similar effect is obtained although the deceleration effect is inferior compared with the 90 degrees rudder angle (FIG. 5A).

Meanwhile, the maximum steering angle of the upper key 10A and the lower key 10B may be 90 ° or more to the starboard side 6 and the port side 7.

By this structure, the steering property of the ship 1 can be ensured also when the ship 1 is backed up.

6A and 6B are explanatory views of the steering method of the present invention at the time of deceleration turning.

FIG. 6A is a view showing a deceleration priority mode, that is, a state in which the upper key 10A is rotated about 90 degrees to the port side 7 and the lower key 10B is about 30 degrees to the starboard side 6. In this case, since the upper key 10A mainly plays the role of deceleration and the lower key 10B mainly plays the role of priority, it is possible to give priority to the ship 1 while decelerating.

6B is a view showing a decelerating left turning mode, that is, a state in which the upper key 10A is rotated about 30 degrees to the port side 7 and the lower key 10B is about 90 degrees to the starboard side 6. In this case, since the upper key 10A mainly serves as a left turn and the lower key 10B mainly plays a deceleration role, the ship 1 can be left while decelerating.

On the other hand, the above-described steering method of the present invention can be similarly applied to the case where the deflection line and the wing shape of the blade shape of the upper key 10A and the lower key 10B are different.

According to the present invention described above, since the upper key 10A and the lower key 10B are arranged on the propeller center 4 (on the rear axis of the propeller 8), the energy of the propeller rotational flows 9a, 9b is increased. The key 10A and the lower key 10B can be effectively recovered.

In particular, the ship key 100 of the present invention is always propeller rotational flow at any propeller rotational speed by moving the upper key (10A) and lower key (10B) independently to take a suitable angle, respectively, when going straight and turning A steering angle that is optimal for energy recovery of (9a, 9b) can be realized. As a result, the ship key 100 of the present invention can generate a high lift force compared with one key in which the upper key 10A and the lower key 10B are integrated, thereby reducing the total key area. Can be.

Further, since the key areas of the upper key 10A and the lower key 10B are roughly halved compared to one key in which the upper key 10A and the lower key 10B are integrated, the upper key 10A and the lower key ( The design load of 10B) is reduced. Therefore, the wing thickness can be reduced to improve the performance of the key member.

Therefore, according to the present invention, the energy of the propeller rotary flows 9a and 9b can be effectively used, and the area of the key and the blade thickness can be reduced.

This invention is not limited to embodiment mentioned above, Of course, various changes can be added in the range which does not deviate from the summary of this invention.

F: Pin H: Height
L: Cord Length W: Seawater
1: ship 2: stern
3: base line 4: propeller center
5: forward axis 6: starboard side
7: port side 8: propeller
9a, 9b: propeller rotary flow 10A: upper key
10B: Lower Key 11: Through Hole
20A: Top Steering 20B: Bottom Steering
22a: upper key shaft 22b: lower key shaft
24a: steering gear for upper part 24b: steering gear for lower part
26: housing 27a: first bearing
27b: second bearing 28a: upper chiller
28b: lower chiller 29a, 29b: hydraulic cylinder
100: ship key

Claims (8)

An upper key 10A and a lower key 10B disposed up and down on the rear axis of the propeller 8 arranged on the stern 2,
The upper key 10A and the lower key 10B can be independently rotated from the axis line of the propeller 8 to the port side 7 and the starboard side 6, respectively.
The ship key (100) which rotates one of the said upper key (10A) and the said lower key (10B) to the port side (7), and the other to the starboard side (6) at the time of deceleration or deceleration turning. The method of claim 1,
The ship key (100) provided with the upper steering gear (20A) and the lower steering gear (20B) which can independently steer the said upper key (10A) and the said lower key (10B), respectively. The method according to claim 1 or 2,
The thickness distribution of the said lower key (10B) is thinner than the said upper key (10A), The ship key (100). delete The method according to claim 1 or 2,
The upper key (10A) and the lower key (10B) is a key for ships 100, different wings or wings of the bending line. The upper key 10A and the lower key 10B which are arranged up and down on the rear axis of the propeller 8 arranged in the stern 2 are prepared,
The upper key 10A and the lower key 10B are independently rotated from the axis line of the propeller 8 to the port side 7 and the starboard side 6, respectively,
A steering method in which one of the upper key (10A) and the lower key (10B) is transferred to the port side (7) and the other to the starboard side (6) at the time of deceleration or deceleration turn. delete The ship (1) provided with the ship key (100) of Claim 1 or 2.

Images