KR102331923B1 - Ship Keys and Vessels - Google Patents

Abstract

When viewed from the side of the rudder 10 for ships, a rudder shape change line La is provided on the upper side from the vicinity of the propeller central axis Pc, and regarding the rudder cross-sectional shape, the front edge 13 and the first narrow portion Between the start line Ls1 and between the front edge 13 and the second narrow part start line Ls2 is formed as a wing cross section, and between the rear edge 11 and the first narrow part start line Ls1 , is formed as the first narrow width portion Rn1 having a maximum width of 50% or less of the maximum width Bra of the key in the key shape change line La, and the rear edge 11 and the second narrow width portion start line A space between Ls2 is formed as a second narrow width portion Rn2 whose maximum width is 50% or less of the maximum width Br of the key at the height. This increases the lateral force of the rudder which is generated when the rudder angle is taken while suppressing the increase in drag of the rudder 10 for ships.

Description

Ship Keys and Vessels

The present invention relates to a ship rudder and a ship capable of increasing the lateral force of the rudder generated when the rudder angle is changed by changing the direction while suppressing the increase in the drag force of the rudder.

In recent years, the Energy Efficiency Design Index (EEDI) has been introduced for ships, and guidelines regarding the determination of the minimum propulsion output that the propulsion output must not be lower than the propulsion output required to maintain the maneuverability of the ship in the sea in bad weather has also been established, and it is necessary to follow it. . Therefore, it is necessary to satisfy the controllability under bad weather while reducing the cycle horsepower. In the evaluation of the maneuverability under this bad weather, the efficiency of the rudder attached in the wake of the propeller of the stern is becoming more important for shipbuilding.

That is, in a ship, a thruster such as a propeller and a rudder are installed in the stern, and the hull is turned by tilting the hull with respect to the forward direction by the lateral force of the rudder generated by taking the rudder angle by steering during navigation. Therefore, it is desirable to generate a large lift force on the rudder when it has a large angle with respect to the direction in which the rudder flows in the wake with a high flow velocity immediately after the propeller. , it is necessary to reduce the drag. Therefore, there is a demand for the development of a high-lift key that generates a larger lift than a normal key and improves the efficiency of the key.

With this high-lift key, for example, as described in Japanese Patent Laid-Open No. 2003-276689, a flat bar is connected to the rear end of the key body so as to protrude slightly in the width direction with respect to the rear end of the key body, and A high-lift key is proposed in which the key body has a horizontal cross-sectional shape, in which the first half has a streamlined convex curve facing outward of the key, and the second half has an arm shape inverted from the convex curve to a concave curve.

In addition, as for the high-lift key, as described in, for example, Japanese Patent Laid-Open No. 2013-220697, the key blade is continuously streamlined at the front edge and the front edge protruding forward in a semicircular shape in the outline of the horizontal cross section. A high lift key forming a fish-shaped horizontal cross-sectional shape consisting of a middle part that gradually decreases the width toward the minimum width after increasing the width by has been proposed.

However, these rudder with a rear end having a larger width than its front end generally have a large drag, and when the hull goes straight, the resistance as a whole tends to increase.

Patent Document 1: Japanese Patent Application Laid-Open No. 2003-276689 Patent Document 2: Japanese Patent Application Laid-Open No. 2013-220697

The present invention has been made in view of the above situation, and its object is to provide a rudder for a ship and a ship capable of increasing the lateral force of the rudder generated when the rudder angle is changed by changing the direction while suppressing the increase in the drag force of the rudder.

The ship key of the present invention for achieving the above object is, when viewed from the side of the ship key, a first height below 10% of the propeller diameter than the central axis of the propeller, and 60% of the diameter of the propeller than the central axis of the propeller A key shape change line is provided between the upper second heights, and below this key shape change line, 10% of the key code length from the rear edge The first position and the key code length from the rear edge Between the second positions 50% forward of the key, the horizontal cross-sectional shape of the key is formed by a knuckle line bent inward of the key, or the horizontal cross-sectional shape of the key is formed by an imaginary knuckle line of fillet connection bent inward of the key. The horizontal cross-sectional shape of the key is provided by providing the width starting line and connecting the intersection of the first narrow starting line and the key shape changing line and the rear edge of the upper end of the key above the key shape changing line. A second narrow part starting line is provided, wherein the knuckle line bent inward of the key or the horizontal cross-sectional shape of the key is formed by an imaginary knuckle line of fillet connection bent inward of the key; A wing cross section is formed between the first narrow part start line and between the front edge and the second narrow part start line, and between the first narrow part start line and the rear edge, the key shape change line is formed as a first narrow portion having a maximum width of 50% or less of the maximum width of the key, and a space between the start line of the second narrow portion and the rear edge is 50 of the maximum width of the key at that height % or less is formed as a second narrow section having a maximum width, but the cross-sectional shape of the first narrow section and the second narrow section has a constant width or a shape in which the width is narrowed from front to back. .

According to this configuration, when the direction is changed, a large force is generated in a portion approximately centered on the first narrow-width portion starting line due to the contact of the propeller wake on the rudder surface to which the propeller wake touches, so that a large lateral force can be generated. Moreover, since the water flow which hits a ship rudder can be made to flow smoothly to the downstream side of a ship rudder along a 2nd narrow part starting line, without generating peeling, an increase in drag can be suppressed. Further, when the cross-sectional shape of the key has a shape having the first narrow portion or the second narrow portion at the rear of the blade cross-section, the effect as a high lift key can also be exhibited.

In addition, since the cross-sectional shape of the key above the key shape change line has a wider overall width than the key cross-sectional shape below the key shape change line, the shape that easily maintains structural strength in the structure supporting the entire key from the upper side of the key do.

In the ship rudder, when viewed from the side of the ship rudder, if the first narrow portion start line is a straight line and the second narrow portion start line is a straight line, the structure becomes simple and easy to work. Manufacturing cost can be reduced. That is, the first narrow-width portion starting line and the second narrow-width portion starting line do not necessarily have to have a straight shape, and may be curved.

In the ship rudder, when viewed from the side of the ship rudder, the angle at which the upper side goes forward is plus, and the inclination angle from the vertical direction of the first narrow-width part start line is within the range of minus 60 degrees to plus 55 degrees, In addition, if the inclination angle from the vertical direction of the starting line of the second narrow portion is within the range of minus 60 degrees to minus 5 degrees, the shape is more suitable for generating a large lateral force while suppressing an increase in drag.

In the ship rudder, when either or both of the first narrow portion or the second narrow portion is narrowed from front to rear with respect to the rudder cross-sectional shape, the water flow hitting the ship rudder is caused by the rear side of the ship rudder. Since it can flow smoothly, an increase in drag can be suppressed.

In the ship rudder, when viewed from the side of the ship rudder, two rudder shape change lines are provided to form a lower rudder change line and an upper rudder change line, and the lower rudder change line The first narrow portion start line below and the second narrow portion start line above the upper key shape change line are respectively provided, and the lower key shape change line and the upper key shape change line A third narrow portion start line is continuously provided between the first narrow portion start line and the second narrow portion start line therebetween, and between the third narrow portion start line and the rear edge, the height If it is formed as the third narrow portion having a maximum width of 50% or less of the maximum width of the rudder, it is possible to efficiently cope with more various propeller wakes.

The ship of the present invention for achieving the above object is characterized in that it is provided with the ship rudder, and can exhibit the same operational effects as the operational effects of the ship rudder.

According to the ship rudder and ship of the present invention, it is possible to increase the lateral force of the rudder generated when the direction is changed and the rudder angle is taken, while suppressing an increase in the drag force of the rudder. Since the efficiency of the rudder is improved by this, the propulsion output required for maintaining the maneuverability of a ship in the sea in bad weather can be made small, and the maneuverability under bad weather can be satisfied while making a main horsepower small.

BRIEF DESCRIPTION OF THE DRAWINGS It is a side view containing the rudder sectional drawing which showed typically the structure of the ship rudder of 1st Embodiment of this invention.
Figure 2 is a side view of the ship rudder of Figure 1;
3 is a rear view of the ship rudder of FIG. 1 as seen from the rear.
Fig. 4 is a horizontal cross-sectional view of the rudder in the upper end portion of the rudder for ships of Fig. 1;
Fig. 5 is a horizontal cross-sectional view of the rudder in the rudder shape change line of the rudder for ships of Fig. 1;
Fig. 6 is a horizontal cross-sectional view of the rudder in the height of the propeller central axis of the rudder for ships of Fig. 1;
Fig. 7 is a horizontal cross-sectional view of the rudder in the lower end of the rudder for ships of Fig. 1;
It is a side view which shows typically the structure of the ship rudder of 2nd Embodiment of this invention.
It is a side view which shows typically the structure of the ship rudder of 3rd Embodiment of this invention.
It is a side view which shows typically the structure of the ship rudder of 4th Embodiment of this invention.
11 is a rear view of a rudder for ships of another configuration.
12 is a rear view of a rudder for a ship of another configuration.
13 is a side view including a cross-sectional view of a key schematically showing the configuration of a prior art ship key.
14 is a rear view of the ship rudder of FIG. 13 .

EMBODIMENT OF THE INVENTION Hereinafter, the rudder for ships and a ship which concern on this invention are demonstrated, referring drawings. Moreover, let the forward direction of a ship be an X direction, let a port direction be a Y direction, and let an upper direction be a Z direction. In addition, the drawing is shown schematically, and the ratio of the dimension in a drawing is not necessarily the same as an actual machine.

1 to 7, the ship 1 and the ship rudder (hereinafter referred to as the rudder) 10 of the first embodiment according to the present invention are arranged on the rear side of the propeller 2, and the ship ( It is rotated around this rudder pole 14 by the rudder 14 connected to the steering gear (not shown) arrange|positioned in the stern of 1). As shown in FIGS. 13 and 14, the prior art key 10 X has a blade cross-sectional shape in the vertical direction and is configured to gradually decrease in width as it goes downward.

On the other hand, in the key 10 of this embodiment, when viewed from the side of the key, a first height H1 10% below the propeller diameter Dp than the propeller central axis Pc, and the propeller central axis Pc ), the key shape change line La is provided at the height Ha between the second heights H2 above 60% of the propeller diameter Dp. In addition, the first height H1 and the second height H2 are more preferably 10% above the propeller diameter Dp than the propeller central axis Pc, respectively, and the propeller diameter Dp than the propeller central axis Pc. up to 40% of the

1, 2 and 4 to 7, below this key shape change line La, the first position ( A first narrow portion starting line Ls1 is provided between P1) and the second position P2 50% forward 50% of the cord length Lc of the key from the rear edge 11 . Also, the first position P1 and the second position P2 are more preferably 20% forward of the chord length Lc of the key from the trailing edge 11 and the chord length of the key from the trailing edge 11 ( 40% of Lc) forward.

Further, in the key 10 of the first embodiment, the code length Lc of the key remains the same in the vertical direction (Z direction) below the key shape change line La. Further, the first narrow-width portion start line Ls1 is in the vertical direction. In other words, when viewed from the side of the key, the angle at which the top goes forward is positive, and the inclination angle α1 of the first narrow-width portion start line Ls1 from the vertical direction Lv is zero.

1, 2, 3, and 4, above the key shape change line La, the intersection P3 of the first narrow portion start line Ls1 and the key shape change line La and a second narrow portion starting line Ls2 connecting the rear edge 11a of the upper end portion 12 of the key. The inclination angle α2 of the second narrow portion start line Ls2 from the vertical direction Lv is set to be in the range of minus 60 degrees to minus 5 degrees, preferably minus 30 degrees to minus 10 degrees.

Here, the first narrow portion start line Ls1 and the second narrow portion start line Ls2 are formed by knuckle lines or virtual knuckle lines of fillet connection.

And as shown in FIGS. 3 and 4, with respect to the cross-sectional shape of the key above the key shape change line La, the blade cross-section is formed between the front edge 13 and the second narrow-width starting line Ls2, While there is, between the second narrow portion start line Ls2 and the trailing edge 11, 50% or less of the maximum width Br (Hz) of the key 10 in the height (Hz), more preferably It is formed as the second narrow width portion Rn2 having a width Ba (Hz) of 25% or less as the maximum width. Further, in the key 10 of this embodiment, as shown in Figs. 1 to 4, the front edge 13 of the key 10 extends forward toward the upper side. As for the width of the cross section of the key, as shown in Fig. 3, the width at each front and rear position including the maximum width Br (Hz) in the cross section gradually widens upward.

In addition, as shown in Figs. 4 to 7, with respect to the cross-sectional shape of the key below the key shape change line La, the blade cross-section is formed between the front edge 13 and the first narrow-width starting line Ls1. In addition, the maximum width Bra of the key 10 at the height Ha of the key shape change line La between the first narrow-width portion start line Ls and the rear edge 11 (=Br(Ha)) It is formed as the first narrow width portion Rn1 having a width Ba (Hz) of 50% or less, more preferably 25% or less, as the maximum width.

The first narrow-width portion start line Ls1 and the second narrow-width portion start line Ls2 do not necessarily have to be linear, and may be curved. Therefore, as shown in Figs. 1, 2 and 4 to 7, when viewed from the side of the key, the first narrow portion start line Ls1 is made a straight line, and the second narrow width portion start line Ls2 is a straight line. If it is, it becomes structurally simple, it becomes easy to work, and manufacturing cost can be reduced.

Further, according to the cross-sectional shape of the key, the shape having the first narrow portion Rn1 or the second narrow width portion Rn2 at the rear of the blade cross-section can be achieved, so that the effect as a high lift key can also be exhibited. In addition, in the mother shape, the width (thickness) of the rear end is wider (thicker) than the front, whereas in the first narrow portion Rn1 and the second narrow portion Rn2, the width of the rear end is wider than the front. does not widen That is, it is the same width or becomes narrower.

In addition, the width of the first narrow portion Rn1 and the second narrow width portion Rn2 may be made constant with respect to the cross-sectional shape of the key, but either the first narrow width portion Rn1 or the second narrow width portion Rn2 or By forming both sides so that the width becomes narrow from the front to the rear, even when the key 10 is changed or when the steering angle is set to 0, the water flow hitting the key 10 does not cause separation on the rear side of the key 10 . Since it becomes possible to flow smoothly by this, an increase in the drag force of the key 10 can be suppressed. In this cross-sectional shape of the key, the narrower width may be linear or curved. In addition, workability is improved when it is set in a straight shape rather than in a curved shape.

As for the width of the cross section of the key, as shown in Fig. 3 , the width at each front and rear position including the maximum width Br (Hz) in the cross section gradually narrows downward. In FIG. 3 , the key is relatively gently narrowed from the upper end 12 of the key to the key shape change line La, and from the key shape change line La to the lower end 15 of the key is relatively sharply narrowed. As for this width, as shown in Fig. 11, the width from the upper end 12 of the key to the key shape change line La is the same, and the key shape change line La to the lower end part 15 of the key is narrowed. good to do Moreover, for a small key or the like, as shown in Fig. 12, the width from the upper end 12 to the lower end 15 of the key may be the same.

Further, as shown in Figs. 8 and 9, in the key 10A of the second embodiment and the key 10B of the third embodiment, when viewed from the side of the key, the angle at which the upper side goes forward is a plus, and the first The inclination angle α1 of the narrow-width portion start line Ls1 from the vertical direction Lv is set within the range of minus 60 degrees to plus 55 degrees, preferably minus 40 degrees to plus 35 degrees. In Fig. 8, the inclination angle α1 is positive, and in Fig. 9, the inclination angle α1 is negative.

In addition, the inclination angle α2 of the second narrow portion start line Ls2 from the vertical direction Lv is set to be in the range of −60 degrees to −5 degrees, preferably −30 degrees to −10 degrees. Accordingly, the shape of the key 10 can be made more suitable for generating a large lateral force while suppressing an increase in drag.

Also, as shown in Fig. 10, in the key 10C of the fourth embodiment, when viewed from the side of the key, two key shape change lines La are provided, the lower key shape change line La1 and the upper key shape change line La1. Let it be the key shape change line La2. At the same time, a first narrow portion starting line Ls1 is provided below the lower key shape change line La1, and a second narrow width portion starting line Ls2 is provided above the upper key shape change line La2, respectively. do.

In addition, between the lower key shape change line La1 and the upper key shape change line La2, the third narrow portion start line Ls3 is connected to the first narrow portion start line Ls1 and the second narrow portion start line (Ls1). Ls2) and install them sequentially. In addition, although this 3rd narrow width part starting line Ls3 is a perpendicular straight line in FIG. 10, it is not necessarily limited to a perpendicular straight line, it may be inclined from a perpendicular direction in a straight line, and it may also be a curved line.

Further, a width Ba of 50% or less, more preferably 25% or less, of the maximum width Br (Hz) of the key in height (Hz) between the third narrow-width portion start line Ls3 and the trailing edge 11 It is formed as the third narrow width portion Rn3 having (Hz) as the maximum width. The third narrow width portion Rn3 is formed in the same manner as the first narrow width portion Rn1 and the second narrow width portion Rn2. That is, although the width of the third narrow width portion Rn3 may be made constant, the third narrow width portion Rn3 may be formed to be narrow from the front to the rear.

In other words, the key 10C of the fourth embodiment shown in Fig. 10 is the key 10 of the first embodiment shown in Figs. 1 to 7, the key 10A of the second embodiment shown in Fig. 8, and Fig. 9. With respect to the key 10B of the illustrated third embodiment, the portion of the key cross-sectional shape of the key shape change line La has a shape extending vertically. However, the cross-sectional shape of the key between the lower key shape change line La1 and the upper key shape change line La2 may have the same shape in the vertical direction, but depending on the shape of the third narrow part start line Ls3 It may change continuously.

By setting it as the structure of the key 10C of this 4th Embodiment, it becomes possible to respond efficiently to more various propeller wakes.

Also, here, the front edge 13 of the key 10 gradually retreats downward from the upper end 12 of the key to the key shape change line La, and at the key shape change line La, the lower end 15 of the key. It is in the same front-rear position until it is in the same front-rear position, so it does not retreat particularly downward. The shape of the front edge 13 when viewed from the side of the is not particularly limited.

In addition, the rear edge 11 of the key 10 is in the same front and rear position from the upper end 12 of the key to the lower end 15 of the key. Even from La) to the lower end 15 of the key, the rear edge 11 may retreat or advance toward the lower side, and the shape of the rear edge 11 when viewed from the side of the key is not particularly limited.

In addition, an end plate (not shown) having a horizontal surface may be provided at the lower end 15 of the key, or a valve for rectifying the propeller wake may be provided in the key 10 at the position of the propeller central axis Pc.

Moreover, although not shown in particular, it may be applied to a key with a reaction key or a pin (rudder pin), or a key divided into two stages. As a key with this lower part divided into two steps, for example, a key composed of a combination of a bookie that intersects with a vertical key when viewed from the stern direction at the lower end of a vertical key connected to the key shaft, or a vertical key connected to the key shaft. There is a key formed by connecting two bookies to the lower end so as to have a two-stage shape when viewed from the stern direction, and providing one or more bent portions to this bookie.

And the ship 1 of embodiment which concerns on this invention is provided with said rudder 10, 10A, 10B, 10C, and is comprised.

According to the rudder (ship rudder) 10, 10A, 10B, 10C and the ship 1 equipped with the rudder 10, 10A, 10B, 10C, the rudder 10, 10A, 10B, 10C may have been changed. When the propeller wake hits the rudder surface where the propeller wake touches at this time, a large force is generated in a portion approximately centered on the first narrow portion start line Ls1, so that a large lateral force can be generated.

In addition, the water flow touching the keys 10, 10A, 10B, and 10C can flow smoothly without causing peeling on the rear side of the keys 10, 10A, 10B, and 10C along the second narrow portion start line Ls2. Therefore, an increase in drag can be suppressed. In addition, the key cross-sectional shape further has a first narrow width portion (Rn1), a second narrow width portion (Rn2), or a third narrow width portion (Rn3) at the rear of the blade cross section, so that the effect as a high lift key can also be exhibited. have.

In addition, since the cross-sectional shape of the key above the key shape change line La has a larger overall width than the cross-sectional shape of the key below the key shape change line La, the key from the upper side of the keys 10, 10A, 10B, and 10C In the structure supporting the whole, it becomes a shape which is easy to maintain structural strength.

1, 1X: ship
10, 10A, 10B, 10C, 10X : Key (Ship Key)
11: rear edge
11a: the rear edge of the upper part of the key
12: the upper part of the key
13: front edge
14 : out-of-state
15: the lower part of the key
Ba: the maximum width of the first, second, and third narrow width portions at each height of the height
Br: the maximum width at each height of the height
Bra: The maximum width of the key in the key shape change line
Brc: The maximum width of the rudder along the propeller central axis.
Dp: propeller diameter
H1: first height
H2: second height
Ha: height of the key shape change line
La: key shape change line
La1: lower key shape change line
La2: upper key shape change line
Lc: chord length of the key
Ls1: first narrow part start line
Ls2: 2nd narrow part start line
Ls3: 3rd narrow part start line
P1: first position
P2: second position
P3: intersection of the first narrow-width part start line and the key shape change line
Pc: propeller central axis
Rn1: first narrow part
Rn2: second narrow part
Rn3: third narrow part
α1: the angle of inclination from the vertical direction of the first narrow-width portion start line
α2: angle of inclination from the vertical direction of the start line of the second narrow portion

Claims (6)

In a ship rudder, when viewed from the side of the ship rudder, between a first height 10% below the propeller central axis and a second height above the propeller central axis by 60% of the propeller diameter, A shape change line is provided, and below this key shape change line, between the first position 10% of the cord length of the key from the rear edge and the second position 50% of the cord length of the key from the rear edge. In addition, a first narrow-width starting line is provided in which the horizontal cross-sectional shape of the key is formed by a knuckle line bent inward of the key or a virtual knuckle line in which the horizontal cross-sectional shape of the key is bent inwardly of the fillet connection. , above the key shape change line, a knuckle line in which the horizontal cross-sectional shape of the key is bent inside the key, connecting the intersection of the first narrow width part starting line and the key shape changing line and the rear edge of the upper end of the key or a second narrow part starting line is provided, wherein the horizontal cross-sectional shape of the key is formed by a virtual knuckle line of the fillet connection bent inside the key,
Regarding the cross-sectional shape of the key, the blade cross-section is formed between the front edge and the first narrow-width portion start line and between the front edge and the second narrow-width portion start line,
A space between the start line of the first narrow portion and the trailing edge is formed as a first narrow portion having a maximum width of 50% or less of the maximum width of the key in the key shape change line, and the second narrow portion A space between the starting line and the trailing edge is formed as a second narrow portion having a maximum width of 50% or less of the maximum width of the key at its height, wherein the cross-sectional shape of the first narrow portion and the second narrow portion is the width A ship rudder, characterized in that the constant or width is narrowed from the front to the rear. The method of claim 1,
When viewed from the side of the ship rudder, the first narrow-width portion starting line is made a straight line, and the second narrow-width portion starting line is made a straight line. 3. The method of claim 2,
When viewed from the side of the ship rudder, the angle at which the upper side goes forward is positive, and the angle of inclination from the vertical direction of the first narrow-width portion starting line is within the range of minus 60 degrees to plus 55 degrees, and the above A ship rudder characterized in that the inclination angle of the second narrow-width part starting line from the vertical direction is in the range of minus 60 degrees to minus 5 degrees. 4. The method according to any one of claims 1 to 3,
A ship rudder characterized in that the width of either or both of the first narrow portion or the second narrow portion is narrowed from the front to the rear with respect to the cross-sectional shape of the rudder. 4. The method according to any one of claims 1 to 3,
When viewed from the side of the rudder for the ship, two of the rudder shape change lines are provided to form a lower rudder change line and an upper rudder change line, and the rudder change line is lower than the lower rudder change line. 1, the narrow width portion starting line, and the second narrow portion starting line above the upper key shape change line, respectively,
In addition, between the lower key shape change line and the upper key shape change line, a third narrow portion start line is continuously provided to the first narrow portion start line and the second narrow portion start line, respectively, and the first 3 A ship rudder characterized by forming a space between the starting line of the narrow portion and the rear edge as a third narrow portion having a width of 50% or less of the maximum width of the rudder at the height as the maximum width. A ship comprising the ship rudder according to any one of claims 1 to 3.

Images