KR20200128532A - Ship keys and ships - Google Patents

Abstract

Install the lower vortex control panel 21 on the lower side of the key (Sd) of the key plate 11, and set the range of 5% to 15% of the length of the lower key (Ld) behind the front end (11df) of the key lower surface (Sd). The lower first region Rd1 is set, and a range of 5% to 50% of the lower key length Ld in front of the rear end 11da of the key lower surface Sd is set as the lower second region Rd2, The front end (21f) and the rear end (21a) of the lower vortex control panel 21 are arranged in the lower first region Rd1 and the lower second region Rd2, respectively, and in the longitudinal direction (X) of the lower vortex control panel 21 ), the lower vortex control panel 21 is formed by setting the width Bdb(x) of the lower vortex control panel 21 to 5% to 30% of the key width Bd(x). This provides a ship's key and ship that can increase the rudder power when the rudder is held by folding the rudder, and at the same time have low resistance when the ship goes straight and recover the rotational flow of the propeller to gain propulsion and save energy. .

Description

Ship keys and ships

The present invention relates to a ship key and a ship capable of saving energy by reducing resistance when a ship goes straight while maintaining a rudder force, recovering a rotational flow of a propeller to obtain a propulsion force.

In ships, a key is provided at the rear of the propeller disposed at the stern, and the hull is rotated by turning the hull by turning the hull in the forward direction by the lateral force of the key generated when the key is bent by steering and the rudder angle is held during the voyage. I'm making it.

One of the types of keys is that the front edge is semicircular, and the trailing edge gradually increases from the rear where the cross section width reaches the minimum width at the rear edge of the fish tail (rear end side). There is a sealing rudder with a structure in which a top plate and a bottom plate as a rectifying plate are mounted on both sides of the left and right side of the key plate (key blade) of the shape).

In this sealing rudder, a top plate and a bottom plate are provided at the top and bottom of the key plate, and the flow of water from the propeller is blocked between the top plate and the bottom plate to efficiently guide the key plate, and this water flow is deflected against the key plate. By doing so, it is possible to obtain a large hitting power and at the same time exhibit a hitting power up to a large hitting angle (for example, about 70 degrees from the maximum).

In this sealing rudder, for example, Japanese Patent Application Laid-Open No. 5-39089, Japanese Patent Application No. 2002-178991, Japanese Application Japanese Patent Application No. 2002-274490, Japanese Application Japanese Patent Application No. 2011-240793 As described in Japanese Unexamined Patent Publication No. 2015-145230 and Japanese Unexamined Patent Application Publication No. 2016-74303, even if the front end plate and the lower end plate have a large rudder angle, the propeller wakes flow first to the outside of the key plate. It protrudes largely from side to side to the same extent compared to the width of the key plate in order to prevent it from doing so and to guide it to the key surface.

In addition, as described in Japanese Unexamined Patent Application Publication No. 2016-74303, for example, as one of such keys for ships, the front end plate and the lower end plate are replaced, and the front edge of the key blade is attached to the front end, and the first half of the key rudder is replaced. Disc-shaped top club pins and bottom club pins are provided, which are installed only on the side.

In addition, as described in Japanese Unexamined Patent Application Publication No. 2018-58568, for example, one of the types of keys is, when viewed from the rear of the hull, in a propeller with a right rotation (clockwise rotation), the key according to the propeller rotation flow. Since there is a flow from port to starboard for the upper part of the key and from starboard to port for the lower part of the key, the upper and lower parts of the keyboard are twisted in opposite directions. There is a reaction key that generates thrust on the key plate by making the angle of attack correct. As such a reaction key, a reaction key having valves and pins provided at the upper and lower boundary lines of the key plate has also been proposed.

In addition, as described in Japanese Unexamined Patent Application Publication No. 2015-145230 and Japanese Unexamined Patent Application Publication No. 2015-131632, for example, a rudder valve facing the rear end of the propeller boss at the front edge of the key blade ( The maximum diameter is not more than 1.30 times the diameter of the propeller boss) so that there is no water space in the area where the hub vortex should be generated, thereby improving the propulsion efficiency by eliminating the hub vortex, or to this rudder valve. A horizontal pin of left and right symmetry is provided, and propulsion efficiency is improved by the lift of the horizontal pin.

Therefore, in the case of the ship key, it is desirable to increase the rudder power by generating a large lift when the rudder is held by folding the key, and various studies have been conducted.

Japanese Patent Application Publication No. Hei 5-39089 Japanese Application Special Publication No. 2002-178991 Japanese Patent Application Publication No. 2002-274490 Japanese Patent Application Publication No. 2011-240793 Japanese Application Special Publication No. 2015-145230 Japanese Patent Application Publication No. 2016-74303 Japanese Application Special Publication No. 2018-58568 Japanese Patent Application Publication No. 2015-131632

However, in the case of the ship rudder of the above configuration, the rudder power when the rudder is held by folding the rudder can be increased, whereas when the rudder angle is small when the hull goes straight, there is a problem that the resistance increases.

The inventors of the present inventors have obtained the knowledge that, depending on devising the shape of the ship's key from the results of many water tank experiments and fluid simulation calculations, it is possible to reduce the drag when going straight while maintaining a certain level of the hitting force when the key is bent to a certain extent.

The present invention has been made in view of the above situation, and its object is for ships that can relatively increase the rudder force when the rudder is held by folding the key, and have a small resistance at the time of the ship's straight line, and energy saving It is in providing keys and ships.

In order to achieve the above object, the ship key of the present invention is provided with a lower vortex control plate installed on the lower side of the key of the key plate of the ship key, and the lower side of the key is provided with respect to the longitudinal direction of the lower side of the key. The code length of the key plate is the lower key length, and the range of 5% or more and 15% or less of the lower key length behind the key lower surface front end is set as the lower first region, and the rearmost end front of the key lower surface A range of 5% or more and 50% or less of the length of the lower key is as a lower second region, and the front end of the lower vortex control panel is placed in the lower first region, and the rear end of the lower vortex control panel is placed in the lower second region. And, in at least 80% of the longitudinal direction of the lower vortex control panel with respect to the width direction of the lower surface of the key, the width of the lower vortex control panel is 5% or more and 30% of the key width at the front and rear positions of the key lower surface. It characterized in that the lower vortex control plate is formed as follows.

According to this configuration, unlike the lower end plate of the sealing rudder, which prevents the propeller wake from flowing to the outside of the key plate because it is formed with a wide plate, the lower end vortex control plate is shorter in length and narrower than the lower end plate. Since it is provided on the lower side of the key plate, it is possible to control the occurrence of the tip follicles occurring in the lower part of the key plate, and it is possible to reduce the resistance of the key plate even when going straight or holding the key. The generated lift can be increased, and the propulsion force can be effectively obtained from the components of this lift in the front and rear directions of the hull.

In addition, since this lower vortex control plate is narrower than the wide lower end plate of the sealing rudder, and its thickness is structurally thinner, the increase in resistance in the key becomes smaller and the resistance as a whole key decreases. Therefore, this lower vortex control plate differs from the wide lower end plate of the sealing rudder in terms of its configuration and its intended function.

That is, by installing the lower vortex control board retreating from the leading edge of the key plate, a significant increase in resistance can be prevented, whereas an increase in thrust can be obtained at the same degree as when not retracted. Likewise, by providing the lower vortex control panel more advanced than the trailing edge of the key plate, an increase in thrust can be obtained as it is while preventing an increase in resistance.

In the above ship key, an upper water flow control plate is installed in a first vertical range of 40% or more and 60% or less of a propeller diameter on an intersection of the front end of the key plate and an extension line of the propeller shaft center with respect to the vertical direction of the key plate, and the In an upper horizontal section including an upper water flow control plate and a front end crossing the key plate, when projecting the upper water flow control plate on the upper horizontal section from a vertical direction, with respect to the long direction of the upper horizontal section, the upper side For the long direction of the horizontal section (duplicated twice in the original text), the code length of the key plate in the upper horizontal section is the upper key length, and 3 of the length of the upper key behind the front end of the key plate in the upper horizontal section A range of% or more and 15% or less is an upper first area, and a range of 25% or more and 45% or less of the length of the upper key behind the front end of the key plate in the upper horizontal section is an upper second area of the upper water flow control panel. The front end is disposed in the upper first region, the projection position of the rear end of the upper water flow control panel is disposed in the upper second region, and is at least 80% of the longitudinal direction of the upper water flow control panel with respect to the width direction in the upper horizontal section. In the above, if the upper water flow control panel is formed by setting the projection width of the upper water flow control panel in the upper horizontal section to 3% or more and 20% or less of the key width in the upper horizontal section at the front and rear positions, the following effects are obtained: Can be obtained.

According to this configuration, the water flow disturbed by the tip vortex (chip vortex) or the like at the tip of the propeller by the upper water flow control panel installed at the uppermost part of the rotating circle at the tip of the propeller ( Since the water flow is rectified to flow on the surface of the key plate, it is possible to increase the hitting force of the key plate and to reduce the resistance of the key plate. In addition, since the resistance of the upper water flow control panel itself is small, the resistance of the entire key can be reduced and the driving force can be obtained.

This upper water flow control plate is formed of a wide plate, and unlike the top plate of the cylinder rudder that guides the key surface by preventing the propeller wake from flowing to the outside of the key plate, the length is short and the width is also narrow, so even when going straight or holding the key, the key plate The resistance of the can be reduced. That is, this upper water flow control plate is different from the wide upper plate of the cylinder rudder in terms of its configuration and its intended function. This upper water flow control plate is narrower in length and width than the top plate of the cylinder rudder, but it can effectively increase the pressure difference between the left and right keys to increase the lift generated from the key plate, and as a result, the propulsion force in the components of the front and rear of the hull Can be obtained.

By installing the upper water flow control panel retreating from the leading edge of the key plate, a significant increase in resistance can be prevented, whereas an increase in thrust can be obtained to the same extent as in the case of not retreating. Likewise, by providing the upper water flow control panel by advancing it larger than the trailing edge of the key plate, it is possible to obtain an increase in thrust while preventing an increase in resistance.

In the above ship key, a key for hanging the key for the ship is constructed, and an upper vortex control board is installed on the upper side of the key of the key plate, and the length of the cord on the top surface of the key is adjusted to The length of the key is set to be a key length, and a range of 5% or more and 15% or less of the length of the top key to the rear of the front end of the key top surface is set as the top first region, and 5% of the length of the top key in front of the rear end of the key top surface At the same time, the upper end of the upper vortex control panel is disposed in the upper first region, and the rear end of the upper vortex control panel is disposed in the upper second region, and the key If the upper vortex control panel is formed by setting the width of the upper vortex control panel to 5% or more and 30% or less of the key width at the top of the key at the front and rear positions in the width direction on the upper surface, the following effects can be obtained. I can.

According to this configuration, unlike the top plate of the sealing rudder, which is formed in a wide plate and guides the key surface by preventing the propeller wake from flowing to the outside of the key plate, the upper vortex control panel is key, which is shorter in length and narrower than the front end plate. Since it is provided on the top surface of the key plate, it is possible to control the occurrence of the tip end that occurs at the upper end of the key plate, and it is possible to reduce the resistance of the key plate even when going straight and holding the key.

In addition, the upper eddy current control plate is narrower than the wide front end plate of the sealing rudder, and its thickness is structurally thinner, so that the increase in resistance in the key decreases, and the resistance as a whole key decreases. Accordingly, this upper vortex control panel is different from the wide lower end plate of the sealing rudder in terms of its configuration and its intended function.

In other words, by installing the upper vortex control panel retreating from the leading edge of the key plate, a significant increase in resistance can be prevented, whereas an increase in thrust can be obtained at the same degree as in the case of not retreating. Likewise, by providing the upper vortex control panel more advanced than the trailing edge of the key plate, an increase in thrust can be obtained while preventing an increase in resistance.

In the above ship key, the front part of the upper part of the key above the intersection of the front end of the key plate and the extension line of the propeller shaft center in the vertical direction of the key plate, and the front part of the lower part of the key below this intersection are mutually formed. At the same time as twisting in the opposite direction, 30% or more of the length of the key in the horizontal section from the front end of the key in the horizontal section to the rear of the key plate in each horizontal section in the vertical direction of the key plate 50 % Or less is set as the center first region, the front end of the twisted portion is the front end of the key plate, the rear end of the twisted portion is disposed in the center first region in the horizontal section, and the upper portion of the key Regarding the torsion of the front part and the front part of the lower part of the key, when the propeller turns clockwise when viewed from the rear of the hull, the front part of the upper part of the key should be 5 degrees or more and 20 degrees or less toward the port side. In a case where the front part of the lower part of the key is twisted in a range of 5 degrees or more and 20 degrees or less toward the port side, and the propeller turns counterclockwise when viewed from the rear of the hull, the upper part of the key The following effects can be obtained by twisting the front part to the starboard side in a range of 5 degrees or more and 20 degrees or less, and twisting the front part of the key lower part to the port side in a range of 5 degrees or more and 20 degrees or less.

According to this configuration, it is possible to obtain a lifting effect of the key by twisting the key plate as a reaction key. In addition, by combining with the lower vortex control panel or / and the upper water flow control panel, the ``induction to the key surface of the propeller wake can be obtained from the lower end plate and the front end plate of the sealing rudder by this lower vortex control panel or / and upstream water flow control panel. Effect 'can also be obtained. Therefore, the effect of the lower vortex control panel or/and the upstream water flow control panel can be increased by combining with the reaction key.

In the above ship key, when the key plate is supported by a rudder horn and the rudder horn is formed by twisting the rudder horn in the same direction as the front part of the upper part of the key, the following effects can be obtained.

According to this configuration, since the rudder horn located in front of the key plate is formed by twisting in the same direction as the front part of the upper part of the key, the rudder horn part also generates lift like the front part of the upper part of the key. Thrust can be increased.

In addition, with respect to the size of the torsion angle of the rudder horn, if it is formed to be the same size as the front part of the upper part of the key, the shape of the rudder horn and the shape of the front part of the upper part of the key continue to be continuous without a step, so that the water flow smoothly flows and the resistance decreases.

In addition, in the case of the rudder horn, in which the water flow above the tip of the propeller mainly flows in, the water flow in this part is often lower than the front part of the upper part of the key due to the influence of the ship bottom. It is preferable that the twist angle of the rudder horn is formed smaller than the front portion of the upper portion of the key in accordance with the water flow direction, and smaller toward the upper portion.

In addition, in the case of coupling with the upper water flow rectifying plate, it differs depending on the shape and arrangement of the rudder horn with respect to the key plate, but the upper water flow rectifying plate may be installed on the rudder horn instead of the key plate.

In the above ship key, the starboard side is in the second vertical range between a position 10% below the propeller diameter and a position 10% above at the intersection of the front end of the key plate and the extension line of the propeller shaft center in the vertical direction of the key plate. When viewed from the direction of the propeller shaft by installing the pin and the port side pin, a circle with a diameter of 15% of the diameter of the propeller is the first circle, 22% of the diameter of the propeller is the second circle in the concentric circle centered on the propeller axis. When a 30% diameter circle is used as the third circle, and when the propeller turns clockwise when viewed from the rear of the hull, the starboard side pin is inserted between the second circle and the third circle. The front end is formed with an angle in the range of 5 degrees or more and 10 degrees or less, and the front end of the port side pin is between the first circle and the second circle so that the front end rises between 0 degrees and 5 degrees. It is formed with a range of angles, and when the propeller turns counterclockwise when viewed from the rear of the hull, the front end of the starboard side pin is inserted between the first circle and the second circle so that the front end rises. It is formed with an angle in the range of 0 degrees to 5 degrees, and the front end of the port side pin is between the second circle and the third circle, and the front end rises at an angle in the range of 5 degrees to 10 degrees. If it is formed with, the following effects can be obtained.

According to this configuration, the length of the starboard side pins and the port side pins in the width direction are shortened, thereby securing to some extent the generation of propulsive force by the lift of the starboard side pins and the port side pins, while suppressing the increase in resistance caused by these starboard side pins and port side pins. As a result, it is possible to properly balance the generation of momentum and increase in resistance. In addition, since the stern bilge whirlpool and the interference of the propeller rotational flow are in the center of the propeller, the length of the key plate on the port side pin is shorter than that of the starboard pin, thereby effectively obtaining lift and promoting the generation of propulsive force.

In addition, when applied to a reaction key, the propeller wake can be divided into the flow to the upper part of the key and the flow to the lower part of the key by these starboard pins and port side pins, so that the driving force as a reaction key can be obtained more efficiently. There will be.

In the above ship key, a rudder valve is installed at the rear part of the propeller boss of the key plate, and the front of the rudder valve is formed flat, and the outer circumferential shape of the front of the rudder valve is formed. It is formed in a size gathered between an inner cylinder having a diameter of 105% of the diameter of the propeller boss and an outer cylinder having a diameter of 120% of the diameter of the propeller boss.

According to this configuration, it is possible to reach the key surface while rectifying water flow from the propeller boss by a rudder valve having a relatively small diameter. There is an effect of extinguishing the hub vortex at the corner of the front flat surface larger than the boss diameter, and the efficiency of the propeller can be improved. As a result, it is possible to reduce the resistance of the key plate while suppressing the occurrence of hub vortex.

In particular, in a configuration in which the rear of the propeller boss is formed on the flat surface of the front flat surface of the rudder valve and the flat surfaces of the rudder valve face each other, the distance between the propeller boss and the rudder valve is shortened, and the hub vortex is formed in this space. Since it can more effectively suppress the occurrence, the overall resistance of the hull can be reduced.

In addition, when a reaction key is employed, a key plate-shaped step is formed in the horizontal section where the front part of the lower part of the key and the front part of the upper part of the key are in contact with each other, but this step can be covered by the rudder valve. Therefore, it is possible to prevent the occurrence of eddy currents in the stepped portion, the flow of the propeller wake can smoothly flow through the surface of the rudder valve to the rear surface of the key, and the resistance of the key can be reduced.

Along with the effect, the rudder valve, the starboard and port side pins, the lower vortex rectifier plate, the upper water rectifier plate, and the reaction key can bring a synergistic effect of recovering the slewing flow of the propeller and converting it into propulsion.

The ship of the present invention for achieving the above object is characterized in that it is equipped with the above ship key, and can exhibit the same operating effect as that of the above ship key.

According to the ship key and the ship of the present invention, the rudder force when the rudder is held by folding the rudder is relatively large, the resistance at the time of the ship's straight movement is small, and the propeller rotational flow is recovered to obtain the propulsion force, thereby saving energy. I can.

1 is a perspective view looking down from above on the starboard side schematically showing the configuration of a ship key according to a first embodiment of the present invention.
FIG. 2 is a perspective view as viewed from below on the port side schematically showing the configuration of the ship key of FIG. 1.
Figure 3 is a front view of the ship key of Figure 1;
Figure 4 is a right side view of the ship key of Figure 1;
5 is a left side view of the ship key of FIG. 1.
6 is a rear view of the ship key of FIG. 1.
7 is a plan view of the ship key of FIG. 1.
Figure 8 is a bottom view of the ship key of Figure 1;
9 is a right side view showing the dimensional relationship of the ship key of FIG. 1.
10 is a bottom view showing the dimensional relationship of the lower vortex rectifying plate.
11 is an upper horizontal cross-sectional view showing the dimensional relationship of the upper water current rectifying plate.
Fig. 12 is a right side view showing a twisted portion of a key plate of a reaction key.
13 is a horizontal cross-sectional view showing a twisted portion of a key plate of a reaction key.
14 is a central horizontal cross-sectional view showing the dimensional relationship of the rudder valve.
15 is a right side view showing the dimensional relationship of the starboard side pin.
16 is a left side view showing the dimensional relationship of the port-side pin.
17 is a central horizontal cross-sectional view showing the dimensional relationship between the starboard side pin and the port side pin.
18 is a front view showing the dimensional relationship between the starboard pin and the port pin.
Fig. 19 is a right side view schematically showing a configuration of a ship key according to a second embodiment of the present invention.
20 is a plan view showing the dimensional relationship of the upper vortex rectifying plate.
Fig. 21 is a front view of the ship key of Fig. 19;
Fig. 22 is a left side view of the ship key of Fig. 19;
Fig. 23 is a rear view of the ship key of Fig. 19;
Fig. 24 is a plan view of the ship key of Fig. 19;
Fig. 25 is a bottom view of the ship key of Fig. 19;

Hereinafter, a ship key and a ship according to the present invention will be described with reference to the drawings. In addition, when the rudder angle is set to zero, the ship key and the front and rear directions of the ship are called the X direction (the forward direction is positive), the left and right directions are called the Y direction (the port direction is positive), and the vertical direction is the Z direction. (Upward direction is positive). In addition, since the drawings are schematically shown, the dimensional ratios in the drawings are not necessarily the same as the actual ones. In addition, since it is an illustrative picture of the present invention, it is not necessarily possible to maintain consistency in dimensions or dimensional ratios between all the drawings.

The ship key 10 of the first embodiment according to the present invention is a mariner comprising a key plate 11 of a movable part and a rudder horn 12 of a non-moving part, as shown in FIGS. 1 to 18. ) Type. The ship key 10 is constructed by installing a lower vortex control panel 21, an upper water flow control panel 22, a rudder valve 24, a starboard side pin 25, and a port side pin 26 on the key plate 11 have.

As shown in Figs. 9 and 10, the lower vortex control panel 21 is provided on the lower key surface Sd of the key plate 11 of the ship key 10. The length of the code of the key plate 11 on the bottom surface Sd of the key with respect to the long direction X on the bottom surface Sd of this key is taken as the length Ld of the lower key. In addition, a range of 5% or more and 15% or less, more preferably 7% or more and 10% or less of the lower key length Ld at the rear of the front end 11df of the key lower surface Sd is the lower first area Rd1. It is called. In addition, the range of 5% or more and 50% or less of the lower key length Ld in front of the rearmost end 11da of the key bottom surface Sd, and more preferably 30% or more and 45% or less is the lower second area ( It is called Rd2).

In addition, the lower vortex control panel 21 is configured by placing the front end 21f in the lower first (Rd1) and the rear end 21a in the lower second region Rd2.

In addition, as shown in Fig. 10, with respect to the width direction Y of the lower side of the key Sd, the lower vortex control panel 21 is at least 80% or more and 90% or less of the longitudinal direction X of the lower vortex control panel 21. The width (protrusion) (Bdb) (x) of the front and rear position (x) is 5% or more and 30% or less of the key width (Bd) (x) of the key bottom surface (Sd), more preferably 10% or more 20 % Or less. That is, "0.05×(Bd)(x)≦(Bdb)(x)≦0.30×(Bd)(x)”, more preferably “0.10×(Bd)(x)≦(Bdb)(x)≦0.20 ×(Bd)(x)". In addition, at least 80% or more and 90% or less of the longitudinal direction X of the lower vortex control panel 21 is "0.05 × (Bd) in a shape that gradually narrows in the front and rear sides of the lower vortex control panel 21. (x)≦Bdb (x)” or “0.10×(Bd)(x)≦(Bdb)(x)” cannot be maintained, so this shape is also included.

As a member installed on the key bottom surface (Sd) of the key plate 11 of the ship key 10, the propeller wake does not flow to the outside of the key plate 11 even if the key is bent and the rudder angle increases in the conventional sealing rudder. And, there is a low end plate formed with a wide plate for guiding on the key surface. This lower end plate cooperates with the top end plate provided on the top surface of the key of the key plate 11 to exert a hitting power even at a large rudder angle.

On the other hand, this lower end vortex control panel 21 has a shorter length and narrower width than this lower end plate, and its function also aims to control the generation of a tip follicle occurring at the lower end of the key plate. , The size of the lower vortex control panel 21 is smaller than that of the lower end plate, and the driving force can be improved while the resistance is relatively small as a whole, even when going straight, even when holding a key.

Since this lower vortex control plate 21 is for the purpose of controlling the generation and the tip of the key plate 11 flowing out from the lower end, the front end 11df of the key plate 11 does not protrude in the front and rear direction than the key plate 11. It is provided between the part rearward than) to the part in front of the rearmost end 11da. In addition, the outer shape of the plane viewed from the vertical direction (Z) of the lower vortex control panel 21 is formed in the shape of an inflated wing along the outer periphery of the wing shape of the key plate 11.

In the lower vortex control panel 21, in a planar shape for relatively easy design, (F1) is set to be 0.05 or more to 0.30 or less in at least 80% or more and 90% or less of the longitudinal direction X of the lower vortex control panel 21. , More preferably, select the shape of (Bdb)(x) = (F1)×(Bd)(x) with a constant value between 0.10 or more and 0.20 or less, and select (Bdb)(x) on the front and rear sides. Each has a form of asymptotically to zero.

In addition, when ``(Bdb)(x) <0.05×(Bd)(x)'', the rectification effect with the tip becomes smaller, and when ``0.30×(Bd)(x) <(Bdb)(x)'', the keyboard As the resistance of (11) increases, the balance between the rectification effect with the tip and the increase in resistance deteriorates. In addition, when “0.10×(Bd)(x)≦(Bdb)(x)≦0.20×(Bd)(x)” is used, a good balance between the rectification effect with the tip and increase in resistance can be achieved.

In addition, the arrangement position, length and width (Bdb) (x), etc. of the lower vortex control panel 21 in the long direction (X) need not necessarily be the same on the starboard side and the port side. The arrangement position, length and width of the lower vortex control panel 21 can be obtained experimentally.

In addition, the upper water flow control plate 22 is the front end 11f of the key plate 11 and the extension line Lcp of the propeller shaft Pc with respect to the vertical direction Z of the key plate 11 as shown in FIGS. It is provided in the first upper and lower range Rz1 of 40% or more and 60% or less, and more preferably 45% or more and 50% or less of the upper propeller diameter Dp of the intersection P1 of. If it is out of this range, it is out of the outflow range of the vortex at the tip of the propeller, the pressure separation effect is reduced by the upper water flow control panel 22, and the disadvantage of increasing resistance is increased by the upper water flow control panel 22.

And in the upper horizontal section (Sh) including the front end (22hf) where the upper water flow control panel 22 and the key plate 11 intersect, the upper water flow control panel 22 is placed in the upper horizontal section (Sh) in the vertical direction ( When projected from Z), the code length of the key plate 11 in the upper horizontal section Sh with respect to the long direction X of the upper horizontal section Sh is taken as the upper key length Lh.

In addition, 3% or more and 15% or less, more preferably 5% or more and 8% or less of the upper key length Lh at the rear of the front side 11f of the key plate 11 in the upper horizontal section Sh 1 area (Rh1), 25% or more and 45% or less of the upper key length Lh at the rear of the front end 11f of the key plate 11 in the upper horizontal section Sh, and more preferably 30% or more The range of 40% or less is taken as the upper second region Rh2.

In addition, the front end 22hf of the upper water flow control panel 22 is placed in the upper first region Rh1, and the projection position 22ap of the rear end 22a of the upper water flow control panel 22 is placed in the upper second region Rh2. To place. In addition, in the ship key 10 of this first embodiment, the upper water flow control plate 22 is installed horizontally, and the projection positions 22ap of the rear ends 22a and 22a of the upper water flow control plate 22 coincide. However, it is not necessary to install it horizontally, and it may be inclined to some extent in the front-rear direction (X) with respect to the horizontal plane.

In addition, as shown in Fig. 11, with respect to the width direction Y in the upper horizontal section Sh, in at least 80% or more and 90% or less of the longitudinal direction X of the upper water flow control panel 22, the upper horizontal section ( The projection width (protrusion) (Bhb)(x) of the upper water flow control panel 22 in Sh) is 3% or more and 20% or less of the key width (Bh)(x) in the upper horizontal section (Sh) at the front and rear position. The upper water flow control panel 22 is formed and configured, more preferably 10% or more and 15% or less. That is, "0.03×Bh(x)≦(Bhb)(x)≦0.20×(Bh)(x)”, more preferably “0.10×(Bh)(x)≦(Bhb)(x)≦0.15× (Bh)(x)".

As a member installed on the top side of the key plate 11 of the ship key 10, in the sealing rudder of the prior art, even if the key is bent and the rudder angle increases, the propeller wake does not flow to the outside of the key plate 11. There is an apex plate (頂端板) formed of a wide plate to guide. This top plate cooperates with the low end plate installed on the lower side of the key of the key plate 11 to exert a hitting power even at a large rudder angle.

On the other hand, the upper water flow control panel 22 is shorter in length and narrower in width than the upper water flow control panel, and its function is to rectify the tip vortex generated at the tip of the propeller 2, and this upper water flow control panel The purpose of separating the pressure above and below (22) is a state in which the size of the upper water flow control panel (22) is significantly smaller than that of the front end panel, and the resistance is relatively small as a whole, even when going straight, even when holding a key. You can improve your hitting power.

The upper water flow control plate 22 does not protrude in the forward direction than the key plate 11 and is disposed in a range of about half of the front side of the key plate 11. In addition, the planar appearance of the upper water flow control plate 22 is formed in the shape of a wing that is swollen along the outer circumference of the wing shape of the key plate 11.

As a planar shape for relatively simple design in the upper water flow control panel 22, (F2) should be 0.03 or more and 0.20 or less in at least 80% or more and 90% or less of the longitudinal direction X of the upper water flow control panel 22. And, more preferably, the shape of (Bhb)(x)=(F2)×(Bh)(x) is selected with a constant value between 0.10 and 0.15, and (Bhb)(x) on the front and rear sides is selected. Each has a form of asympting to zero.

In addition, when ``(Bhb)(x) <0.03 × (Bh)(x)'', the rectification effect on the tip vortex decreases, and when 0.20 × (Bd)(x) <(Bdb)(x)", the upper side The resistance of the water flow control panel 22 increases, and the balance between the rectifying effect of the tip vortex and the increase in resistance deteriorates. And if "0.10 × (Bh) (x) ≤ (Bhb) (x) ≤ 0.15 × (Bh) (x) ", the balance between the rectification effect and resistance increase can be achieved in a good state.

In addition, the arrangement position of the upper water flow control panel 22 in the long direction X, the length and width Bhb (x), and the like need not necessarily be the same on the starboard side and the port side. The arrangement position, length and width of the upper water flow control panel 22 can be obtained experimentally.

Next, the key plate 11 will be described. This key plate 11 is formed in the following shape. First, the vertical direction (Z) of the key plate 11 is the upper part of the key above the intersection (P1) of the front end (11f) of the key plate (11) and the extension line (Lcp) of the propeller shaft center (Pc), as shown in FIG. Twist in opposite directions to the front part (hatch yawing part) (11af) of (11a) and the front part (hatching part) (11bf) of the key lower part (11b) below this intersection (P1) It is formed as a reaction key.

The ship key 10 of this embodiment is an example of the horizontal cross-sectional shape of the key plate 11, and the leading edge has a semicircular shape, and the intermediate part adjacent thereto is streamlined toward the rear (minus (X) direction) in the front and rear direction. The cross-sectional width is gradually increased with a linear shape, and the cross-sectional width is gradually increased to the largest width, and then gradually suppressed and the cross-sectional width is gradually increased over a relatively short section reaching the rear edge (11a) of the key plate (11). Although a shape, a so-called shape having a tail end of a fish, is shown, it is not necessarily limited to this shape in the present invention.

And the key of the horizontal section (S) (z) for each horizontal section (S) (z) at the height (z) of the key plate 11 in the vertical direction (Z) in the front and rear direction (x) of the key plate 11 From the front end (11f) (z) to the rear of the horizontal section (S) (z) of the key length (L) (z) of 30% or more and 50% or less, more preferably 35% or more and 45% or less The range of is taken as the center first region Rm1 (z). In addition, the front ends of the torsion parts 11af and 11bf are set as the front ends 11f and z of the key plate 11, and the rear ends 11m and z of the torsion parts 11af and 11bf are centered. It is placed in the region Rm1 (z).

13, the twisting of the front portion 11af of the upper portion 11a of the key and the front portion 11bf of the lower portion 11b of the key is constituted as follows. When the propeller (2) turns clockwise when viewed from the rear of the hull, the front part (11af) of the upper part of the key (11a) is twisted in a range of 5 degrees or more and 20 degrees or less (angle α) toward the port side. At the same time, the front portion 11bf of the key lower portion 11b is twisted toward the starboard side in a range of 5 degrees or more and 20 degrees or less (angle β). In addition, in the drawings of FIG. 13 and the like, the twist angles α and β are shown larger than the actual one to make it easier to understand.

On the other hand, the propeller 2 is not shown in the case of turning counterclockwise when viewed from the rear of the hull, but the front part 11af of the upper part 11a of the key is 5 degrees or more 20 degrees on the starboard side opposite to that of FIG. While forming by twisting in the following range, the front portion 11f of the lower key portion 11b is formed by twisting in a range of 5 degrees or more and 20 degrees or less on the port side opposite to that of FIG. 13.

According to the configuration of the front part 11af of the upper part 11a of the key and the front part 11bf of the lower part 11b of the key, the lifting effect of the key is obtained by twisting the key plate 11 as a reaction key. I can. In addition, by combining this configuration with the lower vortex control panel 21 or / and the upstream water flow control panel 22, the lower vortex control panel 21 is combined with the lower vortex control panel 21 or / and the upstream water flow control panel 22. ) Or/and the upstream water flow control panel 22 can also obtain the "induction effect on the key surface of the propeller wake" that can be obtained from the lower end plate and the front end plate of the sealing rudder. Accordingly, the effect of the lower vortex control panel 21 or / and the upstream water flow control panel 22 can be made larger by combining the configuration of this reaction key.

In addition, when the key plate 11 is supported by the rudder horn 12 like the ship key 10 of the first embodiment, the rudder horn 12 may be formed symmetrically without twisting, as shown in the prior art. Like the ship key 10 shown in the figure, this rudder horn 12 is used in order to obtain a propulsion by the lift of the rudder horn 12 even a little more by using the propeller wake that is accompanied by the rotational speed by the propeller 2 more efficiently. As shown in Fig. 7, it is formed by twisting in the same direction as the front portion 11af of the upper portion 11a of the key.

In addition, with respect to the size of the twist angle of the rudder horn 12, if it is formed to be the same size as the front portion 11af of the upper key portion 11a, the shape of the rudder horn 12 and the front side of the upper key portion 11a Since the shape of the portion 11af and the vertical direction Z are continuous without a step, water flow smoothly flows and resistance is reduced.

In addition, in the rudder horn 12, where the upper water current of the tip circle Cp of the propeller 2 mainly flows in, the direction of the water flow in this area is the average of the front part 11af of the upper part 11a of the key. In some cases, it is different from the water flow direction, so it is more preferable to set the twist angle of the rudder horn according to the water flow direction of this part.

In addition, in the case of combining with the upper water flow rectifying plate 22, it differs depending on the shape and arrangement of the rudder horn 12 with respect to the key plate 11, but the upper water flow rectifying plate 22 is not the key plate 11 but the rudder horn 12 ) In some cases.

Next, the rudder valve 24 will be described. In this key plate 11, the rudder valve 24 is provided in the rear of the propeller boss 2b of the key plate 11. The front part 24f of this rudder valve 24 is formed flat. That is, the front end of the rudder valve 24 is a plane perpendicular to the extension line Lcp of the propeller shaft center Pc.

In the case of installing the starboard side pin 25 and the port side pin 26 to be described later, the shape of the front outer circumference 24c of the rudder valve 24 as shown in FIG. 14 is defined as the diameter of the propeller boss 2b (Db). ) Of 105% of the diameter (Dc1) of the inner cylinder (C1) and the propeller boss (2b) diameter (Db) 120% of the diameter (Dc2) of the outer shell cylinder (C2) with a size that fits between .

On the other hand, the shape of the rear of the ladder valve 24 is formed in a shape of a rotating body such as a spheroid whose diameter gradually decreases near the front end 11f of the key plate 11 and intersects the key surface of the key plate 11. The position of the rear end (intersection of the key plate) 11 of this rudder valve 24 with respect to the front and rear direction X of the key plate is substantially the same as the rear end 22a of the upper water flow control plate 22.

This relatively small diameter rudder valve 24 can lead to the key surface while rectifying the water flow in the propeller boss 2b, thereby reducing the resistance of the key plate 11 while suppressing the occurrence of hub eddies. In addition, there is an effect of extinguishing the hub vortex at the edge of the flat surface of the front part 24f larger than the boss diameter, and propeller efficiency can be improved. In particular, the rear portion of the propeller boss 2b is formed on the flat surface with respect to the flat surface of the front surface 24f of the rudder valve 24, and the flat surfaces of the rudder valve 24 are opposed to each other, the propeller boss 2b and the rudder valve ( 24) The distance between them can be narrowed, and the occurrence of hub vortex in the space between the flat surfaces can be more effectively suppressed, so the resistance of the entire hull can be reduced.

In addition, when the reaction key is adopted in this way, a step in the shape of the key plate 11 is formed in the horizontal section in contact with the front part 11af of the upper part 11a and the front part 11bf of the lower part 11b of the key. However, since this step part can be covered with the rudder valve 24, it is possible to prevent the occurrence of eddy current in this step part, and the flow of the propeller wake is smoothly passed through the surface of the rudder valve 24 to the rear key surface. Because it can flow, the resistance of the key can be reduced. And by separating the part of the key plate 11 with a pressure difference between the upper part 11a of the key and the lower part 11b of the key, water flows flowing into the upper part 11a and the lower part 11b of the key from different directions (propeller It can effectively use the pressure difference created by the rotation of the cylinder, generate lift, and consequently lead to driving force. In addition, since the rudder valve 24 itself is relatively small, it is possible to suppress an increase in resistance of the entire key, thereby reducing the resistance of the entire key.

Next, the starboard side pin 25 and the port side pin 26 will be described. As shown in Figs. 15 and 16, the starboard side pin 25 and the port side pin 26 are formed to extend substantially horizontally from the rudder valve 24 to the starboard side and the port side, respectively. More specifically, 10 of the propeller diameter (Dp) at the intersection (P1) of the front end (11f) of the key plate (11) and the extension line (Lcp) of the propeller shaft center (Pc) in the vertical direction (Z) of the key plate 11 The starboard side pins 25 and port side pins 26 are provided in the second upper and lower range Rz2 between the% lower position and the 10% or higher position, and more preferably 5% lower position and the 5% or higher position. If it is out of this range, the flow direction of the propeller wake will change at the pin base and the tip of the pin, and the effect of generating the propulsive force by the lift of the starboard pin 25 and the port pin 26 will be increased. It becomes smaller, and the disadvantage of the resistance increase due to the starboard side pin 25 and the port side pin 26 increases.

And, as shown in Figs. 15 to 18, the key plate 11 in the horizontal section Sf installed at the installation position of the starboard side pin 25 and the port side pin 26 with respect to the long direction X of the key plate 11. ) Is the length of the installation key (Lf). In addition, a range of 0% or more and 60% or less of the installation key length Lf at the rear of the front end 11f of the installation horizontal section Sf is referred to as the installation first region Rf1. And the starboard side pin 25 and the port side side pin 26 are arrange|positioned in this installation 1st area|region Rf1.

In addition, as shown in Fig. 18, when viewed from the propeller axial direction (X), a circle having a diameter (Dt1) of 15% of the propeller diameter (Dp) centered on the propeller shaft center (Pc) is taken as the first circle (Ct1), A diameter (Dt2) of 22% of the propeller diameter (Dp) centered on the propeller shaft center (Pc) is set as the second circle (Ct2), and 30% diameter (Dt3) of the propeller diameter (Dp) centered on the propeller shaft center (Pc). The circle of) is the third circle (Ct3).

In the case where the propeller 2 is viewed from the rear of the hull and rotates clockwise, as shown in Figs. 17 and 18, the starboard side pin 25 and the port side pin 26 are configured as follows. That is, as shown in FIG. 18, the starboard side pin 25 is formed so that the tip 25t of the starboard side pin 25 enters between the second circle Ct2 and the third circle Ct3. Further, the port side pin 26 is formed so that the front end 26t of the port side pin 26 enters between the first circle Ct1 and the second circle Ct2. In addition, the length of the starboard side pin 25 in the width direction is formed to be longer than the length of the port side pin 26 in the width direction. Further, the length of the starboard side pin 25 in the width direction is formed to be longer than the length of the port side pin 26 in the width direction. Further, the starboard side pin 25 is formed with an angle (angle of attack) γ in the range of 5 degrees or more and 10 degrees or less at which the front end 25f rises. Further, the port side pin 26 is formed with an angle (angle of attack) δ in the range of 0 degrees or more and 5 degrees or less at which the front end 26f rises.

In addition, as shown in Fig. 17, the starboard side pin 25 has a front end 25f relative to the extension line Lcp of the propeller shaft Pc when viewed in the vertical direction Z of the ship key 10 It extends at an inclination angle of 70 to 90 degrees (for example, No. 80), and the tip (25t) is approximately parallel to the extension line (Lcp) of the propeller shaft center (Pc), and the rear end (25a) is the propeller shaft center ( It is formed in a trapezoidal shape having an inclination angle (for example, 55 degrees) of 40 degrees to 70 degrees with respect to the extension line Lcp of Pc).

In addition, as for the port side pin 26, when viewed from the vertical direction (Z) of the ship key 10, the front end 26f is an inclination angle of 60 degrees to 90 degrees with respect to the extension line Lcp of the propeller shaft center Pc (for example, 75 degrees), and the front end (26t) is approximately parallel to the extension line (Lcp) of the propeller shaft center (Pc), and the rear end (26a) is 40 degrees to 70 degrees to the extension line (Lcp) of the propeller shaft center (Pc). It is formed in a trapezoidal shape with an inclination angle of degrees (for example, 45 degrees).

In the case where the propeller 2 is turned counterclockwise when viewed from the rear of the hull, although not shown, the starboard side pin 25 and the port side pin 26 are configured as follows.

The starboard side pin 25 is formed so that the tip 25t of the starboard side pin 25 enters between the first circle Ct1 and the second circle Ct2. Further, the port side pin 26 is formed so that the tip 26t of the port side pin 26 enters between the second circle Ct2 and the third circle Ct3. Further, the length of the starboard side pin 25 in the width direction is shorter than the length of the port side pin 26 in the width direction. In addition, the starboard side fin 25 is formed with an angle (angle of attack) γ in the range of 0 degrees or more and 5 degrees or less at which the front end 25f rises. Further, the port side fin 26 is formed with an angle (angle of attack) δ in the range of 5 degrees or more and 10 degrees or less at which the front end 26f rises.

In addition, in this case, the starboard side pin 25 has an inclination angle of 60 degrees to 90 degrees with respect to the extension line Lcp of the propeller shaft Pc when the front end 25f is viewed from the vertical direction Z of the ship key 10 For example, 75 degrees), and the tip 25t is approximately parallel to the extension line Lcp of the propeller shaft Pc, and the rear end 25a is 40 with respect to the extension line Lcp of the propeller shaft Pc. It is formed in a trapezoidal shape having an inclination angle of degrees to 70 degrees (for example, 45 degrees).

In addition, when viewed from the vertical direction (Z) of the ship key 10, the port side pin 26 has an inclination angle of 70° to 90° with respect to the extension line (Lcp) of the propeller shaft center (Pc) of the front end (26f). (Fig.), and the tip 26t is approximately parallel to the extension line Lcp of the propeller shaft center Pc, and the rear end 26a is 40 degrees to 70 degrees with respect to the extension line Lcp of the propeller shaft center Pc. It is formed in a trapezoidal shape with an inclination angle (for example, 55 degrees).

According to this configuration, the length of the starboard side pin 25 and the port side pin 26 in the width direction (Y) is shortened, so that the generation of propulsive force due to the lift of the starboard side pin 25 and the port side pin 26 is somewhat reduced. While securing, it is possible to suppress an increase in resistance caused by the starboard side pin 25 and the port side pin 26, so that the generation of a thrust force and an increase in resistance can be properly balanced.

In addition, when applied to a reaction key, these starboard side pins 25 and port side pins 26 separate the flow of the propeller into the flow of the upper part 11a of the key and the flow to the lower part 11b of the key, and flow. As a result, it is possible to more efficiently obtain a driving force as a reaction key.

The ship key 10A of the second embodiment according to the present invention is a steering for supporting the key plate 11 by the post 13 as shown in Figs. 19 to 25.

In the ship key 10A of this second embodiment, since the key plate 11 is supported by the post 13, the key upper end surface Su is formed on the upper side of the key plate 11. It is only different from the configuration of the ship key 10 of the first embodiment in that the upper water flow control plate 22 is not formed by installing the upper vortex control plate 23 on the key upper surface Su of this key plate 11, Other configurations are the same. In addition, the upper vortex control panel 23 is installed in the same concept as the lower vortex control panel 21.

As shown in Figs. 19 and 20, this upper end vortex control plate 23 is provided on the key top surface Su of the key plate 11 of the ship key 10A. The code length of the key plate 11 of the key top surface Su with respect to the long direction X of this key top surface Su is taken as the top key length Lu. In addition, a range of 5% or more and 15% or less, more preferably 5% or more and 10% or less of the upper key length Lu at the rear of the front end 11f of the key upper surface (Su) is the upper first region (Ru1). To In addition, a range of 5% or more and 50% or less of the upper key length Lu in front of the rear end 11ua of the key upper surface (Su), and more preferably 30% or more and 45% or less is the upper second area (Ru2). ).

The upper vortex control panel 23 is configured by disposing the front end 23f in the upper first region Ru1 and the rear end 23a in the upper second region Ru2.

In addition, as shown in Fig. 20, with respect to the width direction Y of the top surface Su of the key, in at least 80% or more and 90% or less of the longitudinal direction X of the lower vortex control panel 21, the upper vortex control panel 23 ) Width (protrusion) (Bub) (x) of the key top surface (Su) at the front and rear position (x) of the key width (Bu) (x) by 5% or more and 30% or less, more preferably 10% or more It is formed in 20% or less. That is, "0.05 × (Bu)(x) ≤ (Bub)(X) ≤ 0.30 × (Bu)(x)", more preferably "0.10 × (Bd)(x) ≤ (Bdb)(x ) ≤ 0.20 × (Bd)(x)”. In addition, when the lower vortex control plate 21 is at least 80% or more and 90% or less of the longitudinal direction X, in the shape where the width gradually narrows in the front and rear sides of the lower vortex control plate 21, "0.05 x (Bd )(x)≦(Bdb)(x)” or “0.10 (Bd)(x)≦(Bdb)(x)” cannot be maintained, so this shape is also included.

This is a member installed on the top surface (Su) of the key plate 11 of the ship's key 10, so that even if the key is bent and the rudder angle increases in the sealing rudder of the prior art, the wake of the propeller does not flow to the outside of the key plate 11 , There is a front end plate formed of a wide plate to guide to the key surface. This top plate cooperates with the low end plate installed on the lower side of the key of the key plate 11 to exert a hitting power even at a large rudder angle.

On the other hand, the upper vortex control panel 23 has a shorter length and narrower width compared to the front end plate, and its function is also to control the occurrence of the blade end occurring at the upper end of the key plate, and the upper vortex control panel 23 The size of) is smaller than that of the top plate, and even when going straight, when holding the key, it is possible to improve the hitting force with the resistance as a whole key being relatively small.

Since this upper vortex control plate 23 is for the purpose of controlling the generation and the tip of the key plate 11 flowing out from the upper end of the key plate 11, the front end 11f of the key plate 11 does not protrude in the front and rear direction. ), it is installed between the rear portion and the front portion of the rear end (11ua). In addition, the outer shape of the plane viewed from the vertical direction Z of the upper vortex control panel 23 is formed in the shape of a wing that is swollen along the outer periphery of the shape of the wing of the key plate 11.

As a planar shape for relatively easy design of the upper vortex control panel 23, (F3) is 0.05 or more and 0.30 or less, more preferably in at least 80% or more and 90% or less of the longitudinal direction X of the upper vortex control panel 23. Select the shape of (Bub) (x) = (F3) × (Bu) (x) with a constant value between 0.10 and 0.20, and (Bub) (x) on the front and rear sides are asymptotic to zero, respectively. There is a form of letting go.

In addition, when ``(Bub)(x) <0.05 × (Bu)(x)'', the rectification effect with the tip is reduced, and when ``0.30 × (Bu)(x) <(Bub)(x)'', the key plate 11 ), the balance between the rectification effect with the tip and the increase in resistance deteriorates. In addition, when “0.10 × (Bu)(x) ≤ (Bub)(x) ≤ 0.20 × (Bu)(x)” is reached, a good balance between the rectification effect with the tip and increase in resistance can be achieved.

In addition, the arrangement position, length and width (Bub) (x) and the like in the longitudinal direction X with respect to the upper vortex control panel 23 need not necessarily be the same on the starboard side and the port side. The arrangement position, length and width of the upper vortex control panel 23 can be obtained experimentally.

The ship keys 10 and 10A of the first and second embodiments of the present invention include the lower vortex control panel 21, the upper water flow control panel 22 or the upper vortex control panel 23, the rudder valve 24, and the starboard. It is comprised by providing both the side pin 25 and the port side pin 26.

However, any one of these configurations or a combination of several may be used. In addition, when the starboard side pin 25 or / and the port side pin 26 are installed without providing the rudder valve 24, they are directly installed on the key plate 11.

Any one of these configurations can exhibit the effects as described above, and is an effective combination of two or more, for example, a combination of the lower vortex control panel 21 and the upper water flow control panel 22 or the upper vortex control panel 23, or a rudder valve. The respective effects can also be exhibited by a combination of (24) and the starboard side pin 25 or the port side pin 26.

And the ship of the embodiment of the present invention, the ship keys 10 and 10A and the lower vortex control panel 21, the upper water flow control panel 22 or the upper vortex control panel 23, the rudder valve 24, the starboard side It is configured to include a ship key having a configuration of any one of the pin 25 and the port side pin 26, or several combinations.

Ship keys 10 and 10A of the above configuration and the lower vortex control panel 21, the upper water flow control panel 22 or the upper vortex control panel 23, the rudder valve 24, the starboard side pin 25 and the port side pin ( According to the ship's (1, 1A), or the ship's (1, 1A), the rudder power when the key is folded and the rudder angle is relatively large, while the ship's straight resistance is small and energy is saved. You can plan.

In particular, by installing the lower vortex control panel 21, the upper water flow control panel 22, or the upper vortex control panel 23 with a retreat from the leading edge 11f of the key plate 11, a remarkable increase in resistance can be prevented, while the thrust increases. Can be obtained at the same degree as if not retreated. Likewise, by installing the lower vortex control panel 21, the upper water flow control panel 22, or the upper vortex control panel 23 forward than the trailing edge 11a of the key plate 11, an increase in resistance and an increase in thrust can be obtained as it is. have.

1, 1A ship
2 propeller
2b propeller boss
10 Ship key (Mariner key)
10A ship key (steering)
11 key board
11a key upper part
The front part of the upper part of the 11af key
11b key lower part
The front part of the lower part of the 11bf key
Shear at the bottom of the 11df key
11f key plate shear
11m(z) the rear end of the torsion part (up and down position z)
12 rudder horn
13 landlords
21 Lower vortex control panel
21a The rear end of the lower vortex control panel
Front end of 21f lower vortex control panel
22 Upper water flow control panel
22a The rear end of the upper water flow control panel
22ap Projection position of the rear end of the upper water flow control panel
Front end of 22hf upper water flow control panel
22hf The front end of the upper water flow control panel and the key plate
23 Upper Vortex Control Panel
24 rudder valve
24f rudder valve front
24c rudder valve front outer periphery
25 Starboard Pin
25a trailing edge of starboard pin
25f front end of starboard pin
25t Starboard side pin tip (先端)
26 Port side pin
26a the trailing edge of the port side pin
26f front end of port side pin
26t port side pin tip
Bd(x) key width at the bottom of the key (舵幅)
Bdb(x) Width of lower vortex control panel (protrusion)
Bh(x) Height of the upper horizontal section
Bhb(x) Projected width of the upper water flow control panel in the upper horizontal section (projection amount)
Key width at the top of the Bu(x) key
Width of upper vortex control panel of Bub(x)
C1 nested cylinder (內包円筒)
C2 nested cylinder
Ct1 first circle
Ct2 second circle
Ct3 third circle
Dc1 inner cylinder diameter
Dc2 outer cylinder diameter
Dp propeller diameter
Lcp propeller shaft center extension
Ld lower key length (key plate length on the lower side of the key)
Lf Installation key length (the length of the key plate in the horizontal section of the installation)
Lh upper key length (key plate length in upper horizontal section)
Lu upper key length (the length of the code on the top of the key on the key board)
L(z) horizontal section key length
P1 intersection
Pc propeller shaft center
Rd1 lower first area
Rd2 lower second area
Rf1 installation first area
Rh1 upper first area
Rh2 upper second area
Rm1(z) central first area
Ru1 upper first area
Ru2 upper second area
Rz1 first upper and lower range
Rz2 2nd upper and lower range
Sd key bottom side
Sf installation horizontal section
Sh upper horizontal section
Top of the keys on the Su key plate
S(z) Each horizontal section in the vertical direction (Z) of the key plate
X ship's omnidirectional
Y transport direction
Z upward
α, β twist angle
γ angle of starboard pin (angle of attack)
δ Angle of the pin on the port side (angle of attack)

Claims (8)

Install the lower vortex control board on the lower side of the key board of the ship key,
With respect to the long direction of the lower surface of the key, the length of the key plate on the lower surface of the key is the length of the lower key, and the range of 5% or more and 15% or less of the length of the lower key at the front and rear of the lower surface of the key is lowered. A first area, and a range of 5% or more and 50% or less of the length of the bottom key in front of the rearmost end of the key bottom surface is set as the bottom second area,
At the same time as disposing the front end of the lower vortex control panel in the lower first region,
Arranging the rear end of the lower vortex control panel in the lower second region,
In addition,
With respect to the width direction of the lower surface of the key, in at least 80% or more of the lengthwise direction of the lower vortex control panel, the width of the lower vortex control panel is 5% or more and 30% or less of the width of the key at the lower surface of the key at the front and rear positions. And
Ship key, characterized in that forming the lower vortex control plate. The upper water flow control plate according to claim 1, wherein in the vertical direction of the key plate, an upper water flow control plate is installed in a first vertical range of 40% or more and 60% or less of the propeller diameter on the intersection of the front end of the key plate and the extension line of the propeller shaft center,
When the upper water flow control plate is projected on the upper horizontal section from the vertical direction in the upper horizontal section including the front end crossing the upper water flow control plate and the key plate,
In the longitudinal direction of the upper horizontal section, the length of the key plate in the upper horizontal section is the upper key length, and 3% or more and 15% or less of the length of the upper key behind the front end of the key plate in the upper horizontal section. The range of is referred to as an upper first region, and a range of 25% or more and 45% or less of the length of the upper key to the rear of the front end of the key plate in the upper horizontal section is an upper second region,
At the same time as disposing the front end of the upper water flow control plate in the upper first region,
Arranging the projection position of the rear end of the upper water flow control panel in the upper second area,
In addition,
With respect to the width direction of the upper horizontal section, in at least 80% of the longitudinal direction (X) of the upper water flow control panel, the projected width of the upper water flow control panel in the upper horizontal section is the key width of the upper horizontal section at the front and rear positions thereof. 3% or more and 20% or less of
Ship key, characterized in that forming the upper water flow control plate. The method according to claim 1 or 2, wherein the ship key is configured by steering,
Install an upper vortex control panel on the upper surface of the key of the key plate,
With respect to the long direction on the top of the key, the length of the cord on the top of the key is the length of the top key, and the range of 5% or more and within 15% of the length of the top key behind the front end of the key top surface is the first An area, and a range within 5% or more and 50% of the length of the top key in front of the rearmost end of the key top surface is set as the top second area,
At the same time as disposing the front end of the upper vortex control plate in the upper first region,
A rear end of the upper vortex control panel is placed in the upper second region,
In addition,
With respect to the width direction of the top surface of the key, the width of the top vortex control panel is set to 5% or more and 30% or less of the width of the key on the top surface of the key at its front and rear position,
Ship key, characterized in that forming the upper vortex control plate. The front side of the upper part of the key above the intersection of the front end of the key board and the extension line of the propeller shaft in the vertical direction of the key board, and the front side of the lower part of the key below the intersection. At the same time twisting the parts in opposite directions,
For the front and rear directions of the key plate in each horizontal section of the key plate in the vertical direction,
A range of 30% or more and 50% or less of the length of the key in the horizontal section, from the front end of the key in the horizontal section to the rear, as the center first area,
A front end of the torsion portion is a front end of the key plate, and a rear end of the torsion portion is disposed in the central first region of the horizontal section,
Regarding the twisting of the front portion of the upper portion of the key and the front portion of the lower portion of the key,
In case the propeller turns clockwise when viewed from the rear of the hull,
The front part of the upper part of the key is formed by twisting it in a range of 5 degrees to 20 degrees to the port side, and at the same time, the front part of the key lower part is twisted in a range of 5 degrees to 20 degrees to the starboard side,
When the propeller turns counterclockwise when viewed from the rear of the hull,
Characterized in that the front part of the upper part of the key is twisted in a range of 5 degrees to 20 degrees to the starboard side, and the front part of the key lower part is twisted in a range of 5 degrees to 20 degrees to the port side. Key for ships. The method of claim 4, wherein while supporting the key plate with a rudder horn,
A ship key, characterized in that the rudder horn is twisted in the same direction as the front part of the upper part of the key. The method according to any one of claims 1 to 6, wherein, in the vertical direction of the key plate, between a position 10% below the propeller diameter and a position 10% above at an intersection of the front end of the key plate and the extension line of the propeller shaft center. The starboard side pin and the port side pin are provided in the second upper limit range of,
When viewed from the direction of the propeller shaft, a circle with a diameter of 15% of the diameter of the propeller is a first circle in a concentric circle centered on the propeller shaft, a diameter of 22% of the diameter of the propeller is a second circle, and a circle having a diameter of 30% of the diameter of the propeller In the third circle,
When the propeller turns clockwise when viewed from the rear of the hull, the starboard side pin is placed between the second circle and the third circle and the front end rises at an angle in the range of 5 degrees or more and 10 degrees or less. It is formed with (γ), and has an angle (δ) in the range of 0 degrees or more and 5 degrees or less at which the front end of the port side pin enters between the first and second circles and rises. ,
In the case where the propeller turns counterclockwise when viewed from the rear of the hull, the starboard side pin is inserted between the first circle and the second circle, and the front end is increased in the range of 0 degrees or more and 5 degrees or less. It is formed with an angle (γ), and the port side pin is formed with an angle (δ) in the range of 5 degrees or more and 10 degrees or less at which the front end of the pin goes between the second circle and the third circle. Ship keys, characterized in that the. The method of claim 6, wherein the rudder valve is installed at a rear portion of the propeller boss of the key plate,
At the same time to form the entire (front) of the rudder valve flat,
Ship key, characterized in that the shape of the front outer periphery of the rudder valve is formed to fit between the inner cylinder having a diameter of 105% of the diameter of the propeller boss and the outer cylinder having a diameter of 120% of the diameter of the propeller boss . The ship according to any one of claims 1 to 7, characterized in that a ship key is provided.

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