KR20230013651A - Full spade rudder of vessle - Google Patents

Abstract

The present invention relates to a full spade rudder of a vessel and includes: a rudder body rotatably installed in the left and right directions behind a propeller installed in the lower rear part of a hull and having a leading edge part and a trailing edge part extending therefrom; and a bulb provided integrally with the rudder body at the front center of the leading edge part of the rudder body. Through a technical structure in which the rudder body is divided into four parts in the vertical direction of first to fourth guide parts in accordance with the distribution of the wake acting on the leading edge part of the rudder body, the rudder body can induce the wake more smoothly, thereby reducing hull resistance and stern vibration noise and improving the overall steering and driving performance of a vessel.

Description

Ship's fully movable rudder {FULL SPADE RUDDER OF VESSLE}

The present invention relates to a rudder capable of adjusting the traveling direction of a ship, and more particularly, a bulb that prevents gap cavitation, reduces vortex cavitation, and saves fuel of a ship is integrated into the rear end of the rudder body It relates to a fully movable rudder of a ship provided with

In general, a ship includes a propeller that generates propulsion and a rudder that adjusts the direction of the ship by using the propulsion generated from the propeller.

When the rudder of a ship has an angle of attack according to the flow of water, it operates on the principle of adjusting the direction of the ship by using the vertical component of the lift acting here as a turning force. It plays the role of adjusting the direction of the ship by changing the direction of action of the propulsion force.

Among the performances required for a ship's rudder, it is important that it can generate large lift, that it is difficult to stall even if the angle of attack is large, and that the change in the location of the landing point of lift is small even if the angle of attack is greatly changed. It is known.

The rudder applied to the first ship was a single-plate rudder with a simple configuration in which a rudder plate in the form of a single plate was mounted on the stern. It is small, and has caused various problems such as very large resistance.

Accordingly, various types of rudders are continuously being developed to solve these problems and optimize the performance of the rudder.

For example, in the rudder of a ship being developed to increase lift, an accelerated fluid passing through the gap between the movable part and the fixed part of the rudder increases the flow speed on the rear side of the rudder, thereby increasing lift. rudder), a flap rudder that increases lift by modifying the cross-sectional camber of the rudder according to the state of use by movably configuring a part of the rear of the rudder, and an active rudder that generates coasting force even at low speeds with a propeller attached to the rudder (active rudder), etc.

The ship's rudder can be divided into a full spade rudder and a horn rudder according to its structure.

Recently, as ships have become larger and faster, the slip stream generated from the propeller has a very high downstream speed, and the rudder directly affected by the slip stream has not only lift or drag but also cavitation. It is attracting a lot of attention from this point of view.

In general, a ship's propeller uses only about 70% of the power generated by the main engine as propulsion to propel the ship forward, and the remaining power of the engine is propeller friction, heat loss, rotational flow at the rear of the propeller, and propeller hub vortex. wasted, etc.

Among them, the rotational flow behind the propeller and the hub vortex correspond to about 5 to 7% and 1 to 3% of the power, and the strong hub vortex generates hub vortex cavitation, which reduces noise, vibration, and rudder It causes problems such as erosion and corrosion.

In order to recover wasted energy and solve problems caused by cavitation, various devices have been conventionally developed and applied to ships.

The effects of cavitation are caused by the tip vortex cavitation and hub vortex cavitation generated by the propeller, and the rudder itself cavitation generated by the rudder due to the increase in the flow rate or angle of incidence of the incident flow. Damage caused by cavitation is mainly damage to the upper part of the rudder due to cavitation of the tip vortex generated from the propeller, damage to the middle part of the rudder due to cavitation of the hub vortex, and damage to the rudder in a special case. It can be divided into damage to the lower part of the rudder due to its own cavitation and damage to the lower end part due to sole cavitation.

As part of reducing the impact of such cavitation as much as possible to improve ship maneuverability, the shape of the rudder is changed, or a special coating is applied to the surface of the rudder to absorb shock caused by cavitation. To minimize this, a hump-shaped rudder bulb is installed on the rudder.

1 is a plan view of a fully movable rudder of a general ship.

As shown in FIG. 1, the fully movable rudder 200 of the ship is installed at the rear of the propeller 300 of the ship, and is rotatably connected to the hull through the rudder stock to adjust the moving direction of the ship.

The rudder body 210 of the ship rudder 200 includes a leading edge portion 211 provided to face the rear of the ship's propeller 300 and a trailing edge portion 212 extending from the leading edge portion 211 It has a streamlined planar shape.

When the propeller 300 rotates during the operation of the ship, the inflow from the front to the rear of the propeller 300 in the hull is strongly discharged while passing through the propeller 300, and the leading edge of the rudder body 210 as a wake ( 211) enters.

The leading edge portion 211 is a portion where the wake introduced into the rudder body 210 by the propeller 300 first meets the rudder body 210 .

The wake flow is divided into both sides of the rudder main body 210 by the leading edge portion 211, flows along the side of the rudder body 210, and then rejoins at the trailing edge portion 212.

In other words, the rudder body 210 receives the wake, but causes the wake flow to be biased to the port side so that the ship turns to the left, or the wake flow to starboard side to make the ship turn to the right side.

As shown in FIG. 1, in the fully movable rudder 200 of the ship, when viewed in a plan view, the leading edge 211 at the tip of the rudder body 210 into which the wake enters has a curved shape, and the divided wake flows into the rudder body 210 ) The rear trailing edge portion 12 has a wedge-shaped pointed shape.

In FIG. 1, the bulb 220 is provided on the leading edge portion corresponding to the center of the propeller of the rudder body.

2 is a distribution diagram of a wake generated due to rotation of a propeller of a ship.

On the other hand, during the ship's operation, the propeller 300 rotates in one direction (for example, clockwise), and as described above, the wake generated by the rotation of the propeller 300 acts on the rudder 200, At this time, as shown in FIG. 2, the strongest wake velocity (yellow-colored part) is generated in the outer direction of the rotational direction of the propeller to the lower side of the leading edge 211 of the rudder body 200, and the bulb 220 The lowest wake velocity occurs at the center of the bulb 220 and at two places on both sides of the upper side of the bulb 220 (blue part).

Since loss occurs when the wake velocity distribution of the propeller increases in this way, it is preferable to design the shape to have a rudder that reduces the difference in the wake velocity distribution of the propeller.

Accordingly, a number of techniques have been proposed to more smoothly induce a wake by twisting the leading edge 211 of the rudder body 200 to the left or right.

Patent Document 1 below is for high-speed ships with load propellers, for ships with rudder blades with leading and trailing edges to avoid erosion on the rudder that appears due to cavitation formation, and to reduce or keep fuel consumption low. For a rudder, the rudder blade has two overlapping rudder blade sections, the leading section and/or trailing section being: one leading edge section and/or one trailing edge section on port or starboard off-center and the other leading edge section and/or the other trailing edge section is on the starboard or port side off-center and; one leading and/or trailing section has a port side bifurcation projecting over the other leading and/or trailing section, and the other leading and/or trailing section has a starboard side projecting over the one leading and/or trailing section It is offset from the center in such a way that it has branching planes: the fluid flow body is made in such a way that the dimensions are adopted as the branching plane dimensions, the fluid flow body covers the diverging planes and constitutes a fully movable rudder for ships configured in each diverging plane area. is disclosed.

In Patent Document 2 below, in an asymmetric fully movable rudder in which a rudder is installed at the rear of a ship, it is composed of an upper rudder and a lower rudder, and the nose strip of the upper rudder is directed to the port or starboard side, and the nose strip of the lower rudder is the upper rudder It is off-center toward the other side of the nose strip of the rudder, forming a discontinuous surface around the height of the propeller shaft center of the rudder, and the discontinuous surface is formed from the point where the width direction thickness of the upper and lower rudder sections is maximum to the front, and the discontinuous surface is formed from the rudder surrounding it. An asymmetric fully movable rudder having a bulb is disclosed.

Republic of Korea Patent Registration No. 10-1281977 (registered on June 27, 2013) Republic of Korea Patent Registration No. 10-0903067 (registered on June 9, 2009)

However, since the fully movable rudder of the ship according to the prior art including Patent Documents 1 and 2 has a twisted shape to the left or right only on the leading edge of the rudder body where the wake generated during the propeller operation enters, the wake flow distribution is different It is not possible to stably induce, and accordingly, there is a problem of causing some degree of hull vibration and noise.

The present invention is to solve the problem of the fully movable rudder of the ship according to the prior art, and its purpose is to more stably induce the wake generated during the operation of the propeller in the course of the ship's operation, thereby hull vibration and noise It is to provide a fully movable rudder of a ship that can reduce the ship's steering performance, propulsion performance, and fuel efficiency as well as reduce the

In order to achieve the above object, the fully movable rudder of the ship according to the present invention is rotatably installed in the left and right directions at the rear of the propeller installed in the lower rear part of the hull, and the leading edge part and the trailing edge extending therefrom Rudder body having a portion; A bulb integrally provided with the rudder body at the front center of the leading edge portion of the rudder body, and the rudder body is moved in the vertical direction of the first to fourth guide portions according to the distribution of the wake acting on the leading edge portion of the rudder body. It is characterized in that it is partitioned into four parts of.

In the fully movable rudder of the ship according to the present invention, the first guide part has a leading edge part and the trailing edge part twisted in the right direction at an angle gradually increasing downward, and the second guide part has the upper and lower ends of the leading edge at the same angle At the same time, the upper and lower ends of the trailing edge are twisted to the left at the same angle, and the leading edge and trailing edge are twisted to the right at the same angle, and the leading edge and trailing edge are twisted to the right gradually toward the bottom. , It is characterized in that the upper and lower ends of the leading edge portion are twisted in the right direction at the same angle, and the upper and lower ends of the trailing edge portion are twisted in the right direction at the same angle.

In the fully movable rudder of the ship according to the present invention, the left twist angle (α) of the leading edge of the first guidance unit is 2 ° to 8 °, and the left twist angle (β) of the trailing edge is set in the range of 1 ° to 5 ° It is characterized by doing.

In the fully movable rudder of the ship according to the present invention, the right twist angle (α) of the leading edge of the third guidance unit is 2° to 8°, and the right twist angle (β) of the trailing edge of the third guidance unit is 1° to 5 It is characterized by setting in the ° range.

In the fully movable rudder of the ship according to the present invention, the ratio of the vertical heights between each induction part of the rudder body is set in consideration of the distribution of the wake acting on the leading edge of the rudder body, and the vertical height of the first guidance part: the second guidance part The vertical height of: the vertical height of the third induction unit: characterized in that the ratio of the vertical height of the fourth induction unit is set in the range of 0.10 to 0.20: 0.17 to 0.27: 0.25 to 0.35: 0.30 to 0.42.

According to the fully movable rudder of the ship according to the present invention, the rudder body can induce the wake more smoothly because the upper and lower parts of the rudder body are configured in a suitable form in consideration of the distribution of the wake generated by the operation of the propeller. Therefore, it is possible to reduce hull resistance and stern vibration noise, and to improve the overall steering performance and thrusting performance of the ship.

1 is a plan view of a fully movable rudder of a general ship;
2 is a distribution diagram of the wake generated by the rotation of the propeller of the ship;
3 is a plan view of a fully movable rudder of a ship according to the present invention;
4 is a perspective view of a fully movable rudder of a ship according to the present invention;
5 is a right side view of a fully movable rudder of a ship according to the present invention;
Figure 6 is a rear view of the fully movable rudder of the ship according to the present invention.
7a to 7d are plan views of each induction part of the rudder body of the fully movable rudder of the ship according to the present invention.
8 is a distribution diagram of a wake generated by rotation of a propeller of a ship according to the present invention.

Hereinafter, a fully movable rudder of a ship according to the present invention will be described in detail based on the accompanying drawings. For reference, the size of components, the thickness of lines, etc. shown in the drawings referred to in describing the present invention may be somewhat exaggerated for convenience of understanding.

In addition, the terms used in the description of the present invention are defined in consideration of the functions in the present invention, and may vary depending on the user, operator's intention, convention, and the like. Therefore, the definition of this term deserves to be made based on the contents throughout this specification.

And in this application, terms such as 'include' and 'have' refer to the existence of a specific number, step, operation, component, part, or combination thereof described in the specification, but one or more other It should be understood that the presence or addition of features, numbers, steps, operations, components, parts, or combinations thereof is not precluded.

In addition, the present invention is not limited to the embodiments disclosed below, but will be implemented in a variety of different forms, and only this embodiment makes the disclosure of the present invention complete, and the scope of the invention to those skilled in the art. It is provided for complete information.

Therefore, since the present invention can have various changes and various forms, implementation examples (態樣, aspects) (or embodiments) will be described in detail in the specification. However, this is not intended to limit the present invention to a specific disclosed form, and it should be understood to include all changes, equivalents, and substitutes included in the technical spirit of the present invention, and the singular expression used in this specification is clearly different from the context. Include plural expressions unless otherwise indicated.

However, in describing the present invention, detailed descriptions of known or known functions or configurations will be omitted to clarify the gist of the present invention.

Hereinafter, "upward", "downward", "front" and "rearward" and other directional terms are defined based on the state shown in the drawings.

Figure 3 is a plan view of a fully movable rudder of a ship according to the present invention, Figure 4 is a perspective view of a fully movable rudder of a ship according to the present invention, Figure 5 is a right side view of a fully movable rudder of a ship according to the present invention Figure 6 is a rear view of the fully movable rudder of the ship according to the present invention.

The fully movable rudder 100 of the ship according to the present invention includes a rudder body 110 and a bulb 120.

The rudder body 110 is a part that allows the direction of the ship to be adjusted by converting the horizontal flow of water generated through the rotation of the propeller 300 to the left or right, and the propeller 300 installed in the lower rear part of the hull It is installed to be rotatable in the left and right directions at the rear of.

The rudder body 110 has a flat shape formed in a streamlined shape to minimize water resistance, a leading edge portion 111 provided to face the rear of the propeller 300, and a trailing edge portion extending from the leading edge portion 111 (112).

The bulb 120 is a part that prevents gap cavitation by reducing the gap between the front end of the fully movable rudder 100, the propeller 300 and the center, and is located in the front center of the leading edge 111 of the rudder body 110. It is provided integrally with the rudder body 110.

On the other hand, the fully movable rudder 100 of the ship according to the present invention is to optimize the shape of the rudder body 110 according to the distribution of the wake acting on the leading edge portion 111 of the rudder body 110.

In the fully movable rudder 100 of the ship according to the present invention, the rudder body 110 is divided into four parts in the vertical direction of the first guide part 110a to the fourth guide part 110d.

Figure 7a is a top plan view of the first guide portion of the rudder body of the fully movable rudder of the ship according to the present invention, omitting the bulb 110, Figure 7b is the first of the rudder body of the fully movable rudder of the ship according to the present invention The illustration of the bulb 110 is omitted as a top plan view of the second guide portion, and FIG. 7C is a top plan view of the third guide portion of the rudder body of the fully movable rudder of the ship according to the present invention, and the illustration of the bulb 110 is omitted. 7d is a top plan view of the fourth guide part of the rudder body of the fully movable rudder of the ship according to the present invention, and the bulb 110 is omitted.

The first guide portion 110a is provided at the upper end of the rudder body 110, and as shown in FIGS. 7A and 7B, the leading edge portion 111a and the trailing edge portion 112a gradually increase in the left direction toward the bottom has a twisted shape.

At this time, the left twist angle α of the leading edge portion 111a of the first guide portion 110a and the left twist angle β of the trailing edge portion 112a take into account the wake acting on the leading edge portion 111a For example, the left twist angle α of the leading edge portion 111a is 2° to 8°, preferably 4° to 6°, and more preferably 5°. there is. In addition, the left twist angle β of the trailing edge portion 112a may be set to 1° to 5°, preferably 1.5° to 2.5°, and more preferably 2°.

The second guide portion 110b is provided below the first guide portion 110a, and as shown in FIGS. 7B and 7C, the upper and lower ends of the leading edge portion 111b are twisted leftward at the same angle, and the trailing edge The upper and lower ends of the portion 112b are twisted in the left direction at the same angle.

Since the second guide portion 110b is provided below the first guide portion 110a, the twist angle of the leading edge portion 111b and the twist angle of the trailing edge portion 112b of the second guide portion 110b are The twist angle of the lower end of the leading edge portion 111a and the twist angle of the lower end of the trailing edge portion 112a of 110b) are the same.

The third guide portion 110c is provided below the second guide portion 110b, and has a form in which the leading edge portion 111c and the trailing edge portion 112c twisted in the right direction are gradually twisted in the right direction as they go downward. .

That is, the upper end of the third guide part 110c has a form in which the leading edge part 111c and the trailing edge part 112c are twisted in the right direction as shown in FIG. Similarly, the trailing edge portion 112c has a twisted shape in the right direction.

At this time, the right twist angle α of the leading edge portion 111c of the third guide portion 110c and the right twist angle β of the trailing edge portion 112c are taken into account the wake acting on the leading edge portion 111c. For example, the right twist angle α of the leading edge portion 111c is 3° to 7°, preferably 4° to 6°, and more preferably 5°. there is. In addition, the right twist angle β of the trailing edge portion 112c may be set to 1° to 5°, preferably 1.5° to 2.5°, and more preferably 2°.

The fourth guide part 110d is provided below the third guide part 110c, and as shown in FIG. 7d, the upper and lower ends of the leading edge part 111d are twisted in the right direction at the same angle, and at the same time, the trailing edge part 112d ) has a form in which the upper and lower ends of ) are twisted to the right at the same angle.

Since the fourth guide portion 110d is provided below the third guide portion 110c, the twist angle of the leading edge portion 111d and the twist angle of the trailing edge portion 112d of the fourth guide portion 110d are The twist angle of the lower end of the leading edge portion 111c and the twist angle of the lower end of the trailing edge portion 112c of 110c) are the same.

The leading edge portion 111a of the first guide portion 110a and the leading edge portion 111c of the third guide portion 110c have the same twist angle α, and the leading edge portion 111c of the third guide portion 110c and the twist angle β of the leading edge portion 111c of the third guide portion 110c are the same.

The ratio of the vertical heights between each guide portion 110a to 110d of the rudder body 110 of the fully movable rudder 100 of the ship according to the present invention is the wake acting on the leading edge portion 110 of the rudder body 110 It is preferable to set in consideration of the distribution. At this time, the vertical height (H1) of the first guiding part 110a : the vertical height (L2) of the second guiding part 110b : the vertical height (H3) of the third guiding part 110c : The ratio of the height H4 of the fourth induction part 110d can be set in the range of 0.10~0.20 : 0.17~0.27 : 0.25~0.35 : 0.30~0.42, preferably 0.15 : 0.22 : 0.29 : 0.34. there is.

In the fully movable rudder 100 of the ship according to the present invention, the rudder body 110 is partitioned into four guide parts 110a to 110b in the vertical direction, and each guide part (110a to 110b) is stably affected by the wake acting thereon. Since it is configured in a form capable of responding, the rudder body 110 can stably respond to the wake generated by the operation of the propeller 300 during the ship operation process, and the load applied thereto can be reduced, so of course the vibration and It is possible to significantly reduce noise, improve steering performance and propulsion performance of a ship, and save fuel.

8 is a distribution diagram of wake velocity generated by rotation of a propeller of a ship by applying a rudder according to the present invention.

On the other hand, during the ship's operation, the propeller 300 rotates in one direction (for example, clockwise), and as described above, the wake generated by the rotation of the propeller 300 acts on the rudder 100, As shown in FIG. 8, the wake velocity generated at this time is strong as a whole except for the left and right upper parts of about 60 ° based on the center of the propeller of the leading edge 111 of the rudder body 100 (yellow color) , a low wake velocity occurs on the bulb side, which is the center of the propeller, and a moderate wake velocity (light green part) occurs on the outer part of the center of the bulb and the upper part.

As shown in FIG. 8, it can be seen that a large difference occurs between the wake speed of the rudder according to the present invention and the wake speed distribution of the rudder according to the prior art of FIG. 2. As shown in FIG. 8, in the rudder according to the present invention, the wake hump of the propeller is uniform, so that vibration is reduced, thereby improving energy efficiency and increasing the lifespan of the rudder.

Although the invention made by the present inventors has been specifically described according to the above embodiments, the present invention is not limited to the above embodiments and can be changed in various ways without departing from the gist of the invention.

100: fully movable rudder
110: rudder body
110a: first induction unit
110b: second induction unit
110c: third induction unit
110d: fourth induction unit
111: leading edge portion
112: trailing edge
120: bulb

Claims (5)

A rudder body 110 rotatably installed at the rear of the propeller 300 installed in the lower rear part of the hull and having a leading edge portion 111 and a trailing edge portion 112 extending therefrom;
According to the distribution of the wake acting on the leading edge 111 of the rudder body 110, the rudder body 110 is divided into four parts in the vertical direction of the first guide part 110a to the fourth guide part 110d. Fully movable rudder of a ship made by According to claim 1,
In the first guide portion 110a, the leading edge portion 111a and the trailing edge portion 112a are twisted in the left direction at an angle gradually increasing toward the bottom,
In the second guide part 110b, the upper and lower ends of the leading edge part 111b are twisted leftward at the same angle, and the upper and lower ends of the trailing edge part 112b are twisted leftward at the same angle,
The third guide portion 110c has a leftward twisted leading edge portion 111c and a trailing edge portion 112c gradually twisted rightward toward the bottom,
In the fourth induction part 110d, the upper and lower ends of the leading edge part 111d are twisted in the right direction at the same angle, and the upper and lower ends of the trailing edge part 112d are twisted in the right direction at the same angle. Fully movable rudder of a ship made by According to claim 2,
The left twist angle α of the leading edge portion 111a of the first guide portion 110a is 2° to 8°, and the left twist angle β of the trailing edge portion 112a is in the range of 1° to 5°. A fully movable rudder of a ship, characterized in that for setting. According to claim 2,
The right twist angle α of the leading edge portion 111c of the third guide portion 110c is 2° to 8°, and the right twist angle β of the trailing edge portion 112c of the third guide portion 110c is Fully movable rudder of a ship, characterized in that it is set in the range of 1 ° to 5 °. The method according to any one of claims 1 to 4,
The ratio of the vertical heights between the guide parts 110a to 110d of the rudder body 110 is set in consideration of the distribution of the wake acting on the leading edge 110 of the rudder body 110,
Height H1 of the first guiding part 110a : Height L2 of the second guiding part 110b : Height H3 of the third guiding part 110c : Height H4 of the fourth guiding part 110d ) Fully movable rudder of a ship, characterized in that the ratio of 0.10 to 0.20: 0.17 to 0.27: 0.25 to 0.35: 0.30 to 0.42 is set.

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