KR970006656Y1 - Rudder with reaction fin - Google Patents

Abstract

none

Description

Marine Key with Asymmetric Reaction Pins

The present invention relates to a ship's key, and more particularly to improving propulsion performance by placing the key away from the hull centerline in relation to the direction of rotation of the propeller.

(Conventional technology)

In the rear flow (propeller wake) of the ship propeller, there are symmetrical bilge vortices orbiting concentric circles generated around the bilge on the left and right sides of the hull, and rotational flows rotating in the rotational direction of the propeller included in the propeller wake. The current impinges on the key and becomes weak due to the rectifying action of the key, but the bilge vortex or the rotary flow still remains in the flow after the rear end of the key.

It is known from the past that these bilge vortices and rotational flows are positively rectified and converted into a flow in the rearward direction, whereby the propulsion efficiency can be improved.

For example, Japanese Patent Application Laid-Open No. 60-161295 discloses a ship reaction pin apparatus for installing a pair of left and right reaction pins in the wake of a propeller in order to efficiently recover some of the energy of the bilge vortex and the rotary flow as propulsion force. Is disclosed.

In Japanese Utility Model Publication No. 63-170400, the propulsion efficiency is improved by rectifying rotational flows mainly included in the propeller wake, so that the front and side portions of the flap rudder are double flap rudders of a single propeller ship. A double flap rudder has been proposed in which a plurality of rectifying pins are spaced apart at a suitable interval in the height direction and rectified in a swirled propeller wake to reduce the resistance.

On the other hand, the inventors of the present application to install the valve on the streamline in the streamlined cross section on the key at the rear position of the propulsion shaft to rectify the flow of the central part of the rotary flow in which the confused vortex flow is most prominent in the propeller wake, to increase the propulsion efficiency. Another valve was proposed and put into practical use.

(Problem for solution to solve)

As described in the above electronics and publications regarding the bilge vortex and the rotary flow included in the propeller wake, when the direction of rotation of the propeller is, for example, the right turn, the bilge vortex turns weakly on the starboard side as the rotational flow in the opposite direction. On the port side, the bilge vortex is augmented as a rotational flow in the same direction.

However, in the related art, since the key is disposed on the hull centerline, the rectifying action of the key on the bilge vortex or the rotational flow becomes symmetrical, and as shown in FIG. The combined composite rotary flow is strong on the port side, weak on the star side, and asymmetrical.

In other words, the commutation action of the key is not sufficiently exerted on the powerful complex rotary flow on the port side. Similarly, when the direction of rotation of the propeller is left turn, the commutation action of the key is not sufficiently exerted on the strong combined rotary flow on the starboard side. 7 shows the combined rotational flow included in the flow behind the key when a rudder valve is attached to the key when the direction of rotation of the propeller is rotated to the right, and when a plurality of reaction pins are symmetrically disposed radially on the rudder valve. Although the key is disposed on the hull centerline, the left and right asymmetry still remains, and the efficiency of recovering the energy of the complex rotary flow on the port side as a driving force is low.

In the double flap rudder with a pin described in the latter publication, the surface area of the pin is increased as a whole by providing five pins across the front end and both sides of the key, and the resistance increase such as viscous resistance is increased, thereby improving the propulsion efficiency. Can not expect much.

In addition, since the pins are relatively narrow and are horizontally disposed on the side of the key, they are not arranged in a cross shape with respect to the rotational flows included in the propeller wake, and some of the pins are positioned parallel to the rotational flows. Therefore, it is difficult to say that a strong rectifying action is not obtained and can be provided practically.

An object of the present invention is to provide a ship key to improve the propulsion efficiency with a high commutation action.

The ship's key according to the present invention is a key of a ship equipped with a propeller, the key from the rear to the port side when the direction of rotation of the propeller is turned to the right side, or to the starboard side when left turn, 0.1Dp to 0.3Dp (in the entire center line) However, Dp is characterized in that installed away by the distance of the diameter of the propeller).

Further, in the ship's key, a plurality of reaction pins are provided radially with respect to a key center line parallel to the propeller axis and located at the same height on the side of the key, and the reaction pins of the hull centerline shaft with respect to the key are less than the reaction pins on the opposite side. It is characterized in that it is formed long in the radial direction.

Further, the ship's key is provided concentrically with the rotor valve reader 16 in a streamlined shape at the same height as the propeller shaft of the key 14, and the base end portions of the plurality of reaction pins are rudder valves. It is characterized in that fixed to).

1 is a side view of the hull stern, propeller and key

2 is a cross-sectional view taken along the line 2-2 of FIG.

3 is an enlarged perspective view seen from arrow 3 of FIG.

4 is an explanatory diagram of the principle of generating propulsion force in the reaction pin

5 is an explanatory diagram of a principle of generating propulsion force in a reaction pin

6 is a return distribution diagram for the rear end of a key which is not provided with a pin according to the prior art.

7 is a return distribution diagram of a key rear end provided with a leader valve and a pin according to the prior art.

* Description of the symbols for the main parts of the drawings *

11 thruster 14

16: rudder valve 17, 18: reaction pin

19: key center line CL: hull center line

According to the present invention, the ship's key is viewed from the rear, and when the direction of rotation of the propeller is turned to the port side, or to the starboard side when it is turned to the left, 0.1Dp to 0.3Dp (where Dp is the diameter of the propeller) at the center line of the hull. Since they are installed by a distance, the composite rotational flow consisting of the bilge vortex and the rotational flow on the port side and the composite rotational flow consisting of the bilge vortex and the rotational flow on the starboard side are provided with keys that are hydrodynamically symmetrically Can be rectified, whereby the propulsion efficiency can be improved. If the key is away from the centerline and the distance is less than 0.1 Dp, the effect of improving the propulsion efficiency is not obtained. If the key is larger than 0.3 Dp, the key cannot be symmetrically disposed hydrodynamically with respect to the left and right composite rotary flows. The effect of efficiency improvement cannot be obtained.

In addition, in the ship key according to the present invention, the above-described action is basically obtained, and a plurality of reaction pins are radially provided on the side of the key with respect to the key center line parallel to the axis of the propeller and located at the same height. Since the reaction pin on the hull centerline side is formed longer in the radial direction than the reaction pin on the opposite side, the plurality of reaction pins can be positioned orthogonally with respect to the combined rotational flow to increase the efficiency of the reaction pin, and the hull center with respect to the key. Since there exists a wider range of weaker rotational flow or weaker rotational flow on the side, the hull centerline side forms the reaction pin longer in the radial direction than that on the opposite side with respect to the key, and recovers the same energy in the combined rotational flow on both the left and right sides of the key. Can be planned.

Further, in the ship's key according to the present invention, the above-described action is basically obtained, and is installed concentrically with the rotary valve-shaped leader valve 16 at the same height as the propeller shaft of the key 14 in a streamlined section. Since the proximal ends of the plurality of reaction pins are fixed to the rudder valve, the eddy flow is confused by installing the rudder valve at the point where the confused vortex flow is most prominent at the center of the rotary flow included in the propeller wake. The most prominent part of the flow can be rectified to improve the propulsion efficiency.

The proximal ends of the plurality of reaction pins that are radially installed can be reasonably fixed to the rudder valve.

As described in the above-mentioned action section, the following effects are obtained.

According to the ship's key according to the present invention, the composite rotational flow on the port side and the composite rotation on the starboard side by a simple configuration in which the key is installed by a distance of 0.1 Dp to 0.3 Dp from the entire center line in relation to the direction of rotation of the propeller. With respect to the current, keys can be provided in a hydrodynamically symmetrical manner so that they can be rectified efficiently by a king, thereby improving the propulsion efficiency.

In addition, according to the ship's key according to the present invention, the above effects are basically obtained, and the plurality of reaction pins are orthogonally positioned with respect to the combined rotational flow, so that the efficiency of the reaction pin can be increased, and the hull of the key The reaction pin on the center line side is formed longer in the radial direction than that on the opposite side, so that equal and efficient energy recovery can be achieved in the combined rotational flows on both the left and right sides of the key.

In addition, according to the ship's key according to the present invention, the above-mentioned effect is basically obtained, and the rudder valve is installed at the portion where the confused vortex flow is most prominent at the center of the rotary flow included in the propeller wake. The propulsion efficiency can be improved by rectifying the flow where the confused vortex flow is most prominent. The proximal ends of the plurality of reaction pins provided radially can be fixed to the rudder valve.

(Example)

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

This embodiment is an example in which the present invention is applied to the height of a medium to large tanker (tanker), as shown in Figures 1 to 3, the propeller 11 is provided in the lower part of the stern 10 It is installed to coincide with the hull center line DL, and a key 14 composed of a rudder horn 12 and a key body 13 is installed near the rear of the propeller 11, and the propeller 11 is rotated. Since the direction is provided to the right turn, the key 14 is provided away from the ship centerline DL to the port side by the distance E. In the present embodiment, however, the eccentric distance E is 0.16 Dp (Dp is the diameter of the propeller 11), but this distance E needs to be set to a value in the range of 0.1 Dp to 0.3 Dp.

The rudder horn is fixed to the hull 10 in a vertical installation shape, the key body 13 is mounted to the rudder horn 12 so as to be rotatable in the rotation of the forward axis, the stern portion of the hull 10 and the rudder horn ( The key body 13 is pivotally steered by a steering device assembled in 12).

At the same height as the propeller shaft 15 of the key 14, a rudder valve 16 on the rotating body is formed integrally with the key body 13 in a streamlined cross section, and the maximum width of the rudder valve 16 is provided. Is formed about three times the maximum width of the key body 13, and the left part and the right part of the rudder valve 16 are in a state of protruding out of the side surface of the key 14 in a valve shape.

On the left side and the right side of the front end portion of the rudder valve 16, two vane-shaped reaction pins 17 and 18 are radially with respect to the key center line coinciding with the axial center 19 of the rudder valve 16, respectively. And the proximal ends of these reaction pins 17 and 18 are fixed to the rudder valve 16, the angle with respect to the horizontal plane of these reaction pins 17 and 18 is set to about 30 degrees, and the The radial length of the reaction pin 17 on the left is about 0.12 Dp, and the radial length of the reaction pin 18 on the right is about 0.22 Dp, and the reaction pin 18 on the right is the reaction pin (left). It is formed so as to extend rearward from the rear end of 17), and the wing area of the reaction pin 18 on the right side is formed about twice the wing area of the reaction pin 17 on the left side. In addition, the front edges of these reaction pins 17 and 18 are formed like retracting vanes that linearly retreat rearward as far from the key centerline 19.

Since the direction of rotation of the propeller 11 is rotated to the right and the direction of rotation of the rotary flow included in the propeller wake is rotated to the right, the right reaction pin 18 of the rudder valve 16 is formed so that the rear edge is lower than the front edge thereof. (See FIG. 4), the left side reaction pin 17 of the rudder valve 16 is formed so that a rear edge may be located higher than a front edge (refer FIG. 5).

Next, the operation of the key 14 described above will be described.

The rear flow of the propeller 11 includes a symmetrical bilge vortex generated near the left and right bilge as shown in FIG. 6, and a rotational flow generated by the rotation of the propeller 11. Is weakened due to the rotational flow opposite to it, whereas on the port side the bilge vortex becomes strong due to the rotational flow in parallel with it, whereas the bilge vortex and the rotary flow are weakened in the combined rotary flow. Becomes strong in a complex composite flow.

Therefore, if the composite rotational flow is positively suppressed and the rearward direction can be converted into the flow, the propulsion efficiency can be improved by that amount. However, the key 14 has the effect of rectifying these composite rotational flows to increase the propulsion efficiency. In view of this, it is not advantageous to provide the key 14 on the hull centerline DL.

Therefore, in the present invention, when the propeller 11 is turned to the right, the key 14 is installed off the port side with respect to the hull centerline DL, and when the rotation direction of the propeller 11 is to the left, the key 14 is placed on the hull centerline. (DL) was assumed to be installed off the port side.

Thus, by disposing the key 14 away from the hull centerline DL in relation to the direction of rotation of the thruster 11, the key 14 is hydrodynamically symmetrical with respect to the complex rotational flow on the port side and the complex rotational flow on the starboard side. (14) can be provided and these can be rectified efficiently by the key 14, thereby improving the propulsion efficiency.

When the distance from the hull centerline DL is less than 0.1 Dp, the key 14 can hardly achieve the effect of improving the propulsion efficiency. When the key 14 is larger than 0.3 Dp, the key 14 is hydrodynamically symmetrical with respect to the left and right composite rotational flows. Since it becomes impossible to arrange | position (14), the effect of the propulsion efficiency improvement will no longer be obtained.

At the same height as the propeller shaft of the key 14, the streamlined cross section is provided concentrically with the rudder valve 16 of the rotating body shape, and the proximal ends of the four reaction pins 17, 18 are placed on the rudder valve 16. Since it is fixed, the propulsion efficiency can be improved by rectifying the flow of the part where the central part of the rotary flow contained in the propeller wake becomes the most confused vortex flow.

The proximal ends of the four reaction pins 17 and 18 provided radially can be fixed reasonably.

Four reaction pins 17 and 18 are radially provided with respect to the axial center (key center line 19) of the rudder valve 16 at the side of the rudder valve 16 provided in the said key 14, and the key 14 Since the reaction pin 18 on the hull center line CL side is formed longer in the radial direction than the reaction pin 17 on the opposite side, the four reaction pins 17 and 18 are orthogonal to the left and right composite rotational flows. Position and the efficiency of the reaction pins 17 and 18 can be improved, and a weak composite rotational flow exists on the hull centerline DL side with respect to the key 14 over a wider range than the opposite side, and thus the hull centerline with respect to the key 14. The reaction pin 18 on the (DL) side is formed longer in the radial direction than the reaction pin 17 on the opposite side, and the same energy recovery can be achieved in the combined rotational flows on both the left and right sides of the key 14.

4 and 5 show the principle that propulsion force is generated by the reaction pins 17 and 18, Va is the flow rate for the reaction pins 18 and 17, V1 and V2 are the flow rates due to the combined rotational flow, VR VL is the synthetic flow rate, A1 and A2 are angles of attack on reaction pins 18 and 17, L1 and L2 are lift forces acting on reaction pins 18 and 17, and D1 and D2 act on reaction pins 18 and 17. The drag force, T1, T2, is a driving force acting on the reaction pins 18, 17 by the lift force L1, L2 and the drag force D1, D2.

Next, a modification of the above embodiment will be described.

The key 14 is not limited to a rudder mixed key, but may be a rudder stock key or other type key, and the number of the reaction pins 17 and 18 is not limited to four but six. The above may be sufficient.

The direction of rotation of the propeller may be left turn, in which case the key is displaced to the right with respect to the hull centerline.

The present invention can be applied not only to the height of the tanker, but also to the ship keys of various uses or means and various sizes. Similarly applicable to the height of catamarans, the hull centerline in this case does not have the hull centerline of the entire catamaran, and employs the hull centerline of each hull portion on the left and right. Even in the case of a two-axis line, the present invention can be proposed in the same way in the case of symmetrical bilge vortex flow in the vicinity of each propeller.

Claims (1)

In the lower part of the stern hull 10, the thruster 11 is provided in line with the hull centerline DL, and in the key 14 provided behind the thruster 11, When the key 14 is viewed from the rear, the direction of rotation of the propeller 11 is to the port side when the rotation direction is right and to the starboard side when the rotation is left, 0.1Dp to 0.3Dp from the hull centerline CL (where Dp is the diameter of the propeller). And a plurality of reaction pins are installed in the rudder valve 16 at the same height as the thruster axis of the key 14 and installed concentrically with the rudder valve 16 of the rotating body shape in a streamlined cross section. Non-symmetrical reaction, characterized in that (17, 18) is provided radially, and the reaction pin 18 on the hull centerline CL side with respect to the key 14 is formed longer in the radial direction than the reaction pin 17 on the opposite side. Marine key with pin.