RU2712408C1 - Reverse-steering device of water-jet propeller - Google Patents

Abstract

FIELD: shipbuilding.

SUBSTANCE: invention relates to ship building, namely, to water-jet propeller reverse-steering devices. Reverse-steering device of water-jet propulsor comprises two vertical synchronous rudders secured behind water-jet propeller nozzle. Rudders on lower end have inclined hydrodynamic washers on side of DP propulsor, and nozzle in lower part is equipped with shield, which is extension of nozzle into stern. In upper part of rudder are fixed hingedly on box frame, and their stockpiles are arranged inside ship hull, where to pins are connected to gear drives, which are connected with steering hydraulic cylinders. With the help of ship heading control system, rudders can deviate synchronously to the left, to the right or in opposite directions. Control of the ship at the backward course is performed by additional synchronous deviation of both rudders to the left or to the right. Mnemonic of reverse-steering device is stored.

EFFECT: simplified design of reverse-steering device and increased reliability of operation.

1 cl, 8 dwg

Description

The invention relates to the field of shipbuilding, in particular to reverse-steering devices of ships with water-jet propulsion.

Known reverse steering devices (RRU) for ships with water-jet propulsion devices, designed to provide the ship reverse gear, controllability in reverse and without running when the jet is running, for example, the invention according to patents RU 2436706 C2 of 05.28.2009, RU 2534500 C1 dated April 01, 2013; RU 2459741 C1 dated January 14, 2011; RU 2584039 C1 dated December 25, 2014

However, the presented reverse steering devices have their inherent disadvantages.

In the patent RU 2436706 C2 dated 05/28/2009, the disadvantages are the complexity of the design and the lack of mnemonic control of the vessel in reverse direction.

The complexity of the design is due to the use of a rotary nozzle as a heading control along the course, as well as the use of a rotary, on the transverse axis, reversing damper with large dimensions and a complex configuration.

In the patent RU 2534500 C1 of 04/01/2013, the design of the switchgear is simplified by the use of two vertical synchronous rudders behind the propulsion nozzle instead of the rotary nozzle, and the reversing damper is simplified and reduced in size. The reduction in the dimensions of the reversing damper was achieved due to the fact that the vertical rudders in the layout of the switchgear are located inside the reversing damper (see Fig. 1 of patent RU 2534500 C1). However, in patent RU 2534500 C1, the reverse steering device is still complicated and there is no mnemonic control of the vessel in reverse.

In the cited patents RU 2436706 C2 and RU 2534500 C1, the absence of mnemonics when controlling the course in reverse is explained by the fact that when the nozzle (vertical rudders) turns, for example, to the left side, the water flow from the nozzle deviates to the left and, flowing out of the left side window, is reversible damper, creates a reactive force, deflecting the vessel to the right, which complicates reverse control, since when the control is turned to the left, the vessel turns to the right.

An analogue of the proposed reversing-steering device according to the patent RU 2459741 C1 has the following disadvantages:

- the complexity of the manufacture of butterfly valves having a conical shape;

- the complexity of the mechanism of closing and rotation of the flaps, carried out using coaxial cylindrical bushings with rods, eyes and connecting rods;

- low reliability of the mechanism of rotation of the slam due to the large number of parts that are in constant intense interaction during operation of the reversing-steering device;

- low efficiency when controlling the course in reverse, since the water is ejected from the reversing flap into the bow at an acute angle to the diametrical plane (DP) of the jet propulsion device, and only the lower part of this water flow creates lateral force for heading control, since the upper part of the flow falls on the transom of the vessel and its energy is lost.

The positive effect of the control switch according to the patent RU 2459741 C1 is the presence of mnemonic control in the reverse direction.

The closest analogue of the invention is a reversing-steering device according to patent RU 2584039 C1, which implements mnemonic control in reverse direction. The specified invention is taken as a prototype. However, the reverse-steering device of the prototype is complex in design and manufacturing technology and has large overall dimensions. Due to the need for a hinged connection of the rudders with flaps and the use of a large number of levers and rods in the mechanisms of the steering gear drives, the reliability of the RRU prototype is reduced.

The objective of the present invention is to remedy the noted drawbacks.

The solution to this problem is achieved as follows. In the claimed invention, the reversal is carried out using two vertical synchronous rudders installed behind the nozzle of the water-jet propulsion device along the lateral edges of its shell. At the same time, at the lower ends of the rudders there are inclined hydrodynamic washers from the side of the diametrical plane of the mover, and a visor is installed in the lower part of the nozzle, which is a continuation of the nozzle into the stern.

Unlike the prototype, in the claimed invention, there are no flaps on the rudders and, accordingly, there are no levers for turning the flaps relative to the rudders in a certain proportion of rotation angles.

The exclusion of flaps from the switchgear significantly simplifies the design, weight and size characteristics and increases reliability.

The essence of the invention lies in the fact that, according to signals from the control system of the course, the rudders can deviate synchronously to the left, to the right, or in opposite directions. When installing both rudders, with the help of the heading control system, the diverting flap is formed deflected to the propulsion drive of the propulsion unit with the closure of their aft edges or with some clearance between them.

The technical result when implementing the invention is as follows:

- to simplify the design of the switchgear;

- in reducing the overall dimensions of the switchgear;

- to increase the reliability of the switchgear;

- to increase the safety of navigation when managing the vessel in reverse.

The invention is illustrated by drawings.

FIG. 1 is a side view of the switchgear,

FIG. 2 is a view A in FIG. 1,

FIG. 3 is a section BB in FIG. 1,

FIG. 4 - sections BB in FIG. 1, which shows the zero position of the rudders and the dashes indicate the position of the rudders at the maximum deviation to the propulsion drive until the aft edges are closed, when reversing without course control,

FIG. 5 is a cross section DD in FIG. 4.

FIG. 6 is a section BB in FIG. 1, which shows the position of the rudders when controlling in the forward direction,

FIG. 7 is a section BB in FIG. 1, which shows the position of the rudders when reversing and controlling the course in reverse.

FIG. 8 is a cross-section BB in FIG. 1, which shows the position of the rudders deflected to the propulsion device propulsion in an intermediate position for the stop mode, that is, when the propulsion device is running, the vessel does not have a course.

In accordance with the present invention, the reversing-steering device is installed behind the nozzle 1 of the water-jet propulsion device and consists of two synchronous rudders 2 located vertically and symmetrically on both sides of the water-jet propulsion device at a distance L = 0.65-1.0R, where R is the radius jet nozzles.

The rudders 2 in the upper part are fixed to the box-shaped frame 3 with the help of ballers 7, and in the lower part are fixed with the help of eyes 5 to the nozzle 1 of the water-jet propulsion device (see Figs. 1 and 2). At the same time, hinged supports 6 are installed in the box-shaped frame 3 and on the eyes 5 for turning the rudders.

Bullets 7 rudders 2 pass into the hull through the stuffing box seals 8.

The upper ends of the rudder ballers are connected to gear drives: 9 for the right rudder and 10 for the left rudder. The gear drives 9 and 10 are articulated with the rods of the steering cylinders 11 and 12, respectively, to ensure the rotation of the right and left rudders.

Gear drives are designed to convert the translational movement of the rods of the steering hydraulic cylinders into the rotation of the ballers to rotate the rudders at significant angles required in the proposed design of the reversing-steering device.

The reversing-steering device is controlled using the heading control system (not shown in the drawings) by synchronously turning the rudders 2 according to certain algorithms, which will be described below.

In the reversal mode, both rudders synchronously deviate to the propulsion drive of the propulsion unit at angles σ _p = 50-60 °, ensuring the closure of the aft edges of the left and right side rudders in the area of the propulsion drive. (See. Fig. 4, shown by dashes). This forms the stern wall of the reversing deflector.

On the lower end of the rudders 2, on the side of the propulsion unit, hydrodynamic washers 15 are welded with an inclination towards the bottom (see Fig. 1, 2) to form the lower part of the reversing deflector with the optimum angle of ejection of the water flow "down-forward" from the reversing deflector.

To form the lower part of the reversing flap is also designed visor 13, welded to the lower part of the nozzle 1 in the form of its continuation in the stern. The visor prevents the flow of water from flowing vertically downward from the reversing flap, and therefore the flow is directed into sections 14 formed by the rudders 2, hydrodynamic washers 15 and the visor 13 (see Figs. 2, 4), and the flow is directed to the cross-section 16 formed between hydrodynamic washers 15 and a visor 13 (see Fig. 5).

The internal space of the reversing flapper is limited by a box-shaped frame 3 from the top (see Figs. 1, 2, and 3), which prevents the flow of water flowing from the nozzle 1 of the propulsion unit to propagate upward and therefore the flow deviates downward, where it has an outlet from the reversing flap in sections 14 (see Fig. 2, 4) and in section 16 (see Fig. 5).

The box-shaped frame 3 is welded to the upper part of the nozzle 1 using knits 17, which at the same time are the nose wall of the reversing flap and prevent leakage of water flow from it towards the nose (see Figs. 1 and 2).

Reversing-steering device operates as follows.

On the vessel can be installed one or more water-jet propulsion with the proposed reverse-steering device.

When the ship is moving forward from the heading control system (not shown in the drawings), a signal is sent to the steering cylinders so that both rudders synchronously deviate towards one side - left or right by a predetermined angle from the zero position.

It is known that the rudders located behind the propulsion nozzle are highly efficient.

In FIG. 6 shows heading control to the right when the rudders are shifted to starboard side.

When steering the ship to the left, the steering wheels are simultaneously shifted to the port side.

When the vessel is reversing (backing up), the steering cylinders receive such signals that both rudders synchronously deviate to the propulsion drive of the propulsion unit at angles ensuring the closure of their stern edges (see Fig. 4, it is indicated by hatches).

When considering FIG. 2 and 4, it can be seen that the internal space of the reversing deflector, formed by the rudders 2 with hydrodynamic washers 15, the visor 13 and bounded above by a box-shaped frame 3, is quite sufficient for reversing the flow of water flowing out of the nozzle 1 and for directing the flow “down-forward” through section 14, providing jet thrust to reverse. The flow of water also flows "down-forward" through section 16 (see Fig. 5)

In FIG. 2 and 4, the arrows show the direction of water flows in the reversing deflector during vessel reversal. In FIG. 5, the arrow shows the flow flowing from the reversing flap in the lower part along the DD section in FIG. 4.

The illustrations give a visual representation of the creation of a significant reverse thrust by the proposed RRU, since there are no irrational flows of water from the reversing damper.

The reverse speed is changed both by the deviation of both rudders to the propulsion drive of the propulsion unit, without bringing their aft edges to close, providing different values of the gap between them, and by changing the speed of the impeller of the jet propulsion device.

Management of the vessel in reverse is carried out as follows. From the heading control system, when the signal is fed to the reverse gear, both rudders are deflected until their aft edges are locked in the propulsion drive. Then, at the signal from the heading control system, the rudders are additionally synchronously deflected to one side (left or right). In this case, an additional deviation of the rudders is carried out at angles up to σ _p = ± 10 °. As a result, the position of the rudders forms the interior of the reversing deflector as shown in FIG. 7, where the rudders are further deflected to the port side. This position of the rudders provides effective control in reverse, since the flow of water from the reversing damper flows through the formed jet between the aft edges of the rudders towards the starboard side and, therefore, the reaction of the jet creates lateral force on the port side. In FIG. 7 it is also seen that in the bow of the flapper between the bow of the rudders 2 and the nozzle 1, the jets of water flowing from the flapper are more massive on the right side than on the left, due to the resulting configuration of the internal space of the reversing flapper. This increases the effect of reactive force on the port side.

Thus, in the example of FIG. 7, with the additional deviation of the rudders 2 to the left side from their symmetrical position with closed aft edges, the vessel will backward to the left.

This, the so-called mnemonic control, in the present invention is an advantage over most existing switchgear, because improves driving comfort and reverse safety.

The stop mode of the proposed RRU is provided as follows. Based on the signals from the heading control system, both rudders are set to the propulsion drive of the propulsion unit in an intermediate position, as shown in FIG. 8. The required angle of deviation of the rudders depends on the number of revolutions of the impeller of the jet propulsion device and is assigned individually in each case so that the speed of the vessel is absent. In this case, the water jet from the nozzle is distributed by the mutual arrangement of the rudders so that the total reaction of the spreading jets to the bow and stern of the vessel is zero (see Fig. 8).

To turn the ship in place, both rudders are additionally synchronously deflected, but already in one direction (left or right) by signals from the heading control system. In this case, the ship’s turn in place will be due to reactive forces arising from the reversing device and creating a hydrodynamic moment for the ship’s turn at the heading similar to that shown in FIG. 7.

The proposed RRU provides effective control of the vessel heading in forward and reverse gears, controlling the speed of the ship from forward to reverse (without changing the speed of the propulsion), as well as maneuvering in the absence of travel. At the same time, the control in reverse is performed with increased safety, since the RRU in reverse mode provides the vessel to turn in the same direction as the rudder, that is, the mnemonic rule for controlling the vessel in reverse is implemented.

The use in the switchgear of predominantly flat and cylindrical structures significantly simplifies it and, therefore, increases the reliability and reduces the cost of manufacture.

Claims (1)

The reversing-steering device of the water-jet propulsion unit, including two synchronous vertical rudders (2) with inclined hydrodynamic washers (15) located behind the nozzle (1) of the water-jet propulsion device, a box-shaped frame (3), which acts as the upper arch of the reversing-steering device, fixed above the nozzle using knits (17), which act as the nose wall of the reversing-steering device, as well as a visor (13), welded in the lower part of the nozzle (1) as an extension to the stern, and a heading control system, characterized in that the rudders (2) not having flaps and are installed from the axis of the jet propulsion unit at a distance L = 0.65-1.0R, where R is the radius of the nozzle of the jet propulsion device, while the balloons (7) pivotally mounted on the box frame (3) pass into the hull and the upper the ends are connected to gear drives (9) and (10), which are articulated with the rods of the steering cylinders (11) and (12) respectively for the right and left rudders (2) to implement the rudders (2) using the heading control system synchronously to the left, to the right or in opposite directions, and when both wheels are deflected to it at angles δ _p = 50-60 ° in the direction of the DP of the water-jet propulsion device, ensuring the closure of their aft edges, the internal space of the reversing flap is formed, and an additional deviation of both rudders synchronously left or right by angles up to δ _p = ± 10 ° ensures the vessel turns reversing in compliance with the mnemonic rule.

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