WO2021153857A1

WO2021153857A1 - Steering apparatus and ship comprising same

Info

Publication number: WO2021153857A1
Application number: PCT/KR2020/007787
Authority: WO
Inventors: 이원준; 손석호; 고석천
Original assignee: 현대중공업 주식회사
Priority date: 2020-01-30
Filing date: 2020-06-16
Publication date: 2021-08-05
Also published as: JP2023514098A; KR102305888B1; KR20210097558A; CN115052810B; CN115052810A

Abstract

A steering apparatus according to an embodiment of the present invention comprises: a rudder provided adjacent to a propeller; a bulb provided in the rudder; and a guide part extending upward and downward from the bulb respectively and is coupled to a portion of the bulb, which protrudes from the leading edge of the rudder, so as to guide the flow of a fluid.

Description

Steering device and ship equipped therewith

The present invention relates to a steering device and a ship having the same.

In general, in the case of a large ship, a method of advancing using the flow of fluid generated when the propeller attached to the rear of the hull rotates is used. At this time, a rudder is attached to the rear of the propeller, and as the rudder rotates left and right, the direction of navigation is changed by adjusting the flow direction of the fluid.

As such, in order to achieve a constant speed through the rotation of the propeller, the engine must be driven using oil such as diesel. In this case, a large amount of oil is consumed and greenhouse gases are emitted, which causes environmental degradation. .

Therefore, in recent years, various efforts have been made to reduce fuel consumption by reducing energy consumed during propulsion of ships. In particular, the IMO discussed measures to reduce greenhouse gas emissions during ship operation in 2010 and is in the process of discussing the determination of standards and directions for fuel economy regulations.

As shipping companies joined this movement, shipping companies started to take interest in fuel-saving ships that can reduce the burden of fuel costs. In response to the needs of shipping companies, shipbuilders have been continuously researching and developing fuel-saving technologies that can reduce fuel consumption and reduce greenhouse gas emissions.

As an example of fuel-saving technology, an energy saving device (ESD: Energy Saving Device) that improves propulsion efficiency and saves fuel by improving the shape of the aft of the ship, propeller, rudder, etc. or attaching a separate attachment is large. It is attracting attention, and these energy-saving add-ons are already being applied and used in a significant number of ships.

However, the conventionally used bulb has limitations in improving steering performance or increasing propulsion efficiency because it may cause an increase in resistance, and thus improvement is required.

The present invention was created to solve the problems of the prior art as described above, and an object of the present invention is a steering device having a bulb, which can secure a hub vortex reduction effect while reducing resistance, and having the same to provide ships that

A steering apparatus according to an embodiment of the present invention includes: a rudder provided adjacent to a propeller; a bulb provided on the rudder; And each extending in the vertical direction from the bulb, coupled to the portion protruding from the leading edge of the rudder in the bulb, characterized in that it comprises a guide portion for guiding the flow of the fluid.

A ship according to another embodiment of the present invention is characterized in that it includes the steering device.

Specifically, the guide part may include: a first extension member extending in an upper direction; and a second extension member extending in a downward direction.

Specifically, at least one surface of the first extension member and the second extension member may be formed vertically.

Specifically, at least one surface of the first extension member and the second extension member may have an inclination.

Specifically, the cross-sectional areas of the first extension member and the second extension member may decrease from the bulb toward the end.

Specifically, the first extension member and the second extension member may be formed asymmetrically.

Specifically, the rudder, the leading edge may be made vertically parallel to the axis of the propeller in the left and right direction.

Specifically, the guide unit may be formed by performing a contact round treatment of two flat plates so that curved processing is omitted.

The steering device according to the present invention and a ship having the same can improve the straightness of the rudder inflow through the reduction of rotational energy of the hub vortex, and the addition of fluid force acting on the rudder through the guide part, which is a relatively simple form of addition, is possible. It can be improved, and it is possible to improve propulsion efficiency and structural stability through reduction of rudder resistance.

1 is a view showing a steering apparatus according to a first embodiment of the present invention.

2 is a view showing a steering device according to a second embodiment of the present invention.

3 is a view showing a steering device according to a third embodiment of the present invention.

4 is a view showing a steering device according to a fourth embodiment of the present invention.

5 is a view showing a steering device according to a fifth embodiment of the present invention.

6A is a front view of a steering apparatus according to a sixth embodiment of the present invention.

6B is a view showing in detail one side of the steering device according to the sixth embodiment of the present invention.

6C is a detailed view showing the other side of the steering device according to the sixth embodiment of the present invention.

6D is a view illustrating a side view of a steering device according to a sixth embodiment of the present invention.

7 is a view illustrating a comparison between a portion of a port port of a ship provided with a steering device according to a sixth embodiment of the present invention and the prior art.

8 is a view showing a comparison of a part of a starboard of a ship provided with a steering device according to a sixth embodiment of the present invention and the prior art.

9 is a view comparing the improvement degree of the transmitted horsepower required to operate a ship equipped with a steering device according to a sixth embodiment of the present invention and the prior art.

10 is a view illustrating a comparison between a ship provided with only a bulb and a ship provided with a guide unit according to an embodiment of the present invention.

11 is a view illustrating another viewing direction of FIG. 10 .

12 is a view showing a comparison of CFD analysis results of the vessel shown in FIG.

13 is a view showing a comparison of the model test results of the ship shown in FIG.

14 is a view showing a comparison of analysis results for the vessel disclosed in FIG. 10 .

FIG. 15 is a view showing a comparison with other model ships of FIG. 10 .

16 and 17 are views comparing the degree of improvement with respect to the vessel disclosed in FIG. 15 .

18 is a view showing another form in which curved processing is modified in a ship according to an embodiment of the present invention.

19 is a view showing a ship of a different type from that of FIG.

20 is a view for explaining the specifications of the guide part in the ship according to the embodiment of the present invention.

The objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. In the present specification, in adding reference numbers to the components of each drawing, it should be noted that only the same components are given the same number as possible even though they are indicated on different drawings. In addition, in describing the present invention, if it is determined that a detailed description of a related known technology may unnecessarily obscure the subject matter of the present invention, the detailed description thereof will be omitted.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a view showing a steering device according to a first embodiment of the present invention, FIG. 2 is a view showing a steering device according to a second embodiment of the present invention, and FIG. 3 is a third embodiment of the present invention is a view showing a steering device according to 6 is a view showing a steering device according to a sixth embodiment of the present invention.

7 and 8 are views showing a comparison between the prior art and a ship provided with a steering apparatus according to a sixth embodiment of the present invention, and FIG. 9 is a steering apparatus according to the sixth embodiment of the prior art and the present invention. It is a diagram comparing the degree of improvement of the transmitted horsepower required to operate a ship in which the

In addition, FIGS. 10 and 11 are views illustrating a comparison between a ship provided with only a bulb and a ship provided with a guide unit according to an embodiment of the present invention, and FIGS. 12 to 14 are comparisons with respect to the ship shown in FIG. 10 One data is shown.

In addition, FIG. 15 is a view showing a comparison with other model ships of FIG. 10 , and FIGS. 16 and 17 are views comparing the degree of improvement with respect to the ship shown in FIG. 15 .

In addition, FIG. 18 is a view showing another form in which the curved processing is modified in a ship according to an embodiment of the present invention, and FIG. 19 is a view showing a ship having a different form from that of FIG.

1 to 20 , a ship 10 according to an embodiment of the present invention may include an engine system (not shown) and a steering device 100 .

And the steering device 100 may include a rudder 110, a bulb 120, and a guide unit 130, and for the convenience of explanation and understanding, the direction may be expressed in the left and right directions based on the drawings. However, it should be noted that the present invention is not limited thereto.

In addition, as will be described later, the first to sixth embodiments may have various modifications as the same technology is applied, different technologies are applied, or may be combined depending on the embodiment, and thus have the same name. It should be noted that the configuration is not limited to a specific embodiment even if the same reference numerals are used.

The rudder 110 may be provided adjacent to the propeller (not shown), may be connected to the horn or skeg of the hull, and a rudder shaft (not shown) may be inserted. At this time, the rudder shaft may be formed in a vertical direction, and the leading edge 101 may be formed at the front end of the rudder 110 and the trailing edge 102 may be formed at the rear end.

The rudder 110 of this embodiment, unlike the twist rudder (Twist Rudder), the leading edge 101 and the trailing edge 102 may be provided continuously. For example, the rudder 110, the leading edge 101 may be formed vertically and parallel to the axis of the propeller in the left and right direction.

However, the leading edge 101 may be formed vertically in the vertical direction, and may have an inclination from the top to the bottom in the front-rear direction, and may be inclined backward from the top to the bottom.

In addition, the trailing edge 102 may be a line formed in the vertical direction and perpendicular to the vertical plane. Of course, this embodiment does not limit the leading edge 101 and the trailing edge 102 as described above. Conversely, the leading edge 101 is perpendicular to the waterline and the trailing edge 102 may be inclined. .

In addition, the cross-section of the rudder 110 may have a leading edge 101 as a front end is a curved surface and a trailing edge 102 as a rear end may have a sharp shape, and specifically may be in the form of an airfoil. In addition, the cross-section of the rudder 110 may be in a form in which the area decreases from the top to the bottom. At this time, the rate at which the cross-section decreases may be constant, and the left and right widths and front and rear widths may decrease with respect to the trailing edge 102 toward the lower part.

The bulb 120 may be provided on the rudder 110 , and protrude from the front end of the rudder 110 , for example. The bulb 120 may protrude forward by a predetermined length based on the leading edge 101 of the rudder 110, and may also have a shape protruding from the rear of the leading edge 101 to the left and right of the rudder 110. there is.

The guide unit 130, each extending in the vertical direction from the bulb 120, is coupled to the portion protruding from the leading edge 101 of the rudder 110 in the bulb 120, it can guide the flow of the fluid. .

Here, the guide unit 130 may include a first extension member 131 and a second extension member 132 .

The first extension member 131 may extend in an upper direction, and the second extension member 132 may extend in a lower direction.

For example, as shown in FIGS. 1, 3, and 5 , at least one surface of the first extension member 131 and the second extension member 132 may be formed vertically.

Here, as shown in FIGS. 1 and 3 , each of the first extension member 131 and the second extension member 132 may have left and right sides (based on the drawing) parallel to each other, and may be provided in the form of a plate. , as shown in FIG. 1 , may have a form extending vertically from the center of the bulb 120 toward the upper side or the lower side. Alternatively, as shown in FIG. 3 , the bulb 120 may have a shape extending vertically from the left (based on the drawing) or the right side (based on the drawing) in an upper direction or a lower direction, respectively.

In addition, as shown in FIG. 5 , each of the first extension member 131 and the second extension member 132 may have a three-dimensional structure in which a hollow is formed therein. The right or left side may have a slope.

5, the left side of the first extension member 131 extends vertically from the upper center of the bulb 120, and the right side of the first extension member 131 may have an inclination. As it is provided in a form extending from the right end of the first extension member 131 to the left end of the first extension member 131 , the cross-sectional area of the first extension member 131 is gradually reduced from the bulb 120 upward. At this time, the right side of the second extension member 132 extends vertically from the lower center of the bulb 120 , and the left side of the second extension member 132 extends from the left end of the bulb 120 to the right side of the second extension member 132 . It may be provided in a form extending to the end.

And as shown in FIGS. 2, 4 and 6 , the entire first extension member 131 and the second extension member 132 may have an inclined shape.

2 and 6, the first extension member 131 is inclined in the right direction from the center of the bulb 120 with respect to the drawing, and the second extension member 132 is left with reference to the drawing. While being inclined in the direction, it may be formed by having a plate structure as shown in FIG. 2 or having a three-dimensional structure as shown in FIG. 6 . Furthermore, as shown in FIG. 6 , each of the first extension member 131 and the second extension member 132 may have a three-dimensional structure in which the cross-sectional area decreases toward the end in the same/similar manner to the fifth embodiment. However, in the embodiment of Fig. 6a, the end of each of the first extension member 131 and the second extension member 132 is shown to be provided to be spaced apart from the left and right sides of the rudder 110 in the inward direction, but preferably the rudder ( 110) The right side of the first extension member 131 is provided along the right line, and the left side of the second extension member 132 is provided along the left line of the rudder 110 to more easily guide the flow of seawater.

In addition, the first extension member 131 and the second extension member 132 of the present embodiment may be asymmetrically formed, as in the second embodiment of FIG. 2 and the like.

As described above, in the first to sixth embodiments, overlapping technologies are applied depending on the embodiment (both the second and fourth embodiments have an inclined structure), or at least partly different technologies (the first embodiment is It is vertical and the second embodiment is inclined, and the inclination direction of the second embodiment and the fourth embodiment is different, etc.) can be applied. This is to consider an embodiment that can be optimally made for each of the propellers (for example, the hub vortex due to propeller rotation, in the case of a right-rotating propeller, the upper portion of the propeller shaft flows from port to starboard).

And it can be seen from the experimental data that the sixth embodiment among the above embodiments is different from the prior art as follows, which is as shown in FIGS. 7 to 9 .

First, referring to FIGS. 7 and 8 , in FIGS. 7B and 8B of this embodiment, a guide part 130 is provided, unlike the prior art of FIGS. 7A and 8A , FIGS. 7 and 8B . Referring to the width of the circle and arrow in Fig. 8, it can be seen that the area of the hub vortex is reduced and the straightness is improved.

In addition, referring to FIG. 9 , in contrast to the conventional (existing) (mark A) in which only the bulb 120 is provided without the guide unit 130, the guide unit 130 is added as in the present embodiment (mark B). If so, it can be seen that improvements in resistance (R), thrust (T), torque (Q), etc. are all secured, and ultimately, the transmitted horsepower required to operate a ship is improved compared to the prior art (Self-Propulsion, Demonstration based on contract speed).

Here, it should be noted that the numerical values of FIG. 9 are percentages of the present embodiment with the prior art as 100% for comparison.

And it will be described with reference to FIGS. 10 to 17 as follows.

Here, the vessel disclosed in FIGS. 10 and 11 may be, for example, a low-speed tanker, and a test is performed by applying a model ship and a model propeller corresponding thereto, and the type of test and analysis is Self-Propulsion and Design It should be mentioned that the speed is applied, and the demonstration method is made up of CFD and model testing.

As for the analyzed data, as shown in FIGS. 12 (CFD analysis result) and 13 (model test result), in comparison with a ship equipped with only a bulb in FIGS. 10 and 11 (A), FIGS. 10 and 11 . It can be seen that the transmitted horsepower (power) is improved in the vessel provided with the guide unit 130 as shown in (B, C) of.

And, as shown in FIG. 14, in comparison with a ship equipped with only the bulb indicated by (A), the transmitted horsepower (power) and etaD (propulsion) with respect to (B) indicated as a ship in which the guide unit 130 is initiated efficiency) is improved.

In addition, as disclosed in FIG. 15, when applying a propeller of a different type to a ship type/model ship different from the ship disclosed in FIG. It should be mentioned that the verification method consists of a model test.

At this time, (A) of FIG. 15 is a ship in which a bulb is provided but a guide part is omitted, (B) is a ship in which a guide part is added to the bulb, and referring to FIGS. 16 and 17 comparing these two ships, the power delivered ) and etaD (propulsion efficiency) are both improved in a ship equipped with a guide part.

In addition, referring to FIGS. 18 (which may be a symmetric rudder type) and 19 (which may be an asymmetric rudder type), the guide unit 130 may have a structure in which curved processing is omitted, for example, FIGS. 18 and FIG. In contrast to (A) of 19, as shown in FIGS. 18 and 19 (B), the guide part is formed with two flat plates and contact round processing to minimize the curved hole, thereby improving productivity and simplifying quality inspection.

Referring to FIG. 20 in this regard, regardless of the symmetrical and asymmetrical rudder types, the guide part 130 at each of the upper and lower ends of the bulb 120 may be manufactured in a structure in which two flat plates are in contact with each other. The tangents that meet may be rounded.

The height of the guide part 130 may be 30-50% of the bulb 120 length with respect to the center of the bulb 120 , and the inclination of the guide part 130 is downward from the set height. It may be 20 degrees to 55 degrees, and the curvature of the tangent to the guide part 130 may be 20.0 to 60 φ.

As such, in this embodiment, the straightness of the rudder inflow can be improved through reduction of rotational energy of the hub vortex, and the fluid force acting on the rudder 110 through the guide part 130, which is a relatively simple form of addition, is added. can be improved, and the propulsion efficiency and structural stability can be improved by reducing the rudder 110 resistance, and the vortex strength is primarily attenuated by the spherical bulb 120 installed on the rudder 110, the guide Secondary attenuation may be achieved by the unit 130 .

It goes without saying that the present invention is not limited to the embodiments described above, and a combination of the above embodiments or a combination of at least one of the embodiments and a known technology may be included as another embodiment.

Although the present invention has been described in detail through specific examples, this is for the purpose of describing the present invention in detail, and the present invention is not limited thereto, and by those of ordinary skill in the art within the technical spirit of the present invention. It will be clear that the transformation or improvement is possible.

All simple modifications and variations of the present invention fall within the scope of the present invention, and the specific scope of protection of the present invention will be made clear by the appended claims.

Claims

a rudder provided adjacent to the propeller;

a bulb provided on the rudder; and

and a guide part extending in the vertical direction from the bulb, respectively, coupled to a portion protruding from the leading edge of the rudder in the bulb, and guiding the flow of the fluid.
According to claim 1, wherein the guide portion,

a first extension member extending in an upward direction; and

A steering device comprising a second extension member extending in a downward direction.
According to claim 2, wherein the first extension member and the second extension member,

A steering device, characterized in that at least one surface is vertically formed.
According to claim 2, wherein the first extension member and the second extension member,

A steering device, characterized in that at least one surface has an inclination.
According to claim 2, wherein the first extension member and the second extension member,

Steering device, characterized in that the cross-sectional area decreases from the bulb toward the end.
According to claim 2, wherein the first extension member and the second extension member,

Steering device, characterized in that made of left and right asymmetry.
According to claim 1, wherein the rudder,

A steering device, characterized in that the leading edge is parallel to the axis of the propeller in the left and right direction and is formed vertically.
According to claim 1, wherein the guide portion,

A steering device, characterized in that the two flat plates are subjected to a close round process so that the curved processing is omitted.
A ship comprising the steering device according to any one of claims 1 to 8.