JP2008308140A - Ship - Google Patents

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JP2008308140A
JP2008308140A JP2007160647A JP2007160647A JP2008308140A JP 2008308140 A JP2008308140 A JP 2008308140A JP 2007160647 A JP2007160647 A JP 2007160647A JP 2007160647 A JP2007160647 A JP 2007160647A JP 2008308140 A JP2008308140 A JP 2008308140A
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rudder
flap
shaft
hull
ship
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Ushio Iwai
潮 岩井
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Sumitomo Heavy Industries Marine and Engineering Co Ltd
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Sumitomo Heavy Industries Marine and Engineering Co Ltd
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Priority to JP2007160647A priority Critical patent/JP2008308140A/en
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a ship capable of reliably realizing a mechanism for interlocking a rudder body with a flap. <P>SOLUTION: The ship 10 comprises a hull 12, a shoepiece 14, a rudder body 18 and a flap 20. The shoepiece 14 is projected backwardly from a ship bottom 12c of the hull 12, and a bearing member 22 having a shaft member 36 is provided on a rear end of the shoepiece 14. The rudder body 18 is fitted to the hull 12 via a rudder shaft 26 so as to be turnable with respect to the hull 12. The flap 20 is fitted to a rear end 18d of the rudder body 18 via a shaft member 30 so as to be turnable with respect to the rudder body 18. The flap 20 and the shaft member 36 are connected to each other by slidably passing a bar-shaped member 38 pivotably provided on the shaft member 36 through a tubular member 34 provided on the flap 20 via the bar-shaped member 32. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

本発明は、舵本体に取り付けられたフラップによって旋回性能を向上させた船舶に関する。   The present invention relates to a ship whose turning performance is improved by a flap attached to a rudder body.

従来、舵軸を介して船体に回動可能に取り付けられた主舵と、主舵の後端部に回動可能に取り付けられたフラップと、船体から下方に向けて突設された縦型ピンと、一端が縦型ピンと回動可能に接続されると共にフラップの上端から上方に突出する受動金具と摺動可能に係合された水平リンクとを備える船舶が知られている。この船舶では、主舵の回動に伴いフラップも連動して回動し、フラップの前後方向と船体の全長方向とがなす角が主舵の舵角よりも大きくなるので、船舶の旋回性能の向上が図られている。
特開昭６０−１１３７９９号公報 Conventionally, a main rudder rotatably attached to the hull via a rudder shaft, a flap rotatably attached to the rear end of the main rudder, and a vertical pin projecting downward from the hull A ship is known that has one end rotatably connected to a vertical pin and a passive metal fitting protruding upward from the upper end of the flap and a slidably engaged horizontal link. In this ship, as the main rudder rotates, the flap also rotates in conjunction with it, and the angle between the front and rear direction of the flap and the full length direction of the hull is larger than the rudder angle of the main rudder. Improvements are being made.
Japanese Patent Application Laid-Open No. 60-113799

ところで、肥大船等の大型船を地上にて造船する際、舵軸の船体への取り付け位置は、地上から１４ｍ程度の高所となる。そのため、従来の船舶のような主舵とフラップとを連動させる機構（リンク機構）を肥大船等の大型船に対して適用する場合には、縦型ピンを船体に取り付けて舵軸と縦型ピンとを位置合わせする作業を高所にて行う必要があったので、足場等を組む手間を要し、作業員が危険に晒され、作業に時間がかかっていた。従って、舵軸と縦型ピンとの位置合わせが高精度に行われず、リンク機構による舵本体とフラップとの連動が十分に機能しない虞があるという問題があった。   By the way, when a large ship such as a large ship is built on the ground, the attachment position of the rudder shaft to the hull is about 14 m above the ground. Therefore, when applying a mechanism (link mechanism) for interlocking the main rudder and flap like a conventional ship to a large ship such as a large ship, a vertical pin is attached to the hull and the rudder shaft and the vertical Since it was necessary to perform the work of aligning the pins at a high place, it took time and labor to assemble the scaffolding, etc., and the workers were exposed to danger, and the work took time. Therefore, there is a problem that the alignment between the rudder shaft and the vertical pin is not performed with high accuracy, and the linkage between the rudder body and the flap by the link mechanism may not function sufficiently.

本発明は、肥大船等の大型船であっても、舵本体とフラップとを連動させる機構を確実に実現可能な船舶を提供することを目的とする。   An object of this invention is to provide the ship which can implement | achieve the mechanism in which a rudder main body and a flap interlock | cooperate reliably even if it is large ships, such as an enlarged ship.

本発明に係る船舶は、船体と、船体に対して回動可能となるように、舵軸を介して船体に取り付けられた舵本体と、舵本体に対して回動可能となるように、第１軸部材を介して舵本体の後端部に取り付けられたフラップと、船体の船底部分から後方に向けて突設されると共に、舵軸とは異なる第２軸部材を有する軸受け部材が後端部に設けられたシューピースと、フラップと第２軸部材とを連結すると共に、フラップの前後方向と船体の全長方向とがなす角が舵本体の舵角よりも大きくなるように制御する連結手段とを備えることを特徴とする。   The ship according to the present invention is configured so that the hull and the rudder main body attached to the hull via the rudder shaft so as to be rotatable with respect to the hull and the rudder main body are rotatable with respect to the rudder main body. A flap attached to the rear end portion of the rudder body via a single shaft member, and a bearing member having a second shaft member different from the rudder shaft and projecting rearward from the bottom portion of the hull Connecting means for connecting the shoe piece provided in the section, the flap and the second shaft member, and controlling the angle formed by the front and rear direction of the flap and the full length direction of the hull to be larger than the rudder angle of the rudder body It is characterized by providing.

本発明に係る船舶では、シューピースが、後方に向けて船体の船底部分から突設されている。また、シューピースの後端部に、第２軸部材を有する軸受け部材が設けられており、フラップの前後方向と船体の全長方向とがなす角が舵本体の舵角よりも大きくなるように制御する連結手段によって、フラップと第２軸部材とが連結されている。そのため、高所での作業を要していた従来と比較して、安全な地上付近にて作業を行うことができ、舵軸と第２軸部材との位置合わせを精度よく且つ効率的に行えることとなる。その結果、舵本体とフラップとを連動させる機構を確実に実現することが可能となる。   In the ship according to the present invention, the shoe piece projects from the bottom of the hull toward the rear. Further, a bearing member having a second shaft member is provided at the rear end portion of the shoe piece, and the angle formed by the front-rear direction of the flap and the full length direction of the hull is controlled to be larger than the rudder angle of the rudder body. The flap and the second shaft member are connected by the connecting means. Therefore, compared with the conventional method that required work at a high place, the work can be performed near the ground safely, and the alignment between the rudder shaft and the second shaft member can be performed accurately and efficiently. It will be. As a result, it is possible to reliably realize a mechanism for interlocking the rudder body and the flap.

ところで、従来の船舶においては、縦型ピンが船体から下方に向けて突設されており、フラップ上端の受動金具と係合される水平リンクがフラップ及び主舵と船体との間に配置されていたので、フラップ及び主舵と船体との間において十分な空間を確保する必要があった。そのため、船体の形状及び主舵の形状が制限されていた。しかしながら、本発明に係る船舶では、船底側（地上側）におけるシューピース部分で舵本体とフラップとを連動させる構造が構成されているので、従来の船舶のように制限を受けることなく、船体の形状や舵本体の形状についての設計の自由度を高めることが可能となる。   By the way, in the conventional ship, the vertical pin protrudes downward from the hull, and the horizontal link that engages with the passive metal fitting at the upper end of the flap is arranged between the flap and the main rudder and the hull. Therefore, it was necessary to secure sufficient space between the flap and main rudder and the hull. Therefore, the shape of the hull and the shape of the main rudder were limited. However, in the ship according to the present invention, since the structure in which the rudder body and the flap are interlocked with each other at the shoe piece portion on the bottom side (the ground side) is not limited as in a conventional ship, It becomes possible to increase the degree of freedom in designing the shape and the shape of the rudder body.

また、連結手段は、第２軸部材に枢設された第２軸側部材と、フラップが有するフラップ側部材とが結合されて構成されており、舵本体が舵軸を中心として回動するのに伴い、第２軸部材と、第２軸側部材及びフラップ側部材の結合部分との直線距離が変化するようになっていてもよい。   Further, the connecting means is configured by combining a second shaft side member pivoted on the second shaft member and a flap side member of the flap, and the rudder body rotates around the rudder shaft. Accordingly, the linear distance between the second shaft member and the coupling portion of the second shaft side member and the flap side member may be changed.

また、第２軸側部材は、第２軸部材に枢設された棒状部材であり、フラップ側部材は、フラップに設けられると共に棒状部材が摺動可能に挿通された管状部材であってもよい。   The second shaft-side member may be a rod-like member pivoted on the second shaft member, and the flap-side member may be a tubular member that is provided on the flap and through which the rod-like member is slidably inserted. .

また、舵本体は、その上端部の少なくとも一部が船体のうち舵本体の上方における部分の形状に沿う形状とされていてもよい。このようにすると、舵本体の面積を大きくすることができるので、大きな揚力が得られることとなる。その結果、旋回性能をより向上させることが可能となる。   Further, the rudder body may have a shape in which at least a part of the upper end portion thereof conforms to the shape of the portion of the hull above the rudder body. If it does in this way, since the area of a rudder main body can be enlarged, big lift will be obtained. As a result, the turning performance can be further improved.

また、船体のうち舵本体及びフラップの上方における部分から下方に向けて突設されたスケグを更に備えることが好ましい。このようにすると、船舶がフラップとスケグとの両方を備えることとなるので、フラップによる旋回性能の向上を図ることができると共に、スケグによる、保針性能向上の機能や、氷海域における後進時の舵本体及びフラップの保護を行うことが可能となる。   Moreover, it is preferable to further include a skeg projecting downward from a portion of the hull above the rudder main body and the flap. In this way, since the ship has both a flap and a skeg, it is possible to improve the turning performance by the flap, and the function of improving the stake maintenance performance by the skeg and the backward movement in the ice sea area. It is possible to protect the rudder body and the flap.

本発明によれば、肥大船等の大型船であっても、舵本体とフラップとを連動させる機構を確実に実現可能な船舶を提供することができる。   ADVANTAGE OF THE INVENTION According to this invention, even if it is large ships, such as a enlargement ship, the ship which can implement | achieve the mechanism which interlock | cooperates a rudder main body and a flap reliably can be provided.

本発明の好適な実施形態について、図面を参照して説明する。なお、説明において、同一要素又は同一機能を有する要素には同一符号を用いることとし、重複する説明は省略する。   Preferred embodiments of the present invention will be described with reference to the drawings. In the description, the same reference numerals are used for the same elements or elements having the same function, and a duplicate description is omitted.

まず、図１及び図２を参照して、本実施形態に係る船舶１０の構造について説明する。船舶１０は、船体１２と、シューピース１４と、スクリュー１６と、舵本体１８と、フラップ２０と、軸受け部材２２とを備える。   First, with reference to FIG.1 and FIG.2, the structure of the ship 10 which concerns on this embodiment is demonstrated. The ship 10 includes a hull 12, a shoe piece 14, a screw 16, a rudder body 18, a flap 20, and a bearing member 22.

船体１２は、図１及び図２に示されるように、後方に向いた後向船尾部１２ａと、下方に向いた下向船尾部１２ｂと、船底部１２ｃとを有している。船底１２ｃには、後方（船体１２の船首から船尾に向かう方向）に向けてシューピース１４が突設されている。   As shown in FIGS. 1 and 2, the hull 12 includes a backward stern portion 12 a facing backward, a downward stern portion 12 b facing downward, and a bottom portion 12 c. A shoe piece 14 projects from the bottom 12c toward the rear (in the direction from the bow of the hull 12 toward the stern).

スクリュー１６は、後向船尾部１２ａに設けられた突出部２４の先端に設置されている。スクリュー１６は、自身が回転することにより、スクリュー１６よりも後方に位置する舵１８及びフラップ２０に向けて回転流を発生させることができるようになっている。船舶１０は、この回転流によって推力を得て前進する。   The screw 16 is installed at the tip of the protruding portion 24 provided in the backward stern portion 12a. The screw 16 can generate a rotating flow toward the rudder 18 and the flap 20 located behind the screw 16 by rotating itself. The ship 10 moves forward by obtaining thrust by this rotating flow.

舵本体１８は、船体１２に対し回動可能となるように、その上端部１８ａから上方に延びる舵軸２６を介して下向船尾部１２ｂに取り付けられていると共に、その下端部１８ｂがシューピース１４から上方に延びる軸部材２８と枢着されている。そのため、スクリュー１６を回転させた状態で、図示しない舵取機によって舵軸２６を介して舵本体１８の角度を変えることで、船舶１０の進行方向を変更し、針路に合わせることができる。なお、舵軸２６の軸心と軸部材２８の軸心とは一致している。   The rudder body 18 is attached to the downward stern part 12b via a rudder shaft 26 extending upward from the upper end part 18a so that the rudder body 18 can be rotated with respect to the hull 12, and the lower end part 18b is a shoe piece. 14 is pivotally connected to a shaft member 28 extending upwardly. Therefore, by changing the angle of the rudder main body 18 via the rudder shaft 26 with a steering gear (not shown) while the screw 16 is rotated, the traveling direction of the ship 10 can be changed to match the course. Note that the axis of the rudder shaft 26 coincides with the axis of the shaft member 28.

舵本体１８は、図２に示されるように、船首寄りの先端部１８ｃと、先端部１８ｃに対して船首よりも離れた後端部１８ｄとを有している。舵本体１８は、先端部１８ｃから後端部１８ｄに向かうにつれて徐々に厚くなりその後徐々に薄くなる翼形状を呈している。   As shown in FIG. 2, the rudder main body 18 has a front end portion 18 c close to the bow and a rear end portion 18 d that is farther from the bow than the front end portion 18 c. The rudder body 18 has a wing shape that gradually increases in thickness from the front end portion 18c toward the rear end portion 18d and then gradually decreases.

図１に戻って、舵本体１８の後端部１８ｄには、後方に向けて突出する一対の凸部１８ｅがその上端及び下端に設けられている。   Returning to FIG. 1, the rear end portion 18 d of the rudder body 18 is provided with a pair of convex portions 18 e protruding rearward at the upper end and the lower end thereof.

フラップ２０には、一対の凸部１８ｅに対応する一対の凹部２０ａが設けられており、フラップ２０の凹部２０ａは、凸部１８ｅと係合している。フラップ２０は、舵本体１８に対し回動可能となるように、凹部２０ａ及び凸部１８ｅを縦通する軸部材（第１軸部材）３０を介して舵本体１８の後端部１８ｄに取り付けられている。   The flap 20 is provided with a pair of concave portions 20a corresponding to the pair of convex portions 18e, and the concave portions 20a of the flap 20 are engaged with the convex portions 18e. The flap 20 is attached to the rear end portion 18d of the rudder main body 18 via a shaft member (first shaft member) 30 that passes through the concave portion 20a and the convex portion 18e so as to be rotatable with respect to the rudder main body 18. ing.

フラップ２０は、図２に示されるように、船首寄りの先端部２０ｂと、先端部２０ｂに対して船首よりも離れた後端部２０ｃとを有している。フラップ２０は、先端部２０ｂから後端部２０ｃに向かうにつれて徐々に厚くなりその後徐々に薄くなる翼形状を呈している。   As shown in FIG. 2, the flap 20 has a front end 20b near the bow and a rear end 20c that is farther from the bow than the front 20b. The flap 20 has a wing shape that gradually increases in thickness from the front end 20b toward the rear end 20c and then gradually decreases.

図１に戻って、フラップ２０には、その下端部２０ｄから下方に向けて延びる棒状部材（連結手段）３２が設けられている。棒状部材３２の下端部には、水平方向に貫通された管状部材（連結手段）３４が設けられている。   Returning to FIG. 1, the flap 20 is provided with a rod-like member (connecting means) 32 extending downward from the lower end 20 d thereof. A tubular member (connecting means) 34 penetrating in the horizontal direction is provided at the lower end of the rod-shaped member 32.

軸受け部材２２は、シューピース１４の後端部に設けられている。軸受け部材２２は、シューピース１４とは反対側が二股に分岐されており、その二股部分を縦通する軸部材（第２軸部材）３６を有している。   The bearing member 22 is provided at the rear end portion of the shoe piece 14. The bearing member 22 is bifurcated on the opposite side to the shoe piece 14 and has a shaft member (second shaft member) 36 that vertically passes through the bifurcated portion.

軸部材３６には、棒状部材３８が枢設されている。棒状部材３８には、管状部材３４が挿通されており、管状部材３４が棒状部材３８に沿って摺動可能とされている。そのため、棒状部材３２、管状部材３４及び棒状部材３８によって、フラップ２０と軸部材３６とが連結されることとなる。   A rod-shaped member 38 is pivoted on the shaft member 36. A tubular member 34 is inserted into the rod-shaped member 38, and the tubular member 34 is slidable along the rod-shaped member 38. Therefore, the flap 20 and the shaft member 36 are connected by the rod-shaped member 32, the tubular member 34, and the rod-shaped member 38.

続いて、図２を参照して、舵本体１８及びフラップ２０の動作について説明する。   Next, operations of the rudder body 18 and the flap 20 will be described with reference to FIG.

舵本体１８及びフラップ２０の前後方向が船体１２の全長方向に揃った状態（図２（ａ）参照）から、舵軸２６を介して舵本体１８を回動させた場合、フラップ２０が舵本体１８の後端部１８ｄに回動可能に取り付けられているので、舵本体１８の回動に伴いフラップ２０も回動する。このとき、舵本体１８、フラップ２０、棒状部材３２及び管状部材３４は互いに接続されているので、管状部材３４は、舵軸２６の軸心（軸部材２８の軸心）を中心とし、舵軸２６の軸心（軸部材２８の軸心）までの直線距離を半径とした円運動を行う。一方、管状部材３４には棒状部材３８が挿通されているので、フラップ２０の先端部２０ｂと後端部２０ｃとを結ぶ直線は、常に、棒状部材３８の延在方向に一致する。その結果、舵本体１８の回動に伴い、管状部材３４が、棒状部材３８の後端に向かって棒状部材３８に沿って摺動し、フラップ２０の前後方向と船体１２の全長方向とがなす角θが、舵本体の舵角φよりも大きくなるように制御されることとなる（図２（ｂ）参照）。   When the rudder body 18 is rotated via the rudder shaft 26 from the state where the longitudinal direction of the rudder body 18 and the flap 20 is aligned with the full length direction of the hull 12 (see FIG. 2A), the flap 20 18, the flap 20 is also rotated as the rudder body 18 is rotated. At this time, since the rudder body 18, the flap 20, the rod-like member 32, and the tubular member 34 are connected to each other, the tubular member 34 is centered on the axis of the rudder shaft 26 (the axis of the shaft member 28), and the rudder shaft A circular motion is performed with a straight line distance to the axis of 26 (the axis of the shaft member 28) as a radius. On the other hand, since the rod-shaped member 38 is inserted through the tubular member 34, the straight line connecting the front end portion 20 b and the rear end portion 20 c of the flap 20 always coincides with the extending direction of the rod-shaped member 38. As a result, as the rudder body 18 rotates, the tubular member 34 slides along the rod-shaped member 38 toward the rear end of the rod-shaped member 38, and the front-rear direction of the flap 20 and the full-length direction of the hull 12 are formed. The angle θ is controlled to be larger than the rudder angle φ of the rudder body (see FIG. 2B).

ところで、従来、船体１２の下向船尾部１２ｂから下方に向けて突設された縦型ピン１０２と、一端が縦型ピン１０２と回動可能に接続されると共にフラップ２０の上端から上方に突出する受動金具１０４と摺動可能に係合された水平リンク１０６とを備える船舶１００が知られている（図３参照）。このような従来の船舶１００においても、舵本体１８の回動に伴い、フラップ２０が連動して回動し、フラップ２０の前後方向と船体１２の全長方向とがなす角θが舵本体の舵角φよりも大きくなるので、船舶１００の旋回性能の向上が図られる。ところが、船舶１００が肥大船等の大型船を地上にて造船する際、舵軸２６の船体１２への取り付け位置や縦型ピン１０２の船体への取り付け位置は、地上から１４ｍ程度の高所となる。そのため、縦型ピン１０２を船体１２に取り付けて舵軸２６と縦型ピン１０２とを位置合わせする作業を高所にて行う必要があったので、足場等を組む手間を要し、作業員が危険に晒され、作業に時間がかかっていた。従って、舵軸２６と縦型ピン１０２との位置合わせが高精度に行われず、舵本体１８とフラップ２０との連動機構が十分に機能しない虞があるという問題があった。   By the way, conventionally, the vertical pin 102 projecting downward from the downward stern portion 12b of the hull 12 and one end of the vertical pin 102 are pivotally connected to the vertical pin 102 and project upward from the upper end of the flap 20. A ship 100 including a passive metal fitting 104 and a horizontal link 106 slidably engaged is known (see FIG. 3). In such a conventional ship 100 as well, the flap 20 rotates in conjunction with the rotation of the rudder body 18, and the angle θ formed by the front-rear direction of the flap 20 and the full length direction of the hull 12 is the rudder of the rudder body. Since it becomes larger than the angle φ, the turning performance of the ship 100 can be improved. However, when the ship 100 builds a large ship such as a large ship on the ground, the attachment position of the rudder shaft 26 to the hull 12 and the attachment position of the vertical pin 102 to the hull are about 14 m above the ground. Become. Therefore, it is necessary to perform the work of attaching the vertical pin 102 to the hull 12 and aligning the rudder shaft 26 and the vertical pin 102 at a high place, which requires labor for assembling a scaffold and the like. I was in danger and took a long time to work. Therefore, there is a problem that the alignment between the rudder shaft 26 and the vertical pin 102 is not performed with high accuracy, and the interlocking mechanism between the rudder body 18 and the flap 20 may not function sufficiently.

しかしながら、本実施形態においては、後方に向けて船体１２の船底部１２ｃから突設されたシューピース１４の後端部に、軸部材３６を有する軸受け部材２２が設けられている。そのため、高所での作業を要していた従来と比較して、安全な地上付近にて作業を行うことができ、舵軸２６と軸部材３６との位置合わせを精度よく且つ効率的に行えることとなる。その結果、舵本体１８とフラップ２０とを連動させる機構を確実に実現することが可能となる。   However, in the present embodiment, the bearing member 22 having the shaft member 36 is provided at the rear end portion of the shoe piece 14 protruding from the ship bottom portion 12c of the hull 12 toward the rear. For this reason, it is possible to perform work near the ground safely, compared to the conventional case where work at a high place is required, and to accurately and efficiently align the rudder shaft 26 and the shaft member 36. It will be. As a result, a mechanism for interlocking the rudder body 18 and the flap 20 can be reliably realized.

以上、本発明の好適な実施形態について詳細に説明したが、本発明は上記した実施形態に限定されるものではない。例えば、本実施形態に係る船舶１０では、船体１２と舵本体１８との間に水平リンク１０６が配置されていた従来の船舶１００のように船体１２の形状や舵本体１８の形状について制限を受けることがないので、船体１２の形状や舵本体１８の形状を船舶１０の用途に応じて設計するようにしてもよい。   Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments. For example, in the ship 10 according to the present embodiment, the shape of the hull 12 and the shape of the rudder main body 18 are limited as in the conventional ship 100 in which the horizontal link 106 is disposed between the hull 12 and the rudder main body 18. Therefore, the shape of the hull 12 and the shape of the rudder main body 18 may be designed according to the use of the ship 10.

具体的には、図４に示されるように、舵本体１８の上端部１８ａの一部が、側方から見て、船体１２の下向船尾部１２ｂの形状に沿う形状とされていてもよい。このようにすると、舵本体１８の面積を大きくすることができるので、大きな揚力が得られることとなる。その結果、旋回性能をより向上させることが可能となる。なお、図４においては、舵本体１８の上端部１８ａの半分以上が、側方から見て、船体１２の下向船尾部１２ｂの形状に対して略平行とされている。   Specifically, as shown in FIG. 4, a part of the upper end portion 18 a of the rudder main body 18 may be shaped along the shape of the downward stern portion 12 b of the hull 12 when viewed from the side. . If it does in this way, since the area of the rudder main body 18 can be enlarged, big lift will be obtained. As a result, the turning performance can be further improved. In FIG. 4, more than half of the upper end portion 18a of the rudder body 18 is substantially parallel to the shape of the downward stern portion 12b of the hull 12 when viewed from the side.

また、図５に示されるように、船体１２のうち舵本体１８及びフラップ２０の上方における下向船尾部１２ｂから下方に向けて、スケグ４０を設けてもよい。このようにすると、船舶１０がフラップ２０とスケグ４０との両方を備えることとなるので、フラップ２０による旋回性能の向上を図ることができると共に、スケグ４０による、保針性能向上の機能や、氷海域における後進時の舵本体及びフラップの保護を行うことが可能となる。   Further, as shown in FIG. 5, the skeg 40 may be provided downward from the downward stern portion 12 b above the rudder main body 18 and the flap 20 in the hull 12. If it does in this way, since the ship 10 will be provided with both the flap 20 and the skeg 40, while improving the turning performance by the flap 20, the function of the needle-keeping performance improvement by the skeg 40, and ice It becomes possible to protect the rudder main body and the flap during reverse travel in the sea area.

また、本実施形態では、棒状部材３２、管状部材３４及び棒状部材３８によって、フラップ２０と軸部材３６とを連結していたが、フラップ２０の前後方向と船体１２の全長方向とがなす角θを舵本体の舵角φよりも大きくすることができれば、これに限られず、種々の連結手段を採用可能である。例えば、図６及び図７に示されるように、フラップ２０の下端からシューピース１４に向けて延びる連結部材（連結手段）４２を、フラップ２０の下端に設けるようにしてもよい。この連結部材４２は、薄い板状部材であり、その延在方向に延びる長孔状のスリット４２ａを有しており、軸部材３６がスリット４２ａと係合している。そのため、図７に示されるように、舵本体１８の回動に伴い、軸部材３６が連結部材４２のスリット４２ａ内を相対的に摺動し、フラップ２０の前後方向と船体１２の全長方向とがなす角θが、舵本体の舵角φよりも大きくなることとなる。   In the present embodiment, the flap 20 and the shaft member 36 are connected by the rod-like member 32, the tubular member 34, and the rod-like member 38. However, the angle θ formed by the front-rear direction of the flap 20 and the full-length direction of the hull 12 is shown. If it can be made larger than the rudder angle φ of the rudder body, the present invention is not limited to this, and various connecting means can be employed. For example, as shown in FIGS. 6 and 7, a connecting member (connecting means) 42 extending from the lower end of the flap 20 toward the shoe piece 14 may be provided at the lower end of the flap 20. The connecting member 42 is a thin plate-like member, has a long hole-like slit 42a extending in the extending direction thereof, and the shaft member 36 is engaged with the slit 42a. Therefore, as shown in FIG. 7, as the rudder body 18 rotates, the shaft member 36 slides relatively in the slit 42 a of the connecting member 42, and the front-rear direction of the flap 20 and the full-length direction of the hull 12 Will be larger than the rudder angle φ of the rudder body.

図１は、本実施形態に係る船舶の船尾部分を示す側面図である。FIG. 1 is a side view showing a stern portion of a ship according to the present embodiment. 図２は、本実施形態に係る船舶における舵本体及びフラップの動作を説明するための図である。Drawing 2 is a figure for explaining operation of a rudder main part and a flap in a vessel concerning this embodiment. 図３は、従来の船舶の船尾部分を示す側面図である。FIG. 3 is a side view showing a stern portion of a conventional ship. 図４は、本実施形態の第１変形例に係る船舶の船尾部分を示す側面図である。FIG. 4 is a side view showing a stern portion of a ship according to a first modification of the present embodiment. 図５は、本実施形態の第２変形例に係る船舶の船尾部分を示す側面図である。FIG. 5 is a side view showing a stern portion of a ship according to a second modification of the present embodiment. 図６は、本実施形態の第３変形例に係る船舶の船尾部分を示す側面図である。FIG. 6 is a side view showing a stern portion of a ship according to a third modification of the present embodiment. 図７は、本実施形態の第３変形例に係る船舶における舵本体及びフラップの動作を説明するための図である。FIG. 7 is a view for explaining the operation of the rudder main body and the flap in the ship according to the third modification of the present embodiment.

符号の説明Explanation of symbols

１０…船舶、１２…船体、１４…シューピース、１８…舵本体、２０…フラップ、２２…軸受け部材、２６…舵軸、３０…軸部材（第１軸部材）、３４…管状部材（連結手段）、３６…軸部材（第２軸部材）、３８…棒状部材（連結手段）、４０…スケグ、４２…連結部材（連結手段）。   DESCRIPTION OF SYMBOLS 10 ... Ship, 12 ... Hull, 14 ... Shoe piece, 18 ... Rudder main body, 20 ... Flap, 22 ... Bearing member, 26 ... Rudder shaft, 30 ... Shaft member (first shaft member), 34 ... Tubular member (connecting means) , 36... Shaft member (second shaft member), 38... Rod-shaped member (connecting means), 40.

Claims (5)

船体と、
前記船体に対して回動可能となるように、舵軸を介して前記船体に取り付けられた舵本体と、
前記舵本体に対して回動可能となるように、第１軸部材を介して前記舵本体の後端部に取り付けられたフラップと、
前記船体の船底部分から後方に向けて突設されると共に、前記舵軸とは異なる第２軸部材を有する軸受け部材が後端部に設けられたシューピースと、
前記フラップと前記第２軸部材とを連結すると共に、前記フラップの前後方向と前記船体の全長方向とがなす角が前記舵本体の舵角よりも大きくなるように制御する連結手段とを備えることを特徴とする船舶。 The hull,
A rudder body attached to the hull via a rudder shaft so as to be rotatable with respect to the hull;
A flap attached to the rear end of the rudder body via a first shaft member so as to be rotatable with respect to the rudder body;
A shoe piece that protrudes rearward from the ship bottom portion of the hull and has a bearing member having a second shaft member different from the rudder shaft at a rear end;
And connecting means for connecting the flap and the second shaft member and controlling the angle formed by the front-rear direction of the flap and the full length direction of the hull to be larger than the rudder angle of the rudder body. A ship characterized by 前記連結手段は、前記第２軸部材に枢設された第２軸側部材と、前記フラップが有するフラップ側部材とが結合されて構成されており、
前記舵本体が前記舵軸を中心として回動するのに伴い、前記第２軸部材と、前記第２軸側部材及び前記フラップ側部材の結合部分との直線距離が変化するようになっていることを特徴とする船舶。 The connecting means is configured by combining a second shaft side member pivoted on the second shaft member and a flap side member of the flap,
As the rudder main body rotates about the rudder shaft, the linear distance between the second shaft member and the coupling portion of the second shaft side member and the flap side member changes. A ship characterized by that. 前記第２軸側部材は、前記第２軸部材に枢設された棒状部材であり、
前記フラップ側部材は、前記フラップに設けられると共に前記棒状部材が摺動可能に挿通された管状部材であることを特徴とする請求項２に記載された船舶。 The second shaft side member is a rod-like member pivoted on the second shaft member,
The ship according to claim 2, wherein the flap-side member is a tubular member that is provided on the flap and into which the rod-like member is slidably inserted. 前記舵本体は、側方から見て、その上端部の少なくとも一部が前記船体のうち前記舵本体の上方における部分の形状に沿う形状とされていることを特徴とする請求項１〜３のいずれか一項に記載された船舶。   The said rudder main body is a shape in which at least one part of the upper end part is made into the shape which follows the shape of the part above the rudder main body among the said hulls seeing from the side. A ship described in any one of the items. 前記船体のうち前記舵本体及び前記フラップの上方における部分から下方に向けて突設されたスケグを更に備えることを特徴とする請求項１〜３のいずれか一項に記載された船舶。   The ship according to any one of claims 1 to 3, further comprising a skeg protruding downward from a portion of the hull above the rudder main body and the flap.
JP2007160647A 2007-06-18 2007-06-18 Ship Pending JP2008308140A (en)

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Publication number Priority date Publication date Assignee Title
CN102030097A (en) * 2010-12-17 2011-04-27 江苏现代造船技术有限公司 Flap rudder for inland ship
CN108224035A (en) * 2017-12-12 2018-06-29 贵州航天控制技术有限公司 Flexible coupling body and the device for being used to detect rudderpost corner with it
CN108891572A (en) * 2018-07-05 2018-11-27 杨平 A kind of easy split-type marine rudder bar
KR20200011304A (en) * 2018-07-24 2020-02-03 삼성중공업 주식회사 Maneuverability enhancing apparatus and ship including the same

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JPH0257798U (en) * 1988-10-22 1990-04-25
JPH0340300U (en) * 1989-08-31 1991-04-18
JPH10147285A (en) * 1996-11-15 1998-06-02 Mitsubishi Heavy Ind Ltd Stern straightening structure
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JPS50112995A (en) * 1974-02-14 1975-09-04
JPS5667695A (en) * 1979-11-05 1981-06-06 Mitsubishi Heavy Ind Ltd Stern structure
JPH0257798U (en) * 1988-10-22 1990-04-25
JPH0340300U (en) * 1989-08-31 1991-04-18
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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102030097A (en) * 2010-12-17 2011-04-27 江苏现代造船技术有限公司 Flap rudder for inland ship
CN108224035A (en) * 2017-12-12 2018-06-29 贵州航天控制技术有限公司 Flexible coupling body and the device for being used to detect rudderpost corner with it
CN108891572A (en) * 2018-07-05 2018-11-27 杨平 A kind of easy split-type marine rudder bar
KR20200011304A (en) * 2018-07-24 2020-02-03 삼성중공업 주식회사 Maneuverability enhancing apparatus and ship including the same
KR102438944B1 (en) * 2018-07-24 2022-08-31 삼성중공업 주식회사 Maneuverability enhancing apparatus and ship including the same

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