JP2552808Y2 - Boat rudder - Google Patents
Boat rudderInfo
- Publication number
- JP2552808Y2 JP2552808Y2 JP1991023299U JP2329991U JP2552808Y2 JP 2552808 Y2 JP2552808 Y2 JP 2552808Y2 JP 1991023299 U JP1991023299 U JP 1991023299U JP 2329991 U JP2329991 U JP 2329991U JP 2552808 Y2 JP2552808 Y2 JP 2552808Y2
- Authority
- JP
- Japan
- Prior art keywords
- rudder
- reaction
- fins
- flow
- center line
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
- B63H25/06—Steering by rudders
- B63H25/38—Rudders
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Lift Valve (AREA)
- Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本考案は、船舶用舵に関し、特に
推進器の回転方向と関連づけて船体中心線に対してずら
して舵を配置することにより、推進性能を改善したもの
に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rudder for a ship, and more particularly to an improved rudder for displacing a rudder with respect to a center line of a hull in relation to a rotation direction of a propulsion device.
【０００２】[0002]
【従来の技術】船舶の推進器の後方の流れ（プロペラ後
流）には、船体の左右のビルジ付近から発生した内回り
の左右対称のビルジ渦と、プロペラ後流に含まれる推進
器の回転方向に回る回転流とがあり、これらのビルジ渦
や回転流は、舵に衝突し舵の整流作用で弱められるもの
の、舵の後端部以降の流れには依然としてビルジ渦や回
転流が残存している。これらビルジ渦や回転流を極力整
流して後方向きの流れに変換すれば、推進効率を向上し
得るということは従来より知られている。2. Description of the Related Art A symmetrical bilge vortex generated in the vicinity of a bilge on the left and right sides of a hull and a rotational direction of a propeller included in a wake of a propeller include a flow behind the propeller of the ship (wake behind the propeller). Although these bilge vortices and rotating flows collide with the rudder and are weakened by the rectifying action of the rudder, the bilge vortices and rotating flow still remain in the flow after the rear end of the rudder. I have. It is conventionally known that the propulsion efficiency can be improved by rectifying these bilge vortices and rotating flows as much as possible and converting them into backward flows.
【０００３】例えば、特開昭６０−１６１２９５号公報
には、前記ビルジ渦や回転流のエネルギーの一部を推進
力として効率よく回収する為に、プロペラ後流中に左右
１対のリアクションフィンを設けてなる舶用リアクショ
ンフィン装置が開示されている。[0003] For example, Japanese Patent Application Laid-Open No. 60-161295 discloses that a pair of left and right reaction fins is provided in the wake of a propeller in order to efficiently recover a part of the energy of the bilge vortex or the rotating flow as a propulsive force. A marine reaction fin device provided is disclosed.
【０００４】また、実開昭６３−１７０４００号公報に
は、主としてプロペラ後流に含まれる回転流等を整流し
て推進効率を向上させる為に、１軸プロペラ船のダブル
フラップラダーにおけるフラップラダーの前部と側部に
複数の整流用フィンを高さ方向適当間隔おきに設け、渦
流状のプロペラ後流を整流することにより抵抗低減を図
るようにしたフィン付きダブルフラップラダーが提案さ
れている。一方、本願発明者等は、プロペラ後流の中で
乱れた渦状の流れが最も著しくなる回転流の中心部の流
れを整流して推進効率を高める為に、推進器軸の後方位
置で舵に流線形断面で回転体状のバルブを設けてなるラ
ダーバルブを提案し実用化した。Japanese Utility Model Laid-Open Publication No. Sho 63-170400 discloses a flapper in a double-flapper ladder of a single-shaft propeller ship in order to improve the propulsion efficiency mainly by rectifying the rotational flow and the like included in the wake of the propeller. A double flapper with fins has been proposed in which a plurality of rectifying fins are provided at appropriate intervals in the height direction on a front portion and side portions so as to reduce the resistance by rectifying the wake of a vortex propeller. On the other hand, in order to improve the propulsion efficiency by rectifying the flow at the center of the rotational flow where the turbulent vortex flow in the wake of the propeller is most remarkable, the inventors of the present invention turned the rudder at the rear position of the propeller shaft. A ladder valve with a streamlined cross section and a rotary valve was proposed and put into practical use.
【０００５】[0005]
【考案が解決しようとする課題】前記プロペラ後流に含
まれるビルジ渦と回転流に関し、前記前者の公報にも記
載のように、推進器の回転方向が例えば右回りの場合、
右舷側ではビルジ渦がそれと反対向きの回転流で弱めら
れ、また左舷側ではビルジ渦がそれと同じ向きの回転流
で増強されることになる。しかし、従来、舵が船体中心
線上に配置されているので、ビルジ渦や回転流に対する
舵の整流作用は左右対称になることから、図６に示すよ
うに、舵後方の流れにおいてはビルジ渦と回転流とが複
合された複合回転流が、左舷側で強くまた右舷側で弱
く、左右非対称になる。つまり、左舷側の強力な複合回
転流に対して舵の整流作用が十分に発揮されないことに
なる。同様に、推進器の回転方向が左回りの場合には、
右舷側の強力な複合回転流に対して舵の整流作用が十分
に発揮されないことになる。図７は、推進器の回転方向
が右回りの場合において、舵にラダーバルブを設け、且
つこのラダーバルブに複数のリアクションフィンを放射
状に左右対称に設けた場合における舵後方の流れに含ま
れる複合回転流を示すものであるが、舵が船体中心線上
に配置されているので、依然として左右非対称性が残存
し、左舷側の複合回転流のエネルギーを推進力として回
収する効率が低くなっている。With respect to the bilge vortex and the rotating flow included in the wake of the propeller, as described in the former publication, when the rotation direction of the propulsion device is clockwise, for example,
On the starboard side, the bilge vortex is attenuated by the rotating flow in the opposite direction, and on the port side, the bilge vortex is enhanced by the rotating flow in the same direction. However, conventionally, since the rudder is arranged on the center line of the hull, the rectifying action of the rudder with respect to the bilge vortex and the rotational flow is symmetrical. Therefore, as shown in FIG. The combined rotating flow, which is combined with the rotating flow, is strong on the port side and weak on the starboard side, and is asymmetrical. In other words, the rectifying action of the rudder cannot be sufficiently exerted on the strong composite rotating flow on the port side. Similarly, when the direction of rotation of the propeller is counterclockwise,
The rectifying action of the rudder will not be sufficiently exerted on the strong composite rotating flow on the starboard side. FIG. 7 shows a compound included in the flow behind the rudder when the rudder is provided with a rudder valve and a plurality of reaction fins are radially symmetrically provided on the rudder valve when the rotation direction of the propulsion unit is clockwise. Although the rotating flow is shown, since the rudder is arranged on the center line of the hull, left-right asymmetry still remains, and the efficiency of recovering the energy of the composite rotating flow on the port side as propulsion is low.
【０００６】前記後者の公報に記載のフィン付きダブル
フラップラダーにおいては、舵の前端部と両側部とに亙
る５組のフィンを設けるので全体としてフィンの表面積
が大きくなることから、粘性抵抗など抵抗増加が大きく
なって推進効率向上の効果はあまり期待できない。しか
も、フィンは比較的小幅のものであって舵の側面に水平
状に設けてあるので、前記プロペラ後流に含まれる回転
流に対して直交状に配置されていないばかりか、一部の
フィンは回転流と平行状に位置することから、強力な整
流作用が得られず、実用に供し得るものとは言い難い。
本考案の目的は、高い整流作用でもって推進効率を向上
し得るような船舶用舵を提供することである。In the double flapper with fins described in the latter publication, since five sets of fins are provided at the front end and both sides of the rudder, the surface area of the fins becomes large as a whole, so that resistance such as viscous resistance is increased. As the increase increases, the effect of improving propulsion efficiency cannot be expected much. Moreover, since the fins are relatively narrow and are provided horizontally on the side surfaces of the rudder, not only are they not arranged orthogonally to the rotational flow contained in the wake of the propeller, but also some fins are not provided. Is located in parallel with the rotating flow, so that a strong rectifying action cannot be obtained, and it cannot be said that it is practically usable.
An object of the present invention is to provide a boat rudder that can improve propulsion efficiency with a high rectifying action.
【０００７】[0007]
【課題を解決するための手段】請求項１に係る船舶用舵
は、推進器を備えた船舶の舵において、前記舵を、後方
より視て推進器の回転方向が右回りの場合には左舷側へ
また左回りの場合には右舷側へ、船体中心線から０．１
Ｄｐ〜０．３Ｄｐ（但し、Ｄｐは推進器の直径）の距離
だけずらして配設し、前記舵の側部に、複数のリアクシ
ョンフィンを、推進器軸と平行で且つ略同一高さに位置
する舵中心線に対して放射状に設け、舵に対して船体中
心線側のリアクションフィンは反対側のリアクションフ
ィンよりも放射方向に長く形成し、前記推進器軸と略同
一高さに位置する舵の高さ方向途中部に、流線型断面で
回転体状のラダーバルブを舵中心線と同心状に設け、前
記複数のリアクションフィンの基端部をラダーバルブに
固定したことを特徴とするものである。According to a first aspect of the present invention, there is provided a rudder for a marine vessel equipped with a propulsion device, wherein the rudder is ported when the rotation direction of the propulsion device is clockwise when viewed from behind. To the starboard side or to the starboard side if counterclockwise, 0.1
Dp to 0.3 Dp (where Dp is the diameter of the propulsion device) and are arranged at a distance from each other.
Fins are positioned parallel to the propulsor axis and at approximately the same height.
To the rudder center line
The reaction fin on the core side is the reaction fin on the other side.
Radially longer than the propulsion unit, and
In the middle of the rudder located at one height in the height direction,
A rotator-shaped rudder valve is installed concentrically with the rudder center line.
The base ends of multiple reaction fins are connected to the rudder valve
It is characterized by being fixed .
【０００８】[0008]
【作用】請求項１に係る船舶用舵は、前記舵を、後方よ
り視て推進器の回転方向が右回りの場合には左舷側へま
た左回りの場合には右舷側へ、船体中心線から０．１Ｄ
ｐ〜０．３Ｄｐ（但し、Ｄｐは推進器の直径）の距離だ
けずらして配設したので、左舷側のビルジ渦と回転流と
からなる複合回転流と、右舷側のビルジ渦と回転流とか
らなる複合回転流とに対して、流体力学的に略対称に舵
を配設してこれらを舵によって効率良く整流することが
出来、これにより推進効率を向上させることが出来る。
前記舵を船体中心線からずらす距離が０．１Ｄｐ未満
の場合には推進効率向上の効果が殆ど得られず、また
０．３Ｄｐより大きくなると左右の複合回転流に対して
流体力学的に略対称に舵を配置出来なくなるため推進効
率向上の効果が得られなくなる。According to a first aspect of the present invention, there is provided a hull rudder, wherein the rudder is viewed from the rear, to the port side when the rotation direction of the propulsion unit is clockwise, and to the starboard side when the rotation direction is counterclockwise. From 0.1D
Since it is arranged at a distance of p to 0.3 Dp (where Dp is the diameter of the propulsion device), a composite rotating flow composed of a bilge vortex and a rotating flow on the port side, a bilge vortex and a rotating flow on the starboard side, With respect to the composite rotating flow composed of the rudder, the rudder can be disposed approximately symmetrically in hydrodynamics, and these can be efficiently rectified by the rudder, thereby improving the propulsion efficiency.
When the distance of the rudder from the hull center line is less than 0.1 Dp, the effect of improving the propulsion efficiency is hardly obtained, and when it is more than 0.3 Dp, it is substantially hydrodynamically symmetric with respect to the combined left and right rotating flow. The effect of improving the propulsion efficiency cannot be obtained because the rudder cannot be arranged on the vehicle.
【０００９】しかも、前記舵の側部に、複数のリアクシ
ョンフィンを、推進器軸と平行で且つ略同一高さに位置
する舵中心線に対して放射状に設け、舵に対して船体中
心線側のリアクションフィンは反対側のリアクションフ
ィンよりも放射方向に長く形成したので、複数のリアク
ションフィンを複合回転流に対して略直交状に位置させ
てリアクションフィンの効率を高めることができ、また
舵に対して船体中心線側には反対側よりも広い範囲に亙
って且つ弱い複合回転流が存在するので、舵に対して船
体中心線側のリアクションフィンは反対側のものよりも
放射方向に長く形成することで舵の左右両側の複合回転
流から略等しくエネルギー回収を図ることが出来る。In addition, a plurality of reaction fins are provided on the side of the rudder radially with respect to the rudder center line which is parallel to the propulsion unit axis and located at substantially the same height, and are provided on the hull center line side with respect to the rudder. The reaction fins are formed longer in the radial direction than the reaction fins on the opposite side, so that a plurality of reaction fins can be positioned substantially orthogonal to the composite rotational flow to increase the efficiency of the reaction fins, On the other hand, the reaction fins on the hull center line side are longer in the radial direction than those on the opposite side, since there is a weaker compound rotating flow on the hull center line side over a wider area than on the opposite side. By forming the same, energy can be recovered from the combined rotational flows on both the left and right sides of the rudder substantially equally.
【００１０】更に、推進器軸と略同一高さに位置する舵
の高さ方向途中部に、流線型断面で回転体状のラダーバ
ルブを舵中心線と同心状に設け、複数のリアクションフ
ィンの基端部をラダーバルブに固定したので、プロペラ
後流に含まれる回転流の略中心部の乱れた渦状の流れが
最も著しくなる部分にラダーバルブを配設することによ
りその乱れた渦状の流れが最も著しくなる部分の流れを
整流して推進効率を向上させることが出来る。更に、放
射状に配設される複数のリアクションフィンの基端部を
ラダーバルブに合理的に固定することが出来る。[0010] Further, a rudder valve having a streamlined cross section and having a rotating body shape is provided concentrically with the rudder center line at an intermediate position in the height direction of the rudder located at substantially the same height as the propulsion unit shaft. Since the end is fixed to the rudder valve, the turbulent vortex flow is most reduced by arranging the ladder valve in the portion where the turbulent vortex flow at the approximate center of the rotational flow included in the propeller wake becomes most significant. The propulsion efficiency can be improved by rectifying the flow of the remarkable portion. Further, the base ends of the plurality of reaction fins arranged radially can be rationally fixed to the rudder valve.
【００１１】[0011]
【考案の効果】前記作用の項で説明したように、次のよ
うな効果が得られる。請求項１に係る船舶用舵によれ
ば、推進器の回転方向と関連づけて舵を船体中心線から
０．１Ｄｐ〜０．３Ｄｐの距離だけずらして配設すると
いう簡単な構成によって、左舷側の複合回転流と、右舷
側の複合回転流とに対して、流体力学的に略対称に舵を
配設してこれらを舵によって効率良く整流することが出
来、これにより推進効率を向上させることが出来る。As described in the above section, the following effects can be obtained. According to the rudder for a marine vessel according to claim 1, the rudder on the port side is provided by a simple configuration in which the rudder is displaced from the center line of the hull by a distance of 0.1 Dp to 0.3 Dp in association with the rotation direction of the propulsion device. A rudder is provided for the combined rotating flow and the combined rotating flow on the starboard side in a substantially hydrodynamically symmetric manner, and these can be efficiently rectified by the rudder, thereby improving the propulsion efficiency. I can do it.
【００１２】しかも、複数のリアクションフィンを複合
回転流に対して略直交状に位置させてリアクションフィ
ンの効率を高めることができ、また舵に対して船体中心
線側のリアクションフィンは反対側のものよりも放射方
向に長く形成することで舵の左右両側の複合回転流から
等しく且つ効率よくエネルギー回収を図ることが出来
る。In addition, the efficiency of the reaction fins can be increased by arranging a plurality of reaction fins in a direction substantially perpendicular to the composite rotating flow, and the reaction fins on the hull center line side are opposite to the rudder. By forming it longer in the radial direction than in the radial direction, energy can be equally and efficiently recovered from the combined rotational flows on the left and right sides of the rudder.
【００１３】更に、プロペラ後流に含まれる回転流の略
中心部の乱れた渦状の流れが最も著しくなる部分にラダ
ーバルブを配設することによりその乱れた渦状の流れが
最も著しくなる部分の流れを整流して推進効率を向上さ
せることが出来る。更に、放射状に配設される複数のリ
アクションフィンの基端部をラダーバルブに合理的に固
定することが出来る。 Further, by disposing a ladder valve at a portion where the turbulent vortex flow is most remarkable at a substantially central portion of the rotary flow included in the wake of the propeller, a flow at a portion where the turbulent vortex flow is most remarkable is provided. And the efficiency of propulsion can be improved. Further, the base ends of the plurality of reaction fins arranged radially can be rationally fixed to the rudder valve.
【００１４】[0014]
【実施例】以下、本考案の実施例について図面に基づい
て説明する。本実施例は、中乃至大型のタンカーの舵に
本考案を適用した場合の例であり、図１〜図３に示すよ
うに、船体１０の船尾の下部には推進器１１が船体中心
線ＣＬに一致するように配設され、推進器１１の後方近
傍にはラダーホーン１２と舵本体１３とからなる舵１４
が設けられ、推進器１１の回転方向は右回りに設定され
ていることから舵１４は船体中心線ＣＬから左舷側へ距
離Ｅだけずらして配設されている。但し、本実施例の場
合、前記偏心距離Ｅは０．１６Ｄｐ（Ｄｐは推進器１１
の直径）であるが、この距離Ｅは０．１Ｄｐ〜０．３Ｄ
ｐの範囲の値に設定することが必要である。DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below with reference to the drawings. This embodiment is an example in which the present invention is applied to a rudder of a medium to large tanker. As shown in FIGS. 1 to 3, a propulsion unit 11 is provided below a stern of a hull 10 with a hull center line CL. And a rudder horn 12 and a rudder body 13 near the rear of the propulsion device 11.
Is provided, and since the rotation direction of the propulsion unit 11 is set to the clockwise direction, the rudder 14 is arranged at a distance E from the hull center line CL to the port side. However, in the case of the present embodiment, the eccentric distance E is 0.16 Dp (Dp is
The distance E is 0.1 Dp to 0.3 D
It must be set to a value in the range of p.
【００１５】前記ラダーホーン１２は船体１０に垂設状
に固定され、舵本体１３はラダーホーン１２に鉛直軸回
りに回動可能に装着され、船体１０の船尾部とラダーホ
ーン１２内に組み込まれた操舵装置により舵本体１３が
回動操舵される。前記舵１４の高さ方向途中部であって
推進器１１の推進器軸１５と略同一高さ位置の部分に
は、流線型断面で回転体状のラダーバルブ１６が舵本体
１３に一体的に形成して設けられ、ラダーバルブ１６の
最大幅は舵本体１３の最大幅の約３倍程度に形成してあ
り、ラダーバルブ１６の左部と右部とは舵１４の側面外
へバルブ状に突出した状態になっている。The rudder horn 12 is vertically fixed to the hull 10, and the rudder body 13 is mounted on the rudder horn 12 so as to be rotatable around a vertical axis, and is incorporated in the stern of the hull 10 and the rudder horn 12. The rudder body 13 is rotationally steered by the steering device. A rudder valve 16 having a streamlined cross section and a rotating body shape is formed integrally with the rudder main body 13 at a position in the middle of the rudder 14 in the height direction and at a position substantially at the same height as the propulsion shaft 15 of the propulsion unit 11. The maximum width of the rudder valve 16 is formed to be about three times the maximum width of the rudder main body 13, and the left and right portions of the rudder valve 16 protrude outside the side surface of the rudder 14 in a valve shape. It is in a state where it has been done.
【００１６】前記ラダーバルブ１６の前端側部分の左側
部と右側部には、夫々２枚の翼形断面のリアクションフ
ィン１７・１８がラダーバルブ１６の軸心１９と一致す
る舵中心線に対して放射状に設けられ、これらリアクシ
ョンフィン１７・１８の基端部はラダーバルブ１６に固
定され、これらリアクションフィン１７・１８の水平面
に対する角度は約３０度に設定され、ラダーバルブ１６
の左側のリアクションフィン１７の放射方向長さは約
０．１２Ｄｐに、また右側のリアクションフィン１８の
放射方向長さは約０．２２Ｄｐに形成され、右側のリア
クションフィン１８は左側のリアクションフィン１７の
後端部よりも後方まで延びるように長く形成され、右側
のリアクションフィン１８の翼面積は左側のリアクショ
ンフィン１７の翼面積の約２倍程度に形成されている。
また、これらリアクションフィン１７・１８の前縁は舵
中心線１９から遠ざかる程後方へリニアに後退する後退
翼のように形成されている。On the left and right sides of the front end side of the rudder valve 16, two reaction fins 17 and 18 each having an airfoil cross section are provided with respect to a rudder center line which coincides with an axis 19 of the rudder valve 16. The reaction fins 17 and 18 are provided radially, and the base ends of the reaction fins 17 and 18 are fixed to the rudder valve 16. The angles of the reaction fins 17 and 18 with respect to the horizontal plane are set to about 30 degrees.
The radial length of the left reaction fin 17 is about 0.12 Dp, the radial length of the right reaction fin 18 is about 0.22 Dp, and the right reaction fin 18 is The right reaction fin 18 is formed to be longer than the rear end, and the wing area of the right reaction fin 18 is about twice as large as the wing area of the left reaction fin 17.
The front edges of the reaction fins 17 and 18 are formed like swept wings that recede linearly rearward as the distance from the rudder center line 19 increases.
【００１７】推進器１１の回転方向が右回りで、プロペ
ラ後流に含まれる回転流の回転方向が右回りであること
から、ラダーバルブ１６の右側のリアクションフィン１
８はその前縁よりも後縁が低く位置するように形成され
（図４参照）、またラダーバルブ１６の左側のリアクシ
ョンフィン１７おいてはその前縁よりも後縁が高く位置
するように形成されている（図５参照）。Since the rotation direction of the propulsion unit 11 is clockwise and the rotation direction of the rotation flow included in the wake of the propeller is clockwise, the reaction fin 1 on the right side of the rudder valve 16
8 is formed so that its rear edge is lower than its front edge (see FIG. 4), and the reaction fin 17 on the left side of the ladder valve 16 is formed so that its rear edge is higher than its front edge. (See FIG. 5).
【００１８】次に、以上説明した舵１４の作用について
説明する。前記推進器１１の後方の流れには、図６に示
すように、左右のビルジ付近から発生した左右対称のビ
ルジ渦と、推進器１１の回転によって発生した回転流と
が含くまれており、右舷側ではビルジ渦がそれと反対回
りの回転流で弱められるので、ビルジ渦と回転流とが複
合した複合回転流は弱くなるのに対して、左舷側ではビ
ルジ渦がそれと同回りの回転流で強められるので、ビル
ジ渦と回転流とが複合した複合回転流は強くなる。Next, the operation of the rudder 14 described above will be described. As shown in FIG. 6, the flow behind the thruster 11 includes a symmetric bilge vortex generated near the left and right bilges and a rotational flow generated by rotation of the thruster 11, On the starboard side, the bilge vortex is attenuated by the rotating flow in the opposite direction, so the composite rotating flow that combines the bilge vortex and the rotating flow is weakened, while on the port side, the bilge vortex is swirled by the same rotating flow. Since it is strengthened, the combined rotating flow in which the bilge vortex and the rotating flow are combined becomes strong.
【００１９】従って、これら複合回転流を極力抑制して
後方向きの流れに変換できれば、それだけ推進効率を向
上させることが出来るが、舵１４はこれら複合回転流を
整流して推進効率を高める作用があることに鑑みると、
舵１４を船体中心線ＣＬ上に配設するのは有利ではな
い。そこで、本考案においては、推進器１１が右回りの
場合には、舵１４を船体中心線ＣＬに対して左舷側へず
らして配設することとし、また推進器１１の回転方向が
左まわり場合には舵１４を船体中心線ＣＬに対して左舷
側へずらして配設することとした。Therefore, if the combined rotational flow can be converted to a backward flow by suppressing the combined rotational flow as much as possible, the propulsion efficiency can be improved accordingly. However, the rudder 14 has the effect of rectifying the composite rotational flow to increase the propulsion efficiency. In light of that,
It is not advantageous to dispose the rudder 14 on the hull center line CL. Therefore, in the present invention, when the propulsion device 11 is clockwise, the rudder 14 is arranged to be shifted to the port side with respect to the hull center line CL, and when the rotation direction of the propulsion device 11 is counterclockwise. The rudder 14 is arranged to be shifted to the port side with respect to the hull center line CL.
【００２０】このように、推進器１１の回転方向と関連
づけて舵１４を船体中心線ＣＬからずらして配置するこ
とにより、左舷側の複合回転流と右舷側の複合回転流と
に対して、流体力学的に略対称に舵１４を配設してこれ
らを舵１４によって効率良く整流することが出来、これ
により推進効率を向上させることが出来る。 前記舵１
４を船体中心線ＣＬからずらす距離が０．１Ｄｐ未満の
場合には推進効率向上の効果が殆ど得られず、また０．
３Ｄｐより大きくなると左右の複合回転流に対して流体
力学的に略対称に舵１４を配置出来なくなるため推進効
率向上の効果が得られなくなる。As described above, by disposing the rudder 14 at a position deviated from the hull center line CL in relation to the rotation direction of the propulsion unit 11, the combined rotational flow on the port side and the composite rotational flow on the starboard side are fluidized. The rudder 14 is disposed mechanically substantially symmetrically, and these can be efficiently rectified by the rudder 14, thereby improving the propulsion efficiency. Rudder 1
4 is less than 0.1 Dp, the effect of improving the propulsion efficiency is hardly obtained.
If it is larger than 3Dp, the rudder 14 cannot be disposed in a hydrodynamically substantially symmetric manner with respect to the left and right combined rotational flows, so that the effect of improving the propulsion efficiency cannot be obtained.
【００２１】前記推進器軸１５と略同一高さに位置する
舵１４の高さ方向途中部に、流線型断面で回転体状のラ
ダーバルブ１６を舵中心線１９と同心状に設け、前記４
枚のリアクションフィン１７・１８の基端部をラダーバ
ルブ１６に固定したので、プロペラ後流に含まれる回転
流の略中心部の乱れた渦状の流れが最も著しくなる部分
にラダーバルブ１６を配設することにより、その乱れた
渦状の流れが最も著しくなる部分の流れを整流して推進
効率を向上させることが出来る。更に、放射状に配設さ
れる４枚のリアクションフィン１７・１８の基端部を合
理的に固定することが出来る。A rudder valve 16 having a streamlined cross section and a rotating body is provided concentrically with a rudder center line 19 at a position in the height direction of the rudder 14 located at substantially the same height as the thruster shaft 15.
Since the base ends of the reaction fins 17 and 18 are fixed to the ladder valve 16, the ladder valve 16 is disposed in a portion where the turbulent vortex flow at the substantially central portion of the rotational flow included in the wake of the propeller is most remarkable. By doing so, it is possible to rectify the flow of the portion where the turbulent vortex flow is most remarkable and improve the propulsion efficiency. Further, the base ends of the four reaction fins 17 and 18 radially arranged can be rationally fixed.
【００２２】前記舵１４に設けたラダーバルブ１６の側
部に、４枚のリアクションフィン１７・１８を、ラダー
バルブ１６の軸心（舵中心線１９）に対して放射状に設
け、舵１４に対して船体中心線ＣＬ側のリアクションフ
ィン１８は反対側のリアクションフィン１７よりも放射
方向に長く形成したので、４枚のリアクションフィン１
７・１８を左右の複合回転流に対して略直交状に位置さ
せてリアクションフィン１７・１８の効率を高めること
ができ、また舵１４に対して船体中心線ＣＬ側には反対
側よりも広い範囲に亙って弱い複合回転流が存在するの
で、舵１４に対して船体中心線ＣＬ側のリアクションフ
ィン１８は反対側のリアクションフィン１７よりも放射
方向に長く形成することで舵１４の左右両側の複合回転
流から略等しくエネルギー回収を図ることが出来る。On the side of the rudder valve 16 provided on the rudder 14, four reaction fins 17, 18 are provided radially with respect to the axis of the rudder valve 16 (rudder center line 19). Since the reaction fins 18 on the hull center line CL side are formed longer in the radial direction than the reaction fins 17 on the opposite side, four reaction fins 1 are formed.
The fins 7 and 18 are positioned substantially orthogonally to the left and right combined rotational flows to increase the efficiency of the reaction fins 17 and 18 and are wider than the opposite side of the rudder 14 on the hull center line CL side. Since there is a weak composite rotating flow over the range, the reaction fins 18 on the hull center line CL side with respect to the rudder 14 are formed to be longer in the radial direction than the reaction fins 17 on the opposite side, so that the left and right sides of the rudder 14 are formed. Energy can be substantially equally recovered from the combined rotating flow.
【００２３】図４と図５は、リアクションフィン１８・
１７によって推進力が発生する原理を示すもので、Ｖａ
はリアクションフィン１８・１７に対する流速、Ｖ１・
Ｖ２は複合回転流による流速、ＶＲ・ＶＬは合成流速、
Ａ１・Ａ２はリアクションフィン１８・１７に対する迎
角、Ｌ１・Ｌ２はリアクションフィン１８・１７に作用
する揚力、Ｄ１・Ｄ２はリアクションフィン１８・１７
に作用する抗力、Ｔ１・Ｔ２は揚力Ｌ１・Ｌ２と抗力Ｄ
１・Ｄ２によってリアクションフィン１８・１７に作用
する推進力である。FIGS. 4 and 5 show the reaction fins 18.
17 shows the principle of the generation of propulsion by Va.
Is the flow velocity for the reaction fins 18 and 17, V1
V2 is the flow velocity due to the composite rotational flow, VR / VL is the synthetic flow velocity,
A1 and A2 are angles of attack with respect to the reaction fins 18 and 17, L1 and L2 are lifts acting on the reaction fins 18 and 17, and D1 and D2 are reaction fins 18 and 17.
T1 and T2 are lift L1 and L2 and drag D
The driving force acting on the reaction fins 18 and 17 by 1 · D2.
【００２４】次に、前記実施例の変形例について説明す
る。前記舵１４形式はラダーホーン式の舵に限定され
ず、ラダーストック式の舵やその他の形式の舵であって
もよく、前記リアクションフィン１７・１８の枚数は４
枚に限るのではなく６枚以上であってよく、推進器の回
転方向は左回りでもよいが、その場合には船体中心線に
対し右舷側に舵をずらすものとする。また、本考案を適
用し得るのはタンカーの舵とは限らず種々の用途のまた
種々のサイズの船舶の舵にも適用できる。更に、双胴船
の舵であっても同様に本考案を適用できるが、この場合
の船体中心線は双胴船全体の船体中心線ではなく左右の
各船体部の船体中心線を採用する。更に、２軸船の場合
であっても各推進器の付近に左右略対称のビルジ渦的な
流れが発生する場合には同様に本考案を適用することが
できる。Next, a modification of the above embodiment will be described. The rudder 14 type is not limited to the rudder horn type rudder, and may be a rudder stock type rudder or other types of rudder. The number of the reaction fins 17 and 18 is four.
May be in limited to not less than six and not to sheets, the rotational direction of the propeller may be a left-handed, but as also shift the rudder on the starboard side with respect to the hull center line in the case. Moreover, the may apply the present invention was between various applications not necessarily rudder tankers
It can also be applied to a ship of the rudder of the species' s size. Further, the present invention can be similarly applied to a rudder of a catamaran, but in this case, the hull centerlines of the right and left hull parts are adopted instead of the hull centerlines of the entire catamaran. Further, even in the case of a twin-screw ship, the present invention can be similarly applied to the case where a symmetrical bilge vortex flow occurs in the vicinity of each propulsion device.
【００２５】[0025]
【図１】船体船尾部と推進器と舵の側面図である。FIG. 1 is a side view of a hull stern, a propulsion device, and a rudder.
【図２】図１の２−２線断面図である。FIG. 2 is a sectional view taken along line 2-2 of FIG.
【図３】図１の３矢視拡大図である。FIG. 3 is an enlarged view of FIG.
【図４】リアクションフィンにおける推進力発生原理の
説明図である。FIG. 4 is an explanatory diagram of a principle of generating a propulsion force in a reaction fin.
【図５】リアクションフィンにおける推進力発生原理の
説明図である。FIG. 5 is an explanatory diagram of a principle of generating a propulsion force in a reaction fin.
【図６】従来技術に係るフィンを設けていない舵の後端
の伴流分布図である。FIG. 6 is a wake distribution diagram of a rear end of a rudder without a fin according to the related art.
【図７】従来技術に係るラダーバルブとフィンを設けた
舵の後端の伴流分布図である。FIG. 7 is a wake distribution diagram at the rear end of a rudder provided with a rudder valve and a fin according to a conventional technique.
１１ 推進器 １４ 舵 １６ ラダーバルブ １７ リアクションフィン １８ リアクションフィン １９ 舵中心線 ＣＬ 船体中心線 Reference Signs List 11 propulsion unit 14 rudder 16 rudder valve 17 reaction fin 18 reaction fin 19 rudder center line CL hull center line
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 昭62−238194（ＪＰ，Ａ) 特開 昭60−161295（ＪＰ，Ａ) 特開 昭61−54397（ＪＰ，Ａ) 実開 昭60−131497（ＪＰ，Ｕ) 実公 昭60−13760（ＪＰ，Ｙ２) ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-62-238194 (JP, A) JP-A-60-161295 (JP, A) JP-A-61-54397 (JP, A) 131497 (JP, U) Jiko 60-13760 (JP, Y2)
Claims (1)
合には左舷側へまた左回りの場合には右舷側へ、船体中
心線から０．１Ｄｐ〜０．３Ｄｐ（但し、Ｄｐは推進器
の直径）の距離だけずらして配設し、 前記舵の側部に、複数のリアクションフィンを、推進器
軸と平行で且つ略同一高さに位置する舵中心線に対して
放射状に設け、舵に対して船体中心線側のリアクション
フィンは反対側のリアクションフィンよりも放射方向に
長く形成し、 前記推進器軸と略同一高さに位置する舵の高さ方向途中
部に、流線型断面で回転体状のラダーバルブを舵中心線
と同心状に設け、前記複数のリアクションフィンの基端
部をラダーバルブに固定した ことを特徴とする船舶用
舵。1. A rudder for a ship provided with a propulsion device, wherein the rudder is viewed from the rear, to the port side when the rotation direction of the propulsion device is clockwise, and to the starboard side when counterclockwise. 0.1Dp~0.3Dp from the center line (however, Dp is the diameter of the propeller) disposed shifted by a distance, on the side of the rudder, a plurality of reaction fin, propeller
With respect to the rudder center line, which is parallel to the axis and located at approximately the same height
Radially mounted, reaction on the hull centerline side with respect to the rudder
Fins are more radial than reaction fins on opposite side
It is formed long and is halfway in the height direction of the rudder located at substantially the same height as the thruster shaft.
A rudder valve with a streamlined cross section and a rotating body
Provided concentrically with the base ends of the plurality of reaction fins
A rudder for boats, characterized in that a part is fixed to a rudder valve .
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1991023299U JP2552808Y2 (en) | 1991-03-16 | 1991-03-16 | Boat rudder |
| KR92002574U KR970006656Y1 (en) | 1991-03-11 | 1992-02-21 | Rudder with reaction fin |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1991023299U JP2552808Y2 (en) | 1991-03-16 | 1991-03-16 | Boat rudder |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0526798U JPH0526798U (en) | 1993-04-06 |
| JP2552808Y2 true JP2552808Y2 (en) | 1997-10-29 |
Family
ID=12106724
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP1991023299U Expired - Fee Related JP2552808Y2 (en) | 1991-03-11 | 1991-03-16 | Boat rudder |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP2552808Y2 (en) |
| KR (1) | KR970006656Y1 (en) |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100619302B1 (en) * | 2005-04-26 | 2006-09-06 | 현대중공업 주식회사 | The thrust fin for ships |
| KR101052651B1 (en) * | 2009-07-13 | 2011-07-28 | 현대중공업 주식회사 | Ship wing |
| KR101225174B1 (en) * | 2010-09-15 | 2013-01-22 | 삼성중공업 주식회사 | Steering apparatus and ship including the same |
| KR101291119B1 (en) * | 2011-05-26 | 2013-08-01 | 삼성중공업 주식회사 | Propulsion device of ship, and ship having the same |
| KR101402562B1 (en) * | 2012-07-27 | 2014-06-02 | 현대중공업 주식회사 | A rudder for ship |
| KR101402441B1 (en) * | 2012-07-27 | 2014-06-11 | 현대중공업 주식회사 | A rudder for ship |
| JP6554743B2 (en) * | 2014-11-18 | 2019-08-07 | 三菱重工業株式会社 | Closed biaxial ship with finned rudder, ship |
| WO2017018357A1 (en) * | 2015-07-25 | 2017-02-02 | 常石造船株式会社 | Rudder arrangement structure for ship |
| JP6493691B2 (en) * | 2016-11-16 | 2019-04-03 | 三井Ｅ＆Ｓ造船株式会社 | Ship |
| JP7178188B2 (en) * | 2018-07-09 | 2022-11-25 | 商船三井テクノトレード株式会社 | rudder system |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5918752A (en) * | 1982-07-23 | 1984-01-31 | Daicel Chem Ind Ltd | Aromatic polycarbonate type heat- and impact-resistant resin composition |
| JPS62238194A (en) * | 1986-04-07 | 1987-10-19 | Kawasaki Heavy Ind Ltd | Asymmetrical fin |
-
1991
- 1991-03-16 JP JP1991023299U patent/JP2552808Y2/en not_active Expired - Fee Related
-
1992
- 1992-02-21 KR KR92002574U patent/KR970006656Y1/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| KR970006656Y1 (en) | 1997-07-01 |
| KR920018050U (en) | 1992-10-17 |
| JPH0526798U (en) | 1993-04-06 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP3004238B2 (en) | Ship propulsion performance improvement device | |
| KR100346512B1 (en) | A rudder of ship | |
| JP2552808Y2 (en) | Boat rudder | |
| US7192322B2 (en) | Line design and propulsion system for a directionally stable, seagoing boat with rudder propeller drive system | |
| US6682377B2 (en) | Propulsion apparatus for a vessel | |
| JP4936798B2 (en) | Mariner type high-lift two-wheel rudder device | |
| JP4363789B2 (en) | High lift rudder for ships | |
| WO2003095302A1 (en) | Propeller shafts | |
| JP2013132937A (en) | Ship | |
| WO2010116799A1 (en) | Rudder for ship and ship | |
| JP2005246996A (en) | Ship rudder, and ship | |
| JP3449981B2 (en) | High lift rudder for ships | |
| JP4363795B2 (en) | High lift twin rudder system for ships | |
| JPS5816995A (en) | Rudder | |
| JP2004074886A (en) | Ship | |
| JPH06247388A (en) | Rudder structure of ship | |
| JPS6226197A (en) | Device for improving marine propulsive performance | |
| RU2747323C2 (en) | Method and device for reducing azimuthal torque acting on thrust screw-rudder column or azimuth thruster | |
| JP2572150Y2 (en) | Boat rudder | |
| JP2004114743A (en) | Vessel | |
| JP2002193187A (en) | High-lift twin-rudder system for marine vessel | |
| JPH066195U (en) | Dual rudder device for ships | |
| JPH10297593A (en) | Rudder having high lift cross-sectional contour | |
| JPH10167190A (en) | Steering device of vessel | |
| JPH0319835B2 (en) |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| LAPS | Cancellation because of no payment of annual fees |