JP4571658B2 - Ship rudder - Google Patents

Ship rudder Download PDF

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JP4571658B2
JP4571658B2 JP2007123218A JP2007123218A JP4571658B2 JP 4571658 B2 JP4571658 B2 JP 4571658B2 JP 2007123218 A JP2007123218 A JP 2007123218A JP 2007123218 A JP2007123218 A JP 2007123218A JP 4571658 B2 JP4571658 B2 JP 4571658B2
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rudder
fin
ladder
propeller
planned fracture
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JP2008120370A (en
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マティアス・クルーゲ
ディルク・レーマン
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ベッカー・マリン・システムズ・ゲゼルシャフト・ミト・べシュレンクテル・ハフツング・ウント・コンパニー・コマンディトゲゼルシャフト
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    • 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
    • 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
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/40—Stern posts; Stern frames
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H1/00—Propulsive elements directly acting on water
    • B63H1/02—Propulsive elements directly acting on water of rotary type
    • B63H1/12—Propulsive elements directly acting on water of rotary type with rotation axis substantially in propulsive direction
    • B63H1/14—Propellers
    • B63H1/20—Hubs; Blade connections

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Physical Or Chemical Processes And Apparatus (AREA)
  • Toys (AREA)
  • Wind Motors (AREA)
  • Farming Of Fish And Shellfish (AREA)
  • Revetment (AREA)
  • Medicines Containing Material From Animals Or Micro-Organisms (AREA)
  • Earth Drilling (AREA)
  • Ladders (AREA)
  • Laminated Bodies (AREA)
  • Steroid Compounds (AREA)

Abstract

A rudder blade (15) and a propeller (12) are arranged on a driven propulsion axis. A bulb-shaped or zeppelin shaped designed flow body (20) is arranged as an extension of the propulsion axis in the region of the rudder blade. The flow body (20) is designed to be self-destructive or self-releasing in the event of an increase in the effect of force, blow, impact or pressure. The flow body divides the rudder blade into two areas with identical or non- identical in profile. Flow body is made from a metal, fiber composite materials, a metal-nonmetal mixture or a synthetic material.

Description

本発明は、推進軸に着装された推進プロペラに対向配置された舵板を備えて成り、該舵板における前記推進軸の軸方向へ延設された洋ナシ型或いは飛行船型のラダーフィンが設けられている船舶用舵に関する。 The present invention comprises a rudder plate disposed opposite to a propeller mounted on a propulsion shaft, and provided with a pear-type or airship-type ladder fin extending in the axial direction of the propulsion shaft on the rudder plate. It is related with the rudder for ships.

今日では、船舶用の舵の推進プロペラ近傍にいわゆるコスタバルブラダー（Costa-Birne）がしばしば取り付けられている。このコスタバルブラダーは、舵板の推進プロペラの軸中心線上の範囲に湾曲部として形成され、ラダーフィンとして機能する。ここで、ラダーフィンとは、推進プロペラ後流により僅かな渦が生じる程度にまで推進プロペラ後流との接触面を延長させるものである。   Today, a so-called Costa-Birne is often installed near the propulsion propeller of a marine rudder. The Costa valve ladder is formed as a curved portion in a range on the axial center line of the propeller of the rudder blade and functions as a ladder fin. Here, the rudder fin extends the contact surface with the propeller propeller to the extent that a slight vortex is generated by the propeller propeller.

尚、このようなコスタバルブラダーは例えば特許文献１〜３に開示されている。   Such a Costa valve ladder is disclosed in Patent Documents 1 to 3, for example.

コスタバルブラダーの効果は、その膨らんだ形状に起因しており、その舵或いは舵板から突出した形状により好ましい流線が得られる。但し、コスタバルブラダーは、舵板の側方に突出して設けられており、所定以上の圧力、衝撃等が負荷された際には、舵板本体に危険が及ぶ前の直接の危険領域を形成している。
独国特許出願公開第１９８４４３５３号明細書 独国実用新案出願公開第８４２３８２８号明細書 独国実用新案出願公開第８２２４２３８号明細書 The effect of the Costa valve ladder is due to the swollen shape, and a preferable streamline is obtained by the shape protruding from the rudder or rudder plate. However, the Costa valve ladder protrudes to the side of the rudder plate and forms a direct danger area before the rudder plate body is in danger when a pressure, impact, etc. exceeding a predetermined level is applied. is doing.
German Patent Application Publication No. 1844353 German Utility Model Application Publication No. 8423828 Specification German utility model application publication No. 8224238

しかしながら、コスタバルブラダーは、このコスタバルブラダーに作用する圧力、衝撃等を舵板本体にも伝達してしまい、舵板本体にも圧力、衝撃等が作用して舵板本体も破損してしまう危険性があるという問題がある。   However, the Costa valve ladder transmits pressure, impact, etc. acting on the Costa valve ladder to the rudder plate main body, and the rudder plate main body is damaged by pressure, impact, etc. acting on the rudder plate main body. There is a problem of danger.

本発明は上記問題に鑑みてなされたもので、その目的とする処は、効率的な操舵性を確保しつつラダーフィンを所定以上の圧力、衝撃等で破壊するよう設定して本体の破壊を防止することができる船舶用舵を提供することにある。   The present invention has been made in view of the above problems, and the purpose of the process is to set the rudder fin to be destroyed by a pressure, impact or the like exceeding a predetermined value while ensuring efficient steering, and to destroy the main body. It is providing the rudder for ships which can be prevented.

上記目的を達成するため、舵板をラダーフィンを境に上部と下部の２部分に分割するとともに、これら上部及び下部の流れ方向の断面を互いに一致させるか、或いは相違させると好ましい。この際、上部及び下部それぞれの流れ方向軸中心線とラダーフィンの流れ方向軸中心線を一致させずに所定の角度ずらして設定しても好ましい。   In order to achieve the above object, it is preferable that the rudder plate is divided into two parts, an upper part and a lower part, with a ladder fin as a boundary, and the cross sections in the flow direction of the upper part and the lower part are made coincident or different from each other. At this time, it is preferable that the upper and lower flow direction axis center lines and the ladder fin flow direction axis center lines are set to be shifted by a predetermined angle without being coincident.

又、前記所定の角度（α）を、上部（Ａ）及び下部（Ｂ）それぞれで互いに異ならせて設定すると好ましい。   Further, it is preferable that the predetermined angle (α) is set to be different for each of the upper part (A) and the lower part (B).

更に、ラダーフィンに予定破壊箇所を形成し、当該ラダーフィンを所定以上の圧力或いは衝撃により破壊せしめるようにすると好ましい。その際、予定破壊箇所を予定破壊線として形成すると更に好ましい。そして、この予定破壊線を、流れ方向及び／又は該流れ方向と直角な方向へ配設しても良く、又、網目状に配設しても良い。尚、予定破壊箇所或いは予定破壊線を切欠き状又は破線状に形成するのも好ましい。   Furthermore, it is preferable that a predetermined breakage point is formed in the ladder fin so that the ladder fin is broken by a pressure or impact higher than a predetermined level. At that time, it is more preferable to form the planned fracture portion as a planned fracture line. And this planned breaking line may be arrange | positioned in a flow direction and / or a direction orthogonal to this flow direction, and may be arrange | positioned at mesh shape. In addition, it is also preferable to form the planned fracture location or the planned fracture line in a notch shape or a broken line shape.

ところで、ラダーフィンを金属材料、非金属材料又は金属材料と非金属材料の混成物で形成すると好ましく、この際、炭素繊維複合材料、グラファイトファイバー又はグラスファイバーが混成された繊維複合材料、ポリオキシメチレン、ポリホルムアルデヒド、ポリアセテート等のポリオキシメチレン（ＰＯＭ）樹脂材で形成するのも好ましい。   By the way, it is preferable that the ladder fin is formed of a metal material, a non-metal material, or a mixture of a metal material and a non-metal material. At this time, a carbon fiber composite material, a fiber composite material in which graphite fiber or glass fiber is mixed, polyoxymethylene It is also preferable to form a polyoxymethylene (POM) resin material such as polyformaldehyde or polyacetate.

又、ラダーフィンを、シェル構造を有する２つの構成部材で構成するとともに、これら２つの構成部材を、これらの長手方向外縁部で予定破壊線に沿って舵板の両外壁面に固定する一方、推進プロペラと対向する前記構成部材の前端側外縁部で予定破壊線に沿って舵板に着脱可能に設けられた構成部材に結着させると好ましい。   In addition, the ladder fin is composed of two constituent members having a shell structure, and these two constituent members are fixed to both outer wall surfaces of the rudder plate along the planned fracture line at the longitudinal outer edges thereof, It is preferable that the front end side outer edge portion of the component member facing the propeller is bound to a component member that is detachably provided on the rudder plate along a planned fracture line.

その他の好ましい本発明の形態は従属請求項に記載されている。   Other preferred embodiments of the invention are described in the dependent claims.

本発明によれば、ラダーフィンが所定以上の圧力、衝撃等により破壊するよう設定されているため、舵板本体の損傷を防止することができる。尚、従来の舵板に本発明によるラダーフィンを取り付けることも可能である。   According to the present invention, the rudder fin is set to be broken by a pressure, an impact, or the like that is higher than a predetermined value, so that the rudder plate body can be prevented from being damaged. In addition, it is also possible to attach the ladder fin by this invention to the conventional steering plate.

以下に本発明の実施の形態を添付図面に基づいて説明する。   Embodiments of the present invention will be described below with reference to the accompanying drawings.

図１は推進プロペラ１２及び舵１３が付設された船舶１０の船尾部１１を示している。舵１３は洋ナシ型或いは飛行船型のラダーフィン２０を有する舵板１５を備えており、このラダーフィン２０は、中空体として形成されて舵板１５に統合されて設けられるとともに、この舵板１５の外壁面１５ａ，１５ｂ（図２）に固定された複数の部材２１，２２（図５）から成っている。ここで、ラダーフィン２０を中空体ではなく中実体として形成しても良い。   FIG. 1 shows a stern part 11 of a ship 10 to which a propeller 12 and a rudder 13 are attached. The rudder 13 includes a rudder plate 15 having a pear-type or airship-type ladder fin 20. The rudder fin 20 is formed as a hollow body and integrated with the rudder plate 15. It consists of a plurality of members 21 and 22 (FIG. 5) fixed to the outer wall surfaces 15a and 15b (FIG. 2). Here, the ladder fin 20 may be formed not as a hollow body but as a solid body.

尚、コスタバルブラダーとも呼ばれる、湾曲部としてのラダーフィン２０は、舵板１５の推進プロペラ１２の軸中心線上の範囲に形成されている。   Note that the ladder fin 20 as a curved portion, also called a Costa valve ladder, is formed in a range on the axial center line of the propeller 12 of the steering plate 15.

ところで、ラダーフィン２０は圧力、衝撃等により破壊するよう形成されており、このように自ら破壊するために、ラダーフィン２０の壁面部２５は、切欠き状又は破線状に形成された予定破壊線４０に沿って各壁面構成部材３０を互いに結合させて構成されている（図６）。この予定破壊線４０は、ラダーフィン２０の長手方向及び／又は該長手方向に対して直角方向に配されて前記壁面部２５上に形成されているが、不規則に形成させても良く、又、網目状に形成させることもできる。   By the way, the ladder fin 20 is formed so as to be destroyed by pressure, impact, etc. In order to destroy itself as described above, the wall surface portion 25 of the ladder fin 20 is formed as a notched or broken line. Each wall surface constituting member 30 is coupled to each other along 40 (FIG. 6). The planned fracture line 40 is formed on the wall surface portion 25 so as to be arranged in the longitudinal direction of the ladder fin 20 and / or the direction perpendicular to the longitudinal direction, but may be formed irregularly. Further, it can be formed in a mesh shape.

尚、予定破壊線４０は、ラダーフィン２０の表面において凸部、凹部、溝等のない、滑面で形成されている。   Note that the planned fracture line 40 is formed as a smooth surface having no convex portions, concave portions, grooves, or the like on the surface of the ladder fin 20.

而して、本発明においては、基本的に舵板１５のラダーフィン２０が圧力、衝撃等により破壊或いは分解するように形成されているため、舵板１５本体には過剰な負荷がかからず、舵板１５の重大な損傷又は破壊が回避される。   Thus, in the present invention, the rudder fin 20 of the rudder plate 15 is basically formed so as to be broken or disassembled by pressure, impact, etc., so that the rudder plate 15 main body is not overloaded. Serious damage or destruction of the rudder plate 15 is avoided.

図２は舵板１５をラダーフィン２０と共に示す図であり、ラダーフィン２０が２つの構成部材５０，５１及びドーム状部材５５で構成されている。ここで、構成部材５０，５１はラダーフィン２０の両側に配設され、ドーム状部材５５は略半球状に形成されて前端部、即ち推進プロペラ１２と対向する位置に配設されている。   FIG. 2 is a view showing the rudder plate 15 together with the ladder fin 20, and the ladder fin 20 is composed of two constituent members 50 and 51 and a dome-like member 55. Here, the structural members 50 and 51 are disposed on both sides of the ladder fin 20, and the dome-shaped member 55 is formed in a substantially hemispherical shape and disposed at a position facing the front end portion, that is, the propeller propeller 12.

尚、矢印Ｘ，Ｘ１，Ｘ２はそれぞれ構成部材５０，５１及びドーム状部材５５の解離方向を示している。   The arrows X, X1, and X2 indicate the dissociation directions of the constituent members 50 and 51 and the dome-shaped member 55, respectively.

而して、ラダーフィン２０の構成部材５０，５１及びドーム状部材５５は、基本的にシェル構造を有しており、好ましくは中実体ではなく中空体として形成されている。又、構成部材５０，５１は、それらの長手方向外縁部５０ａ，５１ａで予定破壊線４０に沿って舵板１５の両外壁面１５ａ，１５ｂに固定されており、一方、推進プロペラ１２と対向する前端側外縁部５０ｂ，５１ｂは予定破壊線４０に沿って舵板１５に着脱可能に設けられた前記ドーム状部材５５に結着されている（図２及び図３参照）。   Thus, the structural members 50 and 51 and the dome-shaped member 55 of the ladder fin 20 basically have a shell structure, and are preferably formed as a hollow body rather than a solid body. Further, the constituent members 50 and 51 are fixed to both outer wall surfaces 15a and 15b of the rudder plate 15 along the planned fracture line 40 at their longitudinal outer edge portions 50a and 51a, while facing the propeller propeller 12. The front end side outer edge portions 50b and 51b are bound to the dome-like member 55 that is detachably provided on the rudder plate 15 along the planned breaking line 40 (see FIGS. 2 and 3).

更に、図２に示すように、舵板１５は均等に形成されずに上部Ａと下部Ｂから成っており、これら上部Ａ及び下部Ｂは、船首方向に見て少なくともそれらの前端部でそれぞれ左右に偏った曲率を有している。即ち、上部Ａ及び下部Ｂを上からの平面で見れば、上部Ａ及び下部Ｂはそれらの前端部において一致せずトング状或いは略ｙ字状となっている。   Further, as shown in FIG. 2, the rudder plate 15 is not formed evenly and consists of an upper part A and a lower part B. These upper part A and lower part B are respectively left and right at their front end parts when viewed in the bow direction. It has a biased curvature. That is, when the upper part A and the lower part B are viewed from above, the upper part A and the lower part B do not coincide with each other at their front end parts, and are in a tong shape or a substantially y shape.

又、上部Ａ及び下部Ｂそれぞれの軸中心線ＬＭ１は、互いに一致せず平行でもなく、所定の角度αをなすよう設定されている。更に、これら軸中心線ＬＭ１はラダーフィン２０の軸中心線ＭＬとも重ならないよう設定されている。   Further, the axial center lines LM1 of the upper part A and the lower part B are not coincident with each other and are not parallel to each other, and are set to form a predetermined angle α. Further, these axial center lines LM1 are set so as not to overlap with the axial center line ML of the ladder fin 20.

図３は舵板１５を前記構成部材５０，５１及びドーム状部材５５と共に示す図であり、本実施の形態では上部Ａと下部Ｂの曲率が相違するため、これら上部Ａ及び下部Ｂそれぞれの前端部で互いの軸中心線ＬＭ１が、流れ方向に見て、ラダーフィン２０の軸中心線ＭＬの外側に位置している。   FIG. 3 is a view showing the rudder plate 15 together with the constituent members 50 and 51 and the dome-like member 55. In this embodiment, the curvatures of the upper part A and the lower part B are different. The mutual axial center lines LM1 are located outside the axial center line ML of the ladder fin 20 when viewed in the flow direction.

尚、詳しく説明しないが、上部Ａ及び下部Ｂを一致させて構成しても良く、これら上部Ａ及び下部Ｂの軸中心線ＬＭ１をラダーフィン２０の軸中心線ＭＬに対して互いに同じ角度となるように設定しても良いし、或いは上部Ａ及び下部Ｂの軸中心線ＬＭ１をラダーフィン２０の軸中心線ＭＬと一致させても良い。   Although not described in detail, the upper part A and the lower part B may be configured to coincide with each other, and the axial center lines LM1 of the upper part A and the lower part B are at the same angle with respect to the axial center line ML of the ladder fin 20. Alternatively, the axial center lines LM1 of the upper part A and the lower part B may be made to coincide with the axial center line ML of the ladder fin 20.

図８及び図９はそれぞれ舵板１５の上方及び下方から見た平面図であり、図示のように、舵板１５の軸中心線ＬＭ１とラダーフィン２０の軸中心線ＭＬが互いに角度αをなしている。   8 and 9 are plan views of the rudder plate 15 as viewed from above and below, respectively. As illustrated, the shaft center line LM1 of the rudder plate 15 and the shaft center line ML of the rudder fin 20 form an angle α with each other. ing.

図４はラダーフィン２０を備えた舵板１５を左後方から見た図であり、ここでも上部Ａ及び下部Ｂが区別されており、それらの後端部７５においては両者が一致している一方、前端部７０，７１は相違している（図２参照）。   FIG. 4 is a view of the rudder plate 15 provided with the ladder fins 20 as viewed from the left rear. Here, the upper part A and the lower part B are also distinguished, and at the rear end part 75 they are coincident with each other. The front end portions 70 and 71 are different (see FIG. 2).

図５及び図７は舵板１５をそれぞれ後方及び前方から見た図であり、ラダーフィン２０が明確に認識できる。   5 and 7 are views of the rudder plate 15 as viewed from the rear and the front, respectively, and the ladder fins 20 can be clearly recognized.

図６は舵板１５をラダーフィン２０と共に示す図であり、図示のラダーフィン２０には、圧力、衝撃等により適切な破壊ができるよう、予定破壊箇所が配されている。この予定破壊箇所は、好ましくは予定破壊線４０として形成され、ラダーフィン４０の表面に縦横に配されている。ここで、予定破壊線４０を切欠き状或いは破線状に形成して網目状にラダーフィン４０の表面に配設すると特に好ましい。   FIG. 6 is a view showing the rudder plate 15 together with the ladder fins 20. The ladder fins 20 shown in the figure are provided with planned destruction points so that appropriate destruction can be performed by pressure, impact, or the like. This planned fracture location is preferably formed as a planned fracture line 40 and is arranged vertically and horizontally on the surface of the ladder fin 40. Here, it is particularly preferable that the planned fracture line 40 is formed in a notch shape or a broken line shape and disposed on the surface of the ladder fin 40 in a mesh shape.

図８及び図９には舵板１５の流れ方向の断面１６が示されており、その軸中心線ＬＭ１はラダーフィン２０の軸中心線ＭＬに対して角度αをなしている。従って、推進プロペラ１２に対向する舵板１５の前面部７０はラダーフィン２０の軸中心線ＭＬの外側に位置することとなる。   8 and 9 show a cross section 16 of the rudder plate 15 in the flow direction, and the axial center line LM1 forms an angle α with the axial center line ML of the ladder fin 20. Therefore, the front surface portion 70 of the rudder plate 15 facing the propeller propeller 12 is located outside the axial center line ML of the ladder fin 20.

ところで、ラダーフィン２０は金属材料で形成されるのが好ましいが、好ましくはカーボンファイバー、グラファイトファイバー及び／又はグラスファイバーが混成された炭素繊維複合材料等の非金属材料で形成しても良いし、金属材料と非金属材料の混成物で形成しても良い。   By the way, the ladder fin 20 is preferably formed of a metal material, but may preferably be formed of a non-metallic material such as a carbon fiber composite material in which carbon fiber, graphite fiber and / or glass fiber are mixed, You may form with the composite material of a metal material and a nonmetallic material.

更に、ラダーフィン２０は合成樹脂で形成することも可能であり、この際、ポリオキシメチレン、ポリホルムアルデヒド、ポリアセテート等のポリオキシメチレン（ＰＯＭ）樹脂材で形成される。尚、これらの材料は通常平滑度が高く、水との抵抗を低減するのに適している。   Furthermore, the ladder fin 20 can be formed of a synthetic resin, and at this time, the ladder fin 20 is formed of a polyoxymethylene (POM) resin material such as polyoxymethylene, polyformaldehyde, or polyacetate. These materials usually have high smoothness and are suitable for reducing resistance to water.

又、ラダーフィン２０を備える舵板１５を完全懸吊式舵（吊り舵）として構成すると好ましく、更に、ラダーフィン２０を舵板１５と一体的に形成するか、或いはラダーフィン２０を半分だけ舵板１５の両側面に固着させることも可能である。   Further, it is preferable that the rudder plate 15 provided with the ladder fins 20 is configured as a completely suspended rudder (suspension rudder). Further, the rudder fins 20 are formed integrally with the rudder plate 15 or the rudder fins 20 are rudder by half. It is also possible to adhere to both side surfaces of the plate 15.

而して、図２〜図４に示すように、前記上部Ａ及び下部Ｂのぞれぞれ推進プロペラ１２と対向する前面部７０，７１は、前面部７０が左舷ＢＢ方向へ、前面部７１が右舷ＳＢ方向に偏って設けられている。ここで、上記とは逆に、前面部７０を右舷ＳＢ方向へ、前面部７１を左舷ＢＢ方向に偏って設けても良い（ツイストラダー）。尚、舵板１５の両外壁面１５ａ，１５ｂは互いに推進プロペラ１２と反対側の後端部７５において合流して一致する。   Accordingly, as shown in FIGS. 2 to 4, the front surface portions 70 and 71 facing the propulsion propeller 12 in each of the upper part A and the lower part B are arranged such that the front surface part 70 is directed toward the port BB. Are provided in the starboard SB direction. Here, contrary to the above, the front surface portion 70 may be provided in the starboard SB direction, and the front surface portion 71 may be provided in the starboard BB direction (twister). The outer wall surfaces 15a and 15b of the rudder plate 15 merge and coincide with each other at the rear end portion 75 opposite to the propeller propeller 12.

即ち、上部Ａ及び下部Ｂのそれぞれ前面部７０，７１が互いに右舷ＳＢ又は左舷ＢＢに偏って設けられているため、上部Ａ及び下部Ｂの断面を鏡面対称に形成することができる。   That is, since the front portions 70 and 71 of the upper part A and the lower part B are provided so as to be biased toward the starboard SB or the port side BB, the cross sections of the upper part A and the lower part B can be formed mirror-symmetrically.

上記のような互いに鏡面対称な２つの断面を有する舵板１５によれば、気泡の発生を防止できるとともに、高出力推進プロペラによる高速船で生じるキャビテーションによる舵の浸食を防止することができる。   According to the rudder plate 15 having two mirror-symmetrical cross sections as described above, it is possible to prevent generation of bubbles and to prevent rudder erosion due to cavitation generated in a high-speed ship by a high-power propulsion propeller.

又、キャビテーションの防止以外にも、舵板１５の形状を最適化して燃費向上が図れる上、効率の向上にも寄与することができる。そして、重量の軽減も達成することができる。   In addition to preventing cavitation, the shape of the steering plate 15 can be optimized to improve fuel efficiency, and can also contribute to improved efficiency. And weight reduction can also be achieved.

推進プロペラと洋ナシ型のラダーフィンを備えた舵板が付設された船舶の船尾部を示す図である。It is a figure which shows the stern part of the ship by which the steering plate provided with the propulsion propeller and the pear-type ladder fin was attached. ３つの構成部材から成るラダーフィンの破壊時におけるこれら３つの構成部材の解離状態を示す図である。It is a figure which shows the dissociation state of these three structural members at the time of destruction of the ladder fin which consists of three structural members. ラダーフィンの破壊時における舵板の正面図である。It is a front view of the rudder plate at the time of destruction of a ladder fin. ラダーフィンを備えた舵板を示す図である。It is a figure which shows the steering plate provided with the ladder fin. ラダーフィンを備えた舵板の背面図である。It is a rear view of the steering plate provided with the ladder fin. ラダーフィンを備えた舵板の側面図である。It is a side view of the rudder board provided with the ladder fin. ラダーフィンを備えた舵板の正面図である。It is a front view of the rudder board provided with the ladder fin. ラダーフィンを備えた舵板の上から見た平面図である。It is the top view seen from the rudder board provided with the ladder fin. ラダーフィンを備えた舵板の下から見た平面図である。It is the top view seen from the bottom of the rudder board provided with the ladder fin.

符号の説明Explanation of symbols

１０ 船舶
１１ 船尾部
１２ 推進プロペラ
１３ 舵
１５ 舵板
１５ａ，１５ｂ 舵板外壁面
１６ 断面
２０ ラダーフィン
２１，２２ 部材
２５ ラダーフィン壁面部
３０ ラダーフィン壁面構成部材
４０ 予定破壊線
５０ａ，５１ａ 長手方向外縁部
５０ｂ，５１ｂ 前端側外縁部
５０，５１ 構成部材
５５ ドーム状部材
７０，７１ 舵板前面部
７５ 舵板後端部
ＢＢ 左舷
ＳＢ 右舷
ＬＭ１ 舵板の軸中心線
ＭＬ ラダーフィンの軸中心線 DESCRIPTION OF SYMBOLS 10 Ship 11 Stern part 12 Propulsion propeller 13 Rudder 15 Rudder plate 15a, 15b Rudder plate outer wall surface 16 Cross section 20 Ladder fin 21,22 Member 25 Ladder fin wall surface part 30 Ladder fin wall surface component 40 Expected fracture line 50a, 51a Longitudinal outer edge Part 50b, 51b Front end side outer edge part 50, 51 Constituent member 55 Domed member 70, 71 Rudder plate front part 75 Rudder plate rear end part BB Port side SB Starboard LM1 Rudder plate axis center line ML Ladder fin axis center line

Claims (12)

推進軸に着装された推進プロペラ（１２）に対向配置された舵板（１５）を備えて成り、該舵板（１５）における前記推進軸の軸方向へ延設された洋ナシ型或いは飛行船型のラダーフィン（２０）が設けられている船舶用舵において、
前記ラダーフィン（２０）の壁面部（２５）を複数の壁面構成部材（３０）で構成して該壁面部（２５）に予定破壊線（４０）或いは予定破壊箇所を形成し、前記ラダーフィン（２０）を所定以上の圧力或いは衝撃により破壊せしめることを特徴とする船舶用舵。 A pear type or an airship type comprising a rudder plate (15) disposed opposite to a propulsion propeller (12) mounted on the propulsion shaft and extending in the axial direction of the propulsion shaft in the rudder plate (15). In the rudder for ships provided with the rudder fin (20),
The wall surface portion (25) of the ladder fin (20) is constituted by a plurality of wall surface constituent members (30), and the planned fracture line (40) or the planned fracture location is formed on the wall surface portion (25). 20) A rudder for a ship, wherein the rudder is broken by a pressure or impact of a predetermined level or more. 前記舵板（１５）を前記ラダーフィン（２０）を境に上部（Ａ）と下部（Ｂ）の２部分に分割するとともに、これら上部及び下部の流れ方向の断面を互いに一致させるか、或いは相違させたことを特徴とする請求項１記載の船舶用舵。   The rudder plate (15) is divided into two parts, an upper part (A) and a lower part (B), with the rudder fin (20) as a boundary. The ship rudder according to claim 1, wherein 前記上部（Ａ）及び前記下部（Ｂ）それぞれの流れ方向軸中心線（ＬＭ１）と前記ラダーフィンの流れ方向軸中心線（ＭＬ）を一致させずに所定の角度（α）ずらして設定したことを特徴とする請求項２記載の船舶用舵。 The flow direction axis center line (LM1) of each of the upper part (A) and the lower part (B) and the flow direction axis center line (ML) of the ladder fin are set to be shifted by a predetermined angle (α) without matching. The marine rudder according to claim 2 . 前記所定の角度（α）を、前記上部（Ａ）及び前記下部（Ｂ）それぞれで互いに相違させて設定したことを特徴とする請求項３記載の船舶用舵。   The ship rudder according to claim 3, wherein the predetermined angle (α) is set to be different from each other in the upper part (A) and the lower part (B). 前記予定破壊線（４０）或いは予定破壊箇所を切欠き状又は破線状に形成したことを特徴とする請求項１〜４の何れか１項に記載の船舶用舵。   The ship rudder according to any one of claims 1 to 4, wherein the planned fracture line (40) or the planned fracture location is formed in a notch shape or a broken line shape. 前記予定破壊線（４０）或いは予定破壊箇所を、流れ方向及び／又は該流れ方向と直角な方向へ、或いは不規則に前記ラダーフィン（２０）上に配設したことを特徴とする請求項１〜５の何れか１項に記載の船舶用舵。   2. The predetermined breaking line (40) or the predetermined breaking point is arranged on the ladder fin (20) in a flow direction and / or a direction perpendicular to the flow direction or irregularly. The marine rudder according to any one of? 5. 前記予定破壊線（４０）を前記ラダーフィン（２０）上で網目状に配設したことを特徴とする請求項１〜６の何れか１項に記載の船舶用舵。   The ship rudder according to any one of claims 1 to 6, wherein the planned fracture line (40) is arranged in a mesh pattern on the ladder fin (20). 前記ラダーフィン（２０）をシェル構造を有する２つの構成部材（５０，５１）で構成するとともに、これら２つの構成部材（５０，５１）を、これらの長手方向外縁部（５０ａ，５１ａ）で前記予定破壊線（４０）に沿って前記舵板（１５）の両外壁面（１５ａ，１５ｂ）に固定する一方、前記推進プロペラ（１２）に対向する前記構成部材（５０，５１）の前端側外縁部（５０ｂ，５１ｂ）を前記予定破壊線（４０）に沿って前記舵板（１５）に着脱可能に設けられたドーム状部材（５５）に結着させたことを特徴とする請求項１〜７の何れか１項に記載の船舶用舵。   The ladder fin (20) is constituted by two constituent members (50, 51) having a shell structure, and the two constituent members (50, 51) are formed by the longitudinal outer edges (50a, 51a). A front end side outer edge of the component member (50, 51) facing the propeller (12) while being fixed to both outer wall surfaces (15a, 15b) of the rudder plate (15) along a planned fracture line (40) The part (50b, 51b) is bound to a dome-shaped member (55) detachably provided on the rudder plate (15) along the planned fracture line (40). The marine rudder according to any one of 7. 前記舵板（１５）がその流れ方向の断面（１６）を備え、該断面の軸中心線（ＬＭ１）を前記ラダーフィン（２０）の軸中心線（ＭＬ）に対して所定の角度（α）をなして設定し、前記推進プロペラ（１２）に対向する前記舵板（１５）の前記上部（Ａ）と前記下部（Ｂ）にそれぞれ対応する第１及び第２の前面部（７０，７１）を、前記ラダーフィン（２０）の軸中心線（ＭＬ）の外側に位置させたことを特徴とする請求項２〜４の何れか１項に記載の船舶用舵。 The rudder plate (15) is provided with a cross section (16) in the flow direction, and the axial center line (LM1) of the cross section is set to a predetermined angle (α) with respect to the axial center line (ML) of the ladder fin (20). The first and second front portions (70, 71) respectively corresponding to the upper portion (A) and the lower portion (B) of the rudder plate (15) facing the propeller propeller (12). The marine rudder according to any one of claims 2 to 4 , wherein the rudder fin (20) is positioned outside an axial center line (ML). 前記ラダーフィン（２０）とその構成部材（５０，５１）を、炭素繊維複合材料或いはグラファイトファイバー又はグラスファイバーが混成された繊維複合材料のような非金属材料、金属材料、金属材料と非金属材料の混成物又は合成樹脂で形成したことを特徴とする請求項１〜９の何れか１項に記載の船舶用舵。   The ladder fin (20) and its constituent members (50, 51) are made of a non-metallic material such as a carbon fiber composite material or a fiber composite material in which graphite fiber or glass fiber is mixed, a metal material, a metal material and a non-metal material. The marine rudder according to any one of claims 1 to 9, wherein the marine rudder is formed of a hybrid material or a synthetic resin. 前記ラダーフィン（２０）をポリオキシメチレン、ポリホルムアルデヒド、ポリアセテートのようなポリオキシメチレン（ＰＯＭ）樹脂材で形成したことを特徴とする請求項１〜１０の何れか１項に記載の船舶用舵。   11. The marine vessel according to claim 1, wherein the ladder fin (20) is formed of a polyoxymethylene (POM) resin material such as polyoxymethylene, polyformaldehyde, or polyacetate. Rudder. 前記第１及び第２の前面部（７０，７１）をそれぞれ左舷（ＢＢ）側、右舷（ＳＢ）側へずらして配向するか、又は前記第１及び第２の前面部（７０，７１）をそれぞれ右舷（ＳＢ）側、左舷（ＢＢ）側へずらして配向する一方、前記両外壁面（１５ａ，１５ｂ）を互いに前記推進プロペラ（１２）と反対側の後端部（７５）において合流せしめて一致させたことを特徴とする請求項９記載の船舶用舵。 The first and second front face portions (70, 71) are oriented while being shifted to the port side (BB) side, starboard side (SB) side, respectively, or the first and second front face portions (70, 71) are oriented. The outer wall surfaces (15a, 15b) are joined to each other at the rear end (75) opposite to the propeller propeller (12) while being oriented while being shifted to the starboard (SB) side and the port side (BB) side, respectively. The ship rudder according to claim 9 , wherein the rudder is matched.
JP2007123218A 2006-11-13 2007-05-08 Ship rudder Expired - Fee Related JP4571658B2 (en)

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JPH08164887A (en) * 1994-12-14 1996-06-25 Mitsubishi Heavy Ind Ltd Collision energy absorption type bulbous bow structure
DE19844353A1 (en) * 1998-09-28 2000-03-30 Herbert Schneekluth Steering rudder for ships, with leading edge of strip outline of rudder fitting above propeller axis turned out in region of moving rudder blade or fixed rudder horn
JP2000168680A (en) * 1998-12-01 2000-06-20 Shibata Ind Co Ltd Cushioning material for floating body
JP2004314825A (en) * 2003-04-17 2004-11-11 National Maritime Research Institute Vessel having lateral bending absorption type bow
JP2007530337A (en) * 2004-08-26 2007-11-01 リンデナウ ゲゼルシャフト ミット ベシュレンクテル ハフツング Double shell tanker

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HRP20080636T3 (en) 2009-01-31

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