JPS6223679Y2 - - Google Patents

Description

【考案の詳細な説明】 本考案は船舶の推進性能を向上させる舵支持材
に関する。[Detailed Description of the Invention] The present invention relates to a rudder support material that improves the propulsion performance of ships.

以下図面によつて従来の舵支持材について説明
すると、第１図は船尾部の側面図、第２図は第１
図の−断面図、第３図は第１図の−断面
図である。図中、１は船体、２はシユーピース、
３は上部舵支持材で船体１の上部船底に固着され
ている。４は舵で下部はシユーピース２に支持さ
れ、上部は舵支持材３によつて支持されている。
５は舵頭で下部は舵４の頂部に連結され、上部は
船内の図示しない舵取機に連結されている。６は
プロペラ、７はプロペラボスで、シヤフト８を介
して船内の図示しない主機に連結されている。８
はシヤフト、９は下部舵支持軸、１０は上部舵支
持軸を示す。 The conventional rudder support material will be explained below with reference to the drawings. Fig. 1 is a side view of the stern section, and Fig. 2 is a side view of the stern section.
FIG. 3 is a sectional view taken from FIG. 1. In the diagram, 1 is the hull, 2 is the shew piece,
3 is an upper rudder support member fixed to the upper bottom of the hull 1. Reference numeral 4 denotes a rudder, the lower part of which is supported by the showpiece 2, and the upper part supported by a rudder support member 3.
5 is a rudder head whose lower part is connected to the top of the rudder 4, and whose upper part is connected to a steering gear (not shown) inside the ship. 6 is a propeller, and 7 is a propeller boss, which are connected via a shaft 8 to a main engine (not shown) inside the ship. 8
9 indicates a shaft, 9 indicates a lower rudder support shaft, and 10 indicates an upper rudder support shaft.

一般に船内の主機によつてプロペラ６が回わさ
れて船体１が前進又は後進する際において船体１
の進行方向を変える場合には舵４が利用される。
舵４はシユーピース２及び上部舵支持材３によつ
て支持されていて、船内の舵取機が作動すると、
下部舵支持軸９及び上部舵支持軸１０を軸として
舵４の向きは右又は左へ動かされる。第４図は肥
大船のプロペラ位置における流場を水槽試験によ
り実測した一例を示す。図中１は船尾部船体、７
はプロペラボス、１１はプロペラ先端の回転軌
跡、１２は船体中心線、曲線は船長方向流速成分
の大きさが等しい点を結んだものを示す。船体中
心線側の曲線は流速が低く、外側へ行くにしたが
つて高くなつている。第５図は船内の主機によつ
てプロペラ６が回わされて船体１が前進している
場合のシヤフト８中心線より上方の流速成分の状
態を示す。第６図は第５図の−断面図であ
り、曲線は船長方向の流速成分の方向を示す。 Generally, when the propeller 6 is rotated by the main engine inside the ship and the ship 1 moves forward or backward, the ship 1
The rudder 4 is used to change the direction of travel.
The rudder 4 is supported by the shew piece 2 and the upper rudder support member 3, and when the inboard steering gear operates,
The direction of the rudder 4 is moved to the right or left about the lower rudder support shaft 9 and the upper rudder support shaft 10. Figure 4 shows an example of the flow field measured at the propeller position of an enlarged ship using a water tank test. In the diagram, 1 is the stern hull, 7
11 is the propeller boss, 11 is the rotation locus of the propeller tip, 12 is the hull centerline, and the curved line is a line connecting points where the magnitude of the flow velocity component in the longitudinal direction is equal. The flow velocity is low on the curve toward the hull centerline, and increases toward the outside. FIG. 5 shows the state of the flow velocity component above the center line of the shaft 8 when the propeller 6 is rotated by the main engine inside the ship and the hull 1 is moving forward. FIG. 6 is a cross-sectional view of FIG. 5, and the curve shows the direction of the flow velocity component in the longitudinal direction.

船内の主機によつて船体１が前進する方向へプ
ロペラ６が回されると、第６図に示すように、プ
ロペラ６前方の流速成分はプロペラ６によつて加
速されてプロペラ６後方へ流れる。 When the propeller 6 is turned by the main engine inside the ship in the direction in which the ship body 1 moves forward, the flow velocity component in front of the propeller 6 is accelerated by the propeller 6 and flows to the rear of the propeller 6, as shown in FIG.

第４図が示すように、プロペラ先端の回転軌跡
１１内の流速は高い部分と低い部分があつて、特
にプロペラ６の上方は流速が低い。従つて、この
ような流速分布の中で回転するプロペラ６は推力
変動が大きくなつて、推進効率の低下や船体振動
の原因を引き起していた。 As shown in FIG. 4, the flow velocity within the rotation trajectory 11 at the tip of the propeller has high parts and low parts, and the flow velocity is particularly low above the propeller 6. Therefore, the propeller 6 rotating in such a flow velocity distribution has large thrust fluctuations, which causes a decrease in propulsion efficiency and hull vibration.

本考案は上記事情に鑑みなされたもので、プロ
ペラ上方の遅い流れを速い流れに変えることによ
つてプロペラに流入する流速を均一化し、推進効
率低下及び船体振動を軽減するよう計つた舵支持
材を提供することを目的とする。 This invention was developed in view of the above circumstances, and is a rudder support material designed to equalize the flow velocity flowing into the propeller by changing the slow flow above the propeller to a fast flow, thereby reducing the reduction in propulsion efficiency and hull vibration. The purpose is to provide

このため本考案の船舶の舵支持材は、船尾スク
リユープロペラ後方の船体中心線上に配設される
舵の下部をシユーピースにて支持すると共に舵の
上部を上部支持材にて船体に支持する船舶の舵支
持材において、上記上部支持材を船長方向に貫通
すべくリング状に形成すると共に、前記上部支持
材の後方に舵頭を配設したことを特徴としてい
る。 For this reason, the rudder support member of the present invention is suitable for ships in which the lower part of the rudder, which is disposed on the center line of the ship behind the stern screw propeller, is supported by the shew piece, and the upper part of the rudder is supported by the upper support member on the ship's hull. The rudder support member is characterized in that the upper support member is formed into a ring shape so as to pass through the upper support member in the ship's ship direction, and a rudder head is disposed at the rear of the upper support member.

以下図面によつて本考案の一実施例について説
明すると、第７図は船尾部の側面図、第８図は第
７図の−断面図、第９図は第７図の−断
面図、第１０図は船内の主機によりプロペラ６が
回されて船体１が前進している場合の流速成分の
状態を示す説明図、第１１図は第１０図のXI−XI
断面図である。図中、第１〜６図と同じものには
同一符号を付した。 An embodiment of the present invention will be described below with reference to the drawings. FIG. 7 is a side view of the stern section, FIG. 8 is a cross-sectional view of FIG. 7, and FIG. 9 is a cross-sectional view of FIG. Fig. 10 is an explanatory diagram showing the state of the flow velocity component when the propeller 6 is rotated by the main engine inside the ship and the hull 1 is moving forward, and Fig. 11 is an explanatory diagram showing the state of the flow velocity component when the propeller 6 is rotated by the main engine inside the ship.
FIG. In the figure, the same parts as in FIGS. 1 to 6 are given the same reference numerals.

３は上部舵支持材で、正面から見て中央部がく
り抜かれたリング状に形成されている。従つて、
船内の主機によつて船体１が前進する方向へプロ
ペラ６が回されると第１０図に示すようにプロペ
ラ６上方の流速成分は下向きとなつてプロペラ６
に流入するが、水面近傍の比較的遅い流速成分は
プロペラ６に流入することなく上部舵支持材３を
通過して後方へ流れる。 Reference numeral 3 denotes an upper rudder support member, which is formed into a ring shape with a hollowed out center when viewed from the front. Therefore,
When the propeller 6 is rotated in the direction in which the hull 1 moves forward by the main engine inside the ship, the flow velocity component above the propeller 6 becomes downward as shown in FIG.
However, a relatively slow flow velocity component near the water surface passes through the upper rudder support member 3 and flows rearward without flowing into the propeller 6.

第１２図はプロペラ先端付近の円周上の船長方
向流速を角度θベースに表わしたものである。図
中横座標の０度は船体中心線上の真上、180度は
真下である。 FIG. 12 shows the flow velocity in the longitudinal direction on the circumference near the tip of the propeller based on the angle θ. In the figure, 0 degrees on the abscissa is directly above the hull centerline, and 180 degrees is directly below.

曲線の破線は従来のもので船体中心線の上方で
流速が低い、実線は考案のもので、第７図〜第９
図に示す如く上部舵支持材３の中央部をくり抜い
てあるため船体中心線上方の流れは上部舵支持材
３によつてせき止められることなく後方へ流れる
ことによつて、流速は速くなりプロペラ６の１回
転中の流速変動は小さくなつて、従来のものより
流速が均一化される。 The broken curved line is the conventional curve, where the flow velocity is low above the hull centerline, and the solid curve is the invented curve, as shown in Figures 7 to 9.
As shown in the figure, since the center part of the upper rudder support member 3 is hollowed out, the flow above the hull centerline is not blocked by the upper rudder support member 3 and flows rearward, increasing the flow speed and increasing the propeller 6. Fluctuations in the flow velocity during one rotation of the valve are reduced, and the flow velocity is made more uniform than in the conventional case.

このように、プロペラ６に流入する流速成分の
１回転中の流速分布が均一化されることにより、
プロペラ６の推力変動が小さくなつて、推進効率
が向上すると同時に船体振動を軽減できる。 In this way, the flow velocity distribution during one rotation of the flow velocity component flowing into the propeller 6 is made uniform, so that
Thrust fluctuations of the propeller 6 are reduced, improving propulsion efficiency and at the same time reducing hull vibration.

以上述べたように本考案の船舶の舵支持材によ
れば、舵支持材をリング状に形成するという従来
の部材の簡単な変更によつて推進効率が向上する
と共に船体振動を軽減出来るという利点がある。 As described above, the ship rudder support material of the present invention has the advantage that propulsion efficiency can be improved and ship vibration can be reduced by simply changing the conventional member by forming the rudder support material into a ring shape. There is.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は従来の船舶の船尾部を示す側面図、第
２図は第１図の−断面図、第３図は第１図の
−断面図、第４図はプロペラ位置の流場分布
図、第５図は船尾部の流速成分を示す説明図、第
６図は第５図の−断面図、第７図は本考案の
一実施例としての船舶の船尾部を示す側面図、第
８図は第７図の−断面図、第９図は第７図の
−断面図、第１０図は船尾部の流速成分を示
す説明図、第１１図は第１０図のXI−XI断面図、
第１２図は本考案の特性を示すグラフである。 １……船体、２……シユーピース、３……上部
舵支持材、４……舵、５……舵頭、６……プロペ
ラ、８……シヤフト、９……下部舵支持軸、１０
……上部舵支持軸。 Figure 1 is a side view showing the stern of a conventional ship, Figure 2 is a cross-sectional view of Figure 1, Figure 3 is a cross-sectional view of Figure 1, and Figure 4 is a flow field distribution diagram at the propeller position. , FIG. 5 is an explanatory diagram showing flow velocity components at the stern, FIG. 6 is a sectional view taken from FIG. 5, FIG. 7 is a side view showing the stern of a ship as an embodiment of the present invention, and FIG. The figure is a sectional view of FIG. 7, FIG. 9 is a sectional view of FIG.
FIG. 12 is a graph showing the characteristics of the present invention. DESCRIPTION OF SYMBOLS 1... Hull, 2... Shew piece, 3... Upper rudder support material, 4... Rudder, 5... Rudder head, 6... Propeller, 8... Shaft, 9... Lower rudder support shaft, 10
...Upper rudder support shaft.

Claims (1)

【実用新案登録請求の範囲】[Scope of utility model registration request] 船尾スクリユープロペラ後方の船体中心線上に
配設される舵の下部をシユーピースにて支持する
と共に舵の上部を上部支持材にて船体に支持する
船舶の舵支持材において、上記上部支持材を船長
方向に貫通すべくリング状に形成すると共に、前
記上部支持材の後方に舵頭を配設したことを特徴
とする船舶の舵支持材。 In the rudder support of a ship, the lower part of the rudder located on the hull center line behind the stern screw propeller is supported by a shoe piece, and the upper part of the rudder is supported on the hull by an upper support member. 1. A rudder support member for a ship, characterized in that the rudder support member is formed into a ring shape so as to pass through the upper support member, and a rudder head is disposed at the rear of the upper support member.