JPH0146358B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a rudder used on a ship, and particularly to a rudder provided immediately after a screw propeller at the stern of a ship.

Conventionally, there are ships with a rudder installed at the stern immediately after the screw propeller, as shown in Figures 1 to 8. Figure 1 is a side view of the stern, and Figure 2 is a diagram of Figure 1. 3 is a sectional view taken in the direction - arrow of FIG. 1, FIG. 4 is a sectional view taken in the direction - arrow of FIG. 6 is a front view of the rear edge of the hull of the vessel as seen from the rear, FIG. 7 is a front view of the rudder of the vessel as seen from the rear, and FIG. 8 is a sectional view taken along the - arrow in FIG.

In these figures, numeral 1 indicates the hull, 2
indicates the rear edge of the hull, and 3 indicates the center plane of the hull.

Also, numeral 4 indicates the propeller shaft, 7 indicates the bottom of the ship,
A screw propeller 5 is fixed to the rear end of the propeller shaft 4, and a main engine installed in a ship (not shown) is connected to the front end of the propeller shaft 4. It is assumed that the propeller shaft 4 rotates clockwise when the ship moves forward.

Above the propeller shaft 4, the rear edge 2 of the hull
is twisted to the port side, and the amount of twist is zero at the center of the propeller shaft 4, as shown in Figures 2 to 5 and Figure 6, and gradually increases as it goes upward, until the tip of the blade of the propeller 5. It is the largest in the vicinity. Further upward, the amount of twist becomes smaller and becomes zero near the planned waterline WL. In addition, the code|symbol 6 in a figure shows the rotation locus (propeller circle) of the blade tip of the propeller 5, and the arrow has shown the rotation direction of a propeller.

In addition, below the propeller shaft 4, the rear edge 2 of the hull is twisted to the starboard side, contrary to the above, and the twist amount gradually increases as it goes below the propeller shaft 4. It is largest near the tip of the wing.

Further, a rudder horn 8 is fixed to the rear edge 2 of the hull along the center plane 3 of the hull, and the rudder 9 is attached to the rudder horn 8 via a pintle 10. 9
is now able to rotate.

The rudder stock 11 is fixed to the upper end of the rudder 9 and the rudder stock 11 is fixed to the upper end of the rudder 9.
The upper end of 1 is connected to a steering gear installed in the ship (not shown).

When the propeller 5 is rotated by the main engine installed inside the ship and the hull 1 is sailing, the water in the stern part is drained away from the hull 1.
and flows into the propeller 5.

At this time, the flow of water that has flowed symmetrically from the front is bent toward port above the propeller shaft 4 due to the above-mentioned configuration of the rear edge 2 of the hull.
Bent to starboard below the propeller shaft. Therefore, the rotational flow generated behind the clockwise propeller 5 is reduced, and the propeller efficiency is improved.

By the way, since the hull trailing edge 2 has the above-mentioned configuration, looking at the state of the flow at the position of the propeller 5, if the ship speed is V and the flow velocity component in the direction of the propeller shaft 4 is Vx, as shown in Fig. 9. As shown in Figure 2, the flow is slower immediately after the hull trailing edge 2 than in the surrounding area, and the distribution of the slow flow resembles the shape of the hull trailing edge 2 seen from the rear. . After being accelerated by the propeller 5 with such flow distribution, the water flow flows into the rudder 9 and the rudder horn 8.

However, since the rudder 9 and the rudder horn 8 are installed along the hull center plane 3, they are installed in an area where the current velocity is relatively high, resulting in a large increase in resistance.

Furthermore, since the flow speeds are different between the left and right sides of the rudder 9 and rudder horn 8, a lateral force is generated, and a rudder is required to move straight, and this rudder increases resistance.

As described above, conventional ships have the problem that large resistance is generated by the rudder horn and rudder, which reduces the propulsion performance of the ship.

The present invention aims to solve these problems, and provides a bent marine rudder that reduces resistance by devising the shape and arrangement of the rudder immediately after the screw propeller. With the goal.

Therefore, the marine bending rudder of the present invention includes a propeller shaft extending along the center plane of the hull at the stern part and a screw propeller attached to the rear end of the propeller shaft, and the rear edge of the hull In a ship that is curved from the center plane of the ship in the direction opposite to the direction in which the screw propeller blades move, a rudder horn is installed that pivots the rudder located immediately after the screw propeller via a pintle. ,
The rudder is attached to the hull offset from the hull center plane in a direction opposite to the direction in which the blades of the screw propeller move, and the rudder is bent at the lower end of the rudder horn, and the rudder is attached to the rudder below the bent part. It is characterized by being slanted toward the side opposite to the side where the horn is located.

Hereinafter, embodiments of the present invention will be explained with reference to the drawings. Figures 10 and 11 show a marine bending rudder as a first embodiment of the present invention. Figure 10 is a side view thereof, and Figure 11 is a later view. 12 to 14 show a marine bending rudder as a second embodiment of the present invention, FIG. 12 is a front view seen from the rear, and FIG. 13 is a side view thereof. Figure, 1st
FIG. 4 is a sectional view taken along the - arrow in FIG. 13.

First, a first embodiment of the present invention will be described. As shown in FIGS. 10 and 11, a screw propeller 5 is attached to the rear end of a propeller shaft 4 along the hull center plane 3 in the stern of the hull 1. The rear edge 2 of the hull is similar to the conventional case (see Fig. 6).
It is curved from the hull center plane 3 in a direction opposite to the direction in which the blades of the screw propeller 5 move when the hull moves forward.

A rudder 9 disposed immediately after the screw propeller 5 is connected to a rudder horn 12 fixed to the stern.
The ship is pivoted to the ship via a pintle 10, and is steered by an inboard steering device (not shown) through a rudder stock 11.

By the way, the rudder horn 12 is attached to the hull 1 offset from the hull center plane 3 in the direction opposite to the direction in which the blades of the screw propeller 5 move (see the arrow of the propeller circle 6 in FIG. 11). As usual, in the case of a clockwise propeller, it is installed on the port side.

Further, the rudder 9 is bent at the lower end of the rudder horn 12 so as to have a ridgeline a, and the rudder upper half 14 above the ridgeline a is provided in the vertical direction, but the rudder lower half 13 below the ridgeline a is rudder horn 12
It is inclined toward the port side (in this example, the port side) where the is located and the opposite side (in this example, the starboard side).

Note that the center line of the rudder horn 12 is located behind the rear edge of the hull (see reference numeral 2a in FIG. 6) in front of the blade tip of the propeller 5.

With the above-mentioned configuration, when the propeller 5 is rotated by the main engine installed inside the ship and the ship 1 is sailing, the flow of water flowing symmetrically from the front is directed to the port side above the propeller shaft 4, as described above. At the bottom, they are bent to starboard and flow into the propeller 5. This reduces the rotational flow generated behind the propeller 5, improving propulsion efficiency.

Moreover, the water flow is distributed as shown in FIG.
3 and the upper half 14, the area along the rudder 9 and the rudder horn 12 is the area where the flow is slowest, and the resistance due to the rudder 9 and the rudder horn 12 is reduced compared to the conventional case.

In addition, since the flow speeds on the left and right sides of the rudder 9 and the rudder horn 12 are approximately equal, the generation of lateral force is reduced, and therefore the rudder used to move straight becomes smaller, and the increase in resistance due to this is reduced.

In this way, the marine bent rudder of the present invention has the advantage of significantly improving the propulsion performance of the ship.

In addition, if the lower rudder half 13 and the upper rudder half 14 are connected by a torque hinge or the like so that the bending angle formed between them can be adjusted, the bending angle can be adjusted according to changes in the flow field at the position of the propeller 5. Can be properly controlled.

In the second embodiment of the present invention shown in FIGS. 12 to 14, a showpiece 15 is provided at the stern of the ship, and a rudder 9 is inserted into a guide hole 17 formed at the rear end of the showpiece 15 through a pintle 16. It has a structure in which the lower end engages.

In the case of this embodiment as well, the curved shape of the rear edge 2 of the hull and the arrangement of the rudder horn 12 offset from the hull center plane 3 are the same as in the case of the first embodiment described above. Similarly to the first embodiment, the shape of the rudder 9, which is pivotally connected via the pintle 10, is such that the lower rudder half 13 is bent and inclined from the vertical upper rudder half 14 through the ridge line a. .

The guide hole 17 into which the pintle 16 at the lower end of the rudder 9 is fitted is shaped like an arc, as shown in FIG. is formed.

Regarding the arrangement of the lower pintle 16,
At the neutral steering position of the rudder 9, the upper pintle 1
It is desirable that the lower pintle 16 be included in the hull cross section including 0.

With such a structure, it is possible to obtain substantially the same effects in the second embodiment as in the first embodiment described above.

Note that the bent portion at the boundary between the lower rudder half 13 and the upper rudder half 14 in each of the embodiments described above may have a smoothly curved outer surface so as not to form a ridge line a.

As described in detail above, the marine bending rudder of the present invention includes a propeller shaft extending along the center plane of the hull at the stern portion and a screw propeller attached to the rear end of the propeller shaft, and the rear edge of the hull is In a ship that is curved from the center plane of the ship in a direction opposite to the direction in which the blades of the screw propeller move when the ship moves forward, the rudder disposed immediately after the screw propeller is pivoted via a pintle. A rudder horn attached to the rudder horn is attached to the hull with an offset from the center plane of the hull in a direction opposite to the direction in which the blades of the screw propeller move, and the rudder is bent at the lower end of the rudder horn, and the rudder is bent at the lower end of the rudder horn, and the rudder is bent at the lower end of the rudder horn. It has a simple structure in which the rudder horn is tilted downward toward the side opposite to the side where the rudder horn is located, and has the advantage of reducing resistance due to the rudder horn and rudder, and significantly improving the propulsion performance of the ship.

[Brief explanation of drawings]

Figures 1 to 8 show a ship equipped with a conventional rudder, with Figure 1 being a side view of the stern, Figure 2 being a sectional view taken along the - arrow in Figure 1, and Figure 3 being the same as in Figure 1. of-
4 is a cross-sectional view taken in the - arrow direction of FIG. 1, FIG. 5 is a cross-sectional view taken in the - arrow direction of FIG. 1, and FIG. 6 is a front view of the rear edge of the hull of the vessel as seen from behind , Figure 7 is a front view of the rudder of the above vessel seen from the rear, Figure 8
The figure is a sectional view taken along the arrow - in FIG. 1, FIG. 9 is a velocity distribution diagram of the flow at the propeller position of the ship, and FIGS. Fig. 10 is a side view thereof, Fig. 11 is a front view thereof as seen from the rear, and Figs. 12 to 14 show a marine bending rudder as a second embodiment of the present invention. Figure 12 is the front view seen from the rear, Figure 13 is the side view, and Figure 1
FIG. 4 is a sectional view taken along the - arrow in FIG. 13. DESCRIPTION OF SYMBOLS 1... Hull, 2... Trailing edge of the hull, 3... Center plane of the hull, 4... Propeller shaft, 5... Screw propeller, 6... Rotation trajectory of the blade tip of the propeller 5 (propeller circle), 7... ...bottom, 9...rudder, 10...pintle, 11...rudder stock, 12...rudder horn,
13... Lower rudder half, 14... Upper rudder half, 15...
Shew piece, 16... Pintle, 17... Guide hole, a... Ridge line at the bend.

Claims (1)

[Claims] 1 It has a propeller shaft along the center plane of the hull at the stern and a screw propeller attached to the rear end of the propeller shaft, and the trailing edge of the hull is opposite to the direction in which the blades of the screw propeller move when the hull moves forward. In a ship that is curved from the center plane of the hull in the direction of , the rudder horn, which pivots the rudder disposed immediately after the screw propeller via a pintle, is connected to the direction in which the blades of the screw propeller move. The rudder is attached to the hull offset from the hull center plane in the opposite direction, and the rudder is bent at the lower end of the rudder horn and directed to the side opposite to the side where the rudder horn is located below the bent part. A bent marine rudder characterized by having a tilted end.