JP2002293294A - High-lift twin rudder system for marine vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a high-lift twin rudder system for a marine vessel having high propulsion efficiency while maintaining excellent maneuvering performance and improving propulsion efficiency and safety even in a surge by suppressing the yawing, heaving and pitching of the vessel. SOLUTION: In this high-lift twin rudder system for the marine vessel with a pair of high-lift rudders 1, 2 arranged behind one pusher propeller 3, fins 18, 22 are provided on the inner board side faces of rudder blades 4, 5 and in the almost same level position as the shaft of the pusher propeller. The fin 18 of one rudder blade 4 opposed to the board side where pusher propeller blades are rotated in an ascending direction has an attitude of forming a prescribed angle of attack, and an end face 20 of the fin 18 is provided with an end plate 21. The fin 22 of the other rudder blade 5 opposed to the board side where the pusher propeller blades are rotated in a descending direction has an attitude of forming another prescribed angle of attack, and an end face 24 of the fin 22 is provided with an end plate 25.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a high lift dual rudder system for a ship.

[0002]

2. Description of the Related Art Conventionally, as one means for improving the maneuverability of a ship, as shown in FIGS. 9 and 10, two high-lift rudders 1, 2 are provided behind a unidirectionally rotating propelling propeller 3 as shown in FIGS. Some are arranged symmetrically with respect to the axis of the propelling propeller.

The top and bottom ends of the port rudder blade 4 and the starboard rudder blade 5 of each of the high lift rudders 1 and 2 have flat top plates 6 and 7 and bottom end plates 8 projecting to the left and right sides, respectively.
The bottom end plates 8 and 9 have a shape whose side edges are slightly bent downward, and the rudder blades 4 and 5 have rudder shafts 10 and 11.
Are connected.

The rudder blades 4, 5 have a horizontal cross-sectional profile which is forwardly projecting in a semicircular shape. After the fish tail whose width is gradually increased toward the rear end 16a, 17a of a predetermined width continuously from the middle portions 14, 15 whose width is gradually reduced toward the small width portions 14a, 15a and the middle portions 14, 15 It has a shape composed of edges 16 and 17. And,
The inboard sides of the intermediate portions 14, 15 and the fish tail trailing edges 16, 17 have contours that are substantially straight.

The top end plates 6, 7 and the bottom end plates 8, 9 effectively take in the wake of the propeller propeller on the side surfaces of the rudder blades 4, 5 having a high-lift cross-sectional profile. The purpose is to generate high lift by reducing the influence of the wing tip surface at the end.

As shown in FIG. 11, the wake of a propelling propeller can be controlled by combining the rudder angles of the high lift rudders 1 and 2 to generate thrust in any of the front, rear, left and right directions. With its forward rotation, it exhibits high maneuverability, such as forward and backward movement, left and right turning, bow and stern turning, hovering, and low speed navigation.

[0007]

In the above-mentioned high-lift double rudder system according to the prior art, when a rudder angle is applied, a high lift is generated and the force for maneuvering the ship is increased, but the rudder is set to the neutral position. When all ships go straight, the viscous drag (drag loss) tends to increase due to the two rudders and the presence of the water flow refraction part mainly at the trailing edge of the fish tail of the rudder blades, and therefore the propulsion efficiency tends to decrease. There was a problem.

In recent years, in particular, it has been demanded to improve the propulsion efficiency of a rudder system including a propulsion propeller to achieve energy saving of a ship. Furthermore, to reduce the yawing, heaving, and pitching (pitching) of the ship during stormy weather, and thereby to improve the efficiency of propulsion in waves and increase safety. It has been demanded.

When the propeller rotates clockwise (clockwise) as viewed from the rear, it is known that the wake flux of the propeller flows backward while rotating clockwise. If the rotational energy of the wake flux of the propelling propeller is converted by a rudder into a lift that can use the forward direction component as a thrust, the propulsion efficiency is improved.

[0010] In addition to suppressing the yaw of the ship by the two rudders having high lift characteristics,
By providing the rudder with the function of giving resistance to the vertical movement of the stern, the vertical movement (heaving) and pitching (pitching) of the ship are suppressed, the propulsion efficiency in navigation in waves and the safety of the ship are improved. Increase.

An object of the present invention is to solve the above-mentioned problem, and to efficiently convert the rotational energy of a wake flux of a propelling propeller into a lift by a rudder so that a forward direction component thereof can be used as a thrust. This is a high-lift double rudder system that maintains the conventional excellent maneuvering performance while maintaining high propulsion efficiency. In addition, the yaw, yaw, and pitch (pitch) of the ship
It is an object of the present invention to provide a high-lift two-wheel rudder system for ships that can improve propulsion efficiency and enhance safety even in the waves by suppressing the rudder.

[0012]

According to a first aspect of the present invention, there is provided a high lift dual rudder system for a marine vessel according to the first aspect of the present invention. A pair of high-lift rudders are disposed almost in parallel with the symmetrical position, each high-lift rudder has a top end plate and a bottom end plate at the top end and bottom end of the rudder blade, respectively, and the rudder blade has a horizontal section. In the contour of the front edge part protruded forward in a semicircular shape and the middle part and the middle part whose width gradually decreased toward the minimum width part after increasing the width continuously to the front edge part In a high-lift two-rudder system for a ship having a shape consisting of a fish tail trailing edge whose width is gradually increased toward a rear end having a predetermined width, a propulsion propeller is mounted on the inboard side of each rudder blade. A chord having a predetermined chord length extending rearward from the leading edge at the same level as the axis. The fin of one rudder blade facing the side where the propeller blades rotate in the ascending direction maximizes the ratio of forward thrust to drag generated by the wake of the propeller having an upward component of the flow. The other end of the fin is provided with an end plate that has an angle of attack and is bent upward or downward or both up and down by a predetermined length on the end surface of the fin, and the propulsion propeller blade faces the side on which the propeller blade rotates in the downward direction. The blade fin has an attitude at an angle of attack at which the ratio of forward thrust and drag generated by the wake of the propelling propeller having a downward component of flow is maximized,
In addition, an end plate that is bent downward or upward by a predetermined length or both upward and downward by a predetermined length is provided on the end surface of the fin.

With the above configuration, for example, when the propeller rotates clockwise (clockwise) as viewed from behind,
The wake of the propelling propeller is in the forward direction on the rising side of the propeller blades, that is, on the port side fins attached to the port side of the port rudder, and on the side where the propelling propeller blades descend, ie, on the starboard side of the starboard ruins. A lift having a component is generated, which contributes to the propulsion by the difference between the forward direction component and the component of the drag opposing the component, thereby improving the propulsion efficiency.

Further, by providing end plates on the wing end surfaces of the starboard fins, the influence of the end surfaces on the wing end portions of the fins is reduced, and the lift generated on the fins is increased.
Further, the lift generated on the fin is further increased by extending the lift distribution on the fin wing surface to the end portion and by weakening the free vortex generated on the fin end surface. That is, the forward direction component that can be used as a thrust also becomes larger. These end plates also have the effect of converting part of the free vortex into a forward force. By these effects, the propulsion efficiency can be further improved.

Further, these fins act so as to rectify the wake of the propellant propeller in a turbulent state, and from this point, the propulsion efficiency can be improved. In addition, it has the effect of suppressing heaving and pitching (pitching) of the ship, and the yaw caused by two high-lift rudders.
Along with the suppression effect, it is possible to improve the propulsion efficiency in waves during stormy weather, thereby improving fuel economy and contributing to safe navigation.

According to a second aspect of the present invention, there is provided a high lift dual rudder system for a ship, wherein both end plates are disposed so as to be parallel to a streamline vector at an end plate portion downstream of the propelling propeller. It is.

According to the above configuration, the viscous resistance of the end plate is reduced, and the propulsion efficiency can be further improved.
In the high lift dual rudder system for a marine vessel according to the third aspect of the invention, both end plates each have a wing cross-sectional shape, and a forward thrust generated by a streamline vector of a wake of the propelling propeller at the end plate. The angle of attack is such that the ratio of drag and drag is maximized.

According to the above-described structure, the end plates of the left and right port fins also generate a lift, and these lifts have components in the forward direction. Therefore, the difference between the forward direction component and the component of the opposing drag is generated. Only thrust that contributes to propulsion.

Therefore, the propulsion efficiency is further improved by adding the forward contribution thrust by the end plate to the forward contribution thrust by the left and right rudder fins. In the high lift dual rudder system for a marine vessel according to the present invention, the width of the fin cross section of the starboard fin is substantially semicircular. After that, it consists of an intermediate part where the width gradually decreases linearly to the minimum width, and a fish tail trailing edge whose width gradually increases slightly linearly from the rear end of the minimum width part. is there.

With the above configuration, the forward and backward components of the reaction force generated by the refraction of the water flow at the trailing edge of the fish tail act on the starboard fins, in addition to the lift generated by the angle of attack, thereby further increasing the propulsion efficiency. It becomes possible.
In addition, since the blade cross-sectional shape is linear, manufacturing becomes easy.

[0021]

Embodiments of the present invention will be described below with reference to the drawings. Members that perform basically the same operations as those of the related art described above with reference to FIGS. 9 to 11 are denoted by the same reference numerals, and description thereof is omitted.

1 to 4, the propulsion propeller 3 is
The figure shows a state of rotating clockwise (clockwise) when viewed from behind. A port fin 18 is provided on the inboard side surface 4a of the port rudder blade 4 opposite to the side on which the propelling propeller blades rotate in the ascending direction, at a position substantially at the same level as the axis of the propelling propeller 3. Reference numeral 18 denotes a wing section having a predetermined chord length rearward from the leading edge 19, and the ratio of the forward thrust to the drag generated by the wake of the propelling propeller 3 having the upward component of the flow is maximum. It is arranged in such a posture as to form an angle of attack α. An end surface 20 of the left rudder fin 18 is provided with a flat end plate 21 that is bent upward and downward by a predetermined length.

On the inboard side surface 5a of the starboard rudder blade 5 facing the side of the ship where the propelling propeller blades rotate in the descending direction, the starboard fins 2 are located at substantially the same level as the axis of the propelling propeller 3.
The starboard fin 22 has a wing cross section having a predetermined chord length from the leading edge 23 toward the rear, and is generated by the wake of the propelling propeller 3 having a downward component of the flow. It is arranged in a posture having an angle of attack α such that the ratio between the forward thrust and the drag is maximized. An end face 24 of the starboard fin 22 is provided with a flat end plate 25 that is bent downward and upward by a predetermined length.

The wake flux of the propulsion propeller 3 is generally influenced by the shape of the stern of the ship, but generally rises rearward. Therefore, the arrangement of the port fins 18 and 22 takes into account the upward flow of the wake of the propelling propeller.

The operation of the above configuration will be described below. As described above, the wake flux of the propelling propeller 3 is such that the propelling propeller 3 rotates clockwise as viewed from behind (clockwise rotation).
When you rotate to the right, it flows backward. The velocity vector of the flow on a certain vertical plane in the wake flux of the propelling propeller differs depending on the design of the propelling propeller 3 and the like.
For example, as shown in FIG. 5 (a), a backward velocity vector, as shown in FIG. 5 (b), an upward velocity vector on the side where the propelling propeller blades ascend, and on a side where the propelling propeller blades descend. Has a downward velocity vector.

Therefore, the wake of the propeller 3 flows into the port fin 18 at the angle of attack α with the backward and upward velocity vectors, and enters the starboard fin 22 with the backward and downward velocity vectors. and flows into the port fins 18 and the starboard fins 22 to generate lift. Since these lifts have components in the forward direction, thrusts that contribute to propulsion only by the difference between these forward direction components and the components of the drag opposing these components improve the propulsion efficiency.

The end surfaces 20, 24 of the port fins 18, 22
By providing the end plates 21 and 25 to the fins 18 and 22, respectively, the influence of the end surface on the wing tip of the fins 18 and 22 is reduced, and the lift generated on the fins 18 and 22 is increased. further,
The lift generated on the fins 18 and 22 is increased by extending the lift distribution on the fin wing surface to the ends and weakening the free vortex generated on the wing ends of the fins 18 and 22. . That is, the forward direction component that can be used as a thrust also becomes larger. These end plates also have the effect of converting part of the free vortex into a forward force. By these effects, the propulsion efficiency is further improved.

Further, these port fins 18 and 22 are
Together with the end plates 21 and 25, it acts to rectify the wake of the propelled propeller 3 in a turbulent state, and the propulsion efficiency can be improved from this point as well. The port fins 18 and 22 have the effect of suppressing heaving and pitching (pitching) of the ship. Together with the effect of suppressing the yaw (yawing) by the two high-lift rudders, the fins 18 and 22 at the time of stormy weather Propulsion efficiency in waves can be improved, fuel economy can be improved, and safe navigation can be contributed.

In the above-described embodiment, the end plates 21 and 25 of the port fins 18 and 22 are disposed in parallel with the axis of the propelling propeller 3, but as shown in FIG. The end plates 21 and 25 are connected to the end plate 2 downstream of the propeller 3.
They may be arranged so as to be parallel to the streamline vectors at the positions 1 and 25.

By doing so, the end plate 21,
25, the viscous resistance is reduced, and the propulsion efficiency can be further improved. FIG. 7 shows another embodiment of the present invention. The end surface 20 of the port fin 18 is provided with an end plate 31 having a wing-shaped horizontal cross section, which is bent upward and downward by a predetermined length, and the end surface 24 of the starboard fin 22 is downward and upward by a predetermined length. An end plate 32 having a wing-like horizontal cross section is provided.

The end plates 31, 32 are end plates 31, 32, respectively.
At a position where the angle of attack β is such that the ratio of the forward thrust and the drag generated by the streamline vector of the wake of the propelling propeller 3 at the point (1) is maximized.

For this reason, the end plates 21 and 25 of the port fins 18 and 22 also generate lift, respectively, and since these lifts have components in the forward direction, the components in the forward direction and the reaction force against these components are generated. Thrust that contributes to propulsion by the difference from the component.

Therefore, the end plates 21 and 25 have the functions and effects described in the above embodiment, and the end plates 2 and 25 have the same effects.
The propulsion contribution thrust by the left and right rudder fins 18 and 22
The propulsion efficiency is further improved by adding to the propulsion contributing thrust.

FIG. 8 shows still another embodiment of the present invention. As shown in FIG. 8, the wing cross-sectional shapes of the port fins 41 and 42 have a substantially semicircular leading edge 43,
After being connected to the front edge portion 43 and increasing the width in a streamlined manner backward once, the intermediate portion 44 gradually reduces the width linearly to the minimum width, and gradually from the rear end of the minimum width portion to the rear. And a fish tail trailing edge 45 whose width is slightly increased linearly. As a result, in addition to the generation of lift due to the angle of attack α, the forward direction component of the reaction force generated by the refraction of the water flow at the fish tail trailing edge 45 acts on the fins 41 and 42, so that the propulsion efficiency can be further increased. It becomes possible. In addition, since the blade cross-sectional shape is linear, manufacturing becomes easy.

The end plates 21, 25 or the end plates 3 of the port fins 18, 22 or the port fins 41, 42.
The object of the present invention can be achieved even if the first and second bends are bent only upward or downward instead of both up and down from the end faces 20 and 24.

[0036]

As described above, according to the present invention, in a high-lift two-wheel rudder system, each of the left and right rudder blades is located on the inboard side at a position substantially at the same level as the axis of the propelling propeller, and By providing a port fin with an angle of attack to the flow and providing an end plate on the fin end surface, the rotational energy of the wake of the propeller can be efficiently converted into forward thrust, and two high lift A rudder system with high propulsion efficiency can be provided while maintaining the high maneuverability inherent to the rudder system.In addition to the bow suppression inherent in the two high-lift rudders, the ship's vertical and lateral fins are suppressed by the port fins. It improves the efficiency of propulsion in the waves during stormy weather and contributes to safe navigation.

[Brief description of the drawings]

FIG. 1 is a rear view showing a high lift dual rudder system for a marine vessel according to an embodiment of the present invention.

FIG. 2 is a cross-sectional plan view of the high-lift double rudder system for a boat, taken along the line aa in FIG. 1;

FIG. 3 is a side view of the high-lift dual rudder system for a boat, taken along the line bb in FIG. 1;

FIG. 4 is a side view of the high-lift double rudder system for a ship, taken along the line cc in FIG. 1;

5 (a) and 5 (b) are schematic diagrams showing velocity vectors of a flow in one cross section of a wake flux of a propelling propeller. FIG.

FIG. 6 is a partial cross-sectional plan view showing that a port fin end plate is made parallel to a streamline vector of a wake of a propelling propeller in a high lift dual rudder system for a ship according to another embodiment of the present invention. It is.

FIG. 7 is a partial cross-sectional plan view showing a high-lift double rudder system for a boat according to still another embodiment of the present invention.

FIG. 8 is a vertical sectional view showing a port fin of a high-lift double rudder system for a boat according to still another embodiment of the present invention.

FIG. 9 is a bird's-eye view showing a conventional high-lift double rudder system for a ship.

FIG. 10 is a plan cross-sectional view of the high-lift double rudder system for a boat, taken along the line dd in FIG. 9;

FIG. 11 is an explanatory view showing the operation of the high-lift double rudder system for a ship.

[Explanation of symbols]

 α Attack angle β Attack angle 1, 2 High lift rudder 3 Propulsion propeller 4 Port side rudder blade 4a Inner side surface 5 Starboard rudder blade 5a Inner side surface 6,7 Top end plate 8,9 Bottom end plate 10,11 Rudder shaft 12 , 13 Front edge portion 14, 15 Intermediate portion 14a, 15a Minimum width portion 16, 17 Fishtail rear edge portion 16a, 17a Rear end 18 Port fin 19 Front edge 20 End face 21 End plate 22 Starboard fin 23 Front edge 24 End face 25 End plate 31 End plate 32 End plate 41 Port fin 42 Starboard fin 43 Front edge 44 Middle part 45 Fish tail rear edge

Claims (4)

[Claims] 1. A pair of high-lift rudder is disposed substantially parallel to a position symmetrical with respect to the axis of the propeller propeller behind one of the propulsion propellers, and each high-lift rudder is connected to the top end of a rudder blade. The bottom end has a top end plate and a bottom end plate, respectively, and the rudder blade has a forwardly projecting semicircular shape in a horizontal cross-sectional profile, and has a streamlined width that is continuous with the front edge and the front edge. A marine uplift having a shape consisting of an intermediate portion whose width is gradually reduced toward the minimum width portion and a rear end portion of the fish tail which is successively connected to the intermediate portion and whose width is gradually increased toward a rear end having a predetermined width. In the two-power rudder system, fins having a predetermined chord length are provided rearwardly from the leading edge at a position substantially at the same level as the axis of the propeller on the inboard side of each rudder blade. The fin of one rudder blade facing the side where the The fin has an attitude at which the ratio of the forward thrust generated by the wake of the propelling propeller having the direction component to the drag becomes the maximum, and the fin end face has a predetermined length upward or downward or both upward and downward. Provided with a bent end plate,
The fin of the other rudder blade facing the side where the propeller blade rotates in the descending direction forms an angle of attack at which the ratio of forward thrust to drag generated by the wake of the propeller having a downward component of flow is maximized. Have a posture, and
A high lift dual rudder system for a ship, wherein an end plate is provided on an end face of a fin, and the end plate is bent downward, upward, or both up and down by a predetermined length. 2. The high lift dual rudder for a boat according to claim 1, wherein both end plates are disposed so as to be parallel to a streamline vector at a portion of the end plate downstream of the propelling propeller. system. 3. Both end plates each have a wing cross-sectional shape, and have an angle of attack at which the ratio of forward thrust and drag generated by the streamline vector of the wake of the propeller at the end plate is maximized. 2. The high lift dual rudder system for a ship according to claim 1, wherein the two lift rudder systems are arranged in a posture. 4. A wing section of a port fin having a substantially semicircular wing cross-section, which is connected to the front edge to increase the width in a streamlined manner in the rearward direction, and then gradually increase the width linearly. 4. A fish tail trailing edge whose width is gradually and slightly increased linearly backward from the rear end of the minimum width portion to a middle portion that is reduced to a small width. 2. A high lift dual rudder system for a ship according to item 1.