JP2018172081A - Hub vortex control device, hub vortex control steering, and vessel - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a hub vortex control device, a hub vortex control steering, and a vessel for improving propulsion performance by rectifying and recovering disturbed flow caused by a hub vortex.SOLUTION: A hub vortex control device includes: a propeller 20 provided on a stern of a vessel 11; a rudder 31 provided further behind the propeller 20; and a steering valve 32 provided in a position where a central line C of the propeller 20 of the rudder 31 passes, and the steering valve 32 is a hollow structure having an inflow port 32A and an outflow port 32B having hub vortex occurring behind a propeller boss 21 provided in the center of the propeller 20 inflow inside and outflow behind the propeller 20.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a hub vortex control device, a hub vortex control rudder, and a ship that improve propulsion performance by controlling kinetic energy created by the hub vortex.

4A and 4B are diagrams showing a hub vortex and a swirl flow behind a propeller in a conventional ship, FIG. 4A is a side view showing a stern of the ship, and FIG. 4B is a propeller hub of FIG. It is a figure which shows the direction and speed of a water flow between a helm and a rudder.
The ship 100 includes a propeller 110 provided at the stern of the hull 101 and a rudder 120 provided behind the propeller 110.
The hub vortex A created by the propeller 110 extends from the rear of the propeller boss 111 toward the rudder 120. In FIG.4 (b), the direction and speed of the water flow of a radius and a tangential direction are shown by the arrow, and the speed of the water flow of the propeller axial direction is shown by the color shading. It can be seen that the center of the hub vortex is slower than the surrounding area.
Since the hub vortex A induced by the propeller 110 leads to a kinetic energy loss of the swirling flow, it is conventional to provide a rudder valve on the rudder 120 disposed behind the propeller 110 for the purpose of suppressing the hub vortex A or the like. Proposed.
For example, Patent Document 1 discloses a ladder valve whose maximum diameter is about 1.20 to 1.30 times the propeller boss diameter at the front edge of the rudder blade for the purpose of eliminating the hub vortex and improving the propulsion efficiency. There is disclosed a rudder for a ship provided with.
In addition, in Patent Document 2, for the purpose of improving the propulsion efficiency of a ship with a simple configuration, a valve provided on a rudder plate and a propeller boss, the diameter of the propeller is increased toward the rear of the propeller. And a cover member that covers the front end surface of the propulsion device, and the cover member is curved in a dome shape so as to form a substantially spindle-shaped surface together with the valve.
Patent Document 3 discloses that the diameter of a substantially circular cross section gradually decreases from the rudder front edge side toward the rudder rear edge side for the purpose of diffusing the hub vortex and rectifying the control surface. There is disclosed a marine rudder provided with the above-described valve and a ring body provided so as to surround the valve.

Japanese Patent Laying-Open No. 2015-131632 Japanese Patent Laying-Open No. 2015-74434 Japanese Patent Laying-Open No. 2015-127181

  However, Patent Documents 1 to 3 attempt to diffuse the hub vortex by the rudder valve provided on the rudder plate. The hub vortex flows into the rudder valve, and the turbulent flow created by the hub vortex is generated. It does not improve the propulsion performance of the ship by rectifying and collecting.

  Therefore, an object of the present invention is to provide a hub vortex control device, a hub vortex control rudder, and a ship that improve propulsion performance by rectifying and collecting a turbulent flow created by a hub vortex.

The hub vortex control device according to claim 1 includes a propeller provided at the stern of the hull, a rudder provided further rearward of the propeller, and a rudder valve provided at a position through which a center line of the propeller of the rudder passes. The rudder valve has a hollow structure having an inflow port for inflowing a hub vortex generated behind a propeller boss provided at the center of the propeller and an outflow port for flowing out the rear.
According to the first aspect of the present invention, the propulsion performance of the ship is improved by allowing the hub vortex to flow into the rudder valve and rectifying and accelerating the turbulent flow created by the hub vortex to flow backward. be able to.

The present invention according to claim 2 is characterized in that the outer diameter ratio of the rudder valve outer diameter of the rudder valve to the outer diameter of the propeller boss is 0.8 or more and 2 or less.
According to the second aspect of the present invention, the hub vortex generated behind the propeller boss has an optimum size for the rudder valve to increase the energy saving effect by improving the self-propulsion element and the propulsion performance. Can do.

The present invention according to claim 3 is characterized in that the distance between the rear end of the propeller boss and the front end of the rudder valve is 0.1% to 10% of the propeller diameter.
According to the third aspect of the present invention, the inlet provided in the rudder valve is close to the propeller boss, and the hub vortex generated at the rear of the propeller boss is easily flown into the rudder valve.

The present invention according to claim 4 has an inflow port at a front end portion of the rudder valve.
According to the fourth aspect of the present invention, the position of the inlet provided in the rudder valve is behind the propeller boss, and the hub vortex easily flows directly into the rudder valve.

The present invention according to claim 5 is characterized in that the inlet is provided at a location where the rudder pressure distribution is low.
According to the fifth aspect of the present invention, the hub vortex is easily sucked into the rudder valve and flows in.

The present invention according to claim 6 is characterized in that an outlet is provided at the rear end of the rudder valve.
According to the sixth aspect of the present invention, the water that has flowed into the rudder valve can flow out more backward.

The present invention according to claim 7 is characterized in that the diameter ratio of the inlet to the outlet is 1 or more and 5 or less.
According to the seventh aspect of the present invention, since the outlet has the same diameter as or smaller than the inlet, the water flowing into the interior can be further accelerated, and the propulsive force can be increased by the water jet effect. .

The present invention according to claim 8 is characterized in that the rudder valve is provided from the front edge to the rear edge of the rudder.
According to the eighth aspect of the present invention, since the rudder valve becomes longer, the taken-in hub vortex can be rectified and accelerated inside the rudder valve to flow out. In addition, it is possible to suppress the hub vortex that flows out rearward from being affected by the rudder and the hub vortex from which the rudder itself flows out.

The present invention according to claim 9 is characterized in that the front end of the rudder valve is provided so as to coincide with the front edge of the rudder.
According to the ninth aspect of the present invention, the propeller can be installed rearward as compared with the case where the front end of the rudder valve is provided to protrude forward from the front edge of the rudder. As a result, the propeller diameter can be increased and the propulsion efficiency can be improved.

The present invention according to claim 10 is characterized in that the front end of the rudder valve is provided so as to protrude forward from the front edge of the rudder.
According to the tenth aspect of the present invention, the front end of the rudder valve and the rear end of the propeller boss can be brought close to each other without changing the normal propeller position and the propeller boss shape.

The present invention according to claim 11 further includes an external rotating body that acts on the hub vortex at a portion protruding forward of the rudder valve.
According to the eleventh aspect of the present invention, it is possible to rectify the swirl flow caused by the hub vortex deviated outside the rudder valve by the rotation of the external rotating body.

The twelfth aspect of the present invention is characterized by further comprising an internal rotating body that acts on the hub vortex taken into the hollow structure.
According to the present invention as set forth in claim 12, it is possible to further rectify the swirl flow caused by the hub vortex that has flowed into the rudder valve by the rotation of the internal rotating body.

According to a thirteenth aspect of the present invention, a lid means is provided at the inlet and / or the outlet.
According to the thirteenth aspect of the present invention, when a malfunction occurs inside the rudder valve, the hub to the rudder valve is provided by covering the inlet and / or the outlet with the lid means. The inflow of the vortex is stopped and it can be operated as a conventional rudder valve.

The hub vortex control rudder according to claim 14 includes a rudder and a rudder valve used in the hub vortex control device.
According to the present invention described in claim 14, a hub vortex control rudder excellent in energy saving effect can be provided.

The ship corresponding to the fifteenth aspect is characterized in that the hull vortex control device is mounted on the hull.
According to this invention of Claim 15, the ship excellent in the energy-saving effect can be provided.

  According to the hub vortex control device of the present invention, the propulsion performance of the ship is improved by flowing the hub vortex into the rudder valve and rectifying and accelerating the turbulent flow created by the hub vortex to flow backward. Can be made.

  In addition, when the outer diameter ratio of the rudder valve outer diameter of the propeller boss to the outer diameter of the propeller boss is 0.8 or more and 2 or less, the rudder valve is set against the hub vortex generated behind the propeller boss. As the optimum size, it is possible to increase the energy saving effect by improving the self-propelled elements and improving the propulsion performance.

  In addition, when the distance between the rear end of the propeller boss and the front end of the rudder valve is not less than 0.1% and not more than 10% of the propeller diameter, the inlet provided in the rudder valve becomes close to the propeller boss. It becomes easy for the hub vortex generated behind the valve to flow into the rudder valve without deviating.

  Further, when the inlet is provided at the front end of the rudder valve, the position of the inlet provided in the rudder valve is behind the propeller boss, and the hub vortex easily flows directly into the rudder valve.

  In addition, when the inlet is provided at a portion where the rudder pressure distribution is low, the hub vortex is easily sucked into the rudder valve and flows in.

  Moreover, when it has an outflow port in the rear-end part of a rudder valve, the water which flowed in the inside of a rudder valve can be made to flow out back.

  In addition, when the diameter ratio of the inlet to the outlet is 1 or more and 5 or less, since the outlet is the same diameter or smaller than the inlet, the water flowing into the inside is further accelerated, and the water jet The driving force can be increased by the effect.

  Further, when the rudder valve is provided from the front edge to the rear edge of the rudder, the rudder valve becomes longer, so that the captured hub vortex can be rectified and accelerated inside the rudder valve to flow out. In addition, it is possible to suppress the hub vortex that flows out rearward from being affected by the rudder and the hub vortex from which the rudder itself flows out.

  In addition, when the front end of the rudder valve is provided so as to coincide with the front edge of the rudder, the propeller should be installed rearward compared to the case where the front end of the rudder valve is provided to protrude forward from the front edge of the rudder. Can do. As a result, the propeller diameter can be increased and the propulsion efficiency can be improved.

  If the front end of the rudder valve protrudes forward from the front edge of the rudder, the front end of the rudder valve and the rear end of the propeller boss will be close without changing the normal propeller position and propeller boss shape. Can be made.

  In addition, when an external rotating body that acts on the hub vortex is further provided in a portion protruding forward of the rudder valve, the swirl flow caused by the hub vortex that deviates to the outside of the rudder valve due to the rotation of the external rotating body may be rectified. it can.

  In addition, in the case where an internal rotating body that acts on the hub vortex taken into the hollow structure is further provided, the swirling flow caused by the hub vortex flowing into the rudder valve by the rotation of the internal rotating body is further rectified. Can do.

  In addition, when the inlet and / or outlet is provided with a lid means, when a malfunction occurs in the rudder valve, etc., the lid means can cover the inlet and / or outlet, The inflow of the hub vortex to the inside of the rudder valve is stopped, and it can be operated as a conventional rudder valve.

  According to the hub vortex control rudder of the present invention, a hub vortex control rudder excellent in energy saving effect can be provided.

  According to the ship of this invention, the ship excellent in the energy-saving effect can be provided.

1 is a partial perspective view showing a stern of a ship according to an embodiment of the present invention. The partially transparent side view which shows the stern of the ship by other embodiment of this invention The side view which shows the stern of the ship by other embodiment of this invention Diagram showing hub vortex and swirling flow behind propeller

  Hereinafter, a hub vortex control device, a hub vortex control rudder, and a ship according to an embodiment of the present invention will be described.

FIG. 1 is a partially transparent side view showing a stern of a ship according to an embodiment of the present invention.
The hub vortex control device according to the present embodiment includes a propeller 20 provided at the stern of the hull 11 of the ship 10 and a hub vortex control rudder 30 provided further rearward of the propeller 20. A propeller boss 21 is provided at the center of the propeller 20.
The hub vortex control rudder 30 includes a rudder 31 and a rudder valve 32 disposed on the rudder 31.

The rudder valve 32 is provided symmetrically on both sides of the rudder 31 and is a tapered type whose diameter gradually decreases from the front to the rear. In addition, the rudder valve 32 can also be made into the cylindrical type which has the same diameter in the front-back direction.
The rudder valve 32 is provided at a position where the axial center line C of the propeller 20 passes, and has openings at a front end portion and a rear end portion. The rudder valve 32 has a hollow structure, and the opening at the front end (inlet 32A) and the opening at the rear end (outlet 32B) communicate with each other. Thereby, water can be made to flow in into the rudder valve 32 from the inflow port 32A, and can be made to flow out from the outflow port 32B.
Here, when the flow accelerated by the propeller 20 reaches the rudder 31, when the rudder angle is not attached (during so-called normal voyage, the influence of the rudder is not taken into account), the front end of the rudder valve 32 and the rudder side surfaces of both sides Negative pressure is generated. In order to make it easy to suck water into the rudder valve 32, the inlet 32A is preferably located at this negative pressure portion.
Therefore, in this embodiment, the inlet 32A is provided at the front end portion of the rudder valve 32, and the hub vortex generated behind the propeller boss 21 flows into the rudder valve 32 from the inlet 32A due to the negative pressure suction effect. , Flows out from the outlet 32B. The propulsion performance of the ship 10 can be improved by sucking the hub vortex into the rudder valve 32 and rectifying and accelerating the turbulent flow created by the hub vortex to flow backward. Further, by providing the inlet 32A at the front end of the rudder valve 32, the position of the inlet 32A provided in the rudder valve 32 is located behind the propeller boss 21, and the hub vortex can easily flow directly into the rudder valve 32. .

In the hollow structure of the rudder valve 32, an internal rotating body 40 is disposed. The internal rotating body 40 is, for example, an impeller, and the internal rotating body 40 further rectifies the swirling flow caused by the hub vortex that has flowed into the rudder valve 32, thereby producing an energy saving effect.
Although the internal rotating body 40 can be rotated by a drive mechanism (not shown), it is more advantageous in terms of ease of construction and cost to adopt a method of rotating by a water flow.

  Since negative pressure is also generated on the rudder side surfaces of both sides as described above, the inflow port 32A may be provided in the negative pressure portions on both side surfaces of the rudder valve 32. Even in this case, it is preferable to provide the inflow port 32A also at the front end portion of the rudder valve 32 in which the opening is easily enlarged. By providing the inlet 32 </ b> A at the front end and the side surface of the rudder valve 32, the amount of inflow into the rudder valve 32 can be increased.

  Moreover, it is preferable to provide the outflow port 32B in a portion where no negative pressure is generated. The outlet 32B may be provided on the side surface near the rear end of the rudder valve 32, but when it is provided at the rear end as in this embodiment, the water taken into the rudder valve 32 is more Can be drained backwards.

  Further, the ratio of the outer diameter (maximum diameter) of the rudder valve 32 to the outer diameter (maximum diameter) of the propeller boss 21 is such that the rudder valve 32 is set to an optimum size with respect to the hub vortex generated behind the propeller boss 21. From the viewpoint of increasing the energy saving effect by improving the navigational elements and the propulsion performance, it is preferably set to 0.8 or more and 2 or less, and the size of the rudder valve 32 is set to 1.0 or more and 1.9 or less. More preferably, the size is equal to or slightly larger than 21.

  Further, the distance between the rear end of the propeller boss 21 and the front end of the rudder valve 32 is preferably 0.1% to 10% of the diameter Dp of the propeller 20, and more preferably 1% to 7%. preferable. By bringing the rear end of the propeller boss 21 close to the front end of the rudder valve 32, the inlet 32A becomes closer to the propeller boss 21, and the hub vortex generated behind the propeller boss 21 flows into the rudder valve 32 without deviating. It becomes easy.

  Moreover, by making the outflow port 32B the same diameter or smaller than the inflow port 32A, the flow flowing out from the outflow port 32B becomes an acceleration flow, and a propulsive force can be generated by the water jet effect. The aperture ratio of the inlet 32A to the outlet 32B is preferably 1 or more and 5 or less, and more preferably 2 or more and 5 or less.

  In addition, as in the present embodiment, the rudder valve 32 is preferably provided from the front edge 31a to the rear edge 31b of the rudder 31. As a result, the rudder valve 32 becomes longer, and the taken-in hub vortex can be rectified and accelerated inside the rudder valve 32 to flow out. Further, it is possible to suppress the hub vortex flowing out rearward from being influenced by the rudder 31 and the influence of the hub vortex flowing out from the rudder 31 itself.

  Further, as in the present embodiment, when the front end of the rudder valve 32 is provided so as to coincide with the front edge 31 a of the rudder 31, the front end of the rudder valve 32 projects forward from the front edge 31 a of the rudder 31. Compared with the case where it provides, the propeller 20 can be installed back. Thereby, the diameter Dp of the propeller 20 can be enlarged and propulsion efficiency can be improved.

  Moreover, it is preferable that at least one of the inflow port 32A and the outflow port 32B is provided with lid means (not shown) for closing the opening. If a problem occurs in the internal rotating body 40 or the like, the lid is covered with an opening so that the inflow of water into the rudder valve 32 is stopped and the rudder valve 32 is used as before until the problem is resolved. It can be operated as a rudder valve.

  Next, a hub vortex control device, a hub vortex control rudder, and a ship according to another embodiment of the present invention will be described with reference to FIG. In addition, the same code | symbol is attached | subjected to the same functional member as the said embodiment, and description is abbreviate | omitted.

FIG. 2 is a partially transparent side view showing the stern of the ship according to the present embodiment.
This embodiment is different from the above-described embodiment in that the front end of the rudder valve 32 is provided to protrude forward from the front edge 31a of the rudder 31.
By providing the rudder valve 32 so that the front end is located in front of the front edge 31a of the rudder 31 as in the present embodiment, the front end of the rudder valve 32 is not changed without changing the normal propeller position and propeller boss shape. And the rear end of the propeller boss 21 can be brought close to each other.
Moreover, in this embodiment, the rudder valve 32 is formed into a spindle shape that gradually expands toward the rear and gradually contracts from the portion having the maximum diameter toward the rear, and the diameter of the inflow port 32A is larger than that in the above-described embodiment (FIG. 1). It is small. The inflow port 32A may be provided in a portion that gradually expands toward the rear of the rudder valve 32, or an inflow port 32A provided in the front end portion of the rudder valve 32 and an inflow port 32A provided in the gradually inflating portion may be provided. .

  Next, a hub vortex control device, a hub vortex control rudder, and a ship according to still another embodiment of the present invention will be described with reference to FIG. In addition, the same code | symbol is attached | subjected to the same functional member as the said embodiment, and description is abbreviate | omitted.

FIG. 3 is a side view showing the stern of the ship according to the present embodiment.
The present embodiment is different from the above-described embodiment in that the front end of the rudder valve 32 protrudes forward from the front edge 31a of the rudder 31 and the external rotating body 50 is provided at the protruding portion. The rudder valve 32 has a spindle shape that gradually expands toward the rear and gradually contracts from the portion having the maximum diameter toward the rear.
The external rotating body 50 is attached to the front end portion of the rudder valve 32 so as to be free-rolling, for example, via a bearing. A plurality of blade-like fins 51 are provided on the outer periphery of the external rotating body 50 at a predetermined interval so as to descend rearward. Although the external rotating body 50 can be rotated by a drive mechanism (not shown), it is more advantageous from the viewpoint of ease of configuration and cost to adopt a method of rotating by a water flow.
Since the turning kinetic energy due to the hub vortex deviated to the outside of the rudder valve 32 is recovered by the rotation of the external rotating body 50, the turning flow is rectified. Further, by providing the blade-like fins 51 on the outer periphery of the external rotating body 50, a thrust force can be generated by the flow in the propeller rotating direction. When the internal rotary body 40 is arranged in the hollow structure of the rudder valve 32, the internal rotary body 40 and the external rotary body 50 are connected by a shaft or the like, and the internal rotary body 50 is rotated by the rotation of the external rotary body 50. The body 40 can be rotated.

  The present invention can bring about an excellent energy saving effect when applied to a ship.

10 Ship 11 Hull 20 Propeller 21 Propeller Boss 30 Hub Vortex Control Rudder 31 Rudder 32 Rudder Valve 32A Inlet 32B Outlet 40 Internal Rotating Body 50 External Rotating Body C Centerline

Claims (15)

  A propeller provided at the stern of the hull, a rudder provided further rearward of the propeller, and a rudder valve provided at a position through which a centerline of the propeller of the rudder passes, and the rudder valve is provided at a central portion of the propeller A hub vortex control device having a hollow structure having an inflow port for causing a hub vortex generated behind a propeller boss provided therein to flow in and an outflow port for causing the hub vortex to flow out rearward.   2. The hub vortex control device according to claim 1, wherein an outer diameter ratio of a rudder valve outer diameter of the rudder valve to a propeller boss outer diameter of the propeller boss is set to 0.8 or more and 2 or less.   The hub vortex control device according to claim 1 or 2, wherein a distance between a rear end of the propeller boss and a front end of the rudder valve is 0.1% or more and 10% or less of a propeller diameter.   The hub vortex control device according to claim 1, wherein the inflow port is provided at a front end portion of the rudder valve.   5. The hub vortex control device according to claim 1, wherein the inflow port is provided at a position where the pressure distribution of the rudder is low.   The hub vortex control device according to any one of claims 1 to 5, wherein the outlet is provided at a rear end portion of the rudder valve.   The hub vortex control device according to claim 1, wherein a diameter ratio of the inlet to the outlet is 1 or more and 5 or less.   The hub vortex control device according to any one of claims 1 to 7, wherein the rudder valve is provided from a front edge to a rear edge of the rudder.   The hub vortex control device according to any one of claims 1 to 8, wherein a front end of the rudder valve is provided in alignment with a front edge of the rudder.   The hub vortex control device according to claim 1, wherein a front end of the rudder valve is provided so as to protrude forward from a front edge of the rudder.   The hub vortex control device according to claim 10, further comprising an external rotating body that acts on the hub vortex at a portion protruding forward of the rudder valve.   The hub vortex control device according to any one of claims 1 to 11, further comprising an internal rotating body that acts on the hub vortex taken into the hollow structure.   The hub vortex control device according to any one of claims 1 to 12, wherein a lid means is provided at the inlet and / or the outlet.   A hub vortex control rudder used in the hub vortex control device according to claim 1, wherein the hub vortex control rudder includes the rudder and the rudder valve.   A ship equipped with the hub vortex control device according to claim 1 in the hull.