KR101402441B1 - A rudder for ship - Google Patents

Abstract

The present invention relates to a rudder for a ship, which is provided at the rear of a propeller and manages a navigation direction of the ship, the rudder comprising a port pin and a star pin respectively provided on both sides of the rudder for a ship, The pin has a camber shape on one surface of the upper and lower surfaces and a convex surface on the other surface, and the convex surface of the port pin and the convex surface of the star pin are convex in opposite directions.
The rudder for ships according to the present invention is constructed such that the end faces of the fins provided on both sides of the rudder are formed in the form of a camber and the convex directions are reversed to control the asymmetric flow of the fluid generated by the propeller can do.

Description

A rudder for ship

The present invention relates to a marine rudder.

The present invention was derived from research carried out by the Ministry of Knowledge Economy and the Korea Industrial Technology Evaluation and Management Center as part of the project for the development of technology for industrial convergence [Task No.: 10040060, Title: Solid line application].

Generally, in the case of a large ship, the propulsion attached to the rear of the hull is advanced by using the flow of the fluid generated when the propeller rotates. At this time, a rudder is attached to the rear of the propeller, and as the rudder rotates to the left and right, the direction of flow of the fluid is changed by changing the direction of flow.

In order to achieve a constant speed through the rotation of the propeller, the engine must be driven using oil such as diesel. In this case, a large amount of oil is consumed and the greenhouse gas is discharged, thereby causing problems such as environmental destruction .

Recently, various efforts have been made to reduce fuel consumption by reducing the energy consumed when propelling the ship. IMO, in particular, discussed ways to reduce greenhouse gas emissions in 2010, and discussions are underway to establish standards and directions for fuel efficiency regulation.

As shipping companies join the movement, shipping companies are beginning to pay attention to fuel-saving vessels that can reduce the burden on fuel costs. Due to the needs of shipping companies, shipbuilders are constantly researching and developing fuel-saving technologies that reduce fuel consumption and reduce greenhouse gas emissions.

As an example of the fuel saving type technology, an energy saving device (ESD: Energy Saving Device) which saves fuel by improving the propulsion efficiency by improving the shape of a ship's rear end, propeller, rudder, This energy saving device has already been applied to a large number of ships.

Among the energy saving devices, in particular, a twist rudder, which manufactures different shapes of the upper and lower portions of the rudder, is widely applied to various ships. However, conventionally used twist rudders have a problem in that the improvement of the propulsion efficiency is not good because the twist rudders have a form focused on prevention of cavitation.

In addition, an energy saving device having rudder fins on both sides of a general rudder has been utilized. In this case, since the shape of the rudder fins is designed to be symmetrical without considering the asymmetric inflow flow formed by the propeller, There is a problem that the effect can not be obtained properly.
Such conventional techniques are disclosed in Japanese Laid-Open Patent Publication No. 05-039090 (1993.02.19), Laid-Open Patent Application No. 10-2009-0110779 (2009.10.22), Japanese Laid-Open Patent Publication No. 07-237594 (Published Dec. 12, 1995), Published Utility Model No. 20-1992-0018050 (October 17, 1992), Published Patent Publication No. 10-2009-0049514 (May 17, 2009) 0007721 (Jan. 25, 2011).

SUMMARY OF THE INVENTION It is an object of the present invention to improve the thrust force by improving the shape of the rudder asymmetrically and to provide asymmetrical fins on both sides of the rudder, So as to reduce fuel consumption by guiding the rudder.

The rudder for a ship according to an embodiment of the present invention includes a port pin and a star pin provided on both sides of the rudder for a ship that is provided at the rear of the propeller and manages the navigation direction of the ship, The pin and the star pin have a camber shape on one side of the upper surface and a convex surface on the other side, and the convex surface of the port pin and the convex surface of the star pin are convex in opposite directions.

The marine rudder according to the present invention is characterized in that the rudder is divided into an upper part and a lower part, the leading edge of the upper rudder is formed into a vertical shape and is deflected in the leftward direction while the leading edge of the lower rudder is formed obliquely and deflected rightward, The consumption can be greatly reduced, and the cavitation phenomenon can be prevented.

The rudder for ships according to the present invention is characterized in that the rudders are provided with fins on both sides of the rudder so that the deflection directions of the port pin and the starboard pin are opposite to each other, Can be obtained.

Further, according to the present invention, the rudder for a marine vessel is constructed such that the cross-section of the fins provided on both sides of the rudder is formed as a camber shape and the convex directions are reversed to control the asymmetric flow of the fluid generated by the propeller, .

Further, in the marine rudder according to the present invention, the forward edges of the fins disposed on both sides of the rudder are formed parallel to the propeller rotation surface, and the rear edge of the fins is inclined so that the propulsion efficiency can be effectively increased.

1 is a front view of a marine rudder according to a first embodiment of the present invention;
2 is a plan view of a ship rudder according to a first embodiment of the present invention;
3 is a left side view of a ship rudder according to a second embodiment of the present invention;
4 is a right side view of a marine rudder according to a second embodiment of the present invention.
5 is a left side view of a ship rudder according to a third embodiment of the present invention.
6 is a right side view of a marine rudder according to a third embodiment of the present invention.
7 is a plan view of a ship rudder according to a fourth embodiment of the present invention;
8 and 9 are perspective views of a marine rudder according to a fifth embodiment of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS The objects, particular advantages and novel features of the present invention will become more apparent from the following detailed description taken in conjunction with the accompanying drawings, in which: FIG. It should be noted that, in the present specification, the reference numerals are added to the constituent elements of the drawings, and the same constituent elements are assigned the same number as much as possible even if they are displayed on different drawings. In the following description, well-known functions or constructions are not described in detail since they would obscure the invention in unnecessary detail.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 is a front view of a rudder for a ship according to a first embodiment of the present invention, and FIG. 2 is a plan view of a rudder for a ship according to the first embodiment of the present invention. However, the front portion of the transition portion 30, which will be described later in FIG. 2, is not shown for the sake of explanation.

1 and 2, the ship rudder 1 according to the first embodiment of the present invention is installed at the rear of the propeller to adjust the direction of the ship's ship, and includes an upper rudder 10, a lower rudder 20, and a transition portion 30. As shown in FIG.

The upper rudder 10 is connected to the horn of the hull and a rudder shaft (not shown) is inserted. The upper rudder (10) has a leading edge (11) which is formed in an up and down vertical direction and deflected to a port side opposite to the rotating direction of the upper part of the propeller. That is, the leading edge 11 of the upper rudder 10 may be formed as a line perpendicular to the waterline surface. Of course, the trailing edge 12 of the upper rudder 10 may also be formed parallel to the leading edge 11, but this embodiment does not limit the shape of the trailing edge 12 as described above.

The cross section of the upper rudder 10 has a curved front end and a pointed rear end, but the front end portion is deflected to the port side. At this time, based on the point at which the width of the cross section becomes the maximum, the rear portion is formed in a symmetrical shape, and the front portion is formed in a position offset to the port portion. The leading edge 11 of the upper rudder 10 is located on the left side of the line when the line is drawn in the direction of the propeller from the trailing edge 12.

The cross section of the upper rudder 10 may be shaped to decrease from the upper portion to the lower portion. At this time, the decreasing rate of the cross section may be constant, and the lateral width or the front / rear width may be reduced with respect to the trailing edge 12 as it goes down.

The flow of the fluid flowing by the propeller is partially offset toward the starboard side by the leading edge 11 of the upper rudder 10 and the lift force and the drag force drag force occurs. The drag acts in a direction opposite to the direction in which the fluid flows, and the lift acts in a direction perpendicular to the flow direction of the fluid, that is, in the starboard direction of the upper rudder 10, in a direction inclined forward by the leading edge 11 deflected.

That is, since the lift generated by the upper rudder 10 partially acts toward the front of the ship, the present embodiment can improve the thrust by using lifting force. At this time, since the leading edge 11 of the upper rudder 10 is perpendicular to the waterline, lifts formed along the leading edge 11 may be formed in the same direction.

This embodiment also allows the pressure of the pressure generated by the fluid flowing along the upper rudder 10 surface to be evenly distributed by deflecting the leading edge 11 of the upper rudder 10 so that the probability of occurrence of cavitation Can be reduced. In other words, in the present embodiment, the leading edge 11 is deflected in the up-and-down vertical direction so that the lift force is used as the thrust force, thereby improving the thrust and preventing cavitation.

The lower rudder 20 may be coupled below the upper rudder 10 and have a smaller cross-sectional area than the upper rudder 10. The lower rudder 20 has a leading edge 21 which is inclined in a direction away from the propeller axis toward the upper end and deflected toward the starboard in the opposite direction of the rotation direction of the lower portion of the propeller. Specifically, the leading edge 21 of the lower rudder 20 has an inclined shape toward the star from the lower end to the upper end.

The reason why the directions of deflection of the upper rudder 10 and the lower rudder 20 are different is that the flow downstream of the propeller occurs in different directions up and down with respect to the propeller shaft. That is, the influent flowing into the leading edge 11 of the upper rudder 10 is opposite to the inflow flowing into the leading edge 21 of the lower rudder 20. At this time, by forming the leading edges 11 and 21 in an asymmetrical shape in accordance with the flow direction, the thrust performance and the steering performance can be improved.

The trailing edge 22 of the lower rudder 20 is formed in a direction perpendicular to the waterline in the same manner as the trailing edge 12 of the upper rudder 10 and the trailing edge 22 of the lower rudder 20, And the trailing edge 12 of the upper rudder 10 may lie on one straight line. Of course, the transition portion 30 may be provided between the upper rudder 10 and the lower rudder 20. However, since the transition portion 30 is provided in parallel with the trailing edge 12 of the upper rudder 10, The trailing edges 12,22, 32 may be in one straight line.

The lower edge of the leading edge 21 of the lower rudder 20 is located near the point where the leading edge 11 of the upper rudder 10 extends vertically downward while the upper edge is located at the leading edge 11 of the upper rudder 10, As shown in FIG. The lower end of the leading edge 11 of the upper rudder 10 and the upper end of the leading edge 21 of the lower rudder 20 are spaced apart from each other by a predetermined distance. The ends of the two leading edges 11, 30).

The cross section of the lower rudder 20 may be a symmetrical shape on the rear side and a star shape on the front side based on a point at which the width of the cross section becomes the maximum in the cross section. Thus, similar to the upper rudder 10, when the trailing edge 22 of the lower rudder 20 draws a line parallel to the propeller axis, the leading edge 21 of the lower rudder 20 is located to the right of the line .

However, the cross-section of the lower rudder 20 may be smaller than the cross-section of the upper rudder 10, and the cross-sectional area of the lower rudder 20 may decrease as the upper rudder 10 moves downward.

The flow of the fluid generated by the propeller can be deflected to the port side surface of the lower rudder 20. The drag is generated in the opposite direction of the fluid flow and the lift is generated in a direction perpendicular to the fluid flow, that is, in a direction inclined as the leading edge 21 of the lower rudder 20 is biased in the port direction of the lower rudder 20 .

In this case, some of the generated lift force acts in the forward direction of the ship, so that a part of the force generated by the flow of the fluid flowing along the side surface of the lower rudder 20 can act as thrust.

Therefore, in the present embodiment, the shape of the upper rudder 10 and the lower rudder 20 is formed so as to be deflected from the point having the largest cross-sectional width, so that the lift generated by the flow of the fluid can act as a thrust Thereby maximizing the thrust.

Of course, like the upper rudder 10, the lower rudder 20 can also prevent the occurrence of the cavitation due to the even distribution of pressure due to the deflected shape. Therefore, the present embodiment can have both a thrust generation effect and a cavitation reduction effect through the shape of the deflection of the upper rudder 10 and the lower rudder 20.

The transition portion (30) connects the upper rudder (10) and the lower rudder (20). The transition portion 30 may be connected to the lower surface of the upper rudder 10 and the upper surface of the lower rudder 20 and may include leading edges 11 and 21 of the upper rudder 10 and the lower rudder 20, 12, 22).

The transition portion 30 connects the lower end of the leading edge 11 of the upper rudder 10 and the upper end of the leading edge 21 of the lower rudder 20. Specifically, the two leading edges 11, So that the leading edge 11 of the upper rudder 10 and the leading edge 21 of the lower rudder 20 are smoothly connected without bending portions.

The leading edge 31 of the transition portion 30 is connected to the leading edge 21 of the lower rudder 20 by the leading edge 11 of the lower rudder 20, 21). ≪ / RTI > That is, the transition portion 30 may have a leading edge 31 which is shifted toward the upper end from the lower end toward the upper end.

The leading edge 31 of the transition portion 30 is curved to connect the leading edge 11 of the upper rudder 10 and the leading edge 21 of the lower rudder 20, have. Thus, the present embodiment allows fluids to smoothly flow along the leading edges 11, 21, 31 of the rudder to reach the trailing edges 12, 22, 32 of the rudder, thereby preventing unnecessary thrust reduction.

The trailing edge 32 of the transition portion 30 has two trailing edges 12 and 22 and a trailing edge 12 so that the trailing edges 12 and 22 of the upper rudder 10 and the lower rudder 20 are connected in a straight line. Can be arranged side by side. That is, from the upper end of the trailing edge 12 of the upper rudder 10 to the lower end of the trailing edge 22 of the lower rudder 20.

FIG. 3 is a left side view of a ship rudder according to a second embodiment of the present invention, and FIG. 4 is a right side view of a ship rudder according to a second embodiment of the present invention.

3 and 4, the marine rudder 1 according to the second embodiment of the present invention includes an upper rudder 10, a lower rudder 20, and a transition portion 30, (40), and rudder pins (50) can be provided on both sides of the rudder bulb (40). At this time, the upper and lower rudders 10 and 20 and the transition portion 30 may have the same shape as that of the first embodiment, and a detailed description thereof will be omitted.

The rudder bulb (40) is provided in the transition portion (30) which is the center portion of the rudder for the ship (1), and its front end is spherical. And serves to reduce cavitation by smoothly controlling the flow of the fluid. Specifically, the influence of the propeller hub vortex affecting the axial center of the rudder is mitigated to minimize erosion of the surface of the ship rudder (1).

The front end of the rudder bulb 40 protrudes from the leading edges 11, 21 and 31 and the rear end of the rudder bulb 40 has a pointed shape extending rearward to a certain point on the rudder side surface and converging to a point. Of course, as described above, the leading edges 11 and 21 of the upper rudder 10 and the lower rudder 20 may be inclined toward the backward direction of the ship as they go downward. Therefore, when the rudder bulb 40 reaches the leading edges 11, 21, 31 may be larger at the bottom than at the top.

The rudder pin 50 protrudes from both sides of the rudder bulb 40 and includes a port pin 51a and a star pin 52a. At this time, the port pin 51a and the star pin 52a are deflected upward or downward with respect to the advancing direction of the ship, and the deflection direction of the port pin 51a and the deflection direction of the star pin 52a are opposite to each other . That is, the angle of attack of the port-side pin 51a and that of the starboard pin 52a are different from each other.

Specifically, in the case of the left-hand pin 51a, it is inclined upward from the front edge to the rear edge, and in case of the right-eye pin 52a, it is inclined downward from the front edge to the rear edge. Therefore, when the end faces of the left side fin 51a and the right side fin 52a are overlapped with each other, they can cross each other.

However, the absolute values of the deflection angles of the port pin 51a and the star pin 52a may be different from each other. That is, even if the cross section of the port-side pin 51a is vertically symmetrical or horizontally symmetrical, it can be arranged so as not to coincide with the cross section of the starboard pin 52a. This is to take into account the influx flow generated by the propeller.

The rudder pin 50 may be configured such that the cross section is all disposed within the side of the bulb 40 and may be configured such that a portion of the rudder pin 50 is disposed forward of the leading edges 11, . Also, the deflection angle of the rudder pin 50 may be 0 to 30 degrees. Of course, the present invention does not limit the mounting position and deflection angle of the rudder pin 50 as described above.

With this configuration, in the present embodiment, the rudder pins 50 are provided on the left and right sides of the rudder bulb 40, respectively, so that the lift force is generated in the traveling direction of the ship to improve the propulsion efficiency, It is possible to maximize the propulsion efficiency considering the different inflows generated in the port side and starboard side when the propeller is rotated.

FIG. 5 is a left side view of a ship rudder according to a third embodiment of the present invention, and FIG. 6 is a right side view of a ship rudder according to a third embodiment of the present invention.

5 and 6, a marine rudder 1 according to a third embodiment of the present invention includes an upper rudder 10, a lower rudder 20, and a transition portion 30, (40), and rudder pins (50) can be provided on both sides of the rudder bulb (40). At this time, the upper rudder 10, the lower rudder 20, and the transition portion 30 may have the same shape as that of the first embodiment, and the rudder bulb 40 may have the same shape as that of the second embodiment. A detailed description of the configuration is omitted.

The rudder pin 50 protrudes from both sides of the rudder bulb 40 and includes a port pin 51b and a star pin 52b. At this time, the left-hand pin 51b and the right-hand pin 52b have a camber shape on one side of the upper and lower surfaces and a convex surface on the other side. The convex surface of the left-hand pin 51b and the convex surface of the right- It can be convex.

That is, when the cross section of the port pin 51b and the star pin 52b are overlapped, the cross section of the port pin 51b and the cross section of the star pin 52b may be reversed upside down. Specifically, the left-hand pin 51b may be in the form of a camber which is convex upward, and the right-hand pin 52b may be in the form of a camber which is convex downward.

At this time, the camber thicknesses of the left-hand pin 51b and the right-hand pin 52b may be different from each other. That is, the camber thickness of the left-hand pin 51b may be formed to be relatively thicker than the camber thickness of the right-hand pin 52b.

The rudder pin 50 may be configured to be coupled into the side of the rudder bulb 40 and may be configured such that a portion of the rudder pin 50 is disposed forward of the leading edge 31 of the transition 30. Of course, the rudder pin 50 may be in the form of penetrating both the rudder bulb 40 and the transition portion 30. [

As in the second embodiment, the rudder fin 50 in the third embodiment is provided with a port pin 51b and a star pin 51b in order to maximize the propulsion efficiency, (52b) may have different asymmetric shapes. That is, in the third embodiment, by designing the angle of attack of the left-hand pin 51b and the right-hand pin 52b to be opposite to each other, the lift force can be maximally generated in the forward direction of the ship, and the thrust can be remarkably improved.

7 is a plan view of a ship rudder according to a fourth embodiment of the present invention.

7, the ship rudder 1 according to the fourth embodiment of the present invention includes an upper rudder 10, a lower rudder 20, and a transition portion 30, And includes a rudder pin (50). At this time, the shapes of the upper and lower rudders 10 and 20 and the transition portion 30 are the same as those already described in the first embodiment, and a detailed description will be omitted.

The rudder fin 50 is provided on both sides of the rudder and includes a port pin 51c provided on the left side surface of the rudder and a starboard pin 52c provided on the right side surface of the rudder. At this time, the left-hand pin 51c and the right-hand pin 52c may protrude from the rudder with different lengths, and the front edges of the left-hand pin 51c and the right-hand pin 52c are parallel to the propeller rotating surface, The rear edge of the starboard pin 51c and the starboard pin 52c can be inclined toward the advancing direction of the ship as the distance from the rudder increases.

That is, the cross-sections of the port pin 51c and the star pin 52c may each be a trapezoidal shape, and the port pin 51c may protrude relatively longer than the star pin 52c. The rear end of the root portion of the port pin 51c and the rear end portion of the root portion of the star pin 52c are connected to the root portion of the star pin 51c and the star pin 52c, And can be connected by a line perpendicularly penetrating the side surface of the rudder 1. That is, the rear end of the root portion of the star pin 51c and the star portion of the star pin 52c can be arranged to overlap with each other when viewed from the side.

At this time, since the length of the left-side pin 51c is longer than the length of the right-side fin 52c, the inclination angle of the rear edge of the left-side pin 51c can be formed to be relatively gentle relative to the inclination angle of the rear edge of the right- have.

Of course, in the fourth embodiment, the rear edge inclination angle of the left-hand pin 51c and the right-hand pin 52c may be the same. In this case, unlike the case described above, The rear end of the root portion of the pin 52c can be displaced from each other when viewed from the side.

The forward edges of the port pin 51c and the star pin 52c can be connected in a straight line. That is, the front end of the root portion of the port pin 51c and the front end portion of the root portion of the star pin 52c can be placed on one straight line.

In this embodiment, the lengths of the rudder fins 50 of the left and right stanchions are made different, and the edge shape of the rudder fin 50 is inclined only rearward, so that the thrust in the forward direction of the ship And the propulsion efficiency can be increased.

Fourth Embodiment Similarly to the second embodiment and the third embodiment, a rudder bulb 40 may be provided. At this time, the port pin 51c and the star pin 52c may be disposed only on the side surface of the rudder bulb 40, or may be disposed so as to penetrate both the rudder bulb 40 and the transition portion 30. [

8 and 9 are perspective views of a marine rudder according to a fifth embodiment of the present invention.

As shown in Figs. 8 and 9, the marine rudder 1 according to the fifth embodiment of the present invention may be configured by combining at least two or more of the above-described first to fourth embodiments. In the fifth embodiment shown in the drawing, the first embodiment through the fourth embodiment are all combined. Concretely, the fifth embodiment differs from the fifth embodiment in that the left-side pin 51d and the right- And may include a pin 52d.

Of course, the fifth embodiment is not limited to this, and may be a combination of only the first embodiment and the second embodiment, or a combination of the first embodiment and the fourth embodiment only. At this time, since each configuration is as described above, a detailed description will be omitted.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it is to be understood that the same is by way of illustration and example only and is not to be construed as limiting the present invention. It is obvious that the modification and the modification are possible.

It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

1: ship rudder 10: upper rudder
11: leading edge 12: trailing edge
20: lower rudder 21: leading edge
22: Trailing edge 30:
31: leading edge 32: trailing edge
40: rudder bulb 50: rudder pin
51a, 51b, 51c, 51d: port pins 52a, 52b, 52c, 52d:

Claims (6)

1. A marine rudder installed at the rear of a propeller to control a navigation direction of a ship,
A left-side pin and a right-side pin provided on both sides of the marine rudder,
The left-side pin and the right-side pin have a camber shape in which one side is flat and the other side is convex,
Wherein the convex surface of the port pin and the convex surface of the star pin are convex in opposite directions,
An upper rudder having a leading edge uniformly deflected to the port;
A lower rudder with a leading edge inclined obliquely to starboard; And
Further comprising a transition portion connecting the upper rudder and the lower rudder,
Wherein the port pin and the star pin are coupled to the transition portion,
Wherein the leading edge of the lower rudder is positioned on the starboard with respect to a virtual extension line extending the leading edge of the upper rudder. The method according to claim 1,
The port-side fin is in the form of an upwardly convex camber,
Wherein the starboard pin is in the form of a downwardly convex camber. The method according to claim 1,
Wherein a cross section of the port-side pin and the star-side pin are inverted and overlapping each other. The method according to claim 1,
And camber thicknesses of the left-side pin and the right-side pin are different from each other. The method according to claim 1,
Further comprising a rudder bulb provided at a central portion of the marine rudder,
Wherein the port pin and the star pin are protruded from both sides of the rudder bulb. delete

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