Steering device and vessel equipped with the same

Abstract

To provide a steering device capable of ensuring resistance reduction and a hub-vortex reduction effect and a vessel equipped with the same.SOLUTION: The steering device comprises: a ladder provided adjacently to a propeller; a valve provided in the ladder; and a guide vertically extending from the valve, coupled with a part protruding from the leading edge of the ladder in the valve to connect the valve and the leading edge, and guiding flowing of a fluid. The guide includes a first extension member having a surface having a plane part and extending upward to come into contact with an upper part of the valve, and a second extension member having a surface having a plane part and extending downward to come into contact with a lower part of the valve.SELECTED DRAWING: Figure 20

Description

[Technical field]

[0001] The present invention relates to a steering device and a ship equipped with the same. [Background technology]

[0002] Typically, large ships move forward by using the fluid flow generated by the rotation of a propeller attached to the rear of the hull. A rudder is attached behind the propeller, and by rotating left and right, the rudder adjusts the direction of the fluid flow and changes the direction of the voyage.

[0003] In order to maintain a constant speed through the rotation of the propeller, the engine must be powered using oil such as diesel; however, this consumes large amounts of oil and emits greenhouse gases, causing problems such as environmental destruction.

[0004] Therefore, in recent years, various efforts have been made to reduce fuel consumption by cutting the energy consumed during ship propulsion. In particular, the IMO has been discussing measures to reduce greenhouse gas emissions during ship operation since 2010, and is currently discussing the determination of standards and directions for fuel efficiency regulations.

[0005] As shipping companies join this trend, they are beginning to take an interest in fuel-saving ships that can help them reduce their fuel costs. In response to these needs, shipbuilders are continually researching and developing fuel-saving technologies that can reduce fuel consumption and greenhouse gas emissions.

[0006] As an example of fuel-saving technology, energy saving devices (ESDs) are attracting attention, which improve propulsion efficiency and save fuel by improving the shape of the ship's stern, propeller, rudder, etc. or by attaching additional attachments. These energy saving devices are already being applied and used on most ships.

[0007] However, conventional valves are likely to increase resistance and have limitations on improving steering performance or propulsion efficiency, so improvements are needed. Summary of the Invention [Problem to be solved by the invention]

[0008] The present invention has been made to solve the problems of the prior art as described above, and an object of the present invention is to provide a steering device that is equipped with a bulb, but can reduce resistance and ensure the effect of reducing a hub vortex, and a ship equipped with the same. [Means for solving the problem]

[0009] A steering device according to one embodiment of the present invention is characterized in that it includes a rudder installed adjacent to a propeller, a valve installed on the rudder, and a guide portion extending in an upward and downward direction from the valve and coupled to a portion of the valve protruding from a leading edge of the rudder to guide a flow of a fluid.

[0010] A watercraft according to another embodiment of the present invention includes the steering device described above.

[0011] Specifically, the guide portion may include a first extension member extending in an upward direction and a second extension member extending in a downward direction.

[0012] Specifically, at least one surface of the first extension member and the second extension member may be formed vertically.

[0013] Specifically, at least one surface of the first extension member and the second extension member may be inclined.

[0014] Specifically, the first extension member and the second extension member may have a cross-sectional area that decreases from the bulb toward the end.

[0015] Specifically, the first extension member and the second extension member may be formed asymmetrically.

[0016] Specifically, the rudder may be formed vertically with its leading edge aligned in the left-right direction with the axis of the propeller.

[0017] Specifically, the guide portion may be formed by rounding the contact point between two flat plates so that bending work is omitted. Effect of the Invention

[0018] The steering device and the ship equipped with the same according to the present invention can improve the straightness of the rudder inflow flow by reducing the rotational energy of the hub vortex, can improve the addition of fluid force acting on the rudder through the guide part, which is an appendage with a relatively simple shape, and can improve propulsion efficiency and structural stability by reducing rudder resistance. [Brief description of the drawings]

[0019] [Figure 1] 1 is a diagram showing a steering device according to a first embodiment of the present invention; [Diagram 2] FIG. 4 is a diagram showing a steering device according to a second embodiment of the present invention. [Diagram 3] FIG. 11 is a diagram showing a steering device according to a third embodiment of the present invention. [Figure 4] FIG. 11 is a diagram showing a steering device according to a fourth embodiment of the present invention. [Diagram 5] FIG. 13 is a diagram showing a steering device according to a fifth embodiment of the present invention. [Figure 6a] FIG. 13 is a front view of a steering device according to a sixth embodiment of the present invention. [Figure 6b] FIG. 13 is a detailed view showing one side of a steering device according to a sixth embodiment of the present invention. [Figure 6c] FIG. 13 is a detailed view of the other side of the steering device according to the sixth embodiment of the present invention. [Figure 6d] FIG. 13 is a side view showing a steering device according to a sixth embodiment of the present invention. [Figure 7] 13 is a diagram showing a comparison of the port side of a ship provided with a steering device according to a sixth embodiment of the present invention and the prior art. FIG. [Figure 8] 13 is a diagram showing a comparison of the starboard portion of a ship provided with a steering device according to a sixth embodiment of the present invention and the prior art. FIG. [Figure 9] FIG. 13 is a diagram comparing the degree of improvement in transmitted horsepower required for operating a ship equipped with a steering device according to a sixth embodiment of the present invention with that of the conventional technology. [Figure 10] 13 is a diagram illustrating a comparison between a vessel equipped with only a valve and a vessel equipped with a guide unit according to an embodiment of the present invention. FIG. [Figure 11] FIG. 11 is a view showing a different view from FIG. [Figure 12] The CFD analysis results of the ship shown in Fig. 10 are compared. [Figure 13] The results of model tests of the ships shown in Fig. 10 are compared. [Figure 14] The analysis results for the ship disclosed in Fig. 10 are shown for comparison. [Figure 15] FIG. 11 is a diagram showing a comparison with other model ships of FIG. 10. [Figure 16] FIG. 16 is a diagram comparing the degree of improvement with the ship disclosed in FIG. 15. [Figure 17] FIG. 16 is a diagram comparing the degree of improvement with the ship disclosed in FIG. 15. [Figure 18] 11 is a view showing another modified bending process in the ship according to the embodiment of the present invention; FIG. [Figure 19] FIG. 19 is a diagram showing a vessel having a configuration different from that shown in FIG. 18. [Figure 20] FIG. 4 is a diagram for explaining the specifications of a guide portion in a ship according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] The object, particular advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. In this specification, when referring to the components in each drawing, it should be noted that the same components are referred to by the same numbers as much as possible even if they are shown in other drawings. In addition, in the description of the present invention, if a detailed description of related prior art is deemed to unnecessarily obscure the gist of the present invention, the detailed description will be omitted.

[0021] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0022] FIG. 1 is a diagram showing a steering device according to a first embodiment of the present invention, FIG. 2 is a diagram showing a steering device according to a second embodiment of the present invention, FIG. 3 is a diagram showing a steering device according to a third embodiment of the present invention, FIG. 4 is a diagram showing a steering device according to a fourth embodiment of the present invention, FIG. 5 is a diagram showing a steering device according to a fifth embodiment of the present invention, and FIG. 6 is a diagram showing a steering device according to a sixth embodiment of the present invention.

[0023] Figures 7 and 8 are diagrams comparing a ship equipped with a steering device according to the sixth embodiment of the present invention with the conventional technology, and Figure 9 is a diagram comparing the degree of improvement in transmitted horsepower required for operation of a ship equipped with a steering device according to the sixth embodiment of the present invention with the conventional technology.

[0024] Furthermore, Figures 10 and 11 are diagrams shown for comparing a ship equipped with only a valve and a ship equipped with a guide part according to an embodiment of the present invention, and Figures 12 to 14 show comparative data for the ship shown in Figure 10.

[0025] FIG. 15 is a diagram showing a comparison with another model ship of FIG. 10, and FIGS. 16 and 17 are diagrams showing a comparison of the degree of improvement with respect to the ship disclosed in FIG.

[0026] FIG. 18 is a view showing another embodiment in which bending is modified in the ship according to the embodiment of the present invention, and FIG. 19 is a view showing a ship having a different embodiment from that shown in FIG.

[0027] FIG. 20 is a diagram for explaining the specifications of the guide portion in the ship according to the embodiment of the present invention.

[0028] 1 to 20, a vessel 10 according to an embodiment of the present invention may include an engine system (not shown), a steering device 100, and the like.

[0029] The steering device 100 may include a rudder 110, a valve 120, and a guide unit 130, and for ease of explanation and understanding, directions may be expressed as left and right sides based on the drawings, but are not limited thereto.

[0030] As described below, the first to sixth embodiments may have various modifications in which the same or different technologies are applied or combined depending on the embodiment, and therefore are not limited to a specific embodiment even if the same symbols are used for components with the same names.

[0031] The rudder 110 may be installed adjacent to a propeller (not shown), or may be connected to a horn or a skeg of the hull, and a rudder shaft (not shown) may be inserted. In this case, the rudder shaft may be formed in the vertical direction, and a leading edge 101 may be formed at the front end of the rudder 110, and a trailing edge 102 may be formed at the rear end.

[0032] Unlike a twist rudder, the rudder 110 of this embodiment may have a continuous leading edge 101 and a trailing edge 102. For example, the leading edge 101 of the rudder 110 may be formed vertically in line with the propeller shaft in the left-right direction.

[0033] However, although the leading edge 101 is formed vertically in the up-down direction, it may be inclined from the top to the bottom in the front-to-rear direction, or may be inclined rearward from the top to the bottom.

[0034] The trailing edge 102 may be a line formed in the up and down vertical direction and perpendicular to the waterline. Of course, the leading edge 101 and the trailing edge 102 in this embodiment are not limited to the above, and conversely, the leading edge 101 may be perpendicular to the waterline and the trailing edge 102 may be inclined.

[0035] The cross section of the rudder 110 may have a curved leading edge 101 at the front end and a pointed trailing edge 102 at the rear end, specifically, an airfoil shape. The cross section of the rudder 110 may have a shape whose area decreases from the top to the bottom. In this case, the rate at which the cross section decreases may be constant, and the left-right width and the front-back width based on the trailing edge 102 may decrease toward the bottom.

[0036] The bulb 120 may be provided on the rudder 110, and may protrude, for example, from the front end of the rudder 110. The bulb 120 may protrude a certain length forward based on the leading edge 101 of the rudder 110, or may protrude from behind the leading edge 101 to the left and right of the rudder 110.

[0037] The guide parts 130 extend vertically from the valve 120 and are coupled to the parts of the valve 120 that protrude from the leading edge 101 of the ladder 110 to guide the flow of fluid.

[0038] Here, the guide part 130 may include a first extension member 131 and a second extension member 132 .

[0039] The first extension member 131 may extend in an upward direction, and the second extension member 132 may extend in a downward direction.

[0040] For example, as shown in FIGS. 1, 3 and 5, at least one surface of the first extension member 131 and the second extension member 132 may be formed vertically.

[0041] 1 and 3, the first extension member 131 and the second extension member 132 may be formed in a plate shape with left and right sides (in the drawing) parallel to each other. As shown in Fig. 1, the first extension member 131 and the second extension member 132 may be shaped to extend vertically from the center of the bulb 120 toward the top or bottom. Alternatively, as shown in Fig. 3, the first extension member 131 and the second extension member 132 may be shaped to extend vertically from the left side (in the drawing) or the right side (in the drawing) of the bulb 120 toward the top or bottom.

[0042] Also, as shown in FIG. 5, each of the first extension member 131 and the second extension member 132 may have a three-dimensional structure with a hollow space formed therein, and the left or right side may be formed vertically, and the opposite right or left side may be inclined.

[0043] 5, the left side of the first extension member 131 extends vertically from the center of the upper part of the bulb 120, and the right side of the first extension member 131 may have an inclination, so that the cross-sectional area of ​​the first extension member 131 gradually decreases from the bulb 120 toward the upper part by being provided with a shape extending from the right end of the bulb 120 to the left end of the first extension member 131. In this case, the right side of the second extension member 132 extends vertically from the center of the lower part of the bulb 120, and the left side of the second extension member 132 extends from the left end of the bulb 120 to the right end of the second extension member 132.

[0044] As shown in FIGS. 2, 4 and 6, the first extension member 131 and the second extension member 132 may have an inclined shape as a whole.

[0045] As shown in Figs. 2 and 6, the first extension member 131 is inclined from the center of the bulb 120 to the right as viewed in the drawing, and the second extension member 132 is inclined to the left as viewed in the drawing. The first extension member 131 may be formed as a plate structure as shown in Fig. 2, or as a three-dimensional structure as shown in Fig. 6. Furthermore, as shown in Fig. 6, each of the first extension member 131 and the second extension member 132 may be formed as a three-dimensional structure in which the cross-sectional area decreases toward the end, as in the same / similar manner as in the fifth embodiment. However, although the embodiment of Fig. 6a shows that the ends of the first extension member 131 and the second extension member 132 are provided inwardly from the left and right sides of the ladder 110, it is preferable that the right side of the first extension member 131 is provided along the right line of the ladder 110, and the left side of the second extension member 132 is provided along the left line of the ladder 110, so that the flow of seawater can be more easily guided.

[0046] The first extension member 131 and the second extension member 132 of this embodiment may be formed asymmetrically as in the second embodiment shown in FIG.

[0047] In this way, the first to sixth embodiments may apply overlapping technologies depending on the embodiment (both the second and fourth embodiments have an inclined structure) or may apply at least partially different technologies (the first embodiment is vertical, the second embodiment is inclined, the inclination direction is different between the second and fourth embodiments, etc.). This is because each embodiment takes into account the flow of the propeller wake, such as the propeller structure and operation, and considers the embodiment that is most suitable for each of the various propeller structures (for example, in the case of a right-rotating propeller, the hub vortex caused by the rotation of the propeller flows from port to starboard at the top with respect to the propeller axis).

[0048] It can be confirmed from experimental data that the sixth embodiment of the above embodiments is different from the prior art as follows, as shown in FIGS.

[0049] First, referring to Figures 7 and 8, Figure 7B and Figure 8B of the present embodiment are provided with a guide portion 130, unlike the conventional technology of Figures 7A and 8A, and referring to the width of the circles and arrows in Figures 7 and 8, it can be seen that the hub vortex area is reduced and straightness is improved.

[0050] Also, referring to FIG. 9, compared to the existing system (Display A) in which there is no guide unit 130 and only the valve 120 is provided, when the guide unit 130 is added as in this embodiment (Display B), it is possible to ensure improvements in all areas such as resistance R, thrust T, and torque Q, and ultimately it can be seen that the transmitted horsepower required for the operation of the ship is improved compared to the existing system (Self-Propulsion, demonstrated based on contract speed).

[0051] Here, the numerical values ​​in FIG. 9 are shown as a ratio of this embodiment to the conventional technology which is set at 100% for comparison.

[0052] The following description will be given with reference to FIGS. 10 to 17.

[0053] Here, the ship disclosed in Figures 10 and 11 may be, for example, a low-speed full ship (tanker), and tests were conducted using a corresponding model ship and model propeller, self-propulsion and design speed were applied as the types of tests and analyses, and CFD and model tests were used as the verification method.

[0054] From the analyzed data, as shown in FIG. 12 (CFD analysis results) and FIG. 13 (model test results), it can be seen that the transmitted power is improved in a ship equipped with guide unit 130 as shown in FIG. 10 and FIG. 11 (B) and (C) compared to a ship equipped with only the valve as shown in FIG. 10 and FIG. 11 (A).

[0055] Also, referring to FIG. 14, it can be seen that compared to a vessel equipped only with a valve, as shown in (A), a vessel in which the guide unit 130 is disclosed, as shown in (B), both the transmitted power and etaD (propulsive efficiency) are improved.

[0056] In addition, as disclosed in FIG. 15, when a propeller of a different shape is applied to a ship type / model ship different from the ship disclosed in FIG. 10, self-propulsion is applied in the same / similar manner as described above, the design speed is applied, and the verification method is performed by model testing.

[0057] In this case, Fig. 15 (A) is a vessel in which a valve is installed but the guide unit is omitted, and (B) is a vessel in which a guide unit is added to the valve. Referring to Fig. 16 and Fig. 17 which compare these vessels, it can be seen that the transmitted horsepower and etaD (propulsive efficiency) are both improved in the vessel equipped with the guide unit.

[0058] Also, referring to Fig. 18 (which may be a symmetric ladder type) and Fig. 19 (which may be an asymmetric ladder type), the guide part 130 may have a structure in which bending is omitted. For example, compared to Fig. 18 and Fig. 19 (A), as shown in Fig. 18 and Fig. 19 (B), the guide part is formed by two flat plates and a contact point rounding process, minimizing bending, thereby improving productivity and simplifying quality inspection.

[0059] In relation to this, and referring to FIG. 20, regardless of whether it is a symmetrical or asymmetrical ladder type, the surface having two flat portions of the guide portion 130 may be manufactured in a structure in which it abuts against the upper and lower ends of the valve 120, respectively, and in this case, the tangent where the two flat plates abut may be rounded.

[0060] The height of such guide part 130 may be 30 to 50% of the bulb length of bulb 120 centered on the center of bulb 120, the inclination of guide part 130 may be 20 degrees to 55 degrees downward from the set height, and the curvature of the tangent of guide part 130 may be 20.0 to 60φ.

[0061] In this way, this embodiment can improve the straightness of the rudder inflow by reducing the rotational energy of the hub vortex, can improve the addition of fluid force acting on the rudder 110 through the guide section 130, which is an appendage with a relatively simple shape, and can improve propulsion efficiency and structural stability by reducing the resistance of the rudder 110. The vortex strength can be primarily attenuated by the spherical valve 120 provided on the rudder 110 and secondarily attenuated by the guide section 130.

[0062] The present invention is not limited to the embodiments described above, and may include combinations of the embodiments described above or combinations of at least one of the embodiments described above with known techniques as further embodiments.

[0063] The present invention has been described in detail above with reference to specific examples. However, these are for the purpose of specifically explaining the present invention, and the present invention is not limited thereto. It is clear that modifications and improvements can be made by those having ordinary knowledge in the field within the technical spirit of the present invention.

[0064] All mere variations and modifications of the present invention belong to the scope of the present invention, and the specific protection scope of the present invention will be made clear by the appended claims.

Claims

1. A rudder provided adjacent to the propeller; A valve provided on the ladder; a guide portion extending upward and downward from the valve and coupled to a portion of the valve protruding from the leading edge of the ladder to connect the valve and the leading edge and guide a flow of a fluid; The guide portion is a first extension member extending upwardly and contacting an upper portion of the bulb, the first extension member having a surface with a flat portion; a second extension member extending downwardly, contacting a lower portion of the valve, and having a surface with a flat portion.

2. The first extension member and the second extension member are 2. The steering apparatus according to claim 1, wherein at least one of the surfaces is formed vertically.

3. The first extension member and the second extension member are 3. The steering apparatus according to claim 2, wherein at least one of the surfaces is inclined.

4. The first extension member and the second extension member are 3. The steering device according to claim 2, wherein the cross-sectional area of ​​the valve decreases from the valve toward the end.

5. The first extension member and the second extension member are 3. The steering apparatus according to claim 2, wherein the steering apparatus is formed asymmetrically.

6. The leading edge is 2. The steering device according to claim 1, wherein the ladder is formed vertically in a height direction and a curved surface is formed at a front end of the ladder.

7. The guide portion is 2. The steering device according to claim 1, wherein the valve is rounded at its upper and lower ends or at a portion contacting the leading edge.

8. A watercraft comprising the steering device according to any one of claims 1 to 7.

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