JP2013189083A - Flap ladder control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a flap ladder capable of reducing the resistance when a ship is navigating in the ocean, and reducing the required rudder torque during the ship operation at a large steering angle.SOLUTION: In a flap rudder 1 in which a flap 7 at a rear end of a main rudder plate 4 of a ship performs an independent motion, the flap is subjected to the turn control in at least any one of the following control modes: (1) the mode in which only the flap is driven in a range of 0-45° when the main rudder plate is in a straight-navigating direction while the ship is proceeding in the ocean at a high speed, (2) a mode in which the flap is driven in a range of 0-45° in the direction opposite to the turning direction of the main rudder plate when the main rudder plate is in a range of 0-45° while the ship is proceeding in an emergency at a high speed, or the ship is proceeding at a low speed with the rudder being turned at a large angle, and (3) a mode in which the flap is driven in a range of 0-45° in the same turning direction as the turning direction of the main rudder plate when the main rudder plate reaches the predetermined maximum right and left turning angles of 45° while the ship is proceeding at a low speed with the rudder being turned at a large angle.

Description

  The present invention relates to a flap ladder equipped on a ship.

In order to operate a ship, a rudder is provided behind the ship and folded, and as this kind of rudder, for example, one disclosed in No. 3003037 registered utility model publication is known.
No. 3003037 registered utility model publication is related to the device name “Becker Ladder”, “The direction of the water flow can be changed to 90 ° or more and it can be used as a thruster, and the propeller water flow is efficient. In the solution of “Proposing a Becker Ladder that can be received automatically” (see Paragraph No. 0005 of the same publication), “Flaps are hinged to the rear part of the main rudder plate by a hinge shaft, and the main rudder plate is connected to this. In the Becker ladder that rotates around the hinge shaft about the position of the fixed point provided at the rear of the rudder shaft and rotates the flap around the hinge shaft, the maximum turning angle of the main rudder plate and flap "The angle was set to 45 ° or more and 90 ° or more, respectively” (refer to the description of claim 1 of the utility model registration request in the publication), The direction can be changed, and the water flow can be reversed back and forth, and the reverse propulsion can be obtained. Therefore, the turning performance is sharp and the Becker ladder can be used instead of the thruster. Does not protrude from the rear projection surface of the propeller, and there is no need to reduce the size of the flap, and the cross-sectional shapes near the rear of the flap and the main rudder plate are made concave, so that the main rudder plate and flap Is subjected to a stronger reaction force against the water flow, and has an effect such as “the direction changing force is large” (see paragraph numbers 0016 and 0017 of the same publication).

  FIG. 5 is a side view (FIG. 1) of a Becker ladder showing an embodiment of the device disclosed in Japanese Utility Model No. 3003037 registered utility model publication. In FIG. 5, reference numeral 110 is a main steering plate, 112 is a hinge shaft, 114 is a flap, 116 is a rudder shaft, 118 is a rudder bearing, 120 is a link mechanism, and 122 is a position fixed point (link shaft). ), 124 is a crosshead, 126 is a piston, 128 is an arm, and 130 is a propeller. Changed and explained.)

  As described above, the Becker ladder is provided with the flap (small moving blade) 114 at the rear part of the main rudder plate 110, and the flap 114 is interlocked with the driving of the main rudder plate 110 as shown in FIG. The Becker ladder (the rudder with a flap) disclosed in No. 3003037 registered utility model gazette is moved to improve the ship maneuverability, and the flap 114 is linked to the main rudder plate 110 through a simple link mechanism. It aims to increase the lift of the rudder.

  However, with a conventional rudder with a flap, the ship travels straight during the ocean voyage of the ship, and the rudder is used as a rudder for the maintenance of the needle. There was a problem of causing a drop. In recent years, the demand for energy saving has become a trend due to the recent tightening of regulations on environmental issues such as high crude oil prices and Nox / SOx reduction.

Registered Utility Model Gazette: No. 3003037

  In view of the above problems and trends, the present invention provides a flap ladder that can reduce the resistance during ocean voyage and can reduce the required rudder torque at the time of large steering angle maneuvering. The purpose is to do.

The invention according to claim 1 of the present application relates to a flap ladder having a flap that can move independently of the main rudder plate at the rear end of the main rudder plate, and the flap moves with respect to the main rudder plate. The flap ladder is controlled to rotate by at least one of the following control modes.
(1) A mode in which only the flap is driven in a range of 0 ° to 45 ° when the main rudder plate in the ocean voyage where the ship sails at a high speed is in a straight traveling direction.
(2) When the main rudder plate is in the range of 0 ° to 45 ° when the ship is at high speed emergency or low speed large rudder, the flap is 0 ° to the direction opposite to the turning direction of the main rudder plate. Drive mode in the range of 45 °.
(3) Turn the flap in the same direction as the turning direction of the main rudder plate only when the main rudder plate in a sailing state such as when the ship is steered at a low speed has reached a predetermined maximum turning angle of 45 ° left and right respectively A mode that drives in the direction of 0 ° to 45 ° in the direction.
Further, the invention according to claim 2 of the present application is the flap ladder according to claim 1, wherein a drive source for driving the flap is provided inside the rear lower end of the main steering plate, and the drive source The flap steering can be performed together with the main steering plate or separately from the steering of the main steering plate.
Furthermore, the invention according to claim 3 of the present application is the flap ladder according to claim 2, wherein the drive source is an electric motor.

Since this invention is comprised as mentioned above, there exists an effect described below.
Rather than driving the flaps with a simple link mechanism, the main rudder plate and the flaps are driven separately, that is, the flaps are driven by electric motors, thereby reducing the resistance during ocean voyages. In addition, there is an effect that it is possible to reduce the required rudder torque at the time of large rudder angle maneuvering.

FIG. 1A and FIG. 1B are diagrams schematically showing the movement of a flap of a Becker ladder according to the first embodiment, FIG. 2 is a diagram showing an outline of Example 2 of a flap ladder which is an example of a mode for carrying out the flap ladder according to the present invention; FIGS. 3A, 3B, and 3C are schematic operation diagrams in the case of driving only the flap 7 while the main steering plate 4 is fixed in the flap ladder 1 according to the second embodiment. FIGS. 4A, 4B, and 4C are schematic operation diagrams when the main rudder plate 4 and the flap 7 are driven in the reverse direction and the same direction in the flap ladder 1 according to the second embodiment. FIG. 5 is a side view of a Becker ladder showing an embodiment of the invention disclosed in No. 3003037 registered utility model publication.

  An embodiment as a form for carrying out the flap ladder concerning the present invention is described in detail based on a drawing.

The inventor of the present application has conducted earnest research to make a ship with excellent operational efficiency by using the flap ladder according to the first embodiment in which the conventional flap ladder is devised, and has conducted the following studies.
1 (a) and 1 (b) are diagrams showing an outline of the movement of a flap 114 of a flap ladder according to the first embodiment used in a ship, and FIG. 1 (a) shows a flap according to the first embodiment. FIG. 1B is a schematic diagram when the ladder flap 114 is interlocked with the main rudder plate 110, and FIG. 1B is a schematic diagram when the flap ladder according to the first embodiment is a rudder. In FIG. 1, for convenience of explanation, the same members shown in FIG.

  While repeatedly examining the movement of the flap 114 in the flap ladder according to the first embodiment, as shown in FIG. 1, the flap ladder according to the first embodiment is changed from the flap 114 like the conventional flap ladder. It has been found that when the angle is moved to about twice the same angle with respect to the main steering plate 110, the resistance increases and the ship speed decreases.

Therefore, the inventor of the present application can reduce the resistance during ocean voyage at any angle in the ship using the flap ladder with respect to the angle between the main rudder plate 110 and the flap 114, When maneuvering with a large rudder angle, we made a trial and error to reduce the necessary rudder torque at any angle.
FIG. 2 is a diagram showing an outline of a second example of the flap ladder, which is an example for the trial and error. In FIG. 2, reference numeral 1 is a flap ladder according to the second embodiment, 2 is a hull, 3 is a main rudder shaft, 4 is a main rudder plate, 5 is an electric motor, 6 is a flap shaft, and 7 is a rudder shaft. , Flaps 8 are propellers.

  As shown in FIG. 2, the flap ladder 1 according to the second embodiment is for driving the flap 7 disposed at the rear lower end of the main rudder plate 4 separately from the drive source of the main rudder plate 4. An electric motor 5 for driving the flap 7 is provided inside the rear lower end of the drive source, that is, the main rudder plate 4, and the electric motor 5 is rotated independently of the main rudder plate 4. Thus, the flap 7 has a predetermined angle on the left and right.

  That is, the flap ladder 1 according to the second embodiment is steered only by the flap ladder 1 according to the second embodiment together with the steering by the main rudder plate 4 or separately from the steering of the main rudder plate 4. The hull maneuvering is made possible, and in this way, the flap 7 of the flap ladder 1 according to the second embodiment is operated together with the steering by the original main rudder plate 4, or the original main rudder plate 4 is steered. Independently, the following hull maneuvering can be performed by steering only the flap ladder 1 according to the second embodiment.

  Independently of the steering of the original main rudder plate 4, for example, the main rudder plate 4 of the flap ladder 1 according to the second embodiment remains fixed by steering only the flap ladder 1 according to the second embodiment. When only the flap 7 is driven, when the main rudder plate 4 and the flap 7 are driven in opposite directions, or the main rudder plate 4 and the flap 7 are driven in the same direction. Steering operation consisting of cases can be performed.

The case of steering by moving only the flap 7 will be described below with reference to the drawings.
FIGS. 3A, 3B, and 3C are schematic operation diagrams in the case of driving only the flap 7 while the main steering plate 4 is fixed in the flap ladder 1 according to the second embodiment. 3 (a) shows a case where the main steering plate 4 and the flap 7 are driven linearly, and FIG. 3 (b) shows that the flap 7 is driven to the left with respect to the main steering plate 4. FIG. 3C shows a case where the flap 7 is driven to the right with respect to the main steering plate 4. In addition, the code | symbol shown in FIG. 3 shows the same member shown in FIG. 2 with the same code | symbol.

  For example, as shown in FIG. 3A, in the flap ladder 1 according to the second embodiment, the main steering plate 4 is fixed in the straight traveling direction, and further, the flap 7 is also fixed in the same direction. This is the same as the normal rudder operation without the flap 7 and corresponds to almost straight traveling during the ocean voyage. In this case, the rudder comprising the main rudder plate 4 and the flap 7 is It will be used as a steering wheel for keeping the needle. Therefore, when it is going to change the advancing direction with the rudder which does not have the flap 7, a rudder becomes a rudder and receives considerable resistance, As a result, it will cause a ship speed fall.

  Therefore, in order to change the direction slightly in such a case where the straight traveling is mainly performed, as shown in FIGS. 3B and 3C, the main rudder plate 4 is kept in the straight traveling direction. The flap 7 is rotated right or left by a predetermined angle. That is, instead of driving the entire large rudder, by moving only the flap 7, resistance is reduced, a reduction in ship speed is reduced, and an energy saving effect is obtained. Although the lift of the rudder is reduced, a sufficient turning moment for the rudder can be obtained.

Next, in the flap ladder 1 according to the second embodiment, a case where the flap 7 is driven in the same direction or in the opposite direction when the main steering plate 4 is driven in a certain direction will be considered.
4A, 4B, and 4C are operation schematic diagrams when the main rudder plate 4 and the flap 7 are driven in the reverse direction and the same direction in the flap ladder 1 according to the second embodiment. FIG. 4 (a) is similar to FIG. 3 (a), and the main steering plate 4 and the flap 7 of the flap ladder 1 according to the second embodiment are driven linearly as described above. The case corresponding to is shown. FIG. 4B shows the case where the main rudder plate 4 of the flap ladder 1 according to the second embodiment is steered to the left. FIG. 4C shows the case where the main rudder plate 4 of the flap ladder 1 according to the second embodiment is cut to the left. On the other hand, the case where the flap 7 is driven to the left in the same direction is shown. In addition, the code | symbol shown in FIG. 4 also shows the same member shown in FIG.

  As is clear from FIG. 4B, the flap 7 of the flap ladder 1 according to the second embodiment is moved in the direction opposite to the main steering plate 4 (while the main steering plate 4 is in the left direction). When the flap 7 is in the reverse direction (right direction), lift force that assists in the rotation direction of the main steering plate 4 is generated, and the required torque of the entire steering machine is reduced. Will be.

  As is clear from FIG. 4 (c), when the main rudder plate 4 of the flap ladder 1 according to the second embodiment is cut to the left and, as a result, reaches a predetermined angle (for example, 45 °), By allowing the flap 7 to move in the same direction as the main rudder plate 4, the steering angle posture similar to that of the conventional flap rudder 114 shown in FIG. When setting in this way, the boat maneuvering performance is the same as that of the conventional flap ladder 114, and there is no inconvenience.

  In the flap ladder 1 according to the second embodiment, the electric motor 5 that drives the flap 7 is provided at the rear lower end of the main rudder plate 4. However, the drive source for driving the flap 7 is not limited to the electric motor 5 at the lower rear end of the main steering plate 4.

From such trial and error, the inventors of the present application set the rotation angle of the main steering plate 4 and the flap 7 to the following three modes in the flap ladder 1 according to the second embodiment. By doing so, it was found that it is possible to make a ship that does not reduce torque even during ocean navigation, high speed emergency or low speed large rudder.
That is, the rotation operation range of the electric motor 5 of the flap ladder 1 according to the second embodiment was controlled as follows.
In the control, the electric motor 5 of the flap ladder 1 according to the second embodiment is rotated by an operation panel (not shown) provided in a non-illustrated steering chamber.

Then, on the operation panel not shown, the operation is performed by a drive rudder changeover switch that enables switching to the next three control modes of control mode 1 to control mode 3.
(1) Control mode 1: Mode in which only the flap 7 as shown in FIGS. 3A, 3B and 3C can be driven.
In this control mode 1, when the ship sails at a high speed, that is, during ocean voyage, only the flap is driven in the range of 0 ° to 45 ° in order to use it as a steering rudder for keeping a track. In this mode, resistance can be reduced compared to the case where the entire rudder is driven, and energy-saving navigation is possible.

(2) Control mode 2: Mode in which the main rudder plate 4 and the flap 7 can be driven in opposite directions as shown in FIG.
In this control mode 2, it is assumed that the ship is used during high-speed emergency or low-speed large rudder. That is, in this case, when the main rudder plate 4 of the flap ladder 1 according to the second embodiment is rotated in a range of about 0 ° to 45 °, the flap 7 at the rear end is the main rudder. By driving in the range of about 0 ° to 45 ° opposite to the rotation direction of the plate 4, lift force assisting in the rotation direction of the main steering plate 4 is generated. The required torque can be reduced and energy can be saved when the ship is at high speed emergency or at low speed and large rudder.

(3) Control mode 3: Mode in which the main steering plate 4 and the flap 7 can be driven in the same direction as shown in FIG.
In this control mode 3, the main rudder plate 4 of the flap ladder 1 according to the second embodiment is set to a predetermined maximum turning angle left and right of 45 ° on the assumption that the ship is in a navigational state such as at the time of low speed large rudder. Only when it reaches, the flap 7 is rotated in the positive direction in the range of about 0 ° to 45 ° (the same direction as the rotation direction of the main rudder plate 4). Performance can be demonstrated.

  The rotation operation of the electric motor 5 of the flap ladder 1 according to the second embodiment is set in advance so as to be controlled in the control ranges of the control mode 1 to the control mode 3 and can be controlled within this setting range. By operating a driving rudder changeover switch (not shown), the turning operation of the flap ladder 1 according to the second embodiment can be controlled by the autopilot together with the autopilot of the main rudder plate 4.

  Since the steering with the flap provided at the rear end of the main rudder plate can be performed together with the main rudder plate or separately from the main rudder plate, the flap according to the present invention can be applied to all ship types regardless of the ship type. Ladder can be used.

DESCRIPTION OF SYMBOLS 1 Flap ladder 2 Hull 3 Main rudder shaft 4 Main rudder plate 5 Electric motor 6 Flap shaft 7 Flap 8 Propeller 110 Main rudder plate 112 Hinge shaft 114 Flap 116 Rudder shaft 118 Rudder bearing 120 Link mechanism 122 Position fixed point (link shaft)
124 Crosshead 126 Piston 128 Arm 130 Propeller

In view of the above problems and trends, the present invention is a flap ladder control method capable of reducing resistance during ocean voyage and reducing the required rudder torque when maneuvering a large rudder angle. The purpose is to provide.

The invention according to claim 1 of the present application relates to a flap ladder having a flap that can move independently of the main rudder plate at the rear end of the main rudder plate, and the flap moves with respect to the main rudder plate. A flap ladder control method comprising the following control modes (1) to (3) , wherein the flap is rotationally controlled in at least one of these control modes .
(1) A mode in which only the flap is driven in a range of 0 ° <turning angle ≦ 45 ° when the main rudder plate in a sea voyage where a ship sails at high speed is in a straight traveling direction.
(2) When the main steering plate is in the range of 0 ° <turning angle <45 ° when the ship is at high speed emergency or low speed large rudder, the flap is in the direction opposite to the direction of rotation of the main steering plate Drive mode in the range of 0 ° <turning angle ≦ 45 ° .
(3) In the mode (2), the turning direction of the main steering plate only when the main steering plate in the navigation state at the time of the low speed large rudder reaches a predetermined maximum turning angle of 45 ° left and right respectively. A mode in which the flap that has been rotated in the opposite direction is driven in the same turning direction as the turning direction of the main steering plate in a range of 0 ° <turning angle ≦ 45 ° .
The invention according to claim 2 of the present application is the flap ladder control method according to claim 1, wherein a drive source for driving the flap is provided inside the rear lower end of the main rudder plate, and the drive source The flap steering can be performed together with the main steering plate or independently of the steering of the main steering plate.
Furthermore, the invention according to claim 3 of the present application is the flap ladder control method according to claim 2, wherein the drive source is an electric motor.

Claims (3)

In a flap ladder having a flap that can move independently of the main steering plate at the rear end of the main steering plate of a ship,
A flap ladder characterized in that the flap is rotationally controlled in at least one of the following control modes as the movement of the flap with respect to the main steering plate.
(1) A mode in which only the flap is driven in a range of 0 ° to 45 ° when the main rudder plate in the ocean voyage where the ship sails at a high speed is in a straight traveling direction.
(2) When the main rudder plate is in the range of 0 ° to 45 ° when the ship is at high speed emergency or low speed large rudder, the flap is 0 ° to the direction opposite to the turning direction of the main rudder plate. Drive mode in the range of 45 °.
(3) Turn the flap in the same direction as the turning direction of the main rudder plate only when the main rudder plate in a sailing state such as when the ship is steered at a low speed has reached a predetermined maximum turning angle of 45 ° left and right respectively A mode that drives in the direction of 0 ° to 45 ° in the direction.   A drive source for driving the flap is provided inside the rear lower end of the main rudder plate, and flap steering can be performed with the main rudder plate or separately from the steering of the main rudder plate with the drive source. The flap ladder according to claim 1, wherein:   The flap ladder according to claim 2, wherein the drive source is an electric motor.

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