EP0394320A1 - A combined rudder and propeller arrangement. - Google Patents

A combined rudder and propeller arrangement.

Info

Publication number
EP0394320A1
EP0394320A1 EP89900669A EP89900669A EP0394320A1 EP 0394320 A1 EP0394320 A1 EP 0394320A1 EP 89900669 A EP89900669 A EP 89900669A EP 89900669 A EP89900669 A EP 89900669A EP 0394320 A1 EP0394320 A1 EP 0394320A1
Authority
EP
European Patent Office
Prior art keywords
rudder
propeller
rotation
propeller unit
housing
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP89900669A
Other languages
German (de)
French (fr)
Other versions
EP0394320B1 (en
Inventor
Orvar Bjoerheden
Dan Johansson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kamewa AB
Original Assignee
Kamewa AB
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kamewa AB filed Critical Kamewa AB
Publication of EP0394320A1 publication Critical patent/EP0394320A1/en
Application granted granted Critical
Publication of EP0394320B1 publication Critical patent/EP0394320B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers

Definitions

  • the present invention relates to a combined rudder and pro ⁇ peller arrangement for propelling, steering and maneuvering conventional ships and other kind of water craft, herein ⁇ after referred to simply as vessel-
  • rudder and propeller arrangements so-called acti ⁇ ve rudders, are known to the art, in which the rotatable rudder blade carries a bearing housing for a horizontal propeller shaft on which a propeller is mounted, normally behind the rear or trailing edge of the rudder blade, so that the water flow generated by the propeller will pass on both sides of the rudder blade and so that the propeller will accompany the rotational movements of the rudder blade carried out when steering and maneuvering the vessel.
  • the propeller is normally driven by an electric motor arranged in the bearing housing of the propeller shaft.
  • the primary purpose of the propeller is to generate a flow of water which will pass the propeller and therewith augment or heighten the rudder effect, particularly at low speeds.
  • rudder propellers or rudder thrusters in which a propeller is journalled in a bearing housing connected firmly to the rudder.
  • the propel ⁇ ler is normally located forwardly of the leading edge of the rudder and is driven either by an electric motor arran ⁇ ged within the bearing housing or via a bevel gear arrange ⁇ ment which is located in the bearing housing and connects the propeller shaft with a vertical drive shaft which ex ⁇ tends upwards, through a tubular shaft intended for rota ⁇ tion of the rudder-propeller combination and being connec ⁇ ted to a driving machine in the vessel.
  • the propeller has a propelling function in addition to a steer ⁇ ing function.
  • Combined rudder and propeller arrangements of this latter kind afford many advantages and could be used particularly advantageously with a main propulsion or ' -fore propeller, the combined rudder and propeller being preferably placed straight aft of and coaxially in line with the main propel ⁇ ler.
  • the main propeller and the propeller of the rudder/propeller combination are rotated in mutually opposite directions. It has been found that the total pro- -peller efficiency in forward propulsion of the vessel can be greatly improved in this way.
  • an object of the present invention is to pro ⁇ vide an improved combined rudder-propeller assembly which is not encumbered with the aforesaid -drawbacks and which will, in general, afford the same advantages as those afforded by a rudder-propeller or rudder-thruster arrange ⁇ ment and which can be used to particular advantage with a main propeller which is driven in an opposite direction of rotation, but which can also be used alone for propelling, steering and maneuvering a conventional ship or some other kind of water craft.
  • Figure 1 is a schematic side view, partly in axial section, of a first exemplifying embodiment of an inventive combined propeller and rudder arrangement
  • Figure 2 illustrates in a similar manner a variant of the embodiment according to Figure 1;
  • FIG. 3 illustrates in a similar manner another variant of the embodiment according to Figure 1;
  • Figure 4 illustrates schematically and in a manner similar to Figure 1 a second embodiment of an inventive rudder and propeller combination
  • Figure 5 illustrates schematically and in a manner similar to Figure 1 a third embodiment of an inventive rudder and propeller combination.
  • the exemplifying embodiment of the inventive rudder and propeller arrangement illustrated schematically in Figure 1 includes a rudder, generally referenced 1, ' and a propeller unit, generally referenced 2, which are located beneath the bottom surface 3 of the hull of a ship or some other water craft, e.g. in the stern of a conventional ship or sea ⁇ going vessel, said hull, etc., being shown only in part and then very schematically.
  • the rudder 1 has a tubular rudder stock 4 which extends up through an opening in the bottom 3 of the hull and which is rotatably journalled in and car ⁇ ried by a bearing seat 5 encircling the opening.
  • the propeller unit 2 includes a propeller 6 which is mounted on one end of a horizontal propeller shaft journalled in a housing 9.
  • the housing 9 is assumed to include a bevel gear arrangement which connects the propel ⁇ ler shaft to a vertical drive shaft 7.
  • the drive shaft 7 extends from the bevel gearing in the housing 9, up through a tubular strut 8, which at its lower end supports the housing 9.
  • the vertical drive shaft 7, which drives the propeller 6, is connected in some suitable and conventional manner (not shown) to a propeller drive machine (not shown) located in the vessel.
  • the carrying strut 8 of the propel ⁇ ler unit 2 is rotatably journalled and carried in the tubu ⁇ lar rudder stock 4.
  • the propeller unit housing 9 is also provided with a downwardly directed pivot shaft 10 which is journalled for rotation in the part of the rudder 1 located beneath the housing 9. This serves to reinforce both the rudder 1 and the propeller unit 2 against occurrent forces and is not necessary in all cases.
  • the upper end of the tubular rudder stock 4 is firmly con ⁇ nected, within the hull of the vessel, to a gear ring 11 which is journalled for rotation in a stationary or fixed part 12 of the hull and which is in driving engagement with pinion gears 13.
  • the pinion gears 13 are driven by associa ⁇ ted , steering motors 14 operative in rotating the gear ring 11, and therewith the rudder stock 4 and the rudder 1, in the same way as conventional steering machinery.
  • the inventive arrangement also includes devices by means of which the strut 8, and therewith the whole of the propeller unit 2. can be locked selectively either to the hull 12 of the vessel, in at least one given fixed position, or to the rudder stock 4 for rotation together therewith.
  • these devices comprise one or more hydraulically, pneumatically or electrically oper ⁇ able pistons 15 having pins which project from both sides of the pistons and capable of being moved between two dif ⁇ ferent positions.
  • the inventive arrangement will thus enable the propeller unit 2 to be locked in a fixed position during normal pro ⁇ pulsion of the vessel, by appropriate positioning of the pistons 15 with the propeller shaft extending parallel with the forward direction of the vessel and constantly located straight behind and coaxial with the fore propeller, when such a propeller is found, whereas the rudder 1 can be rotated by means of the steering machinery or gear 11, 13, 14 within a normal rudder turning range, e.g. a range of 30-40", for holding and steering a normal course.
  • a normal rudder turning range e.g. a range of 30-40
  • the pistons 15 can be placed in the other of their t ⁇ «.o positions, in which the propeller unit strut 8 is released from the hull and the strut is instead connected to the rudder stoc 4.
  • the rudder 1 and the propeller unit 2 can be rotated together by the steering machinery 11, 13, 14, to any desired angular position for instance through 360 ° if wished.
  • This provides for a high degree of maneuverability, since the propeller thrust can be brought to bear in any desired direction.
  • the propeller shaft will, of course, preferably extend parallel with the plane of the rudder.
  • Figures 2 and 3 illustrate variants of the aforedescribed inventive embodiment illustrated in Figure 1, primarily to show that in the case of the inventive arrangement the rud ⁇ der 1 can be configured in a number of different ways, e.g. in correspondence with the rudder area required by the app ⁇ lication in question.
  • this end of the housing 9 will preferably have a hemispherical configura ⁇ tion, as in the case of the Figure 1 embodiment, or a semi- cylindrical configuration, as in the Figure 3 embodiment.
  • that part of the rudder 1 which is located behind this housing part will have a front or forwardly located edge which faces the housing 9 and which conforms with the hemispherical or semi-cylindrical shape of the housing, the centre of rotation of the rudder coinciding substantially with the centre of curvature of the hemis ⁇ pherical or semi-cylindrical end of the housing 9.
  • the rud ⁇ der part which lies behind the housing 9 may also be con ⁇ figured with or provided with a thickening or so-called bulb which has a streamlined shape conforming to that of the housing 9. This design affords the least possible dis ⁇ ruption in the flow of water past the housing 9 and the rudder 1.
  • the pro ⁇ file of the rudder part located above the propeller unit 2 and the profile of the rudder part beneath the propeller unit 2 may have an asymmetric configuration, with an inlet angle and a profile arch such as to reduce rotational flow in the propeller jet. This will improve the propeller effi ⁇ ciency.
  • the rudder part of an inven ⁇ tive combined rudder and propeller arrangement may be con ⁇ figured in many different ways, all known per se.
  • the rudder blade may be fitted with a pivotable flap on its trailing edge, for improving the rudder effect.
  • the rudder part may be configured as a so-called "rotating cylinder rudder", in which case the rudder blade carries a rotating cylinder on its leading or front edge.
  • Another alternative is one in which the rudder blade .is fitted with end plates on its upper and/or lower edge in a known manner.
  • the propeller of an inventive propeller/rudder combination may either have fixed blade or adjustable blades.
  • the range within which the pro ⁇ peller pitch angle can be varied can be made so great as to enable the propeller-blades to be positioned substantially parallel with the propeller axis, i.e. feathered.
  • This facility is particularly advantageous under such conceiv ⁇ able conditions as those in which the ship or like water craft is propelled without using the propeller 6, for instance with the aid of a fore propeller.
  • the propeller unit of an inventive arrangement may include two propellers, suitable counter- rotating propellers, instead of the single propeller of the illustrated and described embodiments.
  • the propeller 6 may be driven by means of a drive motor arranged within the housing 9 and connected to the propeller shaft, this drive motor suitably being an electric or a hydraulic motor.
  • Figure 4 illustrates schematically and in a manner similar to Figure 1 another embodiment of a combined rudder and propeller arrangement according to the invention.
  • This embodiment differs from the embodiments of Figures 1-3, in that the strut 8 of the propeller is also connected at its upper end with a gear ring 16 which engages drivingly a number of pinion gears 18 driven by a commensurate number of steering motors 17 connected to said pinions.
  • the rudder stock 4 and the propeller unit strut 8 are th.
  • FIG 5 illustrates schematically and in a manner similar to Figure ' 1 a further embodiment of an arrangement accord ⁇ ing to the invention.
  • the propeller unit supporting strut 8 is journalled immediately in and carried by the seating 5 in the hull of the vessel, and the top end of the strut is connected to the steering machinery 11, 13, 14 in a manner to allow the propeller unit 2 to be positio ⁇ ned in any desired direction whatsoever.
  • the rudder 1 is rotatably journalled on and carried by the pro ⁇ peller unit support strut 8.
  • steering machinery Arranged within the propeller unit housing 9 is steering machinery (not shown in detail) by means of which the rudder 1 is turned relative to the propeller unit 2 in order to hold the vessel on course and to steer the vessel under normal forward vessel speeds, where the propeller unit 2 is held by the steering machinery 11, 13, 14 in a fixed position relative to the vessel, with the propeller shaft lying parallel with the forward direction of the vessel.
  • This rudder steering machinery may comprise, for instance, servo motors which are connected to the rudder 11, e.g., by a crank 19 and a coupling block which runs in a groove or track 20 provided in the rudder 1.
  • Such steer ⁇ ing machinery e.g.
  • a connecting rod which extends axially through the tubular strut 8 and which carries a crank, similar to the crank 19, at its lower end.
  • inventive combined rudder and propeller arrangement may have many different forms, and that variants and modifications other than those illustrated and described are possible.
  • inventive arrangement need not necessarily be mounted beneath a bottom part of the hull of a vessel, but may instead be mounted behind the stern of the vessel, carried by and journalled in a bearing housing firmly fitted to the transom of the hull.

Abstract

Un agencement à gouvernail et à hélice combinés, qui sert à propulser, à diriger et à manoeuvrer des bateaux et autres engins aquatiques, comprend un gouvernail (1) rotatif par rapport au bateau autour d'un axe de rotation vertical. Une unité à hélice (2), construite solidaire avec le gouvernail (1) comporte une hélice (6) montée sur un arbre porte-hélice horizontal tourillonné en vue de sa rotation dans un logement (9) pour l'unité porte-hélice. L'unité est également tourillonnée en vue de sa rotation par rapport au bateau autour d'un axe vertical. Les axes de rotation du gouvernail (1) et de l'unité à hélice (6) coïncident pour permettre la rotation du gouvernail et de l'unité l'un par rapport à l'autre. Le gouvernail (1) peut être relié à une machine de direction (11, 13, 14) pour permettre la rotation du gouvernail, alors que l'unité à hélice (2) peut être bloquée sélectivement soit par rapport au bateau dans une position fixe soit par rapport au gouvernail pour pouvoir tourner conjointement avec lui.A combined rudder and propeller arrangement, which is used to propel, steer and maneuver boats and other watercraft, includes a rudder (1) rotatable relative to the boat about a vertical axis of rotation. A propeller unit (2), integral with the rudder (1) comprises a propeller (6) mounted on a horizontal propeller shaft journalled for rotation in a housing (9) for the propeller unit. The unit is also journalled for rotation relative to the boat about a vertical axis. The axes of rotation of the rudder (1) and the propeller unit (6) coincide to allow rotation of the rudder and the unit relative to each other. The rudder (1) can be connected to a steering machine (11, 13, 14) to allow rotation of the rudder, while the propeller unit (2) can be selectively locked either relative to the boat in a fixed position either relative to the rudder to be able to turn jointly with it.

Description

A combined rudder and propeller arrangement
The present invention relates to a combined rudder and pro¬ peller arrangement for propelling, steering and maneuvering conventional ships and other kind of water craft, herein¬ after referred to simply as vessel-
Combined rudder and propeller arrangements, so-called acti¬ ve rudders, are known to the art, in which the rotatable rudder blade carries a bearing housing for a horizontal propeller shaft on which a propeller is mounted, normally behind the rear or trailing edge of the rudder blade, so that the water flow generated by the propeller will pass on both sides of the rudder blade and so that the propeller will accompany the rotational movements of the rudder blade carried out when steering and maneuvering the vessel. The propeller is normally driven by an electric motor arranged in the bearing housing of the propeller shaft. In the case of active rudders of this kind, the primary purpose of the propeller is to generate a flow of water which will pass the propeller and therewith augment or heighten the rudder effect, particularly at low speeds.
Also known to the art are so-called rudder propellers or rudder thrusters in which a propeller is journalled in a bearing housing connected firmly to the rudder. The propel¬ ler is normally located forwardly of the leading edge of the rudder and is driven either by an electric motor arran¬ ged within the bearing housing or via a bevel gear arrange¬ ment which is located in the bearing housing and connects the propeller shaft with a vertical drive shaft which ex¬ tends upwards, through a tubular shaft intended for rota¬ tion of the rudder-propeller combination and being connec¬ ted to a driving machine in the vessel. In the case of this latter kind of combined rudder and propeller assembly, the propeller has a propelling function in addition to a steer¬ ing function.
Combined rudder and propeller arrangements of this latter kind afford many advantages and could be used particularly advantageously with a main propulsion or '-fore propeller, the combined rudder and propeller being preferably placed straight aft of and coaxially in line with the main propel¬ ler. In this case, the main propeller and the propeller of the rudder/propeller combination are rotated in mutually opposite directions. It has been found that the total pro- -peller efficiency in forward propulsion of the vessel can be greatly improved in this way.
The aforesaid known combined rudder and propeller arrange¬ ment,in which the propeller is firmly connected to the rud¬ der and accompanies rotational movement of the rudder when steering and maneuvering the vessel is encumbered with a number of serious drawbacks, however. For example, when the rudder is turned, and therewith also the propeller which is firmly connected thereto, the propeller blade(s) will be subjected to greater dynamic forces and higher torque, because the axis of the propeller no longer lies parallel with the direction of movement of the vessel through the water. These dynamic forces and torque on the propeller blades are very large at high vessel speeds and large rudder angles and, with respect to the risk of fatigue, require the propeller blades-their attachments, and the propeller hub to be heavily reinforced. It should be observed in this respect that the dynamic forces and torque on the propeller rotates. The requisite reinforcement of the propeller blades, their attachments, and the propeller hub increases propeller costs, while the subsequent increase in the diameter of the propelle hub impairs the efficiency of the propeller. When such a known combined rudder and propeller arrangement is used together with a forwardly located main propeller, an additional drawback is that when the rudder is turned the propeller affixed thereto will be moved away from a posi¬ tion in which it lies straight behind and coaxial with the main propeller, which will impair, even at moderate rudder angles, the desired improved total efficiency of two oro- pellers arranged one behind the other and driven in mutual¬ ly opposite directions of rotation.
Consequently, an object of the present invention is to pro¬ vide an improved combined rudder-propeller assembly which is not encumbered with the aforesaid -drawbacks and which will, in general, afford the same advantages as those afforded by a rudder-propeller or rudder-thruster arrange¬ ment and which can be used to particular advantage with a main propeller which is driven in an opposite direction of rotation, but which can also be used alone for propelling, steering and maneuvering a conventional ship or some other kind of water craft.
The main characteristic features of the inventive combined rudder and propeller arrangement are set forth in the fol¬ lowing Claim 1. Advantages, embodiments and further deve¬ lopments of the combined rudder and propeller arrangement have the characteristic features set forth in the depending: claims.
The invention will now be described in more detail with reference to the accompanying drawings, which illustrate a number of exemplifying embodiments of the invention and in which Figure 1 is a schematic side view, partly in axial section, of a first exemplifying embodiment of an inventive combined propeller and rudder arrangement;
Figure 2 illustrates in a similar manner a variant of the embodiment according to Figure 1;
Figure 3 illustrates in a similar manner another variant of the embodiment according to Figure 1;
Figure 4 illustrates schematically and in a manner similar to Figure 1 a second embodiment of an inventive rudder and propeller combination; and
Figure 5 illustrates schematically and in a manner similar to Figure 1 a third embodiment of an inventive rudder and propeller combination.
The exemplifying embodiment of the inventive rudder and propeller arrangement illustrated schematically in Figure 1 includes a rudder, generally referenced 1,' and a propeller unit, generally referenced 2, which are located beneath the bottom surface 3 of the hull of a ship or some other water craft, e.g. in the stern of a conventional ship or sea¬ going vessel, said hull, etc., being shown only in part and then very schematically. The rudder 1 has a tubular rudder stock 4 which extends up through an opening in the bottom 3 of the hull and which is rotatably journalled in and car¬ ried by a bearing seat 5 encircling the opening. Similar to the manner of a so-called rotatable thruster, the propeller unit 2 includes a propeller 6 which is mounted on one end of a horizontal propeller shaft journalled in a housing 9. In the case of this embodiment, the housing 9 is assumed to include a bevel gear arrangement which connects the propel¬ ler shaft to a vertical drive shaft 7. The drive shaft 7 extends from the bevel gearing in the housing 9, up through a tubular strut 8, which at its lower end supports the housing 9. The vertical drive shaft 7, which drives the propeller 6, is connected in some suitable and conventional manner (not shown) to a propeller drive machine (not shown) located in the vessel. The carrying strut 8 of the propel¬ ler unit 2 is rotatably journalled and carried in the tubu¬ lar rudder stock 4. In the case of the illustrated embodi¬ ment the propeller unit housing 9 is also provided with a downwardly directed pivot shaft 10 which is journalled for rotation in the part of the rudder 1 located beneath the housing 9. This serves to reinforce both the rudder 1 and the propeller unit 2 against occurrent forces and is not necessary in all cases.
The upper end of the tubular rudder stock 4 is firmly con¬ nected, within the hull of the vessel, to a gear ring 11 which is journalled for rotation in a stationary or fixed part 12 of the hull and which is in driving engagement with pinion gears 13. The pinion gears 13 are driven by associa¬ ted, steering motors 14 operative in rotating the gear ring 11, and therewith the rudder stock 4 and the rudder 1, in the same way as conventional steering machinery.
The inventive arrangement also includes devices by means of which the strut 8, and therewith the whole of the propeller unit 2. can be locked selectively either to the hull 12 of the vessel, in at least one given fixed position, or to the rudder stock 4 for rotation together therewith. In the case of the illustrated embodiment, these devices comprise one or more hydraulically, pneumatically or electrically oper¬ able pistons 15 having pins which project from both sides of the pistons and capable of being moved between two dif¬ ferent positions.
The inventive arrangement will thus enable the propeller unit 2 to be locked in a fixed position during normal pro¬ pulsion of the vessel, by appropriate positioning of the pistons 15 with the propeller shaft extending parallel with the forward direction of the vessel and constantly located straight behind and coaxial with the fore propeller, when such a propeller is found, whereas the rudder 1 can be rotated by means of the steering machinery or gear 11, 13, 14 within a normal rudder turning range, e.g. a range of 30-40", for holding and steering a normal course. This will eliminate all of the aforesaid drawbacks associated with known combined rudder and propeller arrangements. On the other hand, when maneuvering the vessel at low speeds, the pistons 15 can be placed in the other of their tτ«.o positions, in which the propeller unit strut 8 is released from the hull and the strut is instead connected to the rudder stoc 4. In this latter case, the rudder 1 and the propeller unit 2 can be rotated together by the steering machinery 11, 13, 14, to any desired angular position for instance through 360° if wished. This provides for a high degree of maneuverability, since the propeller thrust can be brought to bear in any desired direction. When lock¬ ing the propeller unit 2 to therudder 1 in this way, the propeller shaft will, of course, preferably extend parallel with the plane of the rudder.
Figures 2 and 3 illustrate variants of the aforedescribed inventive embodiment illustrated in Figure 1, primarily to show that in the case of the inventive arrangement the rud¬ der 1 can be configured in a number of different ways, e.g. in correspondence with the rudder area required by the app¬ lication in question.
When part of the rudder 1 is located behind the opposite end of the housing 9 relative to the propeller 6, as in the case of the Figurres 1 and 3 embodiments, this end of the housing 9 will preferably have a hemispherical configura¬ tion, as in the case of the Figure 1 embodiment, or a semi- cylindrical configuration, as in the Figure 3 embodiment. In addition, that part of the rudder 1 which is located behind this housing part will have a front or forwardly located edge which faces the housing 9 and which conforms with the hemispherical or semi-cylindrical shape of the housing, the centre of rotation of the rudder coinciding substantially with the centre of curvature of the hemis¬ pherical or semi-cylindrical end of the housing 9. The rud¬ der part which lies behind the housing 9 may also be con¬ figured with or provided with a thickening or so-called bulb which has a streamlined shape conforming to that of the housing 9. This design affords the least possible dis¬ ruption in the flow of water past the housing 9 and the rudder 1.
In the case of those embodiments where the rudder 1 is located both above and below the propeller unit 2, the pro¬ file of the rudder part located above the propeller unit 2 and the profile of the rudder part beneath the propeller unit 2 may have an asymmetric configuration, with an inlet angle and a profile arch such as to reduce rotational flow in the propeller jet. This will improve the propeller effi¬ ciency.
From a purely general aspect, the rudder part of an inven¬ tive combined rudder and propeller arrangement may be con¬ figured in many different ways, all known per se. For instance, the rudder blade may be fitted with a pivotable flap on its trailing edge, for improving the rudder effect. Alternatively, the rudder part may be configured as a so-called "rotating cylinder rudder", in which case the rudder blade carries a rotating cylinder on its leading or front edge. Another alternative is one in which the rudder blade .is fitted with end plates on its upper and/or lower edge in a known manner.
Naturally, the propeller of an inventive propeller/rudder combination may either have fixed blade or adjustable blades. In this latter case, the range within which the pro¬ peller pitch angle can be varied can be made so great as to enable the propeller-blades to be positioned substantially parallel with the propeller axis, i.e. feathered. This facility is particularly advantageous under such conceiv¬ able conditions as those in which the ship or like water craft is propelled without using the propeller 6, for instance with the aid of a fore propeller. According to one conceivable embodiment, the propeller unit of an inventive arrangement may include two propellers, suitable counter- rotating propellers, instead of the single propeller of the illustrated and described embodiments.
Instead of being driven by driving machinery located within the hull of the vessel, via a vertical drive shaft and a bevelled gear arrangement in the housing 9, the propeller 6 may be driven by means of a drive motor arranged within the housing 9 and connected to the propeller shaft, this drive motor suitably being an electric or a hydraulic motor.
Figure 4 illustrates schematically and in a manner similar to Figure 1 another embodiment of a combined rudder and propeller arrangement according to the invention. This embodiment differs from the embodiments of Figures 1-3, in that the strut 8 of the propeller is also connected at its upper end with a gear ring 16 which engages drivingly a number of pinion gears 18 driven by a commensurate number of steering motors 17 connected to said pinions. In this embodiment the rudder stock 4 and the propeller unit strut 8 are th. s each connected to respective steering machinery 11, 13, 14 and 16, 17, 18 within the vessel, such as to enable the rudder 1 and the propeller unit 2 to be rotated in mutually different directions and to be located in mutu¬ ally different rotational positions quite independently of one another. Naturally, this will afford all of the afore- described advantages afforded by the Figure 1 embodiment, while at the same time affording the additional advantage of enabling the rudder 1 and the propeller unit 2 to be brought freely to exactly those mutual positions which are considered to be most suitable for each particular situa¬ tion and for each particular operating condition.
Figure 5 illustrates schematically and in a manner similar to Figure '1 a further embodiment of an arrangement accord¬ ing to the invention. In this embodiment the propeller unit supporting strut 8 is journalled immediately in and carried by the seating 5 in the hull of the vessel, and the top end of the strut is connected to the steering machinery 11, 13, 14 in a manner to allow the propeller unit 2 to be positio¬ ned in any desired direction whatsoever. In this case the rudder 1 is rotatably journalled on and carried by the pro¬ peller unit support strut 8.
Arranged within the propeller unit housing 9 is steering machinery (not shown in detail) by means of which the rudder 1 is turned relative to the propeller unit 2 in order to hold the vessel on course and to steer the vessel under normal forward vessel speeds, where the propeller unit 2 is held by the steering machinery 11, 13, 14 in a fixed position relative to the vessel, with the propeller shaft lying parallel with the forward direction of the vessel. This rudder steering machinery may comprise, for instance, servo motors which are connected to the rudder 11, e.g., by a crank 19 and a coupling block which runs in a groove or track 20 provided in the rudder 1. Such steer¬ ing machinery, e.g. in the form of servo motors, for rota¬ tion of the rudder 1 relative to the propeller unit strut 8 can even be placed on the upper end of the strut 8 within the hull of the vessel and connected to the rotatable rudder 1 by means of a connecting rod which extends axially through the tubular strut 8 and which carries a crank, similar to the crank 19, at its lower end.
It will be evident from the aforegoing that the inventive combined rudder and propeller arrangement may have many different forms, and that variants and modifications other than those illustrated and described are possible. For instance, the inventive arrangement need not necessarily be mounted beneath a bottom part of the hull of a vessel, but may instead be mounted behind the stern of the vessel, carried by and journalled in a bearing housing firmly fitted to the transom of the hull.
It will also be understood that there are many methods in which the propeller unit can be locked alternatively and selectively to either the vessel hull or the rotatable rudder part and that the described and illustrated ways of locking the propeller unit are merely examples of such methods.

Claims

1. A combined rudder and propeller arrangement for propel- ing, steering and measuring a water craft, said arrangement comprising a rudder unit which has a rudder part (1) that is capable of being rotated relative to the water craft about a substantially vertical axis, and which has built together therewith a propeller unit (2) which includes a propeller (6) mounted on a substantially propeller shaft journalled for rotation in a housing (9) and which is rotatable relative to the water craft about a substantially vertical axis, characterized in that the substantially vertical rotational axes of the rotatable rudder part (1) and the propeller unit (2) are substantially coinciding and that the propeller unit (2) may alternatively be held in a fixed position relative to the watercraft independantly of the rotation of the rotatable rudder part (1) or be caused to co-rotate with the rotatable rudder part (1) .
2. An arrangement according to Claim 1, characterized in that the rotatable rudder part (1) includes a tubular rudder stock (4) which extends upwards in the water craft and is journalled for rotation and supported therein; and in that the propeller unit (2) includes a strut (8) which is firmly mounted at its bottom end in the propeller unit housing (9) and which extends up through the tubular rudder stock (4) of the rotatable rudder part (1) and is journalled for rotation in said rudder stock.
3. An arrangement according to Claim 2, characterized in that the rudder stock (4) and the strut (8) are each connected to its individual steering machine (11, 13, 14 and 16, 17, 18) for individual rotation of the rudder part (1) and propeller unit (2) respectively in relation to the water craft.
4. An arrangement according to Claim 2, characterized in that the rudder stock (4) is connected to a steering machine (11, 13, 14) for rotation of the rudder part relative to the water craft; and in that means (15) are provided for selective locking of the propeller unit strut (8) alterna- tively to the rudder stock for co-rotation of said unit with said stock, or to the water craft (3, 12) in one or more fixed positions thereon.
5. An arrangement according to claim 1, characterized in that the propeller unit (2) includes a substantially vertical strut (8). the bottom end of which is firmly mounted in and carries the propeller unit housing (9) and which extends upwardly in and is journalled for rotation in and supported in the water craft (3) ; in that the rotatable rudder part (1) is journalled for rotation on a d carried by said strut (8) ; and in that the strut (8) is connected to a steering machine (11, 13, 14) for rotation of the propeller unit (2) relative to the water craft, and the propeller unit (2) includes means (19, 20, 21) connected to the rotatable rudder part (1) for rotation of the rudder part relative to the propeller unit strut.
6. An arrangement according to any one of Claims 1 - 5 , characterized in that the propeller unit housing (9) is arranged in a recess in the rudder (1) , which rudder extends both above and behind the opposite end of the propeller unit housing (9) in relation to the propeller (6) , and optionally also below said end.
7. An arrangement according to Claim 6, characterized in that the opposite end of the propeller unit housing (9) relative to the propeller (6) has a part-spherical or part- cylindrical configuration; and in that the rudder part located behind this end of the housing has a leading or front edge which is contiguous with said housing end and a rotational axis which coincides substantially with the centre of curvature of said part-sphere or part-cylinder.
8. An arrangement according to Claim 1 , characterized in that the rudder part located behind the propeller unit hou¬ sing (9) has a thickening which conforms with the stream¬ line configuration of the housing.
9. An arrangement according to any of Claims 1-8, charac¬ terized in that the rudder part located above the propeller unit housing and the rudder part located beneath said hous¬ ing have an asymmetric shape with an inlet angle and profi¬ le arch such as to counteract rotational flow in the pro¬ peller jet.
10. An arrangement according to any one of Claims 1- 9, characterized in that the propeller unit includes two mutu¬ ally spaced and mutually coaxial propellers which rotate in mutually opposite directions.
EP89900669A 1987-12-09 1988-12-08 A combined rudder and propeller arrangement Expired - Lifetime EP0394320B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE8704912 1987-12-09
SE8704912A SE459249B (en) 1987-12-09 1987-12-09 COMBINED ROOTER AND PROPELLER DEVICE

Publications (2)

Publication Number Publication Date
EP0394320A1 true EP0394320A1 (en) 1990-10-31
EP0394320B1 EP0394320B1 (en) 1993-10-20

Family

ID=20370546

Family Applications (1)

Application Number Title Priority Date Filing Date
EP89900669A Expired - Lifetime EP0394320B1 (en) 1987-12-09 1988-12-08 A combined rudder and propeller arrangement

Country Status (9)

Country Link
EP (1) EP0394320B1 (en)
JP (1) JP2657422B2 (en)
KR (1) KR970010830B1 (en)
AU (1) AU2821789A (en)
DE (1) DE3885105T2 (en)
DK (1) DK162037C (en)
FI (1) FI96757C (en)
SE (1) SE459249B (en)
WO (1) WO1989005262A1 (en)

Families Citing this family (21)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10062354B4 (en) 2000-12-14 2007-12-20 Siemens Ag Actuator for a, in particular electrically driven, rudder propeller of a ship
DE50101008D1 (en) * 2001-10-05 2003-12-24 Peter Meyer Propulsion system for ships, in particular for cruise ships
JP3958051B2 (en) 2002-01-22 2007-08-15 三菱重工業株式会社 Ship and its operation method
DE10244295B4 (en) * 2002-09-23 2004-11-04 Siemens Ag Auxiliary rudder on an electric rudder propeller for fast seagoing ships and operating procedures for the auxiliary rudder
DK176054B1 (en) * 2003-06-04 2006-02-27 Schmidt S Marine El As A Steering mechanism for a ship
NO324501B1 (en) * 2003-08-01 2007-11-05 Rolls Royce Marine As Device for increasing the transmission stability of ships
DE102004008805B4 (en) * 2004-02-20 2008-08-14 Siemens Ag Two propeller drive for ships
NO335597B1 (en) 2005-11-30 2015-01-12 Rolls Royce Marine As Device for storing a propulsion unit and a propulsion unit for a marine vessel
EP2163471B1 (en) * 2008-09-12 2011-09-07 Wärtsilä Netherlands B.V. Propulsion and steering arrangement
DK2163472T3 (en) * 2008-09-12 2015-12-07 Wärtsilä Netherlands B V Propulsion and control device
KR20120046324A (en) * 2009-08-27 2012-05-09 롤스 로이스 아베 Rudder device
WO2011110226A1 (en) * 2010-03-12 2011-09-15 Wärtsilä Finland Oy Propulsion and steering unit for waterborne vessel
EP2535262B1 (en) * 2011-06-14 2015-12-30 ABB Oy A propulsion arrangement in a ship
EP2535263B1 (en) 2011-06-14 2014-10-29 ABB Oy A propulsion arrangement in a ship
EP2634084A1 (en) * 2012-02-29 2013-09-04 ABB Oy Arrangement and method in a ship
EP2897858A4 (en) * 2012-09-24 2016-07-06 Rolls Royce Ab Counter rotating pod with flap
KR101763956B1 (en) 2012-11-27 2017-08-02 현대중공업 주식회사 A rudder for ship
JP5984657B2 (en) * 2012-12-20 2016-09-06 三菱重工業株式会社 Swing propeller and ship
DE102017213420A1 (en) * 2017-08-02 2019-02-07 Siemens Aktiengesellschaft Electric actuator system of a nacelle for driving a float
DE102017216818A1 (en) 2017-09-22 2019-03-28 Siemens Aktiengesellschaft Azimutverstellung a gondola
CN114455053B (en) * 2022-01-22 2023-03-07 嘉兴市锦佳船舶制造股份有限公司 River and lake patrol ship

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US818245A (en) * 1905-08-05 1906-04-17 Arthur E Hauck Propeller attachment for boats.
DE326792C (en) * 1919-10-11 1920-10-07 Victor Graf Von Alten Outboard drive for ships built into the rudder

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8905262A1 *

Also Published As

Publication number Publication date
JP2657422B2 (en) 1997-09-24
DK140990A (en) 1990-06-08
DE3885105D1 (en) 1993-11-25
JPH03501714A (en) 1991-04-18
DE3885105T2 (en) 1994-05-05
FI96757C (en) 1997-09-01
SE8704912D0 (en) 1987-12-09
KR920700142A (en) 1992-02-19
AU2821789A (en) 1989-07-05
DK162037B (en) 1991-09-09
WO1989005262A1 (en) 1989-06-15
FI96757B (en) 1996-05-15
KR970010830B1 (en) 1997-07-01
DK162037C (en) 1992-02-10
SE459249B (en) 1989-06-19
DK140990D0 (en) 1990-06-08
EP0394320B1 (en) 1993-10-20
FI902810A0 (en) 1990-06-05

Similar Documents

Publication Publication Date Title
EP0394320B1 (en) A combined rudder and propeller arrangement
JP4789953B2 (en) Ship propulsion system
KR101068346B1 (en) Propulsion unit of marine vessel
US6165031A (en) Marine propulsion and steering unit
JPH03504704A (en) balance marine surface drive
ES2232070T3 (en) APPARATUS OF HELICE ACIMUTAL AND BOAT EQUIPPED WITH SAID DEVICE
WO1996000683A1 (en) Propeller drive unit
NO334694B1 (en) Device in a counter-rotating propulsion system (CRP).
US7090549B2 (en) System to propel an air powered boat
JP2019112054A (en) Ocean vessel
US4004544A (en) Twin turbine-wheel driven boat
CA2527147A1 (en) Marine vessel propulsion and tubular rudder system
US3919965A (en) Boat propeller mounting and steering mechanism
EP1970302A1 (en) Oscillating hydrofoil propulsion and steering system
US4310319A (en) Steerable propeller
US278182A (en) beynolds
US2242642A (en) Shoal draft vessel propulsion
JPS58211994A (en) Double inverted propeller ship
WO2005058690A1 (en) Support for propulsion apparatus for a water-borne vessel, and propulsion apparatus incorporating such support
JP2005178721A (en) Stern shape with stern-up type propeller shaft
JP2018027765A (en) Vessel propulsion system
NO168881B (en) COMBINED PIPE AND PROPELLER DEVICE.
RU2098316C1 (en) Method of motion and maneuvering of ship and bladed propulsion complex
WO1996000682A1 (en) Propeller drive unit
RU2075422C1 (en) Shipboard caterpillar bladed propeller

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 19900521

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): BE DE FR GB IT NL

17Q First examination report despatched

Effective date: 19920205

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): BE DE FR GB IT NL

REF Corresponds to:

Ref document number: 3885105

Country of ref document: DE

Date of ref document: 19931125

ITF It: translation for a ep patent filed

Owner name: DOTT. GIOVANNI LECCE & C.

ET Fr: translation filed
PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed
REG Reference to a national code

Ref country code: GB

Ref legal event code: IF02

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: NL

Payment date: 20071219

Year of fee payment: 20

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: BE

Payment date: 20071219

Year of fee payment: 20

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20071219

Year of fee payment: 20

Ref country code: FR

Payment date: 20071130

Year of fee payment: 20

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20071229

Year of fee payment: 20

Ref country code: DE

Payment date: 20071220

Year of fee payment: 20

BE20 Be: patent expired

Owner name: *KAMEWA A.B.

Effective date: 20081208

REG Reference to a national code

Ref country code: GB

Ref legal event code: PE20

Expiry date: 20081207

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: NL

Free format text: LAPSE BECAUSE OF EXPIRATION OF PROTECTION

Effective date: 20081208

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF EXPIRATION OF PROTECTION

Effective date: 20081207