EP2060483B1 - High-performance rudder for ships - Google Patents

Description

The invention relates to a Hochleistungsruder for ships, which is designed as Vollschweberuder and has a rudder blade, a rudder trunk and a rudder stock, wherein the rudder blade comprises a nose strip and a terminal strip. Such rudders are known in the art. When installed in a ship, the rudder is normally located in the direction of travel of the ship behind a propeller provided on the hull, the nose strip of the rudder blade facing the propeller and the end bar facing away from the propeller. Nose and end bar are normally aligned vertically in the installed state.

v

= Geschwindigkeit

K1

= Faktor, abhängig vom Seitenverhältnis der Ruderfläche

K2

= Faktor, abhängig von der Art des Ruderprofils

K3

= Faktor, abhängig von der Ruderanordnung

K_t

= Faktor, abhängig vom Schubbelastungsgrad

High-efficiency rudders, also known as "high lift rudders", are rudders which generate a high dynamic buoyancy and thus have a particularly good rudder effect. As Hochleistungsruder particular rudders are considered, which have a K ₂ factor of 1.4 or higher. The height of this K ₂ factor depends in particular on the shape of the profile. The K ₂ factor is a factor used to determine the rudder force according to the following formula: $${\mathrm{C}}_{\mathrm{R}}=\mathrm{132}\cdot \mathrm{A}\cdot {\mathrm{v}}^{\mathrm{2}}\cdot {\mathrm{K}}_{\mathrm{1}}\cdot {\mathrm{K}}_{\mathrm{2}}\cdot {\mathrm{K}}_{\mathrm{3}}\cdot {\mathrm{K}}_{\mathrm{t}}\left[\mathrm{N}\right]$$

v

= Speed

K1

= Factor, depending on the aspect ratio of the rudder surface

K2

= Factor, depending on the type of rudder profile

K3

= Factor, depending on the rudder arrangement

K _t

= Factor, depending on the degree of thrust load

For the purposes of the present invention, the term "rigid rudder" is understood below to mean a rudder blade which consists of a single, rigid body and no articulating or movable parts, such as a steerable fin o. The like., Has.

The US 3,847,104 , which is considered to be the closest prior art by the Examining Division of the European Patent Office, shows a rudder for inland waterway vessels with straight sidewalls extending in a profile view from a sharp-edged, straight-line leading edge to an area where the rudder post is located widening run, from there back to rejuvenate again and finally end in a dovetail-shaped end bar, the end bar has the largest profile width of the rudder.

It is an object of the present invention to provide a Hochleistungsruder of the type mentioned in which good maneuverability can be achieved with a particular rigid rudder blade without moving parts and at the same time high stresses, in particular bending moments, can be suspended and thus for very large Ships can be used.

This object is achieved with a Hochleistungsruder with the features specified in claim 1.

Hereinafter, a Hochleistungsruder of the type mentioned in cross-sectional view a rudder blade profile, which widened from the rounded nose bar in the rudder longitudinal direction to a central region, which forms the widest point of the rudder profile, at a first flank angle of 5 ° to 25 ° from the middle range to one towards the rear region, which forms the narrowest point of the rudder profile, tapers at a second flank angle of 5 ° to 17 °, and widened again from the rear region to the preferably straight-lined end strip, in particular dovetailed. Furthermore, the width ratio of the width of the end bar to the width of the central area is 0.3 to 0.5. Furthermore, the rudder trunk of the rudder is provided as a cantilever beam with a central inner longitudinal bore for receiving the rudder stock and reaching into the rudder blade reaching into, for storage of the rudder stock a bearing in the inner longitudinal bore of the rudder coker is arranged, with its free end in a recess, collection o. The like extends into the rudder stock, wherein the rudder stock led out with an end portion of the rudder trunk and connected to this end portion of the rudder blade, wherein no storage between the rudder blade and the rudder trunk is provided, and wherein the bottom bracket for the storage of the rudder stock in the helm in the area of the free End of the rudder coker is arranged. Accordingly, the invention consists of the interaction of a specially designed rudder profile with a special rudder bearing assembly. Due to the specially designed rudder profile, the flow and maneuvering properties of the high-performance rudder are initially greatly improved. First, the rounded trained front leading edge ensures that set for the leading edge at all rudder positions or angles good flow characteristics. Through the dovetail-like extension from the rear area to the preferably rectilinear rear end bar, or by the broadening of this area, the flow is accelerated again in this area and thus the buoyancy is increased again in the rear of the rudder. Overall, the Kursstabilltät be significantly improved by reducing the drift and the vessel control properties by the special design of the profile. With the rudder according to the invention, rudder angles to starboard and port of up to 70 ° each are possible. The end bar can also convex or even multiple convex, for example, bi-convex, in addition to a rectilinear design.

Due to the special bearing arrangement for this rudder profile, there is the advantage that the rudder trunk is guided into the rudder blade and the rudder stock is mounted in the end region of the rudder coker in a collection o. The like. The rudder blade by means of a bearing. This requires no further storage of the rudder blade on the outer wall surface of the rudder coker. Thus, the lower main bearing, also called neck bearing, be positioned near the buoyancy center of the rudder and not as in conventional bearing assemblies above the rudder blade. As a result, the loads and bending moments acting on the rudder blade, significantly reduced. In particular, on the rudder stock, unlike conventional rudders, no or only low bending moments act as it is stored in its lower, inserted into the rudder blade area in the rudder box. As a result, the rower can respect his Circumference and the rudder blade itself are carried out in terms of its width much slimmer than conventional high-performance rudders. As a result, rudder constructions of the high-efficiency rudder according to the invention are also possible for very large ships, ie in very large dimensions. Furthermore, this reduces the cost of manufacturing over conventional oars, as less material is consumed. The reduction of the rudder width is extremely advantageous especially with rudders with the profile according to the invention, since these have increased buoyancy forces due to their profiling, which act on the rudder blade, so that this has to be made stronger or wider than in the case of rudders with other profiles and thus they have a relatively large resistance, which is reduced by the reduction of the rudder width. In this respect, a use of such profiled rudders for large ships would not be possible without the bearing arrangement according to the invention.

Further advantageous embodiments of the invention are characterized in the subclaims.

According to a preferred embodiment of the invention, the rudder according to the invention is provided in a ship which comprises a propeller associated with the rudder and arranged on a drivable propeller shaft. The connection of the rudder stock with the rudder blade is also located above the propeller shaft center. The advantage here is that for replacing the propeller shaft of the rudder post after removal of the rudder blade from the rudder rod bearing no longer needs to be pulled out because the connection of the rudder stock with the rudder blade above the propeller shaft center and the rudder stock in its end with the rudder blade, in particular by means of a press fit.

Furthermore, it may be appropriate to symmetrically form the rudder profile, so that set both starboard side and port side the same buoyancy conditions. Such a form of training is advantageous for the price stability of a ship.

In a further preferred embodiment, the end strip, which is normally facing away from the ship's propeller in the installed state, has two superposed end strip sections, which are arranged laterally offset from one another. The indication that the Endleistenabschnitte are arranged one above the other, refers to the installed state of the rudder blade, in which usually one section is disposed above the other. Generally speaking, the two Endleistenabschnitte are therefore arranged adjacent to each other. Preferably, they are separated by a dividing line or plane, which runs substantially horizontally in the installed rudder state. The staggered arrangement of one Endleistenabschnitt is offset to port or starboard and the other Endleistenabschnitt to starboard or port. As a result, an offset surface is formed at each end strip section in the region in which the two end strip sections adjoin one another, which in each case protrudes, usually laterally, beyond the other end strip section. In this embodiment results in the transition region between the two Endleistenabschnitten to each side of a (90 °) edge, which opens into one of the offset surfaces. On the inside of the offset surfaces, another (90 °) edge forms.

In a further embodiment, a transition region can be provided between the two end strip sections, which forms a flowing transition between the two offset end strip sections, so that no offset surfaces or edges or the like are produced. Due to the staggered or twisted arrangement of Endleistenabschnitte the individual sections adapt to the swirl generated by the propeller, so that an energy recovery can be achieved, which leads to a reduction in fuel consumption at the same power.

Particularly preferably, the individual Endleistenabschnitte are formed in this embodiment in a cross-sectional view in the form of a half, longitudinally split dovetail. In this case, in the one Endleistenabschnitt the tip of the dovetail to port and the other Endleistenabschnitt to starboard. In other words, the two dovetail portions are arranged in mirror image in a plan view of the rudder profile. By such a configuration, a particularly high energy recovery can be achieved.

Tests by the applicant have shown that it is particularly advantageous if the first flank angle is 10 ° to 20 °, preferably 12 ° to 16 °. This results in a particularly streamlined profile of the rudder blade, which has a favorable effect on the buoyancy of the rudder. In conventional oars, the first flank angles are significantly larger than is the case in the present invention, since there the rudder blade body must be made wider overall, in order to absorb the loads occurring, especially in large vessels. Due to the design of the high efficiency rudder according to the invention such a wide design is not necessary, and it can be used smaller flank angles, which lead to an overall slimmer rudder blade.

According to a further preferred embodiment, the second flank angle is 8 ° to 13 °, preferably 11 °. Similar to the first flank angle, the second flank angle in the present invention may also be flatter than conventional prior art comparable rudders.

Advantageously, the width ratio of the width of the end strip to the width of the middle region is 0.3 to 0.5, preferably 0.35 to 0.45, particularly preferably 0.38 to 0.43. The middle area marks the widest or thickest area of the rudder profile. By means of the rudder bearing arrangement according to the invention, it is possible to achieve such width ratios between the widest point and the width of the rear leading edge. In known from the prior art rudders the width ratios are much smaller, ie, the middle, widest range of the rudder profile is much larger in the rudders of the prior art compared to the width of the rear leading edge. This is because in the prior rudder oars, the rudder stock must be extremely wide and the rudder blade must be reinforced to accommodate the loads acting on it, especially large oars for large vessels, since the oar is not in the oar Rudder blade is inserted and thus act on the rudder stock much larger loads. Thus maximum width ratios of 0.25 are possible with rudders known from the prior art (see, for example DE 2 303 299 A1 ), which increases the required material usage and thereby the manufacturing cost. Furthermore, the drag of these rudders is greater.

Further, the aspect ratio of the distance from the rudder center to the leading edge bar is 0.25 to 0.45, preferably 0.35 to 0.43, more preferably 0.38 to 0.42 with respect to the total length of the rudder. Such an arrangement of the rudder stock with respect to the overall length of the rudder improves overall the airfoil of the rudder. In particular, at a ratio of 0.4 results in a particularly optimal, fluidic balancing of the rudder. The rudder stock is also preferably arranged in the central region of the rudder, ie at its widest or thickest point. As a result, the fulcrum of the rudder is located in the middle area, ie in the area the largest profile thickness. Such an arrangement is possible only by the special, slim profile design in conjunction with the special, inventive rudder bearing. By arranging the rudder stock in the region of the largest profile thickness, it is again possible to introduce the rudder trunk and the rudder stock into the rudder blade.

According to a further preferred embodiment of the invention, the ratio of the propeller diameter to the height of the rudder blade is 0.8 to 0.95, preferably 0.82 to 0.9, particularly preferably 0.85 to 0.87. This ensures that always the entire profile of the rudder blade can be flown by the propeller jet and thus a maximum buoyancy is achieved. The inventive design, it is possible to perform comparatively high rudder blades, since the storage takes place within the rudder blade and thus the bending moment load is much lower compared to more above stored rudder blades. In this respect, the height of the rudder blade can be greater than known from the prior art rowing.

Preferably, the rudder profile between the central region (the widest point of the rudder profile) and the rear region (the narrowest point of the rudder profile) has a substantially rectilinear or substantially convex arc shape. As a result, an optimum shaping with regard to the flow properties of the rudder can be achieved.

Fig. 1

eine Seitenansicht eines Hochleistungsruders mit einem am Schiffsrumpf gelagerten Ruderblatt und einem dem Ruder zugeordneten Propeller;

Fig. 2a

einen senkrechten Schnitt gemäß der Schnittlinie A-A aus Fig. 1;

Fig. 2b

Querschnittsansichten des Ruderprofils entlang der jeweiligen Schnittlinien durch die Darstellung aus Fig. 2a;

Fig. 3a

eine Seitenansicht eines schematisch dargestellten Hochleistungsruders als Vollschweberuder aus dem Stand der Technik mit dazugehörigem Momentenverlauf;

Fig. 3b

eine schematische Seitenansicht eines erfindungsgemäßen Hochleistungsruders als Vollschweberuder mit dazugehörigen Momentenverlauf;

Fig. 4a

eine perspektivische Ansicht eines Ruderprofils mit Querschnittsansichten des Profils;

Fig. 4b

eine perspektivische Ansicht eines weiteren Ruderprofils mit Querschnittsansichten des Profils;

Fig. 4c

eine perspektivische Ansicht noch eines weiteren Ruderprofils mit Querschnittsansichten dieses Profils; und

Fig. 5

eine Teilansicht eines erfindungsgemäßen Querschnittsprofils, das über ein aus dem Stand der Technik bekanntes Profil gelegt ist.

Embodiments of the invention are explained below with reference to the drawings. They show schematically:

Fig. 1

a side view of a high-efficiency rudder with a rudder blade mounted on the hull and a propeller associated with the rudder;

Fig. 2a

a vertical section according to the section line AA Fig. 1 ;

Fig. 2b

Cross-sectional views of the rudder profile along the respective section lines through the representation Fig. 2a ;

Fig. 3a

a side view of a high-performance rudder schematically shown as Vollschweberuder from the prior art with associated torque curve;

Fig. 3b

a schematic side view of a Hochleistungsruders invention as Vollschweberuder with associated torque curve;

Fig. 4a

a perspective view of a rudder profile with cross-sectional views of the profile;

Fig. 4b

a perspective view of another rudder profile with cross-sectional views of the profile;

Fig. 4c

a perspective view of yet another rudder profile with cross-sectional views of this profile; and

Fig. 5

a partial view of a cross-sectional profile according to the invention, which is placed over a known from the prior art profile.

In the illustrated various embodiments, the same components are provided with the same reference numerals.

In Fig. 1 and 2a a rudder arrangement is shown which comprises a rudder 100 with a rudder blade 10 and a propeller 30. The propeller 30 is connected to a hull (not shown here). With 40 is a rudder stock and 50 denotes a rudder trunk 40 surrounding rudder trunk. The propeller 30 is associated with the rudder blade 10. The rudder blade 10 is connected to a hull 60 via the rudder shaft 40. The rudder blade 10 has a front, the propeller 30 facing nose strip 13 and a rear, the propeller 30 facing away from the end bar 18.

The rudder blade 10 has a preferably cylindrical collection 11. The collection 11 is designed to receive the free end 51 of the rudder coker 50.

The rudder trunk 50 is provided as a cantilever with a central inner longitudinal bore 52 for receiving the rudder stock 40 for the rudder blade 10 so that it has approximately the shape of a tube. In addition, the rudder trunk 50 is formed reaching into the rudder blade 100. In its inner longitudinal bore 52, the rudder trunk 50 has a bearing 53 for supporting the rudder stock 40, this bearing 53 being arranged in the lower end region 51 of the rudder coker 50. The rudder stock 40 is led out with its free end 41 from the rudder trunk 50 or the bearing 53. This free, from the rudder trunk 50 projecting end 41 of the rudder stock 40 is fixedly connected to the rudder blade 10 by means of a press fit, but also here a connection is provided which allows release of the rudder blade 10 of the rudder stock 40 when the propeller shaft are replaced should. The connection of the rudder stock 40 in the area 41 with the rudder blade 10 is above the propeller shaft center 31 (see Fig. 1 ), so that only the rudder blade 10 must be removed from the rudder stock 40 for the expansion of the propeller shaft, while pulling the rudder shaft 40 from the rudder trunk 50 is not required because both the free lower end 51 of the rudder 50 and the free lower end 41 of the rudder stock 40 are above the propeller shaft center 31. To secure the bond between the free end 41 of the rudder stock 40 and the rudder blade 100, a lock nut 42 is provided. The region of the rudder blade 100 surrounding the free end 41 is made of wrought iron forging and is also referred to as a "hub".

In this in the Fig. 1 and 2a shown embodiment, only a single inner bearing 53 is provided for the storage of the rudder stock 40 in the rudder trunk 50; another bearing for the rudder blade 10 on the outer wall of the rudder coker 50 is omitted.

The Fig. 2b shows the profile of the rudder blade 10 along a section line 12. It can be clearly seen that the rudder blade 10 has a rounded front leading edge 13 in the profile view. From the nose strip 13, the profile of the rudder blade 10 extends at a first flank angle α up to a central region 14, which forms the widest point of the profile or rudder blade 10. The first flank angle α is formed by a tangential 15 to the widening area between the front groin 13 and central region 14 and the cutting line 12, the latter also represents the longitudinal axis of the profile of the rudder blade 10. From the central region 14, the profile of the rudder blade 10 tapers again up to a rear region 16, which forms the narrowest point of the rudder profile. The taper takes place at a second flank angle β, which is formed by a tangential 17 and the cutting line 12. From the rear region 16, the profile widened again to its end, which is formed by a rear end bar 18 which is formed straight. In the present case, this widening is formed on both sides in a middle region which is related to the rudder blade height, so that the rudder profile widened in a dovetail manner. In the upper and lower area of the rudder blade, the broadening is unilaterally formed, so that there is a half dovetail. The one widening is provided on the port side and the other widening on the starboard side. In principle, however, the widening can also be designed dovetail-like or unilaterally over the entire rudder blade height.

Fig. 4a shows a perspective view of a rudder profile that the profile of the rudder from the Fig. 2a and 2b equivalent. Corresponding the cross-sectional views of the Fig. 4a consistent with the cross - sectional view of the Fig. 2b , How out Fig. 4a is recognizable, the rudder blade 10 is formed twisted in its rear region, ie, the end bar 18 is divided into two Endleistenabschnitte 18 a, 18 b, which are arranged one above the other. The two Endleistenabschnitte 18a, 18b are approximately equal in size and are divided by a horizontally extending and centrally located in the rudder blade 10 separating line or parting plane. They are arranged offset to one another, wherein the upper Endleistenabschnitt 18a viewed in the direction of the ship to port and the lower Endleistenabschnitt 18 b are offset to starboard. In this respect, in the upper cross-sectional view in the end region of the rudder blade results in a port-side widening 18a in the form of a half dovetail and in the lower cross-sectional view a mirror-image, starboard widening 18b. In the middle cross-sectional view, the two half-dovetail-shaped Endleistenabschnitte 18a, 18b are shown superimposed and thus made up again a full dovetail ("fishtail"). Due to the staggered arrangement of the Endleistenabschnitte 18a, 18b to each other, resulting in the region in which the two Endleistenabschnitte 18a, 18b adjacent to each side of the rudder blade an offset surface 19. The offset surface 19 is from that portion of the upper edge portion of the Endleistenabschnittes 18b or the lower edge portion of the Endleistenabschnittes 18 a formed projecting laterally.

Fig. 4b shows a similar embodiment of a rudder profile with two mutually offset end strip portions 18a, 18b, wherein between these two Endleistenabschnitten 18a, 18b, a transition region 20 is provided. This transition region 20 extends obliquely with respect to a vertical axis and connects the two Endleistenabschnitte 18 a, 18 b with each other, so that a smooth transition without edges or offset surfaces u. Like., Created. Thus results also in the area of the end bar 18 a closed flow profile. The cross-sectional considerations of the rudder profile Fig. 4b are similar to those out Fig. 4a respectively. Fig. 2b ,

Fig. 4c shows a further perspective view of another rudder profile. In this rudder profile, the end bar 18 is formed continuously, that is, it has no mutually offset portions. Correspondingly, the cross-sectional considerations of this profile reveal a dovetailed widening from the rear region 16 to the end strip 18 both in the upper and in the lower region. Basically, the course of the profiles from the Fig. 4a to 4c similar to the course of the Fig. 2b with respect to the widening of the profile at a first flank angle α and the taper of the profile at a second flank angle β.

Fig. 3a schematically shows a rudder blade 10 of a Vollschweberuders from the prior art. This rudder blade 10 is connected to a rudder shaft 40 with a hull (not shown here), wherein the rudder shaft 40 is connected in the upper part of the rudder blade 10 fixed thereto. The rudder stock 40 is mounted with a first, upper bearing 70 and a second, lower bearing 71, wherein the second lower bearing is arranged directly above the rudder blade 10.

In Fig. 3b 1, a rudder blade 10 according to the present invention is shown schematically, in which the rudder stock 40 is supported in its upper region by an upper bearing 70 and by a bearing 53 which is arranged in the lower region of the rudder shaft in the rudder blade 10. The rudder stock 40 is here introduced into the rudder, which in the prior art Fig. 3a not the case. The helm is not shown here for the sake of clarity. Thus, the lower bearing 53 is in the Fig. 3b in the embodiment according to the invention of the rudder closer to the buoyancy center of the rudder blade 10 than this in the rudder from the prior art according to Fig. 3a the case is. Accordingly arises at the rudder Fig. 3b a different moment course than at the Fig. 3a , In both cases, an equally large, constant line load as acting on the rudder blade 10 load the calculation is based. In the Fig. 3a results in the maximum moment M _b at the height of the upper bearing 71, while it is in accordance with the rudder Fig. 3b at the height of the lower bearing 53, which is disposed within the rudder blade 10 adjusts. Also, the maximum moment M _b at the Fig. 3b significantly lower than the Fig. 3a (about 50% lower). This is due to the fact that the lever with which the load p _R acts on the rudder blade 10 in the arrangement of Fig. 3b is significantly lower than in the arrangement Fig. 3a , Thus, it is possible, the rudder assembly according to the Fig. 3b to use in much larger ships, as in the arrangement of the Fig. 3a the case is.

Fig. 5 shows one half of two rudder profiles 10, 10 ', which are superimposed. The rudder profile 10, which is marked with a thicker line, corresponds to the profile of a rudder according to the invention, while the profile 10 'corresponds to a rudder, as is known from the prior art. The rudder profiles 10, 10 'are longitudinally divided by a cutting line 12, wherein the cutting line 12 simultaneously corresponds to the longitudinal axis of the rudder profiles. The other halves of the rudder profiles 10, 10 'are mirror images and omitted for clarity. The representation from the Fig. 5 is only a schematic representation to illustrate the differences between the inventive profile 10 and the known from the prior art profile 10 'and is not to scale.

The profile 10 of the invention widens from the rounded nose bar 13 in the rudder longitudinal direction at a first flank angle α to a central region 14. From there, the profile tapers again at a flank angle β up to the rear Area 16. The rear area 16 represents the narrowest point of the rudder profile, whereas the central area 14 represents the widest point of the rudder profile. From the rear region 16, the profile widened again to the end bar 18 dovetailed. The rudder trunk 50 with the rudder stock located therein is provided in the central region 14 of the rudder profile. The pivot point 43 of the rudder profile or the rudder shaft center is located at the height of the thickest profile point 14. The distance between the fulcrum and the thickest profile point and the leading edge 13 is indicated by the letter a and is about 40% of the total length of the rudder.

In contrast, the known from the prior art profile 10 'widens from the leading edge 13 from a much larger flank angle α'. As a result, the area of the thickest profile thickness 14 'is much closer to the leading edge bar 13 than is the case with the profile 10 according to the present invention. The distance between the central region 14 'of the profile 10' and the leading edge 13 is indicated by the letter b and is about 20% of the total length of the rudder profile 10 '. The rudder profile 10 'tapers from the central region 14' at a flank angle β 'up to the rear region 16, wherein the flank angle β' is also greater than the flank angle β. In the area between the middle region 14 'and the rear region 16, the profile 10' has a concave curvature, whereas the profile profile of the profile 10 between the middle region 14 and the rear region 16 runs slightly convex. Due to the inventive design of the rudder profile 10, it is possible to provide a rudder trunk 50 that is guided deep into the rudder blade 10. In the profile 10 'of the prior art, this would not be possible because there would not be enough space for the rudder trunk 50 in the area of the fulcrum 43. Furthermore, the profile 10 'is wider overall in its central region 14' than the profile 10 in its middle region 14, so that this results in a higher resistance in the profile 10 'relative to the profile 10.

LIST OF REFERENCE NUMBERS

100

rudder

10

rudder blade

11

collection

12

intersection

13

leading edge

14

middle area

15

tangential

16

the backstage area

17

tangential

18

end strip

18a, 18b

trailing edge sections

19

offset surface

20

Transition area

30

propeller

31

Propeller shaft center

40

rudder

41

free end

42

locknut

43

pivot point

50

rudder trunk

51

free end

52

Internal longitudinal bore

53

camp

60

hull

70

upper bearing

71

lower camp

α

first flank angle

β

second flank angle

Claims (13)

1. A high-performance rudder (100) for ships which is configured as a full spade rudder, comprising a rudder blade (10), a rudder trunk (50) and a rudder shaft (40), wherein the rudder blade (10) has a leading edge (13) and a trailing edge (18),
   wherein the profile of the rudder blade (10) in a cross-sectional view widens at a first flank angle (α) in a longitudinal direction of the rudder from the leading edge (13) to a central area (14) which forms the widest point of the rudder profile, tapers at a second flank angle (β) from the central area (14) to a rear area (16), which forms the narrowest point of the rudder profile, and widens again, in the form of a fishtail, from the rear area (16) to the trailing edge (18),
   wherein the rudder trunk (50) is provided as a cantilever with a central inner longitudinal bore (52) for receiving the rudder shaft (40) and is configured to extend sufficiently into the rudder blade (10), wherein a bearing (53) is disposed in the inner longitudinal bore (52) of the rudder trunk (50) for mounting the rudder shaft (40), the bearing extending with its free end (51) into a recess, taper or the like (11) in the rudder blade (10), wherein an end area (41) of the rudder shaft (40) is drawn out of the rudder trunk (50) and is connected to the rudder blade (10), wherein no bearing is provided between the rudder blade (10) and the rudder trunk (50) and wherein the bearing (53) for mounting the rudder shaft (40) is disposed in the rudder trunk (50) in the area of the free end (51) of the rudder trunk (50),
   wherein the leading edge (13) is configured to be rounded,
   wherein the first flank angle (α) is 5° to 25° and
   wherein the second flank angle (β) is 5° to 17°.
2. The high performance rudder for ships according to claim 1, characterized in that the rudder profile is configured to be symmetrical.
3. The high performance rudder according to claim 1, characterized in that the trailing edge (18) comprises two superimposed trailing edge sections (18a, 18b) which are disposed laterally offset to each other.
4. The high performance rudder according to claim 3, characterized in that the trailing edge sections (18a, 18b) in a cross-sectional view have the shape of a half, longitudinally divided fishtail.
5. The high performance rudder for ships according to any one of the preceding claims, characterized in that the first flank angle (α) is 10° to 20°, preferably 12° to 16°.
6. The high performance rudder for ships according to any one of the preceding claims, characterized in that the second flank angle (β) is 8° to 13°, preferably 11°.
7. The high performance rudder for ships according to any one of the preceding claims, characterized in that the width ratio of the width of the trailing edge (18) to the width of the central area (14) is 0.3 to 0.5, preferably 0.35 to 0.45, particularly preferably 0.38 to 0.43.
8. The high performance rudder for ships according to any one of the preceding claims, characterized in that the length ratio of the distance from center the middle of the rudder shaft to the trailing edge (13) to the overall length of the rudder (10) is 0.25 to 0.45, preferably 0.35 to 0.43, particularly preferably 0.38 to 0.42.
9. The high performance rudder according to any one of the preceding claims, characterized in that the rudder shaft is disposed in the central area (14).
10. The high performance rudder for ships according to any one of the preceding claims, characterized in that the ratio of the propeller diameter to the height of the rudder blade (10) ranges from 0.8 to 0.95, preferably 0.82 to 0.9, particularly preferably is 0.85 to 0.87.
11. The high performance rudder according to any one of the preceding claims, characterized in that the rudder profile between the central area (14) and the rear area (16) runs substantially linearly or has a convex arc-shaped profile.
12. Ship, characterized in that it has a rudder (100) according to any one of the preceding features.
13. The ship according to claim 12, which comprises a propeller (30) assigned to the rudder (100) and disposed on a drivable propeller shaft (30), characterized in that the connection of the rudder shaft (40) to the rudder blade (10) lies above the centre of the propeller shaft (31).

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