EP2060484B2 - Gouvernail pour bateaux - Google Patents

Gouvernail pour bateaux Download PDF

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Publication number
EP2060484B2
EP2060484B2 EP07024061.9A EP07024061A EP2060484B2 EP 2060484 B2 EP2060484 B2 EP 2060484B2 EP 07024061 A EP07024061 A EP 07024061A EP 2060484 B2 EP2060484 B2 EP 2060484B2
Authority
EP
European Patent Office
Prior art keywords
rudder
cross
section
rudder blade
sections
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.)
Active
Application number
EP07024061.9A
Other languages
German (de)
English (en)
Other versions
EP2060484B1 (fr
EP2060484A1 (fr
Inventor
Mathias Kluge
Henning Kuhlmann
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.)
Becker Marine Systems GmbH and Co KG
Original Assignee
Becker Marine Systems GmbH and Co KG
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
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Application filed by Becker Marine Systems GmbH and Co KG filed Critical Becker Marine Systems GmbH and Co KG
Priority to PL07024061T priority Critical patent/PL2060484T5/pl
Priority to TW097105007A priority patent/TWI352677B/zh
Priority to SG200801245-2A priority patent/SG152963A1/en
Priority to US12/070,346 priority patent/US7802531B2/en
Priority to JP2008056222A priority patent/JP4841578B2/ja
Priority to KR1020080030871A priority patent/KR101281977B1/ko
Priority to CN2008100930289A priority patent/CN101434294B/zh
Priority to DE202008014375U priority patent/DE202008014375U1/de
Priority to EP08018925A priority patent/EP2060486B1/fr
Priority to ES08018924T priority patent/ES2341393T3/es
Priority to PT08018924T priority patent/PT2060485E/pt
Priority to DE502008000400T priority patent/DE502008000400D1/de
Priority to ES08018925T priority patent/ES2340741T3/es
Priority to PT08018925T priority patent/PT2060486E/pt
Priority to AT08018925T priority patent/ATE457925T1/de
Priority to DE502008000377T priority patent/DE502008000377D1/de
Priority to AT08018924T priority patent/ATE458670T1/de
Priority to EP08018924A priority patent/EP2060485B1/fr
Priority to TW097143320A priority patent/TWI363728B/zh
Priority to TW097143317A priority patent/TWI370084B/zh
Priority to KR1020080111796A priority patent/KR101466991B1/ko
Priority to JP2008289824A priority patent/JP5175690B2/ja
Priority to CN2008101895511A priority patent/CN101531249B/zh
Priority to CN2008101895507A priority patent/CN101531248B/zh
Priority to JP2008289823A priority patent/JP4901843B2/ja
Priority to KR1020080112137A priority patent/KR20090049551A/ko
Publication of EP2060484A1 publication Critical patent/EP2060484A1/fr
Priority to HK09107784.6A priority patent/HK1129639A1/xx
Priority to HK09110620.8A priority patent/HK1132718A1/xx
Priority to HK09110623.5A priority patent/HK1132719A1/xx
Priority to HR20100156T priority patent/HRP20100156T1/hr
Priority to HR20100291T priority patent/HRP20100291T1/hr
Application granted granted Critical
Publication of EP2060484B1 publication Critical patent/EP2060484B1/fr
Priority to HRP20110353TT priority patent/HRP20110353T4/hr
Priority to KR1020120119775A priority patent/KR101433465B1/ko
Priority to KR1020130034026A priority patent/KR101421375B1/ko
Publication of EP2060484B2 publication Critical patent/EP2060484B2/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders
    • 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
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders
    • B63H2025/388—Rudders with varying angle of attack over the height of the rudder blade, e.g. twisted rudders

Definitions

  • the invention relates to a rudder for ships, comprising a rudder blade, which has a nose strip and an end strip, wherein the rudder blade has two superimposed rudder blade sections whose nose strip sections and / or Endolinnabitese are offset from each other such that the one nose strip section and / or Endolinnabterrorism to port or starboard and the other leading edge portion and / or end portion are offset to starboard and port, and that the one leading ridge portion and / or end ridge portion has a port offset surface projecting beyond the other leading ridge portion and / or the other end ridge portion and the other leading ridge portion and / or Endologicalnabites has a starboard offset surface which projects beyond the one leading edge portion and / or Endolinnabterrorism.
  • rudders are known in the art and are often referred to as twisted rudders.
  • the rudder blade is divided into upper and lower halves, and upper and lower rudder blade sections along a cutting plane that is normally generally horizontally aligned with a built-in rudder.
  • the dividing line between the two rudder blade sections in a profile view can also be formed non-rectilinear, for example stepped.
  • the two rudder sections are arranged adjacent to each other and firmly connected.
  • Each rudder blade section includes a nose strip section and a tail strip section.
  • the front nose strip areas or (sections) of the two rudder sections are offset from each other or rotated, whereas the two side wall surfaces of the respective rudder blade sections converge into a single, continuous end strip.
  • the offset or the twisting of the rudder blade therefore occurs in these embodiments only in the front region, which faces the propeller on.
  • multi-twisted rudders are also known in which the front nose bar is divided into three or more sections, wherein a portion is arranged offset relative to its adjacent sections.
  • the propeller facing away Endangnabterrorisme the individual rudder blade sections are offset from each other.
  • the opposite, facing the propeller nose strip sections run together in this embodiment in a continuous, single bar.
  • both the rudder blade sections of the nose rail and the end rail are offset from each other, wherein in this embodiment typically the nose and the end bar of a rudder blade section to different sides, d. H. one bar to starboard and the other bar to port, are offset.
  • the rudder blade When installed in a ship, the rudder blade is arranged on a driven propeller axis and associated with the hull propeller, the rudder blade is arranged in the direction of travel of the ship behind the propeller and the rudder blade is arranged such that the (front) leading edge of the propeller facing and the (rear) end bar facing away from the propeller. Further, the rudder usually includes in addition to the rudder blade a rudder and a rudder stock.
  • the rudder blade sections are arranged one above the other refers to the installed state of the rudder blade, in which usually one section is arranged above the other.
  • the two rudder blade sections are therefore arranged adjacent to each other. Due to the staggered arrangement of the anterior lobes to each other, arises at each leading edge in the region in which the two lobes abut each other, each an offset surface, which, usually laterally, in each case over the other front lumbar or protrudes.
  • there is one (90 °) edge on each side which opens into one of the offset surfaces.
  • another (90 °) edge is created.
  • the Fig. 7 and 8th show examples of known from the prior art, twisted oars with staggered nose strips (sections).
  • the rudder blade 100 each has two superimposed rudder blade sections 10, 20, wherein the front nose strip sections 11, 21 are offset such that one leading edge (or leading edge portion) 11 to port BB and the other leading edge (or leading edge portion) 21 to starboard SB are offset.
  • the two side wall surfaces 100a, 100b of the rudder blade 100 or both rudder blade sections 10, 20 merge into a single, continuous end bar 30. Since the two front nose strips 11, 21 are to be arranged staggered in the twisted rudder, one leading edge must always be offset to starboard and the other to port side.
  • offset surface 18th Die in Fig. 8 shown offset surface 18 is formed by that part of the underside of the upper nose strip 11, which passes over the lower nose strip 21.
  • the existing on the opposite side offset surface (not shown here) is correspondingly formed by that part of the top of the lower edge 21, which extends beyond the upper edge 11.
  • FIG. 9 shows another example of a known from the prior art, twisted rudder, in which the two rudder blade sections 10, 20 of the rudder blade 100 are offset from one another in the region of their end strip sections 30a, 30b.
  • the propeller in the installed state facing front nose strip 11, however, is formed continuously. Due to the staggered arrangement, an offset surface 18 also results in this embodiment on each rudder side, the offset surfaces 18 being formed between the transitions of the end strips 30a, 30b. In the Figur9 shown offset surface 18 is formed by that part of the upper side of the lower end bar 30b, which laterally beyond the upper end bar 30a.
  • Costa pears are relatively large pear- or zeppelin-like bodies that are provided on rudder blades.
  • Costa pears are generally known and sometimes referred to as propulsion pear. They are provided as an extension of the propeller (shaft) axis in the area of the rudder blade and project clearly from the rudder blade in the direction of the propeller and over the rudder blade.
  • Oars with such Costa bulbs are for example in the JP 09 011990 A or the DE 11 40 484 B shown.
  • Costa pears stand so far from the rudder blade that they come (almost) to the propeller hub to the plant.
  • the distance between Costa bulb and propeller or propeller hub should generally be as low as possible, so that as far as possible the entire flow of water generated by the propeller flows along the outside of the Costa bulb and not between Costa bulb and propeller hub.
  • the Costa bulb exerts a strong influence on the propulsion behavior of the ship. If it is provided on an existing twisted rudder, it adversely affects the propulsion behavior and must be specially adapted to the propulsion system of the ship, which entails complex and costly tests and experiments. If such an adaptation does not take place, the provision of the Costa bulb will drastically increase the fuel consumption of the ship.
  • the JP 06 305487 A which is considered to be the closest prior art, shows a rudder blade whose nose bar assumes an oblique course locally in the area of the ship's propeller, so that in the area of the propeller axis there is a displacement of the local nose strip areas.
  • a pear is also provided, which does not approach the propeller hub like a Costa pear, but protrudes clearly beyond the leading edge in the direction of the propeller hub.
  • the areas of the leading edge not lying in the area of the ship's propeller are not offset or twisted.
  • a flow body or a shaped body is provided in the region of each offset surface or transition region between the two front leading edge strips and / or end strips.
  • the flow or also shaped body is designed on the one hand in such a way that it is limited with regard to its dimensions or physical extent to the region of the offset surfaces or the transition region between the two nose strips and / or end strips.
  • the flow body is dimensioned such that it is present only locally in the region of the offset surfaces and does not protrude or protrude only to a small extent into other regions of the rudder or protrudes beyond this.
  • the flow body substantially flush with at least one of the leading edge strips or rear end strips.
  • the closed design of the rudder profile is further improved and it is ensured that the flow body does not adversely affect the propulsion system or behavior of the ship.
  • “Substantially flush” in this context means, for example, that the flow body, while encompassing the nose strip or end bar on its side facing the propeller, while projecting only slightly or not at all over the bars.
  • the flow body with respect to its size or shape is adapted to the offset surface or the transition region of the two nose strips and / or end strips. In other words, it is designed to fit.
  • the flow body is not, such as a Costa bulb, over a large area over the rudder blade before.
  • the rudder according to the invention is formed or produced with the exclusion of a Costa- or Propulsionsbirne. It is therefore not a propulsion rudder (rudder with Costa pear). In particular, therefore, the flow or molding does not have to lie on the propeller shaft axis, as is absolutely necessary with the Costa bulb. On the contrary, the flow or shaped body can be arranged without offset relative to the propeller shaft axis, in particular upwards or downwards (in the installed state of the rudder).
  • the flow body in contrast to the Costa bulb, spaced from the propeller hub, since it does not or not significantly protrudes beyond the front leading edge.
  • the flow body is designed such that it substantially covers the offset surfaces or the transition region between the two front leading edge strips and / or end strips.
  • the flow body thus rests against the offset surfaces on the rudder blade and covers them so that the water flows along the flow body instead of the offset surfaces. This reduces the risk of flow turbulence.
  • the flow or molding or the walls of the molding thus form a lateral bridging or covering the transition region between the upper and the lower rudder blade section.
  • the term "masking" is to be understood in the present case such that the flow body at least largely covers the offset surfaces.
  • An advantage of such a rudder is that the risk of tearing off of the flow can be reduced by a flow body formed only locally in the area of the offset surfaces and covering the offset surfaces, the flow body simultaneously having no influence on the propulsion behavior of the vessel due to its relatively small dimensions. This creates a "propulsion-neutral effect". Furthermore, the flow body can be easily attached to existing rudders without complex tests must be performed and thus high costs. Thus, the present invention is suitable both for new buildings as well as existing rudders for retrofitting. Furthermore, the probability of occurrence of turbulence or turbulence in the transition region is reduced.
  • the flow body can be made of any known from the prior art and suitable material for this purpose.
  • the flow body is made of wrought iron.
  • the present invention can be used in multi-twisted rowing, in each case at least one flow body is then provided in each transition region between the individual sections of the front leading edge and / or the rear end strip.
  • the shape of the flow body is designed such that the flow body fluidly closes the rudder profile in the region of the offset surfaces.
  • the flow body forms a flow-conducting transition from one leading edge or end strip to the other.
  • the flow body provides a flow guide for a tear-free flow of the flow from one leading edge or end bar to the other.
  • the flow body applied to the rudder in the area of the offset surfaces forms a transition for the flow between the two staggered leading edge strips or end strips.
  • the transition is essentially edgeless or continuous.
  • edgeless in the present context is to be understood that the transition has no strongly offset, projecting edges, as is the case with a normal twisted rudder without flow body in the region of the offset surfaces. There are each offset at the edge of the offset surfaces (90 ° -) edges.
  • a substantially edgeless transition can be achieved, for example, by a rounded flow body or a rounded transition between the rudder blade sections.
  • the flow body could be formed as a substantially oblique guide surface, which extends from the outer edge of an offset surface obliquely to the other, leading edge bar or rear end bar, so that the edge regions between rudder blade and flow body are less pronounced. This further reduces the likelihood of turbulence occurring.
  • the flow body prefferably protrude beyond the nose strip or the end strip by a maximum of 10%, preferably a maximum of 7%, particularly preferably a maximum of 5% of the mean profile length of the rudder blade 100. This ensures that the flow body has only a slight board against the rudder blade and thus the propulsion behavior is not negatively affected, as in a Costa bulb. Costa pears are much longer, generally with a length of 20% and more middle profile length of the rudder blade, over the rudder blade out.
  • the (maximum) length of the flow body substantially corresponds to the length of the offset surface and / or the maximum width of the flow body of the largest profile thickness of the rudder, in particular the largest profile thickness of the rudder in the transition region between the two rudder sections ,
  • the length of the flow body is thus approximately equal to the length of the offset surface and the width of the flow body is less than / equal to the largest profile thickness of the rudder. This ensures that the flow body does not project or only slightly beyond the actual rudder profile out, as is the case for example with a Costa bulb and the propulsion behavior is adversely affected.
  • the length of the flow body 1/5 to 1 ⁇ 2 by weight, particularly preferably 1 ⁇ 4 to 1 ⁇ 3, the length of the rudder blade.
  • the height of a flow body preferably 1/10 to 1 ⁇ 4 is, particularly preferably 1 ⁇ 8 to 1 / 6th of the height of the rudder blade.
  • the flow body is rounded.
  • a single flow body can be provided, which forms a flow guide surface for both offset surface regions, or covers both offset surface regions.
  • the flow body is designed such that it is arranged in both offset surface regions or both side regions of the transition region between the two nose strips or end strips.
  • the flow body can be provided both in one piece and in several pieces.
  • two flow bodies are provided, each arranged in a respective offset surface area.
  • the flow body in the manner of an inclined plane or surface is formed with respect to the rudder blade side wall and extends obliquely from the outer edge of the offset surface of a leading edge or end bar to the other leading edge bar or end bar.
  • the flow body may be rounded in the transition regions to the rudder blade.
  • Such flow or shaped bodies can be designed, in particular, in the manner of a side plate, which may have a rounded design.
  • the size of the cross-sectional area of the rudder blade decreases from the upper region of the rudder blade to the lower region of the rudder blade.
  • the upper rudder blade portion of the rudder blade has a cross-sectional profile extending from a front of the leading edge bar to the rear end bar and up to a maximum profile thickness conically widening front surface and a to the front Surface subsequent to the rear end bar conically tapered rear surface is formed, wherein the two of a longitudinal axis of the rudder blade extending front surface portions have different sizes, of which the larger surface portion is lying on the port side and the smaller surface portion is starboard side, wherein the two surface sections formed by the center line in the rear region of the cross-sectional profile are of identical design, and in that the lower rudder blade section of the rudder blade has a cross-section p profile, which is formed by a front surface extending from the leading edge of the nose strip to the rearward end strip and conically widening to a maximum profile thickness, and adjoining the front surface and forming the rear surface, the two being of a longitudinal direction the rudder blade extending center line formed front surface
  • the two propeller-facing cross-sectional surface sections of the cross-sectional profile of the upper rudder blade section have edge regions with a flat arc and a strongly arched arc and the two propeller-facing cross-sectional surface sections of the cross-sectional profile of the upper rudder blade section tangentially extending edge regions, wherein the cross-sectional surface portion with his Edge region with a highly curved arc curve starboard side lying, and the two propeller facultyen cross-sectional surface portions of the cross-sectional profile of the lower rudder blade portion edge portions having a flat arc and having a highly curved arc, the two facing away from the propeller cross-sectional surface portions of the cross-sectional profile of the lower rudder blade section have tangentially extending edge regions, wherein the cross-sectional surface portion is located with its edge region with strongly arched bow course port side, so that port side and starboard side, the two-sided edge regions of the upper rudder blade portion and the lower rudder blade portion in
  • the propeller facing nose strips have a rounded profile.
  • the flow body is also rounded at least in the region of the front, the propeller-facing rudder.
  • the rudder is designed such that a rudder trunk bearing is provided as a cantilever with a central inner longitudinal bore for receiving a rudder stock for the rudder blade and extending into the rudder end connected to the rudder blade, wherein for storage of the rudder stock a bearing in the inner longitudinal bore of the rudder rod bearing is arranged, which extends with its free end into a recess, confiscation o.
  • a rudder trunk bearing is provided as a cantilever with a central inner longitudinal bore for receiving a rudder stock for the rudder blade and extending into the rudder end connected to the rudder blade, wherein for storage of the rudder stock a bearing in the inner longitudinal bore of the rudder rod bearing is arranged, which extends with its free end into a recess, confiscation o.
  • a rudder trunk bearing is provided as a cantilever with a central inner longitudinal bore for receiving a rudder stock for the rudder blade and extending into
  • the rudder stock is led out in its end with a portion of the rudder trunk and connected to the end of this section with the rudder blade , wherein no bearing between the rudder blade and the rudder trunk bearing is provided and wherein the connection of the rudder stock with the rudder blade is above the propeller shaft center, wherein the bottom bracket for the storage of the rudder stock in the rudder trunk in the end of the rudder Rlagers is arranged.
  • the Fig. 1a to 1d show perspective views of an embodiment of a non-inventive rudder obliquely from the front, from the front, from the side and from below.
  • the figures each show a rudder 100, which consists of an upper and a lower rudder blade section 10, 20.
  • the upper rudder blade section 10 each have an upper, leading edge strip 11 and the lower rudder blade portion on a lower, leading edge 21, wherein the nose strips 11, 21 offset from each other or are rotated. In particular, this is in Fig. 1b to recognize.
  • the upper nose strip 11 is offset to port and the lower leading edge 21 to starboard.
  • a flow body 41 is provided in the transition region 40 between the upper nose strip 11 and the lower nose strip 21, a flow body 41 is provided.
  • the flow body 41 is made of wrought iron and is substantially teardrop-shaped, wherein it is substantially flush with the upper nose strip 11 with respect to the propeller side facing the rudder 100. On the resulting by the offset of the two nose strips 11, 21 offset surfaces of these covering, drop-shaped flow body 41 is placed. Thus, in the transition region 40, a rounded transition between the two nose strips 11, 21 and the rudder profile is fluidically closed. The stepped, edged transition between the two profiles 11, 21 in the region of the offset surfaces is covered by the flow body 11, so that the offset surfaces in the Fig. 1a to 1d are not recognizable. In Fig. 1b It can also be seen that the width of the flow body 41 is slightly less than the maximum width of the rudder blade 100.
  • the flow may flow along the rounded transition, or flow guide surface provided by the flow body 41, without causing turbulence, stall or the like.
  • the drop-shaped flow body 41 has a front, hemispherical region which encompasses and / or embraces both nose strips 11, 21 at their region facing the propeller. He is not or only slightly above the nose strips 11, 21 before.
  • the rear part of the flow body 41 converges like a truncated cone.
  • the Fig. 2a to 2d show similar representations of an embodiment of the invention.
  • two flow body 41a, 41b are arranged in the transition region 40, wherein each flow body is assigned in each case to an offset surface of a nose strip 11, 21.
  • the flow bodies 41a, 41b form guide surfaces which run obliquely, with respect to a vertical axis, from the outer edge of a leading edge of the nose to the other leading edge of the nose. In the front, the propeller facing area they are rounded.
  • the flow body 41a, 41b may for example consist of several layers of wrought iron, in the transition region 40 to the rudder blade 100 are attached. By the flow body 41 a, 41 b, the profile of the rudder blade 100 is closed fluidically.
  • Fig. 3 shows a further side view of a rudder according to the invention, wherein there are an upper, a lower and an average cross-sectional area, which is located in the transition region between the two rudder blade sections 20, 21, are located.
  • the flow body 41 which are arranged in the transition region between the nose strips 11, 21, are for the sake of clarity in the Fig. 3, 3a and 3b omitted.
  • the upper leading edge 11 is offset to port and the other, lower leading edge 21 to starboard.
  • the two side wall surfaces 100a, 100b of the rudder blade 100 run together in an end bar 30 facing away from the propeller.
  • the upper and lower rudder blade sections 10, 20 of the rudder blade 100 are formed as follows:
  • the upper rudder blade section 10 has according to Fig. 3a a cross-sectional profile 12, which is formed by a front surface 14 conically widening from the front nose strip 11 to a largest profile thickness 13. At this front surface 14, a rear end face 15 extending to the end bar 30 connects, which tapers to the end bar 30.
  • the front surface 14 is subdivided by a center line M1 extending in the longitudinal direction of the rudder blade 100 into two surface sections 14a, 14b which have different sizes.
  • the larger surface portion 14a is located on the port side and the smaller surface portion 14b facing the starboard side.
  • the rear surface 15 is also divided from the center line M1 into two surface portions 15a, 15b.
  • the two surface portions 15a, 15b are the same size and have the same shapes.
  • the two propeller-side surface sections 14a, 14b of the cross-sectional profile 12 of the upper rudder blade section 10 have edge regions 16, 16a with a flat curved path 16'a, the two propeller 220 facing away from the surfaces 15a, 15b of the cross-sectional profile 12 of the upper rudder blade section 10 tangentially extending edge regions 17th 17a.
  • the surface portion 14b with the edge region 16a with a strongly arched curve 16'a is located on the starboard side.
  • the lower rudder blade section 20 has according to Fig. 3b a mirrored cross-sectional profile 22.
  • This cross-sectional profile 20 extends from one of the leading edge 21 to the end bar 30 up to a largest Profile thickness 23 conically expanding surface.
  • At this front surface 24 is followed by an end strip 30 extending to surface 25, which tapers to the end bar 30.
  • the front surface 24 is subdivided by a center line M2 running in the longitudinal direction of the rudder blade 100 into two surface sections 24a, 24b which have different sizes.
  • the larger surface portion 24b is located starboard side and the small surface portion 24a is facing the port side.
  • the rear surface 25 is also divided from the center line M2 into two surface portions 25a, 25b.
  • the two surface portions 25a, 25b are the same size and have the same shape.
  • the two propeller-side surface portions 24a, 24b of the cross-sectional profile 22 of the upper rudder blade portion 20 have edge regions 26, 26a with a flat arc 26 'and a curved arc 26'a, wherein the two facing away from the propeller 220 surfaces 25a, 25b of the cross-sectional profile 22 of the lower rudder blade section 20 tangentially extending edge regions 27, 27a have.
  • the surface portion 24b with the edge region 26'a with a strongly arched curve 26'a is located on the port side.
  • the design and arrangement of the two rudder blade sections 10, 20 provides that the propeller 220 associated nose strip 11 of the upper rudder blade section 10 port side to the center line M1 and the nose strip 21 of the lower rudder blade section 20 starboard side lying to the center line M2, the two rudder blade sections 10, 20th in the rear region of the rudder blade 100 are brought together in an end strip 30.
  • 3a, 3b are the two rudder blade sections 10, 20 of the rudder blade 100 with their cross-sectional profiles 12, 22 arranged to each other such that the side wall portions of the rudder blade, which are in the region of the highly curved curved curves 16'a and 26'a of the surface portions 14b and 24b starboard side and port side, then the surface portion 14b of the cross-sectional profile 12 of the starboard side and the surface portion 24b of the cross-sectional profile 22 of the port side are facing, so that the nose strips 11, 21 of the two rudder blade sections 10, 20 are port side and starboard side.
  • the rudder can also be designed such that the two rudder blade sections 10, 20 of the rudder blade 100 are arranged with their cross-sectional profiles 12, 22 to each other such that the side wall portions of the rudder blade, in the region of the highly curved curved curves 16'a and 26'a of Surface portions 14b and 24b are port side and starboard side, in which case the surface portion 14b of the port side cross-sectional profile 12 and the surface portion 24b of the starboard side cross-sectional profile 22 are facing, so that the nose strips 11, 21 of the two rudder blade sections 10, 20 are starboard and port side.
  • Fig. 4 110 is a hull, with 120 a rudder trunk bearing, with 100 a rudder blade and 140 a rudder shaft.
  • the rudder blade 100 is associated with a propeller 220.
  • This in Fig. 4 shown rudder blade is also twisted, which is not recognizable in the page presentation.
  • the flow body between the offset front nose strips for clarity in the representation in Fig. 4 omitted.
  • the Fig. 5 shows a section through the bearing assembly of the rudder bearing Fig. 4 and Fig. 6 shows a schematic representation of a bearing assembly between the rudder stock and the rudder box.
  • the rudder trunk bearing 120 is provided as a cantilever with a central inner longitudinal bore 125 for receiving the rudder stock 140 for the rudder blade 100.
  • the rudder trunk bearing 120 is sufficiently formed to the rudder blade 100 connected to the rudder end.
  • the rudder trunk bearing 120 In its inner bore 125, the rudder trunk bearing 120 has a bearing 150 for supporting the rudder stock 140, wherein preferably this bearing 150 is arranged in the lower end region 120b of the rudder trunk bearing 120.
  • the rudder stock 140 is led out with its end 140 b with its free portion 145 from the rudder trunk bearing 120.
  • the free lower end of this extended portion 145 of the rudder stock 140 is fixedly connected to the rudder blade 100 at 170, but also here a connection is provided, the release of the rudder blade 100 of the rudder stock 140 allows when the propeller shaft is to be replaced.
  • connection of the rudder stock 140 in the area 170 with the rudder blade 100 is above the propeller shaft center 225, so that only the rudder blade 100 must be removed from the rudder stock 140 for the expansion of the propeller shaft, while not taking out the rudder stock 140 from the rudder trunk bearing 120 is necessary, since both the free lower end 120b of the rudder trunk bearing 120 and the free lower end of the rudder stock 140 are above the propeller shaft center.
  • only a single inner bearing 150 is provided for the storage of the rudder stock 140 and the rudder trunk bearing 120; a further bearing for the rudder blade 100 on the outer wall of the rudder trunk bearing 120 is omitted.
  • the rudder blade 100 is provided with a recess or recess indicated at 160.
  • the rudder trunk bearing 120 is provided as a cantilever with a central inner longitudinal bore 125 for receiving the rudder stock 140 for the rudder blade 100. Furthermore, the rudder trunk bearing 120 is formed reaching into the rudder blade 100 connected in the rudder end and has in its inner bore 125 a bearing 150 for supporting the rudder stock 140 in the rudder trunk bearing 120. With its free end 120 b, the rudder trunk bearing 120 extends into a recess 160 in the rudder blade 100, the rudder stock 140 being led out of the rudder trunk bearing 120 in its end region 140 b with a section 145.
  • this extended portion 145 of the rudder stock 140 is connected to the rudder blade 100, wherein the connection of the rudder stock 140 with the rudder blade 100 above the propeller shaft center 225 is lying.
  • the inner bearing 150 is preferably provided in the end region 120b of the rudder trunk bearing 120.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Wind Motors (AREA)
  • Physical Or Chemical Processes And Apparatus (AREA)
  • Soil Working Implements (AREA)
  • Toys (AREA)
  • Steroid Compounds (AREA)
  • Traffic Control Systems (AREA)
  • Blinds (AREA)
  • Superstructure Of Vehicle (AREA)
  • Specific Sealing Or Ventilating Devices For Doors And Windows (AREA)
  • Medicines Containing Material From Animals Or Micro-Organisms (AREA)
  • Farming Of Fish And Shellfish (AREA)
  • Revetment (AREA)

Claims (14)

  1. Gouvernail pour bateaux comprenant un safran (100), lequel présente un bord d'attaque (11, 21) et un bord de fuite, sachant que le safran (100) est composé de deux sections de safran (10, 20) reposant l'une au-dessus de l'autre dont les sections de bord d'attaque (11, 21) et/ou sections de fuite (30a, 30b) totales sont ainsi déportées les unes par rapport aux autres que l'un bord d'attaque (11) et/ou l'un bord de fuite (30a) est déporté à bâbord ou à tribord et l'autre bord d'attaque (21) et/ou l'autre bord de fuite (30b) est déporté à tribord ou à bâbord et que l'un bord d'attaque (11) et/ou l'un bord de fuite (30a) présente une surface de déport à bâbord (18) qui fait saillie au-dessus de l'autre bord d'attaque (21) et/ou de l'autre bord de fuite (30b), et l'autre bord d'attaque (21) et/ou l'autre bord de fuite (30b) présente une surface de déport à tribord (18) qui fait saillie au-dessus de l'un bord d'attaque (11) et/ou de l'un bord de fuite (30a),
    sachant qu'au niveau de chaque surface de déport (18), un corps d'écoulement (41) aux dimensions adaptées aux dimensions des surfaces de déport (18) est prévu, lequel recouvre les surfaces de déport (18), sachant que le corps d'écoulement (41) termine essentiellement en affleurement avec au moins l'une des sections de bord d'attaque (11, 21) et/ou des sections de bord de fuite (30a, 30b), sachant que le corps d'écoulement (41) est placé à distance du moyeu d'une hélice de bateau et sachant que le gouvernail ne comprend pas de bulbe Costa, sachant que la taille de la surface de section diminue du niveau supérieur du safran (100) au niveau inférieur du safran et sachant que le corps d'écoulement (41) est constitué à la manière d'un plan incliné et passe de façon oblique du bord extérieur de la surface de déport (18) d'un bord d'attaque avant (11, 21) et/ou bord de fuite (30a, 30b) à l'autre bord d'attaque avant (11, 21) et/ou bord de fuite (30a, 30b).
  2. Gouvernail selon la revendication 1,
    caractérisé en ce que
    le corps d'écoulement (41) est constitué de telle manière qu'il forme une surface de guidage d'écoulement pour l'écoulement.
  3. Gouvernail selon la revendication 1 ou 2,
    caractérisé en ce que
    le corps d'écoulement (41) est constitué de telle manière qu'il forme un passage essentiellement sans rebord entre les deux sections de bord d'attaque (11, 21) et/ou sections de bord de fuite au niveau des surfaces de déport (18).
  4. Gouvernail selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la saillie maximale du corps d'écoulement (41) au-dessus du bord d'attaque (11, 21) est de 10 %, de préférence de 7 %, particulièrement de préférence de 5 % de la longueur de profil moyenne du safran (100).
  5. Gouvernail selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la longueur du corps d'écoulement (41) correspond essentiellement à la longueur des surfaces de déport (18).
  6. Gouvernail selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la largeur maximale du corps d'écoulement (41) correspond à la plus grande épaisseur de profil du gouvernail, en particulier à la plus grande épaisseur de profil du gouvernail (13) dans la zone de passage (40) entre les deux sections de safran (10, 20).
  7. Gouvernail selon l'une quelconque des revendications précédentes,
    caractérisé en ce que le corps d'écoulement (41) est constitué arrondi.
  8. Gouvernail selon l'une quelconque des revendications précédentes,
    caractérisé en ce qu'
    un seul corps d'écoulement (41) est prévu, lequel forme une surface de guidage d'écoulement pour les deux zones de surface de déport.
  9. Gouvernail selon l'une quelconque des revendications 1 à 7,
    caractérisé en ce qu'
    un corps d'écoulement (41) respectif est placé au niveau de chaque surface de déport (18).
  10. Gouvernail selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    la section de safran supérieure (10) présente un profil transversal (12), qui est formé
    a) par une surface transversale (14) tournée vers l'hélice (220) s'élargissant de manière conique depuis le bord d'attaque (11) tourné vers l'hélice (220) en direction du bord de fuite (30) jusqu'à une épaisseur de profil la plus grande (13), ainsi que
    a1.) par une surface transversale (15) se terminant sur la surface transversale (14) et se réduisant de manière conique en direction du bord de fuite (30), sachant que
    a.2) les deux sections de surface transversale (14a, 14b) formées par une ligne médiane (M1) s'étendant dans le sens longitudinal du safran (100) et tournées vers l'hélice (220) présentent des tailles différentes,
    a.3) desquelles la section de surface transversale la plus grande (14a) repose à bâbord,,
    a.4) et la plus petite section de surface transversale (14b) repose à tribord, sachant que
    a.5) les deux sections de surface transversale (15a, 15b) formées par la ligne médiane (M1) dans la partie du profil transversal (12) détournée de l'hélice (220), sont formées de manière égale, et
    en ce que la section du safran inférieure (20) présente un profil transversal qui est formé
    b.) par une surface transversale (24) tournée vers l'hélice (220) s'élargissant de manière conique depuis le bord d'attaque (21) tourné vers l'hélice (220) en direction du bord de fuite (30) jusqu'à une épaisseur de profil la plus grande (23), ainsi que
    b1.) par une surface transversale (25) se terminant sur la surface transversale (24) et se réduisant de manière conique en direction du bord de fuite (30), sachant que
    b2.) les deux sections de surface transversale (24a, 24b) ayant formées par une ligne médiane (M2) s'étendant dans le sens longitudinal du safran (100) présentent des tailles différentes,
    b3.) desquelles la section de surface transversale la plus grande (24b) repose à tribord,
    b4.) et la plus petite section de surface transversale (24a) repose à bâbord, sachant que
    b5.) les deux sections de surface transversale (25a, 25b) formées par la ligne médiane (M2) dans la partie du profil transversal (22) détournée de l'hélice (220), sont formées de manière égale, sachant que la surface transversale (14a, 14b, 15a, 15b) de la section de safran supérieure (10) est plus grande que la surface transversale (24a, 24b, 25a, 25b) de la section de safran inférieure (20).
  11. Gouvernail selon la revendication 10,
    caractérisé en ce que
    les deux sections de surface transversale (14a, 14b) du profil transversal (12) de la section de safran supérieure (10) tournées vers l'hélice (220) présentent des bordures (16, 16a) avec un tracé en arc de cercle plat (16') et un tracé en arc de cercle fortement bombé (16'a) et les deux sections de surface transversale (15a, 15b) du profil transversal (12) de la section de safran supérieure (10) détournées de l'hélice (220) présentent des bordures (17, 17a) tangentielles, sachant que la section de surface transversale (14b) repose à tribord avec sa bordure (16a) au tracé en arc de cerclé fortement bombé (16'a) et les deux sections de surface transversale (24a, 24b) du profil transversal (22) de la section de safran inférieure (20) côté hélice présentent des bordures (26, 26a) avec un tracé en arc de cercle plat (26') et un tracé en arc de cercle fortement bombé (16'a), sachant que les deux sections de surface transversale (25a, 25b) du profil transversal (22) de la section de safran inférieure (20) détournées de l'hélice (220) présentent des bordures (27, 27a) tangentielles, sachant que la section de surface transversale (24b) repose à bâbord avec sa bordure (26a) au tracé en arc de cercle fortement bombé (26'a), de façon à ce qu'à bâbord et à tribord, les bordures des deux côtés (16', 17, 16'a, 17a ; 26a, 27a, 26', 27) de la section de safran supérieure (10) et de la section de safran inférieure (20) présentent un tracé en arc de cercle convexe bombé vers l'extérieur avec différents rayons, au niveau des plus grandes épaisseurs de profil (13, 23), de façon à ce que des bordures (16, 17 ; 16a, 17a et 26, 27 ; 26a, 27a) des profils transversaux, se réduisant de manière conique en direction des bords d'attaque (11,21, 30) soient formées.
  12. Gouvernail selon l'une quelconque des revendications précédentes,
    caractérisé en ce que
    les sections de bord d'attaque (11, 21) tournées vers l'hélice (220) comportent un profil arrondi.
  13. Gouvernail selon l'une quelconque des revendications précédentes,
    caractérisé en ce qu'
    un palier de trou de jaumière (120) est prévu comme une console avec un alésage longitudinal inférieur (125) pour recevoir une mèche de gouvernail (140) pour le safran (100) et est formé en allant jusq'à dans le safran (100) relié à l'extrémité de la mèche de gouvernail, sachant que pour loger la mèche de gouvernail (140), un palier (150) est placé dans l'alésage longitudinal intérieur (125) du palier de trou de jaumière (120), lequel pénètre avec son extrémité libre (120b) dans un évidement, une prise ou similaire (160) dans le safran (100), sachant que la mèche de gouvernail (140) est exécutée dans son extrémité (140b) avec une section (145) sortant du palier de trou de jaumière (120) et est reliée au safran (100) par l'extrémité de cette section (145), sachant qu'aucun palier n'est prévu entre le safran (100) et le palier de trou de jaumière (120) et sachant que la liaison de la mèche de gouvernail (140) avec le safran (100) s'effectue au-dessus du centre de l'arbre de l'hélice (200), sachant que le palier intérieur (150) pour loger la mèche de gouvernail (140) est placé dans le palier de trou de jaumière (120) dans l'extrémité du palier de trou de jaumière (120).
  14. Bateau,
    caractérisé en ce qu'
    il comprend un gouvernail selon l'une quelconque des revendications précédentes.
EP07024061.9A 2007-11-13 2007-12-12 Gouvernail pour bateaux Active EP2060484B2 (fr)

Priority Applications (34)

Application Number Priority Date Filing Date Title
PL07024061T PL2060484T5 (pl) 2007-11-13 2007-12-12 Ster do statków
TW097105007A TWI352677B (en) 2007-11-13 2008-02-13 Rudder for ships
SG200801245-2A SG152963A1 (en) 2007-11-13 2008-02-14 Rudder for ships
US12/070,346 US7802531B2 (en) 2007-11-13 2008-02-14 Rudder for ships
JP2008056222A JP4841578B2 (ja) 2007-11-13 2008-03-06 船舶用舵
KR1020080030871A KR101281977B1 (ko) 2007-11-13 2008-04-02 선박용 러더
CN2008100930289A CN101434294B (zh) 2007-11-13 2008-04-15 船舵
DE202008014375U DE202008014375U1 (de) 2007-11-13 2008-10-29 Ruder für Schiffe mit höheren Geschwindigkeiten mit einem kavitationsreduzierenden, twistierten, insbesondere Vollschweberuder
EP08018925A EP2060486B1 (fr) 2007-11-13 2008-10-30 Gouvernail pour bateaux à vitesses élevées et d'un gouvernail réduisant la cavitation, torsadé, en particulier gouvernail à suspension totale
ES08018924T ES2341393T3 (es) 2007-11-13 2008-10-30 Dispositivo de timon para embarcaciones de gran velocidad, en especial timon completamente suspendido reductor de cavitacion, alabeado.
PT08018924T PT2060485E (pt) 2007-11-13 2008-10-30 Leme para navios com velocidades elevadas, com um leme assimétrico que reduz a cavitação, em especial um leme totalmente suspenso
DE502008000400T DE502008000400D1 (de) 2007-11-13 2008-10-30 Ruderanordnung für Schiffe mit höheren Geschwindigkeiten mit einem kavitationsreduzierenden, twistierten, insbesondere Vollschweberuder
ES08018925T ES2340741T3 (es) 2007-11-13 2008-10-30 Timon para embarcaciones de gran velocidad, en especial timon completamente suspendido reductor de cavitacion, alabeado.
PT08018925T PT2060486E (pt) 2007-11-13 2008-10-30 Leme para navios com velocidades elevadas, com um leme assimétrico que reduz a cavitação, em especial um leme totalmente suspenso
AT08018925T ATE457925T1 (de) 2007-11-13 2008-10-30 Ruder für schiffe mit höheren geschwindigkeiten mit einem kavitationsreduzierenden, twistierten, insbesondere vollschweberuder
DE502008000377T DE502008000377D1 (de) 2007-11-13 2008-10-30 Ruder für Schiffe mit höheren Geschwindigkeiten mit einem kavitationsreduzierenden, twistierten, insbesondere Vollschweberuder
AT08018924T ATE458670T1 (de) 2007-11-13 2008-10-30 Ruderanordnung für schiffe mit höheren geschwindigkeiten mit einem kavitationsreduzierenden, twistierten, insbesondere vollschweberuder
EP08018924A EP2060485B1 (fr) 2007-11-13 2008-10-30 Agencement de gouvernail pour bateaux à vitesses élevées et d'un gouvernail réduisant la cavitation, torsadé, en particulier gouvernail à suspension totale
TW097143320A TWI363728B (en) 2007-11-13 2008-11-10 Rudder for ships having higher speeds comprising a cavitation-reducing twisted, in particular balanced rudder
TW097143317A TWI370084B (en) 2007-11-13 2008-11-10 Rudder arrangement for ships with higher speeds with a cavitation reducing twisted rudder, in particular with a full-balanced rudder
KR1020080111796A KR101466991B1 (ko) 2007-11-13 2008-11-11 캐비테이션 감소 비틀림형 완전-평형식 러더를 갖춘 고속 선박용 러더 장비
JP2008289824A JP5175690B2 (ja) 2007-11-13 2008-11-12 キャビテーション減少ねじれ、特に釣合い舵から成る高速船舶用の舵
CN2008101895511A CN101531249B (zh) 2007-11-13 2008-11-12 包括降低空化的扭曲型舵、特别是平衡舵的高速船用舵
CN2008101895507A CN101531248B (zh) 2007-11-13 2008-11-12 包括一个降低空化的扭曲型舵、特别是平衡舵的高速船用舵装置
JP2008289823A JP4901843B2 (ja) 2007-11-13 2008-11-12 キャビテーション減少ねじれ舵、特に全釣合い舵により高速を備える船舶用の舵配列
KR1020080112137A KR20090049551A (ko) 2007-11-13 2008-11-12 공동현상을 감소하는 트위스트된, 특히 균형 러더를 포함하는 고속 선박을 위한 러더
HK09107784.6A HK1129639A1 (en) 2007-11-13 2009-08-25 Rudder for ships
HK09110623.5A HK1132719A1 (en) 2007-11-13 2009-11-13 Rudder for ships having higher speeds comprising a cavitation-reducing twisted, in particular balanced rudder
HK09110620.8A HK1132718A1 (en) 2007-11-13 2009-11-13 Rudder arrangement for ships with higher speeds with a cavitation reducing twisted rudder, in particular with a full-balanced rudder
HR20100156T HRP20100156T1 (hr) 2007-11-13 2010-03-18 Kormilo za brodove s velikom brzinom, uz smanjenu kavitaciju,svinuto, osobito plutajuće kormilo
HR20100291T HRP20100291T1 (hr) 2007-11-13 2010-05-24 Sklop kormila za brodove s većim brzinama, s kormilom koje smanjuje kavitaciju, koje se uvija i naročito u potpunosti pluta
HRP20110353TT HRP20110353T4 (hr) 2007-11-13 2011-05-12 Kormilo za brodove
KR1020120119775A KR101433465B1 (ko) 2007-11-13 2012-10-26 선박용 러더
KR1020130034026A KR101421375B1 (ko) 2007-11-13 2013-03-29 캐비테이션 감소 비틀림형 완전-평형식 러더를 갖춘 고속 선박용 러더 장비

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE202007015941U DE202007015941U1 (de) 2007-11-13 2007-11-13 Ruder für Schiffe

Publications (3)

Publication Number Publication Date
EP2060484A1 EP2060484A1 (fr) 2009-05-20
EP2060484B1 EP2060484B1 (fr) 2011-02-16
EP2060484B2 true EP2060484B2 (fr) 2019-08-21

Family

ID=38955296

Family Applications (1)

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EP07024061.9A Active EP2060484B2 (fr) 2007-11-13 2007-12-12 Gouvernail pour bateaux

Country Status (14)

Country Link
US (1) US7802531B2 (fr)
EP (1) EP2060484B2 (fr)
JP (1) JP4841578B2 (fr)
KR (2) KR101281977B1 (fr)
CN (3) CN101434294B (fr)
AT (1) ATE498547T1 (fr)
DE (3) DE202007015941U1 (fr)
DK (1) DK2060484T4 (fr)
ES (1) ES2361440T5 (fr)
HK (1) HK1129639A1 (fr)
HR (1) HRP20110353T4 (fr)
PL (1) PL2060484T5 (fr)
SG (1) SG152963A1 (fr)
TW (1) TWI352677B (fr)

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DE202007015941U1 (de) 2008-01-17
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PL2060484T5 (pl) 2021-08-02
CN101531248B (zh) 2011-11-30
KR20090049514A (ko) 2009-05-18
JP2009120170A (ja) 2009-06-04
KR101281977B1 (ko) 2013-11-27
TW200920656A (en) 2009-05-16
CN101531248A (zh) 2009-09-16
DK2060484T3 (da) 2011-06-06
DE202007017448U1 (de) 2008-02-28
HRP20110353T1 (en) 2011-06-30
KR101433465B1 (ko) 2014-08-22
CN101531249B (zh) 2011-11-30
DK2060484T4 (da) 2019-11-18
JP4841578B2 (ja) 2011-12-21
US7802531B2 (en) 2010-09-28
ES2361440T3 (es) 2011-06-17
ATE498547T1 (de) 2011-03-15
KR20120125446A (ko) 2012-11-15
US20090126613A1 (en) 2009-05-21
CN101434294B (zh) 2012-10-10
EP2060484B1 (fr) 2011-02-16
TWI352677B (en) 2011-11-21
PL2060484T3 (pl) 2011-08-31
ES2361440T5 (es) 2020-04-13
CN101434294A (zh) 2009-05-20
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HRP20110353T4 (hr) 2020-01-10
DE502007006513D1 (de) 2011-03-31

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