EP2060485B1 - Rudder assembly for ships with high speeds with a cavitation reducing, twisted, in particular floating rudder - Google Patents

Abstract

The rudder comprises a rudder blade (100) and a propeller, where the rudder blade has two rudder blade sections (10,20). An upper front leading edge (11) is off-set towards port-side or starboard. A lower front leading edge (21) is off-set towards starboard or port-side. The lower front leading edge has an offset surface on the starboard side, which protrudes over the upper front leading edge. A flow element (41) is provided in an area of each offset surface formed to fit the size of the offset surface, where the flow element covers the offset surface.

Description

field of use

The invention relates to a rudder arrangement for ships at higher speeds with a cavitation-reducing, twisted, in particular full-swarm wind according to the preamble of claim 1.

State of the art

Ship rudders, such as full-rudder or balance rudder, with or without hinged fin are known in various embodiments. Also known are ship's rudder with a twisted rudder blade, which consists of two superimposed rudder blade sections, the propeller facing nose strips are offset laterally such that one leading edge to port and the other nose strip is offset to starboard.

So describes JP (A) Sho 58-30896 a rudder for ships with a twisted rudder blade consisting of an upper and a lower part, both parts being twisted in their directions facing the propeller in such a way that only the areas of the two parts facing the ridge are laterally offset, whereas the have the end strips of the two parts extending portions same cross-sectional shapes and have the same cross-sectional dimensions.

The GB 332,082 also discloses a ship's rudder with a twisted rudder blade, its profiled areas facing the propeller, namely the nose-ledges, facing starboard and to port side are, the nose strips are formed pointed tapered. The cross-sectional profiles of the two rudder blade sections are designed so that the port side and starboard side side wall surfaces of the two rudder blade sections between the end strips to the laterally bent nose strips völbungslos straight indeed, so that the side wall surfaces have no outwardly curved areas with different radii of curvature. In addition, the profile design of the rudder blade is such that the two cross-sectional areas of the two superimposed rudder blade sections are the same size and extend over the entire height of the rudder blade. Sharp-edged notches are formed by the tapered leading edge strips, which are exposed to cavitation and destruction. With the profile design of this rudder an improvement of the propulsion is to be achieved.

The DE 20 2004 006 453 U1 , which is considered to be the closest prior art, describes a full-floating rudder for ships with a twisted rudder blade having two superimposed rudder blade sections whose propeller-facing leading lobes are offset such that one lobe to port or starboard and the other lumbar Starboard or port are offset, with the two side wall surfaces of the rudder blade converge in a propeller facing away from the end bar. The rudder stock receiving rudder rod bearing is provided as a cantilever beam with a central inner longitudinal bore for receiving the rudder stock for the rudder blade and reaching into the connected to the rudder end rudder blade reaching into the storage of the rudder stock a bearing in the inner longitudinal bore of the rudder trunk bearing is arranged with his free end in a recess in the rudder blade extends. The rudder stock is led out in its end portion with a portion of the rudder trunk bearing and connected to the end of this section with the rudder blade. The connection of the rudder stock with the rudder blade is above the propeller shaft center and is positioned with respect to the two rudder blade sides so that the rudder blade has a large thickness. In ships with higher speeds, this arrangement brings large energy losses and cavitation with it.

The speeds of modern ships continue to increase. The faster velocities associated with the higher speed increase the load on the propellers and on the rudder. The symmetry of the profile of known rudder blades leads to negative pressure areas on the rudder surface, which lead to cavitations and thus to erosion. Cavitation occurs at the points of the rudder blade, where the flow is extremely accelerated. The strong rotational flow of the propeller beats at high speed on the rudder blade surface. Due to this strong acceleration, the static pressure drops below the vapor pressure of the water, creating vapor bubbles that implode abruptly. These implosions lead to the destruction of the rudder blade surface, resulting in costly repairs; Often new rudder blades must be used.

It is an object of the present invention to provide a rudder assembly for ships with large and very large-sized, in particular Vollschweberuters leaves twisted rudder leading edge, in which erosion phenomena on the rudder blade by cavitation, especially when used in fast ships with highly loaded propellers, avoided, and a rudder stocking is provided, in which the drawn into the rudder blade coker pipe via a bottom-integrated neck bearing directs the rudder forces in the hull, wherein the force is introduced as a cantilever as a pure bending stress without torsional moments. In addition, the generated on the rudder blade in the lower region, generated by the very high flow velocities Propellerabstrorn generated forces are absorbed and the rudder blade are balanced, without causing damage to the bearings for the rudder stock. Furthermore, the twisted area of the rudder blade should have closed transitions.

This object is achieved in a rudder assembly according to the type described above by the functional interaction of a twisted Vollschweberuderblattes with a special rudder stock bearing with the features specified in claim 1.

• a.) aus einem ein schlankes Profil mit einer geringen Profildicke aufweisenden, bevorzugterweise Vollschweberuderblatt aus zwei übereinanderliegend angeordneten Ruderblattabschnitten mit gleichen oder ungleichen Höhen, bevorzugterweise mit einem eine gegenüber der Höhe des oberen Ruderblattabschnittes eine geringere Höhe aufweisenden unteren Ruderbiattabschnitt und mit dem Propeller zugekehrten, ein in etwa halbkreisförmiges Profil aufweisenden Nasenleisten besteht, die derart positioniert sind, dass die eine Nasenleiste nach Backbord BB oder Steuerbord SB und die andere Nasenleiste nach Steuerbord SB oder Backbord BB seitlich zur Längsmittellinie LML des Ruderblattes versetzt sind, wobei die Seitenwandflächen der beiden Ruderblattabschnitte in eine dem Propeller abgewandte Endleiste zusammenlaufen,
• a1.) wobei die beiden Nasenleisten und die Endleiste unter Verringerung der Querschnittsflächen vom oberen Bereich OB zum unteren Bereich UB des Ruderblattes konisch sich nach unten verjüngend verlaufen,
• a2.) oder die Endleiste geradlinig und parallel zum Ruderschaft verläuft und die beiden Nasenleisten unter Verringerung der Größe der Querschnittsflächen vom oberen Bereich OB zum unteren Bereich UB des Ruderblattes konisch sich nach unten verjüngend verlaufen,
• a3.) wobei die Querschnittsflächenabschnitte des oberen Ruderblattabschnittes und des unteren Ruderblattabschnittes im Bereich zwischen der Endleiste und der größten Profildicke PD des Ruderblattes eine Länge L aufweisen, die mindestens dem 1 ¹/₂-Fachen gegenüber der Länge L1 der Querschnittsflächenabschnitte des oberen Ruderblattabschnittes und des unteren Ruderblattabschnittes zwischen der größten Profildicke PD des Ruderblattes und den Nasenleisten entsprechen,
• a4.) wobei der obere Ruderblattabschnitt backbordseitig BB und der untere Ruderblattabschnitt steuerbordseitig SB je einen flach bogenförmig verlaufenden und sich von den Nasenleisten in Richtung zu der Endleiste erstreckenden Seitenwandabschnitt mit einer Länge L2 erstrecken, die sich über die Länge L'2 der Seitenwandabschnitte von den Nasenleisten bis zur größten Profildicke PD zuzüglich einer Länge L"2 erstreckt, die mindestens ¹/₃ der Länge L'2 entspricht, wobei sich an den flach bogenförmig verlaufenden Seitenwandabschnitt der geradlinig verlaufende Seitenwandabschnitt anschließt, der in die Endleiste ausläuft,
• a5.) wobei der obere Ruderblattabschnitt steuerbordseitig SB und der untere Ruderblattabschnitt backbordseitig BB je einen stark gewölbt bogenförmig verlaufenden und sich von den Nasenleisten in Richtung zu der Endleiste erstreckenden Seitenwandabschnitt mit einer Länge L3 aufweisen, die sich über die Länge L'3 der Seitenwandabschnitte von den Nasenleisten bis zur größten Profildicke PD zuzüglich einer Länge L"3 erstreckt, die mindestens ⅓ der Länge L'3 entspricht, wobei sich an den stark gewölbt verlaufenden bogenförmigen Seitenwandabschnitt ein geradlinig verlaufender Seitenwandabschnitt anschließt, der in die Endleiste ausläuft,
• a6.) wobei die beiden geradlinig verlaufenden Seitenwandabschnitte paarweise gleiche Längen aufweisen und die zwischen den beiden Seitenwandabschnitten liegenden Querschnittsflächenabschnitte gleich groß und symmetrisch ausgebildet sind,
• a7.) wobei der Abstand zwischen dem flach bogenförmig verlaufenden Seitenwandabschnitt zur Längsmittellinie LML gegenüber dem Abstand zwischen dem stark bogenförmig verlaufenden Seitenwandabschnitt zur Längsmittellinie LML größer ist und die zwischen den beiden bogenförmig verlaufenden Seitenwandabschnitten zu beiden Seiten der Längsmittellinie LML liegenden Querschnittsflächenabschnitte asymmetrisch ausgebildet sind,
• a8.) wobei im Übergangsbereich der beiden seitlich versetzten Abschnitte der beiden übereinanderliegend angeordneten Ruderblattabschnitte dem bogenförmigen- Verlauf der Nasenleisten entsprechend geformte Strömungskörper bildende, den Versatzbereich abdeckende Leitbleche mit einem strömungsgünstigen, gewölbten und der Außenwand des Ruderblattes angepassten, länglichen oder halbkugelförmigen Profil angeordnet sind, von denen sich ein Leitblech von der Nasenleiste des oberen Ruderblattabschnittes bis in dessen Seitenwand und das andere Leitblech von der Nasenleiste des unteren Ruderblattabschnittes bis in dessen Seitenwand erstreckt,
• b.) aus einem mit dem Ruderblatt funktional zusammenwirkenden Ruderschaft mit mindestens einem Lager besteht,
• b1.) wobei der Ruderschaft, insbesondere aus Schmiedestahl oder einem anderen geeigneten Material zusammen mit dem diesen aufnehmenden Kokerrohr, aus Schmiedestahl oder einem anderen geeigneten Material im Bereich der größten Profildicke PD oder zwischen dieser und den Nasenleisten des oberen Ruderblattabschnittes in diesem angeordnet ist und sich mit seiner endseitigen Befestigungsvorrichtung über die gesamte Höhe des oberen Ruderblattabschnittes erstreckt,
• b2.) wobei das tief in den oberen Ruderblattabschnitt hineingezogene Kokerrohr für den Ruderschaft als Kragarm mit einer mittigen Innenlängsbohrung zur Aufnahme des Ruderschaftes versehen ist,
• b3.) wobei der Kokerrohrquerschnitt dünnwandig ausgeführt ist und das Kokerrohr im Bereich seines freien Endes zur Lagerung des Ruderschaftes innenwandseitig ein Halslager aufweist, und
• b4.) wobei der Ruderschaft in seinem Endbereich mit einem Abschnitt aus dem Kokerrohr herausgeführt und mit dem Ende dieses Abschnittes mit dem oberen Ruderblattabschnitt verbunden ist.

Hereinafter, the rudder assembly according to the invention is characterized in that it

• a.) From a slender profile with a small profile thickness, preferably Vollschweberachsblatt of two superposed rudder blade sections with the same or unequal heights, preferably with a comparison with the height of the upper rudder blade section a lower height having lower Ruderbiattabschnitt and the propeller facing, a In approximately semicircular profile having leading edges, which are positioned so that one leading edge to port BB or starboard SB and the other leading edge to starboard SB or port side BB to the side LML longitudinal center line of the rudder blade are offset, wherein the side wall surfaces of the two rudder blade sections converge in a propeller facing away from the end bar,
• a1.) wherein the two nose strips and the end strip taper conically downwards, reducing the cross-sectional areas from the upper region OB to the lower region UB of the rudder blade,
• a2.) or the end bar is rectilinear and parallel to the rudder stock, and the two leading ridges taper conically downward from the upper area OB to the lower area UB of the rudder blade, reducing the size of the cross-sectional areas.
• a3.) wherein the cross-sectional surface portions of the upper rudder blade portion and the lower rudder blade portion in the region between the end bar and the largest profile thickness PD of the rudder blade have a length L which is at least ¹ _1/2 times the length L1 of the cross-sectional surface portions of the upper rudder blade portion and the corresponding to the lower rudder blade section between the largest profile thickness PD of the rudder blade and the nose strips,
• a4). The upper rudder blade portion on the port side BB and the lower rudder blade portion on the starboard side SB each extend a flat arcuate and extending from the nose strips towards the end strip side wall portion with a length L2 extending over the length L 2 of the side wall portions of the nose strips to the largest profile thickness PD plus a length L "2 extends, which corresponds to at least _^1/3 of the length L'2, wherein adjoins the flat arcuate side wall portion of the rectilinearly running side wall portion terminating in the end strip,
• a5.) Wherein the upper rudder blade portion starboard side SB and the lower rudder blade portion port side BB each have a strongly arched arcuate extending from the nose strips in the direction extending to the end bar side wall portion having a length L3 extending over the length L'3 of the side wall portions of the nose strips to the largest profile thickness PD plus a length L "3, which corresponds to at least ⅓ the length of L'3, wherein at the strongly arched arcuate side wall section is followed by a rectilinear side wall section which terminates in the end bar,
• a6.) wherein the two rectilinear side wall sections have pairs of equal lengths and the cross-sectional surface sections located between the two side wall sections have the same size and symmetry,
• a7.) wherein the distance between the flat arcuate sidewall portion to the longitudinal centerline LML is greater than the distance between the highly arcuate sidewall portion to the longitudinal centerline LML and the cross-sectional area portions lying between the two arcuate sidewall portions on both sides of the longitudinal centerline LML are asymmetrical;
• a8.) being arranged in the transition region of the two laterally offset portions of the two superimposed rudder blade sections the arcuate course of the nose strips correspondingly shaped flow body forming the displacement area covering baffles with a streamlined, curved and the outer wall of the rudder blade, elongated or hemispherical profile, of which a baffle extends from the leading edge of the rudder blade section to its side wall and the other baffle extends from the leading edge of the lower rudder blade section to its side wall,
• b.) consists of a rudder stock functionally cooperating with the rudder blade with at least one bearing,
• b1.) wherein the rudder stock, in particular of forged steel or other suitable material together with this receiving Kokerrohr, forged steel or other suitable material in the region of the largest profile thickness PD or between this and the nose strips of the upper rudder blade section is arranged in this and extends with its end-side fastening device over the entire height of the upper rudder blade section,
• b2.) the deep drawn into the upper rudder blade portion Kokerrohr for the rudder stock is provided as a cantilever arm with a central inner longitudinal bore for receiving the rudder stock,
• b3.) wherein the Kokerrohrquerschnitt is made thin-walled and the Kokerrohr in the region of its free end for supporting the rudder stock on the inside wall side has a neck bearing, and
• b4.) Wherein the rudder stock is led out in its end region with a portion of the Kokerrohr and connected to the end of this section with the upper rudder blade section.

Surprisingly, it has been shown that receives the narrower profile by the inventive design of the twisted rudder blade as Vollschweberuder with a slim profile and the storage of the rudder stock in the region of the largest profile thickness in the upper rudder blade section of the rudder blade, so that despite the high speeds of Balancing the rudder blade, even if it has the largest dimensions, is possible, which can only be achieved by the functional interaction of twisted rudder blade with the rudder blade bearing, but this is not achieved on the rudder blade impeller falling stream without additional effort can be with other rudder blade designs and rudder stock bearings. This slim profile of the rudder blade is achieved on the one hand by the construction of the sides of the rudder blade and on the other hand by the combination of storage of the rudder stock in the upper rudder blade section and the production of the rudder shaft of forged steel.

With the invention, a rudder arrangement, i. H. a system of two components, namely a twisted rudder blade and a functionally cooperating with this, specially mounted rudder stock. This rudder arrangement is the surprisingly found technical solution to build large and largest full-swede blades. The deep drawn into the upper rudder blade section of the rudder blade Kokerrohr passes over the integrated in the lower part of the upper rudder blade section neck the rudder forces directly into the hull. The force is applied as a cantilever, so as pure bending stress, without torsional moments. As a result, the Kokerrohrquerschnitt can be made relatively thin-walled. This thinness is very important because the lower part of the koker tube in the rudder blade, i. H. in the upper rudder blade section, is housed and thus has direct influence on the profile thickness of the rudder blade. Only a slim rudder profile, so a low profile thickness, allows the construction of energy efficient rudder blades, because the thicker a rudder profile, the more resistance it generates in the accelerated flow of the propeller water.

Another advantage of the rudder arrangement of the combination of the twisted rudder blade with the bearing of the rudder stock is the use of higher quality materials. Only by the inventive storage of the rudder stock in the upper rudder blade section high strength forged steel can be used so that a significant weight reduction is achieved and is achieved, d. H. up to 50% of the conventional rudder of the same power.

Another major advantage of the rudder assembly with the combination rudder stocking is that by this type of integrated into the rudder blade, ie in the upper rudder blade section storage only the design of the Vollschweberuders or Spatenruders is possible and still in almost unlimited size. Conventional oars are half-hogs with a helm or rudder carrier. Such difficult mechanical constructions can hardly be twisted at the front edge, since the fixed rudder horn and the rotating rudder blade are not so freely formable. The rudder blade forces and moments occurring in such half-rudder thrusters are much larger than in full-rudder thrusters with the rudder stock bearing according to the invention. A significant twisting of the propeller-facing front edge of the rudder blade would mean significant constructive uneconomic measures, namely with correspondingly thicker profiles.

Yet another advantage is that by the storage of the rudder stock only Vollschweberuder be possible as a design, which means that no more gaps between the previously necessary Ruderhömem and their rudder blades exist. This avoids cross-flow through these gaps and the associated heavy cavitation erosions as well.

In addition, in the inventive design of the rudder assembly of preferably forged steel existing rudder trunk in the rudder blade, d. H. extended into the upper rudder blade section, but only with a lower neck bearing. The rudder stock, also with a forging as a hub, is connected to the rudder near the hydrodynamic center, whereby only a small load is achieved by bending moments. Overlapping vibrations can be excluded by this design.

Due to the slim rudder profile and thus by the small profile thickness of the rudder blade, it is possible to balance the rudder blade without special stress of the bearing for the rudder stock, against the high pressure of the striking at very high speed on the lower rudder blade section propeller effluent.

To eliminate the cavitation on the rudder blade, this has the profile according to the invention, which is divided into an upper and lower half, the leading edge or leading edges are vertwistet at certain angles. The propellor wake flow and the angle of this to the midship line dictates how many degrees the profile leading edge is twisted. With this new profile variant, the propeller vortex flow flows better along the rudder blade, and there are no pressure peaks on the tread surface of the rudder blade, which favor cavitation. The improved flow around the rudder results in significant fuel savings and improved maneuverability.

The arrangement of baffles in the transition regions of the offset portions of the two superimposed rudder blade sections creates a flow-favorable profile, which avoids otherwise occurring cavitations in these transition areas. The Strömungskörperartig formed "baffles" are designed such that they cover the transition region between the two nose strips. The baffles thus lie in the region of the offset areas on the rudder blade and cover them, so that the water flows along instead of the offset areas on the baffles. This reduces the risk of flow turbulence. The baffles or their migrations thus form a lateral bridging or covering the transition region between the upper and lower rudder blade section. The term "masking" is to be understood in the present case such that the baffles of the flow body cover the offset area as far as possible.

An advantage of a rudder designed in accordance with the invention with a twisted rudder blade is that the danger of the scrapers covering the offset surfaces and being added to a flow body only locally in the offset region Tear off the flow can be reduced, the Strömungskörperartigen baffles at the same time by their relatively small dimensions does not affect the propulsion behavior of the vessel. This creates a "propulsion-neutral effect".

Advantageous embodiments of the invention are the subject of the dependent claims.

Thus, the invention provides a rudder arrangement in which a mounting plate is disposed between the upper rudder blade portion and the lower rudder blade portion and fixedly connected to the rudder blade portions, the mounting plate having symmetrical cross-sectional area portions on both sides of the longitudinal centerline LML and a profile and dimensions defining the floor plate of the rudder blade upper rudder blade section and the cover plate of the lower rudder blade section with their profiles and dimensions include.

A further embodiment of the invention provides that the nose strip of the upper rudder blade section and the nose strip of the lower rudder blade portion are offset laterally to port BB and starboard SB with respect to the longitudinal center line LML such that the center line M2 drawn through the laterally offset nose strip sections at an angle α of at least 3 ° to 10 °, but also higher, preferably 8 °, to the longitudinal center line LML of the cross-sectional area of a rib running.

Furthermore, an embodiment of the invention is provided, which is that the port side BB and starboard SB lying flat arched side wall portions of the upper and lower rudder blade sections a shorter length L4 over the length of the starboard SB and port BB lying strongly curved have arcuate side wall portions of the upper and lower rudder blade sections.

The invention further provides that the arc length BL1 of the strongly arched arcuate sidewall portions of the upper and lower rudder blade portions is much greater than the arc length BL of the arcuate, arcuate sidewall portions of the upper and lower rudder blade portions such that the transition areas ÜB1 of FIG strongly curved arcuate side wall portions of the upper and lower rudder blade portion to the rectilinear to the end bar extending side wall portions and the transition areas ÜB the flat curved arcuate side wall portions of the upper and lower rudder blade portion are offset to the rectilinear to the end bar extending side wall portions towards the end bar.

Brief description of the drawing

Fig. 1

eine Seitenansicht der Ruderanordnung aus einem twistierten Vollschweberuderblatt mit einem oberen und einem unteren Ruderblattabschnitt und aus einem im oberen Ruderblattabschnitt gelagerten Ruderschaft,

Fig. 2

eine schaubildliche Ansicht des twistierten Ruderblattes der Ruderanordnung,

Fig. 3

eine schaubildliche Skelettdarstellung des twistierten Ruder blattes mit entfernter Außenhaut und mit einer Anzahl von plattenförmigen Spanten in den beiden Ruderblattabschnitten,

Fig. 4, 4A, 4B, 4C

vier plattenförmige Spanten des oberen Ruderblattabschnittes des Ruderblattes gemäß Fig. 3,

Fig. 4D

eine vergrößerte Darstellung eines plattenförmigen Spants des unteren Ruderblattabschnittes des Ruderblattes gemäß Fig. 3,

Fig. 4E

einen plattenförmigen Spant des unteren Ruderblattabschnittes des Ruderblattes gemäß Fig. 3,

Fig.5

eine vergrößerte Wiedergabe des plattenförmigen Spants gemäß Fig. 4,

Fig. 6

eine vergrößerte Wiedergabe des plattenförmigen Spants gemäß Fig. 4 mit Angaben zu den Abständen der Seitenkantenbereiche zur Längsmittellinie des Spants,

Fig. 7

eine Skelettdarstellung einer weiteren Ausführungsform des twistierten Vollschweberuderblattes mit mehreren im oberen Ruderblattabschnitt und im unteren Ruderblattabschnitt angeordneten plattenförmigen Spanten,

Fig. 8, 8A, 8B, 8C

vergrößerte Ansichten von oben auf vier plattenförmige Spanten des oberen Ruderblattabschnittes des Ruderblattes gemäß Fig. 7 mit Durchbrechungen für die Aufnahme des Kokerrohres für den Ruderschaft,

Fig. 8D, 8E, 8F

vergrößerte Ansichten von oben auf drei plattenförmige Spanten des unteren Ruderblattabschnittes des Ruderblattes gemäß Fig. 7,

Fig. 9

eine vergrößerte Ansicht von oben auf die Deckplatte des oberen Ruderblattabschnittes des Ruderblattes gemäß Fig. 7 mit der Durchbrechung für die Aufnahme des Kokerrohres für den Ruderschaft,

Fig. 10

eine vergrößerte Ansicht von unten auf das twistierte Ruderblatt der Ruderanordnung gemäß Fig. 7,

Fig. 11

eine vergrößerte Ansicht von oben auf eine zwischen dem oberen Ruderblattabschnitt und dem unteren Ruderblattabschnitt der Ruderanordnung gemäß Fig. 7 angeordnete Befestigungsplatte mit einem Profil und mit Abmessungen, die die Profile und Abmessungen der Bodenplatte des oberen Ruderblattabschnittes und der Deckplatte des unteren Ruderblattabschnittes mit einschließen,

Fig. 12

eine Vorderansicht des twistierten Ruderblattes,

Fig. 13

eine Seitenansicht des Ruderblattes mit propellerseitig schräg verlaufenden Ruderblattkanten,

Fig. 14

eine Ansicht von oben auf das Querschnittsprofil eines Spants des oberen Ruderblattes einer weiteren Ausführungsform,

Fig. 15

einen senkrechten Schnitt der die Ruderschaftlagerung mit dem im oberen Ruderblattabschnitt angeordneten Kokerrohr für den Ruderschaft,

Fig. 16

eine schaubildliche Ansicht von unten auf das twistierte Ruderblatt mit strömungskörperartigen Leitblechen im Versetzungsbereich der beiden Ruderblattabschnitte des Ruders,

Fig. 17

eine Seitenansicht des Ruders gemäß Fig. 16,

Fig. 18

eine Rückansicht des Ruders gemäß Fig. 16,

Fig. 19

eine schaubildliche Vorderansicht des Ruders gemäß Fig. 16,

Fig. 20

eine schaubildliche Seitenansicht des Ruders gemäß Fig. 16,

Fig. 21

eine schaubildliche, vorderseitige Ansicht des Ruders gemäß Fig. 16,

Fig. 22

eine Ansicht des Ruders gemäß Fig. 16 von vorn auf die Nasenleisten des Ruderblattes mit s-förmig angeordneten Leitblechen,

Fig. 23

eine Ansicht von unten auf das Ruder gemäß Fig. 16 und

Fig. 24

eine schaubildliche Ansicht von unten auf das twistierte Ruderblatt mit sich zu einem halbkugelförmigen Strömungskörper ergänzenden Leitblechen im Versetzungsbereich der beiden Ruderblattabschnitte des Ruders.

Embodiments of the invention are explained below with reference to the drawings. Show it:

Fig. 1

a side view of the rudder assembly of a twisted Vollschweberachsblatt with an upper and a lower rudder blade portion and a mounted in the upper rudder blade section rudder stock,

Fig. 2

a perspective view of the twisted rudder blade of the rudder assembly,

Fig. 3

a diagrammatic skeleton representation of the twisted rudder blade with the outer skin removed and with a number of plate-shaped frames in the two rudder blade sections,

Fig. 4, 4A, 4B, 4C

four plate-shaped frames of the upper rudder blade portion of the rudder blade according to Fig. 3 .

Fig. 4D

an enlarged view of a plate-shaped frame of the lower rudder blade portion of the rudder blade according to Fig. 3 .

Fig. 4E

a plate-shaped bulkhead of the lower rudder blade portion of the rudder blade according to Fig. 3 .

Figure 5

an enlarged view of the plate-shaped frame according to Fig. 4 .

Fig. 6

an enlarged view of the plate-shaped frame according to Fig. 4 with information on the distances of the side edge areas to the longitudinal center line of the frame,

Fig. 7

a skeleton representation of another embodiment of the twisted Vollschweberachsblattes with a plurality of arranged in the upper rudder blade section and in the lower rudder blade section plate-shaped frames,

Figs. 8, 8A, 8B, 8C

enlarged views from above on four plate-shaped frames of the upper rudder blade portion of the rudder blade according to Fig. 7 with openings for the reception of the coker tube for the rudder stock,

8D, 8E, 8F

enlarged views from above of three plate-shaped frames of the lower rudder blade portion of the rudder blade according to Fig. 7 .

Fig. 9

an enlarged view from above on the cover plate of the upper rudder blade portion of the rudder blade according to Fig. 7 with the aperture for the reception of the coker tube for the rudder stock,

Fig. 10

an enlarged view from below of the twisted rudder blade of the rudder assembly according to Fig. 7 .

Fig. 11

an enlarged view from above on between the upper rudder blade portion and the lower rudder blade portion of the rudder assembly according to Fig. 7 arranged mounting plate with a profile and with dimensions that include the profiles and dimensions of the bottom plate of the upper rudder blade section and the cover plate of the lower rudder blade section,

Fig. 12

a front view of the twisted rudder blade,

Fig. 13

a side view of the rudder blade with propeller-side inclined rudder blade edges,

Fig. 14

a top view of the cross-sectional profile of a rib of the upper rudder blade of another embodiment,

Fig. 15

a vertical section of the rudder stock with the arranged in the upper rudder blade section Kokerrohr for the rudder stock,

Fig. 16

a perspective view from below of the twisted rudder blade with Strömungskörperartigen baffles in the offset region of the two rudder blade sections of the rudder,

Fig. 17

a side view of the rudder according to Fig. 16 .

Fig. 18

a rear view of the rudder according to Fig. 16 .

Fig. 19

a diagrammatic front view of the rudder according to Fig. 16 .

Fig. 20

a perspective view of the rudder according to Fig. 16 .

Fig. 21

a perspective front view of the rudder according to Fig. 16 .

Fig. 22

a view of the rudder according to Fig. 16 from the front on the nose strips of the rudder blade with s-shaped baffles,

Fig. 23

a view from below of the rudder according to Fig. 16 and

Fig. 24

a perspective view from below of the twisted rudder blade with him to a hemispherical flow body additional baffles in the offset region of the two rudder blade sections of the rudder.

Best way to carry out the invention

The rudder assembly 200 according to the invention consists of two functionally cooperating and solving the object of the invention components, namely a preferably Vollschweberuder with a twisted rudder blade 100 and mounted in the upper region of the rudder stock 140 (FIG. Fig. 1 . 2 . 3 . 7 and 14 ).

At the in Fig. 1 The rudder assembly 200 illustrated is designated 110, a hull, 120 a coker tube for receiving the rudder stock 140, and 100, the rudder blade. The rudder blade 100 is assigned a propeller 115. The propeller axis is designated PA.

The rudder blade 100 according to Fig. 1 . 2 . 3 and 7 consists of two superposed rudder blade sections 10, 20, the nose strip 11 of the upper rudder blade section 10 are offset to port BB and the nose strip 21 of the lower rudder blade section 20 to starboard side SB to the longitudinal centerline LML of the Rudder blade 100 offset ( Fig. 4, 4A, 4B, 4C ; 4D, 4E and 13 ). The lateral displacement of the nose strips 11, 21 can also be achieved so that the nose strip 11 of the upper rudder blade section 10 are offset to starboard SB and the nose strip 21 of the lower rudder blade section 20 to port BB. The two side wall surfaces 12, 13 of the upper rudder blade section 10 and the side wall surfaces 21, 23 of the lower rudder blade section 20 extend from the nose strips 11, 21 arcuately in the direction of a final bar 15 facing away from the propeller 115 with the interposition of rectilinear side wall sections 16, 17 and 26, 27, which open into the end bar 15. The two rudder blade sections 10, 20 have an end bar 15 in common, whereas each rudder blade section 10, 20 has a nose strip 11 and 21, by the lateral dislocations, the twist is achieved.

The rudder assembly 200 preferably comprises a Vollschweberuder, but also differently shaped rudders can be used, as far as they are suitable for equipping with a twisted rudder blade and the advantages of the rudder blade design according to the invention are achieved. The two rudder blade sections 10, 20 arranged one above the other have equal or unequal heights. Preferably, the lower rudder blade portion 20 relative to the height of the upper rudder blade portion has a small height, wherein the height of the upper rudder blade portion 10 at least equal to 1 ½ times the height of the lower rudder blade portion 20. The nose strips 11, 21 of the two rudder blade sections 10, 20 are semicircular arc-shaped.

The rudder blade 100 has conically downwardly extending nose strips 11, 21, whereas the end rail 15 is rectilinear and parallel to the rudder shaft 140 ( Fig. 1 . 2 and 3 ). The conical shape of the nose strips 11, 21 of the two rudder blade sections 10, 20 is such that the size of the cross-sectional surfaces 30 of the two rudder blade sections 10, 20 at the same profile design of the upper rudder blade section 10 and the same profile design of the lower rudder blade section 20 from the upper area to OB decreasing the cross-sectional areas 30, a downwardly extending slim profile with a low profile thickness in the lower region, in particular by the course of the side wall surfaces 12, 13 and 22, 23 of the two rudder blade sections 10, 20 is obtained. The small profile thickness of the rudder blade 100 is an essential feature of the invention.

As Fig. 13 shows, the propeller 115 facing edge or nose strip 11, 21 of the rudder blade 100 of the propeller facing away edge or end bar 15 at an angle β of at least 5 °, preferably 10 °, sloping.

The lengths L, L1 of the cross-sectional surface portions 31, 32 of the two rudder blade sections 10, 20 on both sides of the largest profile thickness PD are designed differently. The cross-sectional surface portions 31 of the upper rudder blade portion 20 and the lower rudder blade portion 20 in the area between the end bar 15 and the largest profile thickness PD of the rudder blade 100 have opposite the length L1 of the cross-sectional surface portions 32 of the upper rudder blade portion 10 and the lower rudder blade portion 20 between the largest profile thickness PD of the rudder blade 100 and the nose strips 11, 21 a greater length L on. The aspect ratio is preferably 1½ times the length L compared to the length L1 (FIG. Fig. 5 ).

The design of the rudder blade is such that the upper rudder blade portion 10 on the port side BB and the lower rudder blade portion 20 starboard side SB each have a flat arcuate and extending from the nose strips 11, 21 in the direction of the end bar 15 side wall portions 18, 28 having a length L2 corresponding to the length L'2 of the side wall portion 18 from the nose strips 11, 21 corresponds to the largest profile thickness PD plus a length L "2 which corresponds to at least _^1/3 of the length L'2, wherein the flat arcuate side wall portion 28 the rectilinear side wall portion 16 connects, which terminates in the end bar 15 ( Fig. 5 ).

Furthermore, the upper rudder blade section 10 on the starboard side SB and the lower rudder blade section 20 on the port side BB each have a strongly arched, arc-shaped running away from the nose strips 11, 21 toward the end strip extending side wall sections 15 19, 29 having a length L3, which 19 corresponds to the length L'3 of the side wall portion of the nose strips 11, 21 to the largest profile thickness PD plus a length L "3, at least _^1/3 corresponds to the length L 3, which adjoins the arcuately extending arcuate side wall section 19, 29, which is adjoined by the rectilinear side wall section 17, 27, which terminates in the end strip 15 (FIG. Fig. 5, 4D ).

Due to this configuration of the two rudder blade sections 10, 20, the two-sided side wall sections of the nose strips 11, 21 and of the end bar 15 in the direction of the largest profile thickness PD rising gradients.

The nose strip 11 of the upper rudder blade section 10 and the nose strip 21 of the lower rudder blade section 20 to port BB and starboard SB are laterally offset from the longitudinal center line LML such that the center line M2 drawn through the laterally offset nose strip sections is at an angle α of at least 3 ° to 10 ° °, but also higher, preferably 8 °, to the longitudinal center line LML of the cross-sectional area of a rib running.

The rudder assembly 200 further includes a rudder post 140 operatively associated with the rudder blade 100, in particular forged steel or other suitable material supported in a coker tube 120, in particular forged steel or other suitable material, by at least one bearing 150. The rudder stock 140 is located in the region of the largest profile thickness PD of the upper rudder blade section 10 and only in this ( Fig. 1 . 2 . 3 and 15 ), ie at the intersection of the line which represents the greatest profile thickness PD and the longitudinal center line LML (FIG. Fig. 5 ). The rudder stock 140 extends together with its fastening device 145 over the entire height of the upper rudder blade portion 10 of the rudder blade 100. The Kokerrohr 120th with the rudder stock 140 can also be arranged for design reasons in the upper rudder blade section 10 between the largest profile thickness PD and the nose strips 11, 21.

The deep drawn into the upper rudder blade section 10 Kokerrohr 120 is provided as a cantilever with an inner bore 125 for receiving the rudder stock 140 ( Fig. 14 ). The arrangement of the Kokerrohres 120 takes place by inserting the Kokerrohres in accordance with the outer diameter of the Kokerrohres sized openings 105 in the frames 40 of the upper rudder blade section 10 (FIG. Fig. 3 . 8, 8A, 8B, 8C ).

The Kokerrohr 120 is provided as a cantilever with a central inner longitudinal bore 125 for receiving the rudder stock 140 for the rudder blade 100. In addition, the Kokerrohr 120 is up to the rudder end connected to the rudder blade 100 extends only reaching into the upper rudder blade section 10. In its inner bore 125, the Kokerrohr 120, the bearing 150 for supporting the rudder stock 140, wherein preferably this bearing 150 is disposed in the lower end portion 120 b of the Kokerrohres 120. The rudder stock 140 is led out with its end 140b with a portion 145 of the Kokerrohr 120. The free lower end of this extended portion 145 of the rudder stock 140 is fixedly connected to the upper rudder blade portion 10 at 170, but here, too, a connection is provided which allows release of the rudder blade 100 of the rudder stock 140 when z. B. the propeller shaft to be replaced. The connection of the rudder stock 140 in the area 170 with the twisted rudder blade 100 is above the propeller axis PA, so that for the expansion of the propeller shaft only the rudder blade 100 must be removed from the rudder stock 140, so that pulling out the rudder stock 140 from the Kokerrohr 120th is not required for a propeller shaft replacement, since both the free lower end 120b of the Kokerrohres and the free lower end of the rudder shaft 140 above the propeller shaft center lie. At the in Fig. 15 shown embodiment, only a single inner bearing 150 is provided for the storage of the rudder stock 140 in the Kokerrohr 120; another bearing for the rudder blade 100 on the outer wall of the Kokerrohres 120 can be omitted.

For receiving the free lower end 120b of the Kokerrohres 120, the rudder blade 100 is provided with an indicated at 160 collection or recess.

The cross section of the Kokerrohres 120 is designed thin-walled, which has at least one neck bearing 130 in the region of its free end for supporting the rudder stock 140 on the inner wall side. Also at other locations of Kokerrohres 120 additional bearings may be provided for the rudder stock. The rudder stock 140 is led out of the Kokerrohr 120 in its end region 140b with a portion 140a and connected to the upper rudder blade portion 10 with the end of this portion 140a ( Fig. 14 ).

To Fig. 3 and 7 the upper rudder blade section 10 and the lower rudder blade section 20 consist of a rudder plating forming the side walls and of horizontal web plates or ribs 40, 50 and of vertical web plates or ribs which form the inner reinforcement of the two rudder blades. The web plates are provided with relief and water holes.

As the Figs. 3, 4, 4A, 4B, 4C and 8, 8A, 8B, 8C show all frames 40 of the upper rudder blade portion 10 of the rudder blade 100 same shape, same sidewall guide and matching nose strips 11 and end strips 15, wherein the length of the frames from the uppermost bulkhead to the lowest bulkhead and thus the size of the cross-sectional areas of the frames of decreases downwards, so that the nose strips 11 are inclined to the bottom of the rudder blade 100 ( Fig. 1 ).

All frames 50 of the lower rudder blade section 20 have the same shape, the same side wall guide and matching nose strips 21 and end strips 15, wherein the length of the frames 50 decreases from the uppermost bulkhead to the lowest bulkhead and thus the size of the cross-sectional areas of the ribs from top to bottom in that the nose strips 11 are inclined to the bottom of the lower rudder blade section 20.

Due to this configuration, the nose strips 11, 21 of the upper rudder blade section 10 and the lower rudder blade section 20 run obliquely downwards, whereas the end rails 15 run rectilinearly and parallel to the longitudinal axis of the rudder shaft 140, as in FIG Fig. 1 shown.

The two rudder blade sections 10, 20 can be directly connected to each other. Both Fig. 7 and 11 the two rudder blade sections 10, 20 are connected to one another via a fastening plate 45. This mounting plate 45 has symmetrical cross-sectional surface portions 46, 47 on both sides of the longitudinal center line LML and a surface profile and dimensions, including the bottom plate 42 of the upper rudder blade portion 10 and the cover plate 41 of the lower rudder blade portion 20 with their profiles and dimensions, so that when Aufzenetzen of the upper rudder blade profile 10 on the mounting plate 45 and the attachment of the lower rudder blade portion 20 from below to the mounting plate 45 projects with a very small edge region laterally from the juxtaposed rudder blade sections 10, 20 forth ( 10 and 11 ). The fastening plate 45 has a semi-circular edge rounding 11 'facing the propeller, and an edge 15' facing away from the propeller, which merges into the end strips 15 of the two rudder blade sections .10, 20 Side wall surfaces 45a, 45b of the mounting plate 45 have matching curves.

As Fig. 3 and 10 at the bottom of the mounting plate 45, the lower rudder blade section 20, whose frames 50 have a cross-sectional surface shape and shape, which correspond to those of the frames 40, but at 90 ° rotated about its longitudinal centerline LML frame 40 (FIG. Fig. 4D, 4E . 8D, 8E, 8F ).

After the Fig. 7 . 8, 8A, 8B and 8C For example, the ribs 40 of sections A, B, C and D are the same in profile but the cross-sectional area of the individual ribs 40 decreases from top to bottom so that the nose bar 11 is skewed. At the section C, the section D connects to the mounting plate 45 at. The frames 50 of the sections E, F and G of the lower rudder blade section 20 have the same profile with the profiles of the frames 40, however, the side walls are with the strongly curved arcuate side wall portions 29 of the frames 50 port side BB ( Figs. 8D, 8E and 8F ), whereas in the embodiment Fig. 7 the side walls of the ribs 40 with the strongly curved arcuate side wall portions 19 starboard side SB lie ( Figs. 8, 8A, 8B and 8C ). The cross-sectional areas of the ribs 50 of the lower rudder blade section 20 decrease in their length from top to bottom, so that the nose strip 21 of the lower rudder blade section 20 is also inclined ( Fig. 7 ).

In Fig. 9 the upper cover plate 43 of the upper rudder blade section 10 is shown, which is provided with the opening 105 for the insertion of the Kokerrohres 120. Fig. 10 shows a bottom view of the rudder blade 100 with its two rudder blade sections 10, 20 and the frames 40 and 50th

The diameter of the aperture 105 or bore in the upper rudder blade portion 10 for receiving the Kokerrohres 120 for the rudder stock 140 is slightly smaller than the largest profile thickness PD of the rudder blade portion 10. Due to this configuration, a very slender rudder blade profile is created.

$$\mathrm{\alpha }4\mathrm{<}\mathrm{\alpha }\mathrm{5}$$

$$\mathrm{\alpha }6\mathrm{<}\mathrm{\alpha }\mathrm{7}$$

The configuration and the cross-sectional profile of the rudder blade 100 with its two rudder blade sections 10, 20 are such that the arcuate arcuate side wall sections 18, 28 of the upper and lower rudder blade sections 10, 20 have a short length L2, L'2 opposite the length L3 of the strongly curved arcuate side wall portions 19, 29 of the upper and lower rudder blade portions 10, 20 have ( Fig. 5 and 6 ). The distance α from the side wall portion 18 of the upper rudder blade portion 10 to the longitudinal centerline LML and the distance α1 from the side wall portion 19 are the same. Up to the end bar 15, the distances α, α1 are always the same size, but they decrease in relation to the end bar 15 from. In the direction of the leading edge 11, the following spacing conditions result: $$\mathrm{\alpha }\mathrm{2}\mathrm{<}\mathrm{\alpha }\mathrm{3}$$

$$\mathrm{\alpha }4\mathrm{<}\mathrm{\alpha }\mathrm{5}$$

$$\mathrm{\alpha }6\mathrm{<}\mathrm{\alpha }\mathrm{7}$$

$$\mathrm{\alpha }10>\mathrm{\alpha }\mathrm{11}$$

$$\mathrm{\alpha }\mathrm{12}>\mathrm{\alpha }\mathrm{13}$$

$$\mathrm{\alpha }\mathrm{14}>\mathrm{\alpha }\mathrm{15}$$

$$\mathrm{\alpha }\mathrm{16}>\mathrm{\alpha }\mathrm{17}$$

$$\mathrm{\alpha }\mathrm{18}>\mathrm{\alpha }\mathrm{19},$$

wobei das Verhältnis der Abstände α16 zu α17 etwa 2:1 ist. Fig. 6 lässt eindeutig erkennen, in welchem Verhältnis die Abstände zueinander stehen, d. h. dass die Abstände α9, α11, α13, α15, α17, α19 zu ihren gegenüberliegenden Abständen α8, α10, α12, α14, α16, α18 wesentlich in Richtung zur Nasenleiste 11 abnehmen. Dieses Querschnittsprofil mit den aufgezeigten Abständen erstreckt sich durch alle Querschnitte des oberen Ruderblattabschnittes 10 und durch alle Querschnitte des unteren Ruderblattes, da alle Querschnittsflächen des oberen Ruderblattabschnittes 10 gleiche Formgebungen haben, was auch für die Querschnittsfläche des unteren Ruderblattabschnittes 20 zutrifft, und zwar unter Berücksichtigung des Sachverhaltes, dass sich die Querschnittsfläche bzw. Spanten des Ruderblattes 100 von oben nach unten in Bezug auf ihre Längen und in Bezug auf ihre den Nasenleisten zugekehrten Bereiche verjüngen (Fig. 10).This is followed by the largest profile thickness PD. In the direction of the leading edge, the following spacing conditions result: $$\mathrm{\alpha }\mathrm{8th}>\mathrm{\alpha }\mathrm{9}$$

$$\mathrm{\alpha }10>\mathrm{\alpha }\mathrm{11}$$

$$\mathrm{\alpha }\mathrm{12}>\mathrm{\alpha }\mathrm{13}$$

$$\mathrm{\alpha }\mathrm{14}>\mathrm{\alpha }\mathrm{15}$$

$$\mathrm{\alpha }\mathrm{16}>\mathrm{\alpha }\mathrm{17}$$

$$\mathrm{\alpha }\mathrm{18}>\mathrm{\alpha }\mathrm{19}.$$

wherein the ratio of the distances α16 to α17 is about 2: 1. Fig. 6 clearly shows the relationship between the distances from each other, ie that the distances α9, α11, α13, α15, α17, α19 decrease substantially towards their opposite distances α8, α10, α12, α14, α16, α18 in the direction of the leading edge 11. This cross-sectional profile with the distances shown extends through all cross-sections of the upper rudder blade section 10 and through all cross-sections of the lower rudder blade, since all cross-sectional areas of the upper rudder blade section 10 have the same shapes, which also applies to the cross-sectional area of the lower rudder blade section 20, taking into account The fact that the cross-sectional area or ribs of the rudder blade 100 are tapered from top to bottom with respect to their lengths and with respect to their areas facing the leading edge ( Fig. 10 ).

$$\mathrm{Lʹ}\mathrm{2}\mathrm{<}\mathrm{Lʹ}\mathrm{3}$$

$$\mathrm{L}\mathrm{4}>\mathrm{Lʹ}\mathrm{4}$$

(Fig. 14).The arc length BL1 of the highly curved arcuate side wall sections 19, 29 of the upper and lower rudder blade sections 10, 20 is according to a further embodiment according to Fig. 14 greater than the arc length BL of the arcuate arcuate sidewall portions 18, 28 of the upper and lower rudder blade portions 10, 20, such that the transitional areas ÜB1 of the strongly curved arcuate sidewall portions 19, 29 of the upper and lower rudder blade portions 10, 20 are rectilinear to the End bar 15 extending side wall portions 17, 27 and the transition areas ÜB the flat arcuate side wall portions 18, 28 of the upper and lower rudder blade sections 10, 20 to the rectilinear to the end bar 15 extending side wall sections 16, 26 are offset in the direction of the end bar 15 such that the Transition area ÜB1 facing the transition area ÜB the end bar is facing. The lengths of the side wall sections 18, 19 and 28, 29 are as follows: $$\mathrm{L}\mathrm{3}\mathrm{\ge }\mathrm{L}\mathrm{2}$$

$$\mathrm{L\text{'}}\mathrm{2}\mathrm{<}\mathrm{L\text{'}}\mathrm{3}$$

$$\mathrm{L}\mathrm{4}>\mathrm{L\text{'}}\mathrm{4}$$

( Fig. 14 ).

The legs of the rectilinear side wall portions 16, 17, 26, 27 of the upper rudder blade portion 10 and the lower rudder blade portion 20, which converge to the end bar 15, preferably have the same lengths, but also an unequal length design is possible.

The invention also includes rudder arrangements in which the twisted rudder blade 100 is provided with a fin extending over the two rudder blade sections 10, 20.

As the Fig. 16 to 23 show in the transition region of the two laterally offset portions A1, A2 of the two superimposed rudder blade sections 10, 20 and that the arcuate course of the nose strips 11, 21 correspondingly shaped baffles 200, 201 (deflectors) with a streamlined, curved, elongated or hemispherical profile arranged, of which a baffle 200 from the nose strip 11 of the upper rudder blade section 10 extends in the side wall and the other baffle 201 of the nose strip 21 of the lower rudder blade section 20 in the side wall and with their mutually facing lying edges (200d, 201d ) are connected to each other.

The two baffles 200, 201 complement each other to form a flow body which covers the transition region between the offset regions of the two rudder blade sections 10, 20. Both the upper rudder blade section 10 and the lower rudder blade section 20 each have a strip-shaped one and slightly curved, the outer wall shape of the rudder blade adapted baffle 200 and 201, wherein each of the two baffles with a the nose strips 11, 21 and the propeller 115 facing portion 200b and 201 b in the region of the leading edge lies and component, ie integrated Part of the leading edge is. Furthermore, each baffle 200 or 201 is provided with a rear strip-shaped section 200c or 201c, which abuts against the side wall of the rudder or is integrated into the same (FIG. Fig. 17 . 18 . 19 and 20 ). The portions 200b and 201b of the two baffles 200, 201 are in the region of the nose strips 11, 21 and have approximately a cap-shaped configuration 200a, 201a, which have a roughly semicircular shape when viewed from the on the nose strips 11, 21 ( Fig. 16 and 22 ), wherein these cap-shaped portions 200b, 201b as the nose strips 11, 21 are offset to port BB and starboard SB ( Figure 22 ).

The two cap-shaped sections 200b, 201b together form two cone halves 200'b, 201'b which stand against one another with their base sides ( Fig. 16 . 17 . 20 ). Thus, the port side side wall of the upper rudder blade portion 10, the baffle 200 and the starboard side band of the lower rudder blade portion 20, the baffle 2001, wherein the baffles 200, 201 are arranged so that their strip-shaped and bead-shaped portions 200c, 201c in the side walls of the rudder blade lie while their propeller 115 facing portions 200b, 201 b in the region of the nose strips 11, 21 are.

The lying in the region of the two nose strips 11, 21 sections 200b, 201 b are welded together with their mutually facing edges 200d, 201 d and with the nose strips 11, 21 ( Fig. 22 ).

In the embodiment according to Fig. 24 is in the offset region of the two rudder blade sections 10, 20, a strömungskörperartiges baffle 210 is provided which is hemispherical in shape.

The rudder arrangement according to the invention is characterized by the features specified in the claims, by the embodiments set forth in the description and by the embodiments illustrated in the figures of the drawings. The baffles 200, 201 and 210 arranged in the offset region of the two rudder blade sections 10, 20 have the embodiments described in the description and illustrated in the figures. and are also like the rudder blade design of the invention.

Claims (8)

1. Rudder arrangement for ships with high speeds with a cavitation reducing, twisted, in particular floating rudder, comprising a rudder blade (100) with a propeller (115) allocated to the rudder blade and arranged on a drivable propeller axis (PA), and a rudder shaft (140) connected with the rudder blade (100), wherein the rudder (200)

   a.) consists of a floating rudder blade (100) exhibiting a narrow profile with a slight profile thickness, which consists of two rudder blade sections (10, 20) lying one atop the other with identical or different heights, most preferably with a lower rudder blade section (20) that exhibits a lower height relative to the height of the upper rudder blade section (10), and with leading edge strips (11, 21) facing the propeller (115) and exhibiting a roughly semicircular profile, positioned in such a way that the one leading edge strip (11) is shifted toward the port (BB) or starboard (SB), while the other leading edge strip (21) is shifted toward the starboard (SB) or port (BB) laterally to the longitudinal central line (LML) of the rudder blade (100), while the lateral wall surfaces (12, 13; 22, 23) of the two rudder blade sections (10, 20) converge in an end strip (15) facing away from the propeller (115),

   a1.) wherein the two leading edge strips (11,21) and the end strip (15) taper conically toward the bottom as the cross sectional areas (30) diminish from the upper area (OB) to the lower area (UB) of the rudder blade (100),

   a2.) or the end strip (15) runs straight and parallel relative to the rudder shaft (140), and the two leading edge strips (11, 21) taper conically toward the bottom as the size of the cross sectional areas (30) diminish from the upper area (OB) to the lower area (UB),

   a3.) wherein the cross sectional area segments (31) of the upper rudder blade section (10) and the lower rudder blade section (20) exhibit a length (L) in the area between the end strip (15) and the largest profile thickness (PD) of the rudder blade (100) that corresponds to at least 1 ½ times the length (L1) of the cross sectional area segments (32) of the upper rudder blade section (10) and the lower rudder blade section (20) between the largest profile thickness (PD) of the rudder blade (100) and the leading edge strips (11, 21),

   a4.) wherein the upper rudder blade section (10) on the port side (BB) and the lower rudder blade section (20) on the starboard side (SB) each have a flat, arc-shaped lateral wall segment (18, 28) extending from the leading edge strips (11, 21) toward the end strip (15) with a length (L2) that extends over the length (L'2) of the lateral wall segments (18) from the leading edge strips (11, 21) to the largest profile thickness (PD) plus a length (L"2) corresponding to at least 1/3 the length (L'2), wherein the straight lateral wall segment (16, 26) terminating in the end strip (15) abuts the flat, arc-shaped lateral wall segment (18, 28),

   a5.) wherein the upper rudder blade section (10) on the starboard side (SB) and the lower rudder blade section (20) on the port side (BB) each exhibit a highly curved, arc-shaped lateral wall segment (19, 29) extending from the leading edge strips (11, 21) toward the end strip (15) with a length (L3) extending over the length (L'3) of the lateral wall segments (19) from the leading edge strips (11, 21) to the largest profile thickness (PD) plus a length (L"3) corresponding to at least 1/3 the length (L'3), wherein the straight lateral wall segment (17, 27) terminating in the end strip (15) abuts the highly curved, arc-shaped lateral wall segment (19, 29),

   a6.) wherein the two paired straight lateral wall segments (16; 17; 26, 27) exhibit the same lengths, and the cross sectional area segments lying between the two lateral wall segments (16, 17; 26, 27) are the same size and symmetrical,

   a7.) wherein the distance between the flat, arc-shaped lateral wall segment (18; 28) and the longitudinal central line (LML) is greater in comparison to the distance between the highly arc-shaped lateral wall segment (19; 29) relative to the longitudinal central line (LML), and the cross sectional area segments lying between the two flat, arc-shaped lateral wall segments (18; 28) on either side of the longitudinal central line (LML) are asymmetrical,

   a8.) wherein, in the transitional area of the two laterally displaced sections of the two rudder blade sections (10, 20) lying one atop the other, guiding sheets (200, 201) that are shaped corresponding to the arc-like progression of the leading edge strips (11, 21), comprise flow bodies, and cover the displacement area, are arranged with a flow-facilitating, curved, oblong or semispherical profile adjusted to the outer wall of the rudder blade, of which one guiding sheet (200) extends from the leading edge strip (11) of the upper rudder blade section (10) until into its lateral wall, and the other guiding sheet (201) extends from the leading edge strip (21) of the lower rudder blade section (20) until into its lateral wall, and

   b.) consists of a rudder blade (100) that interacts functionally with a rudder shaft (140) having at least one bearing,

   b1.) wherein the rudder shaft (140) made of forged steel or some other suitable material, along with the rudder trunk pipe (120) that incorporates the latter, in particular made of forged steel or some other suitable material, is arranged in the area of the largest profile thickness (PD) or between the latter and the leading edge strips of the upper rudder blade section (10) within the latter, and extends with its terminal attachment device (145) over the entire height of the upper rudder blade section (10),

   b2.) wherein the rudder trunk pipe (120) retracted deep within the upper rudder blade section (10) is provided for the rudder shaft (140) as a jib arm with a central, interior longitudinal borehole (125) for accommodating the rudder shaft (140),

   b3.) wherein the rudder trunk pipe cross section has thin walls, and the rudder trunk pipe (120) preferably exhibits a neck bearing (130) on the interior wall in the area of its free end for mounting the rudder shaft (140), and

   b4.) wherein a section (140a) of the end area (140b) of the rudder shaft (140) is extended out of the rudder trunk pipe (120), and the end of this section (140a) is connected with the upper rudder blade section (10).
2. The rudder according to one of the preceding claims 1 to 4, characterized in that an attachment plate (45) is arranged between the upper rudder blade section (10) and the lower rudder blade section (20) and rigidly connected with the rudder blade section (10, 20), wherein the attachment plate (45) exhibits symmetrical cross sectional area segments (46, 47) on either side of the longitudinal central line (LML) and an area profile and dimensions that include the floor plate (42) of the upper rudder blade section (10) and the cover plate (41) of the lower rudder plate section (20) with their profiles and dimensions.
3. The rudder according to one of the preceding claims 1 to 5, characterized in that the leading edge strip (11) of the upper rudder blade section (10) and the leading edge strip (21) of the lower rudder blade section (20) are laterally displaced toward port (BB) and starboard (SB) relative to the longitudinal central line (LML) in such a way that the central line (M2) drawn through the laterally displaced leading edge strip segments runs at an angle α of at least 3° to 10°, ore even higher, most preferably 8°, relative to the longitudinal central line (LML) of the cross sectional surface of a frame.
4. The rudder according to one of the preceding claims 1 to 6, characterized in that the flat, arced lateral wall segments (18, 28) of the upper and lower rudder blade segments (10, 20) lying on the port (BB) and starboard (SB) side exhibit a shorter length (L4) relative to the length (L5) of the highly curved, arced lateral wall segments (19, 29) of the upper and lower rudder blade segments (10, 20) lying on the starboard (SB) and port (BB) side.
5. The rudder according to one of the preceding claims 1 to 7, characterized in that the arc length (BL1) of the highly curved, arced lateral wall segments (19, 29) of the upper and lower rudder blade section (10, 20) is greater than the arc length (BL) of the flat, curved, arced lateral wall segments (18, 28) of the upper and lower rudder blade section (10, 20), so that the transitional areas (UB1) of the highly curved, arced lateral wall segments (19, 29) of the upper and lower rudder blade section (10, 20) are offset relative to the lateral wall segments (17, 27) running along a straight line to the end strip (15) and the transitional areas (UB) of the flat, curved, arced lateral wall segments (18, 28) of the upper and lower rudder blade section (10, 20) are offset relative to the lateral wall segments (16, 26) running along a straight line to the end strip (15) in the direction toward the end strip.
6. The rudder according to one of the preceding claims 1 to 8, characterized in that the diameter of the opening (105) or borehole in the upper rudder blade section (10) for holding the rudder trunk pipe (120) is somewhat smaller by comparison to the largest profile thickness (PD) of the rudder blade section (10).
7. The rudder according to one of the preceding claims 1 to 9, characterized in that the edge or leading edge strip (11, 21) of the rudder blade (100) facing the propeller runs at an inclination relative to edge or end strip (15) facing away from the propeller (115) at an angle β of at least 5°, most preferably 10°.
8. The rudder according to one of the preceding claims 1 to 10, characterized in that the guiding sheets (200, 201) arranged in the transitional area of the two laterally displaced sections (A1, A2) of the two opposing rudder blade sections (10, 20) and shaped according to the arced progression of the leading edge strips (11, 21) exhibit a curved, oblong profile, wherein each of the two guiding sheets (200, 201) lies in the area of the leading edge strips with one section (200b, 201 b) facing the leading edge strips (11, 21) and is an integrated component of the leading edge strip, and is provided with a striped section (200c, 201 c), which abuts the lateral wall of the rudder or is integrated into the latter, wherein the sections (200b, 201) of the two guiding sheets (200, 201) lying in the area of the leading edge strips (11, 21) exhibit a cap-shaped design (200a, 201a), wherein the port lateral wall of the upper rudder blade section (10) exhibits the guiding sheet (200) and the starboard lateral wall of the lower rudder blade section (20) exhibits the guiding sheet (201), wherein the guiding sheets (200, 201) in the transitional area of the upper rudder blade section (10) and the lower rudder blade section (20) are arranged in such a way that the striped sections (200c, 201 c) lie in the lateral walls of the rudder blade and cover the transitional area, wherein the sections (200b, 201 b) of the guiding sheets (200, 201) facing the propeller (115) lie in the area of the leading edge strips (11, 21).

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