EP2154064B1 - Agencement de gouvernail pour bateaux à vitesses élevées et d'un gouvernail réduisant la cavitation, torsadé en particulier gouvernail à suspension totale - Google Patents

Agencement de gouvernail pour bateaux à vitesses élevées et d'un gouvernail réduisant la cavitation, torsadé en particulier gouvernail à suspension totale Download PDF

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Publication number
EP2154064B1
EP2154064B1 EP08016049A EP08016049A EP2154064B1 EP 2154064 B1 EP2154064 B1 EP 2154064B1 EP 08016049 A EP08016049 A EP 08016049A EP 08016049 A EP08016049 A EP 08016049A EP 2154064 B1 EP2154064 B1 EP 2154064B1
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EP
European Patent Office
Prior art keywords
rudder
rudder blade
side wall
sections
section
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EP08016049A
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German (de)
English (en)
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EP2154064A1 (fr
Inventor
Dirk Dipl.-Ing. Lehmann
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Becker Marine Systems GmbH and Co KG
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Becker Marine Systems GmbH and Co KG
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Priority to PL08016049T priority Critical patent/PL2154064T3/pl
Publication of EP2154064A1 publication Critical patent/EP2154064A1/fr
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    • 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 arrangement for ships at higher speeds with a cavitation-reducing, twisted, in particular full-swarm wind according to the preamble of claim 1.
  • 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.
  • a rudder arrangement of the generic type is known from EP 1 857 358 A2 or the DE 20 2004 021 500 known.
  • 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.
  • 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 generated on the rudder blade in the lower region, generated by the very high flow velocities Propellerabstrom forces are collected and the rudder blade are balanced, without causing damage to the bearings for the rudder stock.
  • the rudder arrangement according to the invention is designed in the manner that 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 of the rudder blade have a length which is at least 1 1/2 times the length of the cross-sectional surface portions of the upper rudder blade portion and the lower rudder blade portion between the largest profile thickness of the Rudder blade and the leading edge correspond that the upper rudder blade portion port side and the lower rudder blade portion each extend a flat arcuate and extending from the nose strips towards the end strip side wall portion having a length extending over the length of the side wall portions of the nose strips to the largest profile thickness plus a length which corresponds at least to 1 ⁇ 3 the length, wherein adjoining the flat arcuate side wall portion of the rectilinear side wall portion which terminates in the end bar, and that the upper rudder blade portion starboard side and the lower rudder blade portion each port a strongly curved, arcuate and extending
  • the lower rudder blade section is given a narrow profile by the inventive design of the twisted rudder blade as Vollschweberuder with its low profile thickness 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 this 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 can not be achieved with other rudder blade configurations and rudder stock bearings on the rudder blade impacting.
  • a rudder assembly ie a system of two components is created, 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.
  • the Kokerrohrquerites can be made relatively thin-walled.
  • This thinness is very important because the lower part of the Kokerrohres in the rudder blade, ie in the upper rudder blade section, is housed and thus has direct Einftuss on the profile thickness of the rudder blade. Only a slim rudder profile, so a low profile thickness, even 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.
  • 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 Halbschweberuder with a rudder horn or Rudermik.
  • 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 internal forces and moments occurring in such Halbschwebetudern are much larger than Vollschweberudern with the storage of the rudder stock 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.
  • 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.
  • 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.
  • 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 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 base 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 ⁇ 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.
  • 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 compared to the length of the starboard SB and port BB lying strongly arched arcuate side wall portions of the upper and lower rudder blade sections.
  • the invention also provides that the arc length BL1 of the strongly arched arcuate side wall sections of the upper and the lower rudder blade portion is much larger than the arc length BL of the arcuate arcuate sidewall portions of the upper and lower rudder blade portions such that the transition regions ÜB1 of the highly curved arcuate sidewall portions of the upper and lower rudder blade portions extend to the sidewall portions which are straight to the end rail 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.
  • the rudder assembly 200 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 ).
  • 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 superimposed rudder blade sections 10, 20, the propeller 115 facing nose strips 11, 21 are offset such that the nose strip 11 of the upper rudder blade section 10 to port BB and the nose strip 21 of the lower rudder blade section 20 are offset to starboard SB laterally to the longitudinal centerline LML of the rudder blade 100 ( 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 an end 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.
  • the lower rudder blade section 20 has a small height relative to the height of the upper rudder blade section, the height of the upper rudder blade section 10 being at least equal to 11 ⁇ 2 times the height of the lower rudder blade section 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 course 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 OB to the lower area UB of Ruderblattes 100 decreases, so that by reducing the cross-sectional areas 30 is 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.
  • 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 ⁇ 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 11 ⁇ 2 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 port side BB and the lower rudder blade portion 20 starboard side SB depending on a flat arc-shaped running and from the side ledges 11, 21 extending in the direction of the end bar 15 side wall portions 18, 28 having a length L2 which corresponds to the length L 2 of the side wall portion 18 of the nose strips 11, 21 to the largest profile thickness PD plus a length L "2, which corresponds to at least 1 ⁇ 3 the length L'2, wherein adjoining the flat arcuate side wall portion 28 of the rectilinear side wall portion 16 which terminates in the end bar 15 ( Fig. 5 ).
  • the upper rudder blade portion 10 on the starboard side SB and the lower rudder blade portion 20 port side BB depending on a strongly curved, arcuate and extending from the nose strips 11, 21 toward the end bar 15 side wall portions 19, 29 with a length L3, the Length L'3 of the side wall portion 19 of the nose strips 11, 21 corresponds to the largest profile thickness PD plus a length L "3, which corresponds to at least 1 ⁇ 3 the length L'3.
  • 29 closes the rectilinear side wall portion 17, 27, which terminates in the end bar 15 ( Fig. 5 . 4D ).
  • 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 ⁇ 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 attachment device 145 over the entire height of the upper rudder blade portion 10 of the rudder blade 100.
  • the Kokerrohr 120 with the rudder stock 140 may 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.
  • 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.
  • the bearing 150 for supporting the rudder stock 140 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.
  • this extended portion 145 of the rudder stock 140 is fixedly connected to the upper rudder blade portion 10 at 170, but also here a connection is provided which allows a release of the rudder blade 100 of the rudder stock 140 when z. B. the propeller shaft to be replaced.
  • 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 stock 140 are above the propeller shaft center.
  • 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.
  • the rudder blade 100 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 ).
  • 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 frames 40, 50 and from vertical web plates or frames, which form the inner stiffening of the two rudder blades.
  • the web plates are provided with relief and water holes.
  • FIG. 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 to the bottom of the rudder blade 100 are inclined ( 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.
  • 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 that the bottom plate 42 of the upper rudder blade section 10 and the cover plate 41 of the lower rudder blade portion 20 includes with their profiles and dimensions, so that when you put the upper rudder blade profile 10 on the mounting plate 45 and when attaching the lower rudder blade section 20 from below to the mounting plate 45 with a very small edge area laterally sticking out of the adjoining rudder blade sections 10, 20 ( 10 and 11 ).
  • the fastening plate 45 has a semicircular edge rounding 11 'facing the propeller facing the longitudinal center line LML and an edge 15' facing away from the propeller, which merges into the end strips 15 of the two rudder blade sections 10, 20.
  • the side wall surfaces 45a, 45b of the mounting plate 45 have matching curves.
  • 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 ).
  • 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.
  • 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.
  • Fig. 9 is the upper deck plate 43 of the upper rudder blade portion 10 darg Issue, which is provided with the opening 105 for the introduction of 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.
  • 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 strong have curved arcuate side wall portions 19, 29 of the upper and lower rudder blade sections 10, 20 ( Fig. 5 and 6 ).
  • the distance ⁇ from the side wall portion 18 of the upper rudder blade portion 10 to the longitudinal centerline LML and the distance ⁇ 1 from the side wall portion 19 are the same. Up to the end bar 15, the distances ⁇ , ⁇ 1 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: ⁇ ⁇ 2 ⁇ ⁇ ⁇ 3 ⁇ ⁇ 4 ⁇ ⁇ ⁇ 5 ⁇ ⁇ 6 ⁇ ⁇ 7
  • 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 ).
  • 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 side wall portions 18, 28 of the upper and lower rudder blade portions 10, 20, such that the transition areas ÜB1 of the strongly curved arcuate side wall portions 19, 29 of the upper and lower rudder blade portions 10, 20 to the rectilinear to the end bar 15 extending side wall portions 17, 27 and the transition areas ÜB the flat arcuate side wall sections 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 in the direction of End bar 15 are offset such that the transition region ÜB1 is facing the transition region UB of the end bar.
  • the lengths of the side wall sections 18, 19 and 28, 29 are as follows: L ⁇ 3 ⁇ L ⁇ 2 L' ⁇ 2 ⁇ L' ⁇ 3 L ⁇ 4
  • 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.
  • 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.

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Claims (9)

  1. Agencement de gouvernail pour bateaux à vitesses élevées avec un gouvernail torsadé, réduisant la cavitation, comprenant un safran de gouvernail avec une hélice (115) coordonnée au safran de gouvernail, disposée sur un axe d'hélice (PA) pouvant être entraîné et un arbre de gouvernail (140) relié au safran de gouvernail (100), dans lequel l'agencement de safran (200)
    a) est constitué d'un profilé mince avec un safran de gouvernail (100) présentant une épaisseur de profilé moindre composé de deux portions de safran de gouvernail (10,20) disposées l'une pardessus l'autre avec des hauteurs égale ou inégale, comportant une portion de safran de gouvernail inférieure (20) présentant une hauteur moindre par rapport à la hauteur de la portion de safran de gouvernail supérieure (10) et comportant des arêtiers (11,21)présentant un profilé de forme approximativement demi-circulaire, tournés vers l'hélice (115), qui sont positionnés de telle sorte qu'un arêtier (11) soit déplacé vers bâbord (B) ou tribord et l'autre arêtier (21) soit déplacé vers tribord (SB) ou bâbord (BB) latéralement à la ligne centrale longitudinale (LML) du safran de gouvernail (100), dans lequel les surfaces de paroi latérale (12,13 ;22,23) des deux portions de safran de gouvernail (10,20) se réunissent dans un listeau d'arrêt (15) qui se détourne de l'hélice (115),
    a1) dans lequel les deux arêtiers (11,21) et le listeau d'arrêt (15) vont en s'amincissant coniquement vers le bas en diminuant les surfaces de section transversale (30) depuis la zone supérieure (OB) vers la zone inférieure (UB) du safran de gouvernail (100),
    a2) ou le listeau d'arrêt (15) s'étend en ligne droite et parallèlement à l'arbre de gouvernail (140) et les deux arêtiers (11,21) s'étendent en s'amincissant coniquement vers le bas en diminuant la taille des surfaces de section transversale (30) de la zone supérieure (OB) à la zone inférieure (UB),
    a3) dans lequel deux portions de paroi latérale (16,17 ;26,27) s'étendant en ligne droite présentent par paire des longueurs similaires et les portions de surface de section transversale situées entre les deux portions de paroi latérale (16,17 ;26 ;27) sont réalisées symétriquement et avec une grandeur identique,
    a4) dans lequel l'espacement entre une portion de paroi latérale (18 ;28) plate s'étendant en arc par rapport à la ligne centrale longitudinale (LML) est plus grand que l'espacement entre une portion de paroi latérale (19 ;29) épaisse s'étendant en arc par rapport à la ligne centrale longitudinale (LML) et les portions de surface de section transversale situées entre les deux portions de paroi latérale (18 ;28) plates s'étendant en arc par rapport aux deux côtés de la ligne centrale longitudinale (LML) sont réalisées asymétriquement, et
    b) constituée d'un arbre de gouvernail (140) comportant au moins un palier coopérant fonctionnement avec le safran de gouvernail (10),
    b1) dans lequel l'arbre de gouvernail (140) conjointement avec la jaumière (120) qui le renferme est disposé dans celle-ci au niveau de la plus grande épaisseur de profilé (PD) ou entre celle-ci et les arêtiers de la portion de safran de gouvernail supérieure (10) et s'étend avec son dispositif de fixation (145) du côté d'extrémité sur toute la hauteur de la portion de safran de gouvernail supérieure (10),
    b2) dans lequel la jaumière(120) pour l'arbre de gouvernail (140) profondément enfoncée dans la portion de safran de gouvernail supérieure (10)est pourvue d'un bras en porte à faux avec un alésage oblong intérieur (125) central pour recevoir l'arbre de gouvernail (140),
    b3) dans lequel la section transversale de jaumière est conçue avec des parois minces et la jaumière (120) présente afin de positionner l'arbre de gouvernail (140) un palier à collet (130) du côté des parois intérieures,
    b4) dans lequel l'arbre de gouvernail (140) est conçu dans sa portion d'extrémité (140b) avec une portion (140a) de la jaumière (120) et est rleié par l'extrémité de cette portion (140a) avec la portion de safran de gouvernail supérieure (10),
    caractérisé en ce que
    c) les portions de surface de section transversale (31) de la portion de safran de gouvernail supérieure (10) et de la portion de safran de gouvernail inférieure (20) présentent dans la zone entre le listeau d'arrêt (15) et la plus grande épaisseur de profilé (PD) du safran de gouvernail (100) une longueur (L), qui correspond au moins à 1½ fois la longueur (L1) des portions de surface de section transversale (32) de la portion de safran de gouvernail supérieure (10) et de la portion de safran de gouvernail inférieure (20) entre la plus grande épaisseur de profilé (PD) du safran de gouvernail (100) et les arêtiers (11,21),
    c1) la portion de safran de gouvernail supérieure (10) s'étend du côté bâbord (BB) et la portion de safran de gouvernail inférieure (20) s'étend du côté tribord (SB) respectivement en une portion de paroi latérale (18,28) plate s'étendant en arc et depuis les arêtiers (11,21) dans la direction du listeau d'arrêt (15) avec une longueur (L2), qui s'étend sur la longueur (L'2) des portions de paroi latérale (18) depuis les arêtiers (11,21) jusqu'à l'épaisseur de profilé (PD) la plus grande en plus d'une longueur (L"2), qui correspond au moins à 1/3 de la longueur (L'2), dans lequel la portion de paroi latérale (16,26), qui aboutit au listeau d'arrêt (15), s'étendant en ligne droite se rattacha à la portion de paroi latérale (18,28) s'étendant à plat en arc, et
    c2) la portion de safran de gouvernail supérieure (10) du côté tribord (SB) et la portion de safran de gouvernail inférieure (20) du côté bâbord (BB) présentent respectivement une portion de paroi latérale (19,29) fortement bombée, s'étendant en arc et s'étendant depuis les arêtiers (11,21) dans la direction de la portion de paroi latérale (19,29) s'étendant vers le listeau d'arrêt (15) avec une longueur (L3), qui s'étend sur la longueur (L'3) des portions de paroi latérale (19) depuis les arêtiers (11,21) jusqu'à la plus grande épaisseur de profilé (PD)en plus d'une longueur (L"3), qui correspond au moins à 1/3 de la longueur (L3), dans lequel la portion de paroi latérale (17,27) s'étendant en ligne droite, qui aboutit au listeau d'arrêt (15), se rattache à la portion de paroi latérale (19,29) fortement bombée s'étendant en arc.
  2. Agencement de gouvernail selon la revendication 1,
    caractérisé en ce que
    entre la portion de safran de gouvernail supérieure (10) et la portion de safran de gouvernail inférieure (20) une plaque de fixation 45 est disposée et reliée solidement avec les portions de safran de gouvernail (10,20), dans lequel la plaque de fixation (45) présente deux portions de surface de section transversale (46,47) symétriques des deux côtés de la ligne centrale longitudinale -LML) et une profilé de surface ainsi que des dimensions, qui incluent la plaque de base (42) de la portion de safran de gouvernail supérieure (10) et la plaque de couvercle (41) de la portion de safran de gouvernail (20) avec leurs profilés et dimensions.
  3. Agencement de gouvernail selon une des revendications précédentes 1 ou 2,
    caractérisé en ce que
    l'arêtier (11) de la porion de safran de gouvernail supérieure (10) et l'arêtier (21) de la portion de safran de gouvernail inférieure (20) sont déplacés latéralement vers bâbord (BB) et tribord (SB) par rapport à la ligne centrale longitudinale (LML), de telle sorte que la ligne centrale (M2) tracée par les portions d'arêtier déplacées latéralement s'étende à un angle α d'au moins 3° à 10°, néanmoins aussi supérieur, de préférence 8° par rapport à la ligne centrale longitudinale (LML) de la surface de section transversale d'une membrure.
  4. Agencement de safran de gouvernail selon une des revendications précédentes 1 à 3,
    caractérisé en ce que
    les portions de paroi latérale (18,28) arquées bombées plates situées du côté bâbord (BB) et du côté tribord (SB) des portions de safran de gouvernail supérieure et inférieure (10,20) présentent une longueur plus courte (L4) par rapport à la longueur (L5) des portions de paroi latérale (18,29) arquées, fortement bombées situées du côté tribord (SB) et du côté bâbord (BB) des portions de safran de gouvernail supérieure et inférieure (10,20).
  5. Agencement de safran de gouvernail selon une des revendications précédentes 1 à 4,
    caractérisé en ce que
    la longueur d'arc (BL1) des portions de paroi latérale (19,29) arquées fortement bombées de la portion de safran de gouvernail supérieure et inférieure (10,20) est plus grande que la longueur d'arc (BL) des portions de paroi latérale (18,28) arquées bombées plates de la portion de safran de gouvernail supérieure et inférieure (10,20), de telle sorte que les zones de transition (UB1) des portions de paroi latérale arquées fortement bombées (19,29) de la portion de safran de gouvernail supérieure et inférieure (10,20) sont déplacées par rapport aux portions de paroi latérale (17,27) s'étendant en ligne droite par rapport au listeau d'arrêt (15) et les zones de transition (UB) des portions de paroi latérale (18,28) arquées bombées plates de la portion de safran de gouvernail supérieure et inférieure (10,20) sont déplacées par rapport aux portions de paroi latérale (16,26) s'étendant en ligne droite du listeau d'arrêt (15) dans la direction du listeau d'arrêt.
  6. Agencement de gouvernail selon une des revendications précédentes 1 à 5,
    caractérisé en ce que
    le diamètre de la percée (105), respectivement l'alésage dans la portion de safran de gouvernail supérieure (10) pour recevoir la jaumière (120) est approximativement plus petite par rapport à l'épaisseur de profilé la plus grande (PD) de la portion de safran de gouvernail (10).
  7. Agencement de safran de gouvernail selon une des revendications précédentes 1 à 6,
    caractérisé en ce que
    l'arête, respectivement l'arêtier (11,21) du safran de gouvernail (100), tourné vers l'hélice (115) s'étend en oblique à un angle β d'au moins 5°, de préférence 10°, par rapport à l'arête respectivement l'arêtier (15) qui se détourne de l'hélice (115).
  8. Agencement de safran de gouvernail selon une des revendications précédentes 1 à 7,
    caractérisé en ce que l'arbre de gouvernail (140) et la jaumière (120) sont constitués d'acier forgé.
  9. Agencement de safran de gouvernail selon une des revendications précédentes 1 à 8,
    caractérisé par une conception comme gouvernail à suspension totale.
EP08016049A 2008-08-13 2008-09-11 Agencement de gouvernail pour bateaux à vitesses élevées et d'un gouvernail réduisant la cavitation, torsadé en particulier gouvernail à suspension totale Active EP2154064B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL08016049T PL2154064T3 (pl) 2008-08-13 2008-09-11 Układ sterowy dla jednostek pływających rozwijających większe prędkości, posiadających ster redukujący kawitację, skręcony, zwłaszcza swobodnie zawieszony

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE202008010759 2008-08-13

Publications (2)

Publication Number Publication Date
EP2154064A1 EP2154064A1 (fr) 2010-02-17
EP2154064B1 true EP2154064B1 (fr) 2012-04-11

Family

ID=40261024

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EP08016049A Active EP2154064B1 (fr) 2008-08-13 2008-09-11 Agencement de gouvernail pour bateaux à vitesses élevées et d'un gouvernail réduisant la cavitation, torsadé en particulier gouvernail à suspension totale

Country Status (9)

Country Link
US (1) US8091498B2 (fr)
EP (1) EP2154064B1 (fr)
CN (1) CN101648596B (fr)
AT (1) ATE553028T1 (fr)
DE (1) DE202009001101U1 (fr)
ES (1) ES2385822T3 (fr)
HR (1) HRP20120570T1 (fr)
PL (1) PL2154064T3 (fr)
UA (2) UA96177C2 (fr)

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DE202007015941U1 (de) * 2007-11-13 2008-01-17 Becker Marine Systems Gmbh & Co. Kg Ruder für Schiffe
DE202010004191U1 (de) * 2010-03-23 2010-07-01 Van Der Velden Barkemeyer Gmbh Ruder für Schiffe
CN102923244B (zh) * 2012-11-20 2015-01-21 江苏科技大学 有艉封板船体型线及平衡舵舵叶设计方法
NO337529B1 (no) * 2013-03-08 2016-05-02 Rolls Royce Marine As Rudders Roranordning
NO336848B1 (no) * 2013-03-08 2015-11-16 Rolls Royce Marine As Rudders Roranordning
CN105438430A (zh) * 2015-12-24 2016-03-30 大连船舶重工集团舵轴有限公司 曲向导流悬挂舵
CN105416554B (zh) * 2015-12-24 2017-09-29 九成投资集团有限公司 带有曲向导边的舵叶
CN110053752A (zh) * 2019-05-13 2019-07-26 哈尔滨工程大学 一种舵面空化效应抑制装置
CN110450939B (zh) * 2019-08-19 2022-11-22 西安长峰机电研究所 一种变截面空气舵
DE102020208773A1 (de) 2020-07-14 2022-01-20 Skf Marine Gmbh Flossenlagerung für einen Flossenstabilisator
CN111824363B (zh) * 2020-07-23 2022-05-17 广船国际有限公司 一种舵叶的制造安装方法
CN113636057B (zh) * 2021-08-11 2022-07-15 哈尔滨工程大学 一种可实现正倒车舵转换的分离舵
CN113650772B (zh) * 2021-09-22 2022-07-12 哈尔滨工程大学 一种气幕降噪的船舶喷流舵
CN114802676B (zh) * 2022-03-25 2023-05-02 宜昌一凡船舶设计有限公司 一种高性能组合舵及设计方法
CN114954872B (zh) * 2022-06-29 2024-06-11 中国人民解放军海军工程大学 一种用于水下航行体降噪增效的扭曲舵及其设计方法

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Also Published As

Publication number Publication date
UA96177C2 (ru) 2011-10-10
UA96978C2 (ru) 2011-12-26
US20100037809A1 (en) 2010-02-18
EP2154064A1 (fr) 2010-02-17
HRP20120570T1 (hr) 2012-08-31
PL2154064T3 (pl) 2012-09-28
DE202009001101U1 (de) 2009-04-02
CN101648596B (zh) 2011-12-28
ES2385822T3 (es) 2012-08-01
US8091498B2 (en) 2012-01-10
CN101648596A (zh) 2010-02-17
ATE553028T1 (de) 2012-04-15

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