EP2583892A1 - Jaumière collée - Google Patents

Jaumière collée Download PDF

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Publication number
EP2583892A1
EP2583892A1 EP12155107.1A EP12155107A EP2583892A1 EP 2583892 A1 EP2583892 A1 EP 2583892A1 EP 12155107 A EP12155107 A EP 12155107A EP 2583892 A1 EP2583892 A1 EP 2583892A1
Authority
EP
European Patent Office
Prior art keywords
rudder
receiving shaft
clamping height
connecting means
wall
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP12155107.1A
Other languages
German (de)
English (en)
Other versions
EP2583892B1 (fr
Inventor
Henning Kuhlmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Becker Marine Systems GmbH and Co KG
Original Assignee
Becker Marine Systems GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Becker Marine Systems GmbH and Co KG filed Critical Becker Marine Systems GmbH and Co KG
Priority to PL12155107T priority Critical patent/PL2583892T3/pl
Priority to EP18179519.6A priority patent/EP3409577B1/fr
Priority to CA2792210A priority patent/CA2792210C/fr
Priority to JP2012229156A priority patent/JP5651150B2/ja
Priority to SG2012077061A priority patent/SG189648A1/en
Priority to KR1020120115124A priority patent/KR20130043070A/ko
Priority to CN201210395061.3A priority patent/CN103043203B/zh
Priority to TW101138153A priority patent/TWI481529B/zh
Priority to US13/653,564 priority patent/US9010263B2/en
Publication of EP2583892A1 publication Critical patent/EP2583892A1/fr
Priority to KR1020150057935A priority patent/KR20150053738A/ko
Application granted granted Critical
Publication of EP2583892B1 publication Critical patent/EP2583892B1/fr
Priority to HRP20181427TT priority patent/HRP20181427T1/hr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/08—Steering gear
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T29/00—Metal working
    • Y10T29/49—Method of mechanical manufacture
    • Y10T29/49764—Method of mechanical manufacture with testing or indicating
    • Y10T29/49778—Method of mechanical manufacture with testing or indicating with aligning, guiding, or instruction

Definitions

  • the invention relates to a device for maneuvering a watercraft having a rudder trunk and a receiving shaft.
  • the invention further relates to a method for producing a maneuvering device for a watercraft.
  • the storage of large oars, for example, in merchant ships or container ships in the so-called rudder coasters is usually carried out in their own structural components as a component parts or shipyard construction of not insignificant size.
  • the rudder trunk of a rudder system serves to support the rudder stock and transfer the rudder forces into the vessel.
  • the storage of the rudder stock in the rudder trunk can be done via a so-called neck bearing, which is designed as a plain bearing bush.
  • Such bushings are usually used in the lower part of the rudder coker.
  • a second bearing may be provided, which is located for example at the upper end of the rudder coker or arranged in a rowing machine. Rowing coaches are inserted into the existing rear ship structure of the vessel in order to introduce the forces and moments of the rudder shaft into the vessel.
  • seawater lubrication It is also known to minimize the cost of lubricants and to protect the environment, to provide a so-called seawater lubrication.
  • seawater lubrication it is possible to lubricate the bearings in the rudder trunk without using grease.
  • the rudder trunk In order to ensure that the water entering through the seawater lubrication does not get into the ship, the rudder trunk must contain a sealing system. Usually, such sealing systems are located below the rudder deck and thus seal off the rudder stock to the rudder box. The rudder itself is also welded watertight to prevent the ingress of water into the rear of the ship.
  • the rudder trunk is designed as a continuous steel tube.
  • the steel pipe, or the rudder trunk is connected to the ship structure by means of welding.
  • connection plates and stiffeners must be attached to the rudder trunk in order to ensure sufficient force transmission.
  • Such connection plates must match exactly those provided in the rear ship section shipyard devices, such as connection plates, to guarantee a quick installation and the exact alignment of the coke. Due to the high heat input during welding and the resulting welding distortion, a correct position is not always guaranteed. Furthermore, it must be ensured that the construction can guide the occurring rudder forces into the ship's structure and has sufficient security with respect to externally acting forces such as swell, ground contact, etc.
  • the rudder trunk In comparison to the other components of the steering gear, the rudder trunk must be provided relatively early for the assembly, since the installation is made with the first landing of the rear section. Furthermore, rowboats for large cargo ships or container ships have a very high weight and a long length. For example, a steel rudder trunk, or a so-called steel koker, for a large container ship have a length of about 10 m and a weight of about 20 tons. Due to the large length and the high weight of such a Stahlkokers the production of the rudder coker is associated with high material costs. Furthermore, due to the large dimensions and high weight with high transport and storage costs can be expected.
  • Fig. 1 shows an oar 9, as known in the art and is commonly used.
  • the in Fig. 1 shown rudder box 9 is designed for a steering gear.
  • the length of the rudder coker 9 is defined to correspond to the distance from the rudder hub to the rudder deck.
  • the rudder trunk 9 is manufactured in two separate parts.
  • the function of the upper part of the rudder coker 9 is in particular, the watercraft, z. As the ship to seal.
  • connection means for. B. stiffeners and / or connecting plates 25, is provided. These connection means serve to connect the rudder trunk 9 with the ship structure or the vessel body (not shown here), in particular the structure of the rear end. Usually, these connection means are welded to the vessel body or parts of the ship structure.
  • a rudder trunk which is not connected by welding to the ship's structure, but used in a so-called Kokerrohr and then potted or glued.
  • the rudder is not made of steel, but of a fiber composite material.
  • the invention has for its object to provide a device for maneuvering a watercraft and a method for producing a device for maneuvering a watercraft available, the production cost of the rudder trunk over known rudder coasters is reduced and the installation process is simplified.
  • the device described at the beginning for maneuvering a watercraft on a rudder trunk and a receiving shaft A first part, the upper part of the rudder coker is arranged in the receiving shaft and a second part, the lower part of the rudder coker protrudes out of the receiving shaft down.
  • the terms “top” and “bottom” refer to on the state built into a vessel.
  • the rudder trunk is arranged such that between the first part, or the upper part of the rudder coker and the wall of the receiving shaft is a gap.
  • the gap is at least partially filled with a connecting means, wherein the connecting means clamps the first part of the rudder coker over a clamping height.
  • the connecting means connects the first part, or the upper part, of the rudder coker completely with the wall of the receiving shaft, wherein the connecting means is arranged at least in the lower end region and in the upper end region of the clamping height.
  • clamping height is to be understood as the height over which the rudder trunk is clamped in the receiving shaft or via which the rudder trunk is connected to the wall of the receiving shaft.
  • the clamping height thus extends from the lowermost region, in which the connecting means between the rudder and the wall of the receiving shaft is provided, to the uppermost region, in which the connecting means between the rudder and the wall of the receiving shaft is provided.
  • the intermediate space between the uppermost and the lowermost end region, in each of which the connecting means between the rudder trunk and the wall of the receiving shaft is arranged also be empty or without connecting means arranged between the rudder trunk and the wall of the receiving shaft and thus have a free space.
  • the connecting means is provided only in two areas, in the lowest area and in the uppermost region of the clamping height, and between these two areas, a free space.
  • the lowermost area of the clamping height is, for example, the area in which the receiving shaft ends or closes down and the rudder trunk protrudes downwards out of the receiving shaft.
  • the uppermost area of the clamping height is, for example, the area in which the rudder trunk ends upwards within the receiving shaft.
  • this upper portion of the clamping height is below the rudder deck of the maneuvering apparatus of the watercraft when installed.
  • the rudder trunk could be arranged over half the height of the receiving shaft in the receiving shaft.
  • the uppermost region of the clamping height, in which the connecting means is arranged between the rudder trunk and the wall of the receiving shaft would be approximately halfway up the entire receiving shaft.
  • the rudder trunk can also be arranged over a smaller or larger height in the receiving shaft.
  • the length ratio between the clamping height and the second part of the rudder coker is at least 1.
  • the area of the rudder coker, which is clamped in the receiving shaft, or connected to the wall of the receiving shaft by the connecting means at least as long as the down from the receiving shaft outstanding part of the coiler.
  • the chuck height is at least as long and at most three times as long as the downwardly projecting part of the rudder coker.
  • the ratio between the clamping height and the second part of the rudder coker is between 1 and 2. In this case, the clamping height is at least as long as the second part of the rudder coker, but at most twice as long as the second part of the rudder coker.
  • the provision of the connecting means in the lower end of the chuck and in the upper end of the chuck, and the inventive aspect ratio between chuck and down from the receiving shaft outstanding part of the rudder coker, the second part of the rudder coker has the advantage that the production cost of the rudder coker Can be significantly reduced compared to conventional rudder cokers.
  • the receiving shaft according to the invention is already provided or incorporated in the ship structure in the ship structure or in the region of the vessel body provided for this purpose. Furthermore, thus the installation process is simplified.
  • the rudder trunk no longer has to be this way be prepared early for installation in the steering gear.
  • it is sufficient to provide the dimensions and tolerances of the rudder coker and to provide only the receiving shaft in the rear section of the shipyard at the time of construction of the rear hull construction.
  • the actual installation of the rudder coker can be done by the device according to the invention at a later date.
  • the connecting means has means for bonding.
  • the rudder trunk is glued to the wall of the receiving shaft.
  • the rudder is thus in adhesive connection with the wall of the receiving shaft.
  • the connecting means may consist of any connecting means, which has adhesive properties. So it could be a resin or a casting material based on epoxy. For example, it could be in the bonding agent and an epoxy resin as Epocast or other assembly adhesives, such as Belzona ® act.
  • the connecting means of a resin and a curing agent is mixed.
  • the connection means comprises a 2-component system.
  • the connecting means of Belzona ® is the 5811th Belzona ® 5811 has sufficiently good adhesive properties, so that the use of Belzona ® 5811 as a connection means is already a suitable seal the gap or the space between rudder and the wall of the receiving shaft, especially in the upper and lower end of this space, given ,
  • the connecting means thus preferably has such high adhesive properties that the device according to the invention in the region of the space between rudder trunk and the wall of the receiving shaft does not tend to crevice corrosion and thus the connecting means already serves as a seal against seawater.
  • the connecting means is arranged continuously over the entire clamping height.
  • the first part of the rudder coker is thus completely surrounded over the entire clamping height of the connecting means and thereby fully connected to the wall of the receiving shaft over the entire clamping height.
  • the intermediate space between the first part of the rudder coker and the wall of the receiving shaft prefferably has a constant gap dimension over at least half of the clamping height. It is particularly preferred that the intermediate space between the first part of the rudder coker and the wall of the receiving shaft has a constant gap at least over two-thirds of the clamping height, or very particularly preferably at least over three quarters of the clamping height.
  • the receiving shaft or the wall of the receiving shaft can have any possible shape of a shaft.
  • the receiving shaft could be designed in the form of an elevator shaft and thus be formed by at least four walls or surfaces that are at an angle to one another.
  • the receiving shaft has the shape of a cylinder over at least the entire clamping height.
  • the receiving shaft in each region of the clamping height preferably has a circular cross-section. Due to the cylindrical embodiment of the receiving shaft in the region of the clamping height, the gap of the intermediate space between the first part of the rudder coker and the wall of the receiving shaft is not only at least over half of the clamping height, but rather fully constant.
  • the gap of the gap between the first part of the rudder coker and the wall of the receiving shaft is for example between 2 mm and 50 mm.
  • the gap is between 5 mm and 30 mm, more preferably, the gap is between 10 mm and 20 mm.
  • the relatively small gap size and the gap size which is constant over a large part of the clamping height has the advantage that the amount of necessary connecting means can be kept relatively low.
  • the gap in the lower end of the chuck has a greater gap than in the upper end of the chuck. It is thus preferred that the intermediate space between the first part of the rudder coker and the wall of the receiving shaft has a constant gap over at least 75% of the clamping height, particularly preferably at least 90% of the clamping height, and has a larger gap only in the lower end region of the clamping height , Most preferably, the gap increases in the lower end of the clamping height viewed from top to bottom.
  • the gap dimension in the lower end region of the clamping height increases linearly.
  • the wall of the receiving shaft in the lower end of the receiving shaft is chamfered outwards, or directed away from the rudder trunk.
  • the receiving shaft thus has at least in the lower region of the clamping height in the form of an inverted funnel.
  • the gap in the lower end of the clamping height between 15 mm and 100 mm. The fact that the gap of the gap in the lower end of the clamping height is greater than in the upper end of the clamping height, voltage peaks can be avoided.
  • the wall thickness of the rudder coker has a smaller thickness in the upper end region of the clamping height than in the lower end region of the clamping height.
  • the outer diameter of the rudder coker is essentially constant over the entire clamping height.
  • the inner diameter of the rudder coker in the upper end region of the clamping height is preferably larger than in the lower end region of the clamping height. Accordingly, the wall thickness of the rudder coker on a taper, wherein the taper of the wall thickness of the rudder coker is directed from bottom to top and by a continuous increase in the inner diameter of the rudder coker, viewed from the bottom up, is achieved.
  • the rudder trunk points through the rejuvenation the wall thickness of the rudder coker in the upper end of a lower weight compared with conventional rudder cokers or rudder cokers with constant wall thickness. Since the greatest force and in particular the largest bending moment occurs in the lower end of the clamping height, it is nevertheless ensured that the rudder trunk has a sufficiently large wall thickness in this area.
  • the taper of the wall thickness of the rudder coker is achieved by increasing the inner diameter and not by changing the outer diameter of the rudder coker, the gap of the gap between the first part of the rudder coker and the wall of the receiving shaft can be kept constant despite rejuvenation of the rudder coker in a relatively simple manner.
  • the rudder trunk not from the rudder trunk outwardly projecting fasteners, in particular mounting plates, fastening ribs or stiffeners for connecting the rudder coaster with the vessel or in the receiving shaft, or with the wall of the receiving shaft having.
  • the rudder trunk according to the invention thus has no plates or ribs or other outwardly projecting fastening means.
  • the rudder box thus consists only of a tube, preferably a steel tube. Such a simple construction is not possible with the known rudder cokers.
  • the receiving shaft is formed at least in the entire region of the clamping height substantially as a tube or tube-like.
  • the rudder trunk is arranged in the region of the clamping height in a tube, namely the receiving shaft, or in a tubular receiving shaft.
  • the receiving shaft may have any desired shape.
  • the receiving shaft can be formed in these areas above the clamping height by a rectangular shape or by at least four at angles to each other arranged surfaces.
  • the receiving shaft is formed in this area by a hollow body of arbitrary shape.
  • the receiving shaft or the wall of the receiving shaft is firmly connected to the watercraft body or with the ship structure and preferably welded.
  • the receiving shaft is thus already provided in the manufacture of the rear end section at the appropriate place in the vessel body.
  • the receiving shaft can be manufactured as a separate component, then used and connected to the vessel body or alternatively formed by special shaping of the sheets or struts of the vessel body in the rear section through the body of the vessel or through the sheets or braces.
  • the wall of the receiving shaft is so connected to the watercraft body and by the connecting means with the rudder trunk that the receiving shaft is waterproof.
  • At least one means for sealing is arranged between the first part of the rudder coker, ie the part of the coker which is arranged in the receiving shaft, and the wall of the receiving shaft in the lower end region of the clamping height.
  • the means for sealing is arranged in the lower end region of the clamping height below the connecting means.
  • the connecting means expediently directly adjoins the means for sealing.
  • the sealing means terminates on the other side, or with the side facing away from the connecting means, with the skeg bottom, or with the lower edge of the skeg, or the lower edge of the watercraft body.
  • the means for sealing could also be arranged below the lower edge of the skeg or the lower edge of the watercraft body.
  • the means for sealing in the region of a formation of the receiving shaft in the lower region of the clamping height is arranged.
  • the means for sealing serves to protect the receiving shaft from below against the ingress of seawater and other objects. Furthermore, the means for sealing serves to prevent leakage of the connecting means, in particular during the insertion process of the connecting means in the space between the first part of the rudder and the wall of the receiving shaft.
  • the means for sealing serves not only to prevent the entry of z.
  • the means for sealing in this embodiment is arranged in the region of the clamping height. Since the greatest forces or bending moments occur precisely in this lower end region of the clamping height, the means for sealing in this region additionally serves to increase the stability and to transmit the forces occurring in the vessel body.
  • a connecting means may be provided as a means for sealing.
  • the means for sealing on similar properties as the connecting means, in particular adhesive properties on.
  • the sealing means is viscous or has faster curing properties than the bonding agent, as compared to the usually rather thin-bodied bonding agent.
  • both the rudder trunk and the wall of the receiving shaft have steel, or particularly preferably consist of steel.
  • the rudder trunk and the wall of the receiving shaft could also consist of different materials.
  • the rudder trunk consists of a fiber composite material, wherein the wall of the receiving shaft comprises steel or consists of steel or other suitable material.
  • the rudder trunk After inserting the rudder coker into the receiving shaft, the rudder trunk is aligned by means of surveying devices and by means of alignment devices in the receiving shaft. To be able to move the rudder trunk freely during the alignment process, it is suspended, for example, on steel cables or chains.
  • the surveying devices may be, for example, laser alignment systems or other surveying systems.
  • adjustment units which can be connected to the ship structure or the hull for alignment purposes under the skeg bottom or below the lower edge of the skeg or below the watercraft floor serve for the actual alignment.
  • Such an adjustment unit can for example consist of a steel block into which a threaded bolt is screwed. By turning these bolts, the rudder trunk is moved in the desired direction.
  • so-called lifting eyes can be provided, for example, at the lower end of the rudder coker, namely at the lower end of the second part of the rudder coker, ie the part of the rudder coker protruding downwards from the receiving shaft.
  • These can be attached to other hoses on the hull using steel cables or similar devices.
  • By adjusting the rudder trunk can be positioned or aligned in the X and Z direction.
  • the installation height as well as the angle of the rudder coker or the angle between the rudder trunk and the wall of the receiving shaft can be adjusted by lengthening or shortening these ropes.
  • both alignment devices it is possible to align the rudder trunk within the receiving shaft such that the gap dimension of the intermediate space is substantially constant over the clamping height.
  • Both alignment devices, the adjustment units on the skeg bottom and the lifting eyes are preferably removed after installation.
  • the connecting means is introduced in the space between the rudder trunk or the first part of the rudder coker and the wall of the receiving shaft against its gravity.
  • the connecting means is introduced into the intermediate space in the lower region of the clamping height, and the column rising in the intermediate space or the connecting means, which is introduced from the bottom to the top into the intermediate space, is monitored.
  • the introduction process is stopped as the connecting means has filled the entire space above the pre-determined clamping height.
  • the connecting means could be introduced separately in the lower end region of the clamping height and in the upper end region of the clamping height.
  • the space between the first part of the rudder coker and the wall of the receiving shaft in the lower end region of the clamping height is sealed with at least one means for sealing.
  • the connection means is in a liquid or viscous state during introduction, the means for sealing in the lower end region of the clamping height during the insertion process of the connecting means to the fact that the connecting means during the insertion is not down from the space between the rudder and wall of the receiving shaft flows out, but is held or positioned from below by the means for sealing and thus the connecting means can rise upwards.
  • the means for sealing for example, a sealing ring or the like.
  • the means for sealing could be formed of a particularly viscous adhesive having adhesive properties.
  • the means for sealing at the same time serves as an additional connecting means in the lower end of the clamping height and thus does not have to be removed after the insertion process of the connecting means.
  • the means for sealing may have the same or very similar properties as the connecting means.
  • the sealing means in contrast to the connecting means, has a firmer or more viscous property and hardens faster than the connecting means.
  • an opening in the wall of the receiving shaft is provided before the introduction of the connecting means, wherein the opening in the lower third of the clamping height is arranged.
  • an opening can be drilled for example in the receiving shaft from the outside. After introduction of the connecting means through the opening, this opening of the receiving shaft is closed again, for example welded shut.
  • the opening may also be provided in the area of the means for sealing. It is also possible to provide the opening directly in the means for sealing.
  • the connecting means is pumped by a pumping operation into the space between the first part of the rudder coker and the wall of the receiving shaft.
  • the connecting means is pumped from bottom to top in the space between rudder and the wall of the receiving shaft.
  • Fig. 2 shows a device 100 according to the invention for maneuvering in cross section.
  • rudder trunk In contrast to that known from the prior art and in Fig. 1 shown rudder trunk is the rudder trunk 10 of the inventive device 100 for maneuvering only from a tube, in particular a steel pipe.
  • the rudder trunk 10 has in comparison to the in Fig. 1 shown rudder trunk 9 no connection means, in particular no outwardly projecting connection means such.
  • the rudder trunk 10 of the device 100 according to the invention for maneuvering is arranged with its first part 12, the upper part of the rudder coker 10, in the receiving shaft 11.
  • the second part 13, the lower part of the rudder coker 10 projects out of the receiving shaft 11 down.
  • the receiving shaft 11 may have any shape.
  • the receiving shaft 11 extends from the rudder deck 26 from top to bottom through the aft structure 27 to the lower edge of the aft structure and to the lower edge of the skeg 29.
  • the receiving shaft 11 extends from top to bottom through the aft structure 27, with the skeg 28 forming part of Rear hull structure 27 is considered.
  • the steering gear of the rudder trunk 10 is introduced over a predefined height in the receiving shaft 11.
  • the rudder trunk 10 of the device 100 according to the invention for maneuvering therefore need not be arranged, as known in the prior art rudder box 10, up to the rudder deck 26.
  • the part above the rudder coker 10 in the receiving shaft 11 up to the rowing machine deck 26 is empty, or above the rudder coker 10 in the receiving shaft 11 no rudder trunk 10 is arranged.
  • rudder trunk 10 is glued by means of a connecting means 15 in the receiving shaft 11.
  • the connecting means 15 for example an epoxy-based casting material, is arranged in the intermediate space 14 between the rudder trunk 10 and the receiving shaft 11. It can, as in Fig. 2 shown, the connecting means 15 may be arranged fully around the first part 12 of the rudder coker 10 and over the entire height of the first part 12 of the rudder coker 10. However, it would also be conceivable to arrange the connecting means 15 only over part of the height of the first part 12 of the rudder coker 10.
  • the height over which the connecting means 15 is arranged in the intermediate space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 (corresponds in the embodiment of Fig. 2 Also, the length of the first part 12 of the rudder coker 10), is equal to the chuck 16.
  • the connecting means 15 is disposed over the entire clamping height 16 and thus the rudder trunk 10 over the entire clamping height 16 with the wall 17 of the receiving shaft 11 adhesively connected, is a uniform stress distribution over the entire clamping height 16 and a nearly 100% adhesion reached between the parts to be joined.
  • the aspect ratio between the chucking height 16 and the second part 13 of the rudder coker 10, ie the part which projects downwards out of the receiving shaft 11, is at least 1.
  • the chucking height 16 is at least as long as the second part 13 of the rudder coker 10
  • the clamping height 16 may be considerably longer than the second part 13 of the rudder coker 10.
  • the clamping height 16 may be a multiple of the length of the second part 13 of the rudder coker 10. It is conceivable, for example, that the clamping height 16 is two times, or even three to four times longer than the length of the protruding from the receiving shaft 11 down part 13 of the rudder coker 10th
  • the receiving shaft 11 of the device according to the invention for maneuvering can be made on the ship side and provided in the hull structure 27 and installed in this, z. B. welded, are. Since the rudder trunk 10 of the inventive device for maneuvering no longer necessarily, such as rudder trunk, which are known from the prior art and exemplified in Fig. 1 shown, must be arranged over the entire length or the entire distance between the rudder deck 26 and rudder hub, rudder box 10 can be made with a shorter length and a lower weight. Thus, significant costs for material, transportation and handling of the co-steers 10 can be saved.
  • the rudder trunk 10 of the device 100 according to the invention for maneuvering has no mounting plates or ribs, connecting plates 25 or stiffeners for connection to the ship, but is glued only in the receiving shaft 11, the cost of manufacturing and for the installation of such a coiler 10th be significantly reduced.
  • FIG. 3 to FIG. 5 show in each case the same subarea of various apparatus 100 according to the invention for maneuvering in cross section. Show the FIG. 3 to FIG. 5 in particular those area in which the rudder trunk 10 is arranged with its first part 12 in the receiving shaft 11.
  • Fig. 3 It is shown that the rudder trunk 10 is fixed over the entire clamping height 16 continuously and fully by means of a connecting means 15 in the receiving shaft 11 or connected to the wall 17 of the receiving shaft 11.
  • the variant shown corresponds to the first part 12, ie the part of the rudder coker 10, which is disposed within the receiving shaft 11, the clamping height 16, ie the height over which the rudder trunk 10 is glued in the receiving shaft 11. It would also be conceivable that the first part 12 of the rudder coker 10 is longer than the clamping height 16.
  • the upper portion of the connecting means 15 in the space 14 between rudder trunk 10 and the wall 17 of the receiving shaft 11 would not exactly with the top 35th of the rudder coker 10 complete.
  • the rudder trunk 10 could thus be freely arranged with a part in the receiving shaft 11, wherein the clamping height 16 begins at the lower edge of the aft structure 27 and the lower edge 29 of the skeg 28 and does not extend to the upper edge of the first part 12 of the rudder coker 10.
  • the connecting means 15 is pumped in rising upward from the bottom in the intermediate space 14 until it emerges from ventilation holes provided in the upper region of the clamping height 16.
  • Fig. 4 shows a further variant of how the connecting means 15 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 may be arranged.
  • the connecting means 15 is arranged at least in the lower end region and in the upper end region of the clamping height 16. It arises in contrast to the in Fig. 3 shown variant, a free space or clearance 31, between the connecting means 15, which is arranged in the lower end region of the clamping height 16 and the connecting means 15, which is arranged in the upper end region of the clamping height 16.
  • the clamping height 16 is in each case defined such that it comprises the entire height over which the rudder trunk 10 is connected within the receiving shaft 11 with the wall 17 of the receiving shaft 11.
  • the clamping height 16 thus also includes a possible free space 31 between connecting means 15.
  • the clamping height 16 in Fig. 3 and in Fig. 4 identical.
  • the gap 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 is monitored in the upper end of the clamping height 16, so that the pumping process can be stopped in time and the connecting means 15 does not flow into the rudder barrel.
  • the connecting means 15 is pumped in rising upward from the bottom in the intermediate space 14 until it emerges from ventilation holes provided in the upper region of the clamping height 16.
  • Fig. 5 shows a further variant of the bonding of the rudder coker 10 in the receiving shaft 11.
  • a captive 36 is provided in the upper end region of the clamping height 16, the receiving shaft 11 has a recess 37, or a larger diameter.
  • the upper portion of the rudder coker 10 angled outwardly or be bent.
  • the gap 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 is monitored in the upper end of the clamping height 16, so that the pumping process can be stopped in time and the connecting means 15 does not flow into the rudder barrel.
  • the connecting means 15 is pumped in rising upward from the bottom in the intermediate space 14 until it emerges from ventilation holes provided in the upper region of the clamping height 16.
  • the provision of a captive 36, such as in Fig. 5 shown is an additional possibility, too rapid overshoot the intended clamping height 16 by the connecting means 15 to prevent.
  • Fig. 6 shows a further cross section of a section of a device 100 according to the invention for maneuvering.
  • the design of the receiving shaft 11 must be designed such that the forces and moments can be optimally delivered to the surrounding structure in the vessel or in the ship.
  • the gap dimension of the intermediate space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 is an important parameter.
  • the gap is usually dependent on the requirements of the device, such as steering gear, as well as the material used.
  • the gap of the gap 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 is substantially constant.
  • the gap should not be too large, so that the cost of the connecting means 15, which are primarily dependent on the amount of the connecting means 15 to be used, can be kept low.
  • Tests have shown that, for example, with a rudder trunk length of about 5 m, wherein the clamping height 16 is at least half of the total rudder trunk length, the gap dimension can be arranged in the range between 10 mm and 20 mm. Tests have also shown that in particular a gap of at least 15 mm is sufficient to meet the requirements of the device.
  • the use of a constant gap over the substantial range of the clamping height 16 has the advantage that both a minimum gap at each point is guaranteed as well as superfluous gap sizes are avoided at individual points. In the event that the gap at individual points is particularly large, the amount of connecting means 15 required and thus the cost of the connecting means 15 would increase unnecessarily. Furthermore, with a non-constant gap dimension, one would Determining the required amount of the connecting means 15 in advance consuming.
  • a molding 34 can be provided in the lower region of the receiving shaft 11.
  • this area over the area above a larger gap and provides a larger space for receiving the connecting means 15.
  • a shape 34 of the receiving shaft 11 in the lower end of the clamping height 16 can be realized in various ways. As in Fig. 6 shown, the gap increases in the lower end of the clamping height 16 viewed from top to bottom. Preferably, the wall 17 of the receiving shaft 11, as in Fig. 6 shown in the lower end of the clamping height 16 obliquely formed, or bevelled outwards such that the gap decreases linearly from top to bottom viewed.
  • the connecting means 15, which is introduced for gluing into the intermediate space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11, may have different properties in the lower end region 18 of the clamping height 16, and in particular in the region of the recess 34.
  • a connecting means 15 and a sealing means 22 with different properties in the intermediate space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11.
  • a sealing means 22 with particularly viscous properties could be used and / or fast-curing properties.
  • Such a sealing means 22 with viscous and / or rapidly curing properties is arranged for closing the gap in the region of the lower edge 29 of the ship structure or the skeg-bottom prior to the introduction of the remaining connecting means 15 into the intermediate space 14.
  • the remaining connecting means 15 is pumped into the intermediate space 14 between rudder trunk 10 and the wall 17 of the receiving shaft 11.
  • the sealing means 22 arranged for sealing can not only serve for sealing, but also have adhesive properties and thereby additionally serve for connecting the rudder coker 10 to the wall 17 of the receiving shaft 11.
  • the clamping height 16, 16a includes the height over which the rudder trunk 10 is connected to the wall 17 of the receiving shaft 11.
  • the clamping height 16 comprises the entire height, ie the height above which the connecting means 15 and the sealing means 22 are arranged.
  • the clamping height 16a comprises only the height over which the connecting means 15 is arranged, excluding the height of the sealing means 22. Da in Fig. 6 only a section of the inventive device 100 for maneuvering is shown, only the lower end portion of the clamping height 16, 16 a and not their entire length is shown.
  • FIG. 6 two embodiments for attaching an opening 23, 23 a shown.
  • the opening 23, 23 a in the lower third of the clamping height 16, 16 a arranged.
  • the opening 23a is arranged in the wall 17 of the receiving shaft 11.
  • the opening 23 is arranged in the means for sealing 22. Arranging the opening 23, 23a is independent of whether the means for sealing 22 additionally has bonding properties or adhesive properties. As a rule, only one opening 23 or 23a will be provided for the pumping process.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Clamps And Clips (AREA)
  • Barrages (AREA)
  • Standing Axle, Rod, Or Tube Structures Coupled By Welding, Adhesion, Or Deposition (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Ladders (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Pressure Vessels And Lids Thereof (AREA)
  • Casings For Electric Apparatus (AREA)
  • Packaging Of Machine Parts And Wound Products (AREA)
  • Vehicle Step Arrangements And Article Storage (AREA)
EP12155107.1A 2011-10-17 2012-02-13 Jaumière collée Active EP2583892B1 (fr)

Priority Applications (11)

Application Number Priority Date Filing Date Title
PL12155107T PL2583892T3 (pl) 2011-10-17 2012-02-13 Wklejany koker trzonu sterowego
EP18179519.6A EP3409577B1 (fr) 2011-10-17 2012-02-13 Dispositif de manoeuvre d'une embarcation ainsi que procédé de fabrication d'un dispositif de manoeuvre d'une embarcation
JP2012229156A JP5651150B2 (ja) 2011-10-17 2012-10-16 船舶操縦装置及び船舶操縦装置の製作方法
SG2012077061A SG189648A1 (en) 2011-10-17 2012-10-16 Device for manoeuvring a watercraft
CA2792210A CA2792210C (fr) 2011-10-17 2012-10-16 Dispositif de manouvre d'une embarcation
CN201210395061.3A CN103043203B (zh) 2011-10-17 2012-10-17 用于操控船舶的装置
KR1020120115124A KR20130043070A (ko) 2011-10-17 2012-10-17 선박을 조종하기 위한 장치
TW101138153A TWI481529B (zh) 2011-10-17 2012-10-17 操縱水上運輸工具之裝置及其製造方法
US13/653,564 US9010263B2 (en) 2011-10-17 2012-10-17 Device for maneuvering a watercraft
KR1020150057935A KR20150053738A (ko) 2011-10-17 2015-04-24 선박을 조종하기 위한 장치
HRP20181427TT HRP20181427T1 (hr) 2011-10-17 2018-09-06 Lijepljeni struk kormila

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102011054520 2011-10-17

Related Child Applications (2)

Application Number Title Priority Date Filing Date
EP18179519.6A Division-Into EP3409577B1 (fr) 2011-10-17 2012-02-13 Dispositif de manoeuvre d'une embarcation ainsi que procédé de fabrication d'un dispositif de manoeuvre d'une embarcation
EP18179519.6A Division EP3409577B1 (fr) 2011-10-17 2012-02-13 Dispositif de manoeuvre d'une embarcation ainsi que procédé de fabrication d'un dispositif de manoeuvre d'une embarcation

Publications (2)

Publication Number Publication Date
EP2583892A1 true EP2583892A1 (fr) 2013-04-24
EP2583892B1 EP2583892B1 (fr) 2018-08-15

Family

ID=45607652

Family Applications (2)

Application Number Title Priority Date Filing Date
EP18179519.6A Active EP3409577B1 (fr) 2011-10-17 2012-02-13 Dispositif de manoeuvre d'une embarcation ainsi que procédé de fabrication d'un dispositif de manoeuvre d'une embarcation
EP12155107.1A Active EP2583892B1 (fr) 2011-10-17 2012-02-13 Jaumière collée

Family Applications Before (1)

Application Number Title Priority Date Filing Date
EP18179519.6A Active EP3409577B1 (fr) 2011-10-17 2012-02-13 Dispositif de manoeuvre d'une embarcation ainsi que procédé de fabrication d'un dispositif de manoeuvre d'une embarcation

Country Status (12)

Country Link
US (1) US9010263B2 (fr)
EP (2) EP3409577B1 (fr)
JP (1) JP5651150B2 (fr)
KR (2) KR20130043070A (fr)
CN (1) CN103043203B (fr)
CA (1) CA2792210C (fr)
DK (1) DK2583892T3 (fr)
ES (2) ES2824762T3 (fr)
HR (1) HRP20181427T1 (fr)
PL (1) PL2583892T3 (fr)
SG (1) SG189648A1 (fr)
TW (1) TWI481529B (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022003133A1 (fr) 2020-07-03 2022-01-06 Becker Marine Systems Gmbh Tronc de gouvernail pour embarcation, embarcation dotée d'un tronc de gouvernail et procédé de fabrication d'un tronc de gouvernail

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR200491698Y1 (ko) * 2016-03-17 2020-05-20 현대중공업 주식회사 선박
CN107804425A (zh) * 2017-06-30 2018-03-16 沪东中华造船(集团)有限公司 用于货舱燃气泵吸口处的围井及其安装使用方法
KR102168943B1 (ko) * 2019-02-28 2020-10-22 한국조선해양 주식회사 조향장치 및 이를 구비하는 선박
CN112606970B (zh) * 2020-12-18 2022-02-01 武昌船舶重工集团有限公司 一种垂直找正工装及船舶舵系找正吊装方法

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0579533A1 (fr) * 1992-07-16 1994-01-19 ETAT FRANCAIS Représenté par le délÀ©gué général pour l'armement Safrans pour navires de moyen et gros tonnage
DE202005013583U1 (de) * 2005-06-30 2005-11-03 Becker Marine Systems Gmbh & Co. Kg Ruderschaft für Ruder für Wasserfahrzeuge
DE202007012480U1 (de) * 2007-09-05 2007-11-29 Becker Marine Systems Gmbh & Co. Kg Ruder für Schiffe

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20080061126A (ko) * 2006-12-28 2008-07-02 현대중공업 주식회사 선박용 러더
DE102009022989A1 (de) * 2009-04-01 2010-10-14 Becker Marine Systems Gmbh & Co. Kg Ruderschaft

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0579533A1 (fr) * 1992-07-16 1994-01-19 ETAT FRANCAIS Représenté par le délÀ©gué général pour l'armement Safrans pour navires de moyen et gros tonnage
DE202005013583U1 (de) * 2005-06-30 2005-11-03 Becker Marine Systems Gmbh & Co. Kg Ruderschaft für Ruder für Wasserfahrzeuge
DE202007012480U1 (de) * 2007-09-05 2007-11-29 Becker Marine Systems Gmbh & Co. Kg Ruder für Schiffe
EP2033891B1 (fr) 2007-09-05 2009-10-28 becker marine systems GmbH & Co. KG Gouvernail pour bateaux

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022003133A1 (fr) 2020-07-03 2022-01-06 Becker Marine Systems Gmbh Tronc de gouvernail pour embarcation, embarcation dotée d'un tronc de gouvernail et procédé de fabrication d'un tronc de gouvernail

Also Published As

Publication number Publication date
ES2695046T3 (es) 2018-12-28
JP5651150B2 (ja) 2015-01-07
CA2792210A1 (fr) 2013-04-17
KR20150053738A (ko) 2015-05-18
HRP20181427T1 (hr) 2018-12-14
EP2583892B1 (fr) 2018-08-15
ES2824762T3 (es) 2021-05-13
KR20130043070A (ko) 2013-04-29
SG189648A1 (en) 2013-05-31
EP3409577B1 (fr) 2020-08-12
TWI481529B (zh) 2015-04-21
DK2583892T3 (en) 2018-10-15
EP3409577A1 (fr) 2018-12-05
JP2013086796A (ja) 2013-05-13
CN103043203A (zh) 2013-04-17
TW201325991A (zh) 2013-07-01
CA2792210C (fr) 2015-08-18
US20130092070A1 (en) 2013-04-18
CN103043203B (zh) 2015-07-22
US9010263B2 (en) 2015-04-21
PL2583892T3 (pl) 2019-01-31

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