EP3409577B1 - Device for manoeuvring a watercraft and method for producing a manoeuvring device for watercraft - Google Patents

Description

The invention relates to a device for maneuvering a watercraft having a rudder trunk and a receiving shaft.

The invention also 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 oar cokers is usually carried out in their own structural components as supplier components or in-house construction of a not inconsiderable size. The rudder trunk of a rudder system is used to support the rudder stock and to transfer the rudder forces into the watercraft. The rudder stock can be stored in the rudder trunk via a so-called neck bearing, which is designed as a plain bearing bush. Such bearing bushes are usually used in the lower part of the rudder coker. Furthermore, a second bearing can be provided, which is for example at the upper end of the rowing coker or is arranged in a rowing machine. Rudder trunk are introduced into the existing stern structure of the watercraft in order to introduce the forces and moments of the rudder stock into the watercraft.

It is also known to minimize the cost of lubricants and to protect the environment to provide a so-called seawater lubrication. By providing seawater lubrication, it is possible to lubricate the bearing points in the rudder trunk without using grease. In order to ensure that the water penetrating through the seawater lubrication does not get into the ship, the rudder trunk must contain a sealing system. Such sealing systems are usually located below the rowing machine deck and thus seal the rudder stock from the rudder trunk. The rudder trunk itself is also welded watertight to prevent the water from penetrating into the aft section.

In previous designs, the rudder trunk was designed as a continuous steel tube. The steel pipe or the rudder trunk is usually connected to the ship structure by welding. A wide variety of connecting plates and stiffeners must be attached to the rudder trunk in order to ensure sufficient introduction of force. Such connection plates must exactly match the devices provided by the shipyard in the aft section, for example connection plates, in order to guarantee quick installation and the exact alignment of the coke oven. However, 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 transfer the rudder forces that occur into the ship's structure and that it has sufficient safety factors with regard to external forces such as swell, ground contact, etc.

Compared to the other components of the rudder system, the rudder trunk must be made available for assembly relatively early, as it is installed when the aft section is first placed. Furthermore, rudder trunks for large cargo ships or container ships have a very high weight and a great length. For example, a rudder trunk made of steel, or a so-called steel trunk, for a large container ship can have a length of over 10 m and a weight of approx. 20 tons. Due to the great length and weight of such a steel coker, the production of the rudder coker is associated with high material costs. Furthermore, high transport and storage costs are to be expected due to the large dimensions and the high weight.

Fig. 1 shows a rudder trunk 9 as it is known from the prior art and is commonly used. The in Fig. 1 Rudder trunk 9 shown is designed for a steering gear. The length of the rudder coker 9 is defined in such a way that it corresponds to the distance from the rudder hub to the rowing machine deck. The rudder trunk 9 is usually manufactured in two separate parts. The function of the upper part of the row coker 9 is, in particular, to move the watercraft, e.g. B. the ship to seal.

On the rudder trunk 9 are several connection means, for. B. stiffeners and / or connecting plates 25 are provided. These connection means are used to connect the rudder trunk 9 with the To connect the ship structure or the watercraft body (not shown here), in particular the structure of the aft ship. These connection means are usually welded to the watercraft body or parts of the ship structure.

In the DE 20 2005 013 583 U1 describes a rudder stock for oars for watercraft, the rudder stock having end sections made of metallic material and a middle section made of a non-metallic material. In the DE 20 2007 012 480 U1 a rudder stock for oars for watercraft is also described.

In addition to the usual steel rudder cores, which are connected to the ship's structure by welding, the EP 2 033 891 B1 a rudder trunk is already known, which is not connected to the ship's structure by welding, but is inserted into a so-called coker tube and then potted or glued. The rudder trunk is not made of steel, but of a fiber composite material.

The invention is based on the object of providing a device for maneuvering a watercraft and a method for producing a device for maneuvering a watercraft, the manufacturing effort for the rudder coker being reduced compared to known rudder coker and the installation process being simplified.

This object is achieved with a device for maneuvering a watercraft according to the features of claim 1 and a method for producing a maneuvering device for a watercraft according to the features of claim 15.

According to this, the device referred to at the outset for maneuvering a watercraft has 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 downward from the receiving shaft. The terms "above" and "below" relate to the state installed in a watercraft. The rudder coker is arranged in such a way that between the first part, or the upper part, of the rudder coker and the wall of the receiving shaft is a space. The space is partially filled with a connecting means, the connecting means clamping the first part of the rudder coke over a clamping height. The connecting means connects the first part, or the upper part, of the rudder coker completely to the wall of the receiving shaft, the connecting means being arranged in the lower end area and in the upper end area of the clamping height. Thus, "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. In order for the connecting means to establish a connection between the rudder trunk and the wall of the receiving shaft over the entire circumference of the rudder trunk, the gap must be designed accordingly over the entire circumference. The clamping height thus extends from the lowest area, in which the connecting means is provided between the rudder trunk and the wall of the receiving shaft, to the uppermost area, in which the connecting means is provided between the rudder trunk and the wall of the receiving shaft. In this case, the space between the upper end area and the lower end area has a free space, with no connecting means being arranged in the free space. Correspondingly, the space between the uppermost and the lowermost end area, in which the connecting means between the rudder trunk and the wall of the receiving shaft is arranged, can also be empty or without connecting means arranged between the rudder trunk and the wall of the receiving shaft and thus has a free space. For example, it is conceivable that the connecting means is only provided in two areas, in the lowest area and in the uppermost area of the clamping height, and a free space is provided between these two areas. The lowermost area of the clamping height is, for example, the area in which the receiving shaft ends or closes downwards and the rudder trunk protrudes downward from 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. Thus, this upper area of the clamping height is below the rowing machine deck of the maneuvering device of the watercraft in the installed state. For example, the rudder trunk could be arranged over half the height of the receiving shaft in the receiving shaft. In this case, the uppermost area 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 through Height of the entire receiving shaft. Furthermore, the rudder trunk can also be arranged over a lesser or greater height in the receiving shaft.

According to the invention, the length ratio between the clamping height and the second part of the rudder coker is at least 1. Thus, the area of the rudder coker that is clamped in the receiving shaft or connected to the wall of the receiving shaft by the connecting means is at least as long as the one down from the receiving shaft outstanding part of the row coker. The clamping height is preferably at least as long and at most three times as long as the part of the rudder coker protruding downwards. Furthermore, it is preferred that 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.

In particular, the provision of the connecting means in the lower end area of the clamping height and in the upper end area of the clamping height, as well as the length ratio according to the invention between the clamping height and the part of the rudder coker protruding downward from the receiving shaft, the second part of the rudder coker, has the advantage that the manufacturing effort of the rowing coker can be significantly reduced compared to conventional rowing coker. Apart from the connection means for connecting the rudder trunk to the wall of the receiving shaft, no further devices are necessary to connect the rudder trunk to the ship structure. According to the invention, the receiving shaft is already provided or incorporated in the ship's structure or in the area of the watercraft body provided for it, based on the dimensions of the rudder coker. Furthermore, the installation process is thus simplified. For example, in the device according to the invention, in contrast to the known rudder trunk, the rudder trunk no longer has to be made available so early for installation in the steering gear. With the device according to the invention it is sufficient, for example, to provide the dimensions and tolerances of the rudder coker and to provide only the receiving shaft in the aft section of the shipyard at the time of the construction of the aft construction. The actual installation of the rudder coker can be done at a later point in time using the device according to the invention.

The connecting means preferably has means for gluing. As a result, the rudder trunk is glued to the wall of the mounting shaft. The rudder trunk is therefore in an adhesive connection with the wall of the receiving shaft. The connecting means can consist of any connecting means which has adhesive properties. It could be a resin or a cast material based on epoxy. For example, the connecting means could also be an epoxy resin such as Epocast or another assembly adhesive such as Belzona®. The connecting means is preferably mixed from a resin and a hardener. The connecting means thus has a 2-component system. It is particularly preferred that the connecting means consists of Belzona® 5811. Belzona® 5811 has sufficiently good adhesive properties that the use of Belzona® 5811 as a connecting means already provides a suitable seal of the gap or the space between the rudder trunk and the wall of the receiving shaft, especially in the upper and lower end areas of this space . The connecting means thus preferably has such high adhesive properties that the device according to the invention does not tend to crevice corrosion in the area of the space between the rudder trunk and the wall of the receiving shaft, and the connecting means thereby already serves as a seal against seawater.

In principle, the connecting means can also be arranged continuously over the entire clamping height. Thus, in this embodiment, between the lower end area and the upper end area of the clamping height, no free space or space is provided which is not filled by the connecting means. The first part of the rudder coker is thus completely surrounded by the connecting means over the entire clamping height and is thereby also fully connected to the wall of the receiving shaft over the entire clamping height.

It is also preferred that the gap between the first part of the rudder coker and the wall of the receiving shaft has a constant gap dimension at least over half of the clamping height. It is particularly preferred that the space between the first part of the rudder coker and the wall of the receiving shaft is at least over two thirds of the clamping height, or very particularly preferably at least over three quarters of the clamping height, has a constant gap size. The receiving shaft or the wall of the receiving shaft can in principle have any possible shape of a shaft. For example, the receiving shaft could be designed in the form of an elevator shaft and thus be formed by at least four walls or surfaces standing at an angle to one another. However, the receiving shaft preferably has the shape of a cylinder at least over the entire clamping height. Thus, the receiving shaft preferably has a circular cross section in each area of the clamping height. Due to the cylindrical embodiment of the receiving shaft in the area of the clamping height, the size of the gap between the first part of the rudder coker and the wall of the receiving shaft is not only at least over half the clamping height, but rather constant over the entire circumference. The size of the gap between the first part of the rudder coker and the wall of the receiving shaft is between 2 mm and 50 mm, for example. The gap dimension is preferably between 5 mm and 30 mm, particularly preferably the gap dimension is between 10 mm and 20 mm. The relatively small gap size and the gap size that is constant over a large part of the clamping height has the advantage that the amount of the necessary connecting means can be kept relatively small.

Since the greatest bending moment occurs in the area of the skeg base, ie the lower edge of the skeg, or in the lower end area of the receiving shaft, it is preferred to provide a molding in the lower end area of the clamping height. Thus, the gap in the lower end area of the clamping height has a larger gap dimension than in the upper end area of the clamping height. It is therefore preferred that the gap between the first part of the rudder coker and the wall of the receiving shaft has a constant gap dimension over at least 75% of the clamping height, particularly preferably over at least 90% of the clamping height, and has a larger gap dimension only in the lower end area of the clamping height . Very particularly preferably, the gap size increases in the lower end area of the clamping height viewed from top to bottom. In order to achieve the simplest possible configuration of the receiving shaft, the gap in the lower end area of the clamping height increases linearly, viewed from top to bottom. Thus, the wall of the receiving shaft is in the lower end of the receiving shaft beveled on the outside or directed away from the rudder trunk. The receiving shaft thus has the shape of an inverted funnel at least in the lower region of the clamping height. Typically, the gap dimension in the lower end area of the clamping height is between 15 mm and 100 mm. Because the gap size of the space in the lower end area of the clamping height is greater than in the upper end area of the clamping height, stress peaks can be avoided.

Furthermore, it is preferred that 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 preferably essentially constant over the entire clamping height. Thus, the inner diameter of the rudder coker is preferably greater in the upper end area of the clamping height than in the lower end area of the clamping height. Correspondingly, the wall thickness of the rudder coker is tapered, the tapering of the wall thickness of the rudder coker being directed from bottom to top and being achieved by a continuous increase in the inner diameter of the rudder coker, viewed from bottom to top. This has the advantage that it is still possible to save material for the manufacture of the rowing coker. Furthermore, due to the tapering of the wall thickness of the rudder coker in the upper end area, the rudder coker has a lower weight compared to conventional rudder coker cores or rudder coker cores with constant wall thickness. Since the greatest action of force and in particular the greatest bending moment occurs in the lower end area of the clamping height, it is nevertheless ensured that the rudder trunk has a sufficiently large wall thickness in this area. Since the tapering 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 between the first part of the rudder coker and the wall of the receiving shaft can be kept constant despite the tapering of the rudder coker.

Furthermore, it is preferred that the rudder trunk does not have any fastening means protruding outward from the rudder trunk, in particular fastening plates, fastening ribs or stiffeners, for connecting the rudder trunk to the watercraft or in the receiving shaft or to the wall of the receiving shaft. In contrast to the rudder coke, which are known from the prior art, the inventive Rudder trunk thus does not have any metal sheets or ribs or other outwardly protruding fastening means. The rudder trunk consequently consists only of a pipe, preferably a steel pipe. Such a simple structure is not possible with the known rowing cokers.

The receiving shaft is preferably designed essentially as a tube or tube-like, at least in the entire area of the clamping height. The rudder trunk is thus arranged in a pipe, namely the receiving shaft, or in a tubular receiving shaft in the region of the clamping height. Outside the area of the clamping height, in particular in the area above the clamping height, the receiving shaft can have any shape. For example, the receiving shaft in these areas above the clamping height can be formed by a rectangular shape or by at least four surfaces arranged at angles to one another. It would also be possible for the receiving shaft to be formed in this area by a hollow body with any shape.

It is also preferred that the receiving shaft or the wall of the receiving shaft is firmly connected to the watercraft body or to the ship structure and is preferably welded. The receiving shaft is thus already provided at the corresponding point in the watercraft body during the manufacture of the aft section. The receiving shaft can be manufactured as a separate component, then inserted and connected to the watercraft body or, alternatively, by special shaping of the sheets or struts of the watercraft body in the aft section through the body of the watercraft or by the metal sheets or struts. The wall of the receiving shaft is preferably connected to the watercraft body and by the connecting means to the rudder trunk in such a way that the receiving shaft is watertight.

Furthermore, it is preferred that at least one sealing means is arranged between the first part of the row 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 preferably arranged in the lower end region of the clamping height below the connecting means. There the connection means expediently directly adjoins the means for sealing. The sealing means ends on the other side, or with the side facing away from the connecting means, with the skeg base, or with the lower edge of the skeg, or the lower edge of the watercraft body. However, the means for sealing could also be arranged below the lower edge of the skeg or the lower edge of the watercraft body. Particularly preferably, the means for sealing is arranged in the region of a formation of the receiving shaft in the lower region of the clamping height.

The sealing means is used to protect the receiving shaft from below against the ingress of seawater and other objects. Furthermore, the sealing means serves to prevent the connecting means from escaping or flowing away, in particular during the process of introducing the connecting means into the space between the first part of the oar coker and the wall of the receiving shaft.

Particularly preferably, the means for sealing, like the connecting means, has means for gluing. Thus, the means for sealing serves not only to prevent the occurrence of z. B. sea water or to prevent the leakage of the connecting means, but also to connect or glue the row coker to the wall of the receiving shaft in the lower end of the clamping height. As a result, the means for sealing in this embodiment is arranged in the area of the clamping height. Since it is precisely in this lower end area of the clamping height that the greatest forces or bending moments occur, the sealing means in this area also serves to increase stability and to transfer the forces that occur into the watercraft body. Furthermore, a connecting means can thus be provided as a means for sealing. Here, the means for sealing has similar properties to the connecting means, in particular adhesive properties. Preferably, however, the means for sealing is viscous in comparison to the connecting means, which is generally more fluid, or has faster curing properties than the connecting means.

It is also preferred that both the rudder trunk and the wall of the receiving shaft have steel, or particularly preferably consist of steel. In principle, the rudder trunk and the wall of the receiving shaft could also consist of different materials. For example, it would be conceivable that the rudder trunk consists of a fiber composite material, the wall of the receiving shaft being made of steel or made of steel or another suitable material.

1. 1. Einführen eines Ruderkokers in einen Aufnahmeschacht, wobei ein erster Teil des Ruderkokers im Aufnahmeschacht angeordnet wird und ein zweiter Teil des Ruderkokers aus dem Aufnahmeschacht nach unten herausragt.
2. 2. Ausrichten des Ruderkokers in dem Aufnahmeschacht derart, dass ein Zwischenraum vollumfänglich zwischen dem ersten Teil des Ruderkokers und der Wand des Aufnahmeschachtes ausgebildet wird.
3. 3. Einbringen eines Verbindungsmittels in den Zwischenraum derart, dass das Verbindungsmittel entgegen dessen Schwerkraft eingebracht wird, und dass das Verbindungsmittel den ersten Teil des Ruderkokers über eine Einspannhöhe vollumfänglich mit der Wand des Aufnahmeschachtes verbindet, wobei das Verbindungsmittel im unteren Endbereich der Einspannhöhe und im oberen Endbereich der Einspannhöhe derart angeordnet wird, dass der Zwischenraum (14) zwischen dem oberen Endbereich (19) und dem unteren Endbereich (18) einen Freiraum (31) aufweist, wobei in dem Freiraum (31) kein Verbindungsmittel (15) angeordnet ist.

The method according to the invention for producing a maneuvering device for a watercraft has the following steps:

1. 1. Introducing a rudder coker into a receiving shaft, a first part of the rudder coker being arranged in the receiving shaft and a second part of the rudder coker protruding downward from the receiving shaft.
2. 2. Alignment of the rudder coker in the receiving shaft in such a way that an interspace is formed completely between the first part of the rudder coker and the wall of the receiving shaft.
3. 3. Introducing a connecting means into the gap in such a way that the connecting means is introduced against its gravity, and that the connecting means connects the first part of the rowing coker over a clamping height to the wall of the receiving shaft, the connecting means in the lower end area of the clamping height and in the upper End area of the clamping height is arranged such that the space (14) between the upper end area (19) and the lower end area (18) has a free space (31), no connecting means (15) being arranged in the free space (31).

After the rudder coker has been inserted into the receiving shaft, the rudder coker is aligned in the receiving shaft by means of measuring devices and by means of alignment devices. In order to be able to move the rudder trunk freely during the alignment process, it is hung on steel cables or chains, for example. The measuring devices can be, for example, laser-optical alignment systems or other measuring systems. For the actual alignment, for example, adjustment units are used, which are located under the skeg bottom or under the lower edge of the skeg or under the watercraft floor can be connected to the ship structure or the hull for alignment purposes. Such an adjustment unit can consist, for example, of a steel block into which a threaded bolt is screwed. The rudder trunk is moved in the desired direction by turning these bolts. Furthermore, 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, that is to say the part of the rudder coker protruding downward from the receiving shaft. These can be attached to other lifting eyes on the ship's hull with steel cables or similar devices. The rudder trunk can be positioned or aligned in the X and Z directions using the adjustment unit. With the help of the steel cables or the lifting eyes at the lower end of the rudder coker, the installation height and the angle of the rudder coker or the angle between the rudder coker and the wall of the receiving shaft can be adjusted by lengthening or shortening these cables. With the help of these two alignment devices, it is possible to align the rudder trunk within the receiving shaft in such a way that the gap size of the space is essentially constant over the clamping height. Both alignment devices, the adjustment units on the Skeg floor and the lifting eyes are preferably removed again after installation.

After the alignment process, the connecting means is introduced into the space between the rudder trunk or the first part of the rudder trunk and the wall of the receiving shaft against its gravity. For example, 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 into the intermediate space from bottom to top, is monitored. The insertion process is stopped as soon as the connecting means has filled the entire space above the clamping height to be determined in advance. Alternatively, the connecting means could be introduced separately from one another in the lower end region of the clamping height and in the upper end region of the clamping height.

Preferably, before the connecting means is introduced, the space between the first part of the rowing coker and the wall of the receiving shaft in the lower end area of the clamping height is provided with at least one means for sealing sealed. Since the connecting means is in a liquid or viscous state during insertion, the means for sealing in the lower end area of the clamping height during the insertion process of the connecting means ensures that the connecting means does not move downwards from the space between the oar trunk and the 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 can be, for example, a sealing ring or the like. Alternatively, the means for sealing could be formed from a particularly viscous connecting means with adhesive properties. This has the advantage that in this embodiment the means for sealing simultaneously serves as an additional connecting means in the lower end area of the clamping height and therefore does not have to be removed again after the process of introducing the connecting means. Particularly preferably, the sealing means can have the same or very similar properties as the connecting means. In contrast to the connecting means, the means for sealing expediently has a firmer or more viscous property and hardens faster than the connecting means.

Furthermore, it is preferred that an opening is provided in the wall of the receiving shaft before the connecting means is introduced, the opening being arranged in the lower third of the clamping height. An opening can be drilled into the receiving shaft from the outside, for example. After the connecting means has been introduced through the opening, this opening of the receiving shaft is closed again, for example welded shut. Alternatively, the opening can also be provided in the area of the sealing means. It is also possible to provide the opening directly in the means for sealing.

The connecting means is preferably pumped into the space between the first part of the rudder coker and the wall of the receiving shaft by a pumping process. Thus, the connecting means is pumped from bottom to top into the space between the rudder trunk and the wall of the receiving shaft.

Fig. 2

einen Querschnitt einer erfindungsgemäßen Vorrichtung zum Manövrieren,

Fig. 3

einen Querschnitt eines Teilbereiches einer erfindungsgemäßen Vorrichtung zum Manövrieren, wobei das Verbindungsmittel über die gesamte Einspannhöhe durchgehend angeordnet ist,

Fig. 4

einen weiteren Querschnitt eines Teilbereiches einer erfindungsgemäβen Vorrichtung zum Manövrieren, wobei das Verbindungsmittel im oberen Endbereich der Einspannhöhe und im unteren Endbereich der Einspannhöhe angeordnet ist,

Fig. 5

einen weiteren Querschnitt eines Teilbereiches einer erfindungsgemäβen Vorrichtung zum Manövrieren, wobei eine Verliersicherung mit Band vorgesehen ist, und

Fig. 6

einen weiteren Querschnitt eines Teilbereiches der erfindungsgemäßen Vorrichtung zum Manövrieren, wobei das Spaltmaß zwischen Ruderkoker und der Wand des Aufnahmeschachtes im unteren Endbereich der Einspannhöhe zunimmt.

The invention will now be explained by way of example with reference to the accompanying drawings using particularly preferred embodiments. Show it:

Fig. 2

a cross section of a device according to the invention for maneuvering,

Fig. 3

a cross section of a partial area of a device according to the invention for maneuvering, the connecting means being arranged continuously over the entire clamping height,

Fig. 4

a further cross-section of a sub-area of a device according to the invention for maneuvering, the connecting means being arranged in the upper end area of the clamping height and in the lower end area of the clamping height,

Fig. 5

a further cross-section of a partial area of a device according to the invention for maneuvering, wherein a loss protection with tape is provided, and

Fig. 6

a further cross section of a partial area of the device according to the invention for maneuvering, the gap between the rudder trunk and the wall of the receiving shaft increasing in the lower end area of the clamping height.

Fig. 2 shows a device 100 according to the invention for maneuvering in cross section. In contrast to that known from the prior art and in Fig. 1 The rudder trunk 10 of the device 100 according to the invention for maneuvering shown consists only of a pipe, in particular a steel pipe. The rudder trunk 10 has in comparison to that in Fig. 1 Rudder trunk 9 shown has no connection means, in particular no connection means protruding outward, such as. B. mounting plates, connecting plates 25, fastening ribs or stiffeners. The rudder coker 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, protrudes downward from the receiving shaft 11. The receiving shaft 11 can have any shape. The receiving shaft 11 is preferably, as in FIG Fig. 2 shown, designed such that it has a substantially circular cross-section and the shape of a cylinder or a cylinder-like shape. The receiving slot 11 extends from the steering gear deck 26 from top to bottom through the stern structure 27 to the lower edge of the stern structure or to the lower edge of the skeg 29. Thus, the receiving shaft 11 extends from top to bottom through the stern structure 27, the skeg 28 being part of the Aft structure 27 is viewed. Depending on the requirements placed on the steering gear, the rudder trunk 10 is introduced into the receiving shaft 11 over a previously defined height. The rudder trunk 10 of the device 100 according to the invention for maneuvering does not have to be arranged up to the rowing machine deck 26, as is known from the prior art. For example, the rudder trunk 10, as in FIG Fig. 2 shown, be arranged with its first part 12 only in the area of the skeg 28 in the receiving shaft 11. The part above the rudder coker 10 in the receiving shaft 11 is thus empty up to the top of the rowing machine deck 26, or no rudder coker 10 is arranged above the rudder coker 10 in the receiving shaft 11.

The in Fig. 2 The rudder trunk 10 shown is glued into the receiving shaft 11 by means of a connecting means 15. To this end, the connecting means 15, for example a cast material based on epoxy, is arranged in the space 14 between the rudder trunk 10 and the receiving shaft 11. As in Fig. 2 shown, the connecting means 15 can be arranged completely 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 space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 (corresponds in the exemplary embodiment from FIG Fig. 2 also the length of the first part 12 of the rudder coker 10), is equal to the clamping height 16. As a result, as in Fig. 2 shown, the connecting means 15 is arranged over the entire clamping height 16 and thus the rudder trunk 10 is adhesively connected to the wall 17 of the receiving shaft 11 over the entire clamping height 16, a uniform stress distribution over the entire clamping height 16 and an almost 100% frictional connection reached between the parts to be joined. The length ratio between the clamping height 16 and the second part 13 of the rudder coker 10, ie the part that protrudes downward from the receiving shaft 11, is at least 1. This means that the clamping height 16 is at least as long is like the second part 13 of the rudder coker 10. Depending on the requirements of the steering system, the clamping height 16 can be considerably longer than the second part 13 of the rudder coker 10. For example, the clamping height 16 can 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 part 13 of the rudder coker 10 protruding downward from the receiving shaft 11.

Although the figures are not drawn to scale, it is in Fig. 2 clearly shown that the clamping height 16 is longer than the second part 13 of the rudder coker 10.

The receiving shaft 11 of the device according to the invention for maneuvering can be manufactured at the shipyard and provided in the aft structure 27 or built into it, for. B. be welded. Since the rudder trunk 10 of the device according to the invention for maneuvering is no longer necessarily, like the rudder trunk, which are known from the prior art and are exemplified in Fig. 1 are shown, must be arranged over the entire length or the entire distance between the rowing machine deck 26 and the rudder hub, rudder trunk 10 can be made with a shorter length and a lower weight. Thus, considerable costs for material, transport and handling of the rudder coke 10 can be saved. Since the rudder trunk 10 of the device 100 according to the invention for maneuvering does not have any fastening plates or ribs, connecting sheets 25 or stiffeners for connection to the ship, but is only glued in the receiving shaft 11, the effort for the production and for the installation of such a rudder trunk 10 can be significantly reduced.

FIGS. 3 to 5 each show the same partial area of different devices 100 according to the invention for maneuvering in cross section. They show FIGS. 3 to 5 in particular that area in which the rudder trunk 10 is arranged with its first part 12 in the receiving shaft 11.

In Fig. 3 it is shown that the rudder trunk 10 is fastened continuously and completely over the entire clamping height 16 by means of a connecting means 15 in the receiving shaft 11 or is connected to the wall 17 of the receiving shaft 11. In the in Fig. 3 The variant shown corresponds to the first part 12, that is to say the part of the rudder coker 10 which is arranged inside the receiving shaft 11, the clamping height 16, that is to say the height over which the rudder coker 10 is glued into the receiving shaft 11. It would also be conceivable, however, that the first part 12 of the rudder trunk 10 is longer than the clamping height 16. In this case, the upper area of the connecting means 15 in the space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 would not correspond exactly to the upper edge 35 of the rowing coker 10 complete. The rudder trunk 10 could thus be freely arranged with a part in the receiving shaft 11, the clamping height 16 beginning at the lower edge of the aft structure 27 or the lower edge 29 of the skeg 28 and not extending to the upper edge of the first part 12 of the rudder coker 10. During the pumping in of the connecting means 15, the space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 in the upper end area of the clamping height 16 is usually monitored so that the pumping-in process can be stopped in good time and the connecting means 15 does not flow into the rudder trunk pipe. For example, the connecting means 15 is pumped in rising from below into the intermediate space 14 until it emerges from ventilation bores provided in the upper region of the clamping height 16.

Fig. 4 shows a further variant of how the connecting means 15 can be arranged between the rudder trunk 10 and the wall 17 of the receiving shaft 11. As in Fig. 4 As shown, the connecting means 15 is arranged at least in the lower end region and in the upper end region of the clamping height 16. In contrast to the in Fig. 3 shown variant, a free space or space 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 defined in each case in such a way that it encompasses the entire height over which the rudder trunk 10 is connected within the receiving shaft 11 to 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 is thus in Fig. 3 and in Fig. 4 identical. During the pumping in of the connecting means 15, the space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 in the upper end area of the clamping height 16 is usually monitored so that the pumping in process can be stopped in good time and the connecting means 15 does not enter the rudder trunk flows. For example, the connecting means 15 is pumped in rising from below into the intermediate space 14 until it emerges from ventilation bores provided in the upper region of the clamping height 16.

Fig. 5 shows a further variant of the gluing of the rudder coker 10 in the receiving shaft 11 Fig. 5 A loss protection 36 is provided in the variant shown. In the upper end area of the clamping height 16, the receiving shaft 11 has a recess 37 or a larger diameter. Furthermore, as in Fig. 5 shown, the upper region of the row coker 10 be angled or bent outwards. By providing such a loss protection 36, it can be avoided that when the connecting means 15 is pumped in from the bottom up into the space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11, the connecting means 15 in the upper area of the clamping height 16 over the upper edge 35 of the rudder trunk 10 flows. During the pumping in of the connecting means 15, the space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 in the upper end area of the clamping height 16 is usually monitored so that the pumping-in process can be stopped in good time and the connecting means 15 does not flow into the rudder trunk pipe. For example, the connecting means 15 is pumped in rising from below into the intermediate space 14 until it emerges from ventilation bores provided in the upper region of the clamping height 16. The provision of a loss protection 36, as for example in Fig. 5 shown represents an additional possibility of preventing the connection means 15 from exceeding the intended clamping height 16 too quickly.

Fig. 6 shows a further cross section of a detail of a device 100 according to the invention for maneuvering. In particular shows Fig. 6 a design option for the lower end area of the clamping height 16 or the receiving shaft 11 in the lower end area of the clamping height 16. The design of the receiving shaft 11 must be designed in such a way that the forces and moments can be optimally transferred to the surrounding structure in the watercraft or ship. In addition to the composition of the connecting means 15, the size of the gap between the space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 is an important parameter. The gap size is generally dependent on the requirements placed on the device, for example the steering gear, and on the one used Material. Preferably, the gap size of the space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 is essentially constant. Furthermore, the gap dimension should not be too large, so that the costs for 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 approx. 5 m, the clamping height 16 being 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 for the device. The use of a constant gap dimension over the essential area of the clamping height 16 has the advantage that both a minimum gap dimension is ensured at every point and unnecessarily large gap dimensions are avoided at individual points. In the event that the gap dimension is particularly large at individual points, the amount of the required connecting means 15 and thus the costs for the connecting means 15 would increase unnecessarily. Furthermore, if the gap dimension is not constant, determining the required amount of the connecting means 15 in advance would be costly.

Since the greatest forces, e.g. B. the largest bending moment, in the lower end of the clamping height 16, for example in the area of the skeg bottom, occur, or the lower edge 29 of the skeg 28, it is advantageous, as in Fig. 6 shown to provide a larger gap in this area. For example, a recess 34 can be provided in the lower region of the receiving shaft 11. Thus, this area has a larger gap size compared to the area above it and offers a larger space to accommodate the connecting means 15. By providing a larger gap size in the space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 in the lower end area of the clamping height 16 Voltage peaks are avoided or reduced.

A formation 34 of the receiving shaft 11 in the lower end region of the clamping height 16 can be implemented in the most varied of ways. As in Fig. 6 shown, takes the gap in the lower end of the clamping height 16 from top to bottom considered too. The wall 17 of the receiving shaft 11 is preferably, as in FIG Fig. 6 shown, formed obliquely in the lower end region of the clamping height 16, or beveled outward in such a way that the gap dimension increases linearly viewed from top to bottom.

The connecting means 15, which is introduced into the space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11 for gluing, can have different properties in the lower end area 18 of the clamping height 16, and in particular in the area of the recess 34. For example, it is possible to provide a connecting means 15 and a sealing means 22 with different properties in the space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11. A sealing means 22 with particularly viscous properties and / or fast-setting properties could be arranged in the lower end area of the gap 14, ie in the lower end area 18 of the clamping height 16 in the area of the lower edge 29 of the ship structure or the skeg floor. Such a sealing means 22 with viscous and / or rapidly hardening properties is arranged to close the gap in the area of the lower edge 29 of the ship structure or the skeg floor before the remaining connecting means 15 is introduced into the space 14. After the sealing means 22 has hardened, the remaining connecting means 15 is pumped into the space 14 between the rudder trunk 10 and the wall 17 of the receiving shaft 11. Due to the viscous or rapidly hardening sealing means 22 arranged in advance, the receiving shaft 11 is already sealed in the lower area and prevents the remaining connecting means 15 from escaping during the pumping-in process. In addition, the sealing means 22 arranged for sealing can not only serve for sealing, but also have adhesive properties and thus also serve to connect the rowing coker 10 to the wall 17 of the receiving shaft 11. This has the advantage that no alternative sealing means have to be provided and that the sealing means 22 also ensures a frictional connection between the rudder trunk 10 and the wall 17 of the receiving shaft 11 in this area and thus also serves to transmit the forces or the bending moment. An alternative sealing means, which has no adhesive effect, could, for example, a rubber seal, which instead of the sealing means 22 is arranged in the region of the formation 34 of the receiving shaft 11 or also below the lower edge 29 of the skeg.

In Fig. 6 it is also shown that the clamping height 16, 16a comprises the height over which the rudder trunk 10 is connected to the wall 17 of the receiving shaft 11. In the event that the means for sealing 22 also has connection properties, the clamping height 16 comprises the entire height, that is to say the height above which the connection means 15 and the sealing means 22 are arranged. When using an alternative sealing means, namely a sealing means without connection properties or adhesive properties, the clamping height 16a comprises only the height over which the connection means 15 is arranged, excluding the height of the sealing means 22 Fig. 6 only a section of the device 100 according to the invention for maneuvering is shown, only the lower end region of the clamping height 16, 16a and not its entire length is shown.

Furthermore, in Fig. 6 two embodiments for attaching an opening 23, 23a are shown. In both embodiments, the opening 23, 23a is arranged in the lower third of the clamping height 16, 16a. In one embodiment, the opening 23a is arranged in the wall 17 of the receiving shaft 11. In a second embodiment, the opening 23 is arranged in the means for sealing 22. The arrangement of the opening 23, 23a is independent of whether the means for sealing 22 additionally has connection properties or adhesive properties. As a rule, only one opening 23 or 23a is provided for the pumping-in process.

Reference list

100

Device for maneuvering a watercraft

10

Rudder trunk

11

Receiving slot

12th

first part of the row coker

13th

second part of the row coker

14th

Space between the rudder trunk and the wall of the receiving shaft

15

Lanyard

16

Clamping height

16a

Clamping height

17th

Wall of the receiving shaft

18th

lower end of the clamping height

19th

upper end of the clamping height

20th

Outer diameter of the row coker

21st

Inner diameter of the row coker

22nd

Means for sealing

23

opening

23a

opening

24

Wall thickness of the rudder coker

25

Connection plates

26th

Rowing machine deck

27

Aft structure, watercraft body

28

Skeg

29

Lower edge of the skeg

30th

Seal plate

31

free space

32

Length of the second part of the row coker

33

Oar coker shaft

34

Shape of the receiving shaft

35

Upper edge of the row coker

36

Loss protection

37

Recess of the receiving shaft

Claims (18)

1. A device (100) for manoeuvring a watercraft, comprising a rudder trunk (10) and a receiving shaft (11), wherein a first part (12) of the rudder trunk (10) is disposed in the receiving shaft (11) in such a manner that there is an intermediate space (14) between the first part (12) of the rudder trunk (10) and a wall (17) of the receiving shaft (11), and a second part (13) of the rudder trunk (10) projects downward from the receiving shaft (11), wherein the intermediate space (14) in certain areas is filled with a connecting means (15), and wherein the connecting means (15) clamps the first part (12) of the rudder trunk (10) over a clamping height (16, 16a), wherein the connecting means (15) connects the first part (12) of the rudder trunk (10) in its entirety with the wall (17) of the receiving shaft (11), wherein the connecting means (15) is disposed in the lower end region (18) of the clamping height (16, 16a) and in the upper end region (19) of the clamping height (16, 16a) and wherein the length ratio between the clamping height (16, 16a) and the second part (13) of the rudder trunk (10) is at least 1,
   characterized in that
   the intermediate space (14) between the upper end region (19) and the lower end region (18) has a clearance (31), wherein no connecting means (15) is arranged in the clearance (31)
2. The device according to claim 1,
   characterized in that
   the length ratio between the clamping height (16,16a) and the second part (13) of the rudder trunk (10) is between 1 and 3, preferably between 1 and 2.
3. The device according to claim 1 or 2,
   characterised in that
   the connecting means (15) has means for adhesive bonding.
4. The device according to one of the preceding claims
   characterised in that
   the intermediate space (14) between the first part (12) of the rudder trunk (10) and the wall (17) of the receiving shaft (11) has a constant gap size, at least over half of the clamping height (16, 16a), preferably at least over 2/3 of the clamping height (16, 16a), particularly preferably at least over 3/4 of the clamping height (16, 16a).
5. The device according to one of the preceding claims
   characterised in that
   the intermediate space (14) in the lower end region (18) of the clamping height (16, 16a) has a larger gap size than in the upper end region (19) of the clamping height (16, 16a), and/or
   the gap size in the lower end region (18) of the clamping height (16, 16a) increases, preferably linearly, when viewed in the direction from the upper end region (19) to the lower end region (18).
6. The device according to one of the preceding claims,
   characterised in that
   the rudder trunk (10) has a wall thickness (24), wherein the wall thickness (24) in the upper end region (19) of the clamping height (16,16a) has a smaller thickness than in the lower end region (18) of the clamping height (16, 16a).
7. The device according to one of the preceding claims,
   characterised in that
   the rudder trunk (10) has an outside diameter (20), wherein the outside diameter (20) is substantially constant.
8. The device according to one of the preceding claims,
   characterised in that
   the rudder trunk (10) has an inside diameter (21), wherein the inside diameter (21) in the upper end region (19) of the clamping height (16, 16a) is greater than in the lower end region (18) of the clamping height (16, 16a).
9. The device according to one of the preceding claims,
   characterised in that
   the rudder trunk (10) has no fastening means projecting outwards from the rudder trunk (10), in particular fastening plates, connecting plates (25) or fastening ribs, for connecting the rudder trunk (10) to a watercraft or the receiving shaft (11).
10. The device according to one of the preceding claims,
    characterised in that
    the receiving shaft (11) is configured substantially as a tube or in tubular manner at least in the entire region of the clamping height (16, 16a).
11. The device according to one of the preceding claims,
    characterised in that
    at least one means for sealing (22) is disposed between the first part (12) of the rudder trunk (10) and the wall (17) of the receiving shaft (11) in the lower end region (18) of the clamping height (16), wherein the means for sealing (22) preferably has means for adhesive bonding.
12. The device according to one of the preceding claims,
    characterised in that
    the rudder trunk (10) and the wall (17) of the receiving shaft (11) have steel or steel materials.
13. A watercraft having a device for manoeuvring the watercraft according to one
    of the preceding claims,
    characterised in that
    the wall (17) of the receiving shaft (11) is firmly connected to a watercraft body.
14. The watercraft according to claim 13,
    characterised in that
    the wall (17) of the receiving shaft (11) is connected to the watercraft body and, by means of the connecting means (15), to the rudder trunk (10) in such a manner that the receiving shaft (11) is watertight.
15. A method for manufacturing a manoeuvring device (100) for a watercraft, having the following steps:

    a) inserting a rudder trunk (10) into a receiving shaft (11), wherein a first part (12) of the rudder trunk (10) is disposed in the receiving shaft (11) and a second part (13) of the rudder trunk (10) projects downward from the receiving shaft 11),

    b) aligning the rudder trunk (10) in the receiving shaft (11) in such a manner that an intermediate space (14) is formed in its entirety between the first part (12) of the rudder trunk (10) and a wall (17) of the receiving shaft (11),

    c) introducing a connecting means (15) into the intermediate space (14) in such a manner that the connecting means (15) is introduced against its gravitational force, and that the connecting means (15) in its entirety connects the first part (12) of the rudder trunk (10) over a clamping height (16, 16a) with the wall (17) of the receiving shaft (11), wherein the connecting means (15) is disposed in the lower end region (18) and in the upper end region (19) of the clamping height (16, 16a) in such a manner that the intermediate space (14) between the upper end region (19) and the lower end region (18) has a clearance (31), wherein no connecting means (15) is arranged in the clearance (31).
16. The method according to claim 15,
    characterised in that
    before introducing the connecting means (15) the intermediate space (14) between the first part (12) of the rudder trunk (10) and the wall (17) of the receiving shaft (11) is sealed in the lower end region (18) of the clamping height (16) with at least one means for sealing (22).
17. The method according to one of claim 15 or 16,
    characterised in that
    before introducing the connecting means (15), an opening (23, 23a) is provided in the wall (17) of the receiving shaft (11) or in the means for sealing (22), wherein the opening (23, 23a) is disposed in the lower third of the clamping height (16, 16a), wherein the opening (23, 23a) is preferably closed after introducing the connecting means (15).
18. The method according to one of claims 15 to 17,
    characterised in that
    the connecting means (15) is introduced by pumping into the intermediate space (14).

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