FI79679C - Rudder device for vessels - Google Patents

Description

1 79679

Ship rudder

The invention relates to a ship rudder according to the preamble of claim 1.

5 Active rudders have long been known as steering aids for slow-moving vessels. They are not usually connected to the main rudder and are fed from the ship's passage. Gradually, your cross-jet origins have taken over the field from them.

Also known are the so-called steering wheels, which are arranged as a counter-propeller behind the main propeller and which utilize the water jet of the main propeller to produce the turning effect of the helical energy. Until now, only the research vessel "Gauss" has been equipped with a steering wheel, as can be read from bulletin 10/69 of 15 German shipbuilding research centers. The steering wheel could not become more common because of a number of problems. Mention should be made, for example, of the required lightness provided by the pendulum roller bearings. These are problem-20 models in seawater for maintenance. Another difficulty can be seen in the fact that the main propeller and the steering wheel rotate tightly in succession and foreign objects penetrating in between such as ice blocks, steel ropes and the like can prevent both from rotating.

As an aid, DE patent 32 07 398.4 already proposes the installation of a tandem propeller fixedly in the rudder between the main propeller and the rudder and the continuous rotation of the counter-propeller. The tandem propeller drive motor is fed by an asynchronous machine via an electric shaft. While this additional 30-propeller greatly improves overall thrust efficiency and rudder power, technical complexities cannot be ignored.

The object of the invention is to provide a rudder device of the quality described at the beginning, which can further increase the energy savings required for the use of an additional propeller, 2 79679 improves the course and makes the main rudder machine smaller and thus more inexpensive.

The task is solved by the symbols given in the character part 5 of claim 1.

With the energy-saving rudder device according to the invention, the advantage is achieved that the rudder machine no longer needs to be extended to a 90 ° rudder angle for turning transversely. By reducing the rudder position angle and thus the oblique position of the auxiliary propeller with respect to the main propeller, the negative factors of the propeller oblique flow are largely avoided and the main propeller thread is linearized and thus the rudder power is improved. Furthermore, by reducing the maximum angle of the rudder position, for example to 60 °, the distance between the main and auxiliary propellers can be reduced.

An embodiment of the invention is shown in the drawing.

Fig. 1 shows the main flow of the main rudder as a prior art, Fig. 2 shows an auxiliary propeller arranged in front of the main rudder and Fig. 3 shows a main rudder with an auxiliary propeller and a rear wing.

According to Fig. 1, the rudder 1 is located in the countercurrent from the main throttle, indicated by parallel arrows S. If the rudder 1 is placed at a greater angle α with respect to the longitudinal axis of the vessel, it is lost due to detachment 30 nee.

By connecting the main rudder 2 to an active propeller 3 arranged in front of the rudder edge as shown in Figure 2, as with the known combination of rudder and rotating cylinder fitted to the inlet edge, This means that the power of the rudder is considerably improved because the flow from the main propeller through the active rudder 3 rotating in front of the main rudder 2 deviates and is led approximately parallel to the main rudder along it.

The power of the active rudder just described can be further increased according to Fig. 3 when the main rudder 2 is provided with a steerable rear wing 4. Thus, in connection with the same setting angle α In order to obtain the same transverse force of the rudder, the rudder angle 15a can be reduced accordingly very much. The power becomes particularly surprising when the active rudder is fitted as an auxiliary propeller behind the main propeller to save energy when rotating counterclockwise.

The energy-saving active rudder can be equipped with 20 rudder machines, which provide a rudder turning movement of less than 90 °, e.g. only 50 °. Thus, the cost of rudder equipment is sharply reduced. Thus, the distance between the main and auxiliary propellers can also be made very small.

25 For small directional corrections, the main rudder can be locked and only the rear wing can be steered. If, despite the control of the rear wing, the required direction correction up to its maximum value could not be carried out, this is achieved by a slight readjustment of the rudder. 30 This ensures good efficiency of the rudder, as the level of the auxiliary propeller does not change or changes only to a small extent.

Such control results in a reduction in resistance, an increase in pushing / turning force and thus energy savings. 35

Claims (3)

4 79679 Ship rudder device consisting of a main rudder (2) and a stern auxiliary propeller (3) arranged in front of the front edge of the main rudder (2) and continuously rotating with the ship's propeller, characterized in that the main rudder (2) is provided with a rear wing (4). ) which is turned in the same direction as the main rudder (2). 10 Rudder device according to Claim 1, characterized in that the rear wing (4) is adapted for small directional corrections when the main rudder (2) is locked. A rudder device according to claim 2, characterized in that for directional corrections, the rear wing (4) is first guided to the optimal position before the main rudder (2) is moved. I! 5 79679