EP0170919B1 - High-efficiency flap rudder - Google Patents

Description

The invention relates to a high-performance fin rudder of the type specified in the preamble of claim 1.

Rudders for watercraft are control devices located in or outside the screw current, which keep the course and serve the steerability of a ship. They are usually mounted vertically on the stern and can be swiveled about 30 ° to either side. The screw and / or traction current cause the rudder pressure, which is divided into a resistance component directed against the direction of travel and a transversal steering force which causes the reaction of the ship.

To increase the transversal steering force, two-part or multi-part, so-called high-performance fin rudders are used, which have at least one fin rudder blade articulated on the rear part of a main rudder blade. In the event of a lateral deflection of the main rudder blade, the at least one fin rudder blade is angled more than the main rudder blade, thereby taking advantage of the effect which occurs in the case of multi-part rudders when the rear rudder part is turned more than the front rudder part against the direction of flow. Thus, even with small deflections of the main rudder blade and due to the greater deflection of the fin rudder blade, the steering force directed transversely and thus the steerability of the ship is increased.

A high-performance fin rudder is known from German patent specification 18 366, which contains a main rudder blade which can be pivoted about a rudder shaft, at the rear end of which a fins rudder blade is articulated, which can be adjusted relative to the main rudder blade by means of an adjustment device. The adjusting device consists of an eccentric rigidly connected to the axis of the fin rudder blade and an adjusting rod which is articulated on an attachment point on the hull adjacent to the rudder post. When the main rudder blade is rotated, the fin rudder blade is rotated relative to the main rudder blade via the adjusting device, the fin rudder blade being rotated through a larger angle with a small deflection of the main rudder blade, as a result of which greater controllability is achieved.

The adjustment devices located at the top and bottom of the high-performance fin are unprotected in seawater and are therefore exposed to a considerable risk of corrosion and slight damage. Due to the forced guidance of the fin rudder blade, however, blocking the adjustment mechanism also means blocking the main rudder blade, so that there is a constant risk of the ship being unable to maneuver.

From DE-A-3 150 992 a high-performance rudder for watercraft is known, in which a fin rudder blade is also articulated at the rear end of a main rudder blade, which can be adjusted relative to the main rudder blade via an adjustment device. The adjusting device consists of a torsion bar arranged in a hollow bore in the rudder shaft for the main rudder, to which an eccentric is articulated below the connection of the rudder shaft to the main rudder blade, which is connected via an adjusting rod to an eccentric coupled to the fin rudder blade.

Both the outer rudder shaft for the main rudder blade and the torsion bar located within the bore of the rudder shaft are connected to the wheelhouse and can be adjusted jointly or separately from one another, with an additionally provided locking device allowing the fin rudder blade to be locked in a position parallel to the main rudder blade.

Due to the adjustment device for the fin rudder blade arranged in the interior of the main rudder blade, a width of the main rudder blade which is dependent on the adjustment device is required, as a result of which hydrodynamic disadvantages arise. In addition, a considerable effort is associated with the production of the known high-performance fin rudder, since the forged rudder stock must be provided with an additional hollow bore in the axial direction in order to accommodate the torsion bar of the adjustment mechanism for the fin rudder blade.

A high-performance rudder is known from DE-U-7 829 008, in which the adjusting device consists of a slide valve in connection with a pin and support arm. The adjustment device is located outside the strength of the main rudder and is therefore exposed to sea water without protection. An adjusting housing arranged around the adjusting device would have to have a sufficient cross section so that the steering movements of the fin rudder can be carried out. However, this would lead to an extremely aerodynamically unfavorable profile.

EP-A-0 051 822 discloses a high-performance rudder with a fin rudder articulated on a main rudder blade, which can be adjusted via a control device which consists of a fork-shaped slide bearing for a pivoting piston which is pivotably mounted on a hinge pin attached to the hull. Because of their free, unprotected position in the lake water, the control device for the fin rounder must be made of seawater-resistant materials. A housing surrounding the control device and thus protecting it would have to have an unfavorable control profile and would cause considerable sealing problems on the rudder side.

From DE-A-2 656 738 a high-performance rudder for watercraft is known, which consists of a main rudder which can be pivoted about a vertical axis by means of a drive and a fin which is articulated on the main rudder and can also be pivoted about a vertical axis by means of its own drive, whereby as a result the separate drives for the main rudder and the fin can be pivoted independently of each other in any position. The drive and adjustment device for the fin can optionally be arranged in the main rudder or in the fin.

In addition, a locking device is provided, which fixes the fin in a position parallel to the main rudder and can optionally consist of hydraulically or the like operable bolts, pawls, band or chain brakes. The known high-performance rudder thus enables control of the fin rudder independently of the position of the main rudder, so that, for example at low speeds of the watercraft, correspondingly large rudder transverse forces can be generated by turning on the fin, while the fin is determined when the locking device is actuated, so that the high-performance rudder is considered Normal rudder can be used. Since the fin and main rudder are driven completely independently of one another, the watercraft can only be driven with the fin as the rudder in the event that the main rudder is blocked for any reason.

In the known high-performance rudder, however, it is necessary to provide a drive which can be controlled from the ship's engine room, and for the case of locking the fin in a position parallel to the main rudder, independently of the main rudder in the rudder body of the fin or the main rudder. As a result of the accommodation of the fin drive and the locking device in the rudder body of the fin rudder or the main rudder, a certain minimum thickness of the rudder body in question is required, which leads to an increase in the frictional resistance of the rudder body in question and thus to a reduction in the efficiency of the watercraft.

From DE-C-391 119 a main rudder adjustable by means of an auxiliary rudder is known, in which the auxiliary rudder is articulated at the end of the main rudder and an adjustment of the auxiliary rudder in one direction or the other causes an opposite adjustment of the main rudder. In this way, an adjustment of the much larger main rudder is effected with little effort using the lever length of the force application point, namely the articulation of the auxiliary rudder. The adjustment mechanism consists of two eccentric gears, which are coupled to one another via two coupling rods and a toothed segment.

From CH-A-467 190 a ship rudder is known in which two fin rudders are articulated to a main rudder. A fixed disc is arranged at a fixed bearing point, through which the rotatable rudder shaft of the main rudder passes. The fixed disk lies eccentrically to the shaft shaft and has two bearing rings arranged one above the other, which are guided on the fixed disk and are freely rotatable. A steering arm is firmly attached to each bearing ring, which branches off from the bearing ring in the radial direction and whose free end is connected to the fins by means of intermediate and articulated links.

When the main rudder rotates, the hinge axes with which the fin rudders are articulated on the main rudder move in a corresponding circle around the center of the rudder shaft, the handlebars or steering arms being carried along so that the fin rudders are forced and swiveled the same side of the main rudder.

In this known control device for a high-performance fin rudder, too, the individual elements of the adjustment device lie unprotected in the sea water and are therefore exposed to the risk of corrosion and the risk of damage. Sealing of the adjustment device is not possible because the adjustment device is articulated asymmetrically to the rudder post and carries out offset movements that do not allow a seal. In addition, the circumferential bearing rings on the outer circumference of the fixed disc prohibit sealing.

The object of the present invention is to provide a high-performance fin rudder for watercraft, the adjusting device of which is protected in the sea water, the outer profile of which enables a streamlined arrangement on the top of the main rudder adjacent to the ship's hull and which is easy to manufacture and assemble.

This object is achieved by the characterizing feature of claim 1.

The solution according to the invention provides an adjustment device for a high-performance fin rudder, which is protected in the sea water, in which the adjustment mechanism is arranged outside the strength of the main rudder blade, but does not exceed the usual width of main rudder blades, so that a streamlined profile is achieved. The high-performance fin rudder is easy to manufacture in terms of production technology, since no complex hollow drilling of the rudder shaft and no corresponding construction of the strength member of the main rudder blade is required to accommodate the adjustment mechanism for the fin rudder.

In addition, easy assembly is guaranteed, since the entire rudder construction can only be connected to the rudder stool. In addition, there is considerable material savings in the dimensioning of the main rudder blade and optionally a locking of the fin rudder blade with the main rudder blade is possible, so that overreactions are avoided in particular for high-speed watercraft and the high-performance fin rudder can be operated as a normal rudder.

Advantageous embodiments of the solution according to the invention can be found in the features of claims 2 to 10.

• Fig. 1 eine perspektivische Darstellung eines am Schiffskörper angebrachten Hochleistungs-Flossenruders, das sich aus einem Hauptruderblatt und einem Flossenruderblatt sowie einem oberhalb des Hauptruderblattes angeordneten Verstellgehäuse zur Aufnahme der Verstelleinrichtung für das Flossenruder zusammensetzt;
• Fig. 2 einen Querschnitt durch das Hochleistungs-Flossenruder gemäß Fig. 1;
• Fig. 3 einen Schnitt entlang der Linie A - A der Anordnung gemäß Fig. 2 bei verschiedenen Anstellwinkeln des Hauptruderblattes;
• Fig. 4 einen Querschnitt durch den Bereich des Drehkörpers bei entriegeltem, zwangsweise gegenüber dem Hauptruderblatt verstellbarem Flossenruderblatt; und
• Fig. 5 einen Querschnitt durch den Bereich des Drehkörpers bei mit dem Hauptruderblatt verriegeltem Flossenruderblatt zur Bildung eines Normalruders.

The idea on which the invention is based will be explained in more detail with reference to an embodiment shown in the drawing. Show it:

• Figure 1 is a perspective view of a high-performance fin rudder attached to the hull, which is composed of a main rudder blade and a fin rudder blade and an adjustment housing arranged above the main rudder blade for receiving the adjustment device for the fin rudder.
• FIG. 2 shows a cross section through the high-performance fin rudder according to FIG. 1;
• 3 shows a section along the line A - A of the arrangement according to FIG. 2 at different angles of attack of the main rudder blade;
• 4 shows a cross section through the area of the rotating body when the fin rudder blade is unlocked and can be adjusted relative to the main rudder blade; and
• 5 shows a cross section through the area of the rotating body when the fin rudder blade is locked with the main rudder blade to form a normal rudder.

The high-performance fin rudder or the high-performance rudder nozzle shown in perspective in FIG. 1 is connected to the hull 5 via a rudder shaft 3. The rudder shaft 3 is connected to the rigid body 15 of the main rudder blade 1 and can be pivoted by means of a yoke 12 arranged in the hull via two control cylinders 13, 14 connected to a rowing machine, which are connected to the wheelhouse of the ship.

At the rear end of the main rudder blade 1, a fin rudder 2 is articulated on the main rudder blade 1 via articulated connections 16. An adjustment housing 6 is arranged above the main rudder blade 1, through which the rudder shaft 3 is guided. In the adjustment housing 6, a rotatable body 8 is provided which can be rotated around the rudder shaft 3 and which is fixed to the coker 4, i.e. H. the watertight implementation of the rudder shaft 3 is connected. This ensures that the rudder post 3 does not come into contact with sea water.

At the upper end of the fin rudder blade 2, located within the adjustment housing 6, an eccentric 11 is provided which is rigidly connected to the fin rudder blade 2 and which is connected via a joint 10 to one end of an adjusting rod 7, the other end of which is not visible in the perspective view Connection point 16 is articulated on the rotating body 8.

The adjustment housing 6 is sealed from sea water by means of a sealing ring carrier 9.

The cross section shown in FIG. 2 through the high-performance fin rudder according to FIG. 1 shows the connection of the main rudder blade 1 to the rudder shaft 3 and to the adjustment housing 6. The rudder shaft 3 is sealed against seawater by means of the coker 4, which is fixed to the hull 5 is welded, the design of the coker 4 corresponds to the design for a normal rudder. The rudder shaft 3 is connected to the main rudder blade 1 below the adjustment housing 6 via a screw or welded connection to the strength member 15 of the main rudder blade 1, so that the adjustment housing 6 is arranged outside the strength member of the main rudder blade 1.

At the lower end of the coke 4, the rotating body 8 is fixed, which has a fixed articulation point 16 with the adjusting rod 7. The other end of the adjusting rod 7 is articulated on the eccentric 11 which is firmly connected to the fin rudder blade 2. With this arrangement, the entire adjustment device for the fin rudder blade 2, i. H. both the adjustment rod 7 and the articulation points of the adjustment rod 7 on the eccentric 11 on the one hand and on the rotating body 8 on the other hand, within the adjustment housing 6 connected to the main rudder blade 1 and are thus sealed against sea water. The adjustment housing 6 is sealed to the seawater via the sealing ring carrier 9.

The operation of the adjusting device according to the invention is to be explained in more detail with reference to the section shown in FIG. 3 along line A - A of the arrangement according to FIG. 2, which shows two different rudder positions.

With a rotation of the rudder shaft 3 and thus the main rudder blade 1 and the adjuster housing 6 connected to it, and as a result of the free rotatability of the rudder shaft 3 within the rotating body 8 connected to the koker 4 or the hull 5, the rotational movement of the rotating body 8 and the Eccentric 11 articulated adjustment rod automatically generates an additional movement of the fin rudder blade 2 relative to the main rudder blade 1.

While the main rudder blade 1 is oriented in the longitudinal direction of the ship in FIG. 3a, FIG. 3b shows a rotation of the main rudder blade 1 by approximately 45 ° with respect to the longitudinal axis of the ship, as a result of which the fin rudder blade is caused by the articulation of the adjusting rod 7 on the rotating body 8 or on the eccentric 11 2 is rotated by an additional amount compared to the main rudder blade 1.

3 shows the sectional view clearly that the adjustment housing 6 only has to be made slightly wider than the housing of the main rudder blade 1, the width of the adjustment housing essentially depending on the maximum possible rudder deflection and the required length of the eccentric 11 rigidly connected to the fin rudder blade 2. In order to reduce the overall width of the adjusting housing 6, the adjusting rod 7 is advantageously bent in the area of the articulation point with the rotating body 8, so that a smaller overall width of the adjusting housing 6 is achieved with the same effectiveness of the deflection of the fin rudder blade.

FIGS. 4 and 5 show the locking device for the optional forced movement of the fin rudder blade or for the formation of a normal rudder with the fin rudder blade parallel to the main rudder blade. The locking device consists of a bolt 20 guided in the koker 4 or ship's hull, which is inserted through a first opening 31 in the koker 4. A counterbolt 21 mounted in a housing 23 at the upper end of the main rudder blade 1 is pretensioned by means of a spring 22 which is also arranged in the housing 23 and presses the counterbolt 21 through a second opening 32 in the upper part of the housing 23.

A third bore 33 aligned in the rotating body 8 with the first and second bore 31, 32 serves to receive the bolt 20 or counter bolt 21, depending on the position in which the bolt 20 and thus the counter bolt 21 is located.

The rotating body 8, which is freely rotatable relative to the koker 4, is locked in the illustration according to FIG. 2 with the koker 4 due to the downward movement of the mechanically, electrically or hydraulically driven bolt 20. As a result of the connection of the rotating body 8 to the fin rudder blade, the fin rudder blade is forced relative to the main rudder blade 1. Due to this positive guidance, the fin rudder blade is forced against the main rudder blade 1 when the main rudder blade 1 is adjusted via the rudder shaft 3, so that the high-performance rudder is in operation. In this position, the counter pin 21 is held by the pin 20 outside the locking function. Advantageously, the bolt 20 has stop shoulders which abut the inner ring of the coke 4, so that a defined downward movement of the bolt 20 is possible.

If the bolt 20 - as shown in FIG. 3 - is moved upwards, the counter-bolt moves under the action of the spring 22 into the rotating body 8, while the bolt 20 remains in the raised position in the area of the coker 4. In this position, the counter bolt 21 locks the main rudder blade 1 with the rotating body 8, so that the fin rudder blade 2 connected to the rotating body 8 cannot perform any additional movement to the main rudder blade 1, but rather serves as a rearward extension of the main rudder blade 1. A normal rudder is thereby formed with a surface which is composed of the surface of the main rudder blade 1 and that of the fin rudder blade 2.

The bolt 20 and mating bolt 21 have correspondingly designed sliding surfaces at their abutting ends, which are advantageously dome-shaped, so that a corresponding engagement is possible when they move relative to one another. Optionally, the bolt 20, the counter bolt 21 and the bores 31-33 can be designed as sector-shaped cutouts, the sector cutout corresponding to the double rudder deflection. Advantageously, however, the bolt 20, the counter bolt 21 and the bores 31 - 33 are cylindrical, since with a relative movement of the rotating body connected to the koker, in the case of a high-performance rudder, the counter bolt 21 slides along a corresponding sliding surface of the rotating body and in the straight-ahead position of the The main rudder blade abuts against the outer coupling surface of the bolt 20, while in the formation of the normal rudder the bolt 20 abuts the end surface of the bolt 20 against a corresponding sliding surface in the upper part of the rotating body 8 during a relative movement of the fin rudder connected to the main rudder blade 1 and thus of the rotating body 8 .

The pin 20 can be driven either via an adjustment mechanism or hydraulics and via an electromotive actuator. Depending on whether a high-performance fin rudder or a normal rudder is desired, the bolt is retracted or extended and thus the rotating body 8 is optionally locked with the koker 4 or with the main rudder blade 1.

In addition, an optional locking of the fin rudder blade with the main rudder blade is possible, so that overreactions are avoided in particular for high-speed watercraft and the high-performance fin rudder can be operated as a normal rudder.

Claims (8)

1. 2. High-efficiency flap rudder according to Claim 1, characterised in that said adjustment housing (6) is substantially adapted to the cross- sectional shape of said main rudder (1) perpendicular to said rudder stock (3).
2. 3. High-efficiency flap rudder according to Claim 1 or 2, characterised in that said stay (7) is angled at its end which is pivoted on said turning body (8).
3. 4. High-efficiency flap rudder according to one of the preceding Claims, characterised in that a sealing ring support (9) is arranged between said adjustment housing (6) and said turning body (8), which support seals the interior of said adjustment housing (6) against seawater.
4. 5. High-efficiency flap rudder according to one of the preceding Claims, characterised in that said rudder stock (3) is connected to said main rudder (1) beneath said adjustment housing.
5. 6. High-efficiency flap rudder according to Claim 1, characterised in that said turning body (8) can be latched either to said rudder trunk (4) or to said main rudder (1) by means of a latching device (20,21).
6. 7. High-efficiency flap rudder according to Claim 6, characterised in that said latching device (20, 21) contains a bolt (20) which is arranged in said rudder trunk (4), is movable parallel to said rudder stock (3) and passes through a first hole (31) in said rudder trunk (4), and a counter-bolt (21) which is arranged in said main rudder (1) and passes through a second hole (32), and that a third hole (33) which is flush with said first and second holes (31, 32) is provided in said turning body (8).
7. 8. High-efficiency flap rudder according to Claim 7, characterised in that said bolt (20) is adjustable mechanically, electrically or hydraulically and that said counter-bolt (21) bears on the outer end of said bolt (11) under the pressure of a spring.

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