EP2060484B1 - Rudder for ships - Google Patents

Abstract

The rudder (200) has a slim profile provided with a small profile thickness with maximum suspension rudder blade (100) that are made of two rudder blade sections (10,20) arranged lying one upon another. Two leading edges (11,21) and a trailing edge (15) are provided, which run under deduction of the cross-section areas from an upper area (OB) to a lower area (UB) of the rudder blade. The distance between that flat arc-shaped running side panel sections is larger than the distance between the thick arc-shaped running side panel sections.

Description

The invention relates to a rudder for ships, comprising a rudder blade, which has a nose strip and an end strip, wherein the rudder blade has two superimposed rudder blade sections whose nose strip sections and / or Endleistenabschnitte are offset from each other such that the one nose strip section and / or Endleistenabschnitt to port or starboard and the other leading edge portion and / or end portion are offset to starboard and port, and that the one leading ridge portion and / or end ridge portion has a port offset surface projecting beyond the other leading ridge portion and / or the other end ridge portion and the other leading ridge portion and / or Endleistenabschnitt has a starboard offset surface which projects beyond the one leading edge portion and / or Endleistenabschnitt.

Such rudders are known in the art and are often referred to as twisted rudders. In general, in such rudders, the rudder blade is divided into upper and lower halves, and upper and lower rudder blade sections along a cutting plane that is normally generally horizontally aligned with a built-in rudder. In some embodiments, such as twisted rudders with horn, the dividing line between the two rudder blade sections in a profile view can also be formed non-rectilinear, for example stepped. The two rudder sections are arranged adjacent to each other and firmly connected. Each rudder blade section includes a nose strip section and a tail strip section. The front nose strip areas or (sections) of the two rudder sections are against each other offset or arranged twisted, whereas the two side wall surfaces of the respective rudder blade sections converge into a single, continuous end bar. The offset or the twisting of the rudder blade therefore occurs in these embodiments only in the front region, which faces the propeller on. In addition, multi-twisted rudders are also known in which the front nose bar is divided into three or more sections, wherein a portion is arranged offset relative to its adjacent sections. Furthermore, there are also known embodiments in which the propeller facing away Endleistenabschnitte the individual rudder blade sections are offset from each other. In contrast, the opposite, facing the propeller nose strip sections run together in this embodiment in a continuous, single bar. Furthermore, embodiments are also possible in which both the rudder blade sections of the nose rail and the end bar are offset from each other, in this embodiment typically the nose and the end bar of a rudder blade section to different sides, ie one bar to starboard and the other bar to port , are offset.

When installed in a ship, the rudder blade is arranged on a driven propeller axis and associated with the hull propeller, the rudder blade is arranged in the direction of travel of the ship behind the propeller and the rudder blade is arranged such that the (front) leading edge of the propeller facing and the (rear) end bar facing away from the propeller. Further, the rudder usually includes in addition to the rudder blade a rudder and a rudder stock.

The statement that the rudder blade sections are arranged one above the other refers to the installed state of the rudder blade, in which usually one section is arranged above the other. Generally spoken the two rudder blade sections are therefore arranged adjacent to each other. Due to the staggered arrangement of the anterior lobes to each other, arises at each leading edge in the region in which the two lobes abut each other, each an offset surface, which, usually laterally, in each case over the other front lumbar or protrudes. Thus, in the transition region between the two leading edge ledges, there is one (90 °) edge on each side, which opens into one of the offset surfaces. On the inside of the offset surfaces, another (90 °) edge is created.

The Fig. 7 and 8th show examples of known from the prior art, twisted oars with staggered nose strips (sections). The rudder blade 100 each has two superimposed rudder blade sections 10, 20, wherein the front nose strip sections 11, 21 are offset such that the one leading edge (or leading edge portion) 11 to port BB and the other leading edge (or leading edge portion) 21 to starboard SB are offset. The two side wall surfaces 100a, 100b of the rudder blade 100 or both rudder blade sections 10, 20 merge into a single, continuous end bar 30. Since the two front nose strips 11, 21 are to be arranged staggered in the twisted rudder, one leading edge must always be offset to starboard and the other to port side. The staggered arrangement results in the region of the transition between the nose strips 11, 21 at each rudder blade side in each case an offset surface 18th Die in Fig. 8 shown offset surface 18 is formed by that part of the underside of the upper nose strip 11, which passes over the lower nose strip 21. The existing on the opposite side offset surface (not shown here) is correspondingly formed by that part of the top of the lower edge 21, which extends beyond the upper edge 11.

FIG. 9 shows a further example of a known from the prior art, twisted rudder, in which the two rudder blade sections 10, 20 of the rudder blade 100 in the region of their Endleistenabschnitte 30a, 30b are offset from one another. The propeller in the installed state facing front nose strip 11, however, is formed continuously. Due to the staggered arrangement, an offset surface 18 also results in this embodiment on each rudder side, the offset surfaces 18 being formed between the transitions of the end strips 30a, 30b. In the FIG. 9 shown offset surface 18 is formed by that part of the upper side of the lower end bar 30b, which laterally beyond the upper end bar 30a.

The advantage of such twisted rudder with two mirror-inverted cross-sectional profiles is on the one hand in the prevention of vapor bubble formation and on the other in the prevention of erosion at the rudder, which occur by cavitation in fast ships with highly loaded propellers. Furthermore, the special design of the rudder blade contributes to a reduction in fuel consumption. In addition to a considerable cavitation protection, an improvement in the efficiency is thus also given. Furthermore, a serious weight saving is achieved. In particular, these improvements can be produced by the fact that the staggered arrangement of the front nose strips of the two rudder blade sections is adapted to the twist in the propeller jet.

In such rudders, it may come to a turbulence of the flow due to the staggered arrangement of the front lumbar strips and the rear end strips and thereby caused edgy transitions between the strips of the individual rudder blade sections, which, inter alia, the Kavitationsgefahr is increased. Furthermore, despite the orientation of the individual leading edge strips or the rear end strips, it is possible with regard to the twist of the propeller jet, in particular in the Transition area between the strips, come to flow separation.

Furthermore, it is known from the prior art to provide Costa pears on oars. Costa pears are relatively large pear- or zeppelin-like bodies that are provided on rudder blades. Costa pears are generally known and sometimes referred to as propulsion pear. They are provided as an extension of the propeller (shaft) axis in the area of the rudder blade and project clearly from the rudder blade in the direction of the propeller and over the rudder blade. Oars with such Costa bulbs are for example in the JP 09 011990 A or the DE 11 40 484 B shown.

In particular, Costa pears stand so far from the rudder blade that they come (almost) to the propeller hub to the plant. The distance between Costa bulb and propeller or propeller hub should generally be as low as possible, so that as far as possible the entire flow of water generated by the propeller flows along the outside of the Costa bulb and not between Costa bulb and propeller hub.

This extension of the overall profile of the hub ensures that only a slight turbulence of the outflowing water is created. The disadvantage here, however, is that the Costa bulb exerts a strong influence on the propulsion behavior of the ship. If it is provided on an existing twisted rudder, it adversely affects the propulsion behavior and must be specially adapted to the propulsion system of the ship, which entails complex and costly tests and experiments. If such an adjustment does not take place, will by the providence of the Costa pear the fuel consumption of the ship increases drastically.

The JP 06 305487 A , which is considered to be the closest prior art, shows a rudder blade whose nose bar assumes an oblique course locally in the area of the ship's propeller, so that in the area of the propeller axis there is a displacement of the local nose strip areas. In the area of the leading edge on the propeller axis, a pear is also provided, which does not approach the propeller hub like a Costa pear, but protrudes clearly beyond the leading edge in the direction of the propeller hub. The areas of the leading edge not lying in the area of the ship's propeller are not offset or twisted.

Furthermore, the shows FR 1 251 898 A a rudder, which has a circumferential, bulged bulge in the region of the propeller axis.

It is therefore an object of the present invention to provide a ship's rudder, in which erosion phenomena at the rudder by cavitation, especially when using faster ships with highly loaded Propellers are avoided as far as possible and with the fuel consumption is lowered or kept low.

This object is achieved with a rudder according to the features of claim 1.

Thereafter, in the case of an oar designated at the outset, a flow body or a shaped body is provided in the region of each offset surface or transition region between the two front leading edge strips and / or end strips. Furthermore, the flow or also shaped body is designed on the one hand in such a way that it is limited with regard to its dimensions or physical extent to the region of the offset surfaces or the transition region between the two nose strips and / or end strips. In other words, the flow body is dimensioned such that it is present only locally in the region of the offset surfaces and does not protrude or protrude only to a small extent into other regions of the rudder or protrudes beyond this. Thus, the flow body substantially flush with at least one of the leading edge strips or rear end strips. As a result, the closed design of the rudder profile is further improved and it is ensured that the flow body does not adversely affect the Propulsionssystem or - behavior of the ship. "Substantially flush" in this context means, for example, that the flow body, while encompassing the nose strip or end bar on its side facing the propeller, while projecting only slightly or not at all over the bars. Thus, the flow body with respect to its size or shape is adapted to the offset surface or the transition region of the two nose strips and / or end strips. In other words, he is a perfect fit educated. In particular, the flow body is not, such as a Costa bulb, over a large area over the rudder blade before. Thus, the rudder according to the invention is formed or produced with the exclusion of a Costa- or Propulsionsbirne. It is therefore not a propulsion rudder (rudder with Costa pear). In particular, therefore, the flow or molding does not have to lie on the propeller shaft axis, as is absolutely necessary with the Costa bulb. On the contrary, the flow or shaped body can be arranged without offset relative to the propeller shaft axis, in particular upwards or downwards (in the installed state of the rudder).

Also, the flow body, in contrast to the Costa bulb, spaced from the propeller hub, since it does not or not significantly protrudes beyond the front leading edge.

Furthermore, the flow body is designed such that it substantially covers the offset surfaces or the transition region between the two front leading edge strips and / or end strips. The flow body thus rests against the offset surfaces on the rudder blade and covers them so that the water flows along the flow body instead of the offset surfaces. This reduces the risk of flow turbulence. The flow or molding or the walls of the molding thus form a lateral bridging or covering the transition region between the upper and the lower rudder blade section. The term "masking" is to be understood in the present case such that the flow body at least largely covers the offset surfaces.

An advantage of such a rudder is that the risk of tearing off of the flow can be reduced by a flow body formed only locally in the area of the offset surfaces and covering the offset surfaces, the flow body simultaneously having no influence on the propulsion behavior of the vessel due to its relatively small dimensions. This creates a "propulsion-neutral effect". Furthermore, the flow body can be easily attached to existing rudders without complex tests must be performed and thus high costs. Thus, the present invention is suitable both for new buildings as well as existing rudders for retrofitting. Furthermore, the probability of occurrence of turbulence or turbulence in the transition region is reduced.

In principle, the flow body can be made of any known from the prior art and suitable material for this purpose. Conveniently, the flow body is made of wrought iron.

Also, the present invention can be used in multi-twisted rowing, in each case at least one flow body is then provided in each transition region between the individual sections of the front leading edge and / or the rear end strip.

Preferred embodiments of the invention are characterized in the subclaims.

Preferably, the shape of the flow body is designed such that the flow body fluidly closes the rudder profile in the region of the offset surfaces. In other words, the flow body forms a flow-conducting transition from one leading edge or end strip to the other. Thus, the flow body provides a flow guide for a tear-free flow of the flow from one leading edge or end bar to the other.

The flow body applied to the rudder in the area of the offset surfaces forms a transition for the flow between the two staggered leading edge strips or end strips. In particular, it is preferred that the transition is essentially edgeless or continuous. The term "edgeless" in the present context is to be understood that the transition has no strongly offset, projecting edges, as is the case with a normal twisted rudder without flow body in the region of the offset surfaces. There are each offset at the edge of the offset surfaces (90 ° -) edges. A substantially edgeless transition, for example, by a rounded flow body or a rounded transition between the rudder blade sections can be achieved. Also, the flow body could be formed as a substantially oblique guide surface, which extends from the outer edge of an offset surface obliquely to the other, leading edge bar or rear end bar, so that the edge regions between rudder blade and flow body are less pronounced. This further reduces the likelihood of turbulence occurring.

It is also preferable for the flow body to protrude beyond the nose strip or the end strip by a maximum of 10%, preferably a maximum of 7%, particularly preferably a maximum of 5% of the mean profile length of the rudder blade 100. This ensures that the flow body has only a slight board against the rudder blade and thus the propulsion behavior is not negatively affected, as in a Costa bulb. Costa pears stand out for much longer, generally with a length of 20% and more of the rudder length, over the rudder blade.

Similarly, it is further preferred that the (maximum) length of the flow body substantially the length of the offset surface and / or the maximum width of the flow body of the largest profile thickness of Rudder, in particular the largest profile thickness of the rudder in the transition region between the two rudder sections corresponds. The length of the flow body is thus approximately equal to the length of the offset surface and the width of the flow body is less than / equal to the largest profile thickness of the rudder. This ensures that the flow body does not project or only slightly beyond the actual rudder profile out, as is the case for example with a Costa bulb and the propulsion behavior is adversely affected. Preferably, the length of the flow body _^1/5 to ½ by weight, particularly preferably ¼ to ^{_1/3 of} the length of the rudder blade. Further, the height of a flow body is preferably ¹ / ^_10-1 / _4, particularly preferably ¹ / ^_8-1 / _6th of the height of the rudder blade.

To create an optimal flow transition between the two staggered strips, it is preferred to form the flow body rounded. For this purpose, the flow body may for example have a spherical or hemispherical shape or even a slightly rounded shape. In principle, only a single flow body can be provided, which forms a flow guide surface for both offset surface regions, or covers both offset surface regions. Thus, in this embodiment, the flow body is designed such that it is arranged in both offset surface regions or both side regions of the transition region between the two nose strips or end strips. The flow body can be provided both in one piece and in several pieces. It is particularly preferred if the flow body is formed in this embodiment spherical, drop, lenticular, cylindrical and / or torpedo-shaped. In principle, a combination of different basic shapes, for example a cylindrical base body with a hemispherical end region, is also possible. Advantageously, a flow body having such a shape will consist of at least two individual parts which are each arranged on a rudder blade side in the region of an offset surface area and together form a closed flow body. From both items together with the rudder blade area located therebetween, the overall shape of the body, for example cylindrical, drop-shaped, etc., results. Such flow profiles are particularly optimal in terms of flow.

In another alternative embodiment, two flow bodies are provided, each arranged in a respective offset surface area. Such flow bodies are particularly preferably in the form of an inclined plane or surface with respect to the rudder blade side wall and extend obliquely from the outer edge of the offset surface of a leading edge or end bar to the other leading edge bar or end bar. Optionally, the flow body may be rounded in the transition regions to the rudder blade. Such flow or shaped bodies can be designed, in particular, in the manner of a side plate, which may have a rounded design.

In a further preferred embodiment of the invention, the size of the cross-sectional area of the rudder blade decreases from the upper region of the rudder blade to the lower region of the rudder blade.

Furthermore, an advantageous embodiment of the invention, that the upper rudder blade portion of the rudder blade has a cross-sectional profile extending from a front of the leading edge bar to the rear end bar and up to a maximum profile thickness conically widening front surface and a to the front Surface subsequent to the rear end bar conically tapered rear surface is formed, wherein the two of a longitudinal axis of the rudder blade extending front surface portions have different sizes, of which the larger surface portion is lying on the port side and the smaller surface portion is starboard side, wherein the two surface sections formed by the center line in the rear region of the cross-sectional profile are formed the same, and that the lower rudder blade portion of the rudder blade has a cross-sectional profile extending from a front of the leading edge bar to the rear end bar extending and conically widening to a maximum profile thickness front surface and one adjoining the front surface and the the rear surface is formed, wherein the two of a longitudinal axis of the rudder blade extending front surface portions have different sizes, of which the larger surface portion is starboard side lying and the smaller surface portion lying on the port side, the two of the center line in the rear region of the cross-sectional profile formed surface portions are formed the same, so that the propeller associated with the nose of the upper rudder blade section port side of the center line and the nose strip of the lower rudder blade absch lying on the starboard side of the midline.

Furthermore, it is preferred that the two propeller-facing cross-sectional surface sections of the cross-sectional profile of the upper rudder blade section have edge regions with a flat arc and a strongly arched arc and the two propeller-facing cross-sectional surface sections of the cross-sectional profile of the upper rudder blade section tangentially extending edge regions, wherein the cross-sectional surface portion with his The edge region with a strongly arched arc is located starboard side, and the two propeller-side cross-sectional surface portions of the cross-sectional profile of the lower rudder blade portion edge portions having a flat arc and having a highly curved arc, the two facing away from the propeller cross-sectional surface portions of the cross-sectional profile of the lower rudder blade portion tangentially extending edge regions the cross-sectional area section with its Ran dbereich with strongly arched bow course is lying on the port side, so that port side and starboard side, the two-sided Edge regions of the upper rudder blade portion and the lower rudder blade portion in the region of the largest profile thickness have a curved convex arc with different radii of curvature, so that in the direction of the nose strips extending conically tapered edge regions of the cross-sectional profiles are formed.

Furthermore, it is expedient that the propeller facing nose strips have a rounded profile. Fittingly, it is preferred that the flow body is also rounded at least in the region of the front, the propeller-facing rudder.

According to a further preferred embodiment, the rudder is designed such that a rudder trunk bearing is provided as a cantilever with a central inner longitudinal bore for receiving a rudder stock for the rudder blade and extending into the rudder end connected to the rudder blade, wherein for storage of the rudder stock a bearing in the inner longitudinal bore of the rudder rod bearing is arranged, which extends with its free end into a recess, confiscation o. The like. In the rudder blade, the rudder stock is led out in its end with a portion of the rudder trunk and connected to the end of this section with the rudder blade , wherein no bearing between the rudder blade and the rudder trunk bearing is provided and wherein the connection of the rudder stock with the rudder blade is above the propeller shaft center, wherein the bottom bracket for the storage of the rudder stock in the rudder trunk in the end of the rudder rlagers is arranged.

The advantage that results in such a trained rudder, in which the rudder stock is mounted in the end of the rudder trunk bearing by means of a bearing, wherein the connection of the rudder stock is located with the rudder blade above the propeller shaft center, without there being another bearing for the rudder blade on the outer wall surface of the Rowerkokerlagers required, is that for replacing the propeller shaft of the rudder post after removal of the rudder blade from the rudder rod camp no longer needs to be pulled out because the connection of the rudder stock with the rudder blade is above the propeller shaft center. In addition, the rudder blade of the rudder can have a very slim profile.

Fig. 1a bis 1d

verschiedene perspektivische Ansichten einer ersten Ausführungsform der Erfindung,

Fig. 2a bis 2d

verschiedene perspektivische Ansichten einer zweiten Ausführungsform der Erfindung,

Fig. 3

ein Ruderblatt gemäß einem der Fig. 1a bis 1d oder Fig. 2a bis 2d mit eingezeichneten Querschnittsformen im oberen und im unteren Ruderblattabschnitt,

Fig. 3a

eine Ansicht von oben auf das Querschnittsprofil des oberen Ruderblattabschnittes des Ruders aus Fig. 3,

Fig. 3b

eine Ansicht von oben auf das Querschnittsprofil des unteren Ruderblattabschnittes des Ruders aus Fig. 3,

Fig. 4

die Ruderanordnung mit in einem Ruderkokerlager gelagerten Ruderschaft und einem oberhalb der Pro- pellerwellemitte liegenden Befestigungspunkt des Ru- derschaftes mit dem Ruderblatt,

Fig. 5

einen senkrechten Schnitt durch die Lageranordnung aus Fig. 4,

Fig. 6

eine schematische Darstellung einer Lageranordnung zwischen Ruderschaft und Ruderkoker,

Fig. 7

eine perspektivische Ansicht eines twistierten Ruders aus dem Stand der Technik,

Fig. 8

eine perspektivische Ansicht eines weiteren aus dem Stand der Technik bekannten twistierten Ruders, und

Fig. 9

eine perspektivische Ansicht noch eines weiteren aus dem Stand der Technik bekannten twistierten Ruders.

Embodiments of the invention are explained below with reference to the drawings. They show schematically:

Fig. 1a to 1d

various perspective views of a first embodiment of the invention,

Fig. 2a to 2d

various perspective views of a second embodiment of the invention,

Fig. 3

a rudder blade according to one of Fig. 1a to 1d or Fig. 2a to 2d with drawn cross-sectional shapes in the upper and in the lower rudder blade section,

Fig. 3a

a view from above of the cross-sectional profile of the upper rudder blade portion of the rudder Fig. 3 .

Fig. 3b

a view from above of the cross-sectional profile of the lower rudder blade portion of the rudder Fig. 3 .

Fig. 4

the rudder arrangement with rudder stock mounted in a rudder rod bearing and an attachment point of the rudder shaft with the rudder blade, located above the propeller shaft center,

Fig. 5

a vertical section through the bearing assembly Fig. 4 .

Fig. 6

a schematic representation of a bearing arrangement between rudder stock and rudder box,

Fig. 7

a perspective view of a twisted rudder of the prior art,

Fig. 8

a perspective view of another known from the prior art twisted rudder, and

Fig. 9

a perspective view of yet another known from the prior art twisted rudder.

In the various embodiments of the invention shown below, the same components are provided with the same reference numerals.

The Fig. 1a to 1d show perspective views of an embodiment of the rudder according to the invention obliquely from the front, from the front, from the side and from below. The figures each show a rudder 100, which consists of an upper and a lower rudder blade section 10, 20. The upper rudder blade section 10 each has an upper, front nose strip 11 and the lower rudder blade section has a lower, front nose strip 21, wherein the nose strips 11, 21 are offset or rotated relative to one another. In particular, this is in Fig. 1b to recognize. The upper nose strip 11 is offset to port and the lower leading edge 21 to starboard. In the transition region 40 between the upper nose strip 11 and the lower nose strip 21, a flow body 41 is provided. The flow body 41 is made of wrought iron and is substantially teardrop-shaped, wherein it is substantially flush with the upper nose strip 11 with respect to the propeller side facing the rudder 100. On the resulting by the offset of the two nose strips 11, 21 offset surfaces of these covering, drop-shaped flow body 41 is placed. Thus, in the transition region 40, a rounded transition between the two nose strips 11, 21 and the rudder profile is fluidically closed. The stepped, edged transition between the two profiles 11, 21 in the region of the offset surfaces is covered by the flow body 11, so that the offset surfaces in the Fig. 1a to 1d not visible are. In Fig. 1b It can also be seen that the width of the flow body 41 is slightly less than the maximum width of the rudder blade 100.

The flow may flow along the rounded transition, or flow guide surface provided by the flow body 41, without causing turbulence, stall or the like. The drop-shaped flow body 41 has a front, hemispherical region which encompasses and / or embraces both nose strips 11, 21 at their region facing the propeller. He is not or only slightly above the nose strips 11, 21 before. The rear part of the flow body 41 converges like a truncated cone.

The Fig. 2a to 2d show similar representations of another embodiment of the invention. In contrast to the embodiment in the Fig. 1a to 1d two flow body 41a, 41b are arranged in the transition region 40, wherein each flow body is assigned in each case to an offset surface of a nose strip 11, 21. The flow bodies 41a, 41b form guide surfaces which run obliquely, with respect to a vertical axis, from the outer edge of a leading edge of the nose to the other leading edge of the nose. In the front, the propeller facing area they are rounded. The flow bodies 41a, 41b may, for example, consist of several layers of wrought iron, which are placed on the rudder blade 100 in the transition region 40. By the flow body 41 a, 41 b, the profile of the rudder blade 100 is closed fluidically.

Fig. 3 shows a further side view of a rudder according to the invention, wherein there are an upper, a lower and an average cross-sectional area, which is located in the transition region between the two rudder blade sections 20, 21, are located. The flow body 41, which are arranged in the transition region between the nose strips 11, 21, are for the sake of clarity at the Fig. 3, 3a and 3b omitted. The upper leading edge 11 is offset to port and the other, lower leading edge 21 to starboard. The two side wall surfaces 100a, 100b of the rudder blade 100 run together in an end bar 30 facing away from the propeller. The upper and lower rudder blade sections 10, 20 of the rudder blade 100 are formed as follows:

The upper rudder blade section 10 has according to Fig. 3a a cross-sectional profile 12, which is formed by a front surface 14 conically widening from the front nose strip 11 to a largest profile thickness 13. At this front surface 14, a rear end face 15 extending to the end bar 30 connects, which tapers to the end bar 30. The front surface 14 is subdivided by a center line M1 extending in the longitudinal direction of the rudder blade 100 into two surface sections 14a, 14b which have different sizes.

The larger surface portion 14a is located on the port side and the smaller surface portion 14b facing the starboard side. The rear surface 15 is also divided from the center line M1 into two surface portions 15a, 15b. Here, the two surface portions 15a, 15b are the same size and have the same shapes.

The two propeller-side surface sections 14a, 14b of the cross-sectional profile 12 of the upper rudder blade section 10 have edge regions 16, 16a with a flat curved path 16'a, the two propeller 220 facing away from the surfaces 15a, 15b of the cross-sectional profile 12 of the upper rudder blade section 10 tangentially extending edge regions 17th 17a.

The surface portion 14b with the edge region 16a with a strongly arched curve 16'a is located on the starboard side.

The lower rudder blade section 20 has according to Fig. 3b a mirrored cross-sectional profile 22. This cross-sectional profile 20 extends from a conically widening from the leading edge 21 to the end bar 30 and to a maximum profile thickness 23 surface. At this front surface 24 is followed by an end strip 30 extending to surface 25, which tapers to the end bar 30. The front surface 24 is subdivided by a center line M2 running in the longitudinal direction of the rudder blade 100 into two surface sections 24a, 24b which have different sizes. The larger surface portion 24b is located starboard side and the small surface portion 24a is facing the port side. The rear surface 25 is also divided from the center line M2 into two surface portions 25a, 25b. Here, the two surface portions 25a, 25b are the same size and have the same shape.

The two propeller-side surface portions 24a, 24b of the cross-sectional profile 22 of the upper rudder blade section 20 have edge regions 26, 26a with a flat arc 26 'and a curved arc 26'a, the two facing away from the propeller 220 surfaces 25a, 25b of the cross-sectional profile 22 of the lower Ruderblattabschnittes 20 tangentially extending edge regions 27, 27a have.

The surface portion 24b with the edge region 26'a with a strongly arched curve 26'a is located on the port side.

The design and arrangement of the two rudder blade sections 10, 20 provides that the propeller 220 associated nose strip 11 of the upper rudder blade section 10 port side to the center line M1 and the nose strip 21 of the lower rudder blade section 20 starboard side lying to the center line M2, the two rudder blade sections 10, 20th in the rear region of the rudder blade 100 are brought together in an end strip 30.

After the Fig. 3, 3a, 3b are the two rudder blade sections 10, 20 of the rudder blade 100 with their cross-sectional profiles 12, 22 arranged to each other such that the side wall portions of the rudder blade, which are in the region of the highly curved curved curves 16'a and 26'a of the surface portions 14b and 24b starboard side and port side, then the surface portion 14b of the cross-sectional profile 12 of the starboard side and the surface portion 24b of the cross-sectional profile 22 of the port side are facing, so that the nose strips 11, 21 of the two rudder blade sections 10, 20 are port side and starboard side.

The rudder can also be designed such that the two rudder blade sections 10, 20 of the rudder blade 100 are arranged with their cross-sectional profiles 12, 22 to each other such that the side wall portions of the rudder blade, in the region of the highly curved curved curves 16'a and 26'a of Surface portions 14b and 24b are port side and starboard side, in which case the surface portion 14b of the port side cross-sectional profile 12 and the surface portion 24b of the starboard side cross-sectional profile 22 are facing, so that the nose strips 11, 21 of the two rudder blade sections 10, 20 are starboard and port side.

At the in Fig. 4 110 is a hull, with 120 a rudder trunk bearing, with 100 a rudder blade and 140 a rudder shaft. The rudder blade 100 is associated with a propeller 220. This in Fig. 4 shown rudder blade is also twisted, which is not recognizable in the page presentation. Furthermore, the flow body between the offset front nose strips for clarity in the representation in Fig. 4 omitted.

The Fig. 5 shows a section through the bearing assembly of the rudder bearing Fig. 4 and Fig. 6 shows a schematic representation of a bearing assembly between the rudder shaft and the rudder trunk. The rudder trunk bearing 120 is provided as a cantilever with a central inner longitudinal bore 125 for receiving the rudder stock 140 for the rudder blade 100. In addition, the rudder trunk bearing 120 is sufficiently formed to the rudder blade 100 connected to the rudder end. In its inner bore 125, the rudder trunk bearing 120 has a bearing 150 for supporting the rudder stock 140, wherein preferably this bearing 150 is arranged in the lower end region 120b of the rudder trunk bearing 120. The rudder stock 140 is led out with its end 140 b with its free portion 145 from the rudder trunk bearing 120. The free lower end of this extended portion 145 of the rudder stock 140 is fixedly connected to the rudder blade 100 at 170, but also here a connection is provided, the release of the rudder blade 100 of the rudder stock 140 allows when the propeller shaft is to be replaced. The connection of the rudder stock 140 in the area 170 with the rudder blade 100 is above the propeller shaft center 225, so that only the rudder blade 100 must be removed from the rudder stock 140 for the expansion of the propeller shaft, while not taking out the rudder stock 140 from the rudder trunk bearing 120 is necessary, since both the free lower end 120b of the rudder trunk bearing 120 and the free lower end of the rudder stock 140 are above the propeller shaft center. In the in the 4 to 6 shown embodiments, only a single inner bearing 150 is provided for the storage of the rudder stock 140 and the rudder trunk bearing 120; a further bearing for the rudder blade 100 on the outer wall of the rudder trunk bearing 120 is omitted. For receiving the free lower end 120b of the rudder trunk bearing 120, the rudder blade 100 is provided with a recess or recess indicated at 160.

In the rudder the rudder trunk bearing 120 is provided as a cantilever with a central inner longitudinal bore 125 for receiving the rudder stock 140 for the rudder blade 100. Furthermore, the rudder trunk bearing 120 is up in formed in the rudder end connected rudder blade 100 reaching in and has in its inner bore 125 a bearing 150 for supporting the rudder stock 140 in the rudder trunk bearing 120. With its free end 120 b, the rudder trunk bearing 120 extends into a recess 160 in the rudder blade 100, the rudder stock 140 being led out of the rudder trunk bearing 120 in its end region 140 b with a section 145. With the free end of this extended portion 145 of the rudder stock 140 is connected to the rudder blade 100, wherein the connection of the rudder stock 140 with the rudder blade 100 above the propeller shaft center 225 is lying. In the end region 120b of the rudder trunk bearing 120, the inner bearing 150 is preferably provided.

LIST OF REFERENCE NUMBERS

100

rudder blade

100a, 100b

Sidewall surface

10

upper rudder blade section

11

upper, anterior leading edge / leading edge section

12

Cross-sectional profile

13

largest profile thickness

14

front surface

15

rear surface

14a, 14b

surface sections

15a, 15b

surface sections

16, 16a

border area

17, 17a

border area

18

offset surface

20

lower rudder blade section

21

lower, anterior leading edge / leading edge section

22

Cross-sectional profile

23

largest profile thickness

24

front surface

24a, 24b

surface sections

25

rear surface

25a, 25b

surface sections

26, 26a

border area

27, 27a

border area

30

end strip

30a, 30b

trailing edge section

40

Transition area

41

flow body

110

hull

120

rudder trunk

120b

free end

125

Internal longitudinal bore

135

fin

140

rudder

140b

End of the rudder

145

Section rudder stock

150

camp

155

collection

220

propeller

225

Propeller shaft center

BB

port

SB

starboard

M1, M2

center line

Claims (17)

1. A rudder for ships, comprising a rudder blade (100), which comprises a leading edge (11, 21) and a trailing edge, wherein the rudder blade (100) consists of two rudder blade sections (10, 20) located one above the other, the entire leading edge sections (11, 21) and/or trailing edge sections (30a, 30b) of which are offset with respect to one another in such a manner that the one leading edge section (11) and/or trailing edge section (30a) is offset to port or starboard and the other leading edge section (21) and/or trailing edge section (30b) is offset to starboard or port and that the one leading edge section (11) and/or the one trailing edge section (30a) has a port-side offset surface (18) which juts out beyond the other leading edge section (21) and/or the other trailing edge section (30b) and the other leading edge section (21) and/or the other trailing edge section (30b) has a starboard-side offset surface (18) which juts out beyond the one leading edge section (11) and/or the one trailing edge section (30a),
   wherein in the region of each offset surface (18) there is provided a flow body (41) which is adapted in regard to its dimensions to the dimensions of the offset surfaces (18) and which covers the offset surfaces (18),
   wherein the flow body (41) ends substantially flush with at least one of the leading edge sections (11, 21) and/or trailing edge sections (30a, 30b),
   wherein the flow body (41) is disposed at a distance from the propeller hub of a ship's propeller, and
   wherein the rudder does not comprise a Costa bulb.
2. The rudder according to claim 1, characterised in that the flow body (41) is configured in such a manner that it forms a flow guiding surface for the flow.
3. The rudder according to claim 1, characterised in that the flow body (41) is configured in such a manner that it forms a substantially edgeless transition between the two leading edge sections (11, 21) and/or trailing edge sections in the area of the offset surfaces (18).
4. The rudder according to any one of the preceding claims, characterised in that the maximum projection of the flow body (41) beyond the leading edge (11, 21) and/or trailing edge (30) is 10%, preferably 7%, particularly preferably 5% of the average profile length of the rudder blade (100).
5. The rudder according to any one of the preceding claims, characterised in that the length of the flow body (41) substantially corresponds to the length of the offset surfaces (18).
6. The rudder according to any one of the preceding claims, characterised in that the maximum width of the flow body (41) corresponds to the largest profile thickness of the rudder, in particular the largest profile thickness (13) of the rudder in the transition zone (40) between the two rudder sections (10, 20).
7. The rudder according to any one of the preceding claims, characterised in that the flow body (41) is configured to be rounded.
8. The rudder according to any one of the preceding claims, characterised in that a single flow body (41) is provided which forms a flow guiding surface for both offset surface regions.
9. The rudder according to any one of the preceding claims, characterised in that the flow body (41) is configured to be spherical, drop-shaped and/or torpedo-shaped.
10. The rudder according to any one of claims 1 to 7, characterised in that respectively one flow body (41) is disposed in the area of each offset surface (18).
11. The rudder according to claim 10, characterised in that the flow body (41) is configured in the manner of a skew plane and runs obliquely from the outer edge of the offset surface (18) of a front leading edge (11, 21) and/or trailing edge (30a, 30b) towards the other front leading edge (11, 21) and/or trailing edge (30a, 30b).
12. The rudder according to any one of the preceding claims, characterised in that the size of the cross-sectional area diminishes from the upper region of the rudder blade (100) towards the lower region of the rudder blade.
13. The rudder according to any one of the preceding claims, characterised in that the upper rudder blade section (10) has a cross-sectional profile (12) that is formed by

    a.) a cross-sectional area (14) facing the propeller (220) which expands conically from the leading edge (11) facing the propeller (220) in the direction of the trailing edge (30) as far as a greatest profile thickness (13) as well as

    a.1) a cross-sectional area (15) which adjoins the cross-sectional area (14) and tapers conically towards the trailing edge (30), wherein

    a.2) the two cross-sectional area sections (14a; 14b) facing the propeller (220) formed by a central line (M1) running in the longitudinal direction of the rudder blade (100) have different sizes,

    a.3) of which the larger cross-sectional area section (14a) is located on the port side,

    a.4) and the smaller cross-sectional area section (14b) is located on the starboard side, wherein

    a.5) the two cross-sectional area sections (15a, 15b) formed by the central line (M1) in the region of the cross-sectional profile (12) facing away from the propeller (220) are configured to be the same,

    and that the lower rudder blade section (20) has a cross-sectional profile that is formed by

    b.) a cross-sectional area (24) facing the propeller (220) which expands conically from the leading edge (21) facing the propeller (220) in the direction of the trailing edge (30) as far as a greatest profile thickness (23) as well as

    b.1) a cross-sectional area (25) which adjoins the cross-sectional area (24) and tapers conically towards the trailing edge (30), wherein

    b.2) the two anterior cross-sectional area sections (24a; 24b) formed by a central line (M2) running in the longitudinal direction of the rudder blade (100) have different sizes,

    b.3) of which the larger cross-sectional area section (24b) is located on the starboard side,

    b.4) and the smaller cross-sectional area section (24a) is located on the port side, wherein

    b.5) the two cross-sectional area sections (25a, 25b) formed by the central line (M2) in the region of the cross-sectional profile (22) facing away from the propeller (220) are configured to be the same, wherein the cross-sectional area (14a, 14b, 15a, 15b) of the upper rudder blade section (10) is larger than the cross-sectional area (24a, 24b, 25a, 25b) of the lower rudder blade section (20).
14. The rudder according to claim 13, characterised in that the two cross-sectional area sections (14a, 14b) of the cross-sectional profile (12) of the upper rudder blade section (10) facing the propeller (220) have edge zones (16, 16a) having a flat arcuate profile (16') and having a highly curved arcuate profile (16'a) and the two cross-sectional area sections (15a, 15b) of the cross-sectional profile (12) of the upper rudder blade section (10) facing away from the propeller (220) have tangentially running edge zones (17, 17a), wherein the cross-sectional area section (14b) having its edge zone (16a) having a highly curved arcuate profile (16'a) is located on the starboard side and the two propeller-side cross-sectional area sections (24a, 24b) of the cross-sectional profile (22) of the lower rudder blade section (20) have edge zones (26, 26a) having a flat arcuate profile (26') and having a highly curved arcuate profile (26'a) wherein the two cross-sectional area sections (25a, 25b) of the cross-sectional profile (22) of the lower rudder blade section (20) facing away from the propeller (220) have tangentially running edge zones (27, 27a), wherein the cross-sectional area section (24b) having its edge zone (26a) having a highly curved arcuate profile (26'a) is located on the starboard side so that on the port and starboard side the two-sided edge zones (16', 17, 16'a, 17a; 26a, 27a, 26', 27) of the upper rudder blade section (10) and the lower rudder blade section (20) in the area of the greatest profile thicknesses (13; 23) have an outwardly curved convex arcuate profile having different arc radii so that conically tapering edge zones (16, 17; 16a, 17a and 26, 27; 26a, 27a) of the cross-sectional profile running in the direction of the leading edges (11; 21; 30) are formed.
15. The rudder according to any one of the preceding claims, characterised in that the leading edge sections (11; 21) facing the propeller (220) have a rounded profile.
16. The rudder according to any one of the preceding claims, characterised in that a rudder trunk bearing (120) is provided as a cantilever having a central inner longitudinal hole (125) for receiving a rudder trunk (140) for the rudder blade (100) and is configured to extend into the rudder blade (100) connected to the rudder shaft end, wherein a bearing (150) is disposed in the inner longitudinal hole (125) of the rudder trunk bearing (120) for mounting the rudder trunk (140), which bearing extends with its free end (120b) into a recess, neck or the like (160) in the rudder blade (100), wherein the rudder trunk (140) in its end region (140b) is drawn out from the rudder trunk bearing (120) with a section (145) and is connected to the rudder blade (100) with the end of this section (145), wherein no mounting is provided between the rudder blade (100) and the rudder trunk bearing (120), and wherein the connection of the rudder trunk (140) to the rudder blade (100) lies above the centre of the propeller shaft (200), wherein the inner bearing (150) for the mounting of the rudder trunk (140) in the rudder trunk bearing (120) is disposed in the end region of the rudder trunk bearing (120).
17. A ship, characterised in that it comprises a rudder according to any one of the preceding claims.

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