U.S. patent application number 11/786392 was filed with the patent office on 2008-05-15 for rubber for ships.
Invention is credited to Matthias Kluge, Dirk Lehmann.
Application Number | 20080110386 11/786392 |
Document ID | / |
Family ID | 39154974 |
Filed Date | 2008-05-15 |
United States Patent
Application |
20080110386 |
Kind Code |
A1 |
Kluge; Matthias ; et
al. |
May 15, 2008 |
Rubber for ships
Abstract
The invention relates to a rudder for ships with propeller
drive, in which the propeller is arranged to rotate about a
propulsion axis, with a rudder blade (15) and a flow body (20)
arranged on the rudder blade (15), whereby the flow body designed
in a bulb or zeppelin shape is arranged as an extension of the
propulsion axis in the region of the rudder blade and is designed
to self-destruct or self-detach in the event of an increase in the
effect of force, blow, impact or pressure.
Inventors: |
Kluge; Matthias; (Hamburg,
DE) ; Lehmann; Dirk; (Winsen (Luhe), DE) |
Correspondence
Address: |
Friedrich Kueffner
Suite 910, 317 Madison Avenue
New York
NY
10017
US
|
Family ID: |
39154974 |
Appl. No.: |
11/786392 |
Filed: |
April 11, 2007 |
Current U.S.
Class: |
114/162 |
Current CPC
Class: |
B63H 25/42 20130101;
B63H 1/20 20130101 |
Class at
Publication: |
114/162 |
International
Class: |
B63H 25/06 20060101
B63H025/06 |
Foreign Application Data
Date |
Code |
Application Number |
Nov 13, 2006 |
DE |
20 2006 017 370.6 |
Claims
1. A rudder for ships, comprising a rudder blade (15), to which is
assigned a propeller (12) arranged on a driven propulsion axis,
whereby a flow body (20) is arranged on the rudder blade (15),
which is designed bulb-shaped or zeppelin-shaped and is arranged as
an extension of the propulsion axis in the region of the rudder
blade (15), characterised in that the flow body (20) is designed to
be self-destructive or self-releasing in the event of an increase
in the effect of force, blow, impact or pressure.
2. The rudder as claimed in claim 1, characterised in that the flow
body (20) divides the rudder blade (15), viewed in the direction of
height, into two areas (A and B), whereby both areas (A and B) are
identical or non-identical in profile.
3. The rudder as claimed in claim 1 or 2, characterised in that the
longitudinal middle lines (LM1) of the areas (A and B) of the
rudder blade (15) do not match the middle lines (ML) of the flow
body (20) or respectively deviate from one another and form an
angle .alpha..
4. The rudder as claimed in claim 3, characterised in that the
angle .alpha. between the longitudinal middle line (LM1) of a
region (A, B) of the rudder blade (15) is different and the middle
line (ML) of the flow body (20) for both areas (A, B) is
different.
5. The rudder as claimed in any one of claims 1 to 4, characterised
in that in forming individual wall sections (30) the wall (25) of
the flow body (20) has predetermined break-off lines or
respectively predetermined break-off sites (40), which in the event
of an increase in the effect of force, blow, impact or pressure
leads to destruction of the flow body (20) and which are designed
as material weaknesses, material reductions, shear lines or
perforations.
6. The rudder as claimed in any one of claims 1 to 5, characterised
in that the predetermined break-off lines (40) are designed running
in a longitudinal direction and/or transversely to the longitudinal
direction of the flow body (20) in the wall of the flow body (20),
whereby the predetermined break-off lines (40) can also be
irregular.
7. The rudder as claimed in any one of claims 1 to 6, characterised
in that the predetermined break-off lines (40) are distributed
reticulated over the flow body (20).
8. The rudder as claimed in any one of claims 1 to 7, characterised
in that the flow body (20) comprises two individual bowl-shaped
longitudinal bodies (50, 51), conforming to the flow body, which
are held in the region of their longitudinal edges (50a, 51a) by
predetermined break-off lines (40) on the outer wall faces (15a,
15b) of the rudder blade (15), whereby the edge regions (50b, 51b)
of both bowl-shaped longitudinal bodies (50, 51) facing the
propeller (12) are connected by predetermined break-off lines (40)
to a spherical cap-shaped component (55), which is connected
solidly or detachably to the rudder blade (15).
9. The rudder as claimed in any one of claims 1 to 8, characterised
in that the rudder blade (15) has a cross-sectional area (16),
whereof the longitudinal middle line (LM1) is offset at an angle
.alpha. to the middle line (ML) of the flow body (20), so that the
leading edge stringer strip (70; 71) of the rudder blade (15)
facing the drive propeller (12) comes to rest outside the middle
line (ML) of the flow body (20).
10. The rudder as claimed in any one of claims 1 to 9,
characterised in that the flow body (20) and its components (50,
51) comprise metallic or non-metallic materials such as carbon
fibre composite materials, or fibre composite materials with
embedded graphite fibres or fibre-glass, a metal-non-metal mixture,
a synthetic material.
11. The rudder as claimed in any one of claims 1 to 10,
characterised in that the flow body (20) comprises POM synthetic,
such as polyoxymethylene, polyformaldehyde or polyacetates.
12. The rudder as claimed in any one of claims 1 to 11,
characterised in that the leading edge stringer strips (70, 71) of
both superposed rudder blade regions (A and B) facing the propeller
(12) are offset to one another such that the leading edge stringer
strip (70) of the upper rudder blade region (A) is offset to the
port side (P) and the leading edge stringer strip (71) is offset to
the starboard side (S), or also vice versa, whereby the outer wall
faces (15a, 15b) of the rudder blade (15) are joined in an end
strip (75) averted from the propeller (12).
Description
TECHNICAL FIELD
[0001] The invention relates to a rudder for ships in accordance
with the preamble of Claim 1.
PRIOR ART
[0002] Rudders of ships with a propeller drive these days often
have a so-called Costa bulb. The purpose of the so-called Costa
bulb or propulsion bulb is that a bulge, which is designed
bulb-shaped or zeppelin-shaped and constitutes a flow body, is
configured as an extension of the propulsion axis in the region of
the rudder blade. The purpose of this flow body is that the overall
profile of the hub is extended to the point where there is only
minimal turbulence of the wake.
[0003] This type of Costa bulb is known for example from patents DE
198 44 353 A1, DE 84 23 818 U and DE 82 24 238 U.
[0004] The effect of the Costa bulb rests on its bead-shaped
configuration, by which it is distinguished from the rudder or
respectively rudder blade, resulting in favourable flow.
[0005] The Costa bulb however thus protrudes laterally relative to
the rudder blade and in the event of the effect of an impact or a
blow or pressure it is in the immediate danger zone, before the
actual rudder blade would be jeopardised.
[0006] But in the event of the effect of an impact or a blow or
pressure on the Costa bulb the rudder blade would also affected,
because the Costa bulb transfers the force acting on it to the
rudder blade and there is thus the added danger of damage to the
rudder blade, before a rudder blade a without Costa bulb would be
jeopardised.
DESCRIPTION OF THE INVENTION, TASK, SOLUTION, ADVANTAGES
[0007] The task of the invention is to provide a rudder blade for
ships, which in spite of favourable flow relative to external
effects due to the effect of an impact or a blow or pressure is
less susceptible with respect to damage or destruction and the flow
body is independently destroyed in the event of pressure or
impact.
[0008] At the same time it is advantageous if the flow body divides
the rudder blade, viewed in the direction of height, into two areas
(A, B), whereby both areas are designed identically or not
identically in profile. In this respect it is effective if the
longitudinal middle lines of the areas of the rudder blade do not
match the middle lines of the flow body and form an angle
.alpha..
[0009] It is also effective if the angle .alpha. between the
longitudinal middle line of a region of the rudder blade and the
middle lines of the flow body are different for the both areas (A,
B).
[0010] In terms of the invention it is advantageous if the flow
body has predetermined break-off sites, which lead to the
destruction of the flow body in the event of the increased effect
of force, blow, impact or pressure. At the same time it is a
further advantage if the predetermined break-off sites are designed
as predetermined break-off lines. Also, it is effective if the
predetermined break-off lines are oriented in the longitudinal
and/or transverse direction of the flow body. But it is also
advantageous if the predetermined break-off lines are distributed
reticulated over the flow body.
[0011] In terms of the invention it is effective if the
predetermined break-off sites or predetermined break-off lines are
designed as material weaknesses, material reductions and/or shear
lines.
[0012] In an advantageous embodiment it is effective if the flow
body comprises metal or a non-metallic material or a
metal-non-metal mixture.
[0013] In another advantageous embodiment it is effective if the
flow body comprises a carbon-fibre composite material.
[0014] In a further advantageous embodiment it is effective if the
material has embedded carbon fibres, graphite fibres and/or
fibreglass.
[0015] In yet another advantageous embodiment it is effective if
the flow body comprises a synthetic material or synthetic
materials.
[0016] In an advantageous embodiment it is effective if the flow
body comprises POM synthetic material, such as polyoxymethylene,
polyformaldehyde or polyacetates.
[0017] Advantageous further developments are described in the
independent claims.
[0018] A particularly advantageous configuration of the flow body
is one where the latter comprises two individual bowl-shaped
longitudinal bodies conforming to the flow body, held in the region
of their longitudinal edges via predetermined break-off lines on
the outer wall faces of the rudder blade, whereby the edge regions
of both bowl-shaped longitudinal bodies facing the propeller are
connected via predetermined break-off lines to a spherical
cap-shaped component, in turn connected solidly or detachably to
the rudder blade.
[0019] The advantage of the inventive configuration of the flow
body of a rudder blade of a rudder for ships is that due to the
possibility of the flow body being destroyed the rudder is not
impaired in the event of pressure, blow or impact effect. There is
also the possibility that conventional rudder blades can be
retrofitted with the inventive flow body.
BRIEF DESCRIPTION OF THE DIAGRAMS
[0020] The invention will be explained in greater detail
hereinbelow on the basis of an embodiment by way of the diagrams,
in which:
[0021] FIG. 1 is a diagrammatic view of the stem of a ship with a
drive propeller, the rudder blade of a rudder, whereby the rudder
blade is fitted with the inventive bulb-shaped flow body,
[0022] FIG. 2 is a diagrammatic view of the rudder blade with a
flow body comprising three components in the state of destruction
in an exploded view,
[0023] FIG. 3 is a frontal elevation of the rudder blade with the
flow body in the state of destruction,
[0024] FIG. 4 is a diagrammatic view of the rudder blade with the
flow body,
[0025] FIG. 5 is a rear elevation of the rudder blade with the flow
body,
[0026] FIG. 6 is a side elevation of the rudder blade with the flow
body,
[0027] FIG. 7 is a frontal elevation of the rudder blade with the
flow body,
[0028] FIG. 8 is a plan view from above of the rudder blade with
the flow body, and
[0029] FIG. 9 is a plan view from below of the rudder blade with
the flow body.
PREFERRED EMBODIMENT OF THE INVENTION
[0030] FIG. 1 shows the stem 11 of a ship 10 with a drive propeller
12 and a rudder 13, whereof the rudder blade 15 is fitted with a
bulb-shaped or zeppelin-shaped flow body 20, preferably designed as
a hollow body and which can be integrated into the rudder blade 15
and can comprise two or more components 21, 22, attached to the
outer wall faces 15a, 15b of the rudder blade 15. The flow body 20
can also be designed as a full body. In extension of the propulsion
axis a bulge, which forms the flow body 20, also known as
propulsion bulb or Costa bulb, is designed in the region of the
rudder blade 1.
[0031] The flow body 20 is designed such that in the event of
pressure, blow or impact effect it is self-destroying.
[0032] To achieve the possibility of self-destruction, the wall 25
of the flow body 20 comprises individual wall sections 30,
interconnected via predetermined break-off lines 40 in the form of
material weaknesses or shear lines (FIG. 6). The predetermined
break-off lines are configured in a longitudinal direction and/or
running transversely to the longitudinal direction of the flow body
20 in the wall 25 of the flow body 20, whereby the predetermined
break-off lines 40 can also be irregular. The predetermined
break-off lines 40 can also be distributed reticulated over the
flow body 20.
[0033] The predetermined break-off lines 40 are designed and
arranged such that in the outer wall face of the flow body 20 there
are no wrinkles, depressions, grooves or the like and thus the
smooth outer wall face remains intact.
[0034] An essential element of the inventive design of the rudder
blade 15 is that the flow body 20 self-destroys or detaches in the
event of the effect of an impact or a blow or pressure. This
ensures that no excessive force is transferred to the rudder blade
itself, so that any impairment to the rudder blade resulting in
substantial damage or destruction can be prevented.
[0035] FIG. 2 shows the view of a rudder blade 15 having a flow
body 20, made up of three individual parts 50, 51, 55. Here the
parts 50, 51 form the sides of the flow body 20 on the sides of the
rudder blade 15 and the part 55 forms the front, i.e. the
substantially somewhat hemispherical end section facing the
propeller 12. Arrows X, X1, X2 indicate that the parts 50, 51, 55
in these directions are disassembled form the rudder blade 15.
Typically, the parts 50, 51, 55 of the flow body 20 are bowl-shaped
and preferably form no solid bodies, rather just form a hollow body
in the assembled state, built onto the rudder blade 15.
[0036] Then the flow body 20 comprises two individual bowl-shaped
longitudinal bodies 50, 51, conforming to the flow body, which in
the region of their longitudinal edges 50a, 51a are held via
predetermined break-off lines 40 on the outer wall faces 15a, 15b
of the rudder blade 15, whereby the edge regions 50a, 51b of both
bowl-shaped longitudinal bodies 50, 51 facing the propeller 12 are
connected via predetermined break-off lines 40 to a spherical
cap-shaped component, connected solidly or detachably to the rudder
blade 15 (FIGS. 2 and 3).
[0037] It is further evident from FIG. 2 that the rudder blade 15
is not a homogeneous component, but rather is formed from an upper
area A and a lower area B. The upper area A has at least on its
front side a curve or cut, which is bent or oriented more to the
left, and the lower part B has at least one curve or cut, which is
bent or oriented more to the right. At the interface of both areas
A and B this difference is evident from the fact that both front
areas are designed as tabs, which do not match one another
congruently, but stand apart from one another approximately
y-shaped. The longitudinal middle lines LM1 of both areas A and B
are not congruent and parallel, but exhibit an angle .alpha.
between one another. Also, the longitudinal middle lines LM1 of the
areas A and B do not lie on the middle line ML of the flow body
20.
[0038] FIG. 3 shows a view of the rudder blade 15 with flow body 20
with parts 50, 51 and 55. It should be noted that in an embodiment
the areas A and B can be different so that the longitudinal middle
lines LM1 breach the leading edge at LM1 and thus lie outside the
middle line ML of the flow body 20. In another embodiment of the
invention, not illustrated here, the upper area A can however also
be identical to the lower area B, such that either the deviation of
the longitudinal middle line LM1 to the middle line ML of the flow
body 20 is the same and different at a zero angle, or can be equal
to zero.
[0039] FIG. 8 and FIG. 9 in each case show a view of the rudder
blade 15 from below or respectively from above. Evident in each
case is the angle .alpha. between the longitudinal middle line LM1
of the rudder blade 15 and the middle line ML of the flow body
20.
[0040] FIG. 4 shows a rudder blade 15 with a flow body 20 in a side
elevation from the rear left. Here, the areas A and B are apparent.
In the rear area the areas A and B are identical, whereas in the
frontal region they are designed different (see also FIG. 2).
[0041] FIG. 5 shows the rudder blade 15 in a view from behind and
FIG. 7 shows a frontal view. In each case the flow body 20 can be
clearly viewed.
[0042] FIG. 6 shows the inventive rudder blade 15 with the flow
body 20, whereby the flow body has predetermined break-off sites
for better self-destruction in the event of the effect of an impact
or a blow or pressure. The predetermined break-off sites are
advantageously provided as predetermined break-off lines 40, and
are distributed over the surface of the flow body. These are
oriented advantageously in a longitudinal and/or transverse
direction of the flow body 20. It is particularly advantageous here
if the predetermined break-off sites are formed by material
reduction or notching, therefore by shear lines. The predetermined
break-off lines 40 are advantageously distributed reticulated over
the surface of the flow body 20.
[0043] As per FIG. 8 and FIG. 9 the rudder blade 15 has a
cross-sectional area 16, the longitudinal middle line LM1 of which
is offset at an angle .alpha. to the middle line ML of the flow
body 20, so that the leading edge stringer strip 70 of the rudder
blade 15 facing the drive propeller 12 comes to rest outside the
middle line ML of the flow body 20.
[0044] The flow body 20 advantageously comprises metal. Though in
another embodiment it can also be formed out of a non-metallic
material, such as a carbon fibre composite material preferably with
embedded carbon fibres, graphite fibres and/or fibreglass. A
metal-non-metal mixture can also be employed.
[0045] In another embodiment the flow body 20 can also be made of
synthetic material or synthetic materials. POM synthetics can be
used in this case, such as polyoxymethylene, polyformaldehyde or
polyacetates. These materials typically have a high gliding
quality, which is advantageous for friction in water.
[0046] The inventive rudder blade 15 with the flow body 20 is used
advantageously in fully suspended rudders.
[0047] It is also effective if the flow body 20 is integrated in
the rudder blade 15 or the flow body 20 is attached half and half
for example on both sides of the rudder blade 15.
[0048] As is evident in FIGS. 2, 3 and 4, the leading edge stringer
strips 70, 71 of both superposed rudder blade regions A and B
facing the propeller 12 are offset to one another such that the
leading edge stringer strip 70 of the upper rudder blade region A
is offset to the port side P and the leading edge stringer strip 71
is offset to the to the starboard side S, whereby the reverse
offsetting is also possible. The outer wall faces 15a, 15b of the
rudder blade 15 are united in an end strip 75 averted from the
propeller 12 (twisted rudder).
[0049] By the leading edge stringer strip 70, 71 of both rudder
blade regions A and B being offset to one another, so that the
leading edge stringer strip of the upper rudder blade section is
offset to the port side and the leading edge stringer strip of the
lower rudder blade section is offset to the starboard side or the
leading edge stringer strip of the upper rudder blade section is
offset to the starboard side and the leading edge stringer strip of
the lower rudder blade section is offset to the port side, in each
case resulting in two mirror-inverted cross-sectional profiles of
both rudder blade regions.
[0050] The advantage of such a rudder blade 15 designed according
to the invention having two mirror-inverted cross-sectional
profiles is first that it prevents vapour lock and it also prevents
erosion phenomena on the rudder, occurring through cavitation in
fast ships with high-load propellers. The special configuration of
the rudder blade contributes to a drop in fuel consumption. There
is an improvement in efficiency, in addition to considerable
cavitation protection. There is also substantial economising in
weight.
* * * * *