EP3887246B1 - Gouvernail pour navires et navire à double hélice comprenant deux gouvernails - Google Patents

Gouvernail pour navires et navire à double hélice comprenant deux gouvernails

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Publication number
EP3887246B1
EP3887246B1 EP19813296.1A EP19813296A EP3887246B1 EP 3887246 B1 EP3887246 B1 EP 3887246B1 EP 19813296 A EP19813296 A EP 19813296A EP 3887246 B1 EP3887246 B1 EP 3887246B1
Authority
EP
European Patent Office
Prior art keywords
rudder
propeller
section
ship
twin
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP19813296.1A
Other languages
German (de)
English (en)
Other versions
EP3887246A1 (fr
EP3887246C0 (fr
Inventor
Henning Kuhlmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Becker Marine Systems GmbH and Co KG
Original Assignee
Becker Marine Systems GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Becker Marine Systems GmbH and Co KG filed Critical Becker Marine Systems GmbH and Co KG
Publication of EP3887246A1 publication Critical patent/EP3887246A1/fr
Application granted granted Critical
Publication of EP3887246B1 publication Critical patent/EP3887246B1/fr
Publication of EP3887246C0 publication Critical patent/EP3887246C0/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders
    • B63H25/381—Rudders with flaps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H2025/066—Arrangements of two or more rudders; Steering gear therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/06—Steering by rudders
    • B63H25/38—Rudders
    • B63H2025/388—Rudders with varying angle of attack over the height of the rudder blade, e.g. twisted rudders

Definitions

  • the present invention relates to a rudder for twin-propeller ships, wherein the rudder is configured to be arranged in the wake of a propeller of a twin-propeller ship, and wherein the rudder comprises an upper rudder section and a lower rudder section.
  • the present invention further relates to a twin-propeller ship comprising a hull, two propellers, and two rudders.
  • Rudders positioned in the wake of a propeller are used to steer ships. When such a rudder is deployed, that is, deflected or pivoted, the water flowing around it creates a buoyant force that causes the ship to change direction.
  • the rudders Especially on large and medium-sized ships, the rudders must be particularly large to generate the lift required for sufficient steering. However, the drag caused by the size of large rudders negatively impacts the efficiency and fuel consumption of the ships.
  • twin-propeller ships which have two propellers.
  • the first propeller is located on the port side and the second on the starboard side of the hull.
  • a rudder is positioned in the wake behind each propeller.
  • the hull influences the water flow in the area of the propellers and rudders, which are mounted laterally on the hull, causing additional turbulence in the currents, particularly in the propeller wakes. This turbulence also negatively impacts the efficiency of the propellers and rudders.
  • a combination of a vertical rudder connected to a rudder shaft and several auxiliary rudders arranged on both sides of a central plane of the vertical rudder is known for a single-propeller vessel.
  • the auxiliary rudders are connected to the vertical rudder via a rudder bulb.
  • the KR 10-2015-0008568 A discloses a rudder with an upper section and a lower section, wherein the lower section has a forked design with auxiliary rudders arranged on both sides of a central plane.
  • a steering device for ships wherein two rudders are arranged on either side of a ship's propeller. Each rudder is pivotable about an axis extending outside the rudder.
  • a rudder system is known in which two steering rudders are essentially semicircular in shape, and in which the wake of a propeller flows between the semicircularly shaped rudders.
  • a ship's rudder which has an essentially s-shaped rudder blade.
  • the KR 10-2013-0055876 A Disclosing a twin-propeller ship with a rudder arranged in the wake of each propeller, the respective rudder being aligned at an angle ⁇ to a vertical direction.
  • a twin-propeller ship is known with a pair of rudder bodies rotatably mounted on a hull via corresponding pivot shafts.
  • the upper sections of the rudders are arranged so that they run vertically.
  • the lower sections of the rudders are inclined towards the outside of the hull.
  • the EP 2 163 472 A1 Disclosing a propulsion and steering device for a ship, the arrangement comprising a screw propeller and a rudder located behind the propeller.
  • a fairing at the rear end of the propeller and a pear-shaped body attached to a rudder blade form a streamlined body that is continuous except for a narrow gap between the fairing and the pear-shaped body.
  • the present invention is based on the objective of providing a rudder for twin-propeller ships with which the flow resistance of the rudder and the turbulence of the wake of a propeller are reduced.
  • the present invention is based on the objective of providing a twin-propeller ship with which the aforementioned advantages can be achieved.
  • a rudder for twin-propeller ships wherein the rudder is designed to be arranged in the wake of a propeller of a twin-propeller ship, wherein the rudder comprises an upper rudder section and a lower rudder section, wherein the lower rudder section is bent or angled to one side of the rudder, wherein exactly one lower rudder section is provided, wherein a transition area is provided between the upper rudder section and the lower rudder section, wherein the transition area is partially arc-shaped, partially annular, or wedge-shaped, wherein the transition area, in the state of the rudder arranged on the twin-propeller ship, lies at the level of the propeller axis, such that the upper rudder section lies above the propeller axis and the lower rudder section lies below the propeller axis, and wherein the upper rudder section has a suction side and a pressure side and/or wherein the lower rudder section has a su
  • the rudder according to the invention is particularly suitable for medium-sized and large ships, such as tugboats, ferries, passenger ships, tankers and container ships.
  • the propeller according to the invention is designed to be arranged in the wake of a propeller of a twin-propeller ship.
  • the rudder is not designed or intended to be arranged outside the wake of a propeller.
  • the rudder is not designed or intended for an arrangement substantially to the side of a ship's propeller.
  • a key aspect of the rudder according to the present invention is that exactly one lower rudder section is provided.
  • the rudder does not have two or more lower rudder sections.
  • the upper rudder section When installed on a twin-propeller vessel in the wake of one propeller, the upper rudder section is arranged vertically above the propeller axis.
  • the lower rudder section is arranged accordingly below the propeller axis.
  • An imaginary horizontal plane containing the propeller axis effectively divides the rudder, when installed on a twin-propeller vessel, into an upper and a lower half, with the upper rudder section corresponding to the upper half and the lower rudder section corresponding to the lower half.
  • the upper and lower halves, or the upper and lower rudder sections can be defined by an imaginary plane through the center of the wake field or wake skew. Deviations from a horizontally oriented wake field or wake hose can occur due to influences of the ship's hull, which impose a velocity component directed vertically upwards and/or towards the ship's axis on the wake field or wake hose.
  • the surface area of the rudder exposed to the water, especially the following current, is reduced, thus reducing the flow resistance compared to rudders known from the prior art with several auxiliary or stabilizing rudders.
  • the rudder comprises an upper rudder section and a lower rudder section, wherein the lower rudder section is bent or angled to one side of the rudder.
  • the upper rudder section In a configuration on a twin-propeller ship with the rudder in a neutral position, the upper rudder section is essentially vertically oriented when viewed from behind.
  • the lower rudder section located below the upper section, is not vertically oriented, but rather at an angle to the upper section and the vertical.
  • the lower rudder section is at an angle to an imaginary, straight downward extension of the upper rudder section.
  • a large portion of the lower rudder section is positioned laterally to this imaginary extension of the upper rudder section.
  • the lower rudder section can be angled or curved to one side of the rudder.
  • the lower rudder section has a continuous or variable curvature to one side of the rudder.
  • both the upper and lower rudder sections are essentially straight, and the rudder has a kink at the transition between the upper and lower sections.
  • the turbulence in the propeller wake is reduced, particularly when the rudder according to the invention is used on a twin-propeller vessel. Since, on a twin-propeller vessel, the lateral arrangement of each propeller next to the hull results in a one-sided influence on the flowing water, especially the propeller wake, the rudder according to the invention, with exactly one lower rudder section bent or angled to one side, is particularly suitable for reducing turbulence.
  • the upper rudder section and/or the lower rudder section are essentially straight.
  • the upper rudder section and/or the lower rudder section are not curved or S-shaped.
  • the upper rudder section has a receiving space for receiving a rudder shaft.
  • the rudder can thus be attached, suspended, or mounted on a twin-propeller vessel via the upper rudder section and a rudder shaft inserted into and secured to the upper rudder section.
  • the axis of rotation or pivot of the rudder runs through the upper rudder section, so that the axis of rotation or pivot of the rudder is not located outside the rudder.
  • rudder may not have any auxiliary or stabilizing rudders, and/or that the lower rudder section is not an auxiliary or stabilizing rudder.
  • the lower rudder section is therefore not an auxiliary or stabilizing rudder.
  • the lower rudder section is preferably designed like a conventional lower rudder section and has essentially corresponding dimensions.
  • auxiliary and stabilizing rudders are significantly smaller and serve less to change the course of a ship than to stabilize the ship's position in the water.
  • the lower rudder section be at an angle to the upper rudder section.
  • the angle between the lower rudder section and the upper rudder section can be determined on both sides of the rudder between the side walls of the rudder located on the respective side.
  • the upper rudder section extends in an upper extension plane, wherein the upper extension plane is particularly preferably parallel to an upper leading edge and/or to an upper trailing edge of the rudder, and the lower rudder section extends in a lower extension plane, wherein the lower extension plane is particularly preferably parallel to a lower leading edge and/or to a lower trailing edge of the rudder, wherein the lower extension plane is at an angle to the upper extension plane.
  • the rudder has an upper leading edge and, optionally, an upper trailing edge in its upper section. Furthermore, the rudder has a lower leading edge and, optionally, a lower trailing edge in its lower section. Both the upper and lower rudder sections also have sidewalls.
  • the upper and lower planes of extension essentially correspond to the respective median planes of the upper and lower rudder sections.
  • the upper plane of extension When installed on a twin-propeller vessel, the upper plane of extension is essentially vertical.
  • the rudder's axis of rotation i.e., the rudder shaft, lies in the upper plane of extension when installed on a twin-propeller vessel.
  • the upper leading edge and/or the upper trailing edge also lie in the upper plane of extension.
  • the profile of the upper rudder section is symmetrical to the upper plane of extension.
  • the lower plane of extension in the lower rudder section is defined accordingly and runs approximately along a median plane of the lower rudder section.
  • the lower plane of extension symmetrically divides the profile of the lower rudder section, particularly over its entire height. If the lower rudder section is continuously curved, the lower plane of extension is chosen such that it lies tangentially to the surface formed by the airfoil chords in the lower rudder section in the region of the tip or free end of the lower rudder section. The surface formed by the airfoil chords in the lower The rudder section is formed by connecting the profile chords from the tip of the lower rudder section to the transition to the upper rudder section to form a single surface.
  • the preferred angle between the upper rudder section and the lower rudder section is that angle at which the lower extension plane is to the upper extension plane.
  • the angle is between 5° and 35°, preferably between 10° and 30°, particularly preferably between 15° and 25°, most preferably 20°.
  • the preferred rudder angle ranges ensure, particularly in the case of a twin-propeller vessel, that the turbulence caused by the influence of the hull on the propeller wake is sufficiently reduced. Furthermore, the vertical component of the lift force of the lower rudder section is so low in these preferred rudder angle ranges that the stability of the vessel in the water is not adversely affected.
  • a transition area is provided between the upper rudder section and the lower rudder section, wherein the transition area is partially arc-shaped, partially ring-shaped or wedge-shaped.
  • a kink can be formed between the upper and lower rudder sections.
  • the transition area between the lower and upper rudder sections is then essentially wedge-shaped in a rear view, with the apex of the wedge pointing towards the side of the rudder towards which the lower rudder section is angled.
  • the upper and lower rudder sections can be manufactured essentially using methods known from the prior art.
  • the upper rudder section can transition into the lower rudder section via a partially arc-shaped or partially ring-shaped transition area.
  • the projection of the transition area then resembles a section of an arc or a ring.
  • the transition area can extend to the tip or the free end of the lower rudder section and form at least a portion of it.
  • the transition area which is partially arc-shaped or partially ring-shaped, has a radius of curvature between 0.1 m and 10.0 m, preferably between 0.5 m and 5.0 m, and particularly preferably between 1.0 m and 2.0 m.
  • the transition area lies in the state of the rudder on the twin-propeller ship at the level of the propeller axis, so that the upper rudder section is above the propeller axis and the lower rudder section is below the propeller axis.
  • the rudder has a height of between 5 m and 10 m, preferably between 6 m and 9 m, and especially preferably between 7 m and 8 m, in a side view from the upper end of the upper rudder section, in particular the rudder root, to the tip of the lower rudder section.
  • the upper rudder section has a suction side and a pressure side and/or the lower rudder section has a suction side and a pressure side.
  • a design of the upper rudder section and/or the lower rudder section with a suction side and a pressure side is advantageous.
  • the hull influences the wake of each propeller in such a way that it exhibits a velocity component directed vertically upwards and/or towards the ship's center plane.
  • These velocity components result in an oblique
  • the flow of water over the rudder creates a lift force, directed particularly laterally towards the ship's center plane. This constant, laterally acting lift force can be counteracted by designing the upper and/or lower rudder section with a suction and a pressure side.
  • suction surfaces of the upper and lower rudder sections are arranged on the same side of the rudder.
  • suction surface of the upper rudder section is arranged opposite the suction surface of the lower rudder section.
  • a first height of the upper rudder section is greater than a second height of the lower rudder section by a factor between 1 and 2, preferably between 1.1 and 1.8, more preferably between 1.2 and 1.5, and particularly preferably between 1.3 and 1.4.
  • the first height of the upper rudder section is measured from the rudder root to the transition area along the sidewall or the upper extension plane.
  • the second height of the lower rudder section is measured from the transition area along the sidewall or the lower extension plane to the tip or free end of the lower rudder section.
  • a further advantage is that the upper and/or the lower rudder section can be twisted rudder sections.
  • a twisted rudder section is characterized by the fact that the leading edge and/or the trailing edge of the respective rudder section is offset laterally to port or starboard with respect to the median plane or extension plane of the rudder section.
  • the rudder includes a rudder bulb, the rudder bulb being preferably located at the transition area.
  • the rudder bulb is arranged at the transition area, so that in the state arranged on the twin-propeller ship, the rudder bulb is located at the level of the propeller axis.
  • the rudder is a fin rudder and includes a fin, in particular a hinged fin, the fin preferably being arranged only on the upper part of the rudder.
  • this fin encompasses the trailing edge of the rudder. It is particularly advantageous to have a fin only on the upper section of the rudder. By having a fin only on the upper section, the surface area of the rudder fin is reduced compared to conventional rudder fins. A reduced surface area of the rudder fin results in a less aggressive increase in lift force when the rudder fin is deflected, thus creating a flatter characteristic curve for the relationship between lift force and deflection angle, resulting in smoother steering behavior.
  • a twin-propeller ship comprising a ship hull, two propellers and two rudders as described above, wherein a first rudder is arranged in the wake of a first propeller, and wherein a second rudder is arranged in the wake of a second propeller.
  • a first propeller is located on the starboard side and a first rudder is arranged in the wake of the first propeller on the starboard side
  • a second propeller is located on the port side of the ship's hull and a second rudder is arranged in the wake of the second propeller.
  • the rudder described above results in a particularly favorable reduction of turbulence in the wake of each propeller on a twin-propeller ship.
  • first rudder can be mirror-symmetrical to the second rudder.
  • a further advantage is that the lower rudder sections of the first rudder and the second rudder can be curved or angled towards the ship's hull.
  • the lower sections of the first and second rudders are thus curved or angled towards the hull, and therefore, when viewed from the stern, roughly follow the line of the hull. Since the hull influences the wake of the respective propeller and causes additional turbulence, this design can particularly effectively reduce that turbulence.
  • a further advantage is that the upper rudder sections of the two rudders each have a suction side and a pressure side, with the suction sides being located on the side of the rudder facing away from the ship's hull.
  • twin-propeller ship is designed to steer to starboard, preferably only, by placing a rudder on the port side, and to steer to port, preferably only, by placing a rudder on the starboard side.
  • FIG. 1 is a perspective view of a rudder 100 with an upper rudder section 10 and a lower rudder section 11.
  • the lower rudder section 11 is angled towards one side 12 of the rudder 100.
  • the rudder 100 has exactly one upper rudder section 10 and exactly one lower rudder section 11, with no further rudder section being arranged below the upper rudder section 10 besides the single lower rudder section 11.
  • a fin 14, pivotally attached to the upper rudder section 10, is arranged at the rear end 13 of the upper rudder section 10.
  • a sliding pivot piston linkage 16 is attached to the upper end 15 of the fin 14 for pivoting the articulated fin 14.
  • a sliding pivot piston (not shown), connected to a ship's hull, can be arranged in this linkage.
  • the upper rudder section 10 includes an upper leading edge 17.
  • An upper trailing edge 18 of the upper rudder section 10 forms part of the fin 14.
  • the lower rudder section 11 has a lower leading edge 19 and a lower trailing edge 20.
  • Sidewalls 21 extend between the leading edges 17, 19 and the trailing edges 18, 20 on both the upper rudder section 10 and the lower rudder section 11.
  • a recess 40 for receiving a rudder shaft is provided in the upper rudder section 10.
  • Fig. 2 The rudder shows 100 of the Fig. 1 in a side view from the direction of side 12, into which the lower rudder section 11 is angled. It is clearly visible that The articulated fin 14 is only pivotably connected to the upper rudder section 10.
  • Fig. 3 is a rear view of the rudder 100 of the Figs. 1 and 2
  • a transition area 22, approximately wedge-shaped, is provided between the upper rudder section 10 and the lower rudder section 11.
  • the upper rudder section 10 and the lower rudder section 11 are arranged above and below the transition area 22, respectively.
  • the wedge shape of the transition area 22 causes the lower rudder section 11 to open to one side 12, which in the design of the Figs. 1 to 3
  • the starboard side 23 is angled. Due to the wedge-shaped design of the transition section 22, the rudder 100 also has a kink 24 between the upper rudder section 10 and the lower rudder section 11.
  • the upper rudder section 10 extends in an upper plane 25, which corresponds approximately to the median plane 26 of the upper rudder section 10.
  • the lower rudder section 11 extends in a lower plane 27, which corresponds approximately to the median plane 28 of the lower rudder section 11.
  • the upper plane 25 and the lower plane 27 are at an angle 29 of approximately 20° to each other.
  • a first height 37 of the upper rudder section 10 and a second height 38 of the lower rudder section 11 can also be determined, the first height 37 being greater than the second height 38 by a factor of between 1.2 and 1.5.
  • the total height 39 of the rudder 100 is approximately 7 m.
  • FIG. 4 Figure 1 shows a view from below of the rudder 100.
  • the lower rudder section 11 has an asymmetrical profile 30 with a suction side 31 and a pressure side 32.
  • the pressure side 32 is located on the side 12 of the lower rudder section 11, into which the lower rudder section 11 is bent or angled.
  • the upper rudder section 10 also has a suction side 33 and a pressure side 34.
  • Fig. 3 This is similar to what is described in... Fig. 3 shown are the printed sides 32, 34 of the lower rudder section 11 and the upper rudder section 10 on the same side 12 of the rudder 100.
  • FIG. 5 Figure 1 shows a rear view of another embodiment of a rudder 100 with an upper rudder section 10 and a lower rudder section 11.
  • the rudder 100 the Fig. 5 is essentially identical to the Rudder 100 of the Figs. 1 to 4 , however, it differs in a differently designed transition area 35.
  • the transition area 35 of the rudder 100 is different from the transition area 22 of the Figs. 1 to 4 formed approximately in a semi-ring or semi-arc shape with a radius of curvature 36 between 0.5 m and 5 m. Due to the semi-ring or semi-arc-shaped transition area, the lower rudder section is curved towards one side 12 of the rudder 100 and the upper extension plane 25 and the lower extension plane 27 are at an angle 29 to each other.
  • FIG. 6 Figure 1 shows a rear view of a twin-propeller vessel 200.
  • the twin-propeller vessel 200 has a first propeller 211 and a second propeller 212 on both sides of a hull 210.
  • a first rudder 100a is located in the wake behind the first propeller 211, according to the... Figs. 1 to 4 arranged.
  • a second rudder 100b is arranged according to the Figs. 1 to 4
  • the first rudder 100a and the second rudder 100b are arranged as mirror images of each other.
  • the lower rudder section 11a of the first rudder 100a is angled towards the hull 210.
  • the lower rudder section 11b of the second rudder 100b is also angled towards the hull 210.
  • the upper rudder section 10a and the lower rudder section 11a of the first rudder 100a have suction sides 31, 33, which are located on the side of the rudder 100a facing away from the hull 210.
  • the second rudder 100b has suction sides 31, 33 in both the upper rudder section 10b and the lower rudder section 11b, which are located on the side facing away from the hull 210.
  • the rudders 100a, 100b have pressure sides 32, 34 in the upper rudder sections 10a, 10b and in the lower rudder sections 11a, 11b, which are each located on the side of the rudder 100a, 100b facing the ship's hull 210.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
  • Exhaust Silencers (AREA)
  • Traffic Control Systems (AREA)

Claims (15)

  1. Gouvernail (100, 100a, 100b) pour des navires à double hélice (200),
    dans lequel le gouvernail (100, 100a, 100b) est réalisé pour être disposé dans le sillage d'une hélice (211, 212) d'un navire à double hélice (200), dans lequel le gouvernail (100, 100a, 100b) comprend une section supérieure de gouvernail (10, 10a, 10b) et une section inférieure de gouvernail (11, 11a, 11b),
    dans lequel la section inférieure de gouvernail (11, 11a, 11b) est cintrée ou inclinée vers un côté (12) du gouvernail,
    dans lequel précisément une section inférieure de gouvernail (11, 11a, 11b) est prévue,
    dans lequel une zone de transition (22) est prévue entre la section supérieure de gouvernail (10, 10a, 10b) et la section inférieure de gouvernail (11, 11a, 11b), dans lequel la zone de transition (22) est réalisée en forme d'arc partiel, en forme d'anneau partiel ou en forme de coin,
    dans lequel la zone de transition (22) se situe à hauteur de l'axe d'hélice lorsque le gouvernail (100, 100a, 100b) est disposé sur le navire à double hélice (200) si bien que la section inférieure de gouvernail (10, 10a, 10b) se situe au-dessus de l'axe d'hélice et que la section inférieure de gouvernail (11, 11a, 11b) se situe en dessous de l'axe d'hélice, et dans lequel la section supérieure de gouvernail (10, 10a, 10b) présente un côté d'aspiration (33) et un côté de pression (34) et/ou dans lequel la section inférieure de gouvernail (11, 11a, 11b) présente un côté d'aspiration (31) et un côté de pression (32) de manière à contrecarrer, lorsque le gouvernail (100, 100a, 100b) est disposé sur le navire à double hélice (200), une force portante provoquée par une influence du sillage à travers une coque de navire (210) du navire à double hélice (200), agissant latéralement en direction d'un plan central de navire.
  2. Gouvernail (100, 100a, 100b) selon la revendication 1, caractérisé en ce que la section supérieure de gouvernail (10, 10a, 10b) présente un espace de réception (40) destiné à recevoir une mèche de gouvernail.
  3. Gouvernail (100, 100a, 100b) selon la revendication 1 ou 2, caractérisé en ce que le gouvernail (100, 100a, 100b) ne présente aucun gouvernail auxiliaire ou aucun gouvernail de stabilisation, et/ou que la section inférieure de gouvernail (11, 11a, 11b) n'est pas un gouvernail auxiliaire ou un gouvernail de stabilisation.
  4. Gouvernail (100, 100a, 100b) selon l'une quelconque des revendications précédentes, caractérisé en ce que la section inférieure de gouvernail (11, 11a, 11b) se situe à un angle (29) par rapport à la section supérieure de gouvernail (10, 10a, 10b), dans lequel en particulier l'angle (29) est compris entre 5° et 35°, de manière préférée entre 10° et 30°, de manière particulièrement préférée entre 15° et 25°, de manière très particulièrement préférée de 20°.
  5. Gouvernail (100, 100a, 100b) selon la revendication 4, caractérisé en ce que la section supérieure de gouvernail (10, 10a, 10b) s'étend dans un plan d'extension supérieur, dans lequel le plan d'extension supérieur (25) s'étend de manière préférée parallèlement à un bord d'attaque supérieur (17) et/ou à une baguette d'extrémité supérieure (18) du gouvernail, et que la section inférieure de gouvernail (11, 11a, 11b) s'étend dans un plan d'extension inférieur (27), dans lequel le plan d'extension inférieur (27) s'étend de manière préférée parallèlement à un bord d'attaque inférieur (19) et/ou à une baguette d'extrémité inférieure (20) du gouvernail, dans lequel le plan d'extension inférieur (27) se situe à l'angle (29) par rapport au plan d'extension supérieur (25).
  6. Gouvernail (100, 100a, 100b) selon l'une quelconque des revendications précédentes, caractérisé en ce que la zone de transition (22, 35) réalisée en forme d'arc partiel ou en forme d'anneau partiel présente un rayon d'incurvation (36) entre 0,1 m et 10,0 m, de manière préférée entre 0,5 m et 5,0 m, de manière particulièrement préférée entre 1,0 m et 2,0 m.
  7. Gouvernail (100, 100a, 100b) selon l'une quelconque des revendications précédentes, caractérisé en ce que la section supérieure de gouvernail (10, 10a, 10b) présente un côté d'aspiration (33) et un côté de pression (34), et que la section inférieure de gouvernail (11, 11a, 11b) présente un côté d'aspiration (31) et un côté de pression (32), dans lequel le côté d'aspiration (31) de la section inférieure de gouvernail (11, 11a, 11b) et le côté d'aspiration (33) de la section supérieure de gouvernail (10, 10a, 10b) sont disposés sur le même côté du gouvernail ou sur des côtés opposés du gouvernail.
  8. Gouvernail (100, 100a, 100b) selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une première hauteur (37) de la section supérieure de gouvernail (10, 10a, 10b) est supérieure d'un facteur entre 1 et 2, de manière préférée entre 1,1 et 1,8, de manière davantage préférée entre 1,2 et 1,5, en particulier de manière préférée entre 1,3 et 1,4, à une hauteur (38) de la section inférieure de gouvernail (11, 11a, 11b).
  9. Gouvernail (100, 100a, 100b) selon l'une quelconque des revendications précédentes, caractérisé en ce que la section supérieure de gouvernail (10, 10a, 10b) et/ou la section inférieure de gouvernail (11, 11a, 11b) sont des sections de gouvernail tordues.
  10. Gouvernail (100, 100a, 100b) selon l'une quelconque des revendications précédentes, caractérisé en ce que le gouvernail (100, 100a, 100b) comprend une poire, dans lequel la poire est disposée de manière préférée sur la zone de transition (22, 35), et/ou
    que le gouvernail (100, 100a, 100b) est un gouvernail à aileron et comprend un aileron (14) en particulier articulé, dans lequel l'aileron (14) est disposé de manière préférée seulement sur la section supérieure de gouvernail (10, 10a, 10b).
  11. Navire à double hélice (200) comprenant une coque de navire (210), deux hélices (211, 212) et deux gouvernails (100, 100a, 100b) selon l'une quelconque des revendications 1 à 10, caractérisé en ce qu'un premier gouvernail (100a) est disposé dans le sillage d'une première hélice (211), et qu'un second gouvernail (100b) est disposé dans le sillage d'une seconde hélice (212).
  12. Navire à double hélice (200) selon la revendication 11, caractérisé en ce que le premier gouvernail (100a) est réalisé de manière symétrique en miroir par rapport au second gouvernail (100b), et/ou
    que les sections inférieures de gouvernail (11, 11a, 11b) du premier gouvernail (100a) et du second gouvernail (100b) sont cintrées ou inclinées par rapport à la coque de navire (210).
  13. Navire à double hélice (200) selon l'une des revendications 11 ou 12, caractérisé en ce que les sections supérieures de gouvernail (10, 10a, 10b) des deux gouvernails (100, 100a, 100b) présentent chacune un côté d'aspiration (33) et un côté de pression (34), dans lequel les côtés d'aspiration (33) sont disposés sur le côté des gouvernails (100, 100a, 100b) opposé à la coque de navire (210).
  14. Navire à double hélice (200) selon l'une quelconque des revendications 11 à 13, caractérisé en ce que le navire double hélice (200) est réalisé pour placer, de manière préférée seulement, un gouvernail (100, 100a, 100b) côté bâbord pour la commande vers le côté tribord et pour placer, de manière préférée seulement, un gouvernail (100, 100a, 100b) côté tribord pour la commande vers le côté bâbord.
  15. Utilisation d'un gouvernail selon l'une quelconque des revendications 1 à 10 dans un navire à double hélice (200).
EP19813296.1A 2018-11-29 2019-11-29 Gouvernail pour navires et navire à double hélice comprenant deux gouvernails Active EP3887246B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE202018106796 2018-11-29
DE202019102807.6U DE202019102807U1 (de) 2018-11-29 2019-05-17 Ruder für Schiffe und Doppelpropellerschiff mit zwei Rudern
PCT/EP2019/083065 WO2020109540A1 (fr) 2018-11-29 2019-11-29 Gouvernail pour navires et navire à double hélice comprenant deux gouvernails

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EP3887246A1 EP3887246A1 (fr) 2021-10-06
EP3887246B1 true EP3887246B1 (fr) 2025-11-26
EP3887246C0 EP3887246C0 (fr) 2025-11-26

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JP (1) JP7365412B2 (fr)
KR (1) KR102569143B1 (fr)
CN (1) CN112996719B (fr)
DE (1) DE202019102807U1 (fr)
PL (1) PL3887246T3 (fr)
WO (1) WO2020109540A1 (fr)

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Publication number Priority date Publication date Assignee Title
JP7634391B2 (ja) * 2021-03-15 2025-02-21 株式会社ケイセブン 操舵装置
EP4671116A1 (fr) * 2024-06-25 2025-12-31 Becker Marine Systems GmbH Gouvernail et système de gouvernail pour bateaux

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Publication number Priority date Publication date Assignee Title
FR1106851A (fr) * 1954-08-18 1955-12-23 Weserwerft Schiffs Und Maschb Disposition des gouvernails derrière les hélices de bateau avec au moins deux corpsde gouvernail
JPS59137294A (ja) * 1983-01-24 1984-08-07 Mitsubishi Heavy Ind Ltd 舶用屈曲舵
JPS60131497U (ja) * 1984-02-14 1985-09-03 石川島播磨重工業株式会社 舶用舵
JPS63188596A (ja) * 1987-01-29 1988-08-04 Mitsubishi Heavy Ind Ltd 放射状舵板付き吊下舵
US5456200A (en) 1993-10-13 1995-10-10 The United States Of America As Represented By The Secretary Of The Navy Rudder for reduced cavitation
JP2767689B2 (ja) 1994-10-07 1998-06-18 進 島崎 舶用ｓ型ラダー
JP4363795B2 (ja) 2001-04-02 2009-11-11 ジャパン・ハムワージ株式会社 船舶用高揚力二枚舵システム
DK2163472T3 (en) * 2008-09-12 2015-12-07 Wärtsilä Netherlands B V Propulsion and control device
JP2010195302A (ja) 2009-02-26 2010-09-09 Mitsubishi Heavy Ind Ltd ２軸２舵船
JP4575985B2 (ja) 2009-03-30 2010-11-04 三井造船株式会社 船舶用の舵及び船舶
KR20130055876A (ko) 2011-11-21 2013-05-29 현대중공업 주식회사 선박 운동 제어를 위해서 경사형으로 배열된 방향타를 구비한 쌍축 선박
KR20150008568A (ko) * 2013-07-15 2015-01-23 대우조선해양 주식회사 선박용 러더
JP6292551B2 (ja) 2013-12-19 2018-03-14 国立研究開発法人 海上・港湾・航空技術研究所 船舶用捩れ舵及び捩れ舵を装備した船舶
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JP2016107715A (ja) * 2014-12-03 2016-06-20 三菱重工業株式会社 舵および舵ユニットならびに船舶
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Publication number Publication date
KR102569143B1 (ko) 2023-08-22
EP3887246A1 (fr) 2021-10-06
EP3887246C0 (fr) 2025-11-26
CN112996719A (zh) 2021-06-18
JP2022522920A (ja) 2022-04-21
CN112996719B (zh) 2023-11-03
DE202019102807U1 (de) 2020-03-05
KR20210096197A (ko) 2021-08-04
PL3887246T3 (pl) 2026-03-23
WO2020109540A1 (fr) 2020-06-04
JP7365412B2 (ja) 2023-10-19

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