EP3693262B1 - Dispositif actif de stabilisation et procédé - Google Patents

Dispositif actif de stabilisation et procédé Download PDF

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Publication number
EP3693262B1
EP3693262B1 EP20154090.3A EP20154090A EP3693262B1 EP 3693262 B1 EP3693262 B1 EP 3693262B1 EP 20154090 A EP20154090 A EP 20154090A EP 3693262 B1 EP3693262 B1 EP 3693262B1
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EP
European Patent Office
Prior art keywords
axis
stabilizing
stabilizing surface
hull
stabilization
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EP20154090.3A
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German (de)
English (en)
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EP3693262A1 (fr
Inventor
Holger Spardel
Chriistian Thieme
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SKF Marine GmbH
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SKF Marine GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • B63B39/062—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water the foils being mounted on outriggers or the like, e.g. antidrift hydrofoils for sail boats
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
    • B63B2039/067—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water effecting motion dampening by means of fixed or movable resistance bodies, e.g. by bilge keels

Definitions

  • the invention initially relates to an active stabilization device for primarily damping rolling movements of a ship, with at least one positioning device with an output pin and with a stabilization surface attached to the output pin in the area of its root, the stabilization surface having a leading edge and a trailing edge and the stabilization surface being arranged under water is.
  • the invention relates to a method for operating an active stabilization device, in particular according to one of claims 1 to 8, for the primary damping of rolling movements of a watercraft, in particular a ship, which essentially does not move through the water.
  • active stabilization devices for damping, in particular, rolling movements of the hull are known in a wide range of variations, see for example patent specifications WO2017074181 A1 , US2018057125 A1 or WO2013095097 A1 .
  • stabilization devices have been proposed in which undesirable trunk movements are dampened by heavy rotating masses.
  • active fin stabilizers at least one wing-like fin stabilizer is swung out on the port and starboard sides of the fuselage until each of the two fin stabilizers has assumed an approximately vertical position to the fuselage.
  • the buoyancy and downforce forces of the fin stabilizers are adjusted in such a way that they counteract as effectively as possible a rolling movement of the hull measured by sensors. Damping of the rolling movements of the hull of 80% and more can be achieved.
  • One object of the invention is to provide an active stabilization device for damping, in particular, rolling movements of a watercraft, which enables an increased damping effect with smaller stabilization surfaces.
  • a further object of the invention is to provide a method for operating such a stabilization device.
  • the stabilization surface can be pivoted about a pivot axis by a pivot angle by means of the positioning device and at the same time can be rotated about an axis of rotation.
  • the positioning device can rotate the stabilization surface by means of the output pin, for example, by up to ⁇ 60° or 120° around the axis of rotation, in each case based on the horizontal or the idealized waterline.
  • a maximum pivot angle of the output pin around the pivot axis is, for example, between 0° and approx. 160°, starting from a fuselage longitudinal axis.
  • the pivot angle of the stabilization surface can be up to ⁇ 60° or 120° when the stabilization device is in operation in order to avoid hull contact.
  • a vertical axis (yaw axis) runs essentially parallel to the weight or gravity.
  • the pivot axis of the stabilization surface can run at an angle between 0° up to and including 45° or more in relation to the vertical axis.
  • the stabilization surface can preferably be rotated about the axis of rotation by an angle of attack of up to ⁇ 60°.
  • a radius of curvature of the leading edge of the stabilization surface to create an inflow nose is larger than a radius of curvature of the trailing edge.
  • a first recess is provided on the leading edge side and a second recess is provided on the trailing edge side within the stabilization surface.
  • the second recess on the trailing edge side avoids, among other things, a collision of the stabilization surface with a hull of the ship when the stabilization surface is pivoted.
  • a non-rotating flow edge-side inflow body is arranged, which closes without a gap to a first fuselage-side narrow side of the stabilization surface and which is located at least partially outside the fuselage depending on the pivot angle.
  • the hydrodynamic flow properties in the area of the output journal can be optimized by the inflow body acting as a spoiler.
  • the flow edge-side inflow body is oriented essentially parallel to the longitudinal axis of the fuselage.
  • a cross-sectional geometry of the inflow body on the flow edge side essentially corresponds to a cross-sectional geometry of the stabilization surface in the area of the inflow edge near the fuselage.
  • the hull of the watercraft has at least one receiving pocket for preferably completely receiving an assigned stabilization surface.
  • the at least one stabilization surface can ideally be accommodated completely in the assigned receiving pocket in order to minimize the flow resistance of the fuselage.
  • the receiving pocket can have a larger volume than the volume required to completely accommodate the stabilization surface.
  • the pivot angle of the at least one stabilization surface is between 30° and 150° around the pivot axis when the stabilization device is activated.
  • the stabilization surface is rotated about the axis of rotation by an angle of attack of up to ⁇ 60°.
  • the Figure 1 shows a highly schematic top view of a pivotable stabilization surface of a stabilization device in a middle position.
  • An active stabilization device 10 of a ship 12, not shown, with a hull 14 has, among other things, an approximately square, fin-like stabilization surface 16, which, if necessary, can simultaneously be pivoted about a pivot axis S and rotated about a rotation axis D by means of a hydraulic positioning device 18 with an output pin 20 .
  • the stabilization surface 16 is connected to the output pin 20 in the area of its root 22.
  • a preferred direction of travel of the ship 12 through the water 26 is indicated by the arrow 24.
  • An optional speed v of the ship 12, which essentially does not move through the water 26 when the stabilization device 10 is in operation, is small in relation to the normal traveling or cruising speed of the ship or even in the range of zero, which is equivalent in the context of this description with a speed v of the ship not exceeding 6 km/h.
  • the hull 14 of the ship 12 is generally designed to be mirror-symmetrical to a hull longitudinal axis 30, that is to say the hull 14 of the ship 12 preferably has, in addition to the port-side stabilization device 10 illustrated here, a further one on the starboard side, which is constructed mirror-symmetrically to the stabilization device 10 but is not shown in the drawing Stabilization device.
  • starboard side means right in the direction of travel of the ship 12, while “port side” means left in the direction of travel of the ship 12.
  • At least The stabilization surface 16 of the stabilization device 10 is always completely under water 26 in the normal operating state of the
  • a rectangular coordinate system 32 of the hull 14 has an x-axis pointing in the direction of travel of the ship 12 and running parallel to the longitudinal axis 30 of the hull and a y-axis or transverse axis 34 running at right angles to this.
  • a vertical axis H runs through the intersection of the x-axis and the y-axis of the rectangular coordinate system 32 and perpendicular to the x-axis and y-axis. If the hull 14 is not heeling, the vertical axis H (yaw axis) is aligned parallel to the weight force F G.
  • the pivot axis S coincides here merely as an example with the vertical axis H of the coordinate system 32, so that the stabilization surface 16 protrudes practically horizontally from the fuselage 14. Deviating from this, the pivot axis S can be arranged inclined in relation to the vertical axis H of the coordinate system 32 by an angle of more than 0° and in this case up to 45° (cf. Figure 1a ).
  • the pivoting movements of the stabilization surface 16 take place about the pivot axis S, while the rotational movements superimposed on the pivoting movements or the changes in an angle of attack ⁇ of the stabilization surface 16 take place about the axis of rotation D.
  • the axis of rotation D of the stabilization surface 16 only coincides with the y-axis of the coordinate system 32 in the central position illustrated here.
  • the axis of rotation D runs parallel to a leading edge 40 and a trailing edge 42 of the stabilization surface 16. Deviating from this, a non-parallel course of the axis of rotation D in relation to the leading edge 40 and / or to the trailing edge 42 of the stabilization surface 16 is also possible and technically advantageous in individual cases .
  • a radius of curvature Ri of the leading edge 40 is dimensioned to be significantly larger than a radius of curvature R 2 of the trailing edge 42.
  • the stabilization surface 16 can also be connected to the output pin 20 at an angle ⁇ , not shown, of, for example, ⁇ 15° or more.
  • the stabilization surface 16 can be pivoted into the middle position 48 illustrated here, in which the pivot angle ⁇ is approximately 90°, so that the stabilization surface 16 protrudes practically at right angles from the hull 14 of the ship 12.
  • the stabilization surface 16 can be rotated about its axis of rotation D by an angle of attack ⁇ in a range of approximately ⁇ 60°.
  • the stabilization surface 16 when the stabilization device 10 is activated, the stabilization surface 16 is preferably periodically pivoted about the pivot axis S by a (relative) pivot angle ⁇ in an angular range of up to ⁇ 60 ° in relation to the central position 48 shown here and at a speed that is not too high and at the same time about the Axis of rotation D rotates about the angle of attack ⁇ in an angular interval of up to ⁇ 60 ° with respect to the horizontal in the form of the xy plane of the coordinate system 32 or a waterline, not shown, of the hull 14 of the ship 12.
  • the (absolute) angle ⁇ Based on the rest position of the stabilization surface 16, which is completely folded into the receiving pocket 50, the (absolute) angle ⁇ is between 30° and 150° (see esp.
  • the positioning device 18 is controlled with the aid of a powerful control and/or regulating device (not shown), taking into account measured values of a complex sensor system for detecting, in particular, rolling, pitching and yaw movements as well as the speed v of the ship 12 in the water 26 in real time.
  • a particularly efficient and effective damping of undesirable rolling movements of the ship 12 about the longitudinal axis 30 of the hull is possible.
  • hydromechanical forces caused by the stabilization surface 16 are used, whereby the rotation and pivoting movements of the stabilization surface 16 can be used alternatively, one after the other or coordinated in time.
  • the stabilization device 10 can therefore basically be used at a speed v of zero and at a speed v of the ship 12 greater than zero.
  • the pivoting movement of the stabilizing surface 16 about the pivoting angle ⁇ and the rotational movement of the stabilizing surface 16 about the axis of rotation D are superimposed on each other in a suitable manner in time.
  • the stabilization surface 16 can ideally be completely accommodated in order to reduce the flow resistance of the fuselage 14 and avoid turbulence, with a pivot angle ⁇ between the axis of rotation D and the longitudinal axis of the fuselage 30 being approximately 0° (see in particular Fig. 2 ).
  • the stabilization surface 16 also has a first square recess 54 in the area of the root 22 on the leading edge side and a second square recess 56 on the trailing edge side.
  • the two recesses 54, 56 prevent, among other things, a collision of the stabilization surface 16 with the hull 14 of the ship 12 when pivoting the stabilization surface 16 is avoided.
  • first inflow body 60 is provided at least in the area of the first recess 54 of the stabilization surface 16 - as indicated here in the drawing with a dotted black line - there is a flow edge-side.
  • the first inflow body 60 is located at different distances outside the hull 14 of the ship 12 depending on the pivot angle ⁇ .
  • the inflow body 60 is oriented essentially parallel to the longitudinal axis of the fuselage 30, that is to say the inflow body 60 essentially does not or at least not completely follows the rotational movements of the stabilizing surface 16 about the axis of rotation D caused by the positioning device 18.
  • a cross-sectional geometry of the inflow body 60 preferably corresponds to the cross-sectional geometry of the leading edge 40 in the area of the root 22 of the stabilization surface 16.
  • the inflow body 60 primarily serves to optimize the hydrodynamic properties of the stabilization surface 16 in the further swung-out state.
  • a second inflow body 62 on the trailing edge side can also be provided in the area of the second recess 56 of the stabilization surface 16, at least in some areas.
  • the first inflow body 60 adjoins a first fuselage-side narrow side 64 of the stabilization surface 16 without a gap and the optional second inflow body 62 also ideally adjoins a second fuselage-side narrow side 66 of the stabilization surface 16 without any gaps.
  • the Figure 1a shows a simplified cross-sectional view of the stabilization surface with an inclined pivot axis.
  • the coordinate system 32 includes the y-axis or the transverse axis 34, the x-axis running parallel to the longitudinal axis of the hull and the vertical axis H.
  • the vertical axis H runs approximately parallel to the weight force F G when the hull 14 of the ship 12 is not heeling.
  • the stabilization device 10 with the hydraulic positioning device 18 is arranged in the receiving pocket 50 of the hull 14 of the ship 12.
  • the stabilizing surface 16 is attached to the output pin 20 of the positioning device 18.
  • the stabilization surface 16 located under water 26 can be pivoted about the pivot axis S and rotated about the axis of rotation D by means of the positioning device 18.
  • the pivot axis S is arranged inclined by an angle of inclination ⁇ of 45° in relation to the vertical axis H, merely as an example.
  • the Figure 2 illustrates a top view of the stabilization surface in a rest position.
  • the stabilization surface 16 of the stabilization device 10 is almost completely received or pivoted into the receiving pocket 50 of the hull 14 of the ship 12 by means of the positioning device 18.
  • the pivot angle ⁇ of the stabilization surface about the pivot axis S of the coordinate system 32 is therefore approximately 0°, so that the rotation axis D of the stabilization surface 16 and the x-axis of the coordinate system 32 coincide.
  • the Figure 3 shows a top view of the stabilization surface in a rear position.
  • the stabilization surface 16 of the stabilization device 10 has assumed a pivot angle ⁇ of approximately 135 ° in relation to the x-axis of the coordinate system 32 and the axis of rotation D by appropriately moving the positioning device 18.
  • the second hull-side narrow side 66 of the stabilization surface 16 almost touches the hull 14 of the ship 12, so that further pivoting of the stabilization surface 16 in this direction is no longer indicated.
  • the first inflow body 60 prevents the water 26 from directly flowing against the first hull-side narrow side 64 of the stabilization surface 16 and parts of the drive pin 20, thus reducing the flow resistance of the stabilization device 10.
  • the stabilization surface 16 can, for example, periodically move between the rear layer 70, symbolized by a black solid line, and a front one - illustrated with a dashed outline representation of the stabilization surface 16 (bow-side) position 72 periodically swing back and forth, with the stabilization device 10 simultaneously performing superimposed rotational movements about the axis of rotation D in order to vary the angle of attack of the stabilization surface 16 in the water 26.
  • the pivoting movement of the stabilization surface 16 of the stabilization device 10, shown here only as an example, essentially corresponds, viewed in isolation, to a pivot angle ⁇ of ⁇ 45° in relation to the y-axis of the coordinate system 32 (transverse axis) or the central position of the stabilization surface 16 of Fig 2 .
  • pivot angles ⁇ of up to ⁇ 60° in relation to the y-axis of the coordinate system 32 or the central position of the stabilization surface 16 are possible using the positioning device 18.
  • the Figure 4 shows a perspective view of the stabilization surface in the middle position according to Fig. 1 with a negative angle of attack.
  • the hull 14 of the ship 12 with the hull longitudinal axis 30 in turn moves at the speed v through the surrounding water 26.
  • the stabilization surface 16 of the stabilization device 10 is swung out of the receiving pocket 50 of the hull 14 into the middle position by means of the positioning device 18 (see esp . Fig. 1 ), so that the pivot angle of the stabilization surface 16 about the pivot axis S, not shown here, is approximately 90 °.
  • the radius Ri of the leading edge 40 is dimensioned to be significantly larger than the radius R 2 of the trailing edge 42 of the stabilizing surface 16 in order to form the drop-shaped leading edge 44 in sections.
  • the axis of rotation D runs approximately parallel between the leading edge 40 and the trailing edge 42.
  • a horizontal 80 or one Horizontal runs parallel to the longitudinal axis 30 of the hull 14 of the ship 12 or approximately parallel to the waterline, not shown, of the ship 12 or the water surface or the xy plane of the coordinate system 32 Figures 1 to 3 .
  • the axis of rotation D again runs parallel to the leading edge 40 and the trailing edge 42 of the stabilization surface 16 and defines a center plane 82 of the stabilization surface 16.
  • the stabilization surface 16 In the illustrated position of the stabilization surface 16, it is rotated by a negative angle of attack - ⁇ or in a counterclockwise direction around the axis of rotation D, so that, among other things, a hydromechanical force F H acts on the stabilization surface 16, which is essentially opposite to the pivot axis S or . is oriented in the direction of the weight force F G.
  • the hydromechanical force F H generates a corresponding torque about the longitudinal axis 30 of the hull in order to compensate as much as possible for rolling movements of the hull 14 of the ship 12 with the help of the stabilization surface 16.
  • the angle of attack - ⁇ exists between the center plane 82 of the stabilization surface 16 and the horizontal 80.
  • the inflow body 60 is located almost completely within the receiving pocket 50 and is oriented essentially parallel to the fuselage longitudinal axis 30, that is to say the inflow body 60 essentially does not follow the rotational movements of the stabilization surface 16 about the axis of rotation D until the angle of attack - ⁇ is reached.
  • the Figure 5 illustrates a perspective view of the stabilization surface in the rear Location of Fig. 3 with a positive angle of attack.
  • the ship 12 with the stabilization device 10 integrated into the hull 14 in turn moves at the speed v in the direction of the arrow 24 through the surrounding water 26.
  • the stabilization surface 16 is pivoted about the pivot axis S by the pivot angle, which is also not shown here, so that it the maximum possible rear position without direct mechanical contact with the fuselage 14 Fig. 3 has taken.
  • a cross-sectional geometry 84 of the first inflow body 60 corresponds at least in a transition zone 86 to the stabilization surface 16 with a cross-sectional geometry 88 of the stabilization surface 16 in this area.
  • the flow resistance of the stabilization surface 16 in the water 26 can be significantly reduced at least at an angle of attack ⁇ of the stabilization surface 16 close to 0°, that is to say when the stabilization surface 16 is essentially horizontally aligned.
  • the inflow body 60 is here almost completely pivoted out of the receiving pocket 50 of the fuselage 14, with the inflow body 60 being oriented unchanged to the longitudinal axis 30 of the fuselage.
  • the stabilization surface 16 is rotated by a positive angle of attack of + ⁇ about the axis of rotation D or clockwise, that is to say the angle of attack + ⁇ exists between the center plane 82 of the stabilization surface 16 and the horizontal 80. Due to the now positive angle of attack + ⁇ , a hydromechanical force F H directed in the direction of the pivot axis S or against the weight force F G acts on the stabilization surface 16, among other things.
  • the hydromechanical force F H leads to a corresponding (tilting) torque about the longitudinal hull axis 30 of the ship 12, which serves to compensate as much as possible for the undesirable rolling movements of the hull 14 of the ship 12 about the hull longitudinal axis 30.
  • angles of attack ⁇ of the stabilization surface 16 can be represented in a range of up to ⁇ 60° and simultaneously superimposed pivot angles about the pivot axis S in a range of up to ⁇ 60°.
  • the at least one stabilization surface 16 is, for example, starting from the middle layer 48 Figure 1 periodically pivoted around the pivot axis S, which runs essentially parallel to the weight force F G or gravity when the hull 14 of the ship 12 is not heeling, by the pivot angle ⁇ .
  • This pivoting movement is superimposed on a twisting movement of the stabilizing surface 16 about the axis of rotation D, which runs parallel to the leading edge 40 and/or the trailing edge 42 of the stabilizing surface 16, by the angle of attack ⁇ of up to ⁇ 60°, in such a way that the stabilizing surface always moves under water 26 16 caused hydrodynamic forces F H cause an effective damping of the rolling movements of the watercraft.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Measurement Of Velocity Or Position Using Acoustic Or Ultrasonic Waves (AREA)

Claims (9)

  1. Dispositif de stabilisation actif (10) pour l'amortissement prioritaire de mouvements de roulis d'un navire (12), avec au moins un appareil de positionnement (18) avec un tourillon de sortie (20) et avec une surface de stabilisation (16) fixée au tourillon de sortie (20) dans la zone de sa racine (22), la surface de stabilisation (16) présentant un bord d'attaque (40) et un bord de fuite (42) et la surface de stabilisation (16) étant agencée sous l'eau (26), la surface de stabilisation (16) pouvant être pivotée autour d'un axe de pivotement (S) d'un angle de pivotement (β) au moyen de l'appareil de positionnement (18) et pouvant en même temps être tournée autour d'un axe de rotation (D), un premier évidement (54) du côté du bord d'attaque et un deuxième évidement (56) du côté du bord de fuite étant prévus à l'intérieur de la surface de stabilisation (16) dans la zone de la racine (22) de la surface de stabilisation (16),
    caractérisé en ce que
    dans la zone du premier évidement (54) est agencé un corps d'attaque (60) qui ne tourne pas, du côté du bord d'écoulement, qui se raccorde sans fente à un premier petit côté (64) côté coque de la surface de stabilisation (16) et qui se trouve au moins partiellement à l'extérieur de la coque (14) en fonction de l'angle de pivotement (β),
    et en ce que le deuxième évidement (56) du côté du bord de fuite évite entre autres une collision de la surface de stabilisation (16) avec une coque (14) du navire (12) lors du pivotement de la surface de stabilisation (16).
  2. Dispositif de stabilisation (10) selon la revendication 1, caractérisé en ce que la surface de stabilisation (16) peut être tournée d'un angle d'inclinaison (γ) de jusqu'à ±60° autour de l'axe de rotation (D).
  3. Dispositif de stabilisation (10) selon la revendication 1 ou 2, caractérisé en ce qu'un rayon de courbure (R1) du bord d'attaque (40) de la surface de stabilisation (16) pour créer un nez d'attaque (44) est supérieur à un rayon de courbure (R2) du bord de fuite (42) .
  4. Dispositif de stabilisation (10) selon l'une quelconque des revendications précédentes, caractérisé en ce que le corps d'attaque (60) du côté du bord d'écoulement est orienté essentiellement parallèlement à l'axe longitudinal de la coque (30).
  5. Dispositif de stabilisation (10) selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une géométrie de section transversale (84) du corps d'attaque (60) du côté du bord d'écoulement correspond essentiellement à une géométrie de section transversale (88) de la surface de stabilisation (16) dans la zone du bord d'attaque (40) proche de la coque.
  6. Dispositif de stabilisation (10) selon l'une quelconque des revendications précédentes, caractérisé en ce que la coque (14) de l'embarcation flottante présente au moins une poche de réception (50) pour recevoir de préférence entièrement une surface de stabilisation (16) associée.
  7. Procédé d'exploitation d'un dispositif de stabilisation actif (10) selon l'une quelconque des revendications 1 à 6, pour l'amortissement prioritaire de mouvements de roulis d'un navire (12) qui ne se déplace essentiellement pas dans l'eau, comprenant les étapes suivantes :
    a) le pivotement périodique de l'au moins une surface de stabilisation (16) autour d'un axe de pivotement (S) d'un angle de pivotement (β), et
    b) la rotation de la surface de stabilisation (16) autour d'un axe de rotation (D), superposée au pivotement de l'au moins une surface de stabilisation (16), de telle sorte que les forces hydromécaniques (FH) provoquées par la surface de stabilisation (16) se déplaçant sous l'eau (26) provoquent un amortissement efficace des mouvements de roulis du navire.
  8. Procédé selon la revendication 8, caractérisé en ce que l'angle de pivotement (β) de l'au moins une surface de stabilisation (16) autour de l'axe de pivotement (S) se situe entre 30° et 150° lorsque le dispositif de stabilisation (10) est activé.
  9. Procédé selon la revendication 7 ou 8, caractérisé en ce que la surface de stabilisation (16) est tournée autour de l'axe de rotation (D) d'un angle d'inclinaison (γ) de jusqu'à ±60°.
EP20154090.3A 2019-02-06 2020-01-28 Dispositif actif de stabilisation et procédé Active EP3693262B1 (fr)

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DE102019201505.0A DE102019201505A1 (de) 2019-02-06 2019-02-06 Aktive Stabilisierungsvorrichtung sowie Verfahren

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EP3693262A1 EP3693262A1 (fr) 2020-08-12
EP3693262B1 true EP3693262B1 (fr) 2024-03-20

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US (1) US11052979B2 (fr)
EP (1) EP3693262B1 (fr)
JP (1) JP7486969B2 (fr)
KR (1) KR20200097213A (fr)
CN (1) CN111532388A (fr)
AU (1) AU2020200724A1 (fr)
DE (1) DE102019201505A1 (fr)

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DE102019217746A1 (de) * 2019-11-18 2021-05-20 Skf Marine Gmbh Flossenstabilisator
CN112224353B (zh) * 2020-10-29 2021-12-10 广船国际有限公司 一种减摇鳍盖板及船舶
CN113104167B (zh) * 2021-04-20 2022-06-14 江南造船(集团)有限责任公司 一种浮船坞防横摇装置

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CN111532388A (zh) 2020-08-14
KR20200097213A (ko) 2020-08-18
DE102019201505A1 (de) 2020-08-06
US20200247509A1 (en) 2020-08-06
EP3693262A1 (fr) 2020-08-12
JP2020128202A (ja) 2020-08-27
AU2020200724A1 (en) 2020-08-20
US11052979B2 (en) 2021-07-06

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