EP3822159A1 - Stabilisateur d'ailettes - Google Patents

Stabilisateur d'ailettes Download PDF

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Publication number
EP3822159A1
EP3822159A1 EP20206908.4A EP20206908A EP3822159A1 EP 3822159 A1 EP3822159 A1 EP 3822159A1 EP 20206908 A EP20206908 A EP 20206908A EP 3822159 A1 EP3822159 A1 EP 3822159A1
Authority
EP
European Patent Office
Prior art keywords
fin
ship
shaft
stabilizer
axis
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.)
Granted
Application number
EP20206908.4A
Other languages
German (de)
English (en)
Other versions
EP3822159B1 (fr
Inventor
Holger Spardel
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.)
SKF Marine GmbH
Original Assignee
SKF Marine GmbH
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 SKF Marine GmbH filed Critical SKF Marine GmbH
Publication of EP3822159A1 publication Critical patent/EP3822159A1/fr
Application granted granted Critical
Publication of EP3822159B1 publication Critical patent/EP3822159B1/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
    • 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
    • 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
    • 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
    • B63B2039/068—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 having a variable cross section, e.g. a variable camber

Definitions

  • the invention relates to a fin stabilizer for the roll stabilization of a ship in motion, at anchor or at zero speed with a flipper shaft which also forms a fin shaft with a drive device for rotating a fin around a fin shaft axis to change the angle of the fin in the water and with a swivel device with a swivel column for an angular movement of the fin and fin shaft around a pivot axis running essentially vertically and at right angles to a ship's longitudinal axis for pivoting the fin out and in into an operating position outside and into a rest position inside an associated fin case inside the ship, the fin being in the shape of an elongated polygon having.
  • Fin stabilizers for passenger ships, larger yachts, floating pontoons and the like are known in a wide range of variations from the prior art.
  • Square fin shapes are generally used here.
  • the aim is to position the fin shaft as close as possible to the front fin edge.
  • the device comprises, inter alia, a drive device for rotating a fin around the axis of the fin shaft in order to change the angle of attack of the fin in relation to the horizontal.
  • the fin has the shape of an elongated square with short and long sides.
  • a pivoting device for an angular movement of the fin and fin shaft around an essentially vertical and right-angled movement to the longitudinal direction of the ship
  • the pivot axis of a pivot column is provided for pivoting the fin in and out into an operating position outside and into a rest position in an associated fin pocket inside the ship.
  • the fin is oriented with its short side facing the ship's outside in the operating position approximately parallel to the ship's outer skin and the long sides of the fin have a sweep angled backwards in the direction of travel or in the direction of a stern of the ship.
  • the fin shaft axis is located in an area of 10 to 30% of a mean chord length of the fin with a central span, the pivoting movement of the pivoting column from the operating position to the rest position according to the arrow being greater than 90 ° to accommodate the fin in the fin pocket.
  • One object of the invention is to provide a fin stabilizer for a watercraft which enables an improved stabilizing effect with respect to rolling movements of a ship while moving, at anchor or at zero speed.
  • the fin shaft axis is employed in an operating position in one direction of travel of the ship.
  • the fin shaft axis is pivoted about the pivot axis, for example, by a pivot angle less than or equal to 90 °.
  • the fin is preferably positioned in the direction of travel of the ship, that is to say on the bow side or in the direction of a bow of the ship, or leads the hull of the ship due to the lead angle.
  • zero speed or zero travel defines that the non-propelled ship does not make any active travel through the water, although it can drift along with any current in the water above the ground.
  • the fin shaft axis In a first operating position, the fin shaft axis is positioned forward in the direction of travel.
  • the advantage here is that forces acting from the bow side on the fin, thrust forces along the shaft axis can be transferred to the swivel device, since the shaft axis is positioned to the front. The torque acting on the fin and the pivoting device is thus reduced by these thrust forces.
  • the fin shaft axis In a second operating position, the fin shaft axis is not set forward.
  • a lead angle of the fin shaft axis in the first operating position in the direction of travel is preferably between 60 ° and 90 °.
  • the fin shaft axis In the second operating position, the fin shaft axis is oriented essentially perpendicularly or even backwards to the direction of travel.
  • the fin can preferably be adjusted between the rest position and the first and second operating positions depending on the driving situation.
  • the fin can be operated in the first operating position while driving. While driving, the fin shaft axis is usually rotated by a smaller angular range to set the angle of attack ⁇ in relation to the inflowing water of the fin than in the mooring operation, in which the angular range of the angle of attack ⁇ is larger to enable paddling.
  • the fin In the first operating position, the fin cannot yet be fully swung out of the fin case, so that a ship-side area of the leading edge remains in the fin case in the area of the fin root, without the required angular range of the angle of attack ⁇ being restricted.
  • the fin is rotated in an angular range for roll stabilization without the part of the leading edge located in the fin case hitting it.
  • operating situations can also arise in which it can be useful to operate the fin in the second operating position while driving, i.e. fully pivoted out and operate it in the first operating position in front-anchor operation. This can be particularly useful if there is no longer any fin area in the fin case in the first operating position and the angle of attack ⁇ is therefore not restricted by the opening of the fin case.
  • the front edge of the fin can be pivoted backwards in the direction of travel, which can bring about a lower flow resistance, especially when driving fast.
  • the operating position of the fin can advantageously be changed and operated between the first operating position and the second operating position depending on the operating situation.
  • a rear outer fin tip can be located in the first operating position at a greater distance from the fuselage outer skin than a front outer fin tip.
  • the rear fin tip is more or less further out than the front fin tip.
  • the rear outer fin tip can be located at a greater distance from the fuselage outer skin in the first operating position than in the second operating position.
  • the fin is essentially flush with a hull of the ship in the rest position.
  • the flow resistance can be minimized when the ship is in motion.
  • a distance between the fin shaft axis and a leading edge in the area of a central tendon with a central span of the fin preferably corresponds to approximately 10% to 30% of a chord length. This results in a small distance between the fin shaft axis and the leading edge of the fin.
  • the span extends from an inner edge or a fin root to an outer edge or an outermost fin tip.
  • a sweep of the fin in the direction of travel is up to 30 °. This makes it possible to reduce the size of the fin box due to the resulting geometry.
  • an inner edge and / or the front edge and / or an outer edge and / or a rear edge of the fin have at least one kinked section.
  • a fin stabilizer 10 for the roll stabilization of a merely hinted at ship 12 in motion through water 14, at anchor or at zero speed includes, among other things, a flipper shaft 18 as a fin shaft 20 with a drive device 22 for rotating a fin 24 about a fin shaft axis 26 or a longitudinal center axis of the shaft 18 for changing an angle of attack in the water 14 (cf. Fig. 2 ; Reference symbol ⁇ ).
  • the ship 12 has a hull 28 with a hull skin 30, a bow 32 and a stern 34 and thus moves counter to the direction of the arrow 36 through the water 14, that is, from left to right within the plane of the drawing in a direction of travel F .
  • the fin stabilizer 10 has a swivel device 40 with a swivel column 42 for an angular movement of the fin 24 and fin shaft 20 about a swivel axis 46, which runs essentially vertically and at right angles to a ship's longitudinal axis 44 or approximately perpendicular to a fin box base 54, for swiveling out and in the fin 24 in an operating position outside and in a rest position in an associated fin case 52 inside the ship 12.
  • Fin stabilizer 10 closes the fin 24 essentially flush with the hull 28 of the ship 12, that is to say the fin 24 is completely received in the fin case 52 integrated within the hull 28.
  • Both the drive device 22 and the swivel device 40 are preferably implemented with high-torque electro-hydraulic drives.
  • the fin 24 has a circumferential geometry that corresponds to an elongated polygon 60.
  • the polygon 60 is configured here merely as an example as a square 62 with four edges and four corners, which are not designated for the sake of better graphic clarity.
  • the fin shaft axis 26 of the fin 24 can be pivoted about the pivot axis 46 by a pivot angle ⁇ , preferably less than or equal to 90 °, with the aid of the electro-hydraulic pivoting device 40.
  • the Figure 2 illustrates a schematic top view of the fin stabilizer in an operating position.
  • the ship 12 has the hull 28 with the hull skin 30 and moves against the direction of the arrow 36 through the water 14, that is, in the direction of travel F.
  • the pivoting device 40 Inside the fin case 52 of the fin stabilizer 10 is the pivoting device 40 with the pivoting column 42 and with their pivot axis 46, which is oriented essentially vertically and at right angles to the ship's longitudinal axis 44.
  • the fin-carrying shaft 18, designed as a fin shaft 20 runs approximately perpendicular to the pivot axis 46 and is equipped by means of the drive device 22, which can be adjusted independently of the pivoting device 40, to rotate the fin 24 about the fin shaft axis 26 by an angle of incidence ⁇ .
  • the fin 24 of the fin stabilizer 10 By means of the pivoting device 40, the fin 24 of the fin stabilizer 10, starting from the position shown in FIG Figure 1 Outlined rest position can be pivoted out of the fin case 52 by the pivot angle ⁇ of up to 90 ° until the in Figure 2 illustrated operating position of the fin 24 is reached.
  • the pivoting movement of the fin 24 takes place around the pivot axis 46 of the pivot column 42 with the help of the pivot device 40.
  • the fin 24 is with the help of the drive device 22 around the fin shaft axis 26 by the angle of incidence ⁇ in relation to the inflowing water 14 or here through the plane of the drawing represented horizontal plane rotatable.
  • a lead angle ⁇ of the fin shaft axis 26 of the fin 24 about the pivot axis 46 of the pivot column 42 in the operating position of the fin stabilizer 10 in the direction of travel F of the ship 12 through the water 14 is at least 60 ° and at most 90 °.
  • the lead angle ⁇ lies between the fin shaft axis 26 and the hull skin 30 of the hull 28 of the ship 12.
  • a so-called sweep ⁇ of the fin 24 is up to 30 ° in the direction of travel.
  • the fin 24 with a circumferential geometry that corresponds to a polygon 60 has the special shape of a quadrilateral 62 with an inner edge 70 running approximately parallel to the hull 28, a leading edge 72 against which the water 14 flows, and an approximately parallel to the inner edge 70 Outer edge 74 and a rear edge 76 for optimal outflow of the water 14.
  • the arrow ⁇ is preferably provided on the front edge 72 of the fin 24, but can alternatively or additionally also be formed on the rear edge 76 of the fin 24. In the exemplary embodiment shown here, the arrow ⁇ is plotted between the front edge and an angular line which extends from a tip of a gusset 90, which will be explained below, perpendicular to the inner edge 70 of the fin 24.
  • the inner edge 70 of the fin 24 here has an optional kink section 78 in the area of the fin shaft axis 26.
  • the kink section 78 of the inner edge 70 divides it into a first section 80 directed towards the bow 32 of the ship 12 and a second section 82 directed towards the stern 34 of the ship 12.
  • the front edge 72 can also have an optional kinked section 84, by which the front edge 72 is then divided into a first section 86 close to the fuselage and a second section 88 away from the fuselage, the two sections 86, 88 of the front edge 72 preferably each being separate are straight.
  • At least the inner edge 70 of the fin 24 is designed in a straight line, so that the aforementioned gusset 90, indicated by a dotted line, results.
  • a fin box opening 92 within the body 28 at least in the area of the gusset 90 so that the fin 24 during the variation their angle of attack ⁇ is sufficiently wide.
  • a distance A of the fin shaft axis 26 from the leading edge 72 in the area of a central tendon 94, plotted perpendicular to the fin shaft axis 26, at the level of the so-called central span of the fin 24 preferably corresponds to about 10% to 30% of a chord length L of this central tendon 94 of the fin 24.

Landscapes

  • 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)
EP20206908.4A 2019-11-18 2020-11-11 Stabilisateur d'ailettes Active EP3822159B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102019217746.8A DE102019217746A1 (de) 2019-11-18 2019-11-18 Flossenstabilisator

Publications (2)

Publication Number Publication Date
EP3822159A1 true EP3822159A1 (fr) 2021-05-19
EP3822159B1 EP3822159B1 (fr) 2024-03-13

Family

ID=73343899

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20206908.4A Active EP3822159B1 (fr) 2019-11-18 2020-11-11 Stabilisateur d'ailettes

Country Status (2)

Country Link
EP (1) EP3822159B1 (fr)
DE (1) DE102019217746A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2565116B1 (fr) 2011-08-30 2014-04-23 Blohm + Voss Industries GmbH Dispositif de stabilisation de roulis
US20180057125A1 (en) * 2015-02-17 2018-03-01 Elisabeth Fournier Ship stabilizer system
EP3693262A1 (fr) * 2019-02-06 2020-08-12 SKF Marine GmbH Dispositif actif de stabilisation et procédé

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2565116B1 (fr) 2011-08-30 2014-04-23 Blohm + Voss Industries GmbH Dispositif de stabilisation de roulis
US20180057125A1 (en) * 2015-02-17 2018-03-01 Elisabeth Fournier Ship stabilizer system
EP3693262A1 (fr) * 2019-02-06 2020-08-12 SKF Marine GmbH Dispositif actif de stabilisation et procédé

Also Published As

Publication number Publication date
EP3822159B1 (fr) 2024-03-13
DE102019217746A1 (de) 2021-05-20

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