EP3822160A1 - Stabilisateur d'ailettes - Google Patents

Stabilisateur d'ailettes Download PDF

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Publication number
EP3822160A1
EP3822160A1 EP20206914.2A EP20206914A EP3822160A1 EP 3822160 A1 EP3822160 A1 EP 3822160A1 EP 20206914 A EP20206914 A EP 20206914A EP 3822160 A1 EP3822160 A1 EP 3822160A1
Authority
EP
European Patent Office
Prior art keywords
fin
ship
shaft
stabilizer
edge
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
EP20206914.2A
Other languages
German (de)
English (en)
Other versions
EP3822160B1 (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 EP3822160A1 publication Critical patent/EP3822160A1/fr
Application granted granted Critical
Publication of EP3822160B1 publication Critical patent/EP3822160B1/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 aforementioned object is achieved in that the fin shaft axis starts from an inner edge of the fin and an imaginary extension of the fin shaft axis emerges at an exit point from a leading edge of the fin, a distance of the exit point from an outer edge of the fin based on a total length of the leading edge of the Fin is between 0% and 75%.
  • the distance is particularly preferably in a range between 0% and 25% or between 35% and 75% based on the total length of the leading edge of the fin.
  • an approximately parallelogram-shaped fin results, while the fin at 75% has a geometry that corresponds to that of an oblique trapezoid.
  • zero speed or zero travel defines that the non-propelled ship does not make any active travel through the water, nevertheless can drift over the ground with any current in the water.
  • the distance is preferably in a range between 0% and 25% or between 35% and 75%, in each case based on the total length of the leading edge of the fin.
  • a pivot angle of the fin from the rest position to the operating position is preferably greater than 90 °. This ensures that the fin can be pivoted completely out of the fin case.
  • 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.
  • damage to the fin when driving through ice is minimized.
  • a sweep of the fin in the direction of travel is preferably up to 60 °. This allows the space for the fin box to be minimized.
  • the fin shaft axis runs essentially perpendicular to the longitudinal axis of the ship in the operating position. Because of this, the forces acting on the fin for roll damping can be optimally transferred to the ship's structure.
  • the fin shaft axis in the operating position runs essentially at an angle of less than 90 degrees to the longitudinal axis of the ship.
  • the fin shaft axis is set in the direction of travel of the ship. Because of this, the forces acting on the fin for roll damping not only cause a torque to be supported on the pivoting device but are reduced by axial forces or shear forces that are transmitted along the fin shaft to the swivel device.
  • 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. This results in a further scope for design with regard to the geometry of the polygonal fin.
  • a fin stabilizer 10 for roll stabilization of a ship 12 only hinted at while driving through water 14, at anchor or at zero speed includes, among other things, a fin shaft 18 designed 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 of the fin 24 in the incoming 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 during normal (forward) travel thus moves through the water against the direction of flow of the oncoming water 14, which is illustrated with an arrow 36 14.
  • the fin stabilizer 10 has a swivel device 40 with a massive swivel column 42 for 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, for swiveling the fin 24 out and in into an operating position outside and in into a rest position within an associated fin case 50 which is integrated into the hull 28 of the ship 12.
  • the pivot axis 46 runs essentially perpendicular to a preferably planar fin case base 52.
  • the rest position shown in the rest position of the fin stabilizer 10 closes the fin 24 on the outside essentially flush with a fin box opening 54 within the hull 28 of the ship 12, that is to say the fin 24 is practically completely received in the fin box 50.
  • a significant increase in the flow resistance of the ship 12 when traveling through the water 14 is thus avoided.
  • damage to the fin 24 in the event of the ship 12 traveling through ice is avoided.
  • 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 which essentially corresponds to that of an elongated polygon 70.
  • the polygon 70 is designed here merely by way of example as a general square 72 with four edges and four corners, which are not designated for the sake of better graphical representation.
  • the fin shaft axis 26 of the fin 24 can be pivoted about the pivot axis 46 by a pivot angle ⁇ of preferably greater than 90 ° with the aid of an electro-hydraulic pivoting device 40, for example.
  • the Figure 2 illustrates a schematic top view of the fin stabilizer in an operating position.
  • the hull 28 of the ship 12 with the bow 32 and the stern 34 moves analogously to the illustration of FIG Figure 1 contrary to the direction of arrow 36 through the water 14, that is, in the normal (forward) direction of travel F or is flowed against by the water 14 in the direction of the arrow 36.
  • the hull 28 of the ship 12 has the hull skin 30 which is essentially flush with the fin case opening 54.
  • the pivoting device 40 with the pivot column 42 and with its pivot axis 46 oriented essentially vertically and at right angles to the ship's longitudinal axis 44 is positioned inside the empty fin case 50 of the fin stabilizer 10 and essentially perpendicular to its fin case base 52.
  • the fin shaft 18 designed as a fin shaft 20 runs.
  • the drive device 22 which can be adjusted independently of the pivot device 40, the fin shaft 20, which forms the fin shaft 20, and thus the fin 24 is about the fin shaft axis 26 around one
  • the angle of incidence ⁇ can be rotated in relation to the plane of the drawing or to the horizontally flowing water 14.
  • the angle of incidence ⁇ is preferably in a range between -60 ° and + 60 °.
  • a sweep ⁇ of the fin 24 in the normal (forward) direction of travel F of the ship 12 through the water 14 can be up to 60 °.
  • the fin 24 is pivoted out of the fin case 52 by means of the pivoting device 40 by a pivot angle ⁇ of approximately 105 ° from the rest position completely accommodated in the fin case 50.
  • the fin shaft axis 26 thus runs approximately at right angles to the ship's longitudinal axis 44 or to the hull skin 30.
  • the polygonal fin 24 here has an inner edge 80, a front edge 82 against which the water 14 flows, an outer edge 84 and a rear edge 86.
  • the inner edge 80 runs almost parallel and largely without gaps to the hull skin 30 of the ship 12 and the outer edge 84 for its part runs essentially parallel to the inner edge 80.
  • the arrow ⁇ is preferably provided on the front edge 82 of the fin 24, but can alternatively or additionally also be formed on the rear edge 86 of the fin 24.
  • An imaginary extension 92 of the fin shaft axis 26 intersects the front edge 82 at a first exit point P, the distance A of which from the outer edge 86 is approximately 33% - based on a total length L of the straight leading edge 82 of the fin 24 - lies.
  • a second exit point P ' is at 0%, which results in a first alternative fin 100 which has an approximately parallelogram-shaped geometry.
  • a third exit point P ′′ is 70%, as a result of which a second alternative fin 102 with an approximately triangular circumferential geometry can be realized.
  • a third alternative fin 104 results, which has an approximately trapezoidal circumferential geometry.
  • the distance A is preferably either in a range between 0% and 25% or in an interval between 35% and 75% in each case based on the total length L of the leading edge 82 of the fin 24 and in each case including the range or interval limits.
  • At least the front edge 82 of the fin 24 can have at least one optional kink section 110 or kink, by means of which the front edge 82 is divided into a first section 112 close to the fuselage and a second section 114 remote from the fuselage.
  • the sum of the two sections 112, 114 here corresponds to a length L ′ of the bent front edge 82 of the fin 24 which is slightly greater than the length L.
  • the inner edge 80 and / or the outer edge 84 and / or the rear edge 86 of the fin 24 can likewise have at least one kink section (not shown). The same applies to each of the alternative fins 100, 102, 104 or fin shapes, which are shown only by way of example.

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)
  • Vehicle Body Suspensions (AREA)
EP20206914.2A 2019-11-18 2020-11-11 Stabilisateur d'ailettes Active EP3822160B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102019217749.2A DE102019217749A1 (de) 2019-11-18 2019-11-18 Flossenstabilisator

Publications (2)

Publication Number Publication Date
EP3822160A1 true EP3822160A1 (fr) 2021-05-19
EP3822160B1 EP3822160B1 (fr) 2024-02-07

Family

ID=73343902

Family Applications (1)

Application Number Title Priority Date Filing Date
EP20206914.2A Active EP3822160B1 (fr) 2019-11-18 2020-11-11 Stabilisateur d'ailettes

Country Status (2)

Country Link
EP (1) EP3822160B1 (fr)
DE (1) DE102019217749A1 (fr)

Citations (1)

* 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

Patent Citations (1)

* 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

Also Published As

Publication number Publication date
DE102019217749A1 (de) 2021-05-20
EP3822160B1 (fr) 2024-02-07

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