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EP3822159B1 - Stabilisateur d'ailettes - Google Patents

Stabilisateur d'ailettes Download PDF

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Publication number
EP3822159B1
EP3822159B1 EP20206908.4A EP20206908A EP3822159B1 EP 3822159 B1 EP3822159 B1 EP 3822159B1 EP 20206908 A EP20206908 A EP 20206908A EP 3822159 B1 EP3822159 B1 EP 3822159B1
Authority
EP
European Patent Office
Prior art keywords
fin
operating position
travel
stabilizer
vessel
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
EP20206908.4A
Other languages
German (de)
English (en)
Other versions
EP3822159A1 (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 according to claim 1.
  • a wide range of fin stabilizers for passenger ships, larger yachts, swimming pontoons and the like are known from the prior art.
  • Square fin shapes are generally used here.
  • the aim is to arrange the fin shaft as close as possible to the front edge of the fin.
  • the device includes, among other things, a drive device for rotating a fin about the axis of the fin shaft 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 about a pivot axis of a pivot column that runs essentially vertically and at right angles to the longitudinal direction of the ship for pivoting out and in the fin is provided in an operating position outside and in a rest position in an assigned fin pocket inside the ship.
  • the fin With its short side facing the outside of the ship, the fin is oriented approximately parallel to the ship's outer skin in the operating position and the long sides of the fin have an arrow that is angled backwards in the direction of travel or towards a stern of the ship.
  • the fin shaft axis is arranged in a range of 10 to 30% of an average chord length of the fin with a central span, the pivoting movement of the pivot column from the operating position to the rest position corresponding to the sweep being greater than 90 ° to accommodate the fin in the fin pocket.
  • the US 2018 / 057 125 A1 shows a fin that can be retracted into a fin box, the fin shaft axis of which is in an operating position in the direction of travel of the ship.
  • the fin is guided forwards and backwards through the water in the direction of the ship (movement around the pivot axis) and carries out waving movements around the fin shaft axis.
  • the EP 3 693 262 A1 shows a fin that can be pivoted for damping between a forward-oriented operating position and a backward-oriented operating position with overlapping weaving movements about its fin shaft axis.
  • An object of the invention is to provide a fin stabilizer for a watercraft which enables an improved stabilization effect against rolling movements of a ship in motion, at anchor or at zero speed.
  • the fin shaft axis is set in a first operating position in a direction of travel of the ship. In this operating position, the fin shaft axis is pivoted about the pivot axis, for example, by a pivot angle of less than 90°.
  • the stabilization effect is optimized.
  • the fin is in the direction of travel of the ship, that is to say on the bow side or in the direction of a
  • the bow of the ship is turned on or leads the hull of the ship due to the lead angle.
  • the term zero speed or zero travel defines that the unpowered ship does not actively travel through the water, although it can drift over the ground with any current in the water.
  • 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 of the fin has at least one kink section.
  • 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 can transmit thrust forces along the shaft axis to the pivoting device, since the shaft axis is positioned forward. The torque acting on the fin and the pivoting device is therefore reduced by these thrust forces.
  • the fin shaft axis In a second operating position, the fin shaft axis is not positioned forward.
  • an advance angle of the fin shaft axis in the first operating position in the direction of travel is between 60° and 90°.
  • the fin shaft axis In the second operating position, the fin shaft axis is essentially aligned vertically or even backwards to the direction of travel.
  • the fin can 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, to adjust the angle of attack ⁇ in relation to the water flowing towards the fin, the fin shaft axis is usually rotated by a smaller angular range than in pre-anchor operation, in which the angular range of the angle of attack ⁇ is larger to enable paddling operation.
  • the fin In the first operating position, the fin cannot yet be completely swiveled out of the fin box, so that in the area of the fin root, a ship-side area of the leading edge remains in the fin box, 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 box abutting it.
  • a rear outer fin tip in the first operating position can be at a greater distance from the outer skin of the fuselage than a front outer fin tip.
  • the rear fin tip is basically further out than the front fin tip.
  • the rear outer fin tip can be at a greater distance from the outer skin of the fuselage 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. This allows the flow resistance to be minimized when the ship is in motion. In addition, there is no risk of damage to the fin when driving through ice.
  • a distance of the fin shaft axis from a leading edge in the area of a central chord with a central span of the fin corresponds to approximately 10% to 30% of a chord length. This results in a small distance between the fin shaft axis and the front edge of the fin.
  • the span extends from one Inner edge or a fin root to an outer edge or an outermost fin tip.
  • the front edge and/or an outer edge and/or a rear edge of the fin have at least one bend section.
  • a structurally simple modification of the hydrodynamically effective surface of the fin is possible.
  • this allows for a flexible design of the circumferential geometries of the fin.
  • the Figure 1 shows a schematic top view of the fin stabilizer in a rest position.
  • the ship 12 has a hull 28 with a hull skin 30, a bow 32 and a stern 34 and, when traveling, moves through the water 14 counter to the direction of the arrow 36, that is from left to right within the plane of the drawing in a direction of travel F .
  • the fin stabilizer 10 has a pivoting device 40 with a pivoting column 42 for an angular movement of Fin 24 and fin shaft 20 about a pivot axis 46 running essentially vertically and at right angles to a ship's longitudinal axis 44 or approximately perpendicular to a fin box base 54 for pivoting the fin 24 out and in into an operating position outside and into a rest position in an associated fin box 52 inside Ship 12.
  • the fin 24 In the rest position of the fin stabilizer 10 shown here, the fin 24 is essentially flush with the hull 28 of the ship 12, that is to say the fin 24 is completely accommodated in the fin box 52 integrated within the hull 28.
  • an increase in the flow resistance of the ship 12 when traveling through the water 14 is largely avoided.
  • damage to the fin 24 is avoided if the ship 12 travels through ice.
  • Both the drive device 22 and the pivoting 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 designed here merely as an example as a square 62 with four edges and four corners that are not marked for the sake of better graphical 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 through the water 14 counter to the direction of the arrow 36, that is to say in the direction of travel F.
  • the swivel device 40 with the swivel 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 is adjustable independently of the pivot device 40, for rotating the fin 24 about the fin shaft axis 26 by an angle of attack ⁇ .
  • the fin 24 is with the help of the drive device 22 around the fin shaft axis 26 by the angle of attack ⁇ in relation to the incoming water 14 or here through the plane of the drawing represented horizontal plane rotatable.
  • An advance angle ⁇ of the fin shaft axis 26 of the fin 24 about the pivot axis 46 of the pivot column 42 is at least 60° and at most 90° in the operating position of the fin stabilizer 10 in the direction of travel F of the ship 12 through the water 14.
  • 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 here, merely by way of example, the special shape of a square 62 with an inner edge 70 running approximately parallel to the fuselage 28, a front edge 72 against which the water 14 flows, and a front edge 72 running approximately parallel to the inner edge 70 Outer edge 74 and a rear edge 76 for optimal drainage of the water 14.
  • the sweep ⁇ 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 sweep ⁇ is removed 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 a bend section 78 according to the invention in the area of the fin shaft axis 26.
  • the bend 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 pointing towards the stern 34 of the ship 12.
  • the front edge 72 can also have an optional bending section 84, through 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 self-contained are designed in a straight line.
  • a distance A of the fin shaft axis 26 from the front edge 72 in the area of a central chord 94, taken perpendicular to the fin shaft axis 26, at the level of the so-called central span of the fin 24, preferably corresponds to approximately 10% to 30% of a chord length L of this central chord 94 of the fin 24.

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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)

Claims (6)

  1. Stabilisateur d'aileron (10) pour stabiliser le roulis d'un navire (12) en marche, à l'ancre ou à vitesse nulle, avec un arbre porteur d'aileron (18) formant une tige d'aileron (20) avec un dispositif d'entraînement (22) pour faire tourner un aileron (24) autour d'un axe de tige d'aileron (26) pour modifier un angle d'inclinaison (δ) de l'aileron (24) dans l'eau (14) et avec un dispositif de pivotement (40) avec une colonne de pivotement (42) pour un mouvement angulaire de l'aileron (24) et de la tige d'aileron (20) autour d'un axe de pivotement (46) s'étendant essentiellement verticalement et à angle droit par rapport à un axe longitudinal de navire (44) pour le pivotement vers l'extérieur et vers l'intérieur de l'aileron (24) dans une position de fonctionnement à l'extérieur et dans une position de repos à l'intérieur d'un caisson d'aileron associé (52) à l'intérieur du navire (12), l'aileron (24) présentant la forme d'un polygone allongé (60) et un angle de flèche (γ) dans la direction de marche (F), l'angle de flèche (γ) de l'aileron (24) dans la direction de marche (F) étant de jusqu'à 30°, caractérisé en ce que l'axe de tige d'aileron (26) est placé dans une première position de fonctionnement dans une direction de marche (F) du navire (12), un bord intérieur (70) de l'aileron (24) présentant au moins une section de flexion (78), qui divise le bord intérieur (70) en une première section (80) orientée vers la proue (32) dans la première position de fonctionnement et une deuxième section (82) orientée en direction d'une poupe (34) du navire dans la première position de fonctionnement, la première section (80) étant agencée à l'extérieur du caisson d'aileron (52) dans la première position de fonctionnement.
  2. Stabilisateur d'aileron (10) selon la revendication 1, caractérisé en ce qu'un angle d'avance (β) de l'axe de tige d'aileron (26) dans la première position de fonctionnement dans la direction de marche (F) est compris entre 60° et 90°.
  3. Stabilisateur d'aileron (10) selon la revendication 1 ou 2, caractérisé en ce que, dans une deuxième position de fonctionnement, l'axe de tige d'aileron (26) est perpendiculaire ou orienté vers l'arrière par rapport à la direction de marche (F).
  4. Stabilisateur d'aileron (10) selon la revendication 1, 2 ou 3, caractérisé en ce que, dans la position de repos, l'aileron (24) est essentiellement en affleurement avec une coque (28) du navire (12).
  5. Stabilisateur d'aileron (10) selon l'une quelconque des revendications précédentes, caractérisé en ce qu'une distance (A) entre l'axe de tige d'aileron (26) et un bord avant (72) dans la zone d'une corde centrale (94) correspond à environ 10 % à 30 % d'une longueur de corde (L) à une envergure centrale (S) de l'aileron (24).
  6. Stabilisateur d'aileron (10) selon l'une quelconque des revendications précédentes, caractérisé en ce que le bord avant (72) et/ou un bord extérieur (74) et/ou un bord arrière (76) de l'aileron (24) présentent au moins une section de flexion (84).
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 EP3822159A1 (fr) 2021-05-19
EP3822159B1 true 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)

Family Cites Families (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
FR3032683B1 (fr) * 2015-02-17 2017-05-26 Elisabeth Fournier Systeme de stabilisation d'un navire
DE102019201505A1 (de) * 2019-02-06 2020-08-06 Skf Marine Gmbh Aktive Stabilisierungsvorrichtung sowie Verfahren

Also Published As

Publication number Publication date
EP3822159A1 (fr) 2021-05-19
DE102019217746A1 (de) 2021-05-20

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