Device for roll stabilization of a ship

Abstract

The invention relates to a device for roll stabilization of a ship under motion, anchoring or zero speed and / or for influencing the ship's heading, comprising a wing support shaft on which a guide wing is arranged, wherein the wing support shaft is drivable by a motor drive unit and the drive unit is arranged on the ship's hull by a base. According to the invention, the motor drive unit is configured with a synchronous motor, which drives the wing support shaft using a reduction eccentric gear. The device thereby has significantly reduced installation space requirements, causes only slight operating noise and is also optimally electronically adjustable.

Description

TECHNICAL FIELD

[0001] The invention relates to a device for roll stabilization of a watercraft during motion, while anchoring or at zero speed and / or for influencing the heading of a watercraft, comprising a wing support shaft on which a guide wing is arranged. Herein, the wing support shaft is drivable by a motor driven unit for changing the actual angle of attack of the guide wing in the water, which is arranged on the hull using a base. BACKGROUND

[0002] Wing stabilizers for passenger ships, larger yachts, pontoons, etc. are known from the prior art in a wide variety. Herein, the shape of a quadrilateral wing is generally used. For the quadrilateral wing type, it is sought to arrange the wing shaft as close as possible to the leading wing edge for optimizing the hydrodynamically effective wing surface for roll stabilization of the watercraft while anchoring or at zero speed.

[0003] An automatic anti-rolling stabilization system for a watercraft is known from EP 2 172 394 B9. The previously known system for roll motion stabilization of a watercraft while anchoring, comprises inter alia a stabilization wing which is rotatable about a shaft, which is connected transversely to a longitudinally extending portion of the hull of the watercraft. The stabilization wing has a hydrodynamic profile which, in operation, is impacted by the moving water flow relative to the hull to generate a hydrodynamic lift force. Furthermore, the system comprises an actuator assembly which is configured to influence the rotation of the stabilization wing about said shaft, wherein the actuator assembly is adjustable by means of an adjustment system in a manner dependent on a roll signal of the watercraft. The adjustment system comprises for this purpose a sensor device for generating the roll signal. For adjusting the angular position of the stabilization wing, the adjustment system is connected with an encoder. The adjustment system further comprises a microprocessor adjustment unit which is configured to process the roll signal provided by the sensor device. The control unit is used for controlling the electric motor. The actuator assembly comprises an electric motor which is connected to the stabilization wing by means of a planetary gear reduction transmission, wherein an input shaft of the reduction transmission is connected with an output shaft of the electric motor, and an output shaft of the reduction transmission is connected with the shaft supporting the stabilization wing, wherein the encoder is connected with the electric motor. SUMMARY

[0004] It is an object of the invention to specify a roll stabilization and / or heading influencing of a watercraft with optimal adjustability, reduced installation space requirement and reduced operating noise.

[0005] By means of a motor drive unit formed with a synchronous motor, which drives the wing support shaft using a reduction eccentric gear, the above-mentioned objects are achieved. Due to the motor drive unit, a compact, cost-effective and low-noise device is realizable for the roll stabilization of a high-performance ship. In comparison to conventional electro-hydraulic drives, the device does not require complex piping, thus reducing the installation and maintenance effort. The device can be operated with a small amount of oil and without the occurrence of transverse forces that generate torque. Furthermore, the motor drive device can be electronically regulated in an excellent manner. The base of the device is connected to the ship's hull, requiring a lower manufacturing precision, wherein positioning bolts are no longer required in particular. Water cooling is generally required instead of air cooling. Due to the water cooling of the synchronous motor, a lower noise level and a more compact design are achieved in comparison to air cooling.

[0006] The eccentric gear preferably comprises two gears, which are circumferentially offset from each other by preferably 180°. Thus, a minimum noise emission and a high torque transmission capability result in an optimum smooth running performance at the same time. Furthermore, the almost completely gap-free eccentric gear can be realized by a slight circumferential rotation of the gears relative to each other.

[0007] In a technically advantageous design, the rotor shaft of the synchronous motor is at least partially configured as a hollow shaft of an integrated coupling. Thereby, a very space-saving design is given. The connection also makes the assembly of the device problem-free and possible for integration into the ship's hull of a ship and simplifies the maintenance.

[0008] The rotor shaft of the synchronous motor is preferably associated with a locking device. Thus, the device can be mechanically held in a defined position when, for example, not in use or in a rest state.

[0009] In a further advantageous design, the synchronous motor is controlled by a power electronics device controlled by a control and / or regulating device. A comprehensive speed and torque regulation of the synchronous motor is thereby possible, for example, in four-quadrant operation. In order to ensure optimum adjustability, the synchronous motor is preferably configured as a permanent magnet synchronous motor or as a so-called brushless direct current motor ("brushless DC motor").

[0010] In an advantageous refinement, the synchronous motor comprises at least one motor sensor, which comprises a rotor position sensor for determining the rotor position angle and a rotational speed sensor for determining the number of revolutions of the rotor shaft. Thereby, the regulation of the synchronous motor is further optimized.

[0011] Preferably, the actual angle of attack of the wing support shaft is directly detected using a rotation angle sensor associated therewith, wherein the rotation angle sensor is configured for detecting at least one complete rotation of the wing support shaft. The angle of attack of the wing support shaft relative to the water can thus be directly detected with high accuracy and independently of the rotor position of the synchronous electric motor. A possible circumferential offset or slight twisting between the rotor shaft of the synchronous electric motor and the wing support shaft can thus be identified.

[0012] In one refinement, the rotor position sensor and / or the rotation angle sensor is preferably embodied as an absolute sensor. In contrast to an incremental rotor position sensor and an incremental rotation angle sensor, calibration of the sensor to a specified position is thus not necessary, for example after a power failure or after a longer operating time. Furthermore, a possible measurement inaccuracy can be avoided.

[0013] Using the control and / or regulating device, a target angle of attack of the guide vane can preferably be calculated on the basis of the rotor position angle. In the case of a known reduction ratio of the eccentric gear, a position detection of the guide vane independent of the rotation angle sensor is thus possible.

[0014] In the case of a too great deviation between the calculated target angle of attack and the actual angle of attack measured using the rotation angle sensor, an action can preferably be triggered with the aid of the control and / or regulating device and / or the regulating device, in particular a warning signal, a recalibration or the like. The accuracy of the position regulation of the guide vane can thus be further optimized and maintained over the service life.

[0015] In one technically advantageous design, the rotor shaft of the synchronous electric motor, the input shaft of the eccentric gear, the output shaft of the eccentric gear and the wing support shaft extend substantially aligned with one another. Optimum mechanical efficiency and at the same time optimum smooth running behavior result therefrom.

[0016] In one technical refinement of the device, it is provided that the device is arranged on the hull of a ship so that a rudder-like effect on the course of the ship can be achieved. An additional function of the device is thereby given. For example, at least one device can be arranged in the aft region of the ship, wherein the wing support shaft comprising the guide vane is oriented in the manner of a rudder or a steering rudder, the steering rudder being substantially perpendicular to the longitudinal axis of the hull while pointing in the direction of the force of gravity or towards the water surface. In the case of use as a wing stabilizer, the device or the guide vane is arranged on the hull substantially parallel to the water surface or at a slight angle opposite to the water surface. With use as a wing stabilizer, at least two devices are arranged in pairs and symmetrically to one another with respect to the longitudinal axis of the ship hull or the starboard and port side of the ship hull. In contrast, a steering rudder can be realized with at least one device. Also in the case of use of the device as a rudder or a steering rudder to influence the course of the ship, a certain stabilizing effect can be achieved with respect to the rolling movement of the ship in the water. BRIEF DESCRIPTION OF DRAWINGS

[0017] The preferred exemplary embodiment of the application is explained in more detail below with reference to the schematic drawings.

[0018] Figure 1 A block diagram of an apparatus exemplarily configured as a wing stabilizer of a ship is shown,

[0019] Figure 2 A perspective view from above and obliquely of a wing stabilizer of Figure 1

[0020] Figure 3 A partial longitudinal section of a wing stabilizer of Figure 2

[0021] Figure 4 An enlarged perspective view of a motor drive unit of a wing stabilizer is shown. DETAILED DESCRIPTION

[0022] Figure 1 A block diagram of an apparatus exemplarily configured as a wing stabilizer of a ship is shown. The apparatus 100 for roll stabilization of a ship (not shown herein) in motion in water, at anchor or at zero speed and / or for influencing the heading of the ship is exemplarily embodied herein as a wing stabilizer 102. Furthermore, the apparatus 100 can also be placed on the hull of the ship in such a way that the heading of the ship can also be influenced, so that the apparatus assumes the function of a conventional rudder. This configuration is not described in the drawings.

[0023] The apparatus 100 or wing stabilizer 102 comprises, inter alia, a pivotable wing support shaft 110, on which a guide wing 112 or stabilizing wing is attached for preferential damping of the roll movement of the ship. The direction of the wing support shaft 110 is essentially parallel to the longitudinal axis of the hull of the ship, which is exemplarily configured as a ship, not shown herein either, wherein, in the rest state or inactive state of the wing stabilizer 102, the guide wing 112 extends essentially parallel to the water surface (cf. Figure 2 In order to change the actual angle of attack a of the guide wing 112, a motor drive unit 120 is used, so that the wing support shaft 110 can be pivoted accordingly.

[0024] ​​The electric motor drive unit 120 comprises, inter alia, a synchronous electric motor 126, which rotates the wing support shaft 110 using an eccentric transmission 130 operating in a highly reduced manner. The eccentric transmission 130 preferably comprises two toothed wheels 132, 134, which are offset from one another by 180° in the circumferential direction, thus ensuring a wide degree of freedom. The detailed structural design of the eccentric transmission 130, which operates using conventional involute toothing, is sufficiently familiar to experts active in the field of electric motor drives, so that a detailed explanation of the eccentric transmission 130 can be omitted at this point for the sake of a concise and unambiguous description. The synchronous electric motor 126 further comprises a rotor shaft 136, which is connected to the input shaft 140 of the eccentric transmission 130 by means of a non-releasable coupling 138 in order for the rotor shaft 136 and the input shaft 140 to rotate together. The eccentric transmission 130 drives the wing support shaft 110 comprising the guide wing 112 by means of a slowly rotating output shaft 142, which makes the actual angle of attack a of the guide wing 112 pivotable in the range from 0° to 360°, inclusive. The rotor shaft 136 is further associated with a locking device 146, using which the rotor shaft 136 can be temporarily locked, so that, for example, the guide wing 112 can be fixed or held in a suitable pivot position when the wing stabilizer 102 is not active, in order to impede the surrounding water with as little flow resistance as possible. The rotor shaft 136 of the synchronous electric motor 126 is preferably at least partially embodied as a hollow shaft 150, into which the coupling 138 is integrated in a space-saving manner. For this purpose, the hollow shaft 150 at least partially surrounds the rotor shaft 136 of the synchronous electric motor 126 coaxially. As a result, the axial installation space requirement of the electric motor drive unit 120 can be significantly reduced.

[0025] The rotor shaft 136 of the synchronous electric motor 126, the input shaft 140 of the eccentric transmission 130, the output shaft 142 of the eccentric transmission 130 and the wing support shaft 110 are substantially aligned with one another in terms of their orientation, resulting in a high degree of energy efficiency and a small installation space requirement.

[0026] The synchronous electric motor 126 is controlled by a power electronics device 160, which is supplied with power by an electrical system 162 of the ship or vessel. The electrical system 162 is embodied here only by way of example as a three-phase, three-phase network with a neutral conductor. Possible protective conductors are not described. The power electronics device 160 is controlled or driven comprehensively by a high-power digital electronic control and / or regulation device 166. For example, using a position sensor 170, the spatial position and the movement or rotation rate of the ship or vessel can be captured completely in all three spatial directions. As a result, all rolling, pitching and yawing movements of the ship's hull of the vessel are measurable. For reasons of simplification, the position sensor 170 can be embodied as a rolling sensor 172, so that at least the rolling movement of the ship's hull of the ship can be captured by the control and / or regulation device 160.

[0027] The synchronous motor 126 further comprises a motor sensor 176 connected to the rotor shaft 136, the motor sensor 176 comprising at least one rotor position sensor 178 and at least one rotational speed sensor 180. By means of the rotor position sensor 178, the rotor position angle φ of the synchronous motor 126 can be determined, so that the stator or rotor winding of the synchronous motor 126 can be correspondingly controllable or energizable in a staggered manner. Furthermore, the rotational speed sensor 180 allows at least one recording of the number of rotations n performed by the rotor shaft 136. Furthermore, by using the control and / or regulating device 166, the current actual attack angle a of the wing support shaft 110, and thus of the in-water guide wing 112, can be directly detected with high precision, independently of the rotor position of the synchronous motor 126. The rotational angle sensor 186 on the wing support shaft 110 is preferably configured to record at least one complete rotation of the wing support shaft 110. Thereby, the current actual attack angle a of the wing support shaft 110 relative to the incoming water can be captured directly from the control and / or regulating device 166 with high precision, and independently of the rotor position of the synchronous motor. Possible circumferential misalignments or slight twists between the rotor shaft 136 of the synchronous motor 126 and the wing support shaft 110 can be detected and compensated by a suitable control of the synchronous motor 126 using the power electronics 160, which is controlled by the control and / or regulating device 166, which leads to an optimal roll stabilization of the ship.

[0028] Both the rotor position sensor 178 and the rotational angle sensor 186 are preferably implemented as so-called high-precision absolute sensors, so that, in particular, no recalibration after a cumulative measurement inaccuracy or power failure is necessary.

[0029] The control and / or regulating device 166 is further configured to determine a target attack angle β of the guide wing 112 for an optimal roll stabilization of the ship based on the measured rotor position angle φ, in order to rotate the wing support shaft 110 of the guide wing 112 by the inserted eccentric gear 100 using the synchronous motor 126 controlled by the power electronics 160. This regulation process preferably takes into account at the same time the measured values about the spatial position of the ship in the water provided by the position sensor 170. In the case of a too large deviation between the calculated target attack angle β and the actual attack angle a measured using the rotational angle sensor 186, the control and / or regulating device 110 is further configured to additionally trigger an action 192, for example in the form of a warning signal, a recalibration of the wing stabilizer 102 or the like, by the control and / or regulating device 166.

[0030] The control and / or regulating device 166 is further used to dampen the at least periodic rolling motion as effectively as possible and, in an ideal case, also all heaving and yawing motions of the ship in the water as effectively as possible by means of a suitable control of the synchronous electric motor 126 with the aid of the power electronics 160 on the basis of the measurement signals or measured values provided by the sensors. For this purpose, a corresponding regulating algorithm is implemented in the preferred digital electronic control and / or regulating device.

[0031] Figure 2 A perspective view from above and obliquely of a wing stabilizer Figure 1 is shown. The wing stabilizer 102 is attached inside the hull skin 202 of the hull 204 of a ship 206 using a base 200. The ship 206 mentioned herein is merely exemplary as an example of any watercraft 208 comprising a hull, in which the wing stabilizer 102 of the present application can be used. The guide wing 112 is attached to a wing support shaft 110 guided through the hull skin 202. The longitudinal center axis 210 of the wing support shaft 110 extends substantially perpendicular to the longitudinal axis 216 of the hull 204 of the ship 206. The actual angle of attack a of the wing support shaft 110 is driven using the motor drive unit 120, so that the guide wing 112 can be pivoted relative to the surrounding water 220 by means of the control and / or regulating device over a pivoting range of preferably 0° to 360° or ± 180° and including the respective interval limits. In the position of the guide wing 112 shown, which is merely exemplary, it extends substantially parallel to the water surface 222, which is merely graphically represented, and below it, that is to say the actual angle of attack a of the guide wing 112 is set here, by way of example, at an actual angle of attack a of approximately 0°. Figure 2

[0032] The mounting angle γ between the longitudinal center axis 210 of the wing support shaft 110 and the horizontal plane parallel to the xy-plane of the coordinate system 224 can in principle be between 0° and 90°. In the case of a mounting angle γ of 90°, the longitudinal center axis 210 of the wing support shaft 110 of the guide wing 112 of the wing stabilizer 102 extends perpendicular to the horizontal plane and thus parallel to the direction of the gravitational field g, wherein the hull skin 202 extends in the bottom region of the ship 206 or the watercraft 208.

[0033] If the wing stabilizer 102 is set to a mounting angle γ of approximately 90°, for example in the stern region (stern) and generally behind the propeller of the ship 206 or the watercraft 208, the device 100 can additionally be used as a rudder for influencing the heading of the ship 206.

[0034] ​If the longitudinal center axis 210 extends with an installation angle γ of approximately 0°, i.e. approximately parallel to the horizontal or parallel to the xy plane 224 (water surface 222) and thus also perpendicular to the direction of the gravitational force g, the influence of the rudder of the wing stabilizer 102 is excluded. Usually, the installation angle γ of the wing stabilizer, which cannot be pivoted in the hull 204 of the ship 206 or vessel 208, has a value of approximately 45°.

[0035] The rectangular coordinate system 224 shows the spatial positions of all components relative to each other. The longitudinal axis 216 of the hull 204 of the ship 206 extends approximately parallel to the x axis, the longitudinal center axis 210 of the wing support shaft 110 extends substantially parallel to the y axis or perpendicular to the longitudinal axis 216 of the hull 204, and the z axis of the coordinate system 224 is parallel to the gravitational force or parallel to the direction of action of the gravitational force approximately perpendicular to the water surface 222. Rolling movements occur about the x axis of the coordinate system 224 (mainly damped by using the control and / or regulation device 100 or the wing stabilizer 102 for the rolling movements of the hull 204 of the ship 206), while pitching movements occur about the y axis and yaw movements occur about the z axis.

[0036] The electric motor drive unit 120 in turn comprises, inter alia, a synchronous electric motor 126, which comprises a downstream eccentric gear 130 connected thereto for achieving a high mechanical reduction.

[0037] Figure 3 A partial longitudinal section of the wing stabilizer 102 is shown in Figure 2 . The wing stabilizer 102 is fixedly connected to the hull skin 202 of the hull 204 of the ship 206 or vessel 208 using the base 200. The wing support shaft 110 is sealingly guided through the hull skin 202 of the ship 206 and can be rotated about its longitudinal center axis 210 by using the electric motor drive unit 120. The guide wings 112 connected to the wing support shaft 110 are not depicted in the description of Figure 3 . The electric motor drive unit 120 of the wing stabilizer 102 of the application again comprises a synchronous electric motor 126, the rotor shaft 136 of which, preferably configured as a hollow shaft 150, is connected to the eccentric gear 130 by means of a coupling 138, so that the rotor shaft 136 and the eccentric gear 130 rotate together. The eccentric gear 130 is connected to the wing support shaft 110 as such so that they rotate together.

[0038] As part of the application, the coupling 138 is at least partially arranged coaxially within the hollow shaft 150, whereby along the longitudinal center axis 210 a considerable reduction of the axial installation space required for the wing stabilizer 102 is achieved. The mechanical coupling 138 is not intended for short-term opening or release. Rather, the coupling 138 simplifies, inter alia, the installation and possible dismantling of the wing stabilizer 102 for maintenance purposes, service purposes or similar purposes. Furthermore, from Figure 3It can be seen that the rotor shaft 136 of the synchronous motor 126, the coupling 138, the eccentric gear 130 and the wing support shaft 110 are aligned with each other along the longitudinal center axis 210, which results in a high energy efficiency of the wing stabilizer 102.

[0039] Figure 4 An enlarged perspective view of the motor drive unit of the wing stabilizer is shown.

[0040] The wing stabilizer 102 is attached by means of a base 200 to the hull skin 202 inside the hull 204 of a ship 206. The wing support shaft 110 is rotatable by means of the drive unit 120 around its longitudinal center axis 210 and guided in a water-tight manner through the hull skin 202. The motor drive unit 120 comprises a synchronous motor 126, a coupling 138 and an eccentric gear 130, which comprises the wing support shaft 110 and the guide wing 112 attached thereto. As a pure visual exemplary embodiment of a rotation angle sensor 186, the synchronous motor 126 comprises a needle-shaped mechanical indicator element 230 to provide an optical visualization of the current actual angle of attack a of the wing support shaft 110 of the guide wing 112 located inside the hull 204 of the ship 206 for an observer. For this purpose, the indicator element 230 is mechanically connected in a suitable manner to the wing support shaft 110. The guide wing 112 comprises a streamlined cross-sectional profile 232, which comprises an inflow edge 234 and an outflow edge 236 for the surrounding water 220.

[0041] The wing stabilizer 102 described herein is only an example of an inventive device for roll stabilization of a ship, which requires a reduced installation space requirement, causes only minimal operating noise and has an optimal adjustment performance for the optimal damping of undesired rolling movements around the longitudinal axis of the ship 206.

[0042] The invention relates to a device (100) for roll stabilization and / or influencing the heading of a ship (208) in motion, at anchor or at zero speed, comprising a wing support shaft (110) on which a guide wing (112) is arranged, wherein in order to change the actual angle of attack (a) of the guide wing (112) in the water (220), the wing support shaft (110) is drivable by means of a motor drive unit (120), and the drive unit (120) is arranged on the hull (204) using a base (200). According to the invention, the motor drive unit (120) is configured with a synchronous motor (126), which drives the wing support shaft (110) using a reduction eccentric gear (130). The device (100) thereby has a significantly reduced installation space requirement, causes only slight operating noise and is also optimally electronically adjustable.

[0043] List of reference signs

[0044] 100 device

[0045] 102 wing stabilizer

[0046] 110 wing support shaft

[0047] 112 guide wing

[0048] 120 drive unit (angle of attack)

[0049] 126 synchronous motor

[0050] 130 eccentric gear

[0051] 132 gear wheel

[0052] 134 gear wheel

[0053] 136 rotor shaft (synchronous motor)

[0054] 138 coupling

[0055] 140 input shaft

[0056] 142 output shaft

[0057] 146 locking device

[0058] 150 hollow shaft

[0059] 160 power electronics

[0060] 162 electrical system

[0061] 166 control and / or regulating device

[0062] 170 position sensor

[0063] 172 roll sensor

[0064] 176 motor sensor

[0065] 178 rotor position sensor

[0066] 180 rotational speed sensor

[0067] 186 rotational angle sensor

[0068] 192 action

[0069] 200 base

[0070] 202 hull skin

[0071] 204 hull

[0072] 206 wheel ship

[0073] 208 ship

[0074] 210 longitudinal center axis (wing support axis)

[0075] 216 longitudinal axis (hull)

[0076] 220 water

[0077] 222 water surface

[0078] 224 coordinate system

[0079] 230 indicator element

[0080] 232 cross-sectional profile

[0081] 234 inflow edge

[0082] 236 outflow edge

[0083] g earth's gravity (weight force)

[0084] a actual angle of attack (stabilizer wing)

[0085] b target angle of attack (stabilizer wing)

[0086] g installation angle

[0087] f rotor position angle

[0088] n number of revolutions

Claims

1. A device (100) for stabilizing the roll of a vessel (208) in motion, at anchor, or at zero speed and / or for influencing the course of the vessel (208), comprising a wing support shaft (110) on which guide vanes (112) are provided, wherein, In order to change the actual angle of attack α of the guide wing (112) in the water (220), the wing support shaft (110) can be driven by a motor drive unit (120), and the motor drive unit (120) is mounted on the hull (204) via a base (200). The motor drive unit (120) is characterized by being equipped with a synchronous motor (126), which drives the wing support shaft (110) using a reduction eccentric transmission (130). The wing support shaft (110) has a longitudinal central shaft (210) around which the synchronous motor (126) rotates; the rotor shaft (136) of the synchronous motor (126) is at least partially configured as a hollow shaft (150), and a coupling (138) is integrated in the hollow shaft and is at least partially coaxially arranged within the hollow shaft (150).

2. The device (100) according to claim 1, characterized in that, The eccentric transmission (130) includes two gears (132, 134) that are circumferentially offset from each other by 180°.

3. The device (100) according to claim 1 or 2, characterized in that, The rotor shaft (136) of the synchronous motor (126) is associated with the locking device (146).

4. The device (100) according to claim 1 or 2, characterized in that, The synchronous motor (126) is controlled by power electronic equipment (160), which is controlled by control and / or regulation equipment (166).

5. The device (100) according to claim 4, characterized in that, The synchronous motor (126) includes at least one motor sensor (176), which includes a rotor position sensor (178) and a rotational speed sensor (180). The rotor position sensor is used to determine the rotor position angle φ, and the rotational speed sensor is used to determine the number of rotations n of the rotor shaft (136).

6. The device (100) according to claim 4, characterized in that, The actual angle of attack α of the wing support shaft (110) is directly captured using a rotation angle sensor (186) associated with the wing support shaft (110), wherein the rotation angle sensor (186) is configured to detect at least one complete rotation of the wing support shaft (110).

7. The device (100) according to claim 4, characterized in that, The rotor position sensor (178) and / or rotation angle sensor (186) are both absolute sensors.

8. The device (100) according to claim 4, characterized in that, The target angle of attack β of the guide vane (112) can be calculated using the control and / or adjustment device (166) based on the rotor position angle φ.

9. The device (100) according to claim 4, characterized in that, If the deviation between the calculated target angle of attack β and the actual angle of attack α measured using the rotation angle sensor (186) is too large, an action (192) may be triggered with the aid of the control and / or adjustment device (166).

10. The device (100) according to claim 1 or 2, characterized in that, The rotor shaft (136) of the synchronous motor (126), the input shaft (140) of the eccentric transmission (130), the output shaft (142) of the eccentric transmission (130), and the wing support shaft (110) are substantially aligned with each other.

11. The device (100) according to claim 1 or 2, characterized in that, The device (100) is installed on the hull (204) of the vessel (208) to influence the course of the vessel (208) in the manner of a rudder.

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