Fin stabilizer, vibration attenuation element, and ship

Abstract

To provide a fin stabilizer, a vibration attenuation element, and a ship.SOLUTION: A fin stabilizer for stabilizing a ship's rolling motion is disclosed. Its drive unit is connected to the structure of a vessel, a vibration attenuation element, and the ship itself in such a way as to dampen vibration.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a fin stabilizer, a vibration damping element and a ship according to the preamble of claim 1. [Background technology]

[0002] Fin stabilizers are used for roll stabilization of ships underway, at anchor, and / or for course correction. Known fin stabilizers, such as pivoting stabilizers, have stabilizer fins that are retracted into the fin box in the idle position. In the case of fixed stabilizers, the stabilizer fins are always outside the hull. In both types, the stabilizer fin can perform up and down movements about its longitudinal axis in the operating position.

[0003] Fin stabilizers, especially those on larger ships, are typically electrohydraulic driven. Fin stabilizers driven purely electrically are less common and are always operated by a mechanical transmission, which reduces the high speed electric motor to a low output speed to drive the fin stabilizer and provide the high output torque required to drive the fin stabilizer.

[0004] Apart from the drive (actuator) itself, the respective mechanical transmission also introduces vibrations into the vessel's hull walls, which may represent stresses on the vessel's structure. In addition, depending on the maritime industry sector, e.g., yacht construction, the requirements regarding the structure-borne noise level caused by those components of the vessel's stabilizer in (rotational) motion are very high.

[0005] Additionally, stabilizer fins exert forces on other components of the stabilizer, including bending moments, lateral forces, normal forces, and torsional forces. However, components such as the transmission require high precision, for example, in terms of alignment, component manufacturing, installation tolerances, and protection from such external loads. Summary of the Invention [Problem to be solved by the invention]

[0006] The object of the present invention is therefore based on the provision of a fin stabilizer which at least reduces the introduction of vibrations into the structure of the ship and which also makes it possible to at least reduce the introduction of loads from the stabilizer fin to components operatively connected to the stabilizer fin. It is a further object of the present invention to provide a vibration damping element for such a fin stabilizer and a ship with at least a reduced structure-borne noise level in the region of the fin stabilizer. [Means for solving the problem]

[0007] This object is achieved by a fin stabilizer having the features of patent claim 1, a vibration damping element having the features of patent claim 8, and a ship having the features of patent claim 9. Advantageous embodiments can be found in dependent claims 2 to 7.

[0008] A fin stabilizer for ship roll stabilization according to the present invention includes a stabilizer fin mounted for rotation about its longitudinal axis. The fin stabilizer includes a drive unit for rotating the stabilizer fin or changing the angle of attack of the stabilizer fin. The drive unit includes a mounting portion that can be rigidly fastened to a hull wall so as not to rotate via a corresponding attachment portion. According to the present invention, at least one vibration-damping element is disposed between the drive-side mounting portion and the hull-side mounting portion such that the mounting portion is physically spaced from the mounting portion. Therefore, there is no direct physical contact between the mounting portion and the mounting portion, but only indirect contact via the at least one vibration-damping element.

[0009] The vibration damping element of the present invention for this type of fin stabilizer has an outer part for attachment to a drive unit-side mounting part and an inner part for attachment to a hull-side mounting part of the vessel, one of the outer part and the inner part having vibration damping properties.

[0010] The ship according to the invention is fitted with a fin stabilizer of this kind.

[0011] The at least one vibration damping element decouples the mounting portion from the attachment portion, ensuring that structure-borne noise from the drive unit (actuator) is introduced to a reduced extent or not at all into the structure of the vessel. Furthermore, the at least one vibration damping element makes it possible to reduce loads on components operatively connected to the stabilizer fin.

[0012] In one preferred embodiment, multiple vibration damping elements are provided. This approach creates redundancy, thus ensuring the performance and safety of the fin stabilizer in the unlikely event of a failure or breakdown of one of the vibration damping elements. For example, the vibration damping elements are evenly distributed around the circumference of the mounting portion and attachment portion.

[0013] In particular, each vibration-damping element can have an outer part releasably connected to the mounting part and an inner part releasably connected to the attachment part, which makes it possible to adjust each part in an optimal way with regard to its material and shape.

[0014] In one preferred embodiment, each outer portion is made of a harder material than each inner portion, for example, the outer portions can be metal rings that fit around inner portions that are elastomers and are inserted tightly into the outer portions.

[0015] As a preferred option, each vibration-damping element is positioned in a receptacle in the mounting part. This prevents collisions with adjacent vibration-damping elements and allows each vibration-damping element to be mounted and attached to the mounting part in an optimal manner. The receptacles are, for example, apertures or holes that can be introduced into the fastening flange in a simple manner in terms of manufacturing technology. The alignment of the mounting part relative to the mounting part can be simplified if the mounting part has a corresponding number and aligned counter-receptacles.

[0016] Replacing vibration damping elements, for example in maintenance or inspection situations, can be simplified if they can be removed individually without removing the mounting parts.

[0017] In particular, the outer part and the aperture of the vibration-damping element can have rotationally asymmetric outer and inner contours, respectively, ensuring that the vibration-damping element can be positioned in or removed from the aperture only by a rotational sliding movement. For this purpose, the outer part can have, for example, an elliptical or diamond-shaped outer contour. The apertures in the mounting part therefore have corresponding elliptical or diamond-shaped inner contours such that, after insertion and rotation of the vibration-damping element, their outer parts partially overlap the mounting part. In that case, the vibration-damping element is attached to the mounting part in the overlapping region.

[0018] A preferred exemplary embodiment of a fin stabilizer according to the invention will be explained in more detail below with reference to highly simplified drawings. [Brief explanation of the drawings]

[0019] [Figure 1] 1 is a partial longitudinal section showing a fin stabilizer according to the invention for a ship; [Figure 2] 1 is a perspective front cross-sectional view showing a fin stabilizer according to a first exemplary embodiment. FIG. [Figure 3] FIG. 2 is a perspective rear cross-sectional view of the fin stabilizer according to the first exemplary embodiment. [Figure 4] FIG. 10 is a schematic diagram of a fin stabilizer according to a second exemplary embodiment, showing the partial overlap between the inserted vibration damping element and the mounting portion that receives it. DETAILED DESCRIPTION OF THE INVENTION

[0020] 1 shows in longitudinal section a partial region of a fin stabilizer 1 according to the invention. The fin stabilizer 1 is used for roll stabilization of ships, such as cargo ships or yachts, while underway or at anchor.

[0021] The fin stabilizer 1 essentially includes a stabilizer fin 2 having a fin shaft 4 and a drive unit 6. In addition, the fin stabilizer 1 includes a coupling (not shown), a fixing device for rigidly fixing the stabilizer fin at its actual angle of attack, and open-loop and closed-loop control devices (not shown).

[0022] The stabilizer fin 2 is connected positively, non-positively, and / or frictionally to the driven shaft of the drive unit 6 via the fin shaft 4 and a coupling. The coupling may be, for example, a clamp coupling or a steel multi-plate clutch, and the driven shaft in the example shown here is a transmission output shaft of a transmission 8 of the drive unit 6. The drive of the drive unit 6 may be, for example, designed as an electric motor, for example, of hydraulic or purely electric design. The transmission 8 is interposed within the drive. However, it is also conceivable to completely omit the transmission 8, for example, if the electric motor is embodied as a high-torque synchronous motor with a large number of poles.

[0023] The fin shaft 4 is passed through the holder tube 10 and is rotatably mounted around its longitudinal axis within the holder tube 10 by a bearing assembly (not shown). Exemplary bearing assemblies are a rolling bearing assembly and a watertight plain bearing assembly. The rolling bearing assembly is, for example, a double-row self-aligning barrel roller bearing, and is arranged remote from the water, i.e., near the coupling. The sliding seal is arranged near the water, i.e., remote from the coupling. This prevents seawater from entering the annular space (not numbered) between the holder tube 10 and the fin shaft 4, thereby protecting the rolling bearing from water.

[0024] The holder tube 10 itself is axially guided by a carrier tube 12 which passes through a section of the hull or hull wall 14 on the waterside and is rigidly connected, in particular by welding, to the hull or hull wall 14 so as to be firmly fixed against rotation. With its end inside the hull, the carrier tube 12 forms a flange 16 to which the holder tube 10 is attached, for example screwed, by means of an outer shoulder 18 of the holder tube 10.

[0025] To mount the drive unit 6, in this case a transmission 8, on a holder tube 10 which is rigidly mounted against rotation, this tube has a mounting flange 20 at its end within the hull. The transmission 8 has a corresponding mounting flange 22. Mounting is achieved by a number of two-part threaded connections.

[0026] According to the invention, the mounting part 22 and the attachment part 20 are not in direct physical contact, but rather through a number of vibration-damping elements 24 arranged between them, as spacers, with one vibration-damping element 24 assigned to each threaded connection.

[0027] An exemplary vibration damping element 24 including a threaded connection is shown in FIGS.

[0028] The vibration-damping elements 24 are of identical design. They each have an outer part 26, through which the vibration-damping element 24 abuts from the rear against the mounting flange 22 (first threaded connection), and an inner part 28 that passes axially through an aperture 30 (in this case a circular hole) in the mounting flange 22 and is pierced by an axial fastening screw 32, which in each case engages in a corresponding internally threaded hole 34 in the mounting flange 20 (second threaded connection). In the screwed state, each vibration-damping element 24 is clamped by the threaded engagement between the hull-side mounting flange 20 and the respective screw head 36, so that the end of each inner part 28 of the vibration-damping element 24 is pressed against the mounting part 20. To distribute the screwing force uniformly, washers (not shown) are preferably arranged under the screw heads 36, said washers completely covering the end of the inner part 28.

[0029] 2 and 3, each outer portion 26 is an annular flange that abuts the rear of a mounting flange via a number of screws (not shown). Outer portions 26 are preferably made of a harder material than inner portions 28. An exemplary hard material is a metal or metal alloy.

[0030] When viewed in a front-to-rear direction (from the mounting portion 22 of the mounting flange 20), each inner portion 28 has a conically expanding shape. The outer portion 26 is disposed at its radially widest point. Each outer portion 26 extends around the inner portions 28 and is integrally connected thereto, e.g., adhesively bonded or molded. The inner portions 28 are made of a softer material than the outer portions 26. The material of the inner portions 28 has a damping effect. An exemplary rubber-based material is an elastomer such as natural rubber.

[0031] To enable the vibration-damping elements 24 to be threaded onto the mounting flange 22, the outer portion 26 (annular flange) of each of the vibration-damping elements 24 has an outer diameter that is larger than the inner diameter of the circular aperture 30. In the exemplary embodiment shown in Figures 2 and 3, removal of an individual vibration-damping element 24, for example in an inspection situation, requires removal of the entire mounting flange 22 and therefore the entire transmission. That is, removal of one vibration-damping element 24 requires removal of all of the vibration-damping elements 24.

[0032] An exemplary embodiment in which the vibration damping element 24 according to the invention can be removed and installed separately from the front is shown in FIG. 4 with the mounting part 22 installed (transmission installed).

[0033] In this case, the aperture 30 in the mounting portion 22 and the outer portion 26 of the vibration-damping element 24 do not have a rotationally symmetrical profile (as in the exemplary embodiment according to FIGS. 2 and 3 ), but rather have a profile such that the outer portion 26 can be passed axially through the aperture 30 only in a specific first alignment with respect to the aperture 30 and can only make rearward contact with the mounting flange 22 in a specific second alignment different from the first alignment. In other words, after the outer portion 26 passes through the aperture 30, the outer vibration-damping element 24 must be rotated about their longitudinal axis to achieve overlap between the outer portion 26 and the mounting portion 22 and enable threaded fastening in the area of ​​the overlapping body portions. In the exemplary embodiment shown here, the aperture 30 has an elliptical inner profile and the outer portion 26 has a corresponding elliptical outer profile. An exemplary alternative profile is a diamond-shaped profile.

[0034] A fin stabilizer for roll stabilization of a vessel is disclosed, the drive unit of which is connected in a vibration-damping manner to a structure of the vessel, a vibration-damping element, and to the vessel. [Explanation of symbols]

[0035] 1 fin stabilizer 2 stabilizer fins 4 Fin Shaft 6 Drive Unit 8. Transmission 10 Holder tube 12 Carrier tube 14 Hull Wall 16 Flange (holder tube) 18 Outer shoulder (carrier tube) 20 Mounting flange / part (hull side) 22 Mounting flange / part (drive side) 24 Vibration damping elements 26 Outer part 28 Inner part 30 aperture 32 Fastening screw 34 female screw hole 36 screw head

Claims

1. A fin stabilizer (1) for roll stabilization of a ship, comprising: a rotatably mounted stabilizer fin (2); a drive unit (6) for changing the angle of attack of the stabilizer fin (2); and The drive unit (6) has a mounting portion (22) that can be fastened to a mounting portion (20) on the hull wall, 1. A fin stabilizer comprising: at least one vibration damping element (24) disposed between the drive-side mounting portion (22) and the hull-side mounting portion (20) such that the mounting portion (22) is physically spaced from the mounting portion (20).

2. 2. The fin stabilizer of claim 1, wherein a number of vibration damping elements (24) are provided.

3. 3. The fin stabilizer of claim 2, wherein the vibration damping element (24) is releasably connected to the mounting portion (22) by an outer portion (26) and to the attachment portion (20) by another inner portion (28).

4. The fin stabilizer of claim 3, wherein the outer portion (26) is made of a harder material than the inner portion (28).

5. The fin stabilizer of any one of claims 2 to 4, wherein the vibration damping element (24) is inserted through an aperture (30) in the mounting portion (22).

6. 6. The fin stabilizer according to any one of claims 2 to 5, wherein the vibration damping element (24) is capable of being individually removed when the mounting portion (22) is mounted.

7. The fin stabilizer of claim 6, wherein the outer portion (26) of the vibration damping element (22) and the aperture (30) have rotationally symmetric outer and inner contours, respectively.

8. A vibration damping element (24) for a fin stabilizer according to any one of claims 1 to 7, comprising: an outer portion (26) for attachment to the drive device side mounting portion (22); an inner portion (28) for attachment to a hull-side attachment portion (20) of a vessel; and 8. A vibration damping element according to any one of the preceding claims, wherein one of the outer and inner parts (28) has vibration damping properties.

9. A ship having a fin stabilizer according to any one of claims 1 to 7.

Images