Patent Description:
Fin stabilizers for passenger ships, larger yachts, floating pontoons, and the like are known from the prior art in a wide range of variations. Here in general quadrangular fin shapes are used. With the quadrangular fin types, it is sought to arrange the fin shaft as close as possible to the front fin edge for optimizing the hydrodynamically effective fin surface for roll-stabilizing at anchor or at zero speed of the ship.

An automatic anti-roll-stabilization system of a watercraft is known from <CIT>. The previously known system for the stabilizing of rolling movements of a watercraft at anchor comprises, inter alia, a stabilizing fin that can rotate about an axis and that is attached transverse to a longitudinal extension of a hull of the watercraft. The stabilizing fin has a hydrodynamic profile that is impinged in operation by the water stream with a relative movement with respect to the hull in order to generate a hydrodynamic lifting force. Furthermore, the system includes an actuator assembly that is configured to effect a rotation of the stabilizing fin about the mentioned axis, wherein the actuator assembly is regulable by a regulating system in a manner depending on a roll signal of the watercraft. For this purpose the regulating system includes sensor means for generating a roll signal. To regulate the angular position of the stabilizing fin, the regulating system is coupled with an encoder. The regulating system also includes a microprocessor regulating unit that is configured to process the roll signal that is provided by the sensor means. A control unit serves for controlling the electric motor. The actuator assembly includes an electric motor that is connected to the stabilizing fin via a planetary gear speed-reducing transmission, wherein an input shaft of the speed-reducing transmission is attached to an output shaft of the electric motor, and an output shaft of the speed-reducing transmission is attached relative to the shaft that supports the stabilizing fin, wherein the encoder is coupled with the electric motor. Further prior art is known from <CIT>, which is considered the closes prior art, and <CIT>.

An object of the invention is to specify a device for roll-stabilization and/or influencing the course of a watercraft with a reduced installation space requirement and reduced operating noises with an optimal regulability.

The above-mentioned object is achieved by the electromechanical drive unit being formed with a synchronizing motor that drives the fin-carrying shaft using a speed-reducing eccentric transmission. Due to the electromechanical drive unit, a spatially compact, cost-effective, and low-noise device is realizable for the roll-stabilizing of a watercraft with a high degree of efficiency. In comparison to conventional electro-hydraulic drives, the device requires no complex tubing, so that a reduced installation and maintenance effort results. The device is operable with small quantities of oil, and no transverse forces arise with the generation of torque. In addition, the electromechanical drive device is electronically regulable in an outstanding manner. A base of the device, which base is connected to the ship hull, requires a lower manufacturing precision, wherein in particular fitted bolts are no longer required. A water cooling is generally required instead of an air cooling. Due to the water cooling of the synchronous motor, a still-lower noise level and a more compact design is achieved in comparison to an air cooling.

The eccentric transmission preferably includes two toothed wheels circumferentially offset with respect to each other by preferably <NUM>°. As a result thereof, optimal smooth-running properties arise with a simultaneously minimized noise emission and a high torque transmission capacity. In addition, an almost complete absence of clearance of the eccentric transmission can be achieved by a slight circumferential rotation of the toothed wheels with respect to each other.

The rotor shaft of the synchronous motor is configured at least sectionally as a hollow shaft into which a coupling is integrated. An extremely space-saving design is thereby given. The coupling also makes possible a problem-free assembly of the device as well as the integration into the hull of the watercraft, and simplifies the maintenance.

The rotor shaft of the synchronous motor is preferably associated with a locking device. As a result thereof, the device can be mechanically held in a prescribed position, for example, when not in use or in a rest state.

In the case of a further advantageous design, the synchronous motor is controlled by power electronics that are controlled by a control and/or regulating device. A comprehensive rotational speed and torque regulation of the synchronous motor is thereby possible, for example, in a four-quadrant operation. To ensure an optimal regulability, the synchronous motor is preferably configured as a permanently excited synchronous machine or as a so-called brushless direct-current motor ("brushless DC motor").

In the case of a favorable refinement, the synchronous motor includes at least one motor sensor that comprises a rotor position sensor for determining a rotor position angle, and a rotational speed sensor for determining a number of rotations of the rotor shaft. The regulating of the synchronous motor can thereby be further optimized.

An actual angle of the fin-carrying shaft is preferably directly detectable using a rotational angle sensor associated therewith, wherein the rotational angle sensor is configured for detecting at least one full rotation of the fin-carrying shaft. The angle of attack of the fin-carrying shaft with respect to the inflowing water is thereby directly detectable with high precision and independent of the rotor position of the synchronous motor. A possible circumferential offset or a slight torsion between the rotor shaft of the synchronous motor and the fin-carrying shaft is thus recognizable.

In one refinement the rotor position sensor and/or the rotational angle sensor are preferably each embodied as absolute sensors. In comparison to incremental rotor position sensors and incremental rotational angle sensors, a calibrating of the sensors, for example, after a power failure or after a longer operating time, to a defined position is thereby unnecessary. Furthermore, an accumulation of possible measurement inaccuracies is avoided.

A target angle of attack of the guide fin is preferably calculable based on the rotor position angle using the control and/or regulating device. A position detection of the guide fin independent from the rotational angle sensor is thereby possible with knowledge of the reduction ratio of the eccentric transmission.

In the case of a too-large deviation between the calculated target angle of attack and the actual angle of attack measured using the rotational angle sensor, an action, in particular a warning signal, a recalibration, or the like, is preferably triggerable with the aid of the control and/or regulating device and/or regulating device. The accuracy of the position regulation of the guide fin can thereby be further optimized and maintained over the service life.

In the case of one technically advantageous design, the rotor shaft of the synchronous motor, an input shaft of the eccentric transmission, an output shaft of the eccentric transmission, and the fin-carrying shaft extend essentially in alignment with each other. An optimal mechanical efficiency with simultaneously optimal smooth-running properties thereby results.

In one technical refinement of the device it is provided that the device is disposed on the hull of the watercraft such that a course influence of the watercraft is realizable in the manner of a rudder blade. An additional functionality of the device is thereby given. For example, at least one device can be disposed in the region of a stern of a watercraft, wherein the fin-carrying shaft including the guide fin is oriented in the manner of a rudder or a rudder blade essentially perpendicular to the longitudinal axis of the hull, and simultaneously oriented here in the direction of the force of gravity or toward the water floor. In the invention's case of a use as fin stabilizer, the device or the guide fin is in contrast placed on the hull of the watercraft essentially parallel to the water surface, or at a slight angle thereto. With the use as a fin stabilizer, at least two devices are disposed in pairs and symmetrically with respect to each other with respect to the longitudinal axis of the hull of the watercraft, or on a starboard side and a port side of the hull of the watercraft. In contrast, a rudder blade can be realized with at least one device. Also in the case of a use of the device as rudder or as rudder blade for influencing the course of the watercraft, a certain stabilizing effect can be achieved with respect to rolling movements of the hull of the watercraft in the water.

In the following a preferred exemplary embodiment of the invention is explained in more detail with reference to schematic Figures.

<FIG> shows a block diagram of a device configured exemplarily as a fin stabilizer of a ship. A device <NUM> for the roll-stabilizing of a watercraft, not depicted here, in motion, at anchor, or at zero speed through the water and/or for influencing the course of a watercraft is embodied here only exemplarily as a fin stabilizer <NUM>. In addition, it is possible to place the device <NUM> on a hull of a watercraft such that an influencing of the course of the watercraft is also possible, and the device thus assumes the function of a conventional rudder blade. This configuration is not depicted in the Figures.

The device <NUM> or the fin stabilizer <NUM> comprises inter alia a pivotable fin-carrying shaft <NUM> on which a guide fin <NUM> or a stabilizing fin is attached for preferential damping of rolling movements of the watercraft. The fin-carrying shaft <NUM> is oriented essentially parallel to a longitudinal axis, likewise not depicted here, of a hull of the watercraft preferably configured as a ship, wherein in a rest state or inactive state of the fin stabilizer <NUM>, the guide fin <NUM> extends essentially parallel to a water surface (cf. <FIG>; reference number <NUM>). To change an actual angle of attack α of the guide fin <NUM>, the fin-carrying shaft <NUM> is correspondingly pivotable using an electromechanical drive unit <NUM>.

The electromechanical drive unit <NUM> comprises inter alia a synchronous motor <NUM> that rotationally drives the fin-carrying shaft <NUM> using an eccentric transmission <NUM> operating in a highly speed-reducing manner. The eccentric transmission <NUM> preferably includes two toothed wheels <NUM>, <NUM> circumferentially offset with respect to each other by <NUM>°, whereby an extensive freedom from play is ensured. The detailed constructive design of the eccentric transmission <NUM> operating with a conventional involute toothing is sufficiently familiar to a specialist active in the field of electromechanical drive technology, so that at this point for the sake of brevity and succinctness of the description, a detailed explanation of the eccentric transmission <NUM> can be omitted. The synchronous motor <NUM> furthermore includes a rotor shaft <NUM> that is connected, via a coupling <NUM> not releasable in operation, to an input shaft <NUM> of the eccentric transmission <NUM>, such that the rotor shaft <NUM> and the input shaft <NUM> rotate together. The eccentric transmission <NUM> drives the fin-carrying shaft <NUM> including the guide fin <NUM> by a slowly rotating output shaft <NUM> so that its actual angle of attack α is pivotable in a range of from <NUM>° to <NUM>° inclusive. The rotor shaft <NUM> is further associated with a locking device <NUM>, using which the rotor shaft <NUM> is temporarily lockable, so that, for example, when the fin stabilizer <NUM> is inactive the guide fin <NUM> is fixable or held in a suitable pivot position that opposes the surrounding water with a lowest-possible flow resistance. The rotor shaft <NUM> of the synchronous motor <NUM> is embodied at least sectionally as a hollow shaft <NUM> into which the coupling <NUM> is integrated in a space-saving manner. For this purpose the hollow shaft <NUM> coaxially surrounds the rotor shaft <NUM> of the synchronous motor <NUM> at least sectionally. As a result thereof, a significant reduction of the axial installation space requirement of the electromechanical drive unit <NUM> is available.

The rotor shaft <NUM> of the synchronous motor <NUM>, the input shaft <NUM> of the eccentric transmission <NUM>, the output shaft <NUM> of the eccentric transmission <NUM> and the fin-carrying shaft <NUM> are oriented essentially aligned with respect to each other, which results in high energy efficiency paired with a small installation space requirement.

The synchronous motor <NUM> is controlled by power electronics <NUM> that are supplied from the electrical system <NUM> of the watercraft or of the ship. The electrical system <NUM> is embodied here only exemplarily as a three-phase, three-phase network with a neutral conductor. A possible protective conductor is not depicted. The power electronics <NUM> are comprehensively controlled or driven by a powerful digital electronic control and/or regulating device <NUM>. Using a position sensor <NUM>, for example, the spatial position as well as the movements or the rotational rates of the watercraft or of the ship are completely capturable in all three spatial directions. Thus all roll, pitch, and yaw movements of the hull of the ship are measurable. For simplification reasons, the position sensor <NUM> can be embodied as a roll sensor <NUM>, so that at least rolling movements of the hull of the watercraft can be captured by the control and/or regulating device <NUM>.

The synchronous motor <NUM> furthermore includes a motor sensor <NUM> coupled to the rotor shaft <NUM>, which motor sensor <NUM> comprises at least one rotor position sensor <NUM> and at least one rotational speed sensor <NUM>. With the aid of the rotor position sensor <NUM>, a rotor position angle φ of the synchronous motor <NUM> is determinable, so that stator or rotor windings of the synchronous motor <NUM> are correspondingly controllable or energizable on a staggered basis. In addition, the rotational speed sensor <NUM> allows at least one recording of a number n of rotations performed by the rotor shaft <NUM>. Furthermore, the current actual angle of attack α of the fin-carrying shaft <NUM>, and thus of the guide fin <NUM> in the water, is directly detectable with high accuracy by the control and/or regulating device <NUM> using a rotational angle sensor <NUM>, i.e., independent of the rotor position of the synchronous motor <NUM>. The rotational angle sensor <NUM> on the fin-carrying shaft <NUM> is preferably configured for recording at least one full rotation of the fin-carrying shaft <NUM>. The current actual angle of attack α of the fin-carrying shaft <NUM> with respect to the inflowing water is thereby capturable directly from the control and/or regulating device <NUM> with high accuracy and independent of the rotor position of the synchronous motor. A possible circumferential offset or a slight torsion between the rotor shaft <NUM> of the synchronous motor <NUM> and the fin-carrying shaft <NUM> is detectable and compensatable by a suitable controlling of the synchronous motor <NUM> using the power electronics <NUM> controlled by the control and/or regulating device <NUM>, which results in an optimal roll-stabilization of the ship.

Both the rotor position sensor <NUM> and the rotational angle sensor <NUM> are each preferably embodied as so-called absolute sensors with high precision, so that inter alia a recalibration due to accumulating measurement inaccuracy or after a power failure is unnecessary.

The control and/or regulating device <NUM> is also configured to determine, based on the measured rotor position angle φ, a target angle of attack β of the guide fin <NUM> to be specified for optimal roll-stabilizing of the ship, so that using the synchronous motor <NUM> controlled by the power electronics <NUM>, the fin-carrying shaft <NUM> of the guide fin <NUM> can be correspondingly rotated via the interposed eccentric transmission <NUM>. This regulating process is preferably effected with simultaneous consideration of the measured values, supplied by the position sensor <NUM>, with respect to the spatial position of the ship in the water. In the case of a too-large deviation between the calculated target angle of attack β and the actual angle of attack α measured using the rotational angle of rotation sensor <NUM>, the control and/or regulating device <NUM> is further configured to additionally trigger an action <NUM> by the control and/or regulating device <NUM>, for example, in the form of a warning signal, a recalibrating of the fin stabilizer <NUM>, or the like.

The control and/or regulating device <NUM> is further provided to dampen as effectively as possible at least periodic rolling movements, and in the ideal case also all pitch and yaw movements of the ship in the water based on the measurement signals or measured values supplied by the sensors by suitable controlling of the synchronous motor <NUM> with the aid of the power electronics <NUM>. For this purpose, corresponding regulating algorithms are implemented inside the preferably digital electronic control and/or regulating device.

<FIG> illustrates a perspective view of the fin stabilizer of <FIG> obliquely from above. The fin stabilizer <NUM> is attached inside to a hull skin <NUM> of a hull <NUM> of a ship <NUM> using a base <NUM>. The ship <NUM> is mentioned here only exemplarily as an example of an arbitrary watercraft <NUM> including a hull, wherein the inventive fin stabilizer <NUM> can be used. The guide fin <NUM> is attached to the fin carrying shaft <NUM> guided through the hull skin <NUM>. A longitudinal central axis <NUM> of the fin carrying shaft <NUM> extends essentially perpendicular to a longitudinal axis <NUM> of the hull <NUM> of the ship <NUM>. Using the electromechanical drive unit <NUM>, the actual angle of attack α of the fin-carrying shaft <NUM>, and thus the guide fin <NUM> can be pivoted with respect to the surrounding water <NUM> by the control and/or regulating device in a range of preferably <NUM>° to <NUM>°, or between ± <NUM>°, including the respective interval limits. In the position of the guide fin <NUM> illustrated in <FIG>, it extends here, merely by way of example, essentially parallel to and below a merely graphically indicated water surface <NUM>, i.e., the actual angle of attack α of the guide fin <NUM> is set here exemplarily to an actual angle of attack α of approximately <NUM>°.

An installation angle γ between the longitudinal central axis <NUM> of the fin-carrying shaft <NUM> and the horizontal plane extending parallel to the xy-plane of the coordinate system <NUM> can in principle fall between <NUM>° and <NUM>°. With an installation angle γ of <NUM>°, the longitudinal central axis <NUM> of the fin-carrying shaft <NUM> of the guide fin <NUM> of the fin stabilizer <NUM> extends perpendicular to the horizontal plane and thus parallel to the orientation of the gravitational field g, wherein the hull skin <NUM> extends in the region of a base of the ship <NUM> or of the watercraft <NUM>.

If the fin stabilizer <NUM> is disposed with an installation angle γ of approximately <NUM>°, for example, in a stern region (stern) and usually disposed there behind the propeller of the ship <NUM> or of the watercraft <NUM>, the device <NUM> can additionally act as a rudder for influencing the course of the ship <NUM>.

If the longitudinal central axis <NUM> extends at an installation angle γ of approximately <NUM>°, i.e., approximately parallel to the horizontal plane or parallel to the xy-plane <NUM> (water surface <NUM>), and thus also perpendicular to the direction of the force of gravity g, then a rudder effect of the fin stabilizer <NUM> is precluded. In general, the installation angle γ of fin stabilizers not pivotable in the hull <NUM> of the ship <NUM> or of the watercraft <NUM> falls at a value of approximately <NUM>°.

A right-angle coordinate system <NUM> illustrates the spatial position of all components in relation to each other. The longitudinal axis <NUM> of the hull <NUM> of the ship <NUM> extends approximately parallel to the x-axis, and the longitudinal central axis <NUM> of the fin-carrying shaft <NUM> is oriented essentially parallel to the y-axis or transverse to the longitudinal axis <NUM> of the hull <NUM>, while the z-axis of the coordinate system <NUM> is directed parallel to the gravitational force or to the direction of action of gravity approximately orthogonal to the water surface <NUM>. The rolling movements of the hull <NUM> of the ship <NUM>, which rolling movements are to be damped primarily using the control and/or regulating device <NUM> or the fin stabilizer <NUM>, occur about the x-axis of the coordinate system <NUM>, while pitch movements occur about the y-axis and yaw movements about the z-axis.

The electromechanical drive unit <NUM> in turn comprises inter alia the synchronous motor <NUM> including the eccentric transmission <NUM> connected downstream thereto for realizing a high mechanical reduction.

<FIG> shows a partial longitudinal section of the fin stabilizer of <FIG>. The fin stabilizer <NUM> is fixedly connected to the hull skin <NUM> of the hull <NUM> of the ship <NUM> or of a watercraft <NUM> using the base <NUM>. The fin-carrying shaft <NUM> is sealingly guided through the hull skin <NUM> of the ship <NUM>, and is rotatable about its longitudinal central axis <NUM> using the electromechanical drive unit <NUM>. The guide fin <NUM> connected to the fin-carrying shaft <NUM> is not drawn in the depiction of <FIG>. The electromechanical drive unit <NUM> of the inventive fin stabilizer <NUM> again comprises the synchronous motor <NUM>, whose rotor shaft <NUM>, configured as hollow shaft <NUM>, is connected to the eccentric transmission <NUM> using the coupling <NUM> such that the rotor shaft <NUM> and the eccentric transmission <NUM> rotate together. The eccentric transmission <NUM> is for its part coupled to the fin-carrying shaft <NUM> such that they rotate together.

As a partial aspect of the invention, the coupling <NUM> is disposed coaxially inside the hollow shaft <NUM> at least sectionally, from which a considerable reduction of the required axial installation space of the fin stabilizer <NUM> results along the longitudinal central axis <NUM>. The mechanical coupling <NUM> is not intended for short-term opening or releasing. Rather, the coupling <NUM> simplifies inter alia the installation and a possibly required removal of the fin stabilizer <NUM> for repair purposes, maintenance purposes, or the like. In addition, it can be seen from <FIG> that the rotor shaft <NUM> of the synchronous motor <NUM>, the coupling <NUM>, the eccentric transmission <NUM>, and the fin-carrying shaft <NUM> are aligned with respect to one another along the longitudinal central axis <NUM>, which results in a high energy efficiency of the fin stabilizer <NUM>.

<FIG> shows an enlarged perspective view of an electromechanical drive unit of the fin stabilizer.

The fin stabilizer <NUM> is attached inside to the hull skin <NUM> of the hull <NUM> of the ship <NUM> using a base <NUM>. The fin-carrying shaft <NUM> is rotatable about its longitudinal central axis <NUM> by the drive unit <NUM> and is guided through the hull skin <NUM> in a water-tight manner. The electromechanical drive unit <NUM> comprises the synchronous motor <NUM>, the coupling <NUM>, and the eccentric transmission <NUM> including the fin-carrying shaft <NUM> and the guide fin <NUM> attached thereto. As a purely visual exemplary embodiment for the rotational angle sensor <NUM>, the synchronous motor <NUM> includes a needle-type, mechanical indicator element <NUM> in order to provide an optical visualization for the viewer of the current actual angle of attack α of the fin-carrying shaft <NUM> of the guide fin <NUM> in the interior of the hull <NUM> of the ship <NUM>. For this purpose the indicator element <NUM> is mechanically coupled to the fin-carrying shaft <NUM> in a suitable manner. The guide fin <NUM> includes a streamline shaped cross-sectional profile <NUM> including an inflow edge <NUM> and an outflow edge <NUM> for the surrounding water <NUM>.

The fin stabilizer <NUM> described here merely by way of example for an inventive device for roll-stabilizing of a ship requires a reduced installation space requirement, causes only minimal operating noises, and has an optimal regulability for optimal damping of undesirable rolling movements about the longitudinal axis of the ship <NUM>.

Claim 1:
Device (<NUM>) for the roll-stabilizing of a watercraft (<NUM>) in motion, at anchor, or at zero speed, and/or for influencing the course of the watercraft (<NUM>), including a fin-carrying shaft (<NUM>) on which a guide fin (<NUM>) is disposed, wherein for changing an actual angle of attack (α) of the guide fin (<NUM>) in the water (<NUM>), the fin-carrying shaft (<NUM>) is drivable using an electromechanical drive unit (<NUM>), and the drive unit (<NUM>) may be disposed on the hull (<NUM>) using a base (<NUM>), wherein the electromechanical drive unit (<NUM>) is configured with a synchronous motor (<NUM>) that drives the fin-carrying shaft (<NUM>) using a reducing eccentric transmission (<NUM>), characterized in that a rotor shaft (<NUM>) of the synchronous motor (<NUM>) is configured at least sectionally as a hollow shaft (<NUM>) into which a coupling (<NUM>) is integrated adapted to connect the rotor shaft (<NUM>) to an input shaft (<NUM>) of the eccentric transmission <NUM>, such that the rotor shaft (<NUM>) and the input shaft (<NUM>) rotate together.