DE102016209879A1 - Watercraft, in particular towboat - Google Patents

Watercraft, in particular towboat

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Publication number
DE102016209879A1
DE102016209879A1 DE102016209879.9A DE102016209879A DE102016209879A1 DE 102016209879 A1 DE102016209879 A1 DE 102016209879A1 DE 102016209879 A DE102016209879 A DE 102016209879A DE 102016209879 A1 DE102016209879 A1 DE 102016209879A1
Authority
DE
Germany
Prior art keywords
hull
watercraft
ship
a1
a2
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.)
Pending
Application number
DE102016209879.9A
Other languages
German (de)
Inventor
Dirk Jürgens
Michael Palm
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.)
Voith Patent GmbH
Original Assignee
Voith Patent 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 Voith Patent GmbH filed Critical Voith Patent GmbH
Priority to DE102016209879.9A priority Critical patent/DE102016209879A1/en
Priority claimed from EP17724553.7A external-priority patent/EP3464045A1/en
Publication of DE102016209879A1 publication Critical patent/DE102016209879A1/en
Pending legal-status Critical Current

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Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B63SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63BSHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00Hulls characterised by their structure or component parts
    • B63B3/14Hull parts
    • B63B3/44Bilge keels
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B63SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63BSHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/66Tugs
    • B63B35/68Tugs for towing
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B63SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63BSHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B63B39/06Equipment 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

Abstract

The invention relates to a watercraft (1) with a hull (1) and a stabilizing device arranged in the rear region (3). According to the invention, the stabilization device (8) on both sides of the central longitudinal plane (MLE) of the hull (2) at least one flush with the hull (7) and viewed from a base (B) on the ship's bottom (6) over at least a portion of the hull (7) in the height direction along a theoretical arrangement line (A1, A2) extending flow-influencing element (9.1, 9.2) to around the arrangement line (A1, A2) formed inflow surface (10.1, 10.2) on.

Description

  • The invention relates to a watercraft, in particular towing vessel, in detail with the features of the preamble of claim 1.
  • Watercraft in the form of tugboats find application in the assistance of larger vessels. Representative is on the publication US 6698374 directed. This discloses a watercraft with a hull with arranged in an end region controllable drive and a centrally arranged in the rear region in the central longitudinal plane fin for price stabilization. The controllable drives are designed, for example, as a rudder propeller or cycloidal propeller. The hull acts as a displacement body, which is driven by the drives driven by the surrounding fluid. This creates under certain flow conditions behind the hull, especially in the rear of a Karman vortex street. The thereby formed vortex with opposite direction of rotation at the sides of the central longitudinal axis arranged sides of the hull to solve this case with increasing flow rate of this. This replacement results in strong instabilities when driving straight ahead.
  • To solve this problem is in the document WO 11/11964 A1 proposed to provide the hull on both sides of the central longitudinal plane in each case a fin, which are arranged symmetrically with respect to this. This solution is structurally very complex.
  • Another possibility for stabilizing a watercraft with a hull and a fin arranged in the rear area with a stabilization device is from the document EP 2 774 836 A1 previously known. The fin extends in the longitudinal direction of the hull and has a leading edge acting as leading edge, a trailing edge and side surfaces oriented opposite thereto. The stabilization device has at least one flow-guiding surface region assigned to each side surface of the fin and arranged at an angle relative to the latter, in the simplest case in the form of guide plates. However, this embodiment is only suitable for vessels with fins in the rear area.
  • The invention was therefore based on the object, a watercraft, in particular a towboat with at least one drive further develop such that the controllability of which always ensures safe and the yaw stability is given. The negative effects of vortex formation in the flow direction in the rear area, regardless of the design and the design of the hull of the vessel are to be reduced by simple means. In particular, the solution according to the invention should also be retrofittable to existing vessels, on which stabilization problems under certain boundary conditions, can be retrofitted with little effort.
  • The solution according to the invention is characterized by the features of claim 1. Advantageous embodiments are described in the subclaims.
  • An inventively executed watercraft, in particular towed ship with a hull with a ship hull formed from a ship's side and a ship's bottom and at least one arranged in the rear of the hull stabilizer is characterized in that the stabilizing device on both sides of the central longitudinal plane of the hull at least one flush fitting to the hull and Seen starting from a base on the ship's bottom viewed over at least a portion of the hull in the height direction along a theoretical arrangement line extending flow-influencing element having a formed around the arrangement line inflow surface.
  • Under a hull is here understood the part of the vessel, which gives it the buoyancy. This is also called a ship's hull. The base corresponds to a horizontal plane at the lowest point of the ship's bottom.
  • The core idea of the invention is to provide on the hull on both sides of the central longitudinal plane a flow-influencing element in the form of a projection body with a flow guidance surface, by which the detachment of opposing vortex pairs on both sides of the hull in the stern region is reduced. Due to the flush concerns of flow-influencing element and thus the transition of the surface of the hull in the inflow, this vortex formation is actively disturbed in the rear. The prominent frequency of the original vortex shedding is changed by the newly forced shedding upstream so that now there is a wider range of shedding frequencies, so that the excitation of a yaw vibration is considerably reduced. The flow pattern in the rear area and behind the vessel is positively influenced and thus the yaw stability and controllability of such vessels with simple means significantly improved. The single flow-influencing element is as a separate component without affecting others Functional elements can be retrofitted on the vessel. For its arrangement are large areas in the rear area on the outer periphery of the skin forming the outer shell available.
  • The individual flow-influencing element extending over a partial region of the hull in the vertical direction is preferably arranged such that its arrangement line in the height direction of the hull, starting from a base at the ship's bottom, extends with its main directional component in the vertical direction and thus not only in one plane. This makes it possible to provide larger inflow surfaces over the same height range and to position the inflow surfaces over a wider area of the hull.
  • In an advantageous embodiment, it is provided that the distance of the arrangement line for the individual flow-influencing element from the central longitudinal plane of the hull in the base end region is less than in the end region pointing away from the base in the vertical direction. In addition to an increase in the inflow area over a height range of predefined size on the hull, the inflow surfaces are thus laid in an area in which they can develop greater effectiveness.
  • In a particularly advantageous embodiment of an arrangement of the flow-influencing element with a main direction component in the vertical direction (in which case a secondary component runs in the horizontal direction), the arrangement line when projecting in a parallel to the central longitudinal plane aligned longitudinal plane at an angle to a plane perpendicular to the central longitudinal plane in the area from 5 ° to 50 °, preferably 10 ° to 45 °, most preferably 25 ° ± 10 °. In addition, or considered alone as a feature, the position of the array line when projecting in a plane oriented perpendicular to the central longitudinal plane by an angle to the central longitudinal plane in the range of 5 ° to 50 °, preferably from 10 ° to 45 °, most preferably 25th ° ± 10 °. These angular ranges describe the arrangement and design of the flow-influencing elements with the best mode of action to effectively affect the fuselage flow.
  • With regard to the design and / or arrangement of a single flow-influencing element, there are a number of possibilities. Viewed in the height direction of the hull, the single flow-influencing element is arranged extending in one of the following ways:
    • - starting from a base at the ship's bottom, looking from this to the theoretical construction waterline; (Advantage of the effect over the entire height of the hull)
    • Viewed from a base at the ship's bottom, at a predefined distance to it, up to the theoretical construction waterline;
    • - viewed from a base at the ship's bottom, viewed from the base over a sub-area of 1/3 to 2/3 of the extent of the hull in the height direction;
    • - viewed from a base on the ship's bottom at a predefined distance from this over a partial area of 1/3 to 2/3 of the extent of the hull in the height direction.
  • In embodiments of flow-influencing elements with a smaller size or longitudinal extension than the extension of the hull in the height direction to the construction waterline either only one or more, the entire extent of the hull in the height direction to the construction waterline arranged one behind the other elements can be provided.
  • The arrangement of the flow-influencing elements on both sides of the central longitudinal plane preferably takes place symmetrically. As a result, the most even flow pattern is achieved.
  • The inflow surface of the individual element around the arrangement line is curved to effectively influence the flow. Depending on the design, the cross-sectional area of the flow-influencing element, in particular its outer circumference can be described by a radius or a plurality of radii. On the one hand, the size and the orientation and the course of the inflow surface can be set via the radius selection. The single inflow area is not completely closed in the circumferential direction surface.
  • The individual flow-influencing element may further be formed in one or more parts. Preferably, one-piece designs are used which are simple in terms of contour and cross-sectional geometry. These allow easy handling and are particularly simple and inexpensive to produce depending on the design of the cross-sectional profile of the individual flow-guiding element. According to a particularly advantageous embodiment, the individual flow-influencing element is designed as a solid profile element or hollow profile element, in particular rods or tube profile element.
  • The attachment to the hull is preferably non-detachable, the control effort so to be kept as low as possible. Also conceivable are detachable designs. According to a particularly advantageous embodiment, the fastening takes place in a form-fitting manner, for example via riveted joints - or materially, for example welded joints.
  • The materials used to form the flow-influencing elements are, above all, steel or stainless steel.
  • The solution according to the invention is explained below with reference to figures. Show it:
  • 1a and 1b a watercraft in two views with inventively formed stabilizing device;
  • 2a and 2 B in a detail of the 1a and 1b the angles between flow-influencing elements and individual levels;
  • 3 a flow-influencing element in two views;
  • 4 a further embodiment of a flow-influencing element;
  • 5a to 5c different cross-sectional contours of a flow-influencing element;
  • 6a an embodiment of a watercraft with the arrangement of a flow-influencing element in the region of the construction waterline;
  • 6b an embodiment of a watercraft with formation of a flow-influencing element of several sub-elements.
  • The 1a and 1b illustrate in schematic highly simplified representation of a hull 2 a watercraft 1 , in particular a towboat in two views. The 1a shows a view of the hull 2 in the longitudinal direction, the 1b a view in the width direction. The hull 2 is by an extension in the longitudinal direction from the bow to the stern 3 and characterizes an extension in the width direction. The extension in the vertical direction is referred to below as height direction. To illustrate the directions is an example of a coordinate system to the hull 2 created. The X-axis corresponds to the extension in the longitudinal direction, the Y-axis of the extension in the width direction and the Z-direction describes the extension in the height direction. The vessel also has at least one drive AM, which may be of various types.
  • The rear area 3 is exemplary, but not mandatory with a Finn 4 designed for directional stabilization. The hull 2 includes one from a ship's side 5 and a ship's bottom 6 formed ship hull 7 , To avoid by the in the flow around the hull 2 Karman's vortex-induced instabilities are in the tail area 3 of the hull 2 a stabilizer 8th intended. The stabilizer 8th comprises on both sides of the central longitudinal plane MLE of the hull 2 at least one flush with the hull 7 adjacent and starting from a base B at the bottom of the ship 6 considered over at least a portion of the hull 7 in the height direction of this along a theoretical arrangement line extending flow-influencing element 9.1 . 9.2 , The arrangement lines are here in each case with A1 for 9.1 and A2 for 9.2 designated. The theoretical arrangement lines A1, A2 are not figurative or to be understood as a component but are used to describe the course or extent of the individual flow-influencing element 9.1 . 9.2 on the hull 7 , The arrangement lines A1, A2 describe the basic course or orientation of the flow-influencing elements 9.1 . 9.2 , These are not to be confused with center lines or possibly symmetry lines when describing the design of the flow-influencing elements 9.1 . 9.2 ,
  • The single flow-influencing element 9.1 . 9.2 is preferably designed as a separate component, which with a surface area flush with the hull 7 is present and connected in installation position with this. The connection can be made detachable or non-detachable. Preferably, insoluble cohesive or positive connections are selected. The single flow-influencing element 9.1 . 9.2 is characterized by an extension in the longitudinal direction. Shaping The contour in the longitudinal direction described by the extension can be described by a contour line, which in the installed position on the hull 2 coincides with the theoretical arrangement line A1, A2 or equivalent. The single flow-influencing element 9.1 . 9.2 has an inflow area 10.1 . 10.2 on. This extends over the extension of the individual flow-influencing element 9.1 . 9.2 in the height direction of the hull 2 considered. The inflow area 10.1 . 10.2 is oriented such that it in the installed position of the flow-influencing element 9.1 . 9.2 considered in each case to the arrangement line A1, A2 is designed to extend. This is a targeted flow control to a curved trained surface
  • Flush concerns include that between the inflow surface on the flow-influencing element 9.1 . 9.2 and the hull 7 There is no gap, but almost a transition from the outer peripheral surface of the hull 7 to the inflow area 10.1 . 10.2 given is. The inflow surface is therefore not formed closed in the circumferential direction about the arrangement line A1, A2.
  • The individual arrangement line A1, A2 for the individual flow-influencing element 9.1 . 9.2 runs in the height direction of the hull 7 starting from a base B at the ship's bottom 6 considered with its main directional component in the height direction. That is, the single flow-influencing element 9.1 respectively. 9.2 can be adapted to the contour of the hull 7 extend at this either in a plane perpendicular to the central longitudinal plane MLE or over a plurality of such perpendicular to the central longitudinal plane MLE arranged planes and extends not only in a plane parallel to the central longitudinal plane MLE. The position or orientation of the flow-influencing elements 9.1 . 9.2 and thus the arrangement lines A1, A2 this at the ship body 7 can be described by angles relative to differently oriented planes. These are in the 2a and 2 B exemplified. The 2a and 2 B show an example of a section of a watercraft 1 the hull 2 according to the 1a and 1b in different views. The 2a shows a section 1b and illustrates the angle α between the central longitudinal plane MLE and the flow-guiding element 9.1 when projecting this or projecting the arrangement line A1 in a plane SE perpendicular to the central longitudinal plane MLE. This is according to the invention in the range of 5 ° to 50 °, preferably from 10 ° to 45 °, most preferably 25 ° ± 10. 2 B clarifies a section 1a and represents the angle β between the arrangement line when projecting in a longitudinal plane aligned parallel to the central longitudinal plane with respect to a plane oriented perpendicular to the central longitudinal plane. This is according to the invention in the range of 5 ° to 50 °, preferably 10 ° to 45 °, most preferably 25 ° ± 10 °.
  • The single flow-influencing element 9.1 . 9.2 extends according to a particularly advantageous embodiment in 1a . 1b . 2a . 2 B in the height direction of the hull 2 considered over a range that differs from a theoretical design waterline KWL on the hull 2 extends to the base B.
  • In contrast, the show 6a and 6b other possibilities, which is also achieved a reduction of the vortex shedding. These are the individual flow-influencing elements 9.1 . 9.2 respectively. 9.1a . 9.1b and 9.2a . 9.2b only in a partial area of the extension of the hull 7 arranged in the height direction.
  • The 6a shows an embodiment with arrangement of a single flow-influencing element 9.1 . 9.2 in the area of the design waterline KWL and extension only in the area of this.
  • In contrast, shows 6b an arrangement with a plurality of flow-influencing elements arranged on an arrangement line A1, A2 9.1a . 9.1b and 9.2a . 9.2b , These are one behind the other in the vertical direction to form a distance from each other or - not shown here - arranged flush with each other. In contrast, it is also possible, the arrangement of the flow-influencing elements 9.1 . 9.2 instead of carrying out KWL in the area of the design waterline only in a subarea in the area of the base B Preferably, however, in embodiments with such shortened flow-influencing elements 9.1 . 9.2 chosen a training with a length that is suitable, at least one third of the extension of the hull 7 in height direction.
  • The composition of a unit of several individual flow-influencing elements 9.1a . 9.1b respectively. 9.2a . 9.2b offers the advantage of standardized trained flow-influencing elements 9.1 . 9.2 to maintain and to achieve the required longitudinal extent of this by modular summary.
  • The arrangement of the flow-influencing elements 9.1 . 9.2 is preferably symmetrical with respect to the central longitudinal plane MLE.
  • The formation of the flow-influencing elements 9.1 . 9.2 , in particular whose contour is considered in the longitudinal direction of this, is substantially of the contour of the ship's body 2 , in particular the hull 7 depending on the desired arrangement area. Depending on the design of the arrangement surfaces on the hull 7 as a plane or curved surface is the single flow-influencing element 9.1 . 9.2 also with a flat contact surface 11 , as in 3 reproduced or curved trained contact surface 12 educated.
  • The 5a to 5c show examples of cross-sectional possible configurations of the inflow 10.1 . 10.2 the flow-influencing elements 9.1 . 9.2 , According to 5a is the single flow-influencing element 9.1 formed with a constant cross-section over its extension in the longitudinal direction and has a circular segment-shaped cross-section. The single one flow-influencing element 9.1 can be used as profile element or as in 5a be formed as a full element. The training with kreissegmentartigem cross-section is characterized by a radius r. In contrast, shows 5b an embodiment with a cross-sectional area whose outer circumference can be characterized by different radii r1 to rn. This allows for the same size contact surface 11 larger flow surfaces 10.1 will be realized.
  • 5c shows an embodiment of the flow-influencing element 9.1 as a hollow profile element, in particular half pipe. The inflow area 10.1 as well as the contact surfaces 11.1a . 11.1b are worked out by forming, for example, simple sheet metal processing.
  • LIST OF REFERENCE NUMBERS
  • 1
     water craft
    2
     hull
    3
     rear area
    4
     fin
    5
     tailboard
    6
     shipdeck
    7
     hull
    8th
     stabilizing device
    9.1, 9.2 9.1a, 9.1b
     flow-influencing elements
    10.1, 10.2
     leading faces
    11, 11.1, 11.2
     contact surfaces
    12
     contact surfaces
    A1, A2
     assembly line
    AT THE
     drive
    B
     Base
    KWL
     Design waterline
    MLE
     Central longitudinal plane
    SE
     Plane perpendicular to the central longitudinal plane MWL
    PE
     Plane parallel to the central longitudinal plane MWL
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • US 6698374 [0002]
    • WO 11/11964 A1 [0003]
    • EP 2774836 A1 [0004]

Claims (11)

  1. Watercraft ( 1 ), in particular towed ship with a hull ( 2 ) with one from a side wall ( 5 ) and a ship's floor ( 6 ) formed ship hull ( 7 ) and at least one in the rear area ( 3 ) of the hull ( 2 ) stabilizing device ( 8th ), characterized in that the stabilization device ( 8th ) on both sides of the central longitudinal plane (MLE) of the hull ( 2 ) at least one flush with the hull ( 7 ) and starting from a base (B) at the ship's bottom ( 6 ) considered over at least a portion of the hull ( 7 ) in the height direction along a theoretical arrangement line (A1, A2) extending flow-influencing element ( 9.1 . 9.2 ) with inflow surface formed around the arrangement line (A1, A2) ( 10.1 . 10.2 ).
  2. Watercraft ( 1 ) according to claim 1, characterized in that the arrangement line (A1, A2) for the individual flow-influencing element ( 9.1 . 9.2 ) in the height direction of the hull ( 7 ) starting from a base (B) at the ship's bottom ( 6 ) is viewed with its main direction component in the height direction.
  3. Watercraft ( 1 ) according to claim 1 or 2, characterized in that the distance of the arrangement line (A1, A2) for the individual flow-influencing element ( 9.1 . 9.2 ) from the central longitudinal plane (MLE) of the hull ( 2 ) is lower in the end region facing the base than in the end region pointing away from the base (B) in the height direction.
  4. Watercraft ( 1 ) according to one of claims 1 to 3, characterized in that the arrangement line (A1, A2) when projecting in a parallel to the central longitudinal plane (MLE) aligned longitudinal plane an angle (β) relative to the center longitudinal plane (MLE) vertically oriented plane (SE) in the range of 5 ° to 50 °, preferably 10 ° to 45 °, most preferably 25 ° ± 10 °.
  5. Watercraft ( 1 ) according to one of claims 1 to 4, characterized in that the arrangement line (A1, A2) when projecting in a plane perpendicular to the central longitudinal plane (MLE) level (SE) an angle (α) to the central longitudinal plane (MLE) in the range of 5 ° to 50 °, preferably from 10 ° to 45 °, most preferably 25 ° ± 10 °.
  6. Watercraft ( 1 ) according to one of claims 1 to 5, characterized in that the individual flow-influencing element ( 9.1 . 9.2 ) in the height direction of the hull ( 2 ) arranged according to one of the following possibilities: - starting from a base (B) at the ship's bottom ( 6 considered from this to the theoretical design waterline (KWL); Starting from a base (B) at the ship's bottom ( 6 considered at a predefined distance to this up to the theoretical design waterline (KWL); Starting from a base (B) at the ship's bottom ( 6 ) views it over a partial area of 1/3 to 2/3 of the extent of the hull ( 2 ) in the height direction; Starting from a base (B) at the ship's bottom ( 6 ) viewed at a predefined distance from this over a partial area of 1/3 to 2/3 of the extent of the hull in the height direction.
  7. Watercraft ( 1 ) according to one of claims 1 to 6, characterized in that in each case a plurality of individual flow-influencing elements ( 9.1a . 9.1b . 9.2a . 9.2b ) are arranged on both sides of the central longitudinal plane (MLE) in series along an arrangement line (A1, A2).
  8. Watercraft ( 1 ) according to one of the preceding claims, characterized in that the inflow surface (A1, A2) of the individual flow-influencing element ( 9.1 . 9.2 ) is curved around the arrangement line (A1, A2) is formed, wherein the curvature by a radius (r) or more radii (r1 to rn) is writable.
  9. Watercraft ( 1 ) according to one of claims 1 to 8, characterized in that the individual flow-influencing element ( 9.1 . 9.2 ) is designed as a solid profile element or hollow profile element, in particular rods or tube profile element.
  10. Watercraft ( 1 ) according to one of claims 1 to 9, characterized in that the individual flow-influencing element ( 9.1 . 9.2 ) at least one contact surface for flush concerns on the hull ( 7 ) and is positively or materially connected thereto.
  11. Watercraft ( 1 ) according to one of the preceding claims, characterized in that it comprises at least one drive, preferably two on both sides of the central longitudinal plane arranged controllable drive units.
DE102016209879.9A 2016-06-06 2016-06-06 Watercraft, in particular towboat Pending DE102016209879A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE102016209879.9A DE102016209879A1 (en) 2016-06-06 2016-06-06 Watercraft, in particular towboat

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102016209879.9A DE102016209879A1 (en) 2016-06-06 2016-06-06 Watercraft, in particular towboat
EP17724553.7A EP3464045A1 (en) 2016-06-06 2017-05-19 Water vehicle, in particular tugboat
PCT/EP2017/062077 WO2017211570A1 (en) 2016-06-06 2017-05-19 Water vehicle, in particular tugboat

Publications (1)

Publication Number Publication Date
DE102016209879A1 true DE102016209879A1 (en) 2017-12-07

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ID=60327841

Family Applications (1)

Application Number Title Priority Date Filing Date
DE102016209879.9A Pending DE102016209879A1 (en) 2016-06-06 2016-06-06 Watercraft, in particular towboat

Country Status (1)

Country Link
DE (1) DE102016209879A1 (en)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE672824C (en) * 1936-11-11 1939-03-10 Wilhelm Hermann Conrad Enno Ro Device for damping rolling movements of the ship
US6698374B1 (en) 1999-09-03 2004-03-02 Novatug B.V. Design for tugboat
WO2011113964A1 (en) 2010-03-19 2011-09-22 Bv Scheepswerf Damen Gorinchem Ship with azimuting tractor drive
GB2479204A (en) * 2010-04-01 2011-10-05 Marine One Stop Technologies Ltd Stern flap assembly for a vessel having vertically oriented baffles
EP2774836A1 (en) 2013-03-08 2014-09-10 Voith Patent GmbH Watercraft, in particular tugboat

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE672824C (en) * 1936-11-11 1939-03-10 Wilhelm Hermann Conrad Enno Ro Device for damping rolling movements of the ship
US6698374B1 (en) 1999-09-03 2004-03-02 Novatug B.V. Design for tugboat
WO2011113964A1 (en) 2010-03-19 2011-09-22 Bv Scheepswerf Damen Gorinchem Ship with azimuting tractor drive
GB2479204A (en) * 2010-04-01 2011-10-05 Marine One Stop Technologies Ltd Stern flap assembly for a vessel having vertically oriented baffles
EP2774836A1 (en) 2013-03-08 2014-09-10 Voith Patent GmbH Watercraft, in particular tugboat

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