DK142538B

DK142538B - Seagoing ship.

Info

Publication number: DK142538B
Application number: DK212368AA
Authority: DK
Inventors: Jan Arie Smit
Original assignee: Sulzer Ag; Civilingenioer M Gregersen
Priority date: 1967-05-31
Filing date: 1968-05-08
Publication date: 1980-11-17
Also published as: US3565029A; GB1166976A; DK142538C; CH474401A; ES354469A1; NL6708942A; FR1562589A; DE1506733A1

Description

(11) FREMLÆGGELSESSKRIFT 142538 DANMARK (51) Int. Cl.3 B 63 B 1/08 §(21) Ansøgning nr. 212^/68 (22) Indleveret den 8. maj I968 (24) Lebedag 8. »Ej 1968 (44) Ansøgningen fremlagt og fremlæggelsesskriftet offentliggjort den 17· IlOV · 1 98Ο(11) PUBLICATION 142538 DENMARK (51) Int. Cl.3 B 63 B 1/08 Section (21) Application No. 212 ^ / 68 (22) Filed on 8 May I968 (24) Lifetime 8. »Not 1968 (44) The application presented and the writ published on 17 · IlOV · 1 98Ο

DIREKTORATET FORDIRECTORATE OF

PATENT-OG VAREMÆRKEVÆSENET Prioritet begæret fra denPATENT AND TRADEMARKET Priority requested from it

31. maj 1967, 7701/67, CHMay 31, 1967, 7701/67, CH

(71) siJLZER BROTHERS LIMITED, Winterthur, CH.(71) siJLZER BROTHERS LIMITED, Winterthur, CH.

(72) OpfinderJ Jan Arie Smit, Wanneggweg 1777, Wiesendangen, Zh, CH.(72) InventorJ Jan Arie Smit, 1777 Wanneggweg, Wiesendangen, Zh, CH.

(74) Fuldmægtig under sagens behandling:(74) Plenipotentiary in the proceedings:

Civilingeniør M. Gregersen.Civil Engineer M. Gregersen.

(64) Søgående skib.(64) Seagoing ship.

Opfindelsen angår et søgående skib af den i patentkravets indledning angivne art, hvilket skib ifølge opfindelsen er ejendommelig ved det i patentkravets kendetegnende del angivne.The invention relates to a seagoing ship of the kind specified in the preamble of the claim, which ship according to the invention is characterized by the characterizing part of the claim.

Kendte skibsskaller til søgående skibe løber sædvanligvis 5 ved hækken skarpt ud i en såkaldt bagstævn, ved hvilken der findes en skibsskrue. Denne form er fuldt berettiget, når skibet har en forholdsvis stor dybgang i forhold til bredden.Known seashells for seagoing ships usually run 5 at the stern sharply in a so-called rear stern, in which is a ship's screw. This form is fully justified when the ship has a relatively large draft in relation to the shore.

Ved de i den sidste tid byggede, søgående skibe med stor og meget stor størrelse, f. eks. tankskibe over 100.000 t og fragtski-10 be over 50.000 t, er det dog ikke muligt at forøge dybgangen svarende til den forøgede skibsbredde. Dette medfører, at Sådanne skibe, set i længderetning, har et forholdsvis fladt tværsnit. Når den gængse hækform med en midterstævn bibeholdes ved sådanne skibe, får man i hækken lange, smalle rum, der ikke kan udnyttes økonomisk.However, with the recently built seagoing vessels of large and very large size, such as tankers over 100,000 tonnes and cargo ships over 50,000 tonnes, it is not possible to increase the draft corresponding to the increased ship width. As a result, such longitudinal vessels have a relatively flat cross-section. When the usual stern shape with a middle stern is maintained by such vessels, the stern gets long, narrow spaces that cannot be used economically.

2 1425382 142538

Hvis man ved den kendte skibsform forkorter hækdelen, fås der vanskeligheder ved omstrømningen af skibsskruen, hvad der fører til en dårligere virkningsgrad for hele fremdrivningsanlægget.If, in the known ship shape, the rear section is shortened, difficulties are encountered in the overflow of the ship screw, which leads to a poorer efficiency for the entire propulsion system.

Fra beskrivelsen til USA-patent nr. 3 162 168 er der kendt 5 et skib, der ved hækken har gondoler til elektromotorer, som således kan anbringes uden for skibslegemet. Man kan herved opnå et skib med et så stort udnyttet rum som muligt.From the specification of US Patent No. 3 162 168 there is known a ship which has at its rear gondolas for electric motors which can thus be placed outside the ship's body. One can thereby obtain a ship with as much utilized space as possible.

I tidsskriftet "The Motor Ship", december 1958, side 400, er det blevet foreslået at forsyne skibslegemet med en toskrue-10 stævnhæk, ved hvilken to drivmotorer, f. eks. store dieselmotorer, driver hver sin skibsskrue. Også i dette tilfælde fås der dog rum, der på grund af deres lange og smalle form ikke kan udnyttes.In the journal "The Motor Ship", December 1958, page 400, it has been proposed to provide the ship's body with a two-screw-10 stern at which two propulsion engines, such as large diesel engines, each operate its own propeller screw. However, in this case too, rooms are provided which, due to their long and narrow form, cannot be utilized.

Ved den for den foreliggende opfindelse ejendommelige udformning af skibet undgår man de nævnte ulemper og kan opnå en 15 særlig kort udførelse af skibsskallens hæk og samtidig en særlig god udnyttelse af skibsskroget til lastrum, idet der samtidig fås en gunstig strømningsmodstand og navnlig en god omstrømning af skibsskruerne.The design of the ship according to the present invention avoids the disadvantages mentioned and can achieve a particularly short design of the ship's hull and at the same time a particularly good utilization of the ship hull for cargo space, while at the same time providing a favorable flow resistance and in particular a good flow of ship screws.

Opfindelsen forklares nærmere under henvisning til tegnin-20 gen, der skematisk viser en udførelsesform for skibet, idet fig. 1 viser et snit gennem skibets hækdel efter en linie I-I i fig. 2, fig. 2 et snit II-II i fig. 1, idet det over snittet værende omrids af skibet er vist stiplet, og 25 fig. 3 samme skib set bagfra.The invention is further explained with reference to the drawing, which schematically shows an embodiment of the ship, fig. 1 shows a section through the stern section of the ship along a line I-I in FIG. 2, FIG. 2 is a section II-II of FIG. 1, the outline of the ship being outlined in cross-section is shown dotted; and FIG. 3 same ship seen from behind.

X fig. 1 og 2 betegner 1 skibets hæk, der er forsynet med udbugtninger 2, i hvilke der skematisk er antydet fundamenter eller. fundamentrammer 8 for drivmotorer 3. Motorerne 3 er med deres krumtapaksler i det væsentlige anbragt i skibets akseretning. Fra 30 motorerne 3 fører forholdsvis korte skrueaksler 4 bagud, og disse aksler bærer skibsskruer 5. To ror 6 er anbragt forsat i forhold til akslerne 4's akser ind mod skibets længdeakse. Disse ror ligger stadig i strømmen fra skruerne 5, men er forsat således, at de tillader en demontering af skrueakslerne 4 ved udtrækning for-35 bi rorene. Som det fremgår af fig. 1 og 3, er en bund 7 af skibsskallen mellem de to fremspring eller udbugtninger 2 i det væsentlige trykket fladt opefter, fig. 1.X fig. 1 and 2 denote 1 the stern of the ship provided with bends 2 in which are schematically indicated foundations or. foundational frames 8 for drive motors 3. The motors 3 with their crankshafts are substantially arranged in the axis of the ship. From the 30 engines 3, relatively short screw shafts 4 lead backwards, and these shafts carry ship screws 5. Two rudders 6 are positioned in relation to the axes of the shafts 4 towards the longitudinal axis of the ship. These rudders are still in the flow from the screws 5, but are mounted so as to permit dismantling of the screw shafts 4 by pulling out the front rudders. As shown in FIG. 1 and 3, a bottom 7 of the shell of the ship between the two projections or bends 2 is substantially pressed flat upwards; First

Skibslegemets tværsnitsforhold fremgår bedst af fig. 3. IThe cross-sectional relationship of the ship body is best shown in FIG. 3. I