EP0079002B1 - Forme de la partie avant d'un navire, tel qu'un brise-glace - Google Patents

Forme de la partie avant d'un navire, tel qu'un brise-glace Download PDF

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Publication number
EP0079002B1
EP0079002B1 EP82109979A EP82109979A EP0079002B1 EP 0079002 B1 EP0079002 B1 EP 0079002B1 EP 82109979 A EP82109979 A EP 82109979A EP 82109979 A EP82109979 A EP 82109979A EP 0079002 B1 EP0079002 B1 EP 0079002B1
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EP
European Patent Office
Prior art keywords
ship
ice
bow
ship according
front face
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.)
Expired
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EP82109979A
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German (de)
English (en)
Other versions
EP0079002A1 (fr
Inventor
Heinrich Dr.-Ing. E.H. Waas
Günter Dipl.-Ing. Varges
Jürgen Ing. grad. Schultz
Ayres Dipl.-Ing. Freitas
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Thyssen Nordseewerke GmbH
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Thyssen Nordseewerke GmbH
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Publication of EP0079002A1 publication Critical patent/EP0079002A1/fr
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/08—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/08—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor
    • B63B35/12—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor having ice-cutters

Definitions

  • the invention relates to a ship for a trip in open or ice-covered water with a pontoon-shaped fore ship lying above the waterline, which has parallel side walls and a front surface which is flat and strongly inclined forwardly in the underwater ship and extends over the entire width of the ship. which merges backwards into a central keel, and with a stern and with propulsion devices housed in it.
  • an icebreaking ship of the above-mentioned type in which the fore-ship of the hull is pontoon-shaped above the middle waterline and is delimited by parallel side walls and in which the fore-ship extends over the entire width of the ship extending and in its lower part flat and strongly inclined to the front, which gradually changes below the middle waterline into a wedge shape with central keel and in which the side walls of the hull in the area between the fore and aft ship into one from the waterline down are designed to run vertically up to a section extending below the lower edge of the unbroken ice sheet, the adjoining ship floor being V-shaped up to the central keel.
  • an ice-breaking ship with a pontoon-shaped fore section lying above the waterline is further developed such that the pontoon-shaped fore section is parallel to one another at the lower edges of its two side walls and extends up to the V-shaped part of the Has underwater foreships extending, rod-like sliding and breaking profiles, the opposite wall surfaces of which are designed to run obliquely upwards and which have the cutting edges.
  • Such an ice breaker with a flat, obliquely upwardly sloping end face of its pontoon-shaped fore-ship slides onto the ice to be broken without the middle part of the pontoon-shaped fore-ship coming into contact with the ice.
  • a one-piece ice floe is broken which essentially corresponds to the width of the bow.
  • This one-piece ice floe finally comes to a labile equilibrium position on the strongly upward-facing underwater bow, which practically forms an elongated keel in the area of the V-shaped underwater foredeck, from which the floe tilts to one of the two sides and to the side below the solid ice sheet swims, creating an ice-free fairway.
  • a ship according to DE-A-2 343 719 and DE-A-2 530 103 has the disadvantage that the broken ice floes float uncontrollably from any side of the ship to full length, but often do not completely disappear under the unbroken ice sheet or due to uncontrollable ones Break up the crushing fragments into more or less parts, which also cannot be derived laterally under the solid ice sheet.
  • the ship When sailing in ice-free swell, the ship has to endure considerable, adverse swells.
  • a ship with an icebreaker bow is known from De-A-2 112 334, the hull of which merges into an underwater foredeck with two wedge-shaped icebreaker legs which enclose a channel between them.
  • a snow plow-like guide device is arranged under the ship's floor. The resulting many small ice floes cannot be pushed under the fixed ice sheet on the side, but float into the space between the hull and the fixed ice sheet on the side and cause increased friction on the ship's outer skin or collect in the channel and slide amidships under the ship to the propeller area. Therefore, such a ship has an increased power requirement and the propellers are exposed to the damaging effects of ice floes.
  • DE-A-2 823 075 relates to a foredeck for icebreaking ships with a forward-falling stern and with S-shaped frames that limit aft-sloping outer skin surface and run downward in a dead wood and that approximately follow the stern have a horizontally falling shoulder, which extends in an area from the overlying part of the water aft, with increasing distance from the plane of the midships to the main bulkhead below the maximum thickness of the expected ice sheet, with the S-shaped frames below the shoulder from the inside out and are inclined at the bottom.
  • this known ice-breaking ship in no way has a pontoon-shaped fore section, so that the ice-breaking effect achieved with a pontoon-shaped fore section cannot be achieved at all.
  • Another icebreaking ship emerges from DE-A-2 231 733.
  • This ice-breaking ship has an ice-breaking bow and a hull width at the ice water line that is the largest and aft of it in front of the center of the hull, with the largest hull width falling down and backwards at the ice water line, while the hull is one below the ice water line maximum width in the aft part of the ship, the maximum width being greater than the width at the ice water line and the cross-sections through the hull from front to aft are designed so that the hull goes down and inwards and at the stern of the ship falls down and outwards.
  • this ice-breaking ship does not have a pontoon-shaped foreship part, so that it is not possible to break large ice floes to create a free navigation channel.
  • the widening provided amidships in this ice-breaking ship leads to increased friction between the hull and the edge areas of the ice sheet on both sides of the navigation channel, with the result of an increased power requirement.
  • the widening of the hull in the midships area of this icebreaker is, however, created exclusively in order to maintain a large cargo hold.
  • the invention solves the problem of creating a ship with a low power requirement for propulsion without great technical, constructive effort and in particular with icebreaking properties, the disadvantages shown in the known icebreakers being avoided and in particular the conditions for the shear fracture of a one-piece floe of the solid ice sheet is made even cheaper and the guidance of the floe under the water is reduced with reduced risk of clod crushing to many fragments, so that the lateral placement of the floe under the solid ice sheet is achieved even more reliably.
  • bow-wave damping is to be achieved with simple technical means in the case of ice-surfing ships with a pontoon-shaped foredeck, so that such ships can sail in open waters with less power, without being exposed to bow wave shocks.
  • a ship for a trip in open or ice-covered water according to the type described at the outset, which is designed according to the invention in such a way that the side edges in the transition region of the fore-end side walls to the end face are curved in the longitudinal direction along the side edges and opposite those formed by the fore-end side walls Planes are protruding laterally in such a way that the distance between the lower side edges forms the greatest width of the underwater ship, with the undersides of the frames between the two side edges starting from the point of the length of the ship at which the end face merges with the center keel to the point that it reaches the ship's floor, is arched transversely downwards or is bent.
  • the side edges have sharp-edged profiles that form cutting edges in the cross-sections between the foredeck side walls and the end face in the frame cross sections.
  • the side edges outside the fore ship can be continued towards the rear in bead-like thickenings and be arranged along the hull and pass smoothly into the profile of the transition area between the fore-ship side walls and the fore-ship floor.
  • cutting runners are provided, which are arranged on the side edges at the widest point of the underwater hull.
  • the invention provides an embodiment according to claim 6, according to which in a ship with ice-breaking properties the cutting edges or the cutting runners and the end surface which is designed to be upwardly inclined in the bow direction are curved in the longitudinal direction of the ship, the end surface below the construction water line extending transversely approximately horizontally , has lower boundaries of the frames, which form approximately a plane, and wherein a skid with an ice-notching profile is arranged on the underwater ship in the longitudinal direction of the midships.
  • This design ensures that the cutting of the ice surface takes place very effectively even with the different ice conditions discussed, because optimal conditions are created for the lateral shear fracture of the floe and the bending fracture in the transverse direction of the floe.
  • the broken, one-piece ice floe is not directed to a steep underwater protrusion at the rear end of the front surface, which is inclined forward, as is the case with the known ice breakers, which presses the ice floe down and leads to an unstable equilibrium position. It has been shown that a ram acting in the manner of a broaching wedge in the V-frame area can cause a breakage of the one-piece ice floe arriving from the front, so that the numerous fragments float in the fairway.
  • One-piece ice floes that have broken out of the solid ice sheet and are often very brittle and / or cracked are at risk in the event of sudden, uncontrolled loads, for example in an unstable weight position on the underwater fore, caused by the buoyant forces on both edges of the floe on both sides, as a result of a push of the stem or as a result Break into small pieces on the ship's wall, consuming energy.
  • the ice floe is scored or scored in the middle of the mid-level longitudinal skid and a predetermined breaking line is created so that the one-piece floe is divided into two pieces of approximately the same size as a result of the buoyancy forces, which then float laterally under the ice sheet.
  • the safely guided emergence of the ship and cutting of clods from ice sheets with jagged, variable-height surfaces can be further improved according to a further embodiment of the invention according to claim 12 in that the cutting runners preferably formed from rod-like profiles forward over the end face into the area of the are guided in front of each other, towards which the shape of the ship recedes in the area of the midships longitudinal plane and rises more steeply than the two forwards.
  • the two cutting edges on the side result in an undisturbed two-point or two-line support of the fore ship that promotes shear fracture, even with irregular, resistant ice formations, such as ridges, so that the vertically icebreaking Gravity always fully affects the two side cutting edges. Touching the ice with the ship's wall between the two cutting edges is largely avoided even with jagged ice surfaces. Multiple touching or resting the front surface inclined forward on the ice would cause oblique or shear force components that would adversely affect or prevent the required shear fracture of the ice sheet.
  • This surface form of the foreship also results in a particularly low-impact, continuous deployment of the ship in rough seas without impairing the ice-breaking properties.
  • the center runner is arranged according to claim 13 on V-shaped frames.
  • the middle runner can continue to the ship's bottom and can also be curved.
  • the lower edge of the central runner has a greater angle inclination than the horizontal cutting edges in the corresponding longitudinal section of the ship. Due to this configuration, the initial central anchorage of the ice floe takes place very gently. If the center runner is curved, in particular curved, it contributes to an optimal interaction with the two lateral cutting edges and to the adaptation to the ice conditions expected when the ship is used.
  • the middle runner can also consist at least partially of one or more teeth.
  • the lateral cutting edges which are preferably located on rod-like profiles, are generally continued backwards into the V-shaped part of the underwater foredeck below, even further backwards if the expected ice formations were to be stable. It is conducive to the gentle creation of the central predetermined breaking line in the ice floe if the central runner only protrudes slightly downward in its front runner area in relation to the inclined end face of the foredeck or the area spanned by the two lateral cutting edges on the rod-like profiles gradually progresses towards the back and then decreases again.
  • the two side runners made of rod-like profiles with sharp cutting edges expediently run out at their rear ends in bead-like lateral thickenings of the ship's hull, so that the two halves of the ice floe originally cut in one piece by means of the predetermined breaking line generated can slide sideways outwards on the inclined surfaces of the ship and without Risk of breakage at the ship's edge being directed flat under the ice sheet.
  • a ship designed in this way with ice-breaking properties can submerge deeper than the normal ice-breaking construction water line by heavier loading, for example with ballast water, in order to break layers with greater thicknesses more easily.
  • the essential properties of the ship remain unchanged with the additional advantage that a higher bending moment is available for breaking off the rectangular ice floes in the bend after the side edges have been sheared off the ice field.
  • a bow wave damping in ships with a pontoon-shaped fore section is achieved according to claim 21 in that the fore-part of the pontoon-shaped fore section has a series of nozzles extending from the port-side hull wall to the starboard-side hull wall, approximately in the area of the construction water line, through which water, air during the journey or a mixture of water and air comes out.
  • nozzles arranged in the area of the construction water line in the foredeck part of a ship with a pontoon-shaped fore ship, through which water, air or a mixture of water and air flows outwards it is possible to achieve bow wave damping so that the course of the Ship is easier and beyond that no additional services for propulsion need to be applied.
  • a ship with a pontoon-shaped foredeck part and with nozzles arranged in its area for water or air outlet provides significant advantages over such ships in which no nozzle system is provided in the fore part of the ship and the strong impacts for this reason the waves hitting the bow are exposed, so that increased performance has to be applied for keeping the course and for propulsion.
  • a nozzle arrangement below the construction water line in the region of the end faces of the pontoon-shaped fore ship has proven particularly advantageous.
  • the ship according to FIG. 1 has an end surface 1 which extends over a substantial part of the width of the ship and which is inclined forward upwards.
  • This end face 1 is delimited at its outer lateral edges by two side edges 5 which are partially curved in the longitudinal direction and which protrude laterally from the overlying hull.
  • the end face 1 is increasingly arched or buckled transversely downwards from the front to the rear.
  • the underside of the struts 4 between the two side edges 5 is from the point of the length of the ship at which the end face 1 in the midships plane 6 reaches the ship's floor 8, at least to the main span level 3 towards the rear and then decreases again transversely arched or buckled at the bottom.
  • the side edges 5 continue over a larger part of the length of the ship as bead-like thickenings 7 to the rear. These bead-like thickenings 7 open towards the rear into lateral boundaries of propeller tunnels, which are indicated at 9.
  • the side edges 5 are preferably rounded in cross section; however, they can also be designed with sharp edges.
  • the end area is then slightly bent in the middle and thus creates a gradual and not too steep transition to the actual underwater section with the bottom V-shaped sloping frames.
  • the frames have a trapezoidal shape, the contours of which are formed by floor lines or the ship's floor 8 and subsequent oblique side lines, which are then inclined more steeply than the previous V frames.
  • the side edges 5 are min at least a bit below the construction water line 2 in two lateral boundary planes lying parallel to the midship level 6 so that they describe the widest point of the underwater ship shape as a whole.
  • the front surface 1, which is inclined upwards at the front, has, in the central region of its longitudinal extent, near, in particular below the construction water line 2, approximately horizontal lower ship boundaries, whereby the end surface 1 forms at least approximately a plane in this region.
  • the side edges 5 extend forward over the end face 1 to above the construction water line 2 and merge into two catamaran-like fore-legs 11, towards which the shape of the ship recedes in the area of the midships plane 6 and rises more steeply than the two fore-ends 11.
  • the shape of the ship is formed at least above the longitudinal extent of the side edges 5 by outwardly hollow or concave frames.
  • the fore section 110 of the hull of an ice-breaking ship has a pontoon-shaped fore section 11 Oa, which is followed by a V-shaped part of the underwater fore section.
  • the front part of the pontoon-shaped fore section 110a consists of a forward-inclined surface with the corner points 111, 112, 113, 114, which is approximately flat and has sharp edges on the sides.
  • the waterline is indicated at 135.
  • the forward inclined surface of the foredeck gradually merges a little below the waterline into the V-shaped part of the underwater foredeck.
  • the width of the bow section 11 Oa is larger from the front up to points 117 and 118 than that of the rest of the area of the ship that comes into contact with ice.
  • the V-shaped part of the underwater vessel adjoining the pontoon-shaped fore-end part 110a merges with the pontoon-shaped fore-end part 110a with laterally inclined upwards and forwards, abutting transition surfaces 115a, 115b on a forward-inclined bow stem 115.
  • the side walls 211, 212 of the foredeck part 110a are delimited by the corner points 111, 1 ha, 117, 117a and 112, 112a, 118, 118a.
  • the side walls 211, 212 with their corner points 111, 111a, 117, 117a and 112, 112a, 118, 118a of the pontoon-shaped foredeck part 110a are so inclined inwards and upwards from the cutting edges 111, 117 and 112, 118 up to the water line 135 trained that the cutting edges protrude laterally beyond the ship's width under water.
  • the cutting edges form the widest part of the area of the hull that comes into contact with ice.
  • the side wall 211 or 212 of the foredeck part 11a which is inclined inward from the perpendicular 104, creates a gap 240 between the side wall and the fixed ice sheet 200 (FIG. 4), which prevents horizontal force transmissions, as shown in FIG. 2 .
  • the gap 240 increases upwards. It can also increase towards the rear, as can be seen from FIG. 5.
  • the foredeck part is shown seen from above. It can be of advantage here, particularly in the case of strong ice pressure, that the gap increases both from the bottom up and from the front to the rear. The friction between the solid ice sheet and the bow then disappears all the faster.
  • the lower edges 111, 117 and 112, 118 of the foredeck part 110a assume the position shown in FIG. 4. However, the frames fall back just above the edges. The effect which is achieved is the same as that which is obtained in the embodiment according to FIG. 4. However, there are manufacturing advantages here.
  • the embodiment according to FIG. 6 has a configuration according to which the two side walls 211, 212 have cutting profiles 215 and 216, which project outwards at their lower edges and project laterally beyond the otherwise available ship width.
  • a ship with ice-breaking properties has an end surface 301 which extends over the entire width of the ship and which is inclined forward and upward, which is illustrated by dotting in FIGS. 7 and 8.
  • the end face 301 extends approximately half of its longitudinal extent below the construction water line 302.
  • Each side skid is slightly curved in its boundary plane 313.
  • This slight curvature in the longitudinal direction is also followed by the front surface 301, which is inclined upward in the forward direction.
  • the front surface 301 In the central portion of its longitudinal extension, particularly below the construction water line 302, the front surface 301 has horizontal, practically straight lower boundaries of the frames assigned to it, so that it is at least approximately there forms a level.
  • the end face 301 is designed to be slightly arched in the transverse direction with a gradual adaptation to the fore section, because the above-water fore section merges into two catamaran-like fore-ends 311, towards which the foreship shape in the area of the midships longitudinal plane 306 is steeper and steeper than that Projecting 311 rises upwards.
  • the front surface 301 which is inclined upwards at the front, merges backwards into an underwater foredeck part with ribs 310 which are V-shaped at the bottom. In its end section, it is therefore slightly bent in the middle and thus creates a gradual and not too steep transition to the actual underwater ship part with V-shaped sloping frames 310 below 309 out is formed that are inclined more steeply than the previous V-ribs 310.
  • the fore-end has the largest ship width corresponding to the distance between the cut edges 305 on the two side runners 303 - lateral boundary surfaces 313 - over a length that corresponds to the longitudinal extent of the two side runners 303, indicated by dashed lines.
  • the cross lines indicated by dotting show a straight, parallel course near the construction water line 302, where the end face 301 is practically a plane. In front of it, it is slightly arched towards the center, weakly kinked in the center at the rear and provided with the middle runner 304.
  • the rest of the foreship body at least in the area of its part that comes into contact with the solid ice cover or the just broken-off one-piece ice floe, clearly steps back towards the midships plane 306.
  • the middle runner 304 arranged in the midships longitudinal plane 306 extends from the rear underwater area of the flat end face 301 over the underwater forward section with V-shaped frames 310 below and ends at the ship's bottom 308.
  • the longitudinal extent shown in FIG. 7 is indicated by dashed lines in FIG. 8.
  • the profile 312 of the middle runner 304 initially has an approximately triangular shape and later a trapezoidal shape with the tip downward, so that a corresponding notch can be achieved in the one-piece ice floe cut from the solid ice sheet and a predetermined breaking line is generated.
  • the lower edge of the center runner 304 is itself slightly more inclined with respect to the horizontal in the region of the end face 301 than the lower edge — cutting edge 303 — of the side runners 305.
  • the notch effect of the center skid can be optimally selected taking into account the other design conditions of the ship in the interaction between the profile height of the center skid and the height of the V-ribs and thus the controlled central division of the roughly rectangular large clods is achieved to a large extent and the clods break be avoided in many sections.
  • the cutting edges 303 merge into bead-like, lateral thickenings 307 of the hull.
  • a strong ice water line 302a is shown in broken lines in FIGS. 7 and 8, up to which the ship, e.g. can be submerged by means of ballast water, so that a higher bending moment is available when the approximately rectangular ice floe sheared from the solid ice sheet is sheared at the side edges and the ship's properties remain unchanged.
  • the front surface 301 which is inclined forward upwards, is practically completely under water.
  • FIG. 9 shows the ice-breaking ship in a cross section behind the construction water line 302 on the end face 301 (FIGS. 7, 8) in the front section of the middle runner 304.
  • An ice floe 315 is sheared off under the cutting edges 305 on two sides and is sheared through Bending fracture broken out in one piece on an invisible transverse line of the ice sheet.
  • the center runner 304 notches the clod 315 in the center (a notch is indicated at 316) and creates a predetermined breaking line.
  • a notch is indicated at 316
  • the center runner 304 and the buoyancy at the edge of the clod cause the clod to be divided into approximately equal halves 315a, 31 5b. On the part of the ship lying further to the rear (cross section according to FIG. 11), these are guided laterally outwards under the fixed ice cover 314.
  • the fore section 410 of the hull 400 of an ice-breaking ship has a pontoon-shaped fore section 410a, which is followed by a V-shaped part of the underwater fore section.
  • the front section of the pontoon-shaped fore section 41 Oa consists of a surface that is strongly inclined forward with the corner points 411, 412, 413, 414, which is approximately flat above the water line and has sharp edges on the sides. The effect of the sharp-edged sides can be enhanced by saw teeth 416.
  • the forward inclined surface of the foredeck gradually merges a little below the waterline into the V-shaped part of the underwater foredeck.
  • the width of the foreship part 410a from the front to points 417 and 418 is approximately the same or even greater than that of the rest of the ship. After these points 417, 418, the width of the foredeck part 410a decreases with a clear step 417a, 418a.
  • the pontoon-shaped foredeck part 41 Oa has a number of nozzles 500 which extend from the port-side hull wall to the starboard-side hull wall, approximately in the region of the construction water line 435, through which water, air or a mixture of water and air escapes to the outside by means of suitable devices .
  • the nozzles 500 are preferably arranged below the construction water line 435 in the region of the end faces 411, 412, 413, 414 of the foredeck part 41 Oa.
  • the alignment of these nozzles 500 is such that the water emerging from the nozzles, the air or the mixture consisting of water and air dampens the bow waves striking the fore-end part.
  • the nozzles 500 are connected to ice-jet systems provided on the ship's body and designed in a manner known per se or can be part of such ice-jet systems which are designed in such a way that the suction funnels of such ice-jet systems can be kept ice-free when the ship is in ice-covered waters and it is it should be necessary to start up the nozzles 500 provided in the fore section of the hull.

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  • Ocean & Marine Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Earth Drilling (AREA)
  • Bridges Or Land Bridges (AREA)
  • Laying Of Electric Cables Or Lines Outside (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
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  • Catching Or Destruction (AREA)

Claims (22)

1. Navire pour le cours dans l'haute mer ou dans la mer recouverte des glaces avec un avant en forme de ponton disposé au-dessus de la ligne d'eau, avant qui présente des parois latérales parallèle l'une à l'autre et une surface de cloison (1) s'étendant sur toute la largeur du navire et étant exécutée de façon plane et fortement penchée vers l'avant dans le dessous de navire, surface de cloison qui se transforme en une carlingue centrale (6) vers l'arrière et avec une poupe et des dispositifs d'entraînement disposée dans celle-là, caractérisé en ce que les arêts latéraux (5) sont courbés dans la zone de transition des parois latérales de l'avant à la surface de la cloison (1) suivant dans le sens longitudinal des arêts latéraux et, par rapport aux plans formés par les parois latérales de l'avant, sont latéralement en sailli, de façon à ce que l'écart entre les arêts latéraux (5) au-dessous de la ligne deflottaison a la largeur la plus grande du dessous du navire, les surfaces inférieures des couples (4) étant exécutées en voûtes vers le bas par le travers du navire ou pliées du point de la longueur du navire, où la surface cloison (1) se transforme dans la carlingue centrale (6) jusqu'au point, où celle-là atteint la carène (8).
2. Navire suivant la revendication 1, caractérisé en ce que les arêts latéraux (5) dans la zone de transition entre les parois latérales de l'avant de navire et la surface cloison (1) présentent des profils en voûte dans les section transversales des couples.
3. Navire suivant la revendication 1, caractérisé en ce que les arêts latéraux (5) dans la zone de transition entre les parois latérales de l'avant de navire et la surface cloison (1) présentent des profils vifs et formant des arêts coupants (303) dans les sections transversales des couples.
4. Navire suivant les revendications 1 à 3, caractérisé en ce que les arêts latéraux (5) sont disposés au dehors de l'avant dans des épaissements en forme de bulbe (7) vers l'arrière et le long de la coque et se transforme régulièrement dans le profil de la zone de transition entre les parois latérales de l'avant de navire et la carène de l'avant.
5. Navire suivant les revendications 3 et 4 avec des patins coupant (305) disposés dans la zone des arêts coupants (303), caractérisé en ce que les patins coupants (305) aux arêts coupants (5) sont disposés à l'endroit le plus large de la coupe dessous de navire.
6. Navire suivant les revendications 3 à 5, caractérisé en ce que les arêts coupants (303) ou les patins coupants (305) et la surface cloison (301) penchée vers le haut dans la direction de l'avant sont exécutés de façon coudée dans le sens longitudinal du navire, en ce que la surface cloison (301) présente des limitations inférieures des couples au-dessous de la ligne de flottaison (302) par le travers du navire à peu près horizontales, limitations des couples formant à peu près un plan, et en ce que, au dessous de navire un patin (304) est disposé dans le sens longitudinal du centre de navire avec un profil (312) brise-glace.
7. Navire suivant les revendications 1 à 6, caractérisé en ce que les épaississements (7) en forme de bulbe se transforme dans les limitations latérales de tunnels d'hélice (9) dans la direction vers l'arrière de navire.
8. Navire suivant les revendications 1 à 7, caractérisé en ce que la surface cloison (1) penchée vers l'avant de haut présente une limitation inférieure des couples au-dessous de la ligne de flottaison (2) à peu près horizontale et suivant par le travers de navire, ce qui a pour conséquence que, dans cette zone, la surface cloison (1) forme au moins à peu près un plan.
9. Navire suivant l'une des revendications 1 à 8, caractérisé en ce que les arêts latéraux (5) sont continués vers l'avant au-delà de la surface cloison (1 ) au-dessous de la ligne de flottaison (2) et se transforment dans deux étraves (11), par rapport desquelles la forme de navire se retire dans la zone du centre de navire (6) et est exécutée de façon à monter plus escarpement vers le haut que les deux étraves (11).
10. Navire suivant l'une des revendications 1 à 9, caractérisé en ce que la forme de navire au-dessus des arêts latéraux (5) est réalisée par l'intermédiaire des couples creux respectivement concaves vers l'extérieur.
11. Navire suivant les revendications 1 à 10, caractérisé en ce que l'angle d'inclinaison des parois latérales de l'avant (211, 212) est exécuté de façon agrandissante par rapport à la ligne verticale de l'avant à l'arrière de navire.
12. Navire suivant les revendications 3 à 11, caractérisé en ce que les patins coupants (305), préférablement formés par des profils en forme de barre, sont guidés vers l'avant au-delà de la surface cloison (301) dans la zone des deux étraves (311 ).
13. Navire suivant les revendications 3 à 12, caractérisé en ce que le patin central (304) est disposé aux couples en V (310).
14. Navire suivant les revendications 3 à 13, caractérisé en ce que le patin central (304) est continué jusqu'à la carène de navire (308).
15. Navire suivant les revendications 3 à 14, caractérisé en ce que le patin central (304) est exécuté de façon coudée.
16. Navire suivant les revendications 3 à 15, caractérisé en ce que le patin central (304) comprend un ou plusieurs dents.
17. Navire suivant l'une des revendications 3 à 16, caractérisé en ce que les patins coupants (305), préférablement formés par des profils en forme de barre, s'étendent plus loin vers l'arrière jusqu'à la zone des couples au-dessous de navire en V (310) ou trapézoïdaux (309).
18. Navire suivant l'une des revendications 3 à 17, caractérisé en ce que les arêts coupants (303) se transforment, vers l'arrière, dans des épaississements latéraux (307) en forme de bulbe de la coque.
19. Navire suivant l'une des revendications 3 à 18, caractérisé en ce que l'arêt inférieur du patin central (304) présente un angle d'inclinaison plus grand par rapport à la ligne horizontale que les patins coupants latéraux (305) dans la section longitudinale correspondante du navire.
20. Navire suivant la revendication 19, caractérisé en ce que la différence entre les angles d'inclinaison du patin central (304) et des patins coupants (305) agrandi par rapport de la ligne horizontale de l'avant à l'arrière.
21. Navire suivant l'une des revendications 1 à 20, en utilisant des buses prévues à la coque de navire par lesquelles de l'eau ou de l'air est soufflé vers l'extérieur pendant le cours, caractérisé en ce que, la partie (41 Oa) de l'avant de navire de l'avant en forme de ponton présente une série de buses (500) s'étendant de la paroi de la coque de navire sur le côté bâbord à la paroi de la coque de navire sur le côté tribord à peu près dans la zone de la ligne de flottaison (435).
22. Navire suivant la revendication 21, caractérisé en ce que les buses (500) sont disposées au-dessous de la ligne de flottaison (435) dans la zone des surfaces cloison (411, 412, 413, 414) de la partie de l'avant de navire (410a).
EP82109979A 1981-11-05 1982-10-28 Forme de la partie avant d'un navire, tel qu'un brise-glace Expired EP0079002B1 (fr)

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
DE3143857 1981-11-05
DE3143857 1981-11-05
DE3203468 1982-02-03
DE3203468 1982-02-03
DE3221924 1982-06-11
DE3221924 1982-06-11
DE3233816 1982-09-11
DE3233816 1982-09-11

Publications (2)

Publication Number Publication Date
EP0079002A1 EP0079002A1 (fr) 1983-05-18
EP0079002B1 true EP0079002B1 (fr) 1986-01-29

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EP82109979A Expired EP0079002B1 (fr) 1981-11-05 1982-10-28 Forme de la partie avant d'un navire, tel qu'un brise-glace

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US (1) US4506617A (fr)
EP (1) EP0079002B1 (fr)
KR (1) KR860002189B1 (fr)
AR (1) AR229710A1 (fr)
AU (1) AU9012282A (fr)
BR (1) BR8206409A (fr)
CA (1) CA1187342A (fr)
DD (1) DD204232A5 (fr)
DE (1) DE3268881D1 (fr)
DK (1) DK487582A (fr)
ES (1) ES275563Y (fr)
FI (1) FI75532C (fr)
GR (1) GR77123B (fr)
NO (1) NO162221C (fr)
PL (1) PL144286B1 (fr)
PT (1) PT75798B (fr)
SU (1) SU1308188A3 (fr)

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DE3523763A1 (de) * 1985-07-03 1987-01-08 Thyssen Nordseewerke Gmbh Heckschuerze fuer eisbrechende schiffe
DE3630578A1 (de) * 1986-09-09 1988-03-10 Thyssen Nordseewerke Gmbh Eisbrechendes schiff
DE8802053U1 (fr) 1988-02-18 1989-06-15 Thyssen Nordseewerke Gmbh, 2970 Emden, De
DE4101034A1 (de) * 1991-01-16 1992-07-23 Thyssen Nordseewerke Gmbh Eisbrechendes schiff
US5325803A (en) * 1991-01-16 1994-07-05 Thyssen Nordseewerke Gmbh Icebreaking ship
FI912775A0 (fi) * 1991-04-04 1991-06-10 Insinoeoeritoimisto Lehtonen & Stamform foer fartyg.
DE4204890C2 (de) * 1992-02-19 2000-03-23 Thyssen Nordseewerke Gmbh Einrichtung zum Dämpfen von Stampfbewegungen und/oder seegangsbedingten Wellenschlägen an Seeschiffen
US5634419A (en) * 1996-06-26 1997-06-03 Cymara; Hermann K. Front-drive boat
US20060254486A1 (en) * 2005-05-12 2006-11-16 Ashdown Glynn R Winged hull for a watercraft
FI122504B (fi) * 2010-12-30 2012-02-29 Aker Arctic Technology Oy Parannetut jäissäkulkuominaisuudet omaava vesialus
RU2487043C2 (ru) * 2011-07-12 2013-07-10 Государственное образовательное учреждение высшего профессионального образования "Сахалинский государственный университет" Корабль, остойчивый в штормовом плавании
CN102871207B (zh) * 2011-07-15 2015-09-02 湖南华望熏蒸消毒有限公司 一种烟叶快速杀虫方法
US8726823B2 (en) * 2011-07-19 2014-05-20 Mallard S.A. Boat hull
GB2503412A (en) * 2012-03-22 2014-01-01 Viking River Cruises Uk Ltd Floating vessel with widened deck area at its bow end
RU2535382C2 (ru) * 2012-10-24 2014-12-10 Министерство образования и науки Российской Федерации. Федеральное государственное бюджетное образовательное учреждение высшего профессионального образования "САХАЛИНСКИЙ ГОСУДАРСТВЕННЫЙ УНИВЕРСИТЕТ" Рыболовное судно северных морей
ES2698627T3 (es) * 2013-10-11 2019-02-05 Ulstein Design & Solutions As Embarcación que tiene una forma de casco mejorada
SE537962C2 (sv) * 2014-05-08 2015-12-15 Stena Rederi Ab Anordning för isbrytning
RU2630871C1 (ru) * 2016-07-01 2017-09-13 Федеральное государственное унитарное предприятие "Крыловский государственный научный центр" Спасательная шлюпка закрытого типа для эвакуации и спасания персонала морских нефтегазовых платформ, транспортных и технологических судов в ледовых условиях
RU183492U1 (ru) * 2018-04-27 2018-09-24 Юрий Арсентьевич Чашков Ледокол с носовыми обводами ступенчатой формы для разрушения льда продавливанием
CN110053725B (zh) * 2019-03-19 2020-03-06 江苏大津重工有限公司 一种用于破冰船的破冰冰刀
CN112373635A (zh) * 2020-11-13 2021-02-19 中国船舶科学研究中心 一种新型破冰船艏结构

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US2191904A (en) * 1937-12-07 1940-02-27 William P Baker Ship's hull
FR911740A (fr) * 1945-01-30 1946-07-18 Type de bâtiment dénommé: coque à contre-carêne
GB1096809A (en) * 1966-10-19 1967-12-29 Ts Tekhn Kb Min Rechnogoflota Shallow-draught vessel
FR2028675A1 (fr) * 1969-01-17 1970-10-16 Sogreah
US3706295A (en) * 1970-03-18 1972-12-19 Emanuele Iozza Ice breaking passive bow
US3727571A (en) * 1971-07-07 1973-04-17 Exxon Research Engineering Co Icebreaking cargo vessel
CA1014016A (en) * 1973-08-30 1977-07-19 Heinrich Waas Icebreaker vessel
DE2823075A1 (de) * 1978-05-26 1979-11-29 Weser Ag Vorschiffsform fuer eisbrechende schiffe
DE2823074A1 (de) * 1978-05-26 1979-11-29 Weser Ag Eisbrechendes schiff

Also Published As

Publication number Publication date
PL144286B1 (en) 1988-05-31
FI75532C (fi) 1989-08-22
DD204232A5 (de) 1983-11-23
NO162221B (no) 1989-08-21
KR840002310A (ko) 1984-06-25
BR8206409A (pt) 1983-09-06
DE3268881D1 (en) 1986-03-13
FI75532B (fi) 1988-03-31
PT75798A (de) 1982-12-01
AR229710A1 (es) 1983-10-31
ES275563Y (es) 1985-03-01
FI823692L (fi) 1983-05-06
GR77123B (fr) 1984-09-07
PL238845A1 (en) 1983-05-23
NO823671L (no) 1983-05-06
ES275563U (es) 1984-08-01
PT75798B (de) 1985-01-28
CA1187342A (fr) 1985-05-21
US4506617A (en) 1985-03-26
AU9012282A (en) 1983-05-12
NO162221C (no) 1989-11-29
SU1308188A3 (ru) 1987-04-30
EP0079002A1 (fr) 1983-05-18
FI823692A0 (fi) 1982-10-28
DK487582A (da) 1983-05-06
KR860002189B1 (ko) 1986-12-30

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