EP0259680B1 - Navire avec une hélice disposée à la poupe et procédé pour faire fonctionner le navire - Google Patents

Navire avec une hélice disposée à la poupe et procédé pour faire fonctionner le navire Download PDF

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Publication number
EP0259680B1
EP0259680B1 EP87112216A EP87112216A EP0259680B1 EP 0259680 B1 EP0259680 B1 EP 0259680B1 EP 87112216 A EP87112216 A EP 87112216A EP 87112216 A EP87112216 A EP 87112216A EP 0259680 B1 EP0259680 B1 EP 0259680B1
Authority
EP
European Patent Office
Prior art keywords
ship
hull
stern
bow
screw
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 - Lifetime
Application number
EP87112216A
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German (de)
English (en)
Other versions
EP0259680A1 (fr
Inventor
Patrick Graeme Martin
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.)
Sulzer AG
Original Assignee
Gebrueder Sulzer AG
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Publication date
Application filed by Gebrueder Sulzer AG filed Critical Gebrueder Sulzer AG
Publication of EP0259680A1 publication Critical patent/EP0259680A1/fr
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Publication of EP0259680B1 publication Critical patent/EP0259680B1/fr
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Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
    • B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
    • 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

Definitions

  • the invention relates to a ship with a propeller arranged at its stern, which is coupled to a drive motor arranged in the interior of the ship, and a ship's body bounded at the bottom by a keel line, which contains a device for setting different immersion depths of the propeller.
  • the invention further relates to a method for operating the ship.
  • Ships are known, in particular those with a slow-running drive motor and a large-diameter propeller, in which the largest diameter and the greatest immersion depth of the propeller are mainly limited by the draft of the ship, which is decisive for its design, that for navigating shallow waters , e.g. in port entrances and near the coast, and is therefore only relevant during a fraction of the ship's operating time.
  • the propeller cannot be optimized to the conditions that exist during the vast majority of the operating time, which would allow the use of a propeller with a much larger diameter that is optimized with regard to the drive efficiency and the fuel savings due to the lack of depth restriction.
  • a propeller with a larger diameter is arranged on a pivotable propeller shaft, which is inactive between a lower working position intended for navigating deep waters and an inactive position intended for navigating shallow waters upper position can be adjusted.
  • the propeller hub In the lower working position, the propeller hub is below the keel line.
  • the propeller hub In the upper, inactive position, the propeller hub is above the keel line and the propeller blades are locked in this position.
  • the known propeller arrangement on the one hand requires a relatively complex storage and control of the propeller shaft, on the other hand the known ship has to be driven and controlled by an auxiliary drive for navigating shallow waters.
  • the invention has for its object to provide an improved ship in this regard, which with little effort, in particular without additional mechanical control means and without interruption of power transmission, an optimization of the diameter and the immersion depth of the propeller largely free of draft restrictions with a view to increasing the propeller efficiency allowed.
  • this object is achieved in that the rear end of the hull, with respect to the swimming water line, which corresponds to a normal position of the ship predefined for navigating deep waters, is designed with a greater draft than the front end of the hull and as a device for adjustment the immersion depth of the propeller is provided for the purpose of trimming the fully loaded ship trimming device, which allows the front end to be lowered and the rear end of the hull to be raised accordingly by a predetermined amount with respect to the swimming water line.
  • the method according to the invention for operating the ship consists of lowering the ship from the normal position predetermined for driving on deep waters by trimming on the bow side by a predetermined amount with respect to the swimming water line and raising it on the stern side by a corresponding amount with respect to the swimming water line and is held in this trim position, and that in order to navigate deep waters, the ship is returned from this trim position to the normal position by correspondingly opposite trimming and is left in this normal position.
  • the design of the ship according to the invention makes it possible in a particularly simple manner to set the immersion depth of the propeller which is required in each case and which can have a larger diameter by the amount of lifting of the rear end of the ship than previous propellers which are fixed at the stern.
  • an improvement in the underwater shape of the hull is achieved in that the keel section, which is extended downwards compared to previous ships, ensures an improved flow against the relatively low-lying propeller.
  • the embodiment according to claim 2 enables the loaded ship to be trimmed or the corresponding trim position of the ship to be maintained, e.g. during loading, by shifting fuel alone or in conjunction with the ballast tanks, which are floodable in a known manner.
  • the ship can be held in the trim position with the keel line running parallel to the swimming water line.
  • the configuration of the stern end section of the hull according to claim 5 enables an optimal distribution of the respective cross-sectional partial areas over the height of the frame cross sections and thus an improved flow against the propeller compared to previous designs. As a result, smaller load fluctuations on propellers and an improvement in efficiency can be achieved.
  • a stern shape In connection with a hull with a horizontal keel line, a stern shape is known from DE-PS 545 311, which is determined in the corresponding end section by approximately pear-shaped rib lines.
  • this known configuration of the shape of the aft ship does not lead to an improvement in the flow of propeller comparable to the effect of the configuration according to claim 5, which presupposes the keel part which is lengthened downwards according to the invention and the correspondingly lower installation position of the propeller.
  • the ship shown in the drawing has a hull I with a bow 2 and a stern 3. At the stern 3, a rudder 4 and a propeller 5 are arranged, which is coupled via a shaft 6 to a drive motor 7 arranged inside the ship.
  • the hull I which is divided by transverse bulkheads II, contains two fuel tanks 8 arranged at the stern, of which only one is visible in FIGS. I and 2, and a fuel tank 9 arranged at the bow, which can be connected to the fuel tanks 8 in a known manner, not shown.
  • FIGS. I and 2 show the center of the ship M indicated by a dash-dotted line and the center of buoyancy A and the swimming water line W.
  • the operating position of the ship shown in FIG. 1 corresponds to a normal position predetermined for navigating deep waters, in which the deck section 12 of the ship, shown in the drawing by a straight line, runs parallel to the water line W.
  • FIG. 2 shows the hull in a trim position I ', which is predetermined for navigating shallow water and is to be described, in which the deck section 12 is inclined towards the water line W.
  • the hull I is bounded at the bottom by a keel line K which runs over the length of the ship and which, in the normal position of the ship shown in FIG. I, has an inclination towards the horizontal falling from the bow 2 towards the stern.
  • the hull I therefore has a draft T 3 at its stern end with respect to the swimming water line W corresponding to the normal position of the ship, which is greater than the corresponding draft T 1 measured at its bow end.
  • fuel is provided from the stern-side fuel tanks 8 into the bow-side fuel tank 9 by means of means, not shown per se, provided in the hull I, whereby the bow section of the hull I is lowered by the center of buoyancy A and the stern section is raised by a corresponding, predetermined amount, for example by I m for a ship length of approximately 180 m, until the hull 1 assumes the trim position I 'shown in FIG. 2.
  • the angle of inclination of the keel line K with respect to the swimming water line W can be dimensioned such that the difference between the stern-side draft T 3 and a mean draft T 2 of the hull I measured in the area of the buoyancy center A corresponds to the aforementioned predetermined amount of lifting of the stern section, so that the keel line K in the trim position I 'of the hull I shown in FIG. 2 is essentially parallel to the swimming water line W.
  • the mean draft T 2 corresponds to the design draft of the ship that is permissible for navigating shallow water.
  • the center of buoyancy A is moved forward from its optimal position (FIG. I) to a position A 'corresponding to the trim position I' (FIG. 2). This slight shift, which is exaggerated in the drawing, can be permitted since it can be assumed that navigation in shallow water takes place at a reduced speed.
  • the rear fuel tanks 8 are designed with such a volume that they can hold the amount of fuel in the bow-side fuel tank 9 at any time.
  • further fuel tank compartments (not shown), preferably in the stern, can also be provided in a manner known per se. If the amount of fuel available in the stern-side fuel tanks 8 is not sufficient for the described trimming of the ship, for example when the fuel supply is largely used up, appropriate trimming can be carried out by flooding a ballast tank 14 arranged in the bow area.
  • a correspondingly dimensioned, floodable ballast tank 10 can also be provided in the stern.
  • the shape of the hull I is determined by the frame cross-sectional areas 15 assumed to be distributed over the length of the ship, which are designed in accordance with the predetermined position of the displacement center of gravity A of the normal position of the hull I.
  • FIG. 3 shows one of the frame cross-sectional areas 15 which are assigned to the stern end section of the hull I.
  • the areas 15a of the cross-sectional areas 15 of the frame lying in the area of the axial front projection of the propeller circle 17, indicated by dash-dotted lines can be designed such that the part of the stern end section of the hull I determined by them approximates the shape of a displacement body upstream of the propeller circle 17 receives.
  • the surface areas 15a Due to the relatively low installation position of the propeller 5 in the normal position of the ship, the surface areas 15a can be optimized over a large part of its circumference in order to make the flow against the propeller 5 more uniform.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Turbines (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Ship Loading And Unloading (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Screw Conveyors (AREA)

Claims (7)

1. Bateau comportant une hélice (5), placée à l'arrière, qui est accouplée à un moteur d'entraînement (7) placé à l'intérieur du bateau, et comportant un corps de bateau (1) délimité vers le bas par une ligne de quille (K) et qui contient un dispositif de réglage de différentes profondeurs d'immersion de l'hélice (5), caractérisé en ce que, par rapport à la ligne de flottaison (W) qui correspond à une position normale prédéterminée du bateau, pour la navigation en eau profonde, l'extrémité arrière (3) du corps de bateau (1) a un plus grand tirant d'eau (Ts) que son extrémité avant (2), et en ce qu'on prévoit, comme dispositif de réglage de la profondeur d'immersion de l'hélice (5), un dispositif de correction d'assiette, conçu pour équilibrer le bateau totalement chargé, qui autorise un abaissement de l'extrémité avant (2) et un relevage correspondant de l'extrémité arrière (3) du corps de bateau (1), d'une valeur prédéterminée par rapport à la ligne de flottaison (W).
2. Bateau selon la revendication 1, caractérisé en ce que le dispositif d'assiette contient au moins un réservoir de carburant (8) placé à la poupe et au moins un réservoir de carburant (9), placé à la proue, pouvant être relié au premier et qui est conçu pour recevoir temporairement au moins une partie de la quantité de carburant contenue dans le réservoir (8) arrière, et en ce qu'on prévoit, à la poupe et à la proue, au moins des réservoirs de lest (respectivement 10 et 14) dont la contenance correspond au moins à peu près à celle des réservoirs de carburant (8, 9).
3. Bateau selon la revendication 1 ou 2, caractérisé en ce que la ligne de quille (K) du corps de bateau (1) est inclinée, d'une distance, augmentant de l'avant vers l'arrière, par rapport à la ligne de flottaison (W) correspondant à la position normale du bateau, la différence entre la distance (Ts), mesurée à l'extrémité arrière (3) du corps de bateau (1), et la distance (T2), mesurée dans la région du centre de poussée verticale (A) du corps de bateau, séparant la ligne de quille (K) de la ligne de flottaison (W), correspondant à la plus grande valeur fonctionnelle, prédéterminée, du relevage de l'extrémité arrière (3) du corps de bateau (1).
4. Bateau selon l'une quelconque des revendications 1 à 3, caractérisé en ce que la forme du corps de bateau (1) est définie par des surfaces de section transversale de membrure (15) qui sont configurées chacune pour correspondre à une position optimale du centre de poussée verticale (A), par rapport à la longueur du corps de bateau (1), pour la position normale avec tirant d'eau (T3) du corps de bateau (1), plus grand côté poupe.
5. Bateau selon la revendication 4, caractérisé en ce que la section terminale du corps de bateau (1), aboutissant à l'hélice (5), est configurée, dans la région de' la projection frontale du cercle d'hélice (17), à la manière d'un corps de déplacement placé devant le cercle d'hélice (17), dont la forme de la section transversale est optimalisée en ce qui concerne l'afflux uniforme de l'eau sur l'hélice (5).
6. Procédé de pilotage du bateau selon la revendication 1, caractérisé en ce qu'avant de naviguer dans des eaux de profondeur réduite, le bateau, passant de la position normale prédéterminée pour naviguer en eau profonde, ests abaissé, à la proue, d'une valeur prédéterminée par rapport à la ligne de flottaison (W) et relevé à la poupe, d'une valeur correspondante par rapport à la ligne de flottaison (W) et est maintenu dans cette assiette (1'), et en ce que pour naviguer en eau profonde, le bateau, par commande inverse, partant de cette assiette (1'), est replacé en position normale et est laissé dans cette position normale.
7. Procédé selon la revendication 6, caractérisé en ce que la commande d'assiette du bateau s'effectue par déplacement de carburant et/ou d'autres moyens de lest consommables, de la poupe à la proue du bateau et inversement.
EP87112216A 1986-09-12 1987-08-22 Navire avec une hélice disposée à la poupe et procédé pour faire fonctionner le navire Expired - Lifetime EP0259680B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH3668/86 1986-09-12
CH3668/86A CH670430A5 (fr) 1986-09-12 1986-09-12

Publications (2)

Publication Number Publication Date
EP0259680A1 EP0259680A1 (fr) 1988-03-16
EP0259680B1 true EP0259680B1 (fr) 1990-08-08

Family

ID=4260941

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87112216A Expired - Lifetime EP0259680B1 (fr) 1986-09-12 1987-08-22 Navire avec une hélice disposée à la poupe et procédé pour faire fonctionner le navire

Country Status (12)

Country Link
US (1) US4843993A (fr)
EP (1) EP0259680B1 (fr)
JP (1) JPS63232098A (fr)
KR (1) KR880003805A (fr)
CN (1) CN1008718B (fr)
CH (1) CH670430A5 (fr)
DE (1) DE3764221D1 (fr)
DK (1) DK414187A (fr)
ES (1) ES2017978B3 (fr)
FI (1) FI873444A (fr)
NO (1) NO873809L (fr)
PL (1) PL267544A1 (fr)

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5231946A (en) * 1989-10-11 1993-08-03 Giles David L Monohull fast sealift or semi-planing monohull ship
GB2236717A (en) * 1989-10-11 1991-04-17 David Laurent Giles Monohull fast sealift or semi-planing monohull ship
JPH06503290A (ja) * 1991-04-01 1994-04-14 ソーニイクロフト・ジヤイルズ・アンド・カンパニー・インコーポレーテツド 単胴高速船
US5503100A (en) * 1994-05-09 1996-04-02 Shaw; Clifford C. C. Hybrid water vessels
KR20110137774A (ko) * 2009-03-10 2011-12-23 베르트질레 쉽 디자인 저매니 게엠베하 부유체용 쇄빙 시스템
JP5819764B2 (ja) * 2012-03-30 2015-11-24 三井造船株式会社 船舶及びその船舶の設計方法
KR102114349B1 (ko) * 2014-04-09 2020-05-25 가부시끼가이샤 신 쿠루시마 도꾸 화물선
CN104443257A (zh) * 2014-11-12 2015-03-25 南通中远川崎船舶工程有限公司 一种基于纵倾优化的船舶节能方法
CN105711790A (zh) * 2016-01-27 2016-06-29 抚顺抚运安仪救生装备有限公司 一种空气艇
JP2018154198A (ja) * 2017-03-16 2018-10-04 三菱造船株式会社 船舶
CN110096744B (zh) * 2019-03-29 2022-09-27 中交上海航道勘察设计研究院有限公司 一种基于船长波长比的波浪富裕深度计算方法

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB190313036A (en) * 1903-06-10 1904-04-21 Theodor Nico Coressy-Koressios Improvements in Tug and other Boats.
FR341591A (fr) * 1904-03-24 1904-08-11 Theodore Nicolas Coressy Kores Dispositif permettant aux bateaux de fort tirant d'eau de passer sur des hauts fonds
DE545311C (de) * 1931-04-08 1932-03-08 Guenther Kempf Dr Ing Hinterschiffsform
FR805802A (fr) * 1936-05-04 1936-12-01 S N & Co Dispositif de soulèvement pneumatique des navires
FR948907A (fr) * 1947-06-27 1949-08-16 Péniche à grand creux et à faible tirant d'air
US3014449A (en) * 1957-01-07 1961-12-26 Weser Ag Rear end construction for propeller-driven vessels
GB904702A (en) * 1959-01-15 1962-08-29 Stanley Albert Wayland Improvements relating to the sterns of ships having a single screw propeller
SE449206B (sv) * 1982-02-05 1987-04-13 Kamewa Ab Propellerdrivet fartyg

Also Published As

Publication number Publication date
CN87105881A (zh) 1988-03-23
CH670430A5 (fr) 1989-06-15
NO873809L (no) 1988-03-14
DK414187A (da) 1988-03-13
FI873444A0 (fi) 1987-08-07
EP0259680A1 (fr) 1988-03-16
NO873809D0 (no) 1987-09-11
PL267544A1 (en) 1988-09-15
KR880003805A (ko) 1988-05-30
JPS63232098A (ja) 1988-09-28
US4843993A (en) 1989-07-04
DE3764221D1 (de) 1990-09-13
DK414187D0 (da) 1987-08-07
CN1008718B (zh) 1990-07-11
ES2017978B3 (es) 1991-03-16
FI873444A (fi) 1988-03-13

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