EP0260395B1 - Eisbrechendes Schiff - Google Patents

Eisbrechendes Schiff Download PDF

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Publication number
EP0260395B1
EP0260395B1 EP87109782A EP87109782A EP0260395B1 EP 0260395 B1 EP0260395 B1 EP 0260395B1 EP 87109782 A EP87109782 A EP 87109782A EP 87109782 A EP87109782 A EP 87109782A EP 0260395 B1 EP0260395 B1 EP 0260395B1
Authority
EP
European Patent Office
Prior art keywords
ship
ice
hull
skin
outer skin
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
EP87109782A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0260395A2 (de
EP0260395A3 (en
Inventor
Hermann Dipl.-Ing. Herkens
Oskar Dipl.-Ing. Schüler
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.)
Thyssen Nordseewerke GmbH
Original Assignee
Thyssen Nordseewerke 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 Thyssen Nordseewerke GmbH filed Critical Thyssen Nordseewerke GmbH
Publication of EP0260395A2 publication Critical patent/EP0260395A2/de
Publication of EP0260395A3 publication Critical patent/EP0260395A3/de
Application granted granted Critical
Publication of EP0260395B1 publication Critical patent/EP0260395B1/de
Anticipated expiration legal-status Critical
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 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/14—Fishing vessels
    • B63B35/16—Trawlers
    • B63B35/18—Trawlers adapted to dragging nets aboard
    • 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

Definitions

  • the invention relates to an ice-breaking ship with a pontoon-shaped fore ship lying above the water line, the side walls running parallel to one another and a flat and strongly inclined forward or arched forward or backward in the underwater ship, which extends over the entire width of the ship or which is arched downwards from front to back has a bent end face, the side edges forming the greatest width of the underwater ship penetrating the water lines which are narrowing on the bow of the ship behind them.
  • the supporting force which acts obliquely from below against the unbroken ice, is opposed in its direction of action with a component of the force which is intended to crush the ice in front of the ship into the ship-wide floe described at the beginning; it therefore has a refractive power-reducing effect.
  • the ship must apply the longitudinal component of this force through increased propeller thrust. Since the longitudinal component of the refractive power also has to be applied by the thrust of the propeller, the support of the broken floe and all the floes behind it affects twice in the propeller thrust, whereby all floes "sticking" under the ship floor work together twice, and first because of the frictional force component opposite to the thrust and secondly because of the frictional force component opposite to the breaking force.
  • the first frictional force component thus promotes a higher propeller thrust even if the friction was absorbed in a different environment than the ice lying in front.
  • the second component extinguishes part of the breaking force, so that the ship would have to be pushed onto the ice even higher by increasing the thrust than if there were no frictional force.
  • EP-A-00 79 002 discloses the shape of a foredeck according to the preamble of claim 1, for example for icebreakers.
  • a ship is for a trip in open or ice-covered water with a pontoon-shaped foredeck above the waterline, which has parallel side walls and a frontal surface that extends across the entire width of the ship and in the underwater ship has a flat and strongly inclined forward surface merges towards the rear into a central keel, and is provided with a stern and with drive devices accommodated in it, 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 in the longitudinal direction and protrude laterally from the planes formed by the fore-end side walls are that the distance between the side edges below the construction water line forms the greatest width of the underwater ship, the undersides of the frames between the two side edges from the point of the ski length at which the end face merges with the middle keel, to the point
  • the thermal state of this area is such that the heat of fusion is greater than the heat dissipated.
  • the only small frictional heat generated at such a low speed is quickly dissipated again by the very cold surrounding ice and the very cold steel of the ship's hull, so that at best dry friction occurs with the consequence of a very high frictional force.
  • the ice floe can even freeze to the steel of the outer skin, so that the ice floe can only be detached from the ship with increased effort.
  • WO 83/04232 discloses an ice guiding system for facilitating the passage of a ship through water carrying ice, the ship having a hull and pumping means for drawing water from the sea through an entry into the hull, with a first and a second number Outlet openings, which are formed at a mutual distance in the port and starboard side of the ship's hull under the rear sight of the ship, with a number of jet generators, each with a water inlet, a gas inlet and a gas / water outlet and which are mounted in the ship's hull, each gas / water outlet is directly associated with an outlet opening, and which have a pipe section with a constriction downstream of a converging section, and with lines for coupling the outlet of the pumping means to the water inlet in order to produce a gas / water mixture with each jet generator and through the jewe output assigned to ils.
  • each jet generator is a jet pump, the suction chamber of which is at least partially is formed by the converging section and which has a nozzle arrangement with a converging nozzle, which is mounted largely concentrically in the pipe section and emits a water flow in it near the converging section, and that the nozzle arrangement has a vortex generator upstream of the converging nozzle and one not has pressurized gas source connected to each of the gas inlets.
  • this ice guiding system the principle of the known water jet pump is used, in which the water pressed or flowing through the pump body entrains a gaseous medium, here air.
  • the jet nozzle of this ice guiding system is provided with a vortex generating device which is designed as a vortex generator.
  • This ice skating system does not heat up the outer skin. The water pressed through the outlet openings in the ship's outer skin simply keeps broken and floating ice floes away from the ship's outer skin, so that the frictional resistance between ice floes or ice cover is reduced.
  • the invention has for its object to reduce the icebreaking resistance in an ice-breaking ship by reducing the adhesive and frictional forces acting on the foredeck of ice and ice provided with a blanket of snow, in particular the forces of static friction when the ship comes to a halt in ice obstacles.
  • outlet openings are provided through which a mixture of external water and hot exhaust gases from the machine systems is expelled.
  • air is sucked in by driving water in the nozzles acting as ejectors, so that an air / water mixture is formed at the ejector outlet
  • an exhaust gas / water mixture is used according to the solution according to the invention, the exhaust gas from the machine system, ie the Main ship's engine is removed.
  • the exhaust gas of the ship's main propulsion engine required for the mixture is taken from the exhaust pipe leading to the chimney between it and the muffler.
  • the exhaust gas is fed to the nozzles via a blower and since the nozzles can act as ejectors during operation the blower pressure should be kept low.
  • the exhaust gas temperature between the exhaust gas boiler and the muffler in the exhaust pipe coming from the ship's main propulsion engine is over 180 ° C, depending on the type, design and load of the ship's main propulsion engine kW. If the supply of motive water is stopped, the hot exhaust gas that continues to emerge from the nozzle protects the systems against freezing.
  • the advantage of using an exhaust gas / water mixture is that the nozzle system is independent of the cold outside air. Depending on the amount of exhaust gas, the temperature of the exhaust gas and the amount of propellant water, there is even a slight heating of the partial water in the nozzle.
  • the device for reducing the resistance to ice friction with the nozzles is preferably provided in the inclined end face of the bow, but also an arrangement of the nozzles in the entire outer hull area, i.e. in all critical outer skin zones is possible, the arrangement in the area of the fore ship being preferred in order to contribute to the heating of the outer skin of the end face.
  • the exhaust gas / water mixture is fed from the interior of the hull to the outer skin zones of the hull, in which there is greater ice friction or adhesive forces.
  • This heating is preferably carried out from the inside by arranging tanks or chambers for water, operating materials or liquid cargo which adjoin the outer skin of the ship's hull, the tank liquids by heating to at least a temperature slightly above the freezing point of the outside water.
  • heating from the interior of the hull can also take place by passing hot machine gases along the required outer skin surfaces or by conveying hot operating fluids along the required outer skin surfaces.
  • a pontoon-shaped foredeck 10 of a hull 100 of an icebreaking ship is designated as an exemplary embodiment.
  • this icebreaking ship has a section that extends over a substantial part of the ship's width, front surface 12 inclined upwards.
  • This end face 12 is delimited at its outer lateral edges by two side edges 14, which are preferably partially curved in the longitudinal direction, of which only one side edge is shown in FIGS. 1 and 3.
  • These side edges 14 can protrude laterally with respect to the overlying hull.
  • the end face 12 of the fore-end 10 can be increasingly arched or bent downward transversely from the front to the rear; In addition to a flat configuration of the front surface 12 of the fore-end 10, which is designed to be strongly inclined forward, this front surface 12 can also be convex or concave. Laterally, the end face 12 of the foredeck 10 merges into side walls 11; only one side wall of these two side walls is shown in FIGS. 1 and 3. The outer skin of the end face 12 of the bow 10 is indicated at 13.
  • a device 20 is provided for reducing the resistance to ice friction (FIG. 1).
  • This device 20 for reducing the ice friction resistance consists of a number of outlet openings 21 formed in the outer skin 13 or in the outer skin of the end face 12, through which a mixture of outside water and hot emissions from the machine system 26 is expelled.
  • an outlet opening 21 is shown in the outer skin 13 of the end face 12.
  • a nozzle 22 is arranged, which is designed as an ejector, which is indicated at 23.
  • the propellant water is supplied to the nozzle 22 via 24, while exhaust gas is supplied in the direction of the arrow 25, specifically via provided piping, not shown in the drawing.
  • the outlet openings are provided in the outer skin wherever critical outer skin zones are to be kept warm in order to reduce the frictional forces caused by snow and ice acting on the outer skin 13 of the hull 100.
  • the exhaust gas for the nozzles 22 is removed from the exhaust pipe 28, which comes from the ship's main propulsion engine 26 and is guided into the chimney 30.
  • an exhaust gas boiler 27 and a silencer 29 are arranged in the exhaust line 28.
  • the removal of the exhaust gas to the nozzles 22 is preferably carried out between the exhaust gas boiler 27 and the muffler 29 via a line 28a opening into the exhaust gas line 28, which leads to the nozzle 22 or the nozzles 22, a fan 32 being switched on in this line 28a .
  • Exhaust gas is removed from the exhaust line 28 via this fan 32 and fed to the nozzle 22.
  • the supply of the exhaust gas to the nozzle 22 can be regulated via a three-way flap indicated at 33.
  • the exhaust gas is recirculated from the three-way flap via line 28b back into the exhaust line 28, and as can be seen from FIG. 2, between the silencer 29 and the chimney 30.
  • the exhaust gas drawn off from the exhaust pipe 28 has a temperature which is above 180 °. At higher exhaust gas temperatures, it is possible to bring the exhaust gas temperature to the respectively required or desired temperature by means of heat exchangers connected in line 28a.
  • the arrangement of the nozzles 22 is preferably carried out in the outer skin 13 of the hull, namely in the critical outer zones which are to be kept warm or in the outer skin of the end face 12 of the bow 10, as shown in FIG.
  • the number of nozzles 22 provided will depend in each case on the size of the zone to be kept warm or on the end face 12.
  • FIG. 3 shows a bow 10 for an icebreaking ship with an inclined, preferably flat end surface 12, which can also be designed as a convex or concave surface.
  • the outer skin 13 of the end face 12 of the bow 10 is also provided with a device 120 for reducing the resistance to ice friction, but this device 120 consists of a device 50 heating the inclined end face 12 or the outer skin 13 of this end face 12, so that the end face 12 insofar as this has frictional contact with broken ice, is kept at a temperature above the melting point of the ice by supplying heat.
  • the solid ice cover is indicated in FIG. 3 at 60 and the broken ice floes are designated by 61, with the ice floes 61a, 61b sliding along the outer wall 13 of the end face 12 of the bow 10 of the broken ice floes 61.
  • the outer skin zones of the hull in which there is greater ice friction or adhesive forces, can also be heated from the interior of the hull, this heating by arranging tanks or chambers 51 for water, fuels or liquid charge adjacent to the outer skin of the hull, the tank liquids being brought to at least slightly above the freezing point of the outside water by heating, or by passing hot machine gases along the necessary ones Outer skin surfaces are made.
  • the heating can also take place from the interior of the hull by conveying hot operating fluids along the required outer skin surfaces.
  • An advantageous embodiment of the invention consists of enlarging the surface area of the critical outer skin zones by means of a wave-shaped configuration of the outer skin, and thus increasing the heat input. If the wave profile is arranged appropriately in the direction of the streamlines, slamming phenomena in the sea can be alleviated at the same time.
  • the end face 12 with a chamber system, not shown in the drawing, by which the heated, i.e. hot exhaust gases or a heated liquid medium is continuously passed through, which emits its heat to the outer skin 13 and this is brought to the desired temperature.
  • the heated i.e. hot exhaust gases or a heated liquid medium
  • the side edges can be provided with heating devices for increased heat supply.
  • the heating device is designed to be controllable in such a way that the supply of heat generates a temperature in the side edges which ensures a desired lubricating film of melted water which is adapted to the ice conditions.
  • the icebreaking ship is preferably provided with an approximately pontoon-shaped fore section with two side edges which form the greatest width of the underwater ship and which penetrate the water line which is narrowing behind them on the bow of the ship, such a foreship design with outlet openings for an exhaust gas / water mixture enables the overcoming of the problems in the known icebreakers caused by supplying heat. Because the entire outer skin of the ship's inclined front surface, along which broken ice floes are sliding, is heated, it is impossible to remove the frictional heat, so that even when the ship is at a standstill, a water-lubricating film is always retained, which has the double effect mentioned above broken ice floes on the icebreaking resistance. The supply of heat is carried out in such a way that a medium located above the outer skin, primarily ballast water or fuel, is kept at a constant temperature a few degrees above the melting point of the ice by means of heating devices.
  • the water lubrication film thickness is optimally adapted to the respective icebreaking conditions, i.e. the temperature of the heating device can be adapted to the required lubricating film thickness.
  • the water emerging from the outlet openings in the ship's bottom can be diverted and can be discharged transversely to the longitudinal axis of the ship without the addition of air or gas on the sides above the side edges.
  • the end face 12 can have a corrugated profile or another suitable profile be provided, the indentations and elevations of the wave profile extending in the longitudinal direction of the hull. This increases the surface area of the outer skin and optimizes the heating of the outer skin.
  • the outer skin 13 of the end face 12 of the fore ship 10 is preferably heated in that area of the outer skin in which the broken ice floes 61a, 61b slide along, but heating of the entire outer skin of the hull in the underwater area is also possible.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Marine Sciences & Fisheries (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Exhaust Silencers (AREA)
  • Electroplating Methods And Accessories (AREA)
  • Vibration Prevention Devices (AREA)
  • Road Paving Machines (AREA)
  • Thermally Actuated Switches (AREA)
  • Turbine Rotor Nozzle Sealing (AREA)
  • Contacts (AREA)
EP87109782A 1986-09-09 1987-07-07 Eisbrechendes Schiff Expired - Lifetime EP0260395B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3630578 1986-09-09
DE19863630578 DE3630578A1 (de) 1986-09-09 1986-09-09 Eisbrechendes schiff

Publications (3)

Publication Number Publication Date
EP0260395A2 EP0260395A2 (de) 1988-03-23
EP0260395A3 EP0260395A3 (en) 1988-06-22
EP0260395B1 true EP0260395B1 (de) 1991-09-25

Family

ID=6309164

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87109782A Expired - Lifetime EP0260395B1 (de) 1986-09-09 1987-07-07 Eisbrechendes Schiff

Country Status (11)

Country Link
US (1) US4864950A (ru)
EP (1) EP0260395B1 (ru)
JP (1) JPS6368487A (ru)
KR (1) KR890004948A (ru)
CN (1) CN1006151B (ru)
CA (1) CA1311393C (ru)
DE (2) DE3630578A1 (ru)
FI (1) FI92030C (ru)
NO (1) NO873408L (ru)
PL (1) PL267474A1 (ru)
SU (1) SU1612995A3 (ru)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4002844A1 (de) * 1990-02-01 1991-08-08 Thyssen Nordseewerke Gmbh Bewegliche schneidkufe fuer ein eisbrechendes vorschiff
SG160247A1 (en) * 2008-09-16 2010-04-29 Keppel Offshore & Marine Techn A vehicle
CN103231780B (zh) * 2013-05-23 2015-08-12 中国船舶重工集团公司第七○二研究所 一种冰区工作船
KR101326081B1 (ko) * 2013-07-29 2013-11-07 김수정 선박 항해용 해빙 장치
RU2587744C1 (ru) * 2015-04-06 2016-06-20 Федеральное государственное казенное военное образовательное учреждение высшего профессионального образования "Военный учебно-научный центр Военно-Морского Флота "Военно-морская академия имени Адмирала Флота Советского Союза Н.Г. Кузнецова" Ледокольное судно
CN104976987B (zh) * 2015-07-10 2019-01-15 四川金码科技有限公司 一种克服静力水准仪静摩擦力提高精度的装置及方法
CN112478070B (zh) * 2020-12-04 2022-03-08 江苏科技大学 一种应用于极地船舶球鼻首的破冰装置
CN113335461A (zh) * 2021-06-08 2021-09-03 北京格睿能源科技有限公司 破冰船及其加热方法

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2366162A (en) * 1942-08-29 1945-01-02 Stevenson Jordan & Harrison In Reduction of the skin friction of water by vibration
NO123932B (ru) * 1970-02-13 1972-02-07 Fredriksstad Mek Verksted As
US3665886A (en) * 1970-02-25 1972-05-30 William H German Ship construction
DE2112334A1 (de) * 1971-03-15 1972-09-21 Weser Ag Schiff mit Eisbrecherbug
DE2428801A1 (de) * 1974-06-14 1975-12-18 Waas Heinrich Eisbrechendes schiff
FI750479A (ru) * 1974-07-02 1976-01-03 Heinrich Waas
US4075964A (en) * 1975-08-29 1978-02-28 Global Marine, Inc. Ice melting system
US4029035A (en) * 1976-04-13 1977-06-14 German William H Ship's hull and method of bubbling hot gas therefrom
SU217222A (ru) * 1979-09-05 1900-01-01
US4363991A (en) * 1980-12-24 1982-12-14 Seymour Edelman Drag modification piezoelectric panels
AR229710A1 (es) * 1981-11-05 1983-10-31 Thyssen Nordseewerke Gmbh Barco con la proa en forma de ponton
US4522141A (en) * 1982-05-21 1985-06-11 Omnithruster, Inc. Shipboard ice lubrication system and jet pump for use therein
US4543900A (en) * 1982-05-21 1985-10-01 Omnithruster, Inc. Shipboard ice lubrication system and jet pump for use therein

Also Published As

Publication number Publication date
DE3773314D1 (de) 1991-10-31
NO873408L (no) 1988-03-10
PL267474A1 (en) 1988-07-21
CN87106189A (zh) 1988-05-04
FI92030B (fi) 1994-06-15
CA1311393C (en) 1992-12-15
US4864950A (en) 1989-09-12
DE3630578A1 (de) 1988-03-10
JPS6368487A (ja) 1988-03-28
FI873480A0 (fi) 1987-08-11
CN1006151B (zh) 1989-12-20
EP0260395A2 (de) 1988-03-23
FI92030C (fi) 1994-09-26
KR890004948A (ko) 1989-05-10
NO873408D0 (no) 1987-08-13
EP0260395A3 (en) 1988-06-22
SU1612995A3 (ru) 1990-12-07
FI873480A (fi) 1988-03-10

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