EP0328720A1 - Ice-breaking ship - Google Patents

Abstract

To improve the manoeuvrability of ships when sailing in ice-covered water both when sailing ahead and astern, the hull of an ice-breaking ship is provided with ice-breaking parts, such as reamers (30) or cutting edges, which are arranged on and project laterally from the ship's sides (21, 22) and preferably form the widest point of the underwater hull, in which arrangement the width of the underwater hull in the area of the ice-breaking parts of the ship, such as reamers (30) or cutting edges, can be removed entirely or partially during the operation of the ship by displacing or swinging the reamers (30) or cutting edges or parts of them out of the underwater area, as a result of which the underwater hull is designed in such a way that it can be reduced to a smaller width during the operation of the ship, preferably to the width of the part of the ship which adjoins the part of the ship carrying the reamers (30) or cutting edges. <IMAGE>

Description

The invention relates to an icebreaking ship with devices for improving maneuverability with icebreaking ship parts arranged on the hull side walls and projecting laterally from the ship sides, such as reactors or the like, which preferably form the widest point of the underwater ship.

It is known to provide ice breakers with reactors or cutting edges in order to improve the ice breaking properties. These reamer or cutting edges are profiled bodies which extend in the longitudinal direction of the ship and are superbly arranged laterally on the hull side wall surfaces. In the case of limited fairway conditions, especially in narrow locks, icebreaker fore-ends, the width of which is greater than the width of the part of the ship adjoining the fore-end, can only be used if the maximum load-bearing capacity and / or stability determined by the width, determined by the fairway limit can be dispensed with.

In addition, it is often difficult to maneuver such icebreaking ships in the ice, especially when there are several ships in the convoy and the icebreaker is leading the convoy, because the speed of the icebreaker depends on the speed of the ship that is traveling in the convoy drives slowest, so that when the distances between the individual ships are very large, the ice sheet that laterally delimits the broken channel drifts in the area of the last ships into the fairway of the channel broken by the icebreaker and thus there is increased frictional resistance in the last ships comes with the ice sheet, which leads to a further reduction in the cruising speed, but this cannot be remedied by the fact that the distances between the individual ships are reduced, since it is then easy to Collisions can occur due to collision, especially since there is not enough space for the icebreaker to free the convoy from ice pressure by reversing. It is therefore often necessary for the icebreaker to break out of the fairway laterally in order to cut a relief channel into the ice sheet, but for which the icebreaker has to travel through a relatively large arc. In addition, turning on the spot for the icebreaker is hardly feasible because of the ice sheets delimiting the channel, and even breaking out sideways is often associated with difficulties.

In addition, the breaking of a fairway in a free ice surface, wider than the following ship, in an ice-breaking ship with ice-breaking ship parts arranged on the hull side walls and projecting laterally from the ship sides, such as Reamer or the like. utilizing the width of the lock is only possible if the width of the icebreaker head is reduced before entering a lock and restored after the exit. The known icebreakers do not meet this requirement.

The invention solves the problem of creating an icebreaking ship of the type mentioned, the maneuverability of which is improved when traveling in ice-covered water, both when driving forwards and when driving backwards. When reversing, broken ice floes should also be broken up into smaller pieces so that the propeller area is kept ice-free where possible and at least large ice floes cannot get into the propeller area.

To solve this problem, an ice-breaking ship according to the type described at the outset is proposed, which according to the invention is designed in such a way that the width of the underwater hull in the area of the ship parts, such as reamer or cutting edges, by moving or pivoting the reamer or cutting edges or parts of them from the underwater area in whole or in part during the ship's operation, whereby the underwater hull to a smaller width, preferably to the width of the ship part during operation which connects the ship part carrying the reamer or cutting edges, is designed to be reducible.

In an ice-breaking ship designed in this way, the reamer or cutting edges are used to pass narrow passageways, e.g. Locks, in corresponding recesses or recesses in the hull by means of appropriately trained, suitable devices retractable, retractable, pivotable or the like. So that the reamer or cutting edges can be extended into their icebreaking operating position after leaving narrow driving positions. An ice-breaking ship designed in this way fulfills the requirement, namely the breaking of a fairway in an open ice surface, wider than the following ship, using the width of the lock if the width of the icebreaker head is reduced before entering the lock and restored after leaving .

A further advantage arises when a icebreaking ship designed in this way travels backwards insofar as the reamer or cutting edges can be drawn in, swiveled in, folded in or the like for the backward movement, which results in a power saving. It is particularly advantageous to remove the reamer or cutting edge from its ice-breaking position projecting laterally from the ship's sides when the ice-breaking ship has to reverse to achieve sufficient movement of the mass for forward travel, if not the reamer or cutting edge and / or the stern of the icebreaking ship have a special configuration. It is particularly useful for multiple resets advantageous that the reamer or cutting edges can then be inserted into the hull.

Advantageously, the outer edges of the cross sections of the reactors are sharp-edged, rounded or beveled.

The projecting, movable ship parts are arranged in recesses in the hull and can be moved from the recesses into desired different operating positions by means of hydraulic, electrical, mechanical or other types of suitable movement devices, the projecting, movable ship parts preferably being flush with the in the retracted, folded or retracted state Outer skin are final.

The projecting, movable ship parts are pivotably articulated on the hull side walls about a preferably approximately horizontal axis, or they are pivotable about axes oriented essentially in the longitudinal direction of the ship.

In addition, the projecting, movable ship parts can be arranged stationary or movable several times along the hull.

The arrangement of protruding, movable parts of the ship can be carried out both in the bow and in the stern. An arrangement in the fore and aft is also possible.

Furthermore, the invention according to claim 9 provides an icebreaking ship with means for improving maneuverability and with solid parts of the ship protruding from the bow, the front of which changes into ice-breaking ship shape, which is designed in such a way that the rear transition of the above, fixed Ship parts in the shape of the ship have at least two kinks in the course of the water line, the rear sides of the fixed ship parts projecting laterally from a point lying below the normal swimming water line to the stern behind the ship back up to the swimming water line and the frame contour of the back of the above fixed ship parts is preferably formed horizontally in the area of the water line.

The front and / or rear sides of these projecting, fixed ship parts preferably have honontal steps in the frame contours in the above and / or underwater area of the water lines. There is also the possibility of providing one or more of the preferably horizontal steps in the frame cross sections of the projecting, fixed ship parts with a further horizontal narrow projection

The protruding, fixed parts of the ship can be inserted or removed over a part or the entire area due to different floating positions. The frame contour of the projecting, fixed ship parts consisting of one or more steps is preferably provided with sharp-edged, rounded or beveled edges.

According to claim 15, the invention provides an icebreaking ship with facilities for improving maneuverability in the ice, in which the shape of the aft ship is designed so that when traveling backwards in a closed ice sheet, at least three different fracture zones arise in the ice sheet, the outer two of which have a uniform fracture pattern , which is produced by a known foreship shape-like design of the stern sides, while the central fracture zone area, preferably that in which propulsion and control elements are arranged in the stern, by a different design of the central stern area of the shape of the stern when reversing through at least two approximate longitudinal fractures are separated from the lateral fracture zones in the ice sheet.

The central stern area of the hull is shaped in the forward direction of travel behind the propulsion and control elements in angular structures that preferably lie in the longitudinal direction of the ship and protrude, which dissolve the central strip, which is separated from the solid ice sheet when reversing, into several small ice floes that are easier to separate than large floes from let the propulsion organs be processed.

The protruding, angular structures of the stern surface are arranged in the longitudinal direction of the ship behind a known rear apron, which clears away the broken ice from the area of the propulsion and control elements when reversing.

When driving backwards, the middle rear area breaks the ice, clears the broken clods downwards and only then is the ice in the adjacent break zone conveyed downwards from the rear.

According to a further embodiment of the invention, the central rear area is shaped in such a way that broken ice is pushed by it under the ice broken by the side zones of the rear.

The frame contours and / or waterline contours of the protruding central rear area are wave-shaped, zig-zag or stair-shaped.

Smooth or sawtooth-like longitudinal runners are arranged on the central, protruding rear area.

The edges of the angular structures are sharp-edged, bevelled or rounded.

In addition, the invention according to claim 23 provides an icebreaking ship to improve maneuverability, which is designed in such a way that the ship consists of two articulated hull parts that have at least one elastic molded body, such as a fender or the like. are connected to tensioning devices, a swiveling device being provided for swiveling the longitudinal axes of the two halves of the ship about the vertical axis of the ship.

The recesses in the hull for the movable ship parts and / or the movable ship parts themselves are heatable. In addition, there is also the possibility of heating the protruding, fixed parts of the ship.

Further advantageous embodiments of the invention are characterized in the subclaims.

• Fig. 1 in einer schaubildlichen Ansicht von unten einen Schiffskörper mit einem pontonförmig ausgebildeten Vor­schiff und mit im Vorschiffsbereich angeordneten Reamern oder Schneidkanten.
• Fig. 2 teils in Ansicht, teils in einem senkrechten Schnitt einen Abschnitt des Schiffskörpers mit einer in diesem aus­gebildeten Ausnehmung für einen um eine obere Achse ver­schwenkbaren Reamer in ausgeschwenkter Stellung,
• Fig. 3 den Reamer gemäß Fig. 2 in eingeschwenkter Stellung,
• Fig. 4 teils in Ansicht, teils in einem senkrechten Schnitt einen Abschnitt des Schiffskörpers mit einer in diesem aus­gebildeten Ausnehmung für einen um eine untere Achse ver­ schwenkbaren Reamer in ausgeschwenkter Stellung,
• Fig. 5 das Vorschiff des Schiffskörpers, teils im Seiten­riß, mit einem dem Spantenkonturenverlauf angepaßten, um eine waagerechte Achse verschwenkbaren Reamer
• Fig. 6 in einem vergrößerten senkrechten Schnitt den Reamer gemäß Fig. 5,
• Fig. 7 eine schematische Seitenansicht des Vorschiffs mit im Vorschiffsbereich angeordneten Reamer aus einem fest­stehenden und einem verschwenkbaren Teil,
• Fig. 8 den Hauptspant im Vorschiffsbereich mit einem quer zur Schiffskörperlängsrichtung verfahrbaren Reamer in eingefahrenem Zustand.
• Fig. 9 den Reamer gemäß Fig. 8 in Betriebsstellung,
• Fig. 10 in einer Teilansicht von oben das Vorschiff des eisbrechenden Schiffes mit einer Ausführungsform eines seitlich ausgestellten Reamers und mit einer den Reamer auf­nehmenden Ausnehmung im Schiffskörper beheizbaren Einrich­tung,
• Fig. 11 eine Teilansicht von oben auf das Vorschiff mit einer weiteren Ausführungsform eines ausgestellten Reamers
• Fig. 12 eine Schiffskörperteilansicht des Vorschiffs mit einem an diesem ausgebildeten seitlich hervorstehenden, festen Schiffsteil, wie Reamer,
• Fig. 13 eine vergrößerte Detailansicht der vorderen äußeren Kante des Reamers im Bereich A in Fig. 12,
• Fig. 14 einen vertikalen Schnitt rechtwinklig zur Mittel­längsachse des Schiffes im Bereich des Reamers,
• Fig. 15 eine Schiffskörperteilansicht des Vorschiffs mit zwei seitlich vorstehenden, festen, hintereinander angeord­neten Schiffsteilen, wie Reamer,
• Fig. 16 Teilansicht des Vorschiffs gemäß Fig. 15 von oben bei Kurvenfahrt,
• Fig. 17 Detailansicht der vorderen äußeren Kante der Reamer,
• Fig. 18 ein vertikaler Schnitt rechtwinklig zur Mittellängs­achse des Schiffes im Bereich des vorderen Reamers,
• Fig. 19 eine Schiffskörperteilansicht des Vorschiffs mit einem seitlich vorstehenden, festen, abgestuften Schiffsteil, wie Reamer
• Fig. 19A eine Detailansicht der vorderen äußeren Kante des Reamers,
• Fig. 20 eine Teilansicht des Vorschiffs gemäß Fig. 15 von oben in der Kurvenfahrt,
• Fig. 21 einen vertikalen Schnitt rechtwinklig zur Mittel­längsachse des Schiffes im Bereich des Reamers gemäß Fig. 19,
• Fig. 22 in einer Seitenansicht das Heck eines Schiffs­körpers mit im Heckbereich ausgeformten, hervortretenden kantigen Strukturen,
• Fig. 23 eine Ansicht von unten auf das Heck des Schiffs­körpers gemäß Fig. 22,
• Fig. 24 einen Spantenriß im Heckbereich des Schiffskörpers gemäß Fig. 22,
• Fig. 24A eine vergrößerte Wiedergabe des Spantenriß gemäß Fig. 24
• Fig. 25 in einer Seitenansicht das Heck eines Schiffskör­pers mit in Schiffslängsrichtung verlaufenden, hervortreten­den kantigen Strukturen der Heckoberfläche,
• Fig. 26 eine Ansicht von unten auf das Heck des Schiffs­körpers gemäß Fig. 25,
• Fig. 27 einen Spantenriß im Heckbereich des Schiffskörpers gemäß Fig. 25,
• Fig. 27A eine vergrößerte Wiedergabe des Spantenriß gemäß Fig. 27,
• Fig. 28 eine Seitenansicht des Hecks eines Schiffskörpers mit im Heckbereich ausgebildeten, hervortretenden kantigen Strukturen der Heckoberfläche hinter einer am Heck ausgebil­deten Heckschürze,
• Fig. 29 eine Ansicht von unten auf das Heck des Schiffs­körpers gemäß Fig. 28,
• Fig. 30 einen Spantenriß im Heckbereich des Schiffskörpers gemäß Fig. 28,
• Fig. 31 in einer Ansicht von oben ein eisbrechendes Schiff aus zwei gelenkig miteinander verbundenenen Schiffskörper­teilen
• Fig. 32 in einer Seitenansicht das Schiff gemäß Fig. 31 und
• Fig. 33 einen Schnitt gemäß Linie XXXIII-XXXIII in Fig. 31.

The subject matter of the invention is explained in more detail below in the drawings. It shows;

• Fig. 1 in a perspective view from below of a hull with a pontoon-shaped foredeck and with arranged in the fore part of the reactor or cutting edges.
• 2 partly in view, partly in a vertical section, a section of the hull with a recess formed therein for a reamer which can be pivoted about an upper axis in the pivoted-out position,
• 3 shows the reamer according to FIG. 2 in the pivoted-in position,
• Fig. 4 partly in view, partly in a vertical section, a portion of the hull with a recess formed therein for a ver about a lower axis swiveling reamer in swung-out position,
• Fig. 5 shows the bow of the hull, partly in side elevation, with a reamer adapted to the shape of the frame contours and pivotable about a horizontal axis
• 6 in an enlarged vertical section the reamer according to FIG. 5,
• 7 is a schematic side view of the foredeck with the reamer arranged in the fore-ship area and consisting of a fixed and a pivotable part,
• 8 shows the main bulkhead in the fore-end region with a reamer which can be moved transversely to the longitudinal direction of the hull in the retracted state.
• 9 the reamer according to FIG. 8 in the operating position,
• 10 is a partial view from above of the foredeck of the icebreaking ship with an embodiment of a laterally flared reamers and with a device in the hull that can be heated to accommodate the reamer,
• 11 shows a partial view from above of the foredeck with a further embodiment of an exhibited reamers
• 12 is a partial view of the hull of the foredeck with a laterally projecting, fixed ship part, such as Reamer, formed thereon.
• 13 is an enlarged detail view of the front outer edge of the reamers in area A in FIG. 12,
• 14 is a vertical section perpendicular to the central longitudinal axis of the ship in the area of the reamers,
• 15 is a partial hull view of the foredeck with two laterally projecting, fixed, successively arranged ship parts, such as Reamer,
• 16 partial view of the foredeck according to FIG. 15 from above when cornering,
• 17 detailed view of the front outer edge of the reamer,
• 18 is a vertical section perpendicular to the central longitudinal axis of the ship in the area of the front reamers,
• Fig. 19 is a partial hull view of the foredeck with a laterally projecting, fixed, stepped ship part, such as Reamer
• 19A is a detailed view of the front outer edge of the reamers,
• 20 is a partial view of the foredeck according to FIG. 15 from above while cornering,
• 21 shows a vertical section at right angles to the central longitudinal axis of the ship in the region of the reamers according to FIG. 19,
• 22 is a side view of the stern of a hull with protruding angular structures formed in the stern area,
• 23 is a bottom view of the stern of the hull according to FIG. 22,
• 24 shows a frame tear in the stern area of the hull according to FIG. 22,
• FIG. 24A is an enlarged representation of the frame tear according to FIG. 24
• 25 is a side view of the stern of a ship's hull with protruding angular structures of the stern surface running in the longitudinal direction of the ship,
• 26 is a bottom view of the stern of the hull according to FIG. 25,
• 27 shows a frame tear in the stern area of the hull according to FIG. 25,
• 27A is an enlarged representation of the frame break according to FIG. 27,
• 28 is a side view of the stern of a hull with protruding angular structures of the stern surface formed in the stern area behind a stern apron formed on the stern,
• 29 is a bottom view of the stern of the hull according to FIG. 28,
• 30 is a frame tear in the stern area of the hull according to FIG. 28,
• Fig. 31 is a top view of an icebreaking ship made of two hull parts articulated together
• 32 shows a side view of the ship according to FIGS. 31 and
• 33 shows a section along line XXXIII-XXXIII in FIG. 31.

In the exemplary embodiment shown in FIG. 1, the fore section of a hull 10 of an ice-breaking ship, designated 11, has a pontoon-shaped fore section 12, to which a V-shaped part of the underwater fore section connects. The front section of the pontoon-shaped fore section 12 consists of a surface that is inclined forward.

The ship according to FIG. 1 has an end surface 13 which extends over a substantial part of the ship's width and which is inclined forwardly upward in the foredeck. This end face 13 is delimited at its outer lateral edges by two side edges 14 which are partially curved in the longitudinal direction and which lie in the hull or protrude laterally from the hull above it. The end face 13 is increasingly arched or buckled transversely downwards from the front to the rear.

In the hull 10 according to FIG. 1, the underside of the frames 15 between the two side edges 14 is from the point of the length of the ship at which the end face 13 in the midships plane 16 reaches the ship's bottom 17 until at least to the main hull plane 18 it decreases towards the rear arched or buckled transversely. The side edges 14 continue over a larger part of the length of the ship as a bead-like thickening 19 to the rear. These bead-like thickenings 19 open out to the rear into lateral boundaries of propeller tunnels.

The side edges 14 of the pontoon-shaped fore section 12 of the hull 10 are in the region of the fore 11 with laterally protruding from the hull side walls 21, 22, icebreaking ship parts 130, such as reamer, cutting edges or the like. provided, which can be fixed or movable and which will be discussed in more detail below. These reactors are a side transfer stood beyond the main frame profile of the hull 10.
In the case of the hull 10 shown in FIG. 1, the front surface 13 which is inclined upward to the front can merge rearward into an underwater foredeck part with ribs which are V-shaped at the bottom. In its end area, the end face is then slightly bent in the middle, thus creating a gradual and not too steep transition to the actual underwater part of the ship with V-shaped sloping frames below. Further to the rear, the frames have a trapezoidal shape, the contours of which are formed by floor lines or the ship's floor 17 and subsequent oblique side lines, which are then inclined more steeply than the previous V frames.

The side edges 14 are arranged in the fore-ship area at least with a section below the construction water line 20 in two lateral boundary planes lying parallel to the midships plane 16 in such a way that they describe the widest point of the underwater ship shape overall. The front surface 13, which is inclined upward at the front, has lower boundaries of the frames which run approximately horizontally transversely in the middle region of its longitudinal extent, close, in particular below the construction water line 20, as a result of which the end surface 13 forms at least approximately a plane in this region. The side edges 14 extend forward over the end face 13 to above the construction water line 20 and merge into two catamaran-like forwards, towards which the shape of the ship recedes in the area of the midships level 16 and rises more steeply than the two forwards 23. Furthermore, the shape of the ship is formed at least above the longitudinal extent of the side edges by outwardly hollow or concave frames. The stern of the ship is indicated at 25. However, differently designed foreship shapes and stern shapes of hulls of icebreaking ships can also be provided with the laterally projecting ship parts 130.

Each hull side wall 21, 22 usually has a reamer 30 as an icebreaking ship part 130 protruding from the ship side, wherein a cutting edge can also be provided on the hull instead of a reaming device. The cutting edges provided on both sides of the ship then protrude laterally beyond the width of the ship under water and form the widest part of the area of the hull that comes into contact with ice. Embodiments of hulls with reactors 30 are described below, wherein the hulls can also be provided with cutting edges.

The reamer 30 are arranged in the hull side walls 21, 22 so that the width of the hull or the hull in its widest area, that is, in the foreship area in which the reamer 30 are arranged by retracting, pulling in, swiveling, pulling up or the like. the reamer 30 is designed to be reduced to a smaller width, preferably to the width of the ship part, which adjoins the ship part carrying the reamer 30 during operation of the ship, it being assumed that the widest part of the ship is that of the hull which is in the The hull 10 shown in FIG. 1 forms the foredeck 11 with reactors 30 that are laterally exhibited or can be deployed. The widest part of the ship is always formed in those areas in which the reamer 30 are arranged and can be extended laterally.

The reamer 30 are designed as profile bodies and are arranged in recesses 40 in the hull side walls 21, 22 of the hull 10.

2 and 3, a recess 40 is formed in the hull side wall 21, which also applies to the hull side wall 22, in which the reamer 30 is arranged, which is designed as a rod-shaped profile body or solid is. The recess 40 extends in the longitudinal direction of the hull and has a length which corresponds to the length of the reamers 30.

The cross-sectional profile of the recess 40 corresponds to the cross-sectional profile of the reamer 30, so that when the reamer 30 is inserted into its corresponding recess 40, it comes to lie completely in the recess and lies within the plane formed by the hull side wall 21 or 22.

Hydraulic, electrical, mechanical or other suitable movement devices 50 are arranged in the interior of the hull 10 for the retraction and retraction or for the pivoting in and out or for the folding in or out of each reamer 30 in such a way that the reamers can be operated properly 30 is guaranteed. In the exemplary embodiments shown in FIGS. 2 and 3 and also FIGS. 8 and 9, these actuating devices 50 are designed as hydraulic working cylinders, but suitable, differently designed actuating devices can also be provided.

2 and 3, the reamer 30 is designed such that, when the reamer is arranged in its recess 40, the outer reamer profile comes to lie in the plane formed by the hull side wall 21, so that over the plane formed by the hull side wall 21 the reamer 30 does not protrude, so that the greatest width of the hull or its foredeck 11 is predetermined by the two hull side walls 21, 22 (FIG. 3).

According to FIGS. 2 and 3 and also according to FIGS. 8 and 9, the reamer 30 has a cross-sectional profile in the form of a right-angled triangle which is preferred by many possibilities and is on the hull side wall 21 with its upper region at 28 about an approximately horizontal pivot axis pivotably articulated on the hull side wall 21, the course of the pivot axis 28 corresponding to the inclination of the foredeck 11 formed in each case. The reamer 30 on the two side walls 21, 22 of the hull 10 can be pivoted about axes oriented essentially in the longitudinal direction of the ship.

The arrangement of the reamer 30 in its recess 40 is such that, in the pivoted-in state, the side 30a of the cross-sectional profile of the reamer forming the base surface lies in the plane formed by the hull side wall surface when the reamer 30 is pivoted into its recess 40 (FIG. 3). In this swiveled-in position of the reamer 30 and thus also of the reamer on the other hull side, the icebreaking ship is prepared for passage through open water and locks. In the operating state, i.e. in the ice-breaking state, the reamer 30 assumes the extended position shown in FIG. 1. The recess 40 also has a cross-sectional profile which corresponds to the cross-sectional profile of the reamer 30, so that the reamer 30 can be pivoted completely into the recess 40. The outer edges 31 of the reamer 30 are sharp-edged, rounded or beveled in the frame cross-section (FIG. 2). The rounded outer edge shape of the reamer 30 is indicated at 31a.

The projecting movable ship parts 130, such as reamer 30 or cutting edges, are arranged in a stationary or movable manner several times along the hull 10, in the latter case the reamer 30 being guided and held in longitudinal guides on the hull side walls 21, 22, the displacement using hydraulic, electrical, mechanical or other suitable suitable devices, not shown in the drawing. It is possible to design a reamer 30 on each hull side wall 21, 22 of the hull 10 to be movable along the hull; it can however, several reactors 30 can also be arranged one behind the other on each ship side wall 21 or 22, which then can be moved along the hull 10. The movable arrangement of the above movable, ie, pivotable and pivotable, ship parts 130, such as reamer 30 or the like, along the hull enables the reamer 30 to be set to the most effective operating state.

Furthermore, there is the possibility, in addition to the projecting movable ship parts 130 provided in foreship 11, such as reamer 30 or the like, to also arrange those in the forward ship 25 of the hull, which are then provided in addition to the above movable ship parts 130 in foreship 11 .

While in the embodiment according to FIGS. 2 and 3 the reamer 30 can be pivoted about an axis 28 lying in the upper region of the hull side wall 21, there is also the possibility according to FIG. 4 to arrange the reamer 30 in such a way that its pivot axis 28 is at the bottom Area of the hull side wall 21 is located.

In the embodiment shown in FIG. 5, the reamer 30 arranged in the hull side wall 21 has a shape which corresponds to the course of the frame contour indicated at 26. 5, the cut edge line is indicated at 27 and the lower cutting edge at 228 when the reamer 30 is pivoted downward in the arrow direction X from its raised position shown in FIG. 5. The profile of the reamers 30 in its lower region is shown in FIG. 6.

In FIG. 7, the area of the extendable reamer 30 is identified by A. Another area indicated at B denotes an area of shape adaptation, this area being able to be designed as a correspondingly designed rear section 40 of the reamer 30, in which case the Recess in the hull side wall corresponds to the entire length of the reamers 30, and there is also the possibility of forming or shaping the shape-matching area following the reamer 30 on the hull side wall 21, but without the width of the hull side walls 21, 22 in Area of the reamer 30 is thereby enlarged. 7 the ice cover is indicated at 200.

In the embodiment shown in Fig. 7, the reamer 30 is formed in two parts in the hull side wall 21 and consists of a movable part 30a and a fixed part 30b, which despite its fixed arrangement is designed such that both reamer parts 30a, 30b result in a closed profile . The movable part 30a of the reamer 30 is articulated at 28a on the fixed part 30b or can be pivoted about an axis provided on the hull. The movable reamer part 30a can be pivoted in the direction of the arrow X1.

In the exemplary embodiment shown in FIGS. 8 and 9, recesses 40 for receiving reactors 30 are also provided in the hull side walls 21, 22, these recesses 40 being formed by retracted sections of the fore ship with a corresponding foreship design, for example if the hull has a spoon-bow shape . Such a spoon-bow shape is indicated in FIGS. 8 and 9. In this embodiment as well, the reactors 30 can be extended and retracted on the two hull side walls 21, 22, the reactors 30 also being designed here as profile bodies, by means of the actuating device 50 already described above. In FIG. 9, the reamer 30 extended for the icebreaker trip in the operating position and retracted in Fig. 8 for the open water and lock passage, the retractor 30 being retracted and extended transversely to the longitudinal direction of the hull.

The retractable and extendable or retractable or foldable or retractable or pivotable arrangement and design of laterally projecting ship parts 130, such as reamer 30 or cutting edges, can be used wherever icebreaking ships have to be used to expose reamer or cutting edges and where by the side flaring will get a hull widening.

According to the exemplary embodiment shown in FIG. 10, the reamer 30 can have a cross-sectional profile which extends uniformly over the entire length, the overall profile adapting to the shape of the hull side wall surface. There is also the possibility of designing the reamer 30 such that, in the laterally extended state, the reamer 30 merges into the hull side wall surfaces in their areas facing away from the bow of the ship, as shown in FIG. 11, with the possibility also being given in this embodiment to articulate the reamer 30 on one side at 28a on the hull side wall 21 or 22, so that lateral pivoting in and out in the direction of the arrow X2 is then possible by means of corresponding actuating devices 50. The recess 40 receiving the reamer 30 in the hull side wall 21 or 22 is then designed accordingly.

In order to free the fragments in the recesses 40 corresponding to the corresponding cavities in the recesses 40 during the ice ride or to keep them free, heating devices or flushing systems or flushing devices are provided, via which, for example, pressurized water or heated pressurized water into the cavities delimited by the recesses 40 through outlet openings , Outlet nozzles or the like. in the walls delimiting the recesses 40 are provided. Such a flushing system is indicated schematically in FIG. 10. The wall delimiting the recesses 40 for receiving the reamer 30 is indicated at 45. In this wall there are a number of outlet openings, outlet nozzles or the like. 81 are provided, which are connected via pressure water supply lines 82 to a pressure water generating device 80, which can be connected to a water heating device, not shown in the drawing.

Both the recesses 40 in the hull 10 for the movable ship parts 130 and the movable ship parts 130 themselves are heatable. If the laterally projecting ship parts 130 are arranged fixed on the hull 10, which will be discussed in more detail below, then these fixed laterally projecting ship parts can also be designed to be heatable.

The arrangement and design of projecting, movable ship parts 130 on the hull side walls 21, 22 of a hull 10 described above and shown in FIGS. 1 to 11 can also be used in the same way in other hull designs or foreship designs, and can be used with the same success also applies to the fixed parts of the ship protruding laterally from the ship's sides.

In addition to the arrangement of laterally projecting movable ship parts 130 on the hull side walls 21, 22 of a hull 10 with recesses 40 formed therein for the retraction or pivoting of these ship parts 130, according to a further embodiment, laterally projecting ship parts are on the hull side walls 21, 22 of a hull, such as reamer or cutting edges, arranged in a fixed manner, these laterally projecting fixed ship parts being arranged in the same areas on the hull 10 in its forward area as described above for the laterally projecting, movable ship parts 130.

12 to 21 show different embodiments of laterally projecting fixed ship parts, which are designated by 230 and which are designed as reamer 235.

Each of the two projecting, fixed ship parts 230 and 235 formed on the hull side walls 21 and 22 has at least two kinks in the course of the waterline in its rear transition into the ship shape, the rear of the laterally projecting fixed ship part 230 lying below the normal swimming water line Point up after the ship's stern again up to the swimming water line (Fig. 12). The frame contour of the rear of the fixed ship part 230 is preferably horizontal in the region of the water line (FIG. 14). The laterally projecting fixed ship parts 230 are also designed as profile bodies (FIG. 12). The front outer edge of the reamers 235 has the configuration shown in FIG. 13.

In the embodiment shown in FIGS. 15 to 18, the laterally projecting fixed ship part 230 formed on the hull 10 consists of two individual ship parts, such as reactors 230a, 230b, arranged one behind the other. However, this configuration is not limited to only two individual projecting fixed ship parts 230a, 230b, but there is also the possibility of a multiple arrangement of several individual laterally projecting fixed ship parts. In this embodiment too, the individual laterally projecting fixed ship parts 230a, 230b are designed as profile bodies.

The front and / or rear sides of these projecting, fixed ship parts 230 or 230a, 230b preferably have horizontal steps in the frame contours in the above and / or underwater area of the water lines.

In addition, there is the option of facing the side standing, fixed ship part 230 to be stepped, as shown in FIGS. 19 to 21. The individual stages are labeled 230c, 230d, 230e. The ice cover indicated in FIGS. 14, 16, 17 and 21 is designated by 200.

These protruding, fixed ship parts, which are formed on both sides of the hull, are or are formed in a stationary manner on the hull, whereas the fixed ship parts 230 or 230a, 230b or 230c, 230d, 230e can also be arranged to be movable along the hull , regardless of whether it is a single projecting fixed ship parts 230 or a plurality of laterally projecting fixed ship parts arranged on each hull side wall.

There is also the possibility of providing one or more of the preferably horizontal steps in the frame cross sections of the projecting fixed ship parts 230, 230a, 230b and 230c, 230d, 230e with a further horizontal laterally projecting narrow projection 237 (FIG. 14)

The frame contour of the projecting fixed ship parts 230, consisting of one or more steps, is provided with sharp-edged, rounded or beveled edges. Such a beveled edge is indicated in FIG. 18 and designated 236. The fact that the rear of the laterally projecting fixed ship parts 230 from a point below the normal swimming water line to the stern of the ship back up to the swimming water line, is achieved when the ship is reversed that the ice floes are pressed down. Where the frame contour of the rear of the protruding, fixed ship parts 230 in the area of the water line is preferably horizontal, it is achieved that the broken ice floes slide up when the ship travels ahead. By the given Excess width on the bow of the hull and due to the design of the laterally projecting, fixed ship parts 230, an improvement in the turning ability of the ship is achieved with a simultaneous reduction in the frictional forces on the outer skin. The edge provided on the laterally projecting, fixed ship parts 230 and rising towards the stern of the ship represents an ice break and ice repellent surface when reversing. The step-like arrangement and design of laterally projecting, fixed ship parts 230c, 230d, 230e contributes to improving the turning ability of the ship. This avoids clamping the bow of the ship in the channel.

According to a further embodiment according to FIGS. 22 to 24, 24a, 25 to 27 and 27a, the stern shape 125 of the hull 10 is designed so that when reversing in a closed ice cover, at least three different fracture zones arise in the ice cover, the Both outer zones have a uniform fracture pattern, which is produced by a known fore-ship shape with a similar design of the stern sides, while the central fracture zone region, preferably that in which 25 propulsion and control elements 160 are arranged in the stern, by a different design of the central stern region 126 the stern shape 125 is separated from the lateral fracture zones in the ice cover by at least two approximate longitudinal fractures when reversing (FIGS. 24a, 27a and 30). 22, 24 and 24a, the angular structures at the stern 25 of the hull 10 are designated 140, 141, 142, while in FIG. 23 a skid is designated. 24, the mirror at the stern 25 of the hull 10 is designated 128. The central stern area 126 of the hull 10 is shaped in the forward direction of travel behind the propulsion and control elements 160 in angular structures 140a, 141a, which preferably lie in the longitudinal direction of the ship and protrude, which separated the middle, when reversing from the solid ice sheet Dissolve strips in several smaller ice floes that are easier to process than large floes by the propulsion organs 160a (FIGS. 25 to 27 and 27a). The hulls 10 shown in FIGS. 22 and 25 are provided with two propulsion and control elements 160.

According to the embodiment shown in FIGS. 28 to 30, the protruding angular structures 145 of the stern surface are arranged in the longitudinal direction of the ship behind a rear apron 148 known per se, which clears away the broken ice from the area of the propulsion and control members 160 when reversing. When reversing, the middle rear area first breaks the ice, then clears the broken clods downward and only then is the ice in the fracture zone located to the side conveyed downward from the rear 25. The central rear area is preferably shaped in such a way that broken ice is pushed by it under the ice broken by the side zones of the rear 25.

The frame contours and / or waterline contours of the protruding central rear area 126 can be designed in the form of waves, zigzags or steps. Smooth or sawtooth-like longitudinal runners can be arranged on the central protruding rear region 126. The edges of the angular structures 140, 141, 142 and 140a, 141a and 145 are sharp-edged, bevelled or rounded.

As stated above, a foreship design with projecting, movable ship parts 130 and with projecting, fixed ship parts 230 or 230a, 230b or 230c, 230d, 230e and a stern form design with angular structures 140, 141, 142 or 140a, 141a formed in the stern area are shown Hulls of an icebreaking ship, for example in accordance with FIG. 1, can also be used for ships which consist of at least two hull parts 300, 301 which are connected to one another in an articulated manner which are coupled together (Figs. 31 and 32). In the exemplary embodiment shown in FIGS. 31 and 32, the hull 10 consists of two hull parts 300, 301, but the number of hull parts is not limited to only two hull parts. There is also the possibility of articulated connection of several hull parts.

Of the two hull parts 300, 301, the hull part 300 is formed with an icebreaking foredeck 11, wherein on the ship side walls of the hull part 300 laterally projecting icebreaking ship parts 130 are arranged, which are used as reamer, cutting edges or the like. are formed, which preferably form the widest point of the underwater ship of the hull part 300. In addition to projecting movable ship parts 130 on the two hull side walls, protruding fixed ship parts 230 can also be provided, as described above. The hull part 301 has a stern shape 125, which is designed so that when moving backwards in a closed ice cover, at least three different fracture zones occur in the ice cover, the two outer zones of which have a uniform fracture pattern, which is produced by a known foreship shape-like design of the stern sides , while the central fracture zone area, preferably that in which propulsion and control elements are arranged in the stern, is separated from the lateral fracture zones in the ice sheet by deviating the design of the central stern area of the shape of the stern when reversing through at least two approximate longitudinal fractures. In this shape of the stern, too, angular structures lying and protruding in the longitudinal direction of the ship are shaped and molded.

In the exemplary embodiment according to FIGS. 31 and 32, the two hull parts 300, 301 are over at least one elastic molded bodies 302, 302a connected to one another, two elastic molded bodies being provided according to FIG. 33. Each elastic molded body 302 or 302a is designed, for example, as a fender. In addition, the two hull parts 300, 301 are connected to one another via tensioning devices 303, this tensioning device 303 or the like consisting of a pulling rope. exists, which is biased between the two hull parts 300, 301. Furthermore, the two hull parts 300, 301 are connected to one another via hydraulic pistons 304, 304a (FIG. 31). These two hydraulic pistons 304, 304a are arranged next to one another, while the fenders of the elastic tensioning device 302, 302a are arranged one above the other (FIG. 33) Pistons 304, 304a are articulated on both sides of the two hull parts 300, 301 at 305 or fastened by means of a Gardanic suspension. Niches or recesses 309 for receiving the fenders of the elastic molded bodies 302, 302a are formed on the opposite hull walls of the two hull parts 300, 301. Of the two hull parts 300, 301, the hull part 301 can be designed, for example, as a tugboat. The hydraulic pistons 304, 304a represent the swiveling device and serve to swivel the longitudinal axes of the two hull parts 300, 301 about the vertical axis of the ship.

Claims (25)

1. Icebreaking ship with facilities for improving maneuverability with on the ship's side walls (21,22) arranged and laterally protruding from the ship's sides of the ship's icebreaking parts (130), such as Reamer or the like. (30), which preferably form the widest point of the underwater ship, characterized in that the width of the underwater ship body in the region of the ship parts (130), such as reamer (30) or cutting edges, by moving or pivoting the reamer (30) or cutting edges or parts these can be completely or partially moved away from the underwater area during ship operation, as a result of which the underwater hull can be reduced to a smaller width, preferably to the width of the ship part, which adjoins the ship part carrying the reamer (30) or cutting edges during ship operation . 2. Ship according to claim 1, characterized in that in the reamer (30) the outer edges (31) in the frame cross-section are sharp-edged, rounded or beveled. 3. Ship according to claim 1 and 2, characterized in that the projecting, movable ship parts (130) in recesses (40) of the hull (10) arranged and by means of hydraulic, electrical, mechanical or other trained, suitable movement devices (50) from the Recesses (40) can be moved into the desired different operating positions, the projecting, movable ship parts (130; 30) being preferably flush with the ship's outer skin in the retracted, folded or retracted state. 4. Ship according to claim 1 to 3, characterized in that the projecting, movable ship parts (130; 30) on the hull side walls (21, 22) are pivotably articulated about a preferably approximately horizontal axis (28). 5. Ship according to claim 1 to 3, characterized in that the projecting, movable ship parts (130; 30) are pivotable about axes oriented substantially in the longitudinal direction of the ship. 6. Ship according to one of the preceding claims 1 to 5, characterized in that the projecting, movable ship parts (130; 30) are arranged stationary several times along the hull (10). 7. Ship according to one of the preceding claims 1 to 5, characterized in that the projecting, movable ship parts (130; 30) are arranged movably several times along the hull (10). 8. Ship according to one of the preceding claims 1 to 7, characterized in that in addition to the provided in the foredeck (11), projecting movable ship parts (130; 30) also those in the stern (25) are arranged, which in addition to the above movable ship parts (130; 30) are provided in the foredeck (11). 9. icebreaking ship with facilities to improve maneuverability and with laterally projecting fixed ship parts (230), the front of which changes into icebreaking ship shapes, characterized in that the rear transition of the projecting fixed ship parts (230) into the ship shape is at least two kinks has in the course of the waterline, and that the back of the side protruding fixed parts of the ship (230) from a point below the normal swimming water line to the stern of the ship up to the floating water line, and that the frame contour of the rear of the fixed fixed parts of the ship (230) is preferably horizontal in the area of the water line. 10. Ship according to claim 9, characterized in that the front and / or rear sides of the projecting, fixed ship parts (230) in the above and / or underwater area of the water lines preferably have horizontal steps in the frame contours, one or more of the preferably horizontal Steps in the frame cross sections of the above fixed ship (230; 230a, 230b; 230c, 230d, 230e) can be provided with a further horizontal narrow projection (237). 11. Ship according to claim 9 and 10, characterized in that the projecting, fixed ship parts (230) are arranged stationary several times along the hull (10). 12. Ship according to claim 9 and 10, characterized in that the projecting, fixed ship parts (230; 235b) are arranged movably several times along the hull (10). 13. Ship according to one of the preceding claims 9 to 12, characterized in that the projecting, fixed ship parts (230) over a part or the entire area can be inserted or removed by different swimming positions. 14. Ship according to claim 9 and 10, characterized in that the frame contour of the projecting, fixed ship parts (230) consisting of one or more steps is provided with sharp-edged, rounded or beveled edges (236). 15. icebreaking ship with facilities for improving maneuverability in ice, characterized in that the shape of the stern (125) of the hull (10) is designed such that at least three different fracture zones can be formed in the ice sheet when reversing in a closed ice sheet, both of which outer zones have a uniform fracture pattern, which is generated by a known foreship shape-like design of the stern sides, while the central fracture zone area, preferably that in which in the stern (25) propulsion and control elements (160) are arranged, by a different design of the middle stern region (126) of the stern shape (125) is separated from the lateral fracture zones in the ice cover by at least two approximate longitudinal fractures when reversing. 16. A ship according to claim 15, characterized in that the central stern region (126) of the hull (10) is formed in the forward direction of travel behind the propulsion and control elements (160) in angular structures (140a, 141a) lying and protruding preferably in the longitudinal direction of the ship, which dissolve the middle strip, separated from the solid ice sheet when reversing, into several smaller ice floes that are easier to process than large floes by the propulsion organs (160a). 17. Ship according to claim 16, characterized in that the protruding angular structures (145) of the The stern surface in the longitudinal direction of the ship is arranged behind a known rear apron (148) which clears the broken ice from the area of the propulsion and control elements (160) when reversing. 18. Ship according to claim 15 to 17, characterized in that when reversing, the middle stern area breaks the ice, clears the broken clods down and only then the ice of the adjacent break zone from the stern (25) is conveyed downwards. 19. Ship according to claim 15 to 18, characterized in that the central stern area is shaped so that this broken ice is pushed under the broken ice from the side zones of the stern (25). 20. Ship according to claim 15 to 19, characterized in that the frame contours and / or waterline contours of the protruding central stern area (126) are wave-shaped, zigzag or stair-shaped. 21. Ship according to claim 15 to 20, characterized in that on the central protruding stern area (126) smooth or sawtooth-shaped longitudinal runners are arranged. 22. Ship according to claim 15 to 21, characterized in that the edges of the angular structures (140,141,142; 140a, 141a; 145) are sharp-edged, beveled or rounded. 23. Icebreaking ship to improve maneuverability, characterized in that the ship consists of at least two articulated hull parts (300,301) which have at least one elastic molded body (302,302a), such as one Fenders or the like, are connected to tensioning devices (303), and that a swiveling device (304, 304a) is provided for swiveling the longitudinal axes of the hull parts about the vertical axis of the ship. 24. Ship according to one of the preceding claims 1 to 3, characterized in that the recesses (40) in the hull (10) for the movable ship parts (130) and / or the movable ship parts (130) are heatable. 25. Ship according to one of the preceding claims 1 to 23, characterized in that the projecting, fixed ship parts (230) are heatable.

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