EP1843938B1 - Proue de navire - Google Patents

Proue de navire Download PDF

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Publication number
EP1843938B1
EP1843938B1 EP05796039A EP05796039A EP1843938B1 EP 1843938 B1 EP1843938 B1 EP 1843938B1 EP 05796039 A EP05796039 A EP 05796039A EP 05796039 A EP05796039 A EP 05796039A EP 1843938 B1 EP1843938 B1 EP 1843938B1
Authority
EP
European Patent Office
Prior art keywords
ship
runners
bow
midships
inclined plane
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.)
Not-in-force
Application number
EP05796039A
Other languages
German (de)
English (en)
Other versions
EP1843938A1 (fr
Inventor
Udo Wulf
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.)
New Logistics GmbH
Original Assignee
New Logistics 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 New Logistics GmbH filed Critical New Logistics GmbH
Priority to PL05796039T priority Critical patent/PL1843938T3/pl
Publication of EP1843938A1 publication Critical patent/EP1843938A1/fr
Application granted granted Critical
Publication of EP1843938B1 publication Critical patent/EP1843938B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B63B2001/066—Substantially vertical stems

Definitions

  • the invention relates to a ship bow according to the preamble of claim 1.
  • Such a ship bow which can also be used as a module in modern shipbuilding, is suitable for different purposes, such as a container ship, a tanker, or a multi-purpose ship and the like.
  • the DE 38 38 791 A1 describes a ship's bow with two outer keel lines.
  • the underside of the hull is particularly suitable for sports and yachting.
  • cargo ships of any kind there are hardly any realization possibilities with regard to the integration of modern propulsion systems as well as a modular construction of a ship.
  • Another hull is from the JP 58047689 known as the closest prior art. This known hull has two projecting Vorsteven Modellen, between which an inclined surface is provided.
  • the invention is therefore an object of the invention to provide a bow that can be used with high efficiency in ship operation, modular in a variety of ship types and trades, such as shallow or deep water zones.
  • a core idea of the invention here is to create a semikatamaran-type ship bow with a central, carriage-like Schragdon Weg.
  • the semikatamaran structure is thereby left at the transition to the middle ship area, ie after the bow area, in order to obtain the largest possible cargo space.
  • the oblique surface contour is created in its course from the lowest fictitious Kielline to the top bow area with a continuous transition into a lower and an upper transition region oblique surface, the water in the bow area retracted water waves propulsion-efficiently slide under the ship's bottom.
  • the main surface of the inclined surface region is in this case according to the invention arranged at an inclination angle of about 10 to 25 ° relative to the fictitious Kielline and preferably in a large arc radius of about 10 to 40m in the ship's bottom or the foremost bow area over.
  • the inclined surface has in this case approximately Edinburgh Stammde wedge shape, so that a congestion of impinging waves is largely avoided and also the suitability for ice travel appears possible.
  • outside skids are provided in the style of mounted wedges port and starboard side and have a maximum free distance A at the bow stem.
  • the skid structure is preferably designed to be straight in the direction of the midships axis, possibly also strictly parallel to the midships axis.
  • the outer contour of the skids is arcuately configured from the front wedge tip to a maximum width, wherein a mean tangential line to the outer contour expediently has an angle ⁇ in the range of about 6 to 20 °. At the wedge tip, this angle can also be about 30 °.
  • the total width B of the bow or ship depends on the purpose and design of the ship in relation to the distance A. This relation is preferably selected in the range of 1.5 to 3.5.
  • the inner surfaces of the skids can be at an angle ⁇ in a range of about -5 to + 5 ° to the parallels laid through the tip of the skiff to the longitudinal axis or midships axis of the ship to be arranged.
  • the ship bow according to the invention can be used as a module in a variety of ship types such as container, tank or bulk carrier or the like and is also suitable for a variety of ship sizes.
  • the optimal suitability for inland waters as well as for coastal and ocean shipping appears to be confirmed by test results on the model.
  • the advantageously approximately vertical course of the Vorderstevens the runners results in the central inclined surface contour a catchment area for impinging waves at a front opening area A, which is also suitable for air bubble lubrication on the inclined surface and the ship's bottom.
  • the ship's bow is particularly suitable for shallow water rides, especially on inland waters, with a relatively high ship speed, whereby the hydrodynamic structure reduces even at higher speeds stronger wave formation and high economic efficiency is achieved.
  • FIG. 1 shows a ship bow 1 with modular character in a sectional view along the midships axis 30th
  • the Vordersteven 3 a port side provided upstanding runner 6 has a largely vertical front wedge tip.
  • the lowest area of the ship's bow 1 runs along a fictitious keel line 4, which indicates the ship's bottom 5 in the direction of the ship's center.
  • a slide-like inclined surface region 9 is provided symmetrically to the midship line 30, which extends at an angle ⁇ of 10 to 25 ° to the notional keel line 4.
  • this inclined surface region 9 is arcuate with a large radius C in the transition region 14 in the ship's bottom 5 via.
  • the radius C can be about 10 to 45m, preferably up to 40m.
  • an arcuate transition region 15 is provided upwardly with a radius D of about 10 to 30m.
  • the region adjoining the transitional region 15 expediently runs in the direction of the front stem 3 at an angle ⁇ of 1 to 20 °.
  • FIG. 2 The view on the bottom side after Fig. 2 shows the skids 6, 7 with a straight surface or inner line 18 and arcuate outer contour 19 up to a maximum width 25.
  • a distance A is provided as an inflow opening for bow-sided water.
  • the free distance A is expediently maintained constant as an internal distance between the runners 6, 7 in the bow area. Changes in accordance with specific circumstances, such as drive technology in the fore ship area, etc., and an arrangement of the inner lines 18 at an angle ⁇ with +/- 5 ° to the parallel of the midshaft axis 30, is possible to improve the flow behavior.
  • longitudinal webs 23 with a small height of approximately 2 to 3 cm can already be provided in the inclined surface region 9 for better guidance of the air bubble veil.
  • the mean angle ⁇ as a tangential angle to the arcuate outer contour 19 of a blade 17 is about 6 ° to 20 °. At the wedge tip 3 this angle is larger and can be about 30 °.
  • the relevant geometric data of the ship bow according to the invention can also approximately in the FIGS. 1 and 2 shown ratios are taken.
  • this ship bow for different types of ships and waters as well as for a variety of drive units, possibly even for ice travel, can be used.

Claims (7)

  1. Proue de navire (1) avec
    une zone de surface inclinée médiane (9) de type glissoire et des patins de tribord et de bâbord (6, 7) de type catamaran prévus latéralement, la zone de surface inclinée (9) et les patins (6, 7) se raccordant approximativement en une ligne fictive de quille (4) en direction de la membrure centrale,
    les patins (6 , 7) étant réalisés cunéiformes et présentant une largeur maximale (25) en direction de la membrure centrale,
    une distance A étant prévue à l'extrémité antérieure (3) des patins en tant qu'ouverture d'écoulement libre pour la zone de surface inclinée (9), et
    la zone de surface inclinée (9) présentant une surface principale avec un angle d'inclinaison α d'environ 10 à 25° par rapport à la ligne fictive de quille (4),
    caractérisée en ce que la zone de surface inclinée (9) comprend vers l'avant, entre les patins (6, 7), une autre zone qui est placée selon un angle ψ d'environ 1 à 20° vers le haut par rapport à la surface principale.
  2. Proue de navire selon la revendication 1, caractérisée
    en ce que les patins (6, 7) présentent, en coupe horizontale, une ligne intérieure (18) ou surface intérieure rectiligne,
    lesquelles lignes sont prévues approximativement parallèles à la ligne médiane (30) du navire ou suivant un angle β compris entre -5° et +5° par rapport à la ligne médiane (30) du navire, et
    en ce que la ligne extérieure (19) des patins (6, 7) s'étend pour l'essentiel suivant un angle λ par rapport à la ligne médiane parallèle du navire avec un contour incurvé, λ étant compris entre environ 6° et 20°.
  3. Proue de navire selon l'une quelconque des revendications 1 ou 2, caractérisée en ce que le rapport V entre la largeur totale maximale B de la proue de navire et la distance A est choisi entre 1,5 et environ 3,5.
  4. Proue de navire selon l'une quelconque des revendications 1 à 3, caractérisée

    en ce qu' en direction de la membrure centrale, la zone de surface inclinée (9) se raccorde continûment avec une structure arquée plus grande, en particulier avec un rayon C d'environ 10 m à 45 m, sur la ligne fictive de quille (4) ou le fond (5) du navire, et présente dans la zone antérieure de la proue une transition incurvée (15) de rayon D d'environ 10 à 30 m.
  5. Proue de navire selon l'une quelconque des revendications 1 à 4, caractérisée en ce que la distance intérieure (19) des patins (6, 7) s'étend continûment de manière incurvée de la pointe (3) de la quille jusqu'à la largeur maximale (25).
  6. Proue de navire selon l'une quelconque des revendications 1 à 5, caractérisée en ce que la géométrie correspond aux proportions relatives de la figure 1 et/ou de la figure 2.
  7. Proue de navire selon l'une quelconque des revendications 1 à 6, caractérisée en ce que des barres longitudinales (23) de faible hauteur, en particulier de 2 à 3 cm de hauteur, sont prévues dans la zone de surface inclinée (9) et dans la zone latérale extérieure du fond (5) du navire pour guider les bulles d'air.
EP05796039A 2005-02-01 2005-09-28 Proue de navire Not-in-force EP1843938B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PL05796039T PL1843938T3 (pl) 2005-02-01 2005-09-28 Dziób statku

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200520001574 DE202005001574U1 (de) 2005-02-01 2005-02-01 Schiffsbug
PCT/EP2005/010496 WO2006081846A1 (fr) 2005-02-01 2005-09-28 Proue de navire

Publications (2)

Publication Number Publication Date
EP1843938A1 EP1843938A1 (fr) 2007-10-17
EP1843938B1 true EP1843938B1 (fr) 2010-03-17

Family

ID=34400380

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05796039A Not-in-force EP1843938B1 (fr) 2005-02-01 2005-09-28 Proue de navire

Country Status (12)

Country Link
US (1) US7685958B2 (fr)
EP (1) EP1843938B1 (fr)
JP (1) JP2008528375A (fr)
CN (1) CN100537346C (fr)
AT (1) ATE461105T1 (fr)
BR (1) BRPI0519888A2 (fr)
CA (1) CA2592697C (fr)
DE (2) DE202005001574U1 (fr)
HK (1) HK1112732A1 (fr)
PL (1) PL1843938T3 (fr)
RU (1) RU2357890C2 (fr)
WO (1) WO2006081846A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202008001708U1 (de) * 2008-02-07 2008-04-03 New-Logistics Gmbh Wasserfahrzeug
TWI381977B (zh) * 2010-07-28 2013-01-11 Ship & Ocean Ind R & D Ct Side bend can be broken buffer type bow
CN104340330B (zh) * 2013-07-24 2016-12-28 富阳友凯船艇有限公司 一种单双体船
US10017227B2 (en) * 2016-12-13 2018-07-10 Naviform Consulting & Research Ltd. Minimum wave bow
JP2020132027A (ja) * 2019-02-22 2020-08-31 ジャパンマリンユナイテッド株式会社 船首形状及び船舶

Family Cites Families (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US229000A (en) * 1880-06-22 Ghaeles g
US1712281A (en) * 1928-07-05 1929-05-07 Frank S Royer Hull for speed boats
US3148652A (en) * 1962-08-31 1964-09-15 Canazzi Henry Donald Planing type speed boat hull
US3937164A (en) * 1974-11-20 1976-02-10 Austin Aeromarine, Inc. High speed water craft apparatus
US3967571A (en) * 1975-03-13 1976-07-06 Mut Melvin E Four-point tunnel hull for a boat
DE2928634C2 (de) 1979-07-16 1981-08-20 Deggendorfer Werft Und Eisenbau Gmbh, 8360 Deggendorf Schiffsform mit Knickspant-System
JPS5923675Y2 (ja) * 1980-12-25 1984-07-13 日立造船株式会社 船首船型
JPS5847689A (ja) 1981-09-17 1983-03-19 Mitsui Eng & Shipbuild Co Ltd 双頭船首船型船
JPS6045492A (ja) * 1983-08-19 1985-03-11 Hitachi Zosen Corp 船首船型
JPS62247993A (ja) * 1986-04-18 1987-10-29 Nissan Motor Co Ltd 複胴船の船体構造
DE3712534A1 (de) 1987-04-13 1988-11-03 Sturm Hermann Dipl Ing Fh Schwimmkoerper fuer schiffe
DE3838791A1 (de) 1988-11-17 1990-05-31 Franck Hans Heinrich Schiff, als sportschiff typ "katayacht"
DE3912534C2 (de) 1989-04-17 1994-07-14 Hansa Metallwerke Ag Benzinkühler
US5570649A (en) * 1995-06-13 1996-11-05 Austin; Lee Boat hull
DE10343078B4 (de) 2003-09-17 2005-08-18 New-Logistics Gmbh Wasserfahrzeug
DE202004020606U1 (de) 2004-06-08 2005-09-22 New-Logistics Gmbh Schiffsrumpf und Fähre
US20070266921A1 (en) * 2006-05-18 2007-11-22 Peter Brady Multi-hull boat
US7487736B2 (en) * 2006-12-05 2009-02-10 Carl Daley Hybrid boat hull

Also Published As

Publication number Publication date
CA2592697A1 (fr) 2006-08-10
BRPI0519888A2 (pt) 2009-03-31
HK1112732A1 (en) 2008-09-12
ATE461105T1 (de) 2010-04-15
RU2007128869A (ru) 2009-03-10
WO2006081846A1 (fr) 2006-08-10
DE502005009256D1 (de) 2010-04-29
EP1843938A1 (fr) 2007-10-17
US20090120347A1 (en) 2009-05-14
US7685958B2 (en) 2010-03-30
RU2357890C2 (ru) 2009-06-10
CN101111427A (zh) 2008-01-23
JP2008528375A (ja) 2008-07-31
CA2592697C (fr) 2010-12-14
PL1843938T3 (pl) 2010-08-31
DE202005001574U1 (de) 2005-03-31
CN100537346C (zh) 2009-09-09

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