EP2371701A1 - Schiff, wie etwa ein Schlepper, mit Azimut-Antrieb - Google Patents

Schiff, wie etwa ein Schlepper, mit Azimut-Antrieb Download PDF

Info

Publication number
EP2371701A1
EP2371701A1 EP10157085A EP10157085A EP2371701A1 EP 2371701 A1 EP2371701 A1 EP 2371701A1 EP 10157085 A EP10157085 A EP 10157085A EP 10157085 A EP10157085 A EP 10157085A EP 2371701 A1 EP2371701 A1 EP 2371701A1
Authority
EP
European Patent Office
Prior art keywords
ship
skegs
accordance
propulsion
hull
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.)
Withdrawn
Application number
EP10157085A
Other languages
English (en)
French (fr)
Inventor
Jochem Steven De Jong
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.)
Bv Scheepswerf Damen Gorinchem
Original Assignee
Bv Scheepswerf Damen Gorinchem
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 Bv Scheepswerf Damen Gorinchem filed Critical Bv Scheepswerf Damen Gorinchem
Priority to EP10157085A priority Critical patent/EP2371701A1/de
Priority to PL11709410T priority patent/PL2547581T3/pl
Priority to ES11709410.2T priority patent/ES2544041T3/es
Priority to DK11709410.2T priority patent/DK2547581T3/da
Priority to PCT/EP2011/054279 priority patent/WO2011113964A1/en
Priority to EP20110709410 priority patent/EP2547581B1/de
Publication of EP2371701A1 publication Critical patent/EP2371701A1/de
Priority to CY20151100529T priority patent/CY1116408T1/el
Withdrawn legal-status Critical Current

Links

Images

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
    • B63B35/66—Tugs
    • B63B35/68—Tugs for towing
    • 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
    • B63B35/66—Tugs
    • B63B35/70—Tugs for pushing
    • 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
    • B63H5/125—Arrangements on vessels of propulsion elements directly acting on water of propellers movably mounted with respect to hull, e.g. adjustable in direction, e.g. podded azimuthing thrusters
    • 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
    • B63H5/14—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in non-rotating ducts or rings, e.g. adjustable for steering purpose
    • B63H5/15—Nozzles, e.g. Kort-type

Definitions

  • the invention concerns a ship such as a tug in accordance with the preamble of claim 1.
  • a ship such as a tug in accordance with the preamble of claim 1.
  • Such ships are known as azimuting tractor drive tugs and are in use as stable and easy manoeuvrable platforms for inland, harbour, or offshore towing and ship assistance.
  • the known ships have a central course stabilising skeg and the configuration of the propulsion and steering units and the front of the central skeg lead to a course keeping instability.
  • This instability means difficult and even unpredictable steering behaviour.
  • This is a disadvantage in terms of safety in ship handling.
  • the cause of this instability is the interaction of the two propulsion jets generated by the propulsion and steering units located in front of the central skeg.
  • the direction of the propulsion jet makes an angle with the centre line of the hull and one propulsion jet creates an asymmetrical flow against the vertical front of the central skeg.
  • This asymmetric flow against the central skeg can generate a steering torque on the hull that counteracts the steering torque generated by the propulsion jets of the propulsion and steering units. This leads to unexpected instability.
  • the ship is in accordance with claim 1. It has appeared that the two rear skegs keep the ship on course and give the ship predictable steering characteristics while free sailing.
  • the ship is according to claim 2.
  • the skegs do not generate sideways forces during vertical movements of the skegs in the water if the skegs move in vertical direction relative to the water due to movement of the ship or due to waves.
  • the ship is according to claim 3.
  • the propulsion jet of one of the propulsion and steering units can flow between the rear skegs, which leads to increased predictability of the steering behaviour caused by the rear skegs.
  • the ship is according to claim 4.
  • the propulsion jets create a flow on both sides of the rear skegs, which increases the stabilising forces.
  • the ship is according to claim 5.
  • the rear skegs extend sufficient deep in the water so that a lateral movement of the hull creates lateral resistance on the rear skegs to improve the course keeping stability of the ship.
  • the ship is according to claim 6.
  • the full height of the propulsion jets influences the flow on and/or around the rear skegs, and so the course stabilising influence of the rear skegs improves.
  • the ship is according to claim 7.
  • the rear skegs have a minimal flow resistance.
  • the ship is according to claim 8. In this way, the stabilizing effect of the rear skegs increases during straight course sailing and small steering angles.
  • the ship is according to claim 9.
  • the struts and the rear skegs can support the ship during docking.
  • Figure 1 shows a side view of a tug according to the prior art
  • Figure 2 shows a rear view of the tug of figure 1
  • Figure 3 shows a side view of a tug according the invention
  • Figure 4 shows a rear view of the tug of figure 3 .
  • FIGS 1 and 2 show a tug 1 according to the prior art in water with a waterline 3 according to maximum draught.
  • the tug 1 has a hull 8 with a foreship 2 and an aft ship 10 and has a length that is less than 3.0 times the beam and approximately 1.9 times the beam.
  • Such a tug 1 is suitable for use in inland, harbour, or offshore towing and ship assistance and offers a stable platform for a crew to work on.
  • the tug 1 has a wheelhouse 14 and has all necessary equipment for its intended use.
  • the hull 8 has two propulsion and steering units 6 that are located near the foreship 2 forward of the amidships and extending under the hull 8. There is no rudder and there is no other active steering equipment.
  • Each propulsion and steering unit 6 has a propeller 7 that rotates around an approximately horizontal propeller axis 5.
  • the propeller 7 also rotates around an approximately vertical steering axis 4 to change the direction of a propulsion jet generated by the propeller 7 and so steers the tug 1.
  • the rotational speeds of the propellers 7 can be different so that the starboard and port propulsion and steering units 6 generate different propulsion forces.
  • the aft ship 10 is V-shaped; figure 2 schematically shows the section lines 19 indicating this shape.
  • the aft ship 10 has a centre skeg 9 that extends in longitudinal direction under the centre of the hull 8 to the stern.
  • Figures 3 and 4 show an embodiment of the tug 1 wherein the aft ship 10 does not have one centre skeg 9 but has two side skegs 18 that are located symmetrically to the longitudinal axis of the tug 1.
  • the side skegs 18 are located at the width of the vertical steering axis 4 of the propulsion and steering unit 6 so that they extend in the propulsion jet generated by the propeller 7 and the side skegs 18 are located as far aft as possible.
  • the side skegs 18 extend downwards at least to under the largest depth of the hull 8 and in the shown embodiment they extend as deep as the propulsion and steering units 6.
  • the distance between the side skegs 18 is considerable so that during sailing of the tug 1 there is a stable flow of water between the side skegs 18.
  • the side skegs 18 are positioned at approximately 0,25 times the width of the vessel from the centre line of the tug 1; the distance between the side skegs 18 is at least a propeller diameter.
  • the side skegs 18 have a profiled shape with a rounded front and ending with a minimal thickness. Such a profile ensures a flow that makes an inflow angle with the longitudinal centreline of the side skeg 18 generates a lift force.
  • a suitable profile for the described embodiment is a NACA 0018 profile, which makes an inflow angle of approximately 14° possible without loss of lift force.
  • a similar profile with an increased thickness would allow an increased inflow angle but would lead to an increase in flow resistance as well which might be advantageous in some circumstances.
  • a similar profile with a decreased thickness would have reduced flow resistance but would lead to loss of lift force at a smaller inflow angle and would reduce the course stabilising effect of the side skegs 18 but depending on the circumstance might be most suitable.
  • the foreship 2 can be provided with struts 15 that can be connected to a dock support 16, these are indicated in figures 3 and 4 with interrupted lines. These struts 15 are in the centreline of the tug 1 between the propulsion and steering units 6 and the dock support 16 has a depth that is more than the propulsion and steering units 6 so that during docking the propulsion and steering units remain free from a docking surface.
  • the side skegs 18 have the same depth as the dock support 16 so that the underside of the side skegs 18 and the dock support 16 form a horizontal support plane 17. In other embodiments, there are struts 15 that together with the skegs 18 support the tug in dock.

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Gear Transmission (AREA)
  • Exhaust Silencers (AREA)
  • Micro-Organisms Or Cultivation Processes Thereof (AREA)
EP10157085A 2010-03-19 2010-03-19 Schiff, wie etwa ein Schlepper, mit Azimut-Antrieb Withdrawn EP2371701A1 (de)

Priority Applications (7)

Application Number Priority Date Filing Date Title
EP10157085A EP2371701A1 (de) 2010-03-19 2010-03-19 Schiff, wie etwa ein Schlepper, mit Azimut-Antrieb
PL11709410T PL2547581T3 (pl) 2010-03-19 2011-03-21 Statek z azymutalnym pędnikiem typu tractor
ES11709410.2T ES2544041T3 (es) 2010-03-19 2011-03-21 Barco con tracción de tractor tipo azimut
DK11709410.2T DK2547581T3 (da) 2010-03-19 2011-03-21 Fartøj med azimutslæbedrev
PCT/EP2011/054279 WO2011113964A1 (en) 2010-03-19 2011-03-21 Ship with azimuting tractor drive
EP20110709410 EP2547581B1 (de) 2010-03-19 2011-03-21 Schiff, wie etwa ein schlepper, mit azimut-antrieb
CY20151100529T CY1116408T1 (el) 2010-03-19 2015-06-19 Πλοιο με αζιμουθιακη οδηγηση του ελκυστηρα

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP10157085A EP2371701A1 (de) 2010-03-19 2010-03-19 Schiff, wie etwa ein Schlepper, mit Azimut-Antrieb

Publications (1)

Publication Number Publication Date
EP2371701A1 true EP2371701A1 (de) 2011-10-05

Family

ID=42634999

Family Applications (2)

Application Number Title Priority Date Filing Date
EP10157085A Withdrawn EP2371701A1 (de) 2010-03-19 2010-03-19 Schiff, wie etwa ein Schlepper, mit Azimut-Antrieb
EP20110709410 Active EP2547581B1 (de) 2010-03-19 2011-03-21 Schiff, wie etwa ein schlepper, mit azimut-antrieb

Family Applications After (1)

Application Number Title Priority Date Filing Date
EP20110709410 Active EP2547581B1 (de) 2010-03-19 2011-03-21 Schiff, wie etwa ein schlepper, mit azimut-antrieb

Country Status (6)

Country Link
EP (2) EP2371701A1 (de)
CY (1) CY1116408T1 (de)
DK (1) DK2547581T3 (de)
ES (1) ES2544041T3 (de)
PL (1) PL2547581T3 (de)
WO (1) WO2011113964A1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018067008A1 (en) * 2016-10-05 2018-04-12 Rotortug Holding B.V. Tugboat having azimuthal propelling units

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013204033A1 (de) 2013-03-08 2014-09-11 Voith Patent Gmbh Wasserfahrzeug, insbesondere Container- oder Schleppschiff
DE102016209879A1 (de) 2016-06-06 2017-12-07 Voith Patent Gmbh Wasserfahrzeug, insbesondere Schleppschiff
ES2904614T3 (es) 2016-06-06 2022-04-05 Voith Patent Gmbh Embarcación, en particular remolcador
DE102016212471A1 (de) 2016-07-08 2018-01-11 Voith Patent Gmbh Wasserfahrzeug, insbesondere Schleppschiff
US11208190B1 (en) 2020-06-23 2021-12-28 Brunswick Corporation Stern drives having breakaway lower gearcase
USD1026955S1 (en) 2020-06-23 2024-05-14 Brunswick Corporation Stern drive

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4175511A (en) * 1976-12-08 1979-11-27 Schottel-Werft Josef Becker Gmbh & Co. Kg Tugboat or the like
EP1145951A2 (de) * 2000-04-14 2001-10-17 Voith Schiffstechnik GmbH & Co. KG Wasserfahrzeug
US6698374B1 (en) * 1999-09-03 2004-03-02 Novatug B.V. Design for tugboat
WO2005012075A1 (en) * 2003-08-01 2005-02-10 Rolls-Royce Marine As Device for increasing the yaw stability in ships

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NO983369L (no) * 1998-07-21 2000-01-24 Petroleum Geo Services As Skrogform

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4175511A (en) * 1976-12-08 1979-11-27 Schottel-Werft Josef Becker Gmbh & Co. Kg Tugboat or the like
US6698374B1 (en) * 1999-09-03 2004-03-02 Novatug B.V. Design for tugboat
EP1145951A2 (de) * 2000-04-14 2001-10-17 Voith Schiffstechnik GmbH & Co. KG Wasserfahrzeug
WO2005012075A1 (en) * 2003-08-01 2005-02-10 Rolls-Royce Marine As Device for increasing the yaw stability in ships

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018067008A1 (en) * 2016-10-05 2018-04-12 Rotortug Holding B.V. Tugboat having azimuthal propelling units
NL2017577B1 (en) * 2016-10-05 2018-04-13 Rotortug Holding B V Tugboat having azimuthal propelling units

Also Published As

Publication number Publication date
DK2547581T3 (da) 2015-07-06
PL2547581T3 (pl) 2015-10-30
WO2011113964A1 (en) 2011-09-22
EP2547581B1 (de) 2015-05-13
EP2547581A1 (de) 2013-01-23
ES2544041T3 (es) 2015-08-27
CY1116408T1 (el) 2017-02-08

Similar Documents

Publication Publication Date Title
CA2656119C (en) Ship
EP2547581B1 (de) Schiff, wie etwa ein schlepper, mit azimut-antrieb
US8863678B2 (en) Ship
CN107089296B (zh) 具有助航水翼的复合三体船
EP3523194B1 (de) Schleppschiff mit azimutalen antriebseinheiten
CN103381877A (zh) 改进的拖船船体及包括该改进船体的拖船
US5694877A (en) Ship docking vessel
CN204110313U (zh) 一种可减少前行阻力的船底
US9415836B1 (en) Hybrid running surface boat
WO2011078737A3 (ru) Способ перемещения судна в воде и судно для перемещения в воде по упомянутому способу перемещения
FI124857B (fi) Vesialus
JP2009512595A (ja) 底板が水上滑走性能を強化することを可能にする帆船用の船殻
WO2004020276A1 (en) Vessel provided with a foil situated below the waterline
USRE28615E (en) Hydrofoil sailing craft
NL1012591C2 (nl) Sleepboot.
NL2009307C2 (en) Vessel with three hulls having forward deflactors.
RU217176U1 (ru) Корпус судна-буксира
US8813672B2 (en) Swimming platform for a boat
RU222507U1 (ru) Корпус судна-буксира
US3452698A (en) Power-driven hydroplane watercraft
WO2020070526A1 (en) Revolving sailing catamaran watercraft
WO2006049483A1 (en) Tugboat with towing gear that can turn through 360 degrees
AU753993B2 (en) Hydroplane
CN103625626A (zh) 船
JP2023067295A (ja) 航走体及び航走体の粘性抵抗低減方法

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO SE SI SK SM TR

AX Request for extension of the european patent

Extension state: AL BA ME RS

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20120406