EP2547581A1 - Schiff mit azimut-antrieb - Google Patents

Schiff mit azimut-antrieb

Info

Publication number
EP2547581A1
EP2547581A1 EP11709410A EP11709410A EP2547581A1 EP 2547581 A1 EP2547581 A1 EP 2547581A1 EP 11709410 A EP11709410 A EP 11709410A EP 11709410 A EP11709410 A EP 11709410A EP 2547581 A1 EP2547581 A1 EP 2547581A1
Authority
EP
European Patent Office
Prior art keywords
ship
skegs
propulsion
steering
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.)
Granted
Application number
EP11709410A
Other languages
English (en)
French (fr)
Other versions
EP2547581B1 (de
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 EP20110709410 priority Critical patent/EP2547581B1/de
Priority to PL11709410T priority patent/PL2547581T3/pl
Publication of EP2547581A1 publication Critical patent/EP2547581A1/de
Application granted granted Critical
Publication of EP2547581B1 publication Critical patent/EP2547581B1/de
Priority to CY20151100529T priority patent/CY1116408T1/el
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

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 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 ma- noeuvrable platforms for inland, harbour, or offshore towing and ship assistance.
  • Document US 6698374 describes several embodiments of such a ship.
  • One of the embodi ⁇ ments shows a central rear skeg for course stabilising. When the steering angle is zero the flow at both sides of the central skeg can be from one or from both propulsion and steering units. This asymmetric flow against the cen ⁇ tral skeg can generate a steering torque on the hull that counteracts the forces generated by the propulsion jets of the propulsion and steering units. This means that the forces on the hull are not well defined and this leads to instability in the course which is undesirable.
  • stabilising skegs are located on both sides of the centreline at the side of the hull. This means that when the ship makes an arched path the stabilising skeg at the inner circle ex ⁇ periences flow at a different angle compared with the stabilising skeg at the outer circle. These angles will decrease when the radius of the arch increases and the ships starts following a straight course; the changing angles lead to changing loads on the skegs unstable flows around near the skegs. In this way the changing flow con ⁇ ditions can lead to instability in course keeping. This instability means difficult and unpredictable steering behaviour. This is a disadvantage in terms of safety in ship handling. In order to overcome the disadvantage the ship is in accordance with claim 1.
  • the ship is ac ⁇ cording to claim 2.
  • the skegs can be shorter which improves turning of the ship while maintaining the course stabilising capabilities.
  • the ship is ac ⁇ cording to claim 3. In this way, in the situation wherein the ship is sailing a straight course and the steering angle is small each rear skeg is in the flow of the pro ⁇ pulsion jet so that along each rear skeg a predictable flow occurs.
  • the ship is ac ⁇ cording to claim 4.
  • the propulsion jets create a symmetrical flow on both sides of the rear skegs, which improves the resistance against disturbances.
  • the ship is ac ⁇ cording 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 ac ⁇ cording 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 ac ⁇ cording to claim 7.
  • the rear skegs have a minimal flow resistance.
  • the ship is ac- cording to claim 8. In this way, the stabilizing effect of the rear skegs increases during straight course sail ⁇ ing and small steering angles.
  • the ship is ac ⁇ cording to claim 9. In this way, 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 inven ⁇ tion
  • Figure 4 shows a rear view of the tug of figure 3
  • Figure 5 shows top view of the underwater lay-out 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.
  • 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 amid ⁇ ships 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 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, 4 and 5 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 a longitudinal axis 20 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 a propulsion jet 21 generated by the propeller 7 and the direction of the propulsion jet 21 makes a steering angle a with the longitudinal axis 20.
  • Rotating the propulsion and steering unit 6 around steering axis 4 changes the steering angle a.
  • 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 posi ⁇ tioned at a distance d from the longitudinal axis 20 of the tug 1 whereby the distance d is approximately 0,25 times a width or the beam w of the vessel and the dis- tance between the side skegs 18 is at least a propeller diameter .
  • the location of the side skegs 18 can differ.
  • the side skegs 18 are symmetrical relative to the centreline 20 and the distance between the side skegs 18 is between 30 % and 70 % of the beam w and can be between 40 % and 60 % of the beam w.
  • the front of each side skeg 18 is in the propulsion jet 21 of the propul ⁇ sion and steering unit 6 at the same side of the tug 1 as long as the steering angle a is smaller than 5 degrees and can also be in the propulsion jet 21 as long as the steering angle a is smaller than 3 degrees.
  • 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 em ⁇ bodiment 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.
  • a similar profile with a decreased thickness would have reduced flow resis ⁇ tance but would lead to loss of lift force at a smaller inflow angle and would reduce the course stabilising ef ⁇ fect of the side skegs 18 but depending on the circum ⁇ stance might be most suitable.
  • the front of the side skegs 18 is approximately vertical and can have a slight slope backwards, for instance 15 degrees and less than 20 degrees.
  • 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 inter ⁇ rupted 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 sup ⁇ port 16 form a horizontal support plane 17. In other em ⁇ bodiments, 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)
EP20110709410 2010-03-19 2011-03-21 Schiff, wie etwa ein schlepper, mit azimut-antrieb Active EP2547581B1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP20110709410 EP2547581B1 (de) 2010-03-19 2011-03-21 Schiff, wie etwa ein schlepper, mit azimut-antrieb
PL11709410T PL2547581T3 (pl) 2010-03-19 2011-03-21 Statek z azymutalnym pędnikiem typu tractor
CY20151100529T CY1116408T1 (el) 2010-03-19 2015-06-19 Πλοιο με αζιμουθιακη οδηγηση του ελκυστηρα

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP10157085A EP2371701A1 (de) 2010-03-19 2010-03-19 Schiff, wie etwa ein Schlepper, mit Azimut-Antrieb
EP20110709410 EP2547581B1 (de) 2010-03-19 2011-03-21 Schiff, wie etwa ein schlepper, mit azimut-antrieb
PCT/EP2011/054279 WO2011113964A1 (en) 2010-03-19 2011-03-21 Ship with azimuting tractor drive

Publications (2)

Publication Number Publication Date
EP2547581A1 true EP2547581A1 (de) 2013-01-23
EP2547581B1 EP2547581B1 (de) 2015-05-13

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 Before (1)

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

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)

Families Citing this family (7)

* 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
WO2017211570A1 (de) 2016-06-06 2017-12-14 Voith Patent Gmbh Wasserfahrzeug; insbesondere schleppschiff
DE102016212471A1 (de) 2016-07-08 2018-01-11 Voith Patent Gmbh Wasserfahrzeug, insbesondere Schleppschiff
NL2017577B1 (en) * 2016-10-05 2018-04-13 Rotortug Holding B V Tugboat having azimuthal propelling units
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

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2655667C3 (de) * 1976-12-08 1980-09-25 Schottel-Werft Josef Becker Gmbh & Co Kg, 5401 Spay Wasserfahrzeug
NO983369L (no) * 1998-07-21 2000-01-24 Petroleum Geo Services As Skrogform
NL1012977C1 (nl) * 1999-09-03 2001-03-06 Imc Group B V Ontwerp voor sleepboot.
DE10018573A1 (de) * 2000-04-14 2001-10-25 Voith Schiffstech Gmbh & Co Wasserfahrzeug
NO324501B1 (no) * 2003-08-01 2007-11-05 Rolls Royce Marine As Anordning til okning av giringsstabiliteten for skip

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2011113964A1 *

Also Published As

Publication number Publication date
CY1116408T1 (el) 2017-02-08
WO2011113964A1 (en) 2011-09-22
EP2547581B1 (de) 2015-05-13
ES2544041T3 (es) 2015-08-27
DK2547581T3 (da) 2015-07-06
PL2547581T3 (pl) 2015-10-30
EP2371701A1 (de) 2011-10-05

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