EP2864188B1 - Improved hull of a tugboat and tugboat comprising said improved hull - Google Patents

Improved hull of a tugboat and tugboat comprising said improved hull Download PDF

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Publication number
EP2864188B1
EP2864188B1 EP13745729.7A EP13745729A EP2864188B1 EP 2864188 B1 EP2864188 B1 EP 2864188B1 EP 13745729 A EP13745729 A EP 13745729A EP 2864188 B1 EP2864188 B1 EP 2864188B1
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EP
European Patent Office
Prior art keywords
hull
tunnel
tugboat
thruster means
bow
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EP13745729.7A
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German (de)
English (en)
French (fr)
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EP2864188A1 (en
Inventor
Ugo SAVONA
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Individual
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    • 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 
    • 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
    • B63B1/042—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull the underpart of which being partly provided with channels or the like, e.g. catamaran shaped
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B29/00—Accommodation for crew or passengers not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B3/00—Hulls characterised by their structure or component parts
    • B63B3/14—Hull parts
    • B63B3/38—Keels
    • 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
    • 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
    • B63H21/00—Use of propulsion power plant or units on vessels
    • B63H21/30—Mounting of propulsion plant or unit, e.g. for anti-vibration purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H23/00—Transmitting power from propulsion power plant to propulsive elements
    • B63H23/02—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing
    • B63H23/10—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit
    • B63H23/18—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit for alternative use of the propulsion power units
    • B63H23/20—Transmitting power from propulsion power plant to propulsive elements with mechanical gearing for transmitting drive from more than one propulsion power unit for alternative use of the propulsion power units with separate forward and astern propulsion power units, e.g. turbines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • 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
    • B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
    • 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
    • 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
    • B63H5/16—Arrangements on vessels of propulsion elements directly acting on water of propellers characterised by being mounted in recesses; with stationary water-guiding elements; Means to prevent fouling of the propeller, e.g. guards, cages or screens
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B21/00—Tying-up; Shifting, towing, or pushing equipment; Anchoring
    • B63B21/16—Tying-up; Shifting, towing, or pushing equipment; Anchoring using winches
    • 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
    • B63H2005/1254—Podded azimuthing thrusters, i.e. podded thruster units arranged inboard for rotation about vertical axis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63H—MARINE PROPULSION OR STEERING
    • B63H25/00—Steering; Slowing-down otherwise than by use of propulsive elements; Dynamic anchoring, i.e. positioning vessels by means of main or auxiliary propulsive elements
    • B63H25/42—Steering or dynamic anchoring by propulsive elements; Steering or dynamic anchoring by propellers used therefor only; Steering or dynamic anchoring by rudders carrying propellers
    • B63H2025/425—Propulsive elements, other than jets, substantially used for steering or dynamic anchoring only, with means for retracting, or otherwise moving to a rest position outside the water flow around the hull

Definitions

  • the present invention relates to an improved hull of a tugboat intended to tow and manoeuvre vessels or like, as well as to assist vessels in danger due to damages or accidents.
  • the invention relates to the structure of the hull of a tugboat configured in such a way as to allow the tugboat itself to have a greater power, both towing and pushing, which can be applied to the vessel to be towed/assisted, as well as greater maneuverability, compared to the tugboats of known type,
  • a tugboat is a boat that operates in water spaces, harbors, bays, navigable channels, lakes and rivers, the purpose of which is to transfer mechanical energy from itself to the vessel to be towed/assisted, through its engine and its propulsors.
  • a tugboat can also navigate in open sea, without geographical limits of navigation and regardless of sea conditions.
  • a first tugboat of known type is described in the patent U.S. 3,750,607 .
  • Said tugboat includes a shallow hull, symmetrical both transversely and longitudinally, which has a flat bottom and vertical sides joined to said bottom part by a double chine underbody, portions at the bow and stern symmetrically inclined upward from said flat bottom, and a generally rectangular profile, when viewed in plan, with flat straight ends and flat straight sides joined by rounded edges.
  • said tugboat comprises omnidirectional thruster means which are supported by inclined portions of said hull and extend below the level of said bottom part and the protection means (keels or skeg) which are supported by and below said hull and extend below said thruster means, and are centered with respect to the center line of the bow and the stern of said hull.
  • a first disadvantage is that said tugboat has a underbody (i.e. the part of the hull which is intended to be submerged) which is flat and has a low draft, so as to allow a flow of water to be moved undisturbed by the propellers of propulsors, which underbody must meet the following two requirements.
  • a underbody i.e. the part of the hull which is intended to be submerged
  • the first requirement of said tugboat is related to the depth of the hull which must be lower compared to the length of the tugboat, generally of 1.8 m, and propulsors which protrude entirely from said flat under body for other 3m.
  • the underbody of said tugboat is a flat keel, so as to allow a flow of water is moved undisturbed by the propellers.
  • the tugboat described in the patent U.S. 3,750,607 is a vessel intended for the assistance of vessels or like in protected waters, without being able to the offshore navigation, which tugboat is characterized by a hull which has a high width, a flat bottom, wherein a lower part of the hull is intended to be immersed in shallow water, and is provided with azimuth propulsors arranged along the longitudinal axis.
  • a second disadvantage, related to the fact of having a underbody being flat and with a low draft, is given by the fact that said tugboat does not offer the required resistance to side dragging, when it is engaged in towing operations or escort.
  • a disadvantage of the tugboat is that propulsors are exposed to the risk of being damaged or destroyed in the case where the tugboat touches the sea bottom, as the keels, being mere semistructural appendages, would not resist to the impact with the sea bottom itself.
  • a further disadvantage of this tugboat is given by the difficulty for the same to transfer power to the vessel to be towed/pushed when it is alongside to it.
  • the tugboat has its longitudinal axis parallel to that of the vessel to be pushed/towed and, in the case it uses all the nominal power of the engines, having no support in the submerged part, but only at the level of the rubber fender placed on the shear strake, has difficulties for pushing this vessel, because the force applied by the propulsors on the point of exertion risks to overturn the tugboat, creating a high overturning moment.
  • a further disadvantage of the tugboat described in said patent US 5,694,877 is the fact that, due to the arrangement of the propulsors, the commands given by an operator to the tugboat are not intuitive and therefore the operator must take into account the offset position of the propulsors to achieve the desired advancing component (with reference to the course of the tugboat) or the desired towing component on the tow cable or the desired pushing component.
  • a disadvantage of said tugboat is given by the fact that, in order to increase stability, inherently deficient in hull having a flat bottom, the ratio between the width and length of the tugboat was increased so that this ratio is even greater than 70%. If on the one hand, this increases the stability of the tugboat, on the other hand it complicates his maneuverability in small water spaces and makes difficult the navigation in open sea, due to the excessive width and low depth of the submerged underbody.
  • Such a vessel comprises a hull on the bottom of which two lateral keels are fixed, as well as first thruster means and second thruster means. Particularly, said keels serve as support elements for the vessel in a dry dock.
  • this vessel has the disadvantage that the water flow generated by the first (second) thruster means interferes with said keels, reducing the power generated by the second (first) thruster means.
  • the water flow is first obstructed by the keels and, despite a quantity of water of said water flow is dispersed into the surrounding environment as a result of the impact with the keels themselves, the greater water quantity of said water flow reaches said second (first) thruster means, interfering with said thruster means.
  • Object of the present invention is to overcome said disadvantages by providing an improved hull of a tugboat for towing/assisting a vessel, configured in such a way that, when a water flow is generated by first (second) thruster means of the hull, this water flow is channeled within the keel of the hull in such a way that the greater quantity of water of said water flow is dispersed into the surrounding environment, below the keels, and only a minimal amount of water of said water flow reaches second (first) thruster means.
  • first thruster means towards which the water flow is directed (i.e. underflow thruster means) lose power. Consequently the efficiency of said thruster means is improved.
  • a second object of the invention is to provide an improved hull configured in such a way to allow each component of the hull to participate in the overall structural strength of the hull itself.
  • a third object of the invention is to provide an improved hull configured in such a way as to allow the tugboat to have a higher directional stability, to oppose side dragging during the towing of a vessel or an escort service of a vessel, have a greater maneuverability, independently of the dimensions of the water spaces, making it suitable for navigation both in open sea and in protected waters.
  • Another object of the invention is to provide an improved hull of a tugboat configured in such a way as to allow the tugboat to transfer to said vessel a greater power, both towing and pushing.
  • a further object of the invention is to provide a tugboat comprising said hull.
  • water plane the surface of separation between the submersed part of the hull or underbody and the emerged part of the hull which defines the level of the fluid on which the vessel floats
  • base line the parallel to the water plane which passes through the keel point
  • the keel point is the intersection between the profile of the hull within the outer surface (shell plating) of the the hull itself and the perpendicular to the hull
  • water lines the lines between the hull and the planes parallel to the water plane
  • main section the section which encloses the largest submerged area.
  • a hull that has a monolithic structure, wherein the keels are integral with the hull itself and form a tunnel with a portion of the bottom of the hull, and wherein first thruster means and second thruster means, arranged respectively at bow and stern, are aligned along the same axis.
  • each keel is arranged on a respective side of said underbody, in a substantially central position, and is connected to said underbody respectively in correspondence of the bow and the stern of said hull, said two keels extending in depth perpendicularly or in a substantially perpendicular manner so as to have a draft equal to or greater than that of said first and second thruster means.
  • Said first thruster means and said second thruster means are positioned respectively at the bow and stern of the hull, and are substantially aligned along said longitudinal axis.
  • said two keels are integral with said hull and are configured in such a way that they form a tunnel with at least a portion of said bottom of said hull.
  • Said hull has a first airfoil which extends from said first thruster means to said main section, and a second airfoil which extends from said second thruster means to said main section; wherein said two airfoils are substantially symmetrical with respect to said main section.
  • each airfoil comprises respectively a first portion, external said tunnel, which extends from the respective thruster means to the keels, and a second portion, internal to said tunnel, which extends from the keels to the main section, wherein said first and second thruster means are arranged in said first portion, external to said tunnel, of a respective airfoil.
  • said two keels are in a position shifted toward the bow of said hull.
  • said first thruster means and said second thruster means can have a respective center and said first thruster means and said second thruster means are arranged so that said base line of said hull passes from each center or above each center.
  • said hull can comprise a fin centrally arranged on the bottom of said hull, at the stern of the hull itself; wherein said fin is preferably integral with said hull.
  • said hull can comprise a first pushing fender and a second pushing fender, each of which is externally arranged to the hull, on a respective lateral part, so as to be below said water plane.
  • said pushing fenders are positioned on the hull so as to be in correspondence with said base line of said hull.
  • said hull can comprise a third pushing fender, arranged externally to the hull so as to be above said water plane.
  • said first thruster means and said second thruster means can respectively comprise at least one azimuth propulsor.
  • a tugboat for towing/assisting a vessel which comprises said hull, wherein said first thruster means can be driven by a first engine, said first engine being positioned at the bow of said hull and connected to said first thruster means by a first shaft, and wherein said second thruster means can be driven by a second engine, said second engine being positioned at the stern of said hull and connected to said second thruster means by a second shaft.
  • Said engines can have a respective longitudinal axis and can be arranged within the hull in a respective lateral part of it, in such a way that the longitudinal axis of each engine forms a respective angle with the longitudinal axis of said hull.
  • each angle is between 0° and 90°.
  • said longitudinal axes of said motors are parallel and said angles are equal.
  • said tugboat can comprise a winch arranged at the bow of said hull, in the proximity or in correspondence of said first thruster means, and/or a winch arranged at the stern of said hull, in proximity or in correspondence of said second thruster means.
  • a respective tow cable can be wind/unwind on each winch in such a way that the force for towing/assisting said vessel, exerted by a winch at the bow or stern, is applied on a respective point of said bow or said stern.
  • said tugboat can comprise a central control bridge and at least one corresponding chock for each winch, in such a way that:
  • said engines can be positioned externally to said control bridge, wherein said control bridge has preferably a substantially circular section.
  • the tugboat can comprise an engine room, whcih comprises said two engines.
  • the tugboat can comprise two engine rooms, each of which is respectively arranged at bow and stern of said hull and comprises a respective engine.
  • said tugboat can comprise steering and controlling means for steering and controlling said first and second thruster means, said steering and controlling means being aligned along an axis which coincides with said longitudinal axis.
  • a hull 1 for a tugboat R (shown in Figures 6 and 7 ) for towing a vessel is disclosed.
  • Said hull 1 comprises a hull (i.e. the part of the hull intended to be submerged) and two deep keels, a first keel 11 and a second keel 12, the latter facing said first keel, which have a first end on the underbody 2 and a second free end, wherein said two keels extend from said underbody 2 downwards in perpendicular or substantially perpendicular manner ( Figs. 1,2A, 2B ).
  • Said two keels 11, 12 are parallel and arranged at the sides of the hull 1, in a substantially central position, and are connected to said underbody 2 respectively in correspondence of the bow and the stern of said hull 1.
  • said keels 11, 12 are a single piece with the hull 1 and are configured in such a way as to form a tunnel 14 with at least a portion of the bottom 1A of said hull 1.
  • the tunnel 14 is a downwardly open tunnel, wherein the keels 11, 12 are the side walls of said tunnel and said at least a portion of said bottom 1A of the hull 1 is the upper part of said tunnel.
  • the hull object of the invention is a monolithic hull. This allows each component of the hull to participate in the overall structural strength of the hull itself.
  • the tugboat R provided with said hull and capable of transfering a quantity of kinetic energy to a vessel
  • the impact areas of the hull absorb the shock and transmit to said vessel the thrust power in a homogeneous way.
  • This amount of kinetic energy is high for both the speed of the tugboat, when the latter goes alongside to the vessel, and the mass of the tugboat concentrated in a reduced volume of the hull of the tugboat itself.
  • First thruster means 3 and second thruster means 4 are arranged on the hull 1, in correspondence respectively of the bow and stern.
  • said first thruster means 3 and said second thruster means 4 are arranged on the hull 1 so as to be aligned along a longitudinal axis L ( Fig. 4A ).
  • the hull 1 has a first airfoil W1 which extends from the bow, and in particular by the first thrusters means 3, to the main section SM of the hull and a second airfoil W2 which extends from the stern, and in particular by the second thruster means 4, to the main section SM of the hull.
  • Said two airfoils W1, W2 are substantially symmetrical with respect to the main section SM of the hull.
  • the first airfoil W1 of the hull 1 comprises a first portion, external to the tunnel 14, which extends from the first thruster means 3 to the keels 11,12, and a second portion, internal to the tunnel 14, which extends from said keels to the main section SM of the hull.
  • the second airfoil W1 of the hull 1 comprises a first portion, external to the tunnel 14, which extends from the second thruster means 4 to the keels 11,12, and a second portion, interna to the tunnel 14, which extends from said keels to the main section SM of the hull.
  • Said first thrusters means 3 and said second thruster means 4 are arranged on a first portion, external to the tunnel 14,of a respective airfoil W1, W2.
  • the hull 1 has first cross sections S1, S2, S3,... Sn, each of which is disposed between said first thruster means 3 and said main section SM of the hull, and second cross-sections S1', S2', S3', ... Sn', each of which is disposed between said second thruster means 4 and said main section SM of the hull.
  • Said first cross sections S1, S2, S3, ... Sn and said second cross sections S1', S2', S3',... Sn' increase progressively according to a respective airfoil W1, W2 ( Fig. 2B , 3 ) in the direction that goes from the respective thruster means to the main section SM.
  • the general configuration of the hull is designed to reduce the power losses of the thruster means arranged aligned along the same axis, i.e. the longitudinal axis L of the hull 1, thereby increasing the efficiency.
  • each airfoil W1, W2 of the hull 1 together with the tunnel 14, formed by the keels 11, 12 being in one piece with the hull 1, allows to channel a water flow generated by the first thruster means 3 or the second thruster means 4 inside the tunnel itself. Thanks to the tunnel 14 and each airfoil W1, W2 of the hull 1, the water flow first undergoes an acceleration, substantially up to the middle of said tunnel, i.e.
  • the water flow generated by the first (second) thruster means increases its speed as said water flow is obliged to follow an airfoil and to be channeled in the tunnel, and reaches its maximum speed substantially at the tunnel middle point, where the pressure of water is minimal (technical effect due to the known laws of fluid dynamics).
  • the increase of speed of the water flow generates a thrust that, is higher than that generated from the hulls of known type with the same power.
  • Figures 5D and 5E show the water lines of the hull seen from the bow and stern respectively.
  • Figure 5F shows a comparison of the water lines of the hull as seen from the bow (the right part of the figure) with the water lines of the hull seen from the stern (the left part of the figure).
  • the underbody 2 of the hull 1 participates and increases the thrust applied to the hull by thruster means aligned along the longitudinal axis of the hull, the efficiency of which is improved by virtue of the fact that a minimum amount of water flow generated by the first (second) thruster means reaches the second (first) thruster means, interfering with said second (first) thruster means.
  • Another advantage is given by the arrangement of the two keels 11, 12 which improves both the stability of the course of the tugboat and the resistance to side dragging of the tugboat itself, when said tugboat is engaged in an escorting/towing function.
  • each of said thruster means 3, 4 has a longitudinal axis D which is inclined with respect to the base line B in such a way as to form an angle ⁇ , between 0° and 7°, between said longitudinal axis L and an axis E perpendicular to the base line B.
  • Said first thruster means 3 and said second thruster means 4 comprises a respective azimuth propulsor 31, 41.
  • a first azimuth propulsor 31 is provided at the bow of the hull 1 and a second azimuth propulsor 41 is provided at the stern of the hull itself.
  • Each azimuth propulsor 31, 41 is driven by a respective engine 33, 44 ( fig. 3 ).
  • said hull 1 comprises a fin 13 which is centrally disposed between said two keels 11, 12, at the stern of the hull 1.
  • a fin 13 has multiple functions: to support the rear of the tugboat when the latter is in the dry dock, to stabilize the dynamic behavior of the hull during the navigation, to slow down at least partially the speed of the water flow generated by the first (second) thruster means and directed towards the second (first) thruster means so as to increase the efficiency of said second (first) thruster means.
  • Said fin 13 is preferably one piece with the hull 1 so that the entire structure of the hull is monolithic.
  • the configuration of the hull is configured in such a way that the draft of said keels 11, 12 is greater than that of said thruster means 3, 4.
  • the free end of said keels 11, 12 has a depth greater than that of the azimuth propulsors 31, 41.
  • said keels may have a depth equal to or substantially equal than that of the azimuth propulsors, without departing from the scope of the invention. This means that the azimuth propulsors 31, 41 never cross a horizontal plane O tangent to the free ends of the keels.
  • the configuration of the hull 2 allows to said azimuth propulsors 31, 41 to be incorporated in the hull 1, in a respective first portion of each airfoil W1, W2, external to the tunnel 14.
  • the submerged part is constituted in greater measure by the azimuth propulsors (about 3 meters), in particular by the propellers, and to a lesser extent by the part of the hull below the water plane (about 1.5 meters)
  • the submerged part is formed directly from the part of the hull below the water plane G, as the azimuth propulsors 31, 41 does not increase the depth of the submerged part of the hull 1 , being incorporated in the hull itself.
  • said azimuth propulsors 31, 41 do not touch the support plane.
  • said azimuth propulsors 31, 41 do not touch the sea bottom.
  • the hull 1 has a longitudinal axis L which divides it into a first lateral part L1 and a second lateral part L2 and a transverse axis T that divides it into a first front part A1 and a second rear part A2, including respectively the bow and the stern of said hull 1.
  • the hull 1 has a structure configured in a such way that the front part A1 is different from the rear part A2, and more particularly that the front part A1 is asymmetrical with respect to the rear part A2.
  • said thruster means 3, 4 are aligned along the longitudinal axis L of the hull 1. This allows the tugboat R to ensure the thrust directly at the ends of its longitudinal axis and control the power transferred to the vessel to be towed/assisted, guaranting maximum maneuverability and maximum control of said vessel.
  • said thruster means 3, 4 are arranged in such a way that the base line B of the hull 1 passesthrough the center of said thruster means 3, 4, i.e. the center of the propellers of the azimuth propulsors 31, 41.
  • the propellers of the azimuth propulsors 31, 41 rotate around a rotation axis and the base line B coincides with said rotation axis.
  • the base line B of the hull 1 can pass above the center of said thruster means, in such a way that the greater part of the water flow generated by the thruster means is not obstructed by the underbody.
  • the hull 1 is configured in such a way that it has a ratio between its width and its length of not more than 1:2
  • the underbody 2 of the hull 1 is configured in such a way that the ratio between the depth of said underbody and the width of the hull is not more than 1:3.
  • the underbody is configured in such a way as to have a high displacement so that the tugboat R has a greater stability with respect to a tugboat of known type with the same barycenter.
  • the particular configuration of the hull 1, and therefore of the underbody 2 being part of said hull, allows the tugboat R to have a barycenter in a lower position than that of the known tugbots, generally flat, so that said tugboat R has a greater stability and a good sea-keeping behaviour during navigation compared to the known tugboats.
  • the hull 1 comprises a first pushing fender 10A and a second pushing fender 10B, each of which is arranged externally to the hull itself, on a respective lateral part L1, L2 so as to be always below the water plane G, during the navigation of the tugboat R.
  • each pushing fender 10A, 10B is disposed on a respective lateral part L1, L2 of the hull 1 in such a way as to be on the base line B of the hull itself.
  • said pushing fenders 10A, 10B are positioned on the hull 1 at the same height of the center of the propellers of the azimuth propulsors 31, 41 ( Figs. 5A, 5B, 5C ).
  • the keels 11, 12 of the hull always participate to the displacement of the vessel and their contribution is not variable in function of the angle of inclination of the tugboat.
  • each pushing fender 10A, 10B is made of rubber and has a cylindrical shape.
  • the tugboat R can push a vessel to be towed/assisted with all the thrusting force of its propulsors, keeping its longitudinal axis parallel to that of said vessel, in such a way as to accompany the vessel in advancing and, at the same time, apply a thrust on it.
  • the fact that the pushing fenders 10A, 10B are positioned on the same axis that passes through the center of the propulsors allows to oppose to the overturning moment, caused by the same propellers, when the tugboat R pushes at full power the vessel to be towed/assisted, with its longitudinal axis parallel to the longitudinal axis of said vessel. Consequently, such a vessel can be pushed safely and accompanied by the tugboat in its advancing.
  • said tugboat R comprises a third pushing fender 11 which is arranged externally to the hull 1 so as to be above the water plane G.
  • the hull 1 object of the invention is characterized by a no flat under body, which has a stern part different from the bow part and two azimuth propulsors respectively positioned at the bow end and the stern end, and it is deeper with respect to that of the known hulls, wherein the water lines are designed to allow minimal interference of the water flow with the propellers of the azimuth propulsors.
  • the airfoils W1, W2 of the hull 1 and the tunnel 14 allow to channel the water flow inside the tunnel 14 itself and give a directional stability to the tugboat during navigation, and also to oppose to side dragging, during the towing of a vessel or an escort service of a vessel.
  • said first thruster means 3 take water from the surrounding environment and generate a water flow in a second direction, opposite to said first direction.
  • the speed of said water flow increases up to middle point of the tunnel 14 (i.e. in correspondence of the main section SM of the hull), where it reaches the maximum speed, and where the pressure of water is minimal. Then the speed begins to decrease as the greater amount of water of said water flow tends to disperse into the surrounding environment, below the keels, and a minimum quantity of water of said flow of water reaches the second thruster means 4.
  • the underbody 2 of the hull 1 participate and increases the thrust applied to the hull by thruster means.
  • the underbody 2 amplifies the thrust power at low speeds, typical of a tugboat, whose maximum towing/pushing force exerted on a vessel occurs at a speed close to zero velocity.
  • a tugboat R which comprises the hull 1 object of the invention.
  • Said tugboat is provided with two winches V (towing winches), on each of which a tow cable C is wind/unwind.
  • a first winch V is positioned at the bow of the hull and a second winch V is positioned at the stern of the hull.
  • the tugboat R can be provided with only one winch V, positioned at the bow or stern of the hull 1, or any number of winches.
  • the configuration of the underbody 2 provided with two keels 11, 12 being parallel and facing each other, allows to offer a high transverse resistance when the tugboat R exerts the function of indirect escorting in turning a vessel N which proceeds in the same direction of advancing of said tugboat, when it is necessary that the tugboat R exerts a strong force on the tow cable C using its engines at full speed ahead ( Fig. 8A ).
  • the tugboat R exerts its towing force on the vessel V through the first winch V at the bow of the hull.
  • Said winch V is positioned in the vicinity of the first thruster means 3, and preferably in correspondence of said thruster means 3, in such a way that the point of exertion of said towing force coincides with said first thruster means 3.
  • said first winch V is positioned between the control bridge P of the tugboat R, centrally placed, and the bow of the tugboat itself, and the tow cable C exit a chok F positioned between said first winch V and said bow.
  • the large arrow indicates the direction of advancing of the tugboat R
  • the small arrows in the proximity of the azimuth propulsors 31, 41 of the tugboat R indicate the direction of the thrust.
  • the tugboat R may exerts its towing force to the vessel V through the winch V positioned at the stern of the hull.
  • Said second winch is positioned in the proximity of said second thruster means 4, and preferably in correspondence of said second thruster means, in such a way that the point of exertion of a towing force coincides with said second thruster means 4.
  • the second winch V is positioned between the control bridge P and the stern of the tugboat R, and the tow cable C exits a chok F positioned between said second winch and said stern.
  • control bridge P of said tugboat R is schematically shown.
  • Said control bridge P is positioned at the center of the tugboat R and is configured in such a way as to have a substantially circular shape, with the center corresponding to the point of intersection between the longitudinal axis L and the transverse axis T.
  • the engine room M is positioned below the control bridge P and comprises two engines, a first engine 33 positioned at the bow and connected to said first thruster means 3 by means of a first shaft 3A, and a second engine 44 positioned at the stern and connected to said second thruster means 4 by means of a second shaft 4B.
  • Said engines 33, 44 have a respective longitudinal axis A33, A44 and are arranged on a respective lateral part L1, L2 of the hull 1 in such a way that their longitudinal axes are parallel and form a predetermined angle with respect to the longitudinal axis L of the hull, respectively an angle ⁇ and an angle ⁇ .
  • This solution allows to reduce the overall dimensions and extract one of said two engines or both engines directly from the main deck, when necessary, for example, in case of maintenance, without the need of cutting a portion of the outer wall of the hull 1 to obtain an opening, as happens for the tugboats of known type.
  • an opening and a closing element such as a plate to be fixed on said the main deck to close said opening, are provided on the the main deck.
  • an empty space between each engine and said closing element is provided.
  • each angle ⁇ and ⁇ may have a value between 0° and 90°.
  • the value of each of said angles can be equal to 0° or greater than 0° up to a value equal to 90°.
  • the engines 33, 44 are arranged along the same longitudinal axis which coincides with the longitudinal axis L of the hull.
  • said tugboat R comprises steering and controlling means (not shown in the figures) for steering and controlling said thruster means 3, 4, positioned in the control bridge of the tugboat itself, which are aligned along an axis which coincides with the longitudinal axis L of the thruster means themselves, allowing the pilot of said tugboat to have an intuitive control of the direction and the power, both towing and pushing, in the desired direction.
  • the thrust is applied on the poles of the axis of symmetry which coincides with the longitudinal axis and thus causes intuitive reactions of the tugboat to the variation of the commands.
  • the tugboat R comprises two engine rooms M1 and M2, separate between them, arranged respectively at the bow and stern of the hull 1.
  • the tugboat R comprises a first engine room M1, arranged at the bow, which comprises said first engine 33, and a second engine room M2, arranged at the stern, which comprises said second engine 44.
  • This allows to remove any separation element, such as a septum or a bulkhead that separates the engines 33, 44 by the respective thruster means 3, 4 connected to said engines.
  • the hull object of the invention due to its configuration, i.e. a hull having a under body with a high draft and provided with thruster means included in the hull, allows a tugboat for towing/assisting a vessel to have a greater stability, greater maneuverability and to apply a power, both towing and pushing, on the vessel to be towed/assisted, without significant differences in terms of efficiency in every direction. Furthermore, the configuration of the hull with a high draft makes the tugboat suitable for a navigation not only in protected waters, but even in the open sea.
  • the stability obtained by the configuration of the hull allows on one hand that the ratio between the width and length of the tugboat does not exceed 1:2 for hulls of about 30m in length, so that said tugboat can move in restricted spaces, such as ports and locks, and on the other hand that the relationship between the submerged part of the hull and the width of the tugboat does not exceed 1:3.
  • a second advantage is that the azimuth propulsors are protected from accidental impacts both during navigation and when the tugboat is in dry dock for maintenance.
  • Another advantage is the fact that it is possible to store a high quantity of fuel in the internal volume of the underbody, due to the configuration of the under body itself, so that a sufficient provision can be guaranteed even for offshore navigation.

Landscapes

  • Ocean & Marine Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Fluid Mechanics (AREA)
  • Physics & Mathematics (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Traffic Control Systems (AREA)
  • Refuse-Collection Vehicles (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)
  • Cleaning Or Clearing Of The Surface Of Open Water (AREA)
EP13745729.7A 2012-06-20 2013-06-07 Improved hull of a tugboat and tugboat comprising said improved hull Active EP2864188B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT000287A ITRM20120287A1 (it) 2012-06-20 2012-06-20 Scafo perfezionato di un rimorchiatore e rimorchiatore comprendente detto scafo perfezionato.
PCT/IT2013/000163 WO2013190583A1 (en) 2012-06-20 2013-06-07 Improved hull of a tugboat and tugboat comprising said improved hull

Publications (2)

Publication Number Publication Date
EP2864188A1 EP2864188A1 (en) 2015-04-29
EP2864188B1 true EP2864188B1 (en) 2015-12-23

Family

ID=46727422

Family Applications (1)

Application Number Title Priority Date Filing Date
EP13745729.7A Active EP2864188B1 (en) 2012-06-20 2013-06-07 Improved hull of a tugboat and tugboat comprising said improved hull

Country Status (12)

Country Link
US (1) US20150191224A1 (pt)
EP (1) EP2864188B1 (pt)
CN (1) CN103381877B (pt)
AU (1) AU2013278822A1 (pt)
BR (1) BR112014030201A2 (pt)
CA (1) CA2874963A1 (pt)
DK (1) DK2864188T3 (pt)
ES (1) ES2565312T3 (pt)
HK (1) HK1209392A1 (pt)
IT (2) ITRM20120287A1 (pt)
SG (1) SG11201408058XA (pt)
WO (1) WO2013190583A1 (pt)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103661813B (zh) * 2013-11-18 2016-03-02 江苏省镇江船厂（集团）有限公司 全回转拖船艏部双锚绞机的布置方法
DK179591B1 (en) * 2016-03-31 2019-02-21 A.P. Møller - Mærsk A/S A TUGBOAT WITH A CAPSIZING AND SINKING PREVENTION SYSTEM
DK201670186A1 (en) * 2016-03-31 2017-10-16 A P Møller - Mærsk As A method and system for operating one or more tugboats
DK201670185A1 (en) * 2016-03-31 2017-10-16 A P Møller - Mærsk As A method and system for operating one or more tugboats
NL2017577B1 (en) * 2016-10-05 2018-04-13 Rotortug Holding B V Tugboat having azimuthal propelling units
CN113371152B (zh) * 2021-07-30 2022-11-08 广船国际有限公司 一种客滚船艏门分段建造方法

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
USRE27666E (en) * 1971-06-11 1973-06-12 Boat fender structures
US3750607A (en) * 1971-06-23 1973-08-07 D Seymour Shallow-draft boat
CN1177557A (zh) * 1996-06-24 1998-04-01 维德海运有限公司 船舶进港辅助船
US5694877A (en) * 1996-06-24 1997-12-09 Hvide Marine Incorporated Ship docking vessel
US6449931B1 (en) * 2000-02-02 2002-09-17 The Master's Dredging Company, Inc. Aquatic vegetation shredder having bow and stern mounted high speed, large chopping propellers
US6357375B1 (en) * 2000-11-27 2002-03-19 Donald Ray Ellis Boat thruster control apparatus
NO316066B1 (no) * 2002-04-25 2003-12-08 Winch Bollard As Slepebåt
US7509920B2 (en) * 2006-10-06 2009-03-31 Alan Taylor Inflatable fender system and method
NL2004687C2 (en) * 2010-05-07 2011-11-08 Baldo Dielen Assessoria Ltda Vessel.
US8844459B2 (en) * 2011-03-02 2014-09-30 Robert H. Perez Tug-barge offshore cargo transport

Also Published As

Publication number Publication date
HK1209392A1 (zh) 2016-04-01
SG11201408058XA (en) 2015-01-29
AU2013278822A1 (en) 2014-12-18
CA2874963A1 (en) 2013-12-27
EP2864188A1 (en) 2015-04-29
CN103381877A (zh) 2013-11-06
US20150191224A1 (en) 2015-07-09
ITRM20130328A1 (it) 2013-12-21
DK2864188T3 (en) 2016-03-21
BR112014030201A2 (pt) 2017-06-27
WO2013190583A1 (en) 2013-12-27
CN103381877B (zh) 2016-12-28
ES2565312T3 (es) 2016-04-01
ITRM20120287A1 (it) 2013-12-21

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