HK1097813B - Watercraft - Google Patents

Description

Ship with a detachable cover

Technical Field

The invention relates to a ship, in particular to a river ship.

Background

Such a vessel is known, for example, from DE 3712534 a1, which has a hull for accommodating useful equipment, and also a propulsion unit located on the hull for generating a driving force. Guide elements are also provided in the bow region on the bottom side of the hull, each guide element having a vertical, forwardly tapering wedge shape. Finally, a horizontal wedge-shaped hull part-area is provided between the guide elements.

For river vessels, in shallow and laterally limited channels, the flow of water around the hull is problematic as the speed and width of the vessel increase.

Conventional bows primarily move water laterally outward, with less water (as little as almost no water) passing under the bottom of the vessel.

The ship is sucked, as it were, towards the bottom of the channel and the lateral flow velocity rises. The water then always runs off unfavourably and the ship starts to push the water mountain (water mountain) in front of it. The water mountain can only flow away between the sides of the ship and the bank, which again results in an always higher transverse flow velocity. At the same time, always less water volume passes under the bottom of the ship in the direction of the stern, which reduces the efficiency of the drive propeller in the rear center particularly greatly. In addition, strong transverse waves are formed behind the vessel and impede the vessel to some extent.

For water that can be used to drive a ship, in principle, the optimum propulsion state exists on the bow side, but the optimum state cannot be adopted with the conventional bow shape. But rather at the stern by using complex shapes and complex propulsion geometries in order to obtain the best case from the principally poor inflow conditions. The effect of the lateral propulsion unit in the bow and the horizontally positioned propeller/pump system (as currently used in river vessels) is naturally also significantly reduced by the high flow rate of water under the vessel (or in extreme cases no water inflow).

Other vessels with guide elements are described in DE 2928634B 1 and DE 69612995T 2.

Disclosure of Invention

The object of the invention is to provide a vessel of the above-mentioned type in which only a part of the water is moved sideways by the bow and the efficiency of the drive unit is considerably improved.

This object is achieved by a vessel, in that:

a ship having a hull for accommodating useful devices, wherein guide elements having a vertical, forwardly tapering wedge shape are arranged on the bottom surface of the hull in the bow region and at the port side and the starboard side, respectively; and between the two guide elements there is provided a partial region of the hull, which partial region is configured as a horizontal wedge shape, and a propulsion unit, which is located on the hull for generating the driving force. The ship is characterized in that:

a) in each case, in the bow region, at least one propulsion unit is arranged behind the guide element; b) the propulsion unit is pivotally mounted; and c) the guide element has a recess in which the propulsion unit is located.

According to the invention, a vessel of the aforementioned type is further developed in that the propulsion unit in the bow region is arranged behind the guide element, and that said propulsion unit is pivotably mounted.

Preferred developments of the inventive vessel form the subject matter of the dependent claims.

A first basic idea of the invention is to provide a number of guide elements in the bow region of the vessel, which guide elements have a vertical wedge shape and taper in the forward direction. Due to the guide elements, the displaced water moves largely inwards and not outwards.

A further basic idea is to configure the local areas between the wedge-shaped guide elements in a horizontal wedge shape, which also tapers upstream. Due to the wedge-shaped partial areas, water moving inwards with the guide elements can pass under the hull.

A third basic idea is to arrange the propulsion unit in the bow area such that it is arranged behind the guide element. This significantly improves the efficiency of the propulsion unit.

Finally, according to a fourth basic idea, the propulsion unit is pivotably mounted. It is thus possible, for example, to adapt the angle of arrangement of the propulsion unit particularly to the speed of the ship. This is particularly advantageous for the efficiency of the drive unit.

The first basic advantages of the invention are: unlike in the aft case, the water provides dynamic pressure to the propulsion unit at the front. The dynamic pressure is then reduced by the propulsion unit in the bow region, which is expected to achieve a similar effect as a spherical bow of a conventional ship shape for the wave forms in the bow region.

A further advantage of the present invention is that with the novel bow shape, the formation of waves is significantly reduced, which greatly reduces the damage to the bank compared to conventional river vessels.

In a preferred development of the invention, the guide elements are arranged starboard and port. In this way, the vast majority of the displaced water can pass under the vessel.

Particularly good maneuverability of the vessel is obtained when the propulsion unit (which may suitably be configured to drive the propeller) is mounted to be pivotable about a vertical axis. It is possible to adjust the angle of the drive propeller as a function of the speed of the ship.

In this way, the partial regions between the guide elements are configured such that they have substantially the bow shape of a water ski (seawall). The wedge-shaped guide elements can be configured as the bow geometry of a catamaran or semi-catamaran. These are known hull shapes and their use can therefore utilize known techniques and can be cost effective.

The flow characteristics may be improved when the at least one guiding element tapers back into a vertical wedge shape. Particularly good results are obtained when the wedge shape of the stern side is made more blunt than the wedge shape of the bow side for at least one guide element.

When the guide element has a recess and the propulsion unit is located in the recess, the efficiency of the propulsion unit may be increased. Particularly good results are obtained when the propulsion unit is positioned in an area where a large number of flow lines converge, i.e. directly behind the stern-side edge of the guiding element.

Obviously, the propulsion unit may also be arranged in the stern area of the hull. This can lead to even better vessel maneuverability.

When wedge-shaped guide elements are also provided in the stern region of the hull, in particular arranged on the port and starboard sides, it is possible to facilitate the passage of water under the hull. These guide elements may also taper back into a vertical wedge shape. Alternatively, the guide elements may also be arranged in a central region of the hull or also distributed over the entire length of the hull.

The amount of water passing under the hull can also be increased by means of a smearing (smear) device. It is in particular a device of the type described in DE 10307795.

Preferably, an opening, such as a water supply slot, is arranged on the guiding element for supplying water to the propulsion unit. These water supply slots are suitably longitudinally positioned with respect to the direction of travel, which also prevents floaters or ice from entering the drive unit.

The bow shape of the novel geometry is particularly suitable for ice mountain navigation and the hull, in particular the bow-side guide element, is particularly configured for ice breaking purposes.

The catamaran hull cuts the ice layer by pressure from above. Only approximately half of the broken ice flow will move laterally and the other half will move under the hull and backwards in a low friction manner via e.g. air bubbles smearing the bottom. The particular stern shape then protects the rear propulsion unit from damage by ice currents. In order to protect the propulsion unit on the bow side during this iceberg navigation, suitable covering means are also provided for at least partially covering the recess in the guide element in which the propulsion unit is located.

During ice mountain navigation with limited draught, the front propulsion unit is closed and the outer tunnel slots on the respective outer sides are covered from the front by means of a cover device guided by the guide rails, which cover device may be in the form of a bow door, until the position of the propulsion unit is reached. Thus, when the ship is sailing on ice, empty or ballasted only, the ice flow does not enter the propulsion ports at the front.

The basic principle of the invention is therefore that the angle of the drive unit is combined with the bow geometry. The thrust of the propeller results in forward thrust and propeller wake friction on the sides of the ship can be avoided to a large extent. The set angle of the forward drive unit, i.e. the drive unit on the bow side, is always adapted in an optimal way to the ship speed. Particularly good results will be obtained when the drive unit is rotatable about a vertical axis and can thus be set to any angle as a function of the speed of the ship.

The vessel of the invention may also produce a bow shape in which a portion of the incoming water is deflected underneath the vessel to the drive means in the intended manner, rather than being deflected out to the side. Only a portion of the inflowing water moves laterally outward.

Drawings

Further features and advantages of the vessel according to the invention will be described in more detail hereinafter with reference to the accompanying drawings, in which:

FIG. 1 is a perspective view of the bow shape of the marine vessel of the present invention;

FIG. 2 is a vertical cross-sectional view of the marine vessel of FIG. 1 in the direction of the longitudinal axis;

FIG. 3 is a horizontal cross-sectional view of the marine vessel of FIG. 1; and

fig. 4 is another horizontal cross-sectional view of the vessel of fig. 1.

Detailed Description

Figures 1 to 4 show an embodiment of the vessel of the invention in the form of a river vessel 10. In the figures, like parts are given like reference numerals.

The bow region 18 of the river vessel 10 of the present invention is shown in the figures. Any useful device 14 may be disposed on the top surface 50 of the hull 12. The wedge-shaped guide elements 24 of the present invention provide port and starboard sides that face the water on the bottom surface 22 of the hull 12. According to the invention, the guide element 24 tapers forward into a bow-side wedge shape 26; in the embodiment shown, the guide element 24 terminates in a bow-side hull end 48, which is oriented substantially perpendicular to the water surface 34. Thus, the shape of the guide element 24 may be considered as a vertical wedge.

As can be seen from the horizontal section in fig. 3, the inner side of the wedge-shaped guide element 24 delimits a partial region 28 which is essentially rectangular in cross section. According to the invention, as is particularly clear from the perspective view of fig. 1 and the vertical sectional view of fig. 2, the partial region can also be configured as a horizontal wedge 30 which tapers in the direction towards the bow-side end 48 of the hull 12 (i.e. in the forward direction).

Fig. 3 also shows an opening 38, over which opening 38 water can be fed to the propulsion unit 16, which is shown in more detail in fig. 4. These openings are positioned longitudinally in the direction of travel, which largely prevents debris or ice from entering propulsion unit 16.

As the transversely positioned wedge-shaped guide elements 24 and the partial areas 28 configured as horizontal wedges cooperate with each other, the major part of the water hitting the hull on the bow side will pass between the guide elements 24 and thus under the hull 12. The substantially parallel inner side faces of the wedge-shaped guide elements 24 result in a particularly smooth flow behavior, since the formation of vortices is largely prevented.

Recesses 42 are arranged in the two guide elements 24 for accommodating the drive pusher 32 as a propulsion unit 16. The drive pusher 32 is pivotally mounted about a vertical axis, i.e., rotatable about an azimuth angle. Preferably, the drive pusher 32 is able to pivot over at least 180 °, but in principle a greater angle of rotation is possible. In this way, the river vessel 10 according to the invention is able to achieve good manoeuvrability, in particular when provided with a corresponding drive unit on the stern side.

The guide element 24 tapers back into a stern-side wedge shape 36, which stern-side wedge shape 36 has a more obtuse-angled configuration than the bow-side wedge shape 26, which also extends substantially perpendicularly to the water surface 34, i.e. also forms a perpendicular wedge shape.

The particularly advantageous flow pattern obtainable by the bow shape of the invention is schematically represented in fig. 4 by means of a number of arrows 46. In combination with the partial regions 28 formed as horizontal wedges 30 and the flanks of the wedge-shaped guide element 24, a flow pattern is obtained in which a particularly large number of flow lines converge behind the stern-side wedge shapes 26, owing to the structure of the wedge shapes 26 and 36 on the bow side and on the stern side of the guide element 24. Thus, the drive propulsor 32 is precisely located where the particularly multiple streamlines converge. In addition to a particularly smooth flow behavior and limited wave formation, the efficiency of the propulsion unit 16 is significantly improved in the present invention.

Thus, according to the invention, based on the bow shape of the skid in combination with the front geometry of the semi-catamaran, the illustrated bow shape is achieved in combination with the azimuthally vertically driven thrusters. Even in very shallow waters, with this novel bow geometry, only a portion of the water ahead of the ship is displaced sideways from the bow, and the remainder will be directed by the bow under the ship, or fed to the front drive thrusters.

Thus, the bow essentially comprises three wedges: two vertical wedges, one on each of the two outer sides, similar to the bow geometry of a catamaran (or semi-catamaran); and a horizontal wedge in the middle and between the two outer vertical wedges, similar to the bow shape of a water sled.

The outer bow part, i.e. the catamaran wedge, causes a part of the water to move outwards in front of the ship, whereas the horizontal wedge shape of the pry directs the water under the ship between the catamaran hull parts towards the propulsion unit located outside in the catamaran hull parts, which propulsion unit is mainly constructed as a vertical azimuth thruster.

The individual propulsion units are positioned in the aperture in the transverse bow hull such that they can pivot over at least 180 °, i.e. also can exert thrust sideways and forwards, for example for slowing down the ship.

Claims (13)

1. A kind of ship is disclosed, which is composed of ship body,

having a hull (12) for accommodating useful equipment (14),

wherein guide elements (24) having a vertical, forwardly tapering wedge shape are arranged on the bottom surface (22) of the hull (12) in the bow region (18) and at the port side and the starboard side, respectively; and

wherein a partial region (28) of the hull (12) is provided between the two guide elements (24), which partial region (28) is configured in the shape of a horizontal wedge (30),

there is also a propulsion unit (16), the propulsion unit (16) being located on the hull (12) for generating a driving force;

the method is characterized in that:

a) in each case, in the bow region (18), at least one propulsion unit (16) is arranged behind the guide element (24);

b) a propulsion unit (16) is pivotally mounted; and

c) the guide element (24) has a recess (42), in which recess (42) the propulsion unit (16) is located.

2. The ship of claim 1, wherein:

the propulsion unit (16) is pivotable about a vertical axis (40).

3. The ship of claim 1 or 2, characterized in that:

the propulsion unit (16) is configured to drive the propeller (32).

4. The ship of claim 1, wherein:

the partial region (28) has a bow shape of a water pry.

5. The ship of claim 1, wherein:

the at least one guide element (24) tapers back into the shape of a vertical, stern-side wedge (36).

6. The ship of claim 5, wherein:

the stern-side wedge shape (36) of the at least one guide element (24) is more blunt than the bow-side wedge shape (26).

7. The ship of claim 1, wherein:

an additional propulsion unit (16) is arranged in the stern area of the hull (12).

8. The ship of claim 1, wherein:

in the stern region of the hull (12), guide elements are provided on the port side and the starboard side, which guide elements have a vertical wedge shape tapering rearward.

9. The ship of claim 1, wherein:

a covering arrangement is provided for at least partially covering the recess (42).

10. The ship of claim 1, wherein:

the hull (12) and the bow-side guide element (24) are designed for ice-breaking purposes.

11. The ship of claim 1, wherein:

a device for applying bubbles is provided.

12. The ship of claim 1, wherein:

the angle of the propulsion unit (16) can be adapted to the speed of the ship.

13. The ship of claim 1, wherein:

a water supply slot (38) for the propulsion unit (16) is provided on the guide element (24), which water supply slot (38) is arranged longitudinally in the sailing direction.