CN111936381A - Ship with a detachable cover - Google Patents

Ship with a detachable cover Download PDF

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Publication number
CN111936381A
CN111936381A CN201980021004.9A CN201980021004A CN111936381A CN 111936381 A CN111936381 A CN 111936381A CN 201980021004 A CN201980021004 A CN 201980021004A CN 111936381 A CN111936381 A CN 111936381A
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CN
China
Prior art keywords
bow
ship
hull
ice
end surface
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.)
Pending
Application number
CN201980021004.9A
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Chinese (zh)
Inventor
筱原宽
山内丰
川岛义伸
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.)
Japan Marine United Corp
Original Assignee
Japan Marine United Corp
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 Japan Marine United Corp filed Critical Japan Marine United Corp
Publication of CN111936381A publication Critical patent/CN111936381A/en
Pending legal-status Critical Current

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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 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B11/00—Interior subdivision of hulls
    • B63B11/04—Constructional features of bunkers, e.g. structural fuel tanks, or ballast tanks, e.g. with elastic walls
    • 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
    • B63B35/08—Ice-breakers or other vessels or floating structures for operation in ice-infested waters; Ice-breakers, or other vessels or floating structures having equipment specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
    • B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
    • B63B43/04—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability
    • B63B43/06—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability using ballast tanks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B2207/00—Buoyancy or ballast means
    • B63B2207/02—Variable ballast or buoyancy
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Vibration Prevention Devices (AREA)
  • Traffic Control Systems (AREA)

Abstract

A vessel equipped with a bow portion having: the front end surface of the upper part of the bow is obliquely formed towards the rear side along with the downward trend, and the upper part of the bow becomes a draught range when navigating in an ice sea area; and the front end surface of the lower part of the bow is formed by extending from the lower end part of the upper part of the bow to the right lower part, and the lower part of the bow becomes a draught range when navigating in an ice-free sea area.

Description

Ship with a detachable cover
Technical Field
The present invention relates to a ship capable of sailing in an icy sea area.
Background
As a ship that can travel in an icy sea area, for example, an icebreaker or the like is known. The icebreaker has a bow portion with a shape narrowing toward a front end portion, and applies a load in a vertical direction from the bow portion on which ice floes are raised to continuously break ice and sail while squeezing and cutting the ice floes. Therefore, the front end surface of the bow upper portion of the icebreaker is formed in a shape inclined to the rear side as it goes downward. Further, the ice breaker is formed in such a shape that the ice pieces are dispersed laterally of the hull so as not to be submerged in the bottom of the ship, at the front end surface of the bow lower portion of the ice breaker: the lower part of the bow is arranged on a line extending downwards from the side shape of the upper part of the bow. However, when the icebreaker having such a bow bottom travels in an ice-free sea area where there is no ice, the icebreaker bounces the waves so as to push the waves back by the inclined plates. Therefore, there is a risk that the breakwaters are easily caused by the bow, the wave-making resistance and the wave resistance increase, and the sailing performance decreases.
Therefore, for example, patent documents 1 and 2 disclose an icebreaker in which a bulb is provided at a lower portion of a bow to extend a length of a ship at a lower portion of a hull to improve navigation performance. The ice breaker can utilize the bulbous bow to inhibit broken waves at the bow under the condition of sailing in an ice-free sea area, can reduce wave-making resistance and wave resistance, and improves the propelling effect.
Documents of the prior art
Patent document
Patent document 1: japanese Kohyo publication No. 2016-540691
Patent document 2: japanese laid-open patent publication No. 2002-96794
Disclosure of Invention
Problems to be solved by the invention
In general, floating ice and an iceberg in which floating ice is superposed float on the water surface by about 10% and float under the water surface by about 90%. Therefore, in the structure having the bow lower portion in the bulb shape like the icebreaker disclosed in patent documents 1 and 2, the lower portion of the bow is likely to be broken by hitting ice cubes under the water before ice floes are broken at the upper portion of the bow. In addition, in the icebreaker, since the force in the vertical direction for pressing and cutting the ice floes is restricted by the shape of the bulbous bow, the icebreaking capacity is low, and there is a risk that sufficient ice breaking cannot be performed due to the size or shape of the ice floes.
The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a ship that can reduce wave-making resistance and wave resistance to improve navigation performance when navigating in an ice-free sea area, and that can continuously travel through ice breaking with high ice breaking capacity when navigating in an ice-free sea area.
Means for solving the problems
As means for solving the problems of the above-described prior art, (1) the ship according to the present invention is characterized by being provided with a bow portion having: the front end surface of the upper part of the bow is obliquely formed towards the rear side along with the downward trend, and the upper part of the bow becomes a draught range when navigating in an ice sea area; and the front end surface of the lower part of the bow is formed by extending from the lower end part of the upper part of the bow to the right lower part, and the lower part of the bow becomes a draught range when navigating in an ice-free sea area.
(2) Further, in the ship according to (1), a hull pitch adjusting mechanism that adjusts a hull pitch so that the upper portion of the bow or the lower portion of the bow becomes a draft range is provided in the hull.
(3) Further, in the ship according to (2), the hull pitch adjusting mechanism is a ballast tank provided inside the hull.
(4) Further, in the ship according to (3), at least one of the ballast tanks is provided inside the hull, and the ballast tank includes a ballast tank formed in a shape suitable for the shape of the lower portion of the bow.
(5) Further, in the ships according to (1) to (4), the front end surface of the bow upper portion which is a draft range is formed to be inclined at an angle of 10 ° or more and 40 ° or less with respect to a horizontal plane.
(6) Further, in the ships according to (1) to (5), the front end surface of the bow lower portion is formed to be inclined toward the front or rear side by an angle of 0 ° or more and 5 ° or less as it goes downward.
(7) Further, in the ships according to (1) to (6), the opening degree in the horizontal plane of the lower portion of the bow is acute compared with the opening degree in the horizontal plane of the upper portion of the bow.
ADVANTAGEOUS EFFECTS OF INVENTION
According to the present invention, since the front end surface of the lower portion of the bow is formed to extend from the lower end surface of the upper portion of the bow to the right below, the waves are not pushed back forward and can escape along the left and right sides when navigating in an ice-free sea area. Therefore, since the vehicle can travel so as to push the waves apart without bouncing up the waves, the wave generation resistance and the wave resistance can be reduced, and the navigation performance can be improved. In addition, because the front end surface of the lower part of the bow is positioned at the rear side of the front end surface of the upper part of the bow, the ice-breaking navigation can be continuously performed with the high ice-breaking capacity of the upper part of the bow without being limited by the lower part of the bow when the ship navigates in an ice sea area.
Drawings
Fig. 1 is an overall view of a ship according to an embodiment of the present invention.
Fig. 2 is an enlarged view of a portion II shown in fig. 1.
Fig. 3 is an explanatory view schematically showing the opening degree in the horizontal plane of the bow of the ship according to the embodiment of the present invention.
Detailed Description
Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the drawings, the same or corresponding portions are denoted by the same reference numerals, and the description thereof will be omitted or simplified as appropriate. The configuration shown in each drawing can be appropriately modified in shape, size, arrangement, and the like within the scope of the present invention.
Detailed description of the preferred embodiments
Fig. 1 is an overall view of a ship according to an embodiment of the present invention. Fig. 2 is an enlarged view of a portion II shown in fig. 1. In the present embodiment, an icebreaker will be described as an example of a ship that can travel in an iced sea area during marine transportation or marine traffic. In the present embodiment, the forward direction means a direction toward the bow, and the rearward direction means a direction toward the stern.
As shown in fig. 1, a ship 100 according to the present embodiment includes a hull 1 partitioned into a bow portion 10, a hull center portion 11, and a stern portion 12. The bow portion 10 constitutes a front portion of the hull 1 and is formed in a shape narrowing toward a front end portion. The hull center 11 has a structure according to the application. For example, if used for marine transportation, a plurality of cabins are formed inside the hull center 11. The stern portion 12 constitutes a rear portion of the hull 1. A propeller 5 is provided below the stern portion 12. The hull 1 is provided with an initial trim of about 1 ° to 2 ° with respect to the horizontal plane as required.
As shown in fig. 2, the bow portion 10 has a bow upper portion 2 that becomes a draft range a when navigating in an icy sea area and a bow lower portion 3 that becomes a draft range B when navigating in an iceless sea area. The draft range a is a range in which the waterline X is located when sailing in an icy sea area. The draft range B is a range in which the draft line Y is located when sailing in an ice-free sea area. Between the draft range a and the draft range B, there is provided an interval range C separating the draft range a from the draft range B. By setting the interval range C, the draft range a and the draft range B can be specified.
As for the draft range a, as an example, it is assumed that the thickness of the ice floes 6 is set to a height range capable of securing a range from the draft to the lower end portion of the bow upper portion 2 wider than the amount of the submerged portion of the ice floes 6. For example, if the thickness of the ice floe 6 is about 60cm, the draft range a has a height range of about 130 cm.
As for the draft range B, as an example, a range as wide as possible is set so that the waterline is located at the center of the amplitude of the wave w when underway. For example, if the wave height is about 120cm, the draft range B has a height range of about 140 cm.
The bow upper portion 2 is formed such that the front end surface thereof is inclined toward the rear side as it goes downward.Specifically, the front end surface of the bow upper portion 2, which is the draft range a, is inclined at an angle θ of 10 ° or more and 40 ° or less with respect to the horizontal plane1Is formed. When the ship 100 is sailing in the iced sea area, the bow portion 10 is caused to ride on the ice floes 6, and a load in the vertical direction is applied to the draft range A of the bow upper portion 2, and the ice floes 6 are pushed and cut while continuously breaking ice. The reason why the front end face which becomes the draft range a is inclined at an angle of 10 ° or less and 40 ° or more with respect to the horizontal plane is that the more the front end face of the bow upper portion 2 is inclined, the larger the vertical component force becomes and the higher the ice breaking capability becomes. Further, it is more preferable that the front end surface of the draft range a of the bow upper portion 2 is inclined at an angle of 20 ° or more and 30 ° or less with respect to the horizontal plane.
On the other hand, the bow lower portion 3 has a front end surface extending from the lower end portion of the bow upper portion 2 to the right below. The "directly below" also includes an angle θ inclined by 0 ° or more and 5 ° or less to the front side and the rear side in the vertical direction2The state of (1). The front end surface of the bow lower portion 3 in embodiment 1 is formed to incline rearward by an angle of 0 ° or more and 5 ° or less as it goes downward. When the ship 100 is sailing in an ice-free sea area, the hull trim is adjusted so that the bow 10 is lifted a little upward. Even in such a state, by providing the inclination angle, the front end surface of the bow lower portion 3 can be made substantially perpendicular to the water surface. Further, the front end surface of the bow lower portion 3 is preferably inclined at an angle of 0 ° or more and 3 ° or less toward the rear side as it goes downward. More preferably, the front end surface of the bow lower portion 3 is inclined at an angle of 0 ° or more and 2 ° or less toward the rear side as it goes downward.
The ship 100 has a structure in which the front end surface of the bow lower portion 3 extends from the lower end portion of the bow upper portion 2 to the right downward direction, and can escape the waves along the left and right sides without pushing back the waves in the forward direction when traveling in an ice-free sea area. That is, since the ship 100 can travel while pulling the waves apart without bouncing the waves, the wave-making resistance and the wave resistance can be reduced, and the navigation performance in the ice-free sea area can be improved.
Further, when traveling in an icy sea area, the ice chips can travel while being dispersed to the left and right sides of the hull 1 by the bow lower portion 3. Therefore, the ship 100 can prevent the crushed ice pieces from entering the bottom of the ship, and thus can satisfactorily travel in the ice sea area.
In addition, since the front end surface of the lower portion 3 is positioned on the rear side of the front end surface of the upper portion 2, the ice breaking capability of the upper portion 2 can be sufficiently exhibited without being restricted by the lower portion 3 when the ship 100 is sailed in the iced sea area, and the ship can be continuously iced and sailed with a high ice breaking capability. In addition, since the front end surface of the bow lower portion 3 is located on the rear side of the front end surface of the bow upper portion 2, the bow lower portion 3 does not collide with the ice floes 6 under the water surface before the ice floes 6 are broken by the bow upper portion 2 in the ship 100. Thus, since the damage of the bow lower portion 3 by the ice floes 6 under the water surface can be prevented, the ship 100 can be maintained in a sound state for a long time.
In general, the ship 100 can improve the propulsion performance by increasing the length of the hull 1. In the ship 100 of the present embodiment, the length of the lower portion of the hull can be increased as compared with the conventional structure in which the lower portion of the bow is greatly inclined toward the rear side, and therefore, the propulsive performance can be improved.
Further, although the ship 100 is configured to push and cut the ice floes 6 by raising the bow 10 on the ice floes and applying a load in the vertical direction, if the ice floes 6 are large, the cutting cannot be pushed, and the ship body 1 may be stranded above the ice floes 6 and may not move. In the ship 100 of the present embodiment, when the hull 1 excessively ascends the ice floes, the bow lower portion 3 impacts the ice floes 6 located under the water surface, and the ascent of the ice floes can be suppressed.
The front end surface of the bow lower portion 3 may be inclined forward by an angle of 0 ° or more and 5 ° or less as it goes downward. This is due to the following reasons: depending on the shape of the hull 1 and the state of travel of the ship 100, the ship may be suitably inclined forward at an angle of 0 ° or more and 5 ° or less. Further, it is preferable that the front end surface of the bow lower portion 3 is inclined forward at an angle of 0 ° or more and 3 ° or less as it goes downward. More preferably, the front end surface of the bow lower portion 3 is inclined forward at an angle of 0 ° or more and 2 ° or less as it goes downward.
Fig. 3 is an explanatory view schematically showing the opening degree in the horizontal plane of the bow of the ship according to the embodiment of the present invention. As shown in fig. 3, the opening θ in the horizontal plane of the lower portion 3 of the ship is set to be, for example, about 1/20 of the water line length L (or about 5% of the water line length L) from the front end of the lower portion 3 of the ship3And an opening theta in the horizontal plane of the bow upper part 2 in a distance from the front end of the bow upper part 2 of the ship to, for example, about 1/20 of the water line length L (a distance of about 5% of the water line length L may be used)4Compared to an acute angle. For example, the opening degree theta in the horizontal plane of the lower portion 3 of the bow3Less than or equal to 40 degrees. More preferably, 30 ° or less. The opening θ between the lower portion 3 and the upper portion 2 of the bow in the horizontal plane is set so that the waves can escape along the left and right sides without pushing back the waves forward4Forming an acute angle in comparison. On the other hand, the opening degree theta in the horizontal plane of the bow upper part 2 is set4The reason for this is that it is necessary to apply a load in the vertical direction over the entire wide range of the ice floe 6. In addition, the water line length L refers to the water line length for the planned draft.
Further, as shown in fig. 1, a hull pitch adjusting mechanism 4 is provided in the hull 1, and the hull pitch adjusting mechanism 4 adjusts the hull pitch so that the draft range becomes the upper portion or the lower portion 3 of the bow. The hull pitch adjustment mechanism 4 is ballast tanks 4a to 4c provided inside the hull 1. In the illustrated example, the ballast tanks 4a to 4c are provided in the bow portion 10, the hull center portion 11, and the stern portion 12, respectively. The hull trim is adjusted by filling and discharging seawater into and from the ballast tanks 4a to 4 c. However, the hull pitch adjustment mechanism 4 is not only constituted by the ballast tanks 4a to 4 c. The hull pitch adjusting mechanism 4 may adjust the hull pitch by using the weight of the cargo stacked on the hull 1, the weight of the fuel tank, or the like, for example. In short, the hull pitch adjusting mechanism 4 is a structure for adjusting the hull pitch mainly by the ballast tanks 4a to 4c, but may be another structure for adjusting the hull pitch.
The ballast tank 4a provided in the bow portion 10 is formed in a shape suitable for the shape of the bow lower portion 3. That is, in the ship 100 of the present embodiment, compared to the conventional structure in which the bow lower portion 3 is inclined to the rear side greatly, the large ballast tank 4a can be disposed at a position closer to the front end portion of the bow portion 10, and therefore, the effect of adjusting the trim of the hull can be improved.
As described above, the ship 100 according to the present embodiment is configured to adjust the hull trim by the hull trim adjustment mechanism 4 so that the bow upper portion 2 becomes the draft range a when navigating in the ice sea area. Since the front end surface of the lower bow portion 3 is positioned at the rear side of the front end surface of the upper bow portion 2, the ship 100 is not restricted by the lower bow portion 3 when navigating in an iced sea area, the upper bow portion 2 can sufficiently exert the ice breaking capability, and can continuously break ice for navigation with high ice breaking capability.
On the other hand, the ship 100 according to the present embodiment is configured to adjust the hull trim by the hull trim adjustment mechanism 4 so that the lower part of the bow becomes the draft range B when navigating in the ice-free sea area. Since the front end surface of the bow lower portion 3 is formed to extend from the lower end portion of the bow upper portion 2 to the right downward direction, the wave is not pushed back forward when the ship 100 is sailing in the ice-free sea area, and the wave can escape along the left and right sides. Therefore, since the ship 100 can travel while spreading the waves without bouncing the waves, the wave-making resistance and the wave resistance can be reduced, and the sailing performance can be improved.
The present invention has been described above based on the embodiments, but the present invention is not limited to the configurations of the above embodiments. The ship 100 of the present embodiment has been described by taking an icebreaker as an example, but the present invention is not limited to this, and may be an icebreaker, for example, and may be implemented similarly for other ships. The above-described structure of the ship 100 according to the present embodiment is an example, and may include other structural features. In conclusion, the present invention includes a range of design changes and application changes that are generally made by those skilled in the art without departing from the scope of the technical idea of the present invention.
Description of the reference numerals
1 ship body, 2 ship bow upper part, 3 ship bow lower part, 4 ship body trim adjusting mechanism, 4a, 4b and 4c ballast tanks, 5 propellers, 6 floating ice, 10 ship bow parts, 11 ship body central parts, 12 ship stern parts and 100 ship

Claims (7)

1. A ship, characterized by being equipped with a bow portion having:
the front end surface of the upper part of the bow is obliquely formed towards the rear side along with the downward trend, and the upper part of the bow becomes a draught range when navigating in an ice sea area; and
the front end surface of the lower part of the bow is formed by extending from the lower end part of the upper part of the bow to the right lower part, and the lower part of the bow becomes a draught range when navigating in an ice-free sea area.
2. A vessel according to claim 1, wherein hull trim adjustment means are provided in the hull, said hull trim adjustment means adjusting the hull trim to bring either the upper portion of the bow or the lower portion of the bow into draft.
3. The marine vessel of claim 2 wherein said hull trim adjustment mechanism is a ballast tank disposed within said hull.
4. A ship as claimed in claim 3, characterized in that at least one of said ballast tanks is provided inside said hull, said ballast tank comprising a ballast tank constructed in a shape adapted to the shape of the lower part of said bow.
5. The ship according to any one of claims 1 to 4, wherein the fore end surface of the bow upper portion which becomes a draft range is formed inclined at an angle of 10 ° or more and 40 ° or less with respect to a horizontal plane.
6. The ship according to any one of claims 1 to 5, wherein the front end surface of the bow lower portion is formed to be inclined toward the front or rear side by an angle of 0 ° or more and 5 ° or less as it goes downward.
7. A vessel according to any one of claims 1 to 6, wherein the opening in the horizontal plane of the lower portion of the bow is acute compared to the opening in the horizontal plane of the upper portion of the bow.
CN201980021004.9A 2018-03-29 2019-02-08 Ship with a detachable cover Pending CN111936381A (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2018-064996 2018-03-29
JP2018064996A JP6653724B2 (en) 2018-03-29 2018-03-29 Ship
PCT/JP2019/004661 WO2019187699A1 (en) 2018-03-29 2019-02-08 Ship

Publications (1)

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CN111936381A true CN111936381A (en) 2020-11-13

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CN201980021004.9A Pending CN111936381A (en) 2018-03-29 2019-02-08 Ship with a detachable cover

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JP (1) JP6653724B2 (en)
KR (1) KR20200091907A (en)
CN (1) CN111936381A (en)
WO (1) WO2019187699A1 (en)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114104213B (en) * 2021-11-23 2023-10-24 中国船舶工业集团公司第七0八研究所 Polar region scientific investigation drift ship

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US5176092A (en) * 1991-08-30 1993-01-05 Newport News Shipbuilding And Dry Dock Company Icebreaker bow and hull form
JP2001219891A (en) * 2000-02-08 2001-08-14 Nkk Corp Icebreaker
KR20110133364A (en) * 2010-06-04 2011-12-12 삼성중공업 주식회사 Ship for moving in ice sea and open sea
KR20120017647A (en) * 2010-08-19 2012-02-29 삼성중공업 주식회사 Apparatus for controlling the ballast by using fuel
CN105667703A (en) * 2016-01-09 2016-06-15 中国船舶科学研究中心上海分部 Ice-breaker bow structure
CN106080988A (en) * 2016-08-27 2016-11-09 南通中远川崎船舶工程有限公司 A kind of many bodies arctic navigation ship

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DE4215334A1 (en) * 1992-05-09 1993-11-11 Thyssen Nordseewerke Gmbh Icebreaking ship
JP4441637B2 (en) 2000-09-21 2010-03-31 住友重機械マリンエンジニアリング株式会社 Icebreaker and icebreaking method
JP2006008091A (en) * 2004-06-25 2006-01-12 Ipushiron:Kk Vessel shape for small high speed vessel
FI125961B (en) 2013-12-20 2016-04-29 Aker Arctic Technology Oy Icebreaking craft and method of using icebreaking craft
SE537962C2 (en) * 2014-05-08 2015-12-15 Stena Rederi Ab Ice breaking device
CN105173017A (en) * 2015-06-19 2015-12-23 武汉理工大学 Ice-prying type icebreaker
CN206797659U (en) * 2016-08-27 2017-12-26 南通中远川崎船舶工程有限公司 A kind of more body arctic navigation ships

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5176092A (en) * 1991-08-30 1993-01-05 Newport News Shipbuilding And Dry Dock Company Icebreaker bow and hull form
JP2001219891A (en) * 2000-02-08 2001-08-14 Nkk Corp Icebreaker
KR20110133364A (en) * 2010-06-04 2011-12-12 삼성중공업 주식회사 Ship for moving in ice sea and open sea
KR20120017647A (en) * 2010-08-19 2012-02-29 삼성중공업 주식회사 Apparatus for controlling the ballast by using fuel
CN105667703A (en) * 2016-01-09 2016-06-15 中国船舶科学研究中心上海分部 Ice-breaker bow structure
CN106080988A (en) * 2016-08-27 2016-11-09 南通中远川崎船舶工程有限公司 A kind of many bodies arctic navigation ship

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WO2019187699A1 (en) 2019-10-03
JP6653724B2 (en) 2020-02-26
JP2019172178A (en) 2019-10-10
KR20200091907A (en) 2020-07-31

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