NO324501B1 - Device for increasing the transmission stability of ships - Google Patents
Device for increasing the transmission stability of ships Download PDFInfo
- Publication number
- NO324501B1 NO324501B1 NO20033444A NO20033444A NO324501B1 NO 324501 B1 NO324501 B1 NO 324501B1 NO 20033444 A NO20033444 A NO 20033444A NO 20033444 A NO20033444 A NO 20033444A NO 324501 B1 NO324501 B1 NO 324501B1
- Authority
- NO
- Norway
- Prior art keywords
- ship
- stern
- fin
- fins
- bow
- Prior art date
Links
- 230000005540 biological transmission Effects 0.000 title 1
- 241000252149 Amiiformes Species 0.000 claims description 15
- 230000000694 effects Effects 0.000 description 4
- 238000010276 construction Methods 0.000 description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 239000000446 fuel Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000010355 oscillation Effects 0.000 description 1
- 239000003381 stabilizer Substances 0.000 description 1
Classifications
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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
- B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
- B63B39/06—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude to decrease vessel movements by using foils acting on ambient water
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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
- B63B1/063—Bulbous bows
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- 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
- 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
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- 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
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Toys (AREA)
- Transmitters (AREA)
Description
Oppfinnelsen angår en anordning til økning av giringsstabiliteten for skip med en bulb og en asimutpropelldrivinnretning som er anordnet ved skipets baug respektive hekk. The invention relates to a device for increasing the yaw stability for ships with a bulb and an azimuth propeller drive device which is arranged at the bow or stern of the ship.
Bruk av en asimutpropelldrivinnretning for skip er fordelaktig fordi en slik drivinnretning gir skipet gode manøvreringsegenskaper, idet dens propell kan bli svingt om en vertikal akse i forhold til skipet. Videre kan skip med en slik drivinnretning få øket lastekapasitet i tillegg til at det kan bli oppnådd ytterligere funksjonelle fordeler. Use of an azimuth propeller drive device for ships is advantageous because such a drive device gives the ship good maneuverability, as its propeller can be swung about a vertical axis in relation to the ship. Furthermore, ships with such a propulsion device can have increased loading capacity in addition to the fact that further functional advantages can be achieved.
En ulempe ved asimutpropelldrivinnretninger er imidlertid at girings- eller kursstabiliteten under seiling er liten, særlig dersom det blir benyttet autopilot. Dette kan merkes som en stadig, relativt stor retningsendring eller svingning i forhold til en middelkurs, noe som er ufordelaktig fordi det derved fås et øket drivstofforbruk, en redusert seilingshastighet og en øket slitasje av driv- og styringsinnretningen. Det har blitt gjort forsøk på å eliminere disse ulemper ved f.eks. endring av styringsalgoritmer og bruk av stabilisatorer. A disadvantage of azimuth propeller drive devices, however, is that the yaw or heading stability during sailing is low, especially if an autopilot is used. This can be seen as a constant, relatively large change of direction or oscillation in relation to a mean course, which is disadvantageous because it results in increased fuel consumption, a reduced sailing speed and an increased wear and tear of the drive and steering device. Attempts have been made to eliminate these disadvantages by e.g. change of control algorithms and use of stabilizers.
Videre har det blitt benyttet trekkende asimutpropelldrivinnretninger, dvs. drivinnretninger hvor propellen befinner seg foran det vekselhus som propellen er opplagret i, og foran den vertikale akse, rundt hvilken vekselhuset kan bli svingt, men resultatet har hittil ikke vært tilfredsstillende. Furthermore, pulling azimuth propeller drive devices have been used, i.e. drive devices where the propeller is located in front of the gear housing in which the propeller is stored, and in front of the vertical axis, around which the gear housing can be swung, but the result has so far not been satisfactory.
Videre er det kjent fra publikasjonen US 4003325 et fartøy med en baugkonstruksjon som gir liten (angivelig mindre enn andre baugkonstruksjoner) motstand i vannet. Videre er det i US 5163377 angitt en finne ved fartøyets fremre og bakre del, hvilken finne rager ned fra skipets skrog. Finnen som rager ned fra skroget ved akterskipet er plassert i senter. US 5575230 viser et fartøy med en asimutpropelldrivinnretning og en nedad ragende finne ved fartøyets hekk. Hensikten er i dette dokumentet å frembringe et skip som er spesielt egnet for å slepe andre gejnstander/skip i vann ved at de hydrodynamiske kreftene angriper nær samme punkt som kreftene fra slepet. Publikasjonen EP-Al 00/68072 viser og beskriver videre et skip som er særlig retningsstabilt. De konstruktive trekk som er nevnt ved skipets hekk er POD drivanordninger og alminnelige skeg som danner en del av bunnkonstruksjonen og er avpasset i forhold til drivanordningene. Skipets baugkonstruksjon er slank og har en bulb. Furthermore, it is known from the publication US 4003325 a vessel with a bow construction which provides little (allegedly less than other bow constructions) resistance in the water. Furthermore, US 5163377 specifies a fin at the front and rear of the vessel, which fin projects down from the ship's hull. The fin that protrudes from the hull at the stern is located in the centre. US 5575230 shows a vessel with an azimuth propeller drive device and a downwardly projecting fin at the stern of the vessel. The purpose of this document is to create a ship that is particularly suitable for towing other objects/ships in water by having the hydrodynamic forces attack close to the same point as the forces from the tow. The publication EP-Al 00/68072 shows and further describes a ship which is particularly directionally stable. The constructive features mentioned at the stern of the ship are POD drive devices and general skegs which form part of the bottom structure and are adjusted in relation to the drive devices. The ship's bow construction is slim and has a bulb.
I overensstemmelse med foreliggende oppfinnelse er det derved frembrakt en anordning til økning av giringsstabiliteten for skip med en bulb og en asimutpropelldrivinnretning som er anordnet ved skipets baug respektive hekk. Oppfinnelsen er kjennetegnet ved at det nedad fra bulben rager en med denne fast forbundet baugfinne og at det ved skipets hekk nedad fra hver av skipets sider rager respektive hekkfinner. I forhold til den kjente teknikk oppnås det med foreliggende oppfinnelse et skip med økt giringsstabilitet. 1 ulike utførelsesformer kan baugfinnens dypgang tilsvare dypgangen av skipets kjøl. In accordance with the present invention, a device has thereby been produced to increase the yaw stability for ships with a bulb and an azimuth propeller drive device which is arranged at the ship's bow and stern respectively. The invention is characterized by the fact that a fixedly connected bow fin protrudes downwards from the bulb and that respective stern fins protrude downwards from each of the ship's sides at the ship's stern. In relation to the known technique, the present invention achieves a ship with increased yawing stability. In various embodiments, the draft of the bow fin can correspond to the draft of the ship's keel.
Baugfinnen kan i retningen fremover være avsluttet, på høyde med det fremre parti av bulben. The bow fin can be terminated in the forward direction, at the level of the front part of the bulb.
Videre kan hekkfinnenes dypgang tilsvare dypgangen av skipets kjøl. Furthermore, the draft of the stern fins can correspond to the draft of the ship's keel.
Hekkfinnene kan i retningen akterover være avsluttet på høyde med skipets akterstevn. In the direction aft, the stern fins can be finished at the height of the ship's stern.
Asimutpropelldrivinnretningen kan omfatte minst én asimutpropelldrivenhet som er anordnet hovedsakelig mellom hekkfinnene. The azimuth propeller drive device may comprise at least one azimuth propeller drive unit which is arranged mainly between the stern fins.
Asimutpropelldrivenheten kan omfatte et vekselhus som er dreibart forbundet med et legeme som er fast forbundet med og rager ned fra skipets skrog, og legemet er tildannet som en finne og bidrar til en økning av giringsstabiliteten. The azimuth propeller drive unit may comprise a gear housing which is rotatably connected to a body which is fixedly connected to and projects down from the ship's hull, and the body is shaped like a fin and contributes to an increase in yaw stability.
Asimutpropelldrivinnretningen kan omfatte to asimutpropelldrivenheter som er anordnet side om side i skipets tverretning. The azimuth propeller drive device can comprise two azimuth propeller drive units which are arranged side by side in the transverse direction of the ship.
Vekselhuset kan bære en nedad ragende finne som funksjonerer som ror. Minst én av finnene kan være strømlinjeformet. The gearbox can carry a downwardly projecting fin that functions as a rudder. At least one of the fins may be streamlined.
Videre kan minst én av hekkfinnene være dreibar om en vertikal akse. Minst én av hekkfinnene kan ved sitt bakre parti ha en klaff som er dreibar om en vertikal akse. Furthermore, at least one of the stern fins can be rotatable about a vertical axis. At least one of the stern fins can have a flap at its rear that can be rotated about a vertical axis.
Hensikten med oppfinnelsen er å skaffe tilveie en anordning av den ovennevnte type som vesentlig reduserer de ovennevnte ulemper. The purpose of the invention is to provide a device of the above-mentioned type which significantly reduces the above-mentioned disadvantages.
Oppfinnelsen vil i det følgende bli beskrevet nærmere under henvisning til tegningen som viser et utførelseseksempel på anordningen ifølge oppfinnelsen. Fig. 1 er et perspektivriss av et baugparti av et skip, sett fra skipets styrbord side og akterover. Fig. 2 er et perspektivriss av et hekkparti av skipet, sett fra skipets styrbord side og akterover. Fig. 3 er et perspektivriss av hekkpartiet sett fra skipets babord side og fremover. In the following, the invention will be described in more detail with reference to the drawing which shows an exemplary embodiment of the device according to the invention. Fig. 1 is a perspective view of a bow section of a ship, seen from the ship's starboard side and aft. Fig. 2 is a perspective view of a stern section of the ship, seen from the ship's starboard side and aft. Fig. 3 is a perspective view of the stern section seen from the ship's port side and forward.
Som det fremgår av fig. 1 har et skip 1 et baugparti 2 med en bulb 3. Fra baugpartiet 2 løper det akterover en kjøl 4 av skipet 1. Nedad fra bulben 3 rager det en med denne fast forbundet baugfinne 5. Baugfinnens dypgang tilsvarer hovedsakelig dypgangen av skipets kjøl 4. Videre er baugfinnen 5 i retningen fremover avsluttet på høyde med det fremre parti av bulben 3. Det vil imidlertid forstås at dersom det ikke er behov for en så stor baugfinne 5, kan dennes dypgang være mindre enn kjølens dypgang. Videre kan baugfinnen 5 være avsluttet aktenfor eller foran det fremre parti av bulben 3. En slik baugfinne 5 motvirker en giring eller svingning av skipet 1 om et dreiepunkt eller -akse bak skipets baug. As can be seen from fig. 1, a ship 1 has a bow section 2 with a bulb 3. From the bow section 2, a keel 4 of the ship 1 runs aft. Downwards from the bulb 3, a fixedly connected bow fin 5 protrudes. The draft of the bow fin mainly corresponds to the draft of the ship's keel 4. Furthermore, the bow fin 5 in the forward direction is finished at a level with the front part of the bulb 3. However, it will be understood that if there is no need for such a large bow fin 5, its draft can be less than the keel's draft. Furthermore, the bow fin 5 can be terminated aft or in front of the forward part of the bulb 3. Such a bow fin 5 counteracts a yawing or swinging of the ship 1 about a pivot point or axis behind the ship's bow.
Som det fremgår av fig. 2 og 3, kan det ved skipets hekk 6 være anordnet en asimutpropelldrivinnretning 7 som omfatter to likt tildannede asimutpropelldrivenheter 11, 12, som er være anordnet side om side en liten strekning foran en akterstevn 13 av skipet og symmetrisk om et vertikalt symmetriplan for skipet. Skipet kan imidlertid ha bare én slik asimutpropelldrivenhet eller flere enn to sådanne. Dersom det er anordnet en drivenhet i tillegg til de to ovennevnte, kan den ytterligere drivenhet være anordnet sentralt mellom de to ovennevnte. As can be seen from fig. 2 and 3, an azimuth propeller drive device 7 may be arranged at the ship's stern 6, which comprises two identically shaped azimuth propeller drive units 11, 12, which are arranged side by side a small distance in front of a stern bow 13 of the ship and symmetrically about a vertical plane of symmetry for the ship. However, the ship may have only one such azimuth propeller drive unit or more than two such. If a drive unit is arranged in addition to the two above, the additional drive unit can be arranged centrally between the two above.
Hver asimutpropelldrivenhet 11,12 har et vekselhus 14 med en hovedsakelig horisontal, fremad løpende drivaksel (ikke vist) som bærer en propell 15 foran vekselhuset 14. Disse drivenheter blir derfor kalt "trekkende". Det øvre parti av vekselhuset 14 er forbundet med et legeme 17 på en slik måte at vekselhuset 14 kan bli dreid f.eks. 360 ° om en hovedsakelig vertikal akse 18 i forhold til legemet 17. Det øvre parti av legemet 17 er i sin tur fast forbundet med skroget 16. Til vekselhuset 14 er det festet en finne eller vekselhusfinne 19 som kan funksjonere som et ror ved rotasjon av vekselhuset 14. Legemet 17 kan være tildannet som en finne eller en drivenhetfinne for drivenheten 11, 12, idet også denne drivenhetfinne 17 bidrar til å øke skipets giringsstabilitet. Each azimuth propeller drive unit 11,12 has a gear housing 14 with a mainly horizontal, forward-running drive shaft (not shown) which carries a propeller 15 in front of the gear housing 14. These drive units are therefore called "pulling". The upper part of the gearbox housing 14 is connected to a body 17 in such a way that the gearbox housing 14 can be rotated, e.g. 360 ° about a mainly vertical axis 18 in relation to the body 17. The upper part of the body 17 is in turn firmly connected to the hull 16. A fin or gearbox fin 19 is attached to the gearbox housing 14 which can function as a rudder by rotation of the gearbox 14. The body 17 can be formed as a fin or a drive unit fin for the drive unit 11, 12, as this drive unit fin 17 also contributes to increasing the ship's yaw stability.
Ved hver side av skipets hekk rager det nedad respektive hekkfinner 21, 22 som er fast forbundet med skroget 16. Hekkfinnenes dypgang tilsvarer dypgangen av skipets kjøl, men det vil forstås at den kan være mindre. I retningen akterover er hekkfinnene 21,22 avsluttet på høyde med skipets akterstevn. Derved kan avstanden mellom hekkfinnene 21,22 og det dreiepunkt eller dreieakse rundt hvilken skipet kan gire være maksimal og hekkfinnenes bidrag til giringsstabiliteten være tilsvarende maksimal. Det vil imidlertid forstås at hekkfinnene kan være anordnet en strekning foran skipets akterstevn. At each side of the ship's stern, respective stern fins 21, 22 project downwards, which are firmly connected to the hull 16. The draft of the stern fins corresponds to the draft of the ship's keel, but it will be understood that it can be less. In the direction aft, the stern fins 21,22 are finished at the height of the ship's stern. Thereby, the distance between the stern fins 21,22 and the pivot point or pivot axis around which the ship can turn can be maximum and the contribution of the stern fins to the turning stability can be correspondingly maximum. However, it will be understood that the stern fins can be arranged a section in front of the ship's stern.
I stedet for at hekkfinnene er fast forbundet med skroget, kan de være forbundet med skroget på en slik måte at de kan bli dreid rundt respektive vertikale akser. Alternativt kan hver hekkfinne ved sitt bakre parti ha en vippbar klaff 25 (antydet med stiplet strek ved den styrbord hekkfinne 21) for å skaffe en bedret giringsstabilitet for skipet, idet de dreibare finner eller klaffer kan samvirke med en styringsanordning med en egnet styringsalgoritme for motvirkning av giringen. Instead of the stern fins being fixedly connected to the hull, they can be connected to the hull in such a way that they can be rotated about respective vertical axes. Alternatively, each stern fin at its rear part can have a tiltable flap 25 (indicated by a dashed line at the starboard stern fin 21) to provide an improved yawing stability for the ship, the rotatable fins or flaps can cooperate with a steering device with a suitable steering algorithm for counteraction of the gearing.
Hekkfinner som kan bli dreid minst 90 ° kan være fordelaktig også for å øke asimutpropelldrivenhetenes virkning når disse har blitt rotert slik at deres skyvekraft utøves i en vinkel i forhold til skipets lengderetning f.eks. ved manøvrering under legging av skipet til en kai. Ved en samtidig dreining av hekkfinnene kan det oppnås at disse minimalt hindrer vannstrømmene mot respektive fra drivenhetene. Stern fins that can be rotated at least 90° can also be advantageous for increasing the azimuth propeller drive units' effect when these have been rotated so that their thrust is exerted at an angle in relation to the ship's longitudinal direction, e.g. when maneuvering while laying the ship to a quay. By simultaneously turning the stern fins, it can be achieved that these minimally obstruct the water flows towards the respective drive units.
Fordelaktig er noen av eller alle de ovennevnte finner strømlinjeformede. Advantageously, some or all of the above fins are streamlined.
Særlig for lasteskip kan dreiepunktet for skipets girebevegelse forskyve seg relativt meget fremover eller bakover avhengig av skipets dypgang og trim. Det er derfor meget fordelaktig at det er anordnet en baugfinne og/eller minst én hekkfinne. Virkningen av baugfinnen respektive hekkfinnene varierer avhengig av dreiepunktets beliggenhet. Dersom dreiepunktet befinner seg nærmere baugen enn hekken, vil virkningen av baugfinnen være relativt liten og virkningen av hekkfinnene være stor og vice versa. Especially for cargo ships, the pivot point for the ship's yaw movement can shift relatively much forward or backward depending on the ship's draft and trim. It is therefore very advantageous that a bow fin and/or at least one stern fin is arranged. The effect of the bow fin and stern fins varies depending on the location of the pivot point. If the pivot point is closer to the bow than the stern, the effect of the bow fin will be relatively small and the effect of the stern fins will be large and vice versa.
Dersom det er ønsket, kan det i tillegg til eller i stedet for de to hekkfinner være anordnet andre finner ved skipets hekk, f.eks. en midtfinne (ikke vist) som likner de ovennevnte hekkfinner, og som løper i skipets midtplan. If desired, in addition to or instead of the two stern fins, other fins can be arranged at the ship's stern, e.g. a center fin (not shown) which is similar to the stern fins mentioned above, and which runs in the center plane of the ship.
Claims (12)
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
NO20033444A NO324501B1 (en) | 2003-08-01 | 2003-08-01 | Device for increasing the transmission stability of ships |
PCT/NO2004/000234 WO2005012075A1 (en) | 2003-08-01 | 2004-08-02 | Device for increasing the yaw stability in ships |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
NO20033444A NO324501B1 (en) | 2003-08-01 | 2003-08-01 | Device for increasing the transmission stability of ships |
Publications (3)
Publication Number | Publication Date |
---|---|
NO20033444D0 NO20033444D0 (en) | 2003-08-01 |
NO20033444L NO20033444L (en) | 2005-02-02 |
NO324501B1 true NO324501B1 (en) | 2007-11-05 |
Family
ID=27800841
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
NO20033444A NO324501B1 (en) | 2003-08-01 | 2003-08-01 | Device for increasing the transmission stability of ships |
Country Status (2)
Country | Link |
---|---|
NO (1) | NO324501B1 (en) |
WO (1) | WO2005012075A1 (en) |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
NO20061745L (en) | 2006-04-20 | 2007-10-22 | Rolls Royce Marine As | Azipull |
EP1873051A1 (en) * | 2006-06-30 | 2008-01-02 | Technische Universiteit Delft | Ship |
EP2371701A1 (en) * | 2010-03-19 | 2011-10-05 | BV Scheepswerf Damen Gorinchem | Ship such as a tug with azimuting tractor drive |
RU2610887C2 (en) | 2011-11-18 | 2017-02-17 | Роллс-Ройс Аб | Method and device for reducing azimuthal torque affecting propulsion gondola unit or azimuthal maneuvering device |
SE542122C2 (en) | 2016-12-07 | 2020-02-25 | Kongsberg Maritime Sweden Ab | A pod unit or azimuth thruster having a fin arrangement for reducing the azimuthal torque |
US11981410B2 (en) | 2021-08-06 | 2024-05-14 | Peter Van Diepen | Stern bulbs |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US3934531A (en) * | 1974-07-18 | 1976-01-27 | Allen Rudolph A | Ocean going cargo transport system |
NO153560C (en) * | 1983-07-19 | 1986-04-16 | Roar Ramde | HULL FORM. |
NO864485L (en) * | 1986-11-11 | 1988-05-13 | Liaaen As A M | PROVIDING DEVICE FOR SHIPS AND BOATS. |
SE459249B (en) * | 1987-12-09 | 1989-06-19 | Kamewa Ab | COMBINED ROOTER AND PROPELLER DEVICE |
US5163377A (en) * | 1991-05-09 | 1992-11-17 | Dyna-Yacht, Inc. | Sailing yacht |
FI941196A (en) * | 1994-03-14 | 1995-09-15 | Aquamaster Rauma Ltd | Tug for escort and / or port use |
JPH08133172A (en) * | 1994-11-09 | 1996-05-28 | Ishikawajima Harima Heavy Ind Co Ltd | Stern shape for twin skeg ship type |
NO983369L (en) * | 1998-07-21 | 2000-01-24 | Petroleum Geo Services As | hull Form |
CA2373462A1 (en) * | 1999-05-11 | 2000-11-16 | Siemens Aktiengesellschaft | Course-holding, high-speed, sea-going vessel having a hull which is optimized for a rudder propeller |
NL1012716C2 (en) * | 1999-07-27 | 2001-01-30 | Hubertus Adriaan Pothoven | Sailboat. |
-
2003
- 2003-08-01 NO NO20033444A patent/NO324501B1/en not_active IP Right Cessation
-
2004
- 2004-08-02 WO PCT/NO2004/000234 patent/WO2005012075A1/en active Application Filing
Also Published As
Publication number | Publication date |
---|---|
NO20033444D0 (en) | 2003-08-01 |
NO20033444L (en) | 2005-02-02 |
WO2005012075A1 (en) | 2005-02-10 |
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