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WO1997001478A1 - Navire avec une cale ou chambre des machines partiellement inondable - Google Patents

Navire avec une cale ou chambre des machines partiellement inondable Download PDF

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Publication number
WO1997001478A1
WO1997001478A1 PCT/DE1996/001103 DE9601103W WO9701478A1 WO 1997001478 A1 WO1997001478 A1 WO 1997001478A1 DE 9601103 W DE9601103 W DE 9601103W WO 9701478 A1 WO9701478 A1 WO 9701478A1
Authority
WO
WIPO (PCT)
Prior art keywords
ship
floodable
hull
spaces
rooms
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.)
Ceased
Application number
PCT/DE1996/001103
Other languages
German (de)
English (en)
Inventor
Andreas Loebnitz
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.)
Individual
Original Assignee
Individual
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
Priority claimed from DE1995123468 external-priority patent/DE19523468C2/de
Priority claimed from DE29510470U external-priority patent/DE29510470U1/de
Priority claimed from DE29513759U external-priority patent/DE29513759U1/de
Priority claimed from DE1995133000 external-priority patent/DE19533000C2/de
Application filed by Individual filed Critical Individual
Publication of WO1997001478A1 publication Critical patent/WO1997001478A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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 
    • 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
    • B63B43/045—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving stability by decreasing the free surface effect of water entered in enclosed decks
    • 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
    • B63B43/10—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy
    • B63B43/12—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using inboard air containers or inboard floating members

Definitions

  • the invention relates to a ship with a ship's hull, in which machine and, if appropriate, cargo holds are arranged, which are, at least partially, floodable, and with superstructures above the ship's hull according to the preamble of patent claims 1 and 16.
  • the proposed invention relates essentially to ships with high
  • the center of gravity of the same is above the water line.
  • the hull has only a very low draft, even when loaded. That is, the ratio of the depth of immersion of the hull and overall height, or at least The position of the center of gravity is unfavorable and therefore extremely susceptible to tipping to the side in the event of periodic inclinations of the ship due to waves and / or storms. In addition, these ships tip very quickly in the event of an accident or other uncontrolled intrusion of water.
  • a device for the sea transfer of inland cargo ships in the unloaded state is known from the German laid-open specification 2156511, which means the construction of a ship or a ship's hull.
  • the draft up to the level given by the buoyancy of the closed cavities is somewhat larger.
  • the aim of this measure is to be able to dispense with constructive measures to strengthen the ship groups.
  • inland waterway vessels are not up to the stresses of the high seas with regard to their hull construction.
  • the invention is therefore based on the object of a ship in terms of its
  • the invention relates to ships with a hull and with high structures, such as those found in the above-mentioned ferries.
  • the starting point is a ship's hull in which machine and / or cargo holds and / or cabins are arranged, which are at least partially floodable.
  • Ship superstructures controlled floodable spaces are provided, with the side or above the floodable spaces of the ship superstructures, water-shieldable Rooms are arranged as floating bodies, which are dimensioned such that they stabilize the ship with a considerably higher draft to a new waterline when the hull and additional floodable rooms are flooded.
  • the new water line which results from this flooding, is above the upper edge of the hull, so that part of the superstructure is also below the newly defined one
  • Waterline can lie.
  • a controlled flooding until such a lowering that part of the superstructure is below the new waterline is unknown for ships of this type. Nevertheless, this is very effective in preventing an accident.
  • the new waterline is close to the center of gravity.
  • the further embodiment of the invention makes this lowering even without further increasing the risk for the passengers. By lowering the center of gravity, an optimal stabilization of the ship is possible. Due to the fact that the superstructure in the flooded state lies below the water line, this does not require any higher statics, since the inside water is in pressure equilibrium with the outside water.
  • the rooms which are arranged as separable cavities in the sense of floating bodies within the superstructure, must have a corresponding statics in order to be able to absorb the displacement forces necessary for the residual buoyancy.
  • the upper superstructures of the ship also remain above the new water line.
  • the floodable rooms of the ship superstructures are located next to or below the rooms that serve as floating bodies.
  • the decks for, for example, rail vehicles are deep in the ship's hull, and in the area of the lower superstructures above the ship's hull, the decks are for cargo and possibly also the navigable decks for cars, trucks and the like.
  • passenger compartments can also be at the level of these lower decks of the superstructure.
  • the cargo and parking decks are already blocked for the access of passengers during the ferry crossing and can therefore serve as controlled floodable spaces. Only a few engine room personnel are present in the hull or in the loading decks during the transfer of the ship.
  • the essence of the invention lies in the extent and manner in which the entire ship is lowered. There is no question that saving human lives has absolute priority over preserving cargo.
  • the essence of the invention consists in a controlled lowering of the ship beyond the upper edge of the hull over part or, if necessary, a large part of the superstructures in which cargo holds are arranged.
  • the partitionable spaces created to the side or above these floodable spaces then serve as floating bodies for the lowered ship. Since these rooms are located next to or above the flooded rooms, they provide the necessary buoyancy when functioning as a float.
  • the rooms serving as floating bodies are so well sealed off and open towards the area above the new waterline that conventional passenger cabins can also be arranged in these floating body rooms, which remain accessible even after being lowered.
  • the floodable Spaces in the ship superstructures can be connected to each other transversely to the longitudinal axis of the ship by a transition.
  • vertical rescue shafts are provided in the interior of the ship's hull, which are connected to the floodable machines and / or floodable cargo holds and extend to above the new water line that is created in the flooded state.
  • rescue shafts are used in the event that the hull has not yet been completely evacuated from the flooded areas after being lowered. This applies to personnel who work in the lower part of the ship's hull or else in the decks that are flooded, so that they can climb over the rescue shafts at any time.
  • swimming and / or short-term breathing devices are arranged on the entrances of the rescue shafts.
  • the entrance areas of the rescue shafts are designed such that small permanent air cushions form on them, in the areas of which the breathing and / or rescue aids are arranged.
  • Rescue shafts can be realized with additional climbing aids as floating bodies that can be separated from the inside wall or even with a special elevator.
  • the ship has inclination sensors and a device which, when a critical inclination of the
  • Ship the flooding process can be initiated automatically until a draft resetting the inclination can be initiated. It goes without saying that signaling and requesting measures for the evacuation of the ship's hull relating to the personnel are also carried out beforehand. Furthermore, the ship can be provided with pumps, by means of which the flooded rooms can be pumped out again after an emergency flooding.
  • At least some of the units for generating electrical and / or hydraulic and / or pneumatic energy are above the water line, which results at a maximum adjustable draft.
  • the lifeboats and islands are above and close to the new waterline resulting from maximum flooding. Regardless of the fate of the ship, this configuration also serves to extraordinarily increase safety when boarding the lifeboats.
  • the lifeboats are extremely high on the ferries mentioned. Lowering them, loaded with passengers, results in almost all cases in conventional ferries, as are known in the prior art
  • Sinking of the ship should be unavoidable, so the ascent of the lifeboats can be made considerably safer with the stated invention before the eventual sinking.
  • the controlled sinking of the ship can even prevent the final sinking of the ship, regardless of the damage to the hull, because the floating bodies in the
  • an auxiliary drive is provided, which is arranged below and near the new water line resulting from flooding at maximum draft and the drive unit of the auxiliary drive is arranged in a part of the ship which can be sealed off against water or above the newly setting water line.
  • the normal machine room in the hull of the ship can also be partitioned off, so that the machines remain dry during flooding. Shafts can be arranged that extend from the engine room to above the new water line and still remain accessible, even when the ship is lowered.
  • the freight would be for the case that the fuselage is pumped free again within 48 hours, for the most part, can also be restored, so that even damage to property would be limited.
  • the machine rooms could therefore be isolated so that they do not come into contact with outside water at all.
  • the above applies to the pumping of the ship's engine within 48 hours.
  • the overall effect is that, in the event of an impending accident, the ship is prevented from sinking and, as a result, personal losses are largely eliminated, and that the entire ship and additionally at least part of the freight can be saved as a secondary priority.
  • the invention includes an embodiment in which the
  • sloping water is prevented directly. This means that water that has inadvertently entered is immediately channeled into the or the floodable rooms.
  • this is achieved in that the open areas are provided with openings distributed over the entire area, which are connected to the open areas underneath and / or to the or the floodable room or rooms in a fluid-permeable manner.
  • This can be achieved, on the one hand, by arranging gratings distributed in the loading decks on the open spaces, which represent the openings which are made to flow downwards through the liquid. These gratings should be able to be driven on by the vehicles brought in as cargo.
  • the openings or the gratings are arranged in a favorable manner, which means that before inclination water arises or unwanted water can collect on one side of the ship, the same runs downwards beforehand.
  • the upper loading decks empty the water that has broken in at the top into the lower loading decks, which in turn are provided in the same way with distributed openings or gratings.
  • the water that has entered above drains into the lower loading decks and then directly from there to flow into the floodable space or spaces arranged in the ship's hull.
  • the ship has cavities designed as floating bodies. These are advantageously close to or above the center of gravity. In this way, a meaningful combination possibility arises with the subject matter of the unpublished DE 19523468.5, that is, the combination of claim 1 with
  • this safety concept is independent of whether or not the actuating elements of the bulkheads are in an operational state.
  • the ship In the event of an unwanted ingress of water, the ship lowers itself in a self-stabilizing manner by immediately draining the unwanted water into the bottom and causing the ship in the hull below to stabilize and lower the ship.
  • This floodable space, or the floodable spaces are of course also in the empty state of the ship maintaining the center of gravity, but preferably in the lowest possible area of the ship's hull.
  • the floodable space in the ship's hull extends parallel to the direction of travel in the longitudinal direction in such a way that it does not fill the full width of the ship's hull, since only a small tilting moment acts on the ship. This means that the floodable space only extends near the center line of the ship in terms of its width. This leads to an additional stabilization and to a good balance of the ship.
  • the water that is used here as ballast has entered the ballast in the middle as ballast and runs to the left and right of the floodable space as
  • Cavities acting as displacers The balance or equilibrium situation of the ship is thereby optimal. Find one short-term unwanted ingress of water instead of permanent ingress of water, this does not lead to the sinking of the ship if cavities are arranged in a corresponding manner, for example as in the unpublished DE 19523468.5, which are able to do the whole with a maximum flooding of the ship Keep ship, at least partially, above water.
  • the main advantage of the invention is that in the event of an unwanted, and in some cases even uncontrolled or even uncontrollable, water ingress, the ship stabilizes itself without the aid of technical units that would have to be addressed via sensors. This is done in such a way that a complete tilting of the ship is prevented.
  • Figure 1 embodiment of the invention, hull in schematic
  • Figure 2 Schematic sequence of a ship accident.
  • Figure 3 Sequence of the accident of a ship prevented by the invention.
  • Figure 4 Execution according to claim 16
  • FIG. 1 shows an exemplary embodiment of the invention.
  • a hull consisting of a hull 1 and superstructure 10 of a typical ferry is shown schematically in a view of the bow of the ship.
  • the hull in the area of the hull 1 and the superstructure 10 is shown here in a quasi-transparent manner and contains only the essential elements.
  • the position of the ship can usually be seen.
  • the normal waterline indicates the immersion depth of a loaded ferry in relation to the total construction height. It can be seen that in the normal loaded state the center of gravity of the ship is far above the normal waterline.
  • compartments 12 which can be partitioned off are arranged, which are arranged to run inside along the outer wall.
  • These partitionable spaces 12 thus serve as floating bodies and are represented by, for example, partitionable loading spaces or cabins which have the appropriate statics for the function of a displacement body.
  • the said displacement bodies themselves, ie the compartments 12 which can be partitioned off, are connected to one another by a transition 13.
  • rescue shafts 14, one can be seen here, are provided, which end from the bottom of the hull up to the new waterline due to the lowering process. There are also entrances on all floors of the ship along the route of the rescue shafts 14 so that access is possible from any height. Furthermore, as already mentioned above, swimming aids, short-term breathing devices or ascending aids and / or special emergency lifts are provided. These are used so that even those who have not received the call to evacuate the lower part of the ship can still escape into the dry area of the ship.
  • the ship's hull or the considerable areas of the ship's hull 1 are flooded except for machine rooms which can be partially partitioned off and the majority of the cargo holds running underneath the passenger area are also flooded in the manner shown according to the invention.
  • the spaces which can be partitioned off and which serve as floating bodies according to the invention provide the buoyancy of the ship.
  • the entire ship is lowered down to the new waterline shown here. In this case, the center of gravity is even below the waterline, which means that the ship can be stable in any wave situation.
  • a temporary burglary of flood water caused by storm and water movement into the area of the superstructure above the new water line is also not dangerous, since the floating bodies arranged according to the invention are in themselves sink-proof.
  • FIG. 2 shows an accident sequence in which the ship in the loaded state is shown in the left part of the picture with the immersion depth actually present in relation to the total ship height. The focus is far above the waterline. A tilting of the ship can be seen in the middle part of the picture, that the vertical projection of the center of gravity parallel to the G-vector of gravity makes a projection outside the hull. In this situation, an accident with a conventional ferry can no longer be avoided.
  • the third illustration from FIG. 2 shows the complete tilting of the ship and thus the inevitable sinking of the ship, so that in this state the ship and the passengers who have not yet been evacuated are completely lost.
  • Firgur 3 shows the mode of operation when using the invention.
  • the left image sequence from FIG. 3 again shows the ferry ship with its real immersion depth when loaded.
  • the middle part of this sequence shows the inclination of the ship in the critical case in relation to the original waterline, in which the vertical projection of the center of gravity is normally outside the hull. In this middle part of the picture, however, the ship has already been partially lowered, so that there is a greater immersion depth than in FIG. 2.
  • the right image sequence shows the controlled lowering of the ship until the float cavities designed according to the invention bring the ship into an absolutely safe position.
  • the new location is not critical since the center of gravity is below the new water line and the ship and the passengers are not lost.
  • FIG 4 shows the embodiment of claim 16, and a cross section through a ship's hull.
  • Vehicle or loading decks 2 are arranged in the upper part of the superstructures.
  • the loading decks 2 are designed so that water can run freely down through them. This can be achieved by perforated sheets, gratings or by drivable gratings with covered drainage channels or shafts.
  • the openings are arranged downwards in the transverse direction and in the longitudinal direction of the hull and are distributed over the entire surface. This can be accomplished by means of gratings 3 arranged in a correspondingly distributed manner.
  • both loading decks which are here one above the other, are provided with downward openings which are represented by gratings.
  • baffles 4 which guide the water running down into a floodable space near the centerline vessel. Since this water collects below the center of gravity and symmetrically to the center line, this means that the ship no longer tilts. Depending on the amount of water, the ship only sinks further. The water only acts like additional ballast water.
  • the floodable space 5 is partitioned off by the baffles 4 in such a way that a floodable space only arises near the center line and thus not over the entire width of the hull. This leads to the good stabilization mentioned above.
  • the cavities mentioned above, which serve as floating bodies, are not shown further here, but are expediently located in the region or near the outer wall at the height of the loading decks 2. Here, either in the region of the lower loading decks or at least in the region of the upper loading decks.
  • the invention is structurally simple to represent and can easily be taken into account in an overall ship design.
  • the accident avoidance is effective and reliable, since it is independent of hydraulics or electrics that sometimes work unreliably in the event of an accident.

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  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Buildings Adapted To Withstand Abnormal External Influences (AREA)

Abstract

Cette coque de navire contient des espaces, par exemple des cales à marchandises ou similaires, qui peuvent être au moins partiellement inondés, et comporte des superstructures. L'invention vise à stabiliser l'ensemble de la structure d'un navire de ce type et à empêcher de couler lorsqu'il menace de chavirer totalement. A cet effet, des espaces supplémentaires (11), susceptibles d'être inondés de manière contrôlée, dans les superstructures (10) de navires pourvus de superstructures élevées, et des espaces (12) cloisonnés ou susceptibles d'être cloisonnés de manière étanche à l'eau, qui servent de corps flottants, sont positionnés à côté ou au-dessus des espaces (11) susceptibles d'être inondés de manière contrôlée, ménagés dans les superstructures du navire. Ces corps flottants sont dimensionnés de façon à stabiliser le navire avec un tirant d'eau plus important sur une nouvelle ligne de flottaison lorsque la coque (1) du navire (1) et les espaces supplémentaires (11) sont inondés.
PCT/DE1996/001103 1995-06-28 1996-06-22 Navire avec une cale ou chambre des machines partiellement inondable Ceased WO1997001478A1 (fr)

Applications Claiming Priority (8)

Application Number Priority Date Filing Date Title
DE1995123468 DE19523468C2 (de) 1995-06-28 1995-06-28 Schiff mit Laderäumen und hohen Aufbauten
DE19523468.5 1995-06-28
DE29510470U DE29510470U1 (de) 1995-06-28 1995-06-28 Schiff mit einem Schiffsrumpf
DE29510470.8 1995-06-28
DE29513759U DE29513759U1 (de) 1995-08-26 1995-08-26 Schiff mit einem flutbaren Schiffsrumpf
DE29513759.2 1995-08-26
DE19533000.5 1995-09-07
DE1995133000 DE19533000C2 (de) 1995-09-07 1995-09-07 Schiff mit einem Schiffsrumpf

Publications (1)

Publication Number Publication Date
WO1997001478A1 true WO1997001478A1 (fr) 1997-01-16

Family

ID=27438144

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE1996/001103 Ceased WO1997001478A1 (fr) 1995-06-28 1996-06-22 Navire avec une cale ou chambre des machines partiellement inondable

Country Status (1)

Country Link
WO (1) WO1997001478A1 (fr)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001094263A2 (fr) 2000-06-08 2001-12-13 Rhodia Chimie Procede de preparation de colloides de particules provenant de l'hydrolyse d'un sel d'un cation metallique
US7468413B2 (en) 2004-01-30 2008-12-23 Khodia Inc. Rare earth aggregate formulation using di-block copolmers
US7789160B2 (en) 2007-10-31 2010-09-07 Rhodia Inc. Addition of nonionic surfactants to water soluble block copolymers to increase the stability of the copolymer in aqueous solutions containing salt and/or surfactants
ITMI20110113A1 (it) * 2011-01-31 2012-08-01 Ferrari E Partners Di Ferrari Elena & C S A S Unita' flottante per la produzione di energia
US9428684B2 (en) 2007-10-31 2016-08-30 Rhodia Operation Addition of zwitterionic surfactant to water soluble polymer to increase the stability of the polymers in aqueous solutions containing salt and/or surfactants
EP2305555A4 (fr) * 2008-08-12 2017-01-11 Mitsubishi Heavy Industries, Ltd. Appareil de rétablissement du moment de redressement pour navire, et navire de transport d automobiles équipé de ce dernier

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE185844C (fr) *
US3797440A (en) * 1971-11-26 1974-03-19 Flume Stabilization Syst Open hull stabilizer
DE8704422U1 (de) * 1987-03-25 1987-06-25 Hagen, Peter, Prof. Dipl.-Ing., 4130 Moers Sicherheitsschottendeck
DE3733993A1 (de) * 1987-10-08 1989-04-27 Idea & Invent Ag Wasserfahrzeug
GB2210333A (en) * 1987-09-30 1989-06-07 Roger Philip Adams Deck construction
EP0459253A1 (fr) * 1990-05-18 1991-12-04 Politechnika Gdanska Bateau, notamment bateau ro-ro
DE4438431A1 (de) * 1994-10-28 1995-06-22 Michael Gros Stabilisierungssystem für Seeschiffe
DE29510470U1 (de) * 1995-06-28 1995-09-14 Loebnitz, Andreas, 47229 Duisburg Schiff mit einem Schiffsrumpf
DE29513759U1 (de) * 1995-08-26 1995-10-19 Loebnitz, Andreas, 47229 Duisburg Schiff mit einem flutbaren Schiffsrumpf
GB2294665A (en) * 1994-11-02 1996-05-08 Shatawy Ahmed Ahmed El RO-RO ship/ferry with buoyancy tanks to prevent capsizing

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE185844C (fr) *
US3797440A (en) * 1971-11-26 1974-03-19 Flume Stabilization Syst Open hull stabilizer
DE8704422U1 (de) * 1987-03-25 1987-06-25 Hagen, Peter, Prof. Dipl.-Ing., 4130 Moers Sicherheitsschottendeck
GB2210333A (en) * 1987-09-30 1989-06-07 Roger Philip Adams Deck construction
DE3733993A1 (de) * 1987-10-08 1989-04-27 Idea & Invent Ag Wasserfahrzeug
EP0459253A1 (fr) * 1990-05-18 1991-12-04 Politechnika Gdanska Bateau, notamment bateau ro-ro
DE4438431A1 (de) * 1994-10-28 1995-06-22 Michael Gros Stabilisierungssystem für Seeschiffe
GB2294665A (en) * 1994-11-02 1996-05-08 Shatawy Ahmed Ahmed El RO-RO ship/ferry with buoyancy tanks to prevent capsizing
DE29510470U1 (de) * 1995-06-28 1995-09-14 Loebnitz, Andreas, 47229 Duisburg Schiff mit einem Schiffsrumpf
DE29513759U1 (de) * 1995-08-26 1995-10-19 Loebnitz, Andreas, 47229 Duisburg Schiff mit einem flutbaren Schiffsrumpf

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001094263A2 (fr) 2000-06-08 2001-12-13 Rhodia Chimie Procede de preparation de colloides de particules provenant de l'hydrolyse d'un sel d'un cation metallique
US7468413B2 (en) 2004-01-30 2008-12-23 Khodia Inc. Rare earth aggregate formulation using di-block copolmers
US7789160B2 (en) 2007-10-31 2010-09-07 Rhodia Inc. Addition of nonionic surfactants to water soluble block copolymers to increase the stability of the copolymer in aqueous solutions containing salt and/or surfactants
US9428684B2 (en) 2007-10-31 2016-08-30 Rhodia Operation Addition of zwitterionic surfactant to water soluble polymer to increase the stability of the polymers in aqueous solutions containing salt and/or surfactants
EP2305555A4 (fr) * 2008-08-12 2017-01-11 Mitsubishi Heavy Industries, Ltd. Appareil de rétablissement du moment de redressement pour navire, et navire de transport d automobiles équipé de ce dernier
ITMI20110113A1 (it) * 2011-01-31 2012-08-01 Ferrari E Partners Di Ferrari Elena & C S A S Unita' flottante per la produzione di energia
WO2012104741A1 (fr) * 2011-01-31 2012-08-09 Studio Cichero Societa' Di Consulenza E Progettazione Tecnico-Navale A R.L. Unité flottante permettant une production d'énergie
CN103492262A (zh) * 2011-01-31 2014-01-01 咨询与设计海军技术奇凯罗工作室有限公司 用于产生能量的漂浮单元

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