Classifications

• • 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
  • B63B35/083—Ice-breakers
• • 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 
  • B63B3/00—Hulls characterised by their structure or component parts
  • B63B3/14—Hull parts
• • 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

Definitions

• the present invention concerns a device for icebreaking with icebreaking hull of ship.
• Kirby It was fitted with two propellers, one at the stern with a power of 1.4 M and one at the bow with a power of 1.14 MW for a total power of 2.54 MW.
• the lines and body plan of this ship are shown in Reference [Runeberg,
• the second Finnish icebreaker was built in Newcastle upon Tyne In 1898 and given the name Sampo, with a length of 61.6 m, a beam of 13.1 m, a draft of 5.56 m and a displacement of 2,050 tonnes. It was fitted with two propellers, one at the stern with a power of 1 MW and one at the bow with a power of 0.88 MW for a total power of 1.88 MW.
• the lines and body plan of this ship are shown in said Reference ["Steamers for Winter Navigation and Ice-breaking", Paper No. 3191 of the Proceedings of the Institution of Civil Engineers 1900] and are very much in accordance with Kirby' s design for the Great Lakes.
• the first icebreaker to be tested in the Arctic was the
• Dome Petroleum of Calgary, Alberta, Canada took delivery of the combined icebreaker, anchor handling tug and supply ship Kigoriak built at Saint John Shipbuilding & Dry Dock Co Ltd in New Brunswick, Canada. This ship was fitted with a blunt spoon shaped bow and a single
• the propulsion power is the same, 7 MW, before and after the conversion.
• the new bow resulted in a dramatic increase in the thickness of ice the ship is able to break at a speed of 3 knots, it increased from about 0.8 m to about 1.5 m.
• the open water speed remained unchanged at 16.1 knots even if the displacement had increased by about 25%.
• the ship motions in a sea state improved radically with the new bow although slamming increased .
• the main object of the present invention is to primarily solve the problem of, with a reasonable effect on the icebreaker in question, being able to break as wide a channel in the ice as is required and also efficiently be able to get the broken channel free from the majority of the broken ice.
• Figures 1 and 2 show two different three- dimensional views of a vessel having a device according to the present invention as seen obliquely from below from the stern and the stem, an upper hull part indicating element I and a lower hull part indicating element II, the upper element I at the deck showing a cantilever intended to decrease the risk of broken ice penetrating in onto the deck,
• Figures 3 and 4 show in principle the same views as Figures 1 and 2 but only the part of the upper element I that is situated underneath the water line, more precisely the part of the hull that contacts broken and unbroken ice.
• Figures 1-4 show a version of the ship where the main propellers by lines of shafting are driven by machineries mounted inside the lower element II and a version wherein the vertical side portions of the lower element II are running continuously along the entire element,
• Figure 5 shows a line drawing of the vessel as seen from above
• Figure 6 shows a line drawing of the vessel as seen from the side where it is seen how the inward inclining side portions amidships and at the afterbody are running parallel to the water line while they in the forebody are bent upwards since they are following the inclination of the flat bow portion,
• Figure 7 shows a line drawing of the vessel as seen from below indicating a version of the invention wherein the vertical side portions of the lower element II are not running continuously along the entire element but wherein they at the afterbody intersect a hull part that is more slender than the corresponding hull part of the mid ship,
• Figure 8 shows a body plan of the forebody of the vessel as seen from the front
• Figure 9 shows a body plan of the forebody of the vessel as seen from the stern
• Figure 10 shows a body plan of the afterbody of the vessel as seen from the stern where it is indicated how the full width of the bow provides a broken channel that is wider than the water line portions of the mid ship and the afterbody, which in turn decreases the friction between hull and ice and also contributes to the turning ability in ice by giving room for the afterbody to accelerate sideways until the upward breaking side portion contacts the unbroken ice to provide, by sideways icebreaking, a wider channel for the afterbody,
• Figures 11 and 12 show the line drawings presented in Figures 6 and 7 extended with propellers and rudders
• Figure 13 shows the wing or bow propeller as seen from the front
• Figure 14 shows the wing or bow propeller as seen from the side
• Figure 15 shows the wing or bow propeller as seen from above
• Figures 16-18 show how the forebody of the ship when moving ahead in unbroken ice transports the broken ice under the unbroken ice by the side of the ship.
• a new hull concept has been developed that consists of two elements 1,11 that functionally are totally different.
• the frame angle is zero - which breaks the ice and forces the broken pieces far enough down so that they may be transported sideways under the unbroken ice sheet on both sides of icebreaker.
• the lower element is wedge shaped at the bow and the stern and has vertical sides - the frame angle is 90 degrees against the horizontal - to efficiently push broken ice under the solid ice cover on both sides and also to provide support for propellers and rudders.
• the novel hull form combination presented in Figures 6,7 and 10 functions virtually in the same manner .
• the new hull form combination is also provided with a novel type of reamer as may be seen in Figures 5-10.
• Reamers used so far on icebreakers or icebreaking ships are located at or close to the intersection between bow and mid body in order to create a broken channel that is wider than the mid body, which thus is able to turn in this wider channel.
• the new type of reamer presented here covers the entire distance from the most forward portion of the bow all the way to the most aft portion of the stern.
• a cantilever may be introduced well above the water line as shown in Figure 18.
• FIG. 11-18 A propulsion configuration that augments the functions of the hull combination presented above is shown in Figures 11-18.
• the most radical novelty is to introduce bow propellers on icebreakers intended for operation in multi -year ice and to bring them back to icebreakers intended for operation in first year ice.
• the proposed bow propellers are, however, very different from bow
• the bow propellers in this invention operate very differently as the propeller stream is directed along the wedge and away from the mid ship portion of the lower hull as shown in Figures 11 and 12.
• the propeller stream is also directed upwards in order to meet the bottom of the upper hull at an angle and thus forcing the broken ice under the solid ice cover when operating in level ice. In ice conditions where there is more ice around the ship the propeller stream will be forced towards the stern where there is room for the broken ice.
• the transport of ice towards the stern will be augmented by the propeller streams of one or several pairs of wing propellers, as also shown in Figures 11 and 12.
• the propeller stream caused by the main propellers located at the aft end of the lower hull will provide room for the broken ice behind the ship. Without the ice transport caused by the bow and wing propellers the thick ice in ridges will remain where it has been broken by the icebreaker and will thus remain as a main obstacle for ships following the icebreaker.
• the bow and wing propellers shown here will distribute the ice ridge over a much larger distance and thus make it easier for the assisted ships to follow in the track opened up by the icebreaker.
• the configuration of the bow and wing propellers is shown in Figures 13-15.
• the propeller In order to achieve the necessary strength to withstand collisions with large and thick multi-year ice pieces the propeller is set at a fixed angle against the bottom of the upper hull which the propeller is flushing when the ship is processing in the forward direction.
• the nozzle is attached to a long extrusion fitted with a wing like portion at its leading edge in order to rotate large ice pieces away from the front of the nozzle.
• Protected by the nozzle is a
• controllable pitch propeller which is able to adjust the propeller pitch in such a manner that a constant propeller speed as well as the appropriate power level is maintained even when ice pieces are forced through the propeller disc.
• a body plan of the bow looking towards the stern is shown in Figure 8.
• a body plan of the bow looking towards the front is shown in Figure 9 and a body plan of the stern looking towards the front is shown in Figure 10.
• the width of the upper hull must always be wide enough to provide protection for the bow and wing propellers.
• the hull form combination presented in Figures 6-10 shows an upper hull which is about two times wider than the lower hull but the upper hull may be considerably wider than this in order to efficiently assist large ships. It should be noted that the maximum width of existing
• icebreakers is about 30 m which is considerably smaller than the beam of large cargo ships needing icebreaker assistance. The reason for this is that a conventional wedge shaped icebreaker with 60 m width and 12 m draft will push most of the broken ice below the bottom of the ship and into the propulsion machinery.
• the propulsion arrangement shown in Figures 11 and 12 includes two main propellers at the stern together with two large rudders, two wing propellers and two bow
• controllable pitch propellers have the disadvantage that if the pitch is reversed without also reversing the rotation direction then the reverse thrust will suffer as a portion of the blades will operate in the wrong direction at full reverse power. But when the propeller is driven by an electric motor then the rotation direction may easily be reversed causing the controllable pitch propeller to be as efficient as a fixed pitch propeller in the reverse direction.
• a device that is arranged for icebreaking with an icebreaking hull 2 of a ship 3 having a particular design of the hull 2. More precisely, a hull 2 is formed of two functionally separate elements I, II, which have different width B, D.
• An upper and wider element I is situated next to the water line 13 and is arranged for breaking of unbroken ice 14.
• a more slender element II situated under said element I is arranged for the transport of the broken ice 15 sideways and under the unbroken ice 14.
• the upper wider element I is provided with an essentially flat lower part portion of an inclining front part 10 and has a small frame angle a, preferably less than 15°, and which is arranged to break the ice 14 downwards when moving ahead F.
• the element I is provided with an
• stern part 12 which is provided with a small frame angle c, preferably less than 20° and which is arranged to break the ice 14 downwards when moving astern R. Furthermore, between the front part 10 and stern part 12, there is arranged an entirely flat lower portion 11, which is situated underneath the underside of the thickest level ice that the ship 3 is intended to break at
• the lower more slender element II is provided with essentially vertical side portions 7, 8, 9 and which at the stem 10 and at the stern 12 in the direction of travel has a wedge-shape of a small opening angle n,r, preferably less than 40°, when moving ahead F, thanks to the wedge-shape, being arranged to force the ice 15 broken thereby sideways and entirely or partly under the unbroken level ice 14, and when moving astern R, thanks to the wedge-shape, force the broken ice sideways along stern part 12 and lower portion 11 for decreasing the amount of ice to contact the main
• front part, lower portion, and stern part are, at the maximal width of the hull, accordingly provided with inward inclining side portions 4, 5 having a relatively great frame angle e to the water line, preferably between 45 and 60°, arranged to break the ice sideways and upwards when turning in
• the vessel is provided with at least two wing propellers 18, which are mounted at the bottom of the side portions 8 of the more slender element II of the hull, and which are directed so that the propeller stream upwards at a small angle u, preferably less than 10°, hits lower portions 11 of the upper element I in order to, in that connection, when moving ahead F accelerate the broken ice 15 aftwards and prevent the same ice from contacting the main propellers 19 of the ship.
• a small angle u preferably less than 10°
• the vessel is provided with at least two bow propellers 17, which are mounted at the bottom of the forward side portions 7 of the lower more slender element II directed in such a way that the propeller stream upwards at a small angle s, preferably less than 10°, and sideways at a small angle x, preferably half of the opening angle n, hits the lower portion 11 of said wider element I, so as to, when moving ahead F, in level ice accelerate the ice 15 broken thereby sideways under unbroken ice 14 and thereby essentially or entirely make the broken channel behind the ship 3 ice-free when operating in level ice and at continuous speed.
• the propeller stream created by the bow propellers 17 is directed astern, wherein the same, together with the propeller stream directed astern and created by the wing propellers 18, moves the major part of the ice ridge to the area abaft the vessel and which accordingly is spread over a larger area and decreases the ice resistance for trailing vessel.
• the wing and bow propellers 17, 18 are mounted on an extrusion 21 to decrease the contact of the propeller stream with the vertical side portions 7, 8 and a wing-like projecting element 22, preferably having a side length that at least extends to the centre of the propeller, is arranged in front of the wing and bow propellers 17, 18, to provide, together with the extrusion 21, rotation of broken ice-floes 15 and prevent the same from blocking the propellers 17, 18.
• Propellers 17, 18 are arranged to rotate on a point of support at the sides of the vessel in ways which allow directing the propeller stream forwards or aftwards, upwards or downwards.
• the main propellers 19 of the vessel are arranged to be rotated on points of support below the stern of the vessel in ways which allow directing the propeller stream forwards F or aftwards R, and arbitrarily towards both sides, which makes that the rudders 20 can be eliminated.
• the driving propellers 19 of the vessel are arranged to be driven by means of shaft from a propulsion machinery, which is situated in front of said propellers 19 in said lower more slender element II.
• a cantilever 23 is provided, which decreases the risk of broken ice ending up on the deck 30 of the ship.

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• Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Ocean & Marine Engineering (AREA)
• Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
• Pharmaceuticals Containing Other Organic And Inorganic Compounds (AREA)
• Structures Of Non-Positive Displacement Pumps (AREA)
• Production, Working, Storing, Or Distribution Of Ice (AREA)
• Hydraulic Turbines (AREA)
• Screw Conveyors (AREA)
• Pyrane Compounds (AREA)

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Citations (5)

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• 2014
  • 2014-05-08 SE SE1450545A patent/SE537962C2/sv not_active IP Right Cessation
• 2015
  • 2015-04-16 WO PCT/SE2015/050442 patent/WO2015171042A1/en not_active Ceased
  • 2015-04-16 US US15/309,442 patent/US20170174295A1/en not_active Abandoned
  • 2015-04-16 FI FI20165752A patent/FI20165752A7/sv not_active IP Right Cessation
  • 2015-04-16 RU RU2016141593A patent/RU2016141593A/ru not_active Application Discontinuation
  • 2015-04-16 CA CA2947691A patent/CA2947691A1/en not_active Abandoned
• 2016
  • 2016-10-05 NO NO20161594A patent/NO20161594A1/en not_active Application Discontinuation
  • 2016-10-18 DK DKPA201670822A patent/DK201670822A1/en not_active Application Discontinuation

Patent Citations (5)

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