Key information

Title
Cover for thruster tunnels or similar openings in a ship hull
Application number
20170918
Case type
National
Status
17.06.2019 Patent meddelt (B1)
Filed
06.06.2017
Effective date
06.06.2017
Publicly available
07.12.2018
Next annual fee due
30.06.2027
Applicant
NSH SOLUTIONS AS (NO)
Owner
NSH SOLUTIONS AS (NO)
Inventor
Nils Filip Adam Bengtsson (NO)
Agent
ACAPO ONSAGERS AS (NO)
Granted
17.06.2019
Patent number
343833
Expiry date
06.06.2037

Abstract and drawing

Disclaimer: This text has been machine-scanned and may contain errors – please refer to "Publications" for legally binding content.
A cover for thruster tunnels or similar openings in a ship hull (10), wherein one or more flaps (20) are anchored in or adjacent to an outlet of a tunnel (12) is disclosed, characterized in that each flap is anchored in an attachment (30) relative the outlet, and is enabled to be forced by water pressure to take a position aligned with the hull to cover the whole or part of the outlet of said tunnel (12) when the ship advances in the sea. Preferably each flap may bend or pivot to both sides of the attachment (30), and is enabled to take said position due to a difference in pressure inside (24) / outside (22) of the flap occurring when the ship advances in the sea generating a water flow thus providing a force component acting on the flap. Furthermore each flap (20) is enabled to be forced by water pressure from the thruster to take a position extending mainly perpendicular to the hull surface when the thruster is activated.

Publications

B1A1
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Documents

 Expand Download files (42)
Date
 Date Doc. No. Process Case number In/Out Journal description To/from
 10.09.2019 19-01 Saksbehandling 20170918 INN PT Registreringsbrev Nasjonal Patent(rettelse)
03.09.2019 18-02 Saksbehandling 20170918(343833) INN P16958NO00-registreringsbevis ACAPO AS
 03.09.2019 18-01 Saksbehandling 20170918(343833) INN Korrespondanse (Hovedbrev inn) ACAPO AS
 19.06.2019 17-01 Saksbehandling 20170918 UT PT Registreringsbrev Nasjonal Patent (15) (PT20170918)
07.05.2019 16-01 Saksbehandling 20170918 UT PT Varsel om betaling av første årsavgift (3317) (PT20170918)
03.05.2019 15-01 Saksbehandling 20170918 UT Intention to grant ACAPO AS
 21.01.2019 14-05 Saksbehandling 20170918 INN Hovedbrev ACAPO AS
 21.01.2019 14-04 Saksbehandling 20170918 INN Beskrivelse ACAPO AS
 21.01.2019 14-03 Saksbehandling 20170918 INN Krav ACAPO AS
 21.01.2019 14-02 Saksbehandling 20170918 INN Beskrivelse med sporing ACAPO AS
 21.01.2019 14-01 Saksbehandling 20170918 INN Korrespondanse (Hovedbrev inn) ACAPO AS
 17.11.2018 13-01 Saksbehandling 20170918 UT Realitet patent ACAPO AS
 13.09.2018 12-04 Saksbehandling 20170918 INN Krav ren ACAPO AS
 13.09.2018 12-03 Saksbehandling 20170918 INN Hovedbrev ACAPO AS
 13.09.2018 12-02 Saksbehandling 20170918 INN Krav merket ACAPO AS
 13.09.2018 12-01 Saksbehandling 20170918 INN Korrespondanse (Hovedbrev inn) ACAPO AS
 03.09.2018 02-01 Overdragelse av søknad/rettighet 2018/11124 UT GH Forespørsel ACAPO AS
 23.08.2018 01-03 Overdragelse av søknad/rettighet 2018/11124 INN Overdragelsesdokument ACAPO AS
 23.08.2018 01-02 Overdragelse av søknad/rettighet 2018/11124 INN Fullmakt ACAPO AS
 23.08.2018 01-01 Overdragelse av søknad/rettighet 2018/11124 INN Generell henvendelse ACAPO AS
 14.05.2018 11-03 Saksbehandling 20170918 UT JP S5229094 A engelsk oversettelse
14.05.2018 11-02 Saksbehandling 20170918 UT PT report 09:06:43
14.05.2018 11-01 Saksbehandling 20170918 UT Realitet patent ACAPO AS
 12.04.2018 10-02 Saksbehandling 20170918 INN Hovedbrev ACAPO AS
 12.04.2018 10-01 Saksbehandling 20170918 INN Korrespondanse (Hovedbrev inn) ACAPO AS
 13.03.2018 09-04 Saksbehandling 20170918 INN Krav merket ACAPO AS
 13.03.2018 09-03 Saksbehandling 20170918 INN Hovedbrev ACAPO AS
 13.03.2018 09-02 Saksbehandling 20170918 INN Krav ren ACAPO AS
 13.03.2018 09-01 Saksbehandling 20170918 INN Korrespondanse (Hovedbrev inn) ACAPO AS
 31.12.2017 08-03 Saksbehandling 20170918 UT JPS513597Y english
31.12.2017 08-02 Saksbehandling 20170918 UT PT report 06:46:20
31.12.2017 08-01 Saksbehandling 20170918 UT Realitet patent Acapo AS
 08.12.2017 07-01 Saksbehandling 20170918 UT Generelt Brev Patent Acapo AS
 05.12.2017 06-01 Saksbehandling 20170918 INN Korrespondanse (Hovedbrev inn) Acapo AS
 20.11.2017 05-01 Saksbehandling 20170918 INN Korrespondanse (Hovedbrev inn) Acapo AS
 15.06.2017 04-02 Saksbehandling 20170918 INN Fullmakt Acapo AS
 15.06.2017 04-01 Saksbehandling 20170918 INN Korrespondanse (Hovedbrev inn) Acapo AS
 08.06.2017 03-01 Saksbehandling 20170918 UT Formalia 1 Acapo AS
 07.06.2017 02-01 Saksbehandling 20170918 INN Korrespondanse (Hovedbrev inn) Acapo AS
 06.06.2017 01-03 Saksbehandling 20170918 INN figures Acapo AS
 06.06.2017 01-02 Saksbehandling 20170918 INN Beskrivelse Acapo AS
 06.06.2017 01-01 Saksbehandling 20170918 INN Søknadsskjema Patent Acapo AS

Description, claims and drawings

Disclaimer: This text has been machine-scanned and may contain errors – please refer to "Publications" for legally binding content. Description
Field of the inventionThe present invention relates to a cover for thruster tunnels or similar openings in a ship hull, wherein one or more flaps are anchored in or adjacent to an outlet of a tunnel, as appearing in the preamble of the following claim 1.Background of the invention.Tunnel thrusters are a type of propulsion machinery, generally mounted in the forward and aft end of a ship to help in better maneuverability at lower speeds. They are generally used for maneuvering the vessel in coastal waters or while entering or leaving a port. Tunnel thrusters also help in assisting tug boats in berthing the ship and will often eradicate the need for more tugs while leaving and entering a port. This saves time and money for the shipping company. Thrusters are also used on for dynamic positioning at sea.Thrusters placed in the forward end is known as bow thrusters and thrusters placed in the aft end is known as stern thrusters. The required number of thrusters installed depends on several of parameters such as length of the ship, position of the thrusters etc.However, installation of thrusters also have downsides as the thruster tunnel openings create turbulence of the water flow alongside the hull causing substantial resistance leading to increased fuel consumption and increased environmental impact. This also applies to other types of openings of hulls giving rice to increased hull resistance, such as recesses for stabilizers and ballasting system.As fuel economy is linked to hydrodynamic design, this will be an important parameter in future ship design. Success in hydrodynamic design is therefore a key topic for environmental friendly solutions and to be able to compete in a future market.There are several of aspects contributing to a good hydrodynamic design where one is to minimize any resistance generated by water flow over the hull shape and in particular areas of openings such as of thruster tunnels.Patent publications JP S513597, JP S6160391, and KR 20150145569 all describe covers for thruster tunnels in a ship hull. However, none of these covers will return to their position along the ship hull when the thruster is shut down, and turbulent flow along the ship hull is still a problem. Objects of the present inventionPurpose of the invention is to reduce hull resistance in the area of thruster tunnels or other openings to reduce the total fuel consumption and its environmental impact.To achieve this, the main purpose is to provide new equipment which can be mounted in areas as mentioned above. In case of failure the new equipment shall not result in an increased risk of critical impacts and additional maintenance shall be kept to a minimum.Summary of the inventionThe cover of the invention is characterized in that each flap (20) is fastened to its associated bar (30) by one of:its inner end is rigidly mounted and clamped into a recessed channel or similar (32) along the bar (30), in that the flexibility is in the flap itself enabled to bend about its mounting to the bar,its inner end is mounted to the bar (30) with a hinge (34), in that the main pivot flexibility is made by the hinge including a torsional spring unit to bring the flap back into an aligned normal position (N), orits inner end is mounted to the bar by a removable clamping structure (36) in that flexibility is in the flap itself, letting the flap adopt to any forces acting on it by bending / pivoting out / in of the opening/tunnel outlet.According to another preferred embodiment the flap is enabled to take said position due to a difference in pressure inside / outside of the flap occurring when the ship advances in the sea generating a water flow thus providing a force component acting on the flap.Preferably flap is enabled to be forced by water pressure from the thruster to take a position extending mainly perpendicular to the hull surface when the thruster is activated.The attachment is a fixed bar structure adjacent the opening of the hull structure, and the flap is anchored to the bar structure to take said aligned position as a normal position N. The further preferred embodiments of the cover structure appear in the following dependent claims 4-10.By using coverage of hull openings in form of one or several of flaps attached in one end to a grid but which freely can rotate of its attachment both in and out of the opening and be able to return to its original shape and position, fluid can pass with less effort and cause less hull resistance.During sailing a higher flow velocity is generated on the outside of the flap than on the inside of it. This higher velocity give rise to a lower pressure on the outside than on the inside which causes a difference in pressure. This difference in pressure results in an outward force acting on the flap which during sailing causes the flap to align itself with the hull even though it is not fully supported, minimizing the negative effect of the opening.Flaps are designed to regain their original shape after being exposed to any external force. An example of such external force would be the effect from a tunnel thruster, forcing flaps to rotate / bend.Equipment is designed to assure flaps do regain their original position which is not a given position and may vary from case to case to assure they are as parallel with the hull and water flow as possible during sailing.Description of the diagramsEmbodiments of the cover for thruster tunnels or similar openings of present invention will now be described, by way of example only, with reference to the following diagrams:Figure 1 shows a horizontal plan section of the bow hull section of a ship, including a transverse thruster tunnel through the hull section.Figure 2 shows an enlarged plan view of the thruster tunnel opening as shown by the encircled area of figure 1, wherein a number of flaps of the invention is mounted, forming the pivotable cover according to the invention.Figure 3 shows the principle of fluid flow along upper and lower surfaces of a wing shaped section. Figures 4A, 4B, 4C show three plan views of different embodiments of anchoring a flap to its associated grid bar.Figure 5 shows an enlarged horizontal plan section of a bow thruster tunnel including a thruster propeller and flaps of the present invention and the pivoted position of said flaps when the thruster moves the ship bow to port side P.Figures 6A-7A and 6B-7B show four different flap patterns with and without mutual flap overlap, respectively.Description of preferred embodiments of the inventionFigure 1 shows a horizontal plan section of the bow hull section 10 of a ship, including a transverse thruster tunnel 12 extending through the hull section 10 below the water line. Figure 2 is an enlarged plan view of the encircled area A of figure 1, and shows a number of flaps 20 each anchored to its intended straight grid bar 30 which is arranged adjacent and close to the outlet 14 structure of the tunnel 12. Each end of the tunnel 12, i.e. port P and starboard S sides of the ship comprises such assembly of grid bars 30 and associated flaps 20. Arrows F1 represent the water flow along the hull side. As explained below the entire grid pattern may be vertically mounted, but can also be slightly curved to better suit with the flow pattern and to assure that the effect from flaps are optimized.Each flap 20 is enabled to pivot or deflect about an axis X through said bar 30 structure, as particularly shown in three embodiments in figure 4.The main purpose of the invention is to cover any opening by an arrangement of freely rotated flaps which adopt to a position as parallel with the hull and water flow F1 as possible during sailing. This feature is obtained by utilizing the different pressures occurring on the outside 22 and inside 24 surfaces of each flap 20 when the flap structure of the invention covers both outlets of a thruster tunnel and the ship advances in the sea. Principle of this phenomenon is illustrated in figure 3, showing a geometry with a curved outer surface and an inner surface which is flat.Due to the illustrated geometry in figure 3 and the ship moving in direction D, the water flow path F1 along the curved outside of the wing is longer than at the inside F2 of the wing. This means a higher flow velocity over the outside and thus a lower pressure than on the inside surface of the wing. This pressure difference generates an outward force that tends to push the wing outwards instead of it being forced into the opening.The flap 20 may exhibit a curved wing shape as in figure 3. The above pressure situation also applies to a more straight flap (wing) surface due to the fact that the velocity of the water flow is less inside the opening than on the outside when the ship advances in the sea, giving rise to a difference in pressure.The established pressure conditions as illustrated in figure 3, will assist to keep the wing parallel with the hull and to let water pass along the hull side with less effort and cause less turbulence giving rise to reduced hull resistance.Figures 4 A-C show different embodiments of anchoring a flap 20 inner edge 21 to its associated grid bar 30. The flap position N represents the neutral position which in this case is the same position as during sailing, where the flap 20 outer surface 22 is in line with the hull 10 surface, i.e. in line with the water flow F1. The flap position 26 indicates that the flap extends out of the tunnel 12, transverse of the hull 10 side. Position 28 means that the flap 20 bends into tunnel 12.There is a fourth possible position of the flap, as shown by 29 in figure 4A. When the ship reverses the flaps 20 are subjected to forces that may bend and pivot the flaps in the forward direction towards the bow.Examples of fastening channel principles are the following;Figure 4A: Each flap 20 is rigidly mounted and clamped into a recessed channel or similar 32 along on the grid bar 30. The flexibility is in the flap itself, letting the flap adopt to any forces acting on it by bending or flexing out/in of the tunnel 12 outlet 14. The flap is preformed to have a neutral position N as much in line with the shape of the hull as possible.Figure 4B: Each flap 20 is mounted to the grid bar 30 with some sort of mechanical hinge 34. The main pivot flexibility is made by the hinge, letting the flap adopt to any forces acting on it by rotating out / in of the tunnel outlet. The hinge 34 will include a torsional spring to bring the flap back into the neutral position N. Figure 4C: This fastening shows the flap mounted rigid to the grid bar by a removable clamping structure 36. The flexibility is in the flap itself, letting the flap adopt to any forces acting on it by rotating out / in of the tunnel outlet. The flap is preformed to have a neutral position N as much in line with the shape of the hull as possible.Fastening of the flaps to the grid bar 30 as described above and as shown in sketches, are more or less continuous along the full length of the grid. Fastening solution principle may vary from case to case to be able to reduce as much of the hull resistance as possible.The grid bars 30, five of them shown in figure 5, are arranged mutually in parallel to anchor the flaps 20. As shown in figure 4, each bar 30 of the grid is preferably rectangular in the plan cross section, in order to obtain a sufficient rigid grid structure. However, a more cylindrical shape is also possible.Figure 5 shows an enlarged horizontal section of a bow thruster tunnel including the flaps of the present invention, and the pivoting positions of said flaps when the thruster moves the bow in direction S2 to port side P by means of the thruster 50. As shown each flap 20 on port side P pivots or bends into the tunnel opening/outlet 14 -position 28 - forced by the thruster suction of seawater, while the flaps 20 on the starboard side S pivot in a direction transverse out of the tunnel (position 26), both forced by the thruster 50 ejection of seawater. Compare with figure 2 where the ship moves forward D, and the four flaps 20 together cover the tunnel entrance 14.When several of flaps 20 are used in line with each other, represented by the five flaps 20 in figure 5, an overlap is here shown to obtain a smoother surface over which water will flow when the ship is moving D forward which is an alternative to have a gap between each. The tip end edge 25 of one flap 20 rests onto the base (the anchoring stem) of the next flap in the row.The top edge 27a (figures 6-7) of each flap 20 adjacent the curved shape of the tunnel opening, may be curved similarly and also the bottom edge 27b of the lowermost flaps are curved similarly. By this shape, the total surface of the flaps adopts to majority of the area of the tunnel outlet mouth, on each side of the tunnel. Figures 6B-7B show the alternative version where there is no similar flap overlap. Thus there is a gap G between two neighboring flaps in the rowFigure 7A and 7B shows another alternative flap arrangement, where each coverage is composed of two or more flap-sections 20a, 20b, 20c, one assembled above/over the other connected to on the same grid bar 30.With reference to figure 4A, the flap is enabled to bend or pivot over an angle of about 270⁰, representing the angle span between the extreme flap positions 28 and 29 according to the invention.Each flap 20 is made of a flexible material, for example a reinforced elastomer / polymer, a rubber material or other suitable material. Also a hinged flap partly made out of a metal plate is possible. The flap is designed to regain its original shape at all time and to adopt to external forces. An example of such external forces would be the effect from the tunnel thruster.The shape of the hull 10 indicated on figures may vary depending on where the opening or thruster tunnel 12 is located on the ship. In this patent application, the hull 10 is mostly illustrated as a straight plane to easier illustrate the invention / philosophy itself. Shape of the hull 10 could adopt much more complex shapes and may vary from case to case.The diameter and length of thruster tunnel 12 may vary in size depending on type of ship and required thruster 50 size/effect. The diameter may vary from approximately 100 - 4000 mm based on current tunnel thrusters.A summary.The purpose of the mutually parallel grid bars 30 is to provide a rigid structure on which the flaps 20 are mounted. However, thruster tunnels 12 are generally equipped with grids in the tunnel openings to protect the thruster propulsion units 50, such as a propeller or other propulsion unit in the tunnel, from external objects acting in the area. The entire grid pattern does not necessarily have to be vertically mounted and can also be slightly curved to better suit with the flow pattern and to assure that the effect from flaps are optimized. The most important parameter of the flaps is to reduce hull resistance when sailing by engaging a position which is as parallel with the hull and water flow as possible. Furthermore, the flaps must be flexible and behave accordingly when using the thruster and regain to its original shape and position when the thruster is stopped.When reversing the ship while said thruster system is operating or not, the flaps are not meant to contribute to less hull resistance but shall be able to rotate in direction of the fluid flow, i.e. in the forward direction 29 along the hull surface towards the bow, as shown by flap position 29 on figure 4A, without being damaged.When operating the internal thruster propulsion unit 50 each flap 20 adjacent to the two entrances 14 of the tunnel bends or pivots due to the external force raised by water flow of the propulsion unit, in that each flap adjacent the one entrance to the tunnel 12 pivots into (28) the tunnel, while each flap adjacent the opposite entrance to the tunnel 12 pivots out of (26) said tunnel and mainly in transverse of the hull side.In case of failure the new equipment shall not result in an increased risk of critical impacts and additional maintenance shall be kept to a minimum.
Claims
PATENT CLAIMS.1. Cover for thruster tunnels or similar openings in a ship hull (10), comprising one or more flaps (20) anchored in an attachment structure adjacent in or adjacent to an outlet of said tunnel (12), and each flap may pivot to both sides of its attachment when subjected to a water flow out of or into of said tunnel (12), characterized in that each flap (20) is fastened to its associated bar (30) by one of:its inner end being rigidly mounted and clamped into a recessed channel (32) or similar along the bar (30), in that the flexibility is in the flap itself enabled to bend about its mounting to the barits inner end is mounted to the bar (30) with a hinge (34), in that the main pivot flexibility is made by the hinge including a torsional spring unit to bring the flap back into an aligned normal position (N), orits inner end is mounted to the bar by a removable clamping structure (36) in that flexibility is in the flap itself, letting the flap adopt to any forces acting on it by bending / pivoting out / in of the opening/tunnel outlet.2. Cover for thruster tunnels according to claim 1, characterized in that the flap is enabled to take a position due to a difference in pressure inside / outside of the flap occurring when the ship advances in the sea generating a water flow thus providing a force component acting on the flap.3. Cover for thruster tunnels according to any of the preceding claims, characterized in that the flap is enabled to be forced by water pressure from the thruster to take a position extending mainly perpendicular to the hull surface when the thruster is activated.4. Cover for thruster tunnels according to any one of claims 1-4, characterized in that flap (20) may bend or pivot between a position (28) extending into the opening, and a position (26,29) extending out of the hull surface, and in particular over a range of about 90 (N-28) to about 180⁰ (N-29) of a normal position (N).5. Cover for thruster tunnels according to any of the preceding claims, characterized by two or more flaps (20) each attached to its associated grid bar, where either:the tip end edge (25) of one flap (20) rests onto the base of the anchoring bar stem of the next flap in the row creating an overlap, ora gap G exists between the tip end edge (25) of one flap (20) and the anchoring bar stem of the next flap in the row.6. Cover for thruster tunnels according to any of the preceding claims, characterized in that each flap (20) is composed of two or more flap-sections (20a,20b,20c), assembled above/over each other connected to the same bar (30).7. Cover for thruster tunnels according to any of the preceding claims, characterized in that the top edge (27a) of each flap (20a) adjacent the curved shape of the opening is curved similarly, and also the bottom edge (27b) of the lowermost flaps (20c) are curved similarly.8. Cover for thruster tunnels according to any of the preceding claims, characterized in that in a cross section each flap exhibits either a geometry similar to a wing having a curved outer surface (22) and a more flat inner surface (24) or a geometry having a less curved or flat outer surface and also an inner surface which is more flat.9. Cover for thruster tunnels according to claim 1, characterized in that each flap (20) is made of a flexible material or partly a metal plate.10. Cover for thruster tunnels according to claim 9, characterized in that said flexible material is a reinforced elastomer / polymer, a rubber material or other suitable material.Patentkrav1. Deksel for thrustertunneler eller lignende åpninger i et skipsskrog (10), omfattende en eller flere klaffer (20) forankret i en feste-struktur i eller tilstøtende et utløp av nevnte tunnel (12), og hvor hver klaff kan dreie til begge sider av innfestingen når det eksponeres for en vannstrøm ut eller inn av nevnte tunnel (12), karakterisert ved at hver klaff (20) er festet til dens tilhørende stang (30) ved en av de følgende:- dens indre ende er fast montert og klemt i en utsparet kanal (32) eller lignende langs stangen (30), fleksibiliteten er i selve klaffen som kan bøyes om monteringen til stangen,- dens indre ende er montert til stangen (30) med et hengsel (34), hoveddelen av dreie-fleksibiliteten er i hengselen, inkludert en torsjonsfjær for å føre klaffen tilbake til en innrettet normalposisjon (N), eller- dens indre ende er montert til stangen ved en løsbar klemme-struktur (36), fleksibiliteten er i selve klaffen, og tillater at klaffen tilpasses krefter som virker på den ved å bøye/dreie ut/inn av åpningen/tunnelutløpet.2. Deksel for thrustertunneler i samsvar med krav 1, karakterisert ved at klaffen kan innta en posisjon på grunn av en trykkforskjell innenfor/utenfor klaffen som oppstår når skipet går fremover i sjøen og genererer en vannstrøm som derved framskaffer en kraftkomponent som virker på klaffen.3. Deksel for thrustertunneler i samsvar med et av de foregående krav, karakterisert klaffen kan tvinges av vanntrykket fra thrusteren til å innta en posisjon hvor den strekker seg hovedsakelig vinkelrett på skrog-overflaten når thrusteren er aktivert.4. Deksel for thrustertunneler i samsvar med et av kravene 1-3, karakterisert ved at klaffen (20) kan bøyes eller dreies mellom en posisjon (28) som strekker seg inn i åpningen, og en posisjon (26,29) som strekker seg ut av skrog-overflaten, og særlig over et område på omtrent 90 (N-28) til omtrent 180⁰ (N-29) i forhold til en normalposisjon (N).5. Deksel for thrustertunneler i samsvar med et av de foregående krav, karakterisert ved at to eller flere klaffer (20) hver er festet til dens tilhørende gitterstang, hvor enten:endekanten (25) på en klaff (20) hviler på basen av den forankrende stangstammen av den neste klaffen i raden, og danner et overlapp, ellerdet er et gap G mellom endekanten (25) av en klaff (20) og den forankrende stang-stammen av den neste klaffen i raden.6. Deksel for thrustertunneler i samsvar med et av de foregående krav, karakterisert ved at hver klaff (20) er satt sammen av to eller flere klaff-seksjoner (20a,20b,20c), som er montert ovenfor/over hverandre, forbundet til den samme stangen (30).7. Deksel for thrustertunneler i samsvar med et av de foregående krav, karakterisert ved at den øvre kanten (27a) av hver klaff (20a) tilstøtende den buede formen av åpningen, er buet tilsvarende, og også at den nedre kanten (27b) av de laveste klaffene (20c) er buet tilsvarende.8. Deksel for thrustertunneler i samsvar med et av de foregående krav, karakterisert ved at tverrsnittet av hver klaff enten oppviser en geometri lignende en vinge med en kurvet ytre overflate (22) og en mer flat indre overflate (24) eller en geometri som har en mindre kurvet eller flat ytre overflate og også en indre overflate som er mer flat.9. Deksel for thrustertunneler i samsvar med krav 1, karakterisert ved at hver klaff (20) er framstilt av et fleksibelt materiale, eller delvis en metallplate.10. Deksel for thrustertunneler i samsvar med krav 9, karakterisert ved at det fleksible materialet er en forsterket elastomer/polymer, et gummimateriale eller et annet hensiktsmessig materiale.
Drawings

Priority

No priority

Patent classes

IPC classesB63H 25/42CPC classesB63H 25/42

Citations

JP S513597 Y1 (Y1)JP S6160391 A (A)KR 20150145569 A (A)JP S5229094 A (A)

Applicants, owners and inventors

Owners
NSH SOLUTIONS AS
Laksevågneset 12 5160 LAKSEVÅG NO (BERGEN Municipality, Vestland county)Org. number: 920067603Inventors
Nils Filip Adam Bengtsson
c/o North Sea Handling AS Laksevågneset 12 5160 LAKSEVÅG NO (BERGEN Municipality, Vestland county)

Agent

ACAPO ONSAGERS AS
ACAPO ONSAGERS AS

Org. number: 932214636

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Open in The Brønnøysund Register Centre
Edvard Griegs vei 1 5059 BERGEN NO (BERGEN Municipality, Vestland county)
Org. number: 932214636
Reference: P16958NO00

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