EP4642683A1 - High stability and low wave resistance vessel - Google Patents

Abstract

The invention is a vessel (A) that reduces sea-borne wave loads and ship-borne wave resistance to minimum levels in all marine vessels in displacement and semi-displacement speed class, and its feature is; Balance hulls (100), which are separated from the deck (300) by means of connecting arms (101), balance hulls (100), displacement hulls (200) that are separated from the deck (300) by bearer construction (201), and from said balance hulls (100), displacement hulls (200) and a deck (300), which is separated from the sea surface, providing accommodation or passenger and cargo transport.

Description

HIGH STABILITY AND LOW WAVE RESISTANCE VESSEL

Technical Field

The invention relates to a new vessel, which is a hybrid mixture of ship and floating platforms, which reduces seaborne wave loads and ship-borne wave resistance to minimum levels for vessels in displacement and semi-displacement speed class.

Prior Art

All vessels are basically exposed to two types of wave effects. These;

1 . Sea origin waves formed by the force of wind, tsunami and the movements of other ships.

2. They are the waves originating from the vessels own movement

Sea-based waves cause ship movements with 6 degrees of freedom, which are undesirable but occur in all vessels. (Translation, fore-and-aft hitting, roll, sway...) (see figure-8).

The effects of sea-originated waves on the maritime sector can be listed as follows;

All design and calculations are based on the wave structures and wave sizes in which the vessel will operate (Lake, river, coastal seas, open sea, ocean).

In ship strength calculations, wave crest - wave trough problems, 10-year - 20-year wave calculations, impact effects and fatigue problems of the construction are taken into account.

Sea wave conditions affect all maritime businesses. Such as canceling cruises, changing the current route, constantly changing the route in port-starboard directions so that the waves are not beaten by claret red.

In rough seas, the fuel consumption increases as the route has to be constantly broken in the port starboard direction or the route changes up and down with the fore-and-aft strike movement, increasing the total distance traveled.

Seasickness of the passengers by negatively affecting the cruising comfort. With the increase in the sea situation, the cancellation of safe navigation, capsizing, hitting the shore, waiting in the port, causing loss of life and property.

In military vessels, air craft adversely affect the ability to land and take off safely on the deck,

Offshore structures, interruptions in high sea conditions and general operational safety problems.

These negative effects of sea-originated waves decrease as hulls go deeper from the sea surface. At a depth of 50% of the wavelength of a wave, the energy of the wave is reduced to 4%. For example, submarines are not affected by the waves on the sea surface when they are at a sufficient depth. Oil platforms, where most of the displacement is deep enough, are also designed to be minimally affected by wave movements on the sea surface.

As ships move on the sea surface, ship-based waves are formed when a part of the water mass they move pushes above sea level. In the meantime, the ship has to do work against gravity and wave resistance occurs. This wave resistance, which depends on the underwater hull form, depth of the ship's hull and ship speed, is directly proportional to the ship's speed and inversely proportional to the depth. For example, in displacement ships(Fn<0.4), between 10% and 50% of the total resistance is wave resistance. (Total resistance = Friction R. + Viscous Pressure R. + Wave R.). In semi-displacement boats ships (0.4<Fn<1.1 ), 50% to 80% of the total resistance is wave resistance. Wave resistance is above 80% in planning hull boats (High speed)(1 ,1 <Fn). However, as a feature similar to sea-based waves, the resistance of ship-borne waves decreases as ship hull go deeper from the sea surface. For the same example, the wave resistance of submarines is almost non-existent.

Vessels have evolved over time to reduce these two effects of the wave and have been customized for different missions. These improvements are generally based on two methods. These methods have been realized by either spreading the ship's hull on the sea surface (decentralizing) according to the technical possibilities, or by lowering it into the sea depths. Thus, especially in fast (semi-displacement) ships, catamaran (Double Hull), Trimaran (Three Hull), Multi Hull (Multi hull) hull forms are used instead of the classical single hull. As the number of hulls increases, the wave resistance and viscous pressure resistance decrease, while other resistance components (friction resistance etc.) and dynamic problems increase, so the final ship form is determined by different calculations and approaches. Again, in medium speed, special purpose Swath (Small waterplane area twin hull) style ships and offshore floating platforms, designs have been developed in which the volume on the water surface is reduced and the hull is lowered deeper. The hydrofoil (fin) technology developed for high-speed (planing hull) boats operating entirely on hydrodynamic principles is not in the application area of the invention as a field of use. These improved ship forms, which will be briefly listed below, are patented.

Related patents found in the patent search for the Prior Art;

The patent numbered US7040244B1 basically includes an innovation that separates the displacement hulls of swath-shaped ships from the deck by volume. With this volumetric separation, it aimed to reduce the wave resistance. The main innovation in our invention is to define the concept of balance hulls together with displacement hulls, as in this patent, and to separate these balance hulls from both the deck and displacement hulls in volume. In other words, it is about defining three sections, not two sections, and separating these three sections from each other in terms of volume. By separating these three sections from each other, each section gives the opportunity to be optimized within and between each other, and much more efficient results can be achieved in every respect. But in this patent, only the depth and volume of the displacement hulls can be optimized. Again, in this patent, it is aimed only to reduce the wave resistance and increase the efficiency of the propeller. However, the main objectives of our invention are primarily to increase the stability values in rough sea conditions. Secondly, there is a similar way of reducing the wave resistance and increasing the propeller efficiency. Finally, the usage area of this patent is similar to the usage area of our invention. Both are used for semi-displacement ships. However, in this patent, since there are no dynamic stability advantages, yachts suitable for open seas cannot be built, passenger ships carrying passengers cannot be built without canceling the voyage in windy weather, small aircraft carriers that can land and take off by aircrafts cannot be built, platform/ships with very high stability cannot be built.

Patent number US4981099A is used for planning hull (high speed) boats where hydrofoil fins support the lift force. Here, part of the support provided by the hydrofoil fins to the lift force is covered by the patented tubes immersed in the water. These tubes support both the hydrostatic force thanks to their displacement and the hydrodynamic force when accelerating, and the total lift force. However, it is not intended for slower semidisplacement and displacement ships, and ships in this slower class are not capable of reducing ship movements with 6 degrees of freedom and wave resistance problems. In the claims of the patent, limitations for this technical target have been introduced. These limitations fall outside the limits of our application. In this patent, the volume of the fully immersed float tube at the bottom was defined as between 25% and 85% of the volume of the hulls at the surface. In our application, the displacement of the displacement hulls at the bottom is at least 100% or more of the displacement of the balance hulls at the surface (Total displacement of the balance hulls at the surface is less than 50% of the total ship weight).

Patent number US20020023579A1 is an electric motorized watercraft with a movable displacement hull and movable balance hulls, designed for hydroplane-like vessels of high-speed (planning hull speed) class or faster. It is outside the scope of our invention. Fully submerged displacement hull(s) are deep when stationary, but are pulled upwards to the deck when activated. When the watercraft reaches high speeds, the upper main deck begins to slide on or just above the water surface. The balance hulls on the sides provide static stability when stationary, and when high speeds are reached, they start to slide on the water surface with dynamic forces. All hulls act as planning hulls or faster boats. Again, in this patent, high stability while in motion is not intended. Like all other ships, all hulls are subject to all wave forces at the surface. Because all the hulls, which are separated from each other, approach each other and the sea surface when the watercraft starts to move. Removal has no positive effect. One of the two main purposes of our invention is to reach high stability values both when stationary and in motion. In this patent, the impact effect of the waves is so high that the use of shock absorbers for damping is included in the patent claims. Finally, to compensate for these high-impact effects and increase stability, the hulls are momentarily controlled dynamically with the connecting arms in between. The distances between these hulls are not fixed. It needs continuous measurement correction operation with sensors. In our invention, however, there is no need for any high-tech dynamic control mechanism.

In conclusion; Ship designs have been continuously developed against sea-origin and ship-based waves that cause navigational comfort, safety and fuel consumption problems in sea vessels at displacement and semi-displacement speeds and will continue to be developed from now on.

Description of the Invention

The most important aim of the invention is to introduce a new ship/floating platform form in which the wave resistance and ship movements with 6 degrees of freedom are reduced, which are the two biggest problems of vessels in the displacement and semidisplacement speed class.

The following purposes of the invention are to reduce sea-borne wave loads and ship- borne wave resistance, to reach small ships to the same stability values as ships larger than their own size, to reduce the need for safe harbor and dockyard, to increase winter yachting and excursion tourism, to make small fishing vessels suitable for open seas. Increasing the stability and safety of vessels such as search and rescue, sea ambulances, pilots, military ships, increasing the suitability of ships to open seas, increasing the landing and take-off capability of aircraft on military ships, reducing ship trail and propeller trail values, increasing propeller efficiency, to increase the resistance of offshore structures and floating platforms to high sea conditions, to increase the mobility of floating platforms.

The field of use of the invention can be technically expressed as follows;

When vessels are classified in terms of hydrodynamics; 1. Displacement ship, 2. Semidisplacement (semi-planing hull) ship, 3. Planing hull (High Speed) boats are divided into three. Displacement boats are completely dominated by hydrostatic forces. The froude number of these vessels is less than 0.4 (Fn<0.4). In semi-displacement boats, the hydrodynamic forces begin to work against gravity, meeting some of the hydrostatic lift, and the ship's bow begins to lift partially. The number of froudes of these boats is between 0.4-0.5 and 1.0-1.2 (0.4-0.5<Fn<1.0-1.2). Hydrodynamic forces are more dominant in planning hull boats. It can move on the water surface at sufficient speed, without any buoyancy force, completely on the ship's hull or by sliding on hydrofoil legs.

This invention can be used in marine vessels in displacement and semi-displacement speed class. In other words, it can be used for vessels that are required to have high seaworthiness and less swaying, and that float most or all of their weight with hydrostatic forces. Examples of vessels entering this field are military ships that are expected to be partially fast, large and with high maritime capability, such as passenger ships, pleasure boats, yachts, search and rescue ships, sea ambulances, pilots, fast boats, destroyers, frigates, and patrol ships that will serve in the open seas, aircraft and UAV ships, offshore floating platforms, drilling ships.

Commercial Uses and Benefits of the Invention

In yachting, the concept of winter yachting - winter tourism can develop. Yachts that look for boatyards and safe harbors in winter and pay a rental fee can also work/rent in winter and earn income.

Yachting activities can also start in rough seas where yachting has not been done before.

All cruise ships can operate 365 days a year without cancellation.

Even in the most severe sea situations, services such as search and rescue, sea ambulance and pilot can be provided.

Small, inexpensive offshore vessels can be recruited into the navy. Small gunboats can be made open seaworthy. Small patrol boats can provide patrol service on the high seas.

The ability of navy vessels to take aircraft on them can be increased.

The wave structure produced by the invention is much lower than its counterparts and its propeller can be positioned deeper than its counterparts. These two advantages allow the construction of ships that are much lower than equivalent sized marine vessels in terms of propeller and ship track, which provides a strategic source of information in tracking and positioning navy vessels.

Small aircraft and drones can be built.

Modular floating drilling platforms can be built.

All ship classes can serve on the high seas for much longer periods, as the negative effects of offshore navigational conditions on human beings are reduced.

Non-swinging pontoon boats can be developed for middle-income citizens, which will be produced with low-cost materials.

Figures to Help Understand the Invention

Figure 1 ; The subject of the invention is the front representative perspective view of the non-swinging vessel form. Figure-2; The subject of the invention is the front two-dimensional view of the nonswinging vessel form.

Figure-3; The subject of the invention is the two-dimensional side view of the nonswinging vessel form.

Figure-4; The balance hulls is the appearance of volume reduction and limitation.

Figure-5; Schematic view showing the extension of the torque arm.

Figure-6; This is a schematic view showing the horizontal distances being equal to half the wavelength, minimizing the wave dynamic forces in the vertical direction.

Figure-7; Equalizing the horizontal distances to half the wavelength is the schematic view showing the minimization of the wave dynamic forces in the vertical direction.

Figure-8; It is a representation of ship movements with 6 degrees of freedom.

Figure-9; It is the general view of the dynamic sinking problem of swath forms in the current technique.

Figure-10; It is the general view of the dynamic sinking problem of swath forms in the current technique.

Figure-11 ; It is the general view of swath fins in the current art.

Figure-12; It is the general view of swath fins in the current art.

Figure-13; It is the general view of the forces applied by the swath fins in the current technique.

Figure-14; This is the representative view of minimizing the dynamic forces created by the nose forms, which are the subject of the invention, in the vertical direction.

Figure-15; It is the representative view where the limits are specified for the equalization of the dynamic forces, which is the subject of the invention.

Figure -16: The side view of the hydrofoil boat version, which is the subject of the invention, when it is under static forces.

Figure -17; The side view of the hidrofil boat version, which is the subject of the invention, when it is under static and dynamic forces.

Figure- 18; This is the side and general perspective view of the platform-ship version, which is the subject of the invention, while it is in motion. Figure -19; The stationary general perspective view of the platform ship version, which is the subject of the invention.

Figure- 20; The general side view of the platform ship version, which is the subject of the invention, in rough sea conditions.

Figure -21 ; This is the side view of the platform ship version, which is the subject of the invention, while it is in the anchoring position.

Figure -22; It is a representative view of Displacements of different Sections.

Figure -23; It is the representative view showing wave transition areas.

Figure -24; Stability enhancement - extension of hulls is representative view.

Figure -25; This is a representative view of the Modular Balance hulls.

Reference Numbers

A- Vessel

100- Balance Hulls

101- Balance Hulls Connecting arms

200- Displacement Hulls

201 - Bearer construction

202- Wave Transition areas

300- Deck

400- Displacement hull volume center

500- Balance hull volume center

600- Nose

V1- Sum of displacements of balance hulls

V2 - Total displacement fully loaded

V3 - Displacement hulls sum of displacements

G - Vessel center of gravity

L1 - Length of wave: Design wavelength

X - Transverse distance between the displacement hull and the balance hull volume centers

Z - Longitudinal distance between noses

G1 - Dynamic penetrating force

F1 - Blade dynamic force in Swath forms

F2 - Inventive nose form dynamic force B1 - Invention pedestal hull version, deck displacement force

F3 - Invention pedestal boat version, displacement hull dynamic force

L2 - Pre-invention vessel full length

L3 - Invention displacement hull extended length

L4 - Invention balance hulls extended length

Detailed Description of the Invention

The invention is a vessel (A) that reduces sea-borne wave loads and ship-borne wave resistance to minimum levels in all marine vessels in displacement and semidisplacement speed class, and its feature is;

Balance hulls (100), which are separated from the deck (300) by means of connecting arms (101 ), displacement hulls (200) that serve as displacement, separated from the deck (300) by means of the bearer structure (201 ), includes the accommodation space (300) which is separated from the said balance hulls (100), displacement hulls (200) and the sea surface, providing passenger and cargo transport.

It includes fully submerged displacement hulls (200), which have greater displacement compared to the balance hulls (100) and are positioned deeper. Said balance hulls (100) consist of two or more parts and the sum of the displacements of the balance hulls is in the range of 0-50% of the total displacement of the vessel when it is fully loaded. Likewise, the sum of the displacements (V1 ) of the balance hulls (100) is less than 50% of the fully loaded total displacement (V2) of the vessel, and the displacement hulls (200) are the % of the total displacement (V3) of the fully loaded total displacement (V2) of the vessel. It is greater than 50.

On the other hand; bearer constructions (201 ) and balance hull connecting arms

(101 ) include wave transition areas (202) that allow the passage of waves on the sea surface. (Figure 23).

For the first time in the world, a sea vessel with this (A) form;

1 ) Balance hulls that provide stability

2) Displacement hulls providing the majority of the total required displacement, 3) The deck (accommodation, cargo and passenger transport) is composed of three separate sections that are completely separated from each other.

In this form, the deck (300) is positioned at a certain height above sea level so that it does not come into contact with water, the balance hulls (100) are positioned at sea level, and the displacement hulls (200) are positioned below sea level (fully submerged) (see Figure; 2-3).

By reducing and limiting the volume of the balance hulls (100), which are volumetrically separated from displacement hulls and deck, the displacement they create when the vessel is fully loaded has been left in the range of 0-50% of the total displacement. The entire waterplane area of the vessel consists of the area occupied only by the balance hulls, (see Figure;4).

An increase in this ratio exposes the vessel (A) to excessive wave loads, while a decrease reduces the reverse torque. The displacement hulls (200) with the bearer construction (201 ) are completely submerged. Thus, on the sea surface where wave loads have the greatest effect, the volume of the vessel will be reduced and limited. As the bearer constructions, which are designed as delicately as possible, have empty passage areas that allow the passage of the waves, the waves can easily pass under the deck, (see Figure 23).

The basic formula of the invention;

If Total Displacement = V1 (Half the volume of balance hulls) + V2 (All displacement of fully submerged displacement hulls)

V1 < 0.5 x Total Displacement or

V2 > 0.5 x Total Displacement

As such, the invention reduces and limits the ability of a vessel to reverse torque. Therefore, a vessel with this form means that both its destabilization and stability corrector capabilities have been reduced/limited from a hydrostatic point of view. As such, it can be said about the invention that SWATH boats are a form with increased both positive and negative features. In order to increase the stability values of the inventive form and to reduce the wave resistance, the dimensions and positions of these three section should be optimized.

A few of the possible designs and solutions that can be developed with these optimizations can be as follows;

1 - In order to lengthen the reverse moment arm of the vessel, the lengths of the hulls in contact with the water can be extended and the centers of volume can be moved away from the center of gravity of the vessel in the transverse direction.

See: Figure 5

2- Minimizing the wave dynamic forces to which the vessel is exposed in rough seas in the vertical direction: The horizontal distances between the displacement hull(s) and the longitudinal nose centers of the balance hulls can be selected as half of the largest wavelength for which the ship will be designed, so that the transverse volume centers of the hulls and the longitudinal horizontal distance reaches half the design wavelength, and the invention is most efficient in terms of stability in the face of dynamic forces due to the wave. The issue to be considered in this optimization is the necessity of increasing the strength and weight of the connecting arms as the distance increases. An increase in weight means that all calculations are made again, such as an increase in displacement and an increase in resistance. The ideal distance will be revealed as a result of the analysis. The main subject of the invention is the removal of these hulls from each other and from the sea surface.

Transverse distance between 500 and 400 = X = L1 wavelength/2

Longitudinal distance between 600' and 600 = Z = L1 wavelength /2

(see Figures 5, 6, 7)

3- Minimizing the dynamic forces created by the nose forms in the vertical direction at half displacement speeds: Competitors in the equivalent SWATH form (small waterplane area, twin hull) have a dynamic sinking (Buried) problem during acceleration. As comparable rival ships accelerate, the nose forms of the deep hulls push forward, pushing the body of water in front of them into their surroundings. Meanwhile, the body of water they push upwards is forced to move upwards from sea level, since it is close to the surface. While this dynamic event creates waves on the sea surface, at the same time, the water mass pushed up forces the nose of the ship to do work against gravity and exerts a downward force. The nose of the ship, which is subjected to the downward force, is quickly buried.

(see Figures 9 - 10)

There is a complex equation of downstream dynamic forces acting directly proportional to ship speed and inversely proportional to hull depth. Fixed or dynamically controlled blade technologies are used to solve this problem. Especially in rough seas, high-tech, dynamic hydrofoil fins supported by much more complex algorithms are preferred for dynamic stability.

(see Figure 11 - 12 - 13)

The form, which is the subject of the patent, is designed to keep its depth constant. Since the depth will not change, the dynamic sinking force becomes a vertical force that only increases with speed. Fixed fins applied on equivalent swath ships also apply a dynamic force in the upward direction with an equation directly proportional to the speed. Therefore, with a correctly calculated and designed fixed wing, the dynamic burial problem of patented vessels can be overcome. However, the fins create extra friction force due to the extra wet area, and they have problems and risks such as rapid deformation, hitting different objects and causing an accident due to their delicate structure extending out from a rigid-one-piece hull structure.

Therefore, the ideal solution for the patent form is to design it during the design phase by calculating the dynamic forces of the nose shape and designing it to apply equal force both upwards and downwards, and to manufacture it in a single piece. Assuming that the depth of the patent form remains constant from the sea surface, the forces exerted by the nose shape in the upward direction will be proportional only to the velocity variable. Thus, in vessels with patented forms, thanks to correctly calculated and designed nose shapes, the force that causes sinking as well as the force acting in the upward direction will increase in proportion to the velocity change, and will dynamically try to keep the depth of the lower hulls at a constant level from the sea surface, just like the effect of oppositepole magnets. This magnetic effect will increase as the speed increases, and the depth of the vessel hull from the sea surface (draft) will begin to remain constant not only due to static forces, but also due to dynamic forces, and the vessel will become more stable at the designed draft (depth) and freeboard (height of the deck above the waterline) levels. The speed, which is a parameter that destabilizes stability for equivalent swath boats, becomes a factor that increases stability for vessels built with patent forms and provides a much more comfortable travel opportunity.

Minimizing the dynamic forces created by the nose shapes in the vertical direction (see Figure 14).

If this solution is not used, as the patented vessels accelerate, the effect of dynamic forces increases and the vessel begins to sink suddenly. Unlike other ships, since there is no continuous hull structure that continues in the vertical direction, there will be no static force acting on the nose of the vessel in the upward direction. In this case, an accelerating vessel suddenly sinks and sinks into the water up to the upper deck/accommodation space. Although other ships have a static displacement force that increases as they are buried, in patent form there will be no such increasing backing force. For this reason, this solution has the sole purpose of reducing resistance and increasing static stability for other ships, while the patent form becomes a vital necessity for marine vessels.

For this solution, instead of hydrofoil fins, the nose forms of all displacement hulls and balance hulls can be calculated and designed to exert upward force in patent form vessels. The sum of the forces created by the upward slopes of all nose forms should be equal to the dynamic sinking force in the downward direction. For this slope, in general, the center of the nose form will need to be designed in a radius-height region between the trunk center and the trunk upper boundary. Without hydrophilic fins, these forces, which are equal to the inclination of the nose forms, will increase and decrease at the same rate as the speed only by the patent form and can only be effective by the patent form, (see Figure 15)

4- Hydrofoil boat version with low fuel consumption and high stability values: The main claim of the patent, that the hulls with 3 different duties are completely separated from each other, allowing each hull to be optimized within itself and with each other in terms of engineering. In these optimizations, the most efficient case of volumetric ratios in terms of both resistance and dynamic stability is the case where the volume of the balance hull is the lowest. However, in this case, static stability loses its effectiveness and cargo transposition sensitivity becomes a problem. For high speed boats, it may be desirable to increase the dynamic stability and resistance efficiency. To achieve this, we need to take the magnet effect solution above one step further. In this design, the vessel consists only of the displacement hull and the deck (accommodation-cargo). For this transformation, the balance hulls 100 are cancelled. When the vessel (A) is stationary, the displacement force (V1 ) provided by the balance hulls is transferred to the deck displacement (B1 ). In this case, the vessel is floating on the deck.

(see Figure 16)

When it starts to accelerate, the displacement force (B1 ) provided by the deck gradually leaves its place to the upward dynamic lift force (F3) caused by the displacement of the hull with the direction of travel. The dynamic sinking force (G1 ) generated in the nose of the vessel is balanced by the upward forces (F2) obtained by the upward slope of the nose form. When it accelerates sufficiently, the vessel (A) rises on the bearer construction (201 ) at semi-displacement speeds, without accelerating to planning hull speeds.

(see Figure 17)

In this form, just like hydrofoil boats, when the vessel slows down, it will land on its own deck again. When the captain feels the need, he can accelerate and raise the vessel on his feet, providing the advantage of comfortable and safe navigation in choppy sea conditions, at much lower speeds and lower fuel consumption than standing boats.

5- Offshore platforms with high mobility, high stability and semi-displacement speeds, with modular balance hulls: Offshore structures are large ships and platforms that have to deal with rough seas. Although the working principles of these structures are based on different technologies and methods, they have common problems and goals. These problems can be grouped as:

High manufacturing costs,

High transportation and installation costs,

Dynamic stability problems in harsh sea conditions,

Interruption and general operating efficiency problems in high sea conditions,

Ability to reuse the same structure in different regions,

Insufficient deck space,

Static stability, loading capacity and cargo transposition accuracy problems,

Working water depth and drilling depth capacity Offshore structures are divided into two groups as ground-fixed or floating structures. Offshore structures fixed to the ground are stable, but they cannot be installed and used in seas deeper than 900m. Floating ships and platforms can work up to 3000m deep seas, but they have stability and operational efficiency problems because they are not completely stable.

If the patent form is optimized for floating offshore platforms, many of the problems grouped above are less effective, resulting in a ship/platform hybrid design with high advantages. For this, first of all, a modular balance hull ship/platform with a volume ratio of 0-50% is manufactured. The platform/ship is manufactured with very low costs compared to its counterparts, with 2 or more modular balance hulls extending to the length of the ship, with minimum resistance in the direction of progress, just like a normal ship, and with a fast, safe and economical navigation the access to the work site is provided.

(See Figure 18 - 19)

When it reaches the working area, it is aimed to stabilize the platform by optimizing the balance hulls. In this latter case, the displacement hulls can be lowered deeper, the modular balance hulls split into modules. As a result, thinner and more balance hulls are installed, spread over the sea surface, compared to the mobile platform. In floating offshore platforms, the volume that provides stability is created with vertical legs, while in the platforms with the invention form, a volume for stability is created with horizontal balance hulls.

(see Figure 20, 25)

The structure in this latter case minimizes axial rotational movements from floating body movements with 6 degrees of freedom. As with other platforms, displacement movements in vertical and horizontal axes are minimized by means of chains thrown to the sea floor. In this last case, the patent-formed platform becomes almost as stable as fixed platforms.

(see Figure 21 )

Some technical details, possible designs and solutions that are not directly related to the innovation aspect of the invention are explained below;

Balance hulls can have suspension, extensible, height and distance-increasing capabilities, or the connecting arms may have spring-suspension mechanisms. Balance hulls can be 2 or more. Displacement hulls can be 1 (along the ship midline), 2 or more. The propulsion system, number and location will differ for each vessel. Deck shape and nose form may also differ according to usage needs and considering the interaction with the waves. Displacement hulls, balance hulls and deck form can take many different forms. All hulls can be optimized considering ship hydrodynamics and wave mechanics.

Claims

1 - The invention is a vessel (A) that reduces the sea-borne wave loads and the ship- borne wave resistance to minimum levels in all marine vessels in the displacement and semi-displacement speed class, and its feature is; balance hulls (100), which are separated from the deck (300) by means of connecting arms (101 ), displacement hulls (200) that serve as displacement, separated from the deck (300) by means of the bearer structure (201 ), includes accommodation space (300) that provides passenger and cargo transport, which is separated from the said balance hulls (100), displacement hulls (200) and the sea surface.

2- It is a vessel (A) in accordance with Claim 1 and its feature is; the sum of the displacements (V1 ) of the balance hulls (100) is less than 50% of the fully loaded total displacement (V2) of the vessel.

3- It is a vessel (A) in accordance with Claim 1 and its feature is; is the sum of displacements (V3) of the displacement hulls (200) is greater than 50% of the fully loaded total displacement (V2) of the vessel.

4- It is a vessel (A) in accordance with Claim 1 and its feature is; It contains balance hulls (100) that have a waterplane area and float on the sea surface.

5- It is a vessel (A) in accordance with Claim 1 and its feature is; It contains fully submerged displacement hulls (200) that do not have a waterplane area.

6- It is a vessel (A) in accordance with Claim 1 and its feature is; the bearer constructions (201 ) and connection arms (101 ) contain empty transition areas (202) that allow the passage of waves on the sea surface.

7- It is a vessel (A) in accordance with Claim 1 and its technical feature that increases stability; It includes displacement hulls (200) and balance hulls (100) with their hull lengths extended and their volume centers (400, 500) in the transverse direction, away from the center of gravity (G) of the vessel.

8- It is a vessel (A) in accordance with Claim 1 and its technical feature that increases stability; The transverse horizontal distances (X) between the displacement hulls (200) volume centers (400) and the balance hulls (100) volume centers (500) are half the longest wavelength (L1 ) at which the vessel (A) can cruise. 9- It is a vessel (A) in accordance with Claim 1 and its technical feature that increases stability; The longitudinal horizontal distances (Z) between the noses (600) of the displacement hulls (200) and the noses (600') of the balance hulls (100) are half the longest wavelength (L1 ) at which the vessel (A) can cruise. 10- It is a vessel (A) in accordance with Claim 1 and its technical feature that increases stability; to ensure that the nose form neutralizes the dynamic sinking force (G1 ) by obtaining the upward force (F2); all nose forms are inclined upwards and for this inclination, the tips of the nose forms are in a radius height interval between the each hull centers and the upper border of the hulls. 11 - It is a vessel (A) in accordance with Claim 1 and its feature is; It contains balance hulls (100) in a modular structure.