FR2533192A2 - Methods of constructing multi-hull trimarans. - Google Patents

Abstract

The main patent describes processes for constructing trimarans, and the addition supplements it with methods for converting a single-hull boat into a trimaran, for producing boats with a central hull 91 and two side hulls 92, 93, the central portion B containing the three masts with turbines 86-109 and 87-108, the hanger for helicopters H1 to Hn with a lift 116, and in particular the vertical-launch missile shafts labelled 89. The hulls 92 and 93 serve especially for accommodating the crew.

Description

 The main patent describes processes for the construction and maintenance of giant multi-hull ships, catamarans and trimarans, as well as ships, ocean liners, aircraft carriers, helicopter carriers, factory ships, semi-submersible offshore platforms, ships achievable according to the precedent of two parallel dry docks.

 The main patent also describes the many advantages of multihull catamaran and trimaran vessels; in shipbuilding, the experience acquired during the construction of each ship is an excellent development, this is why one of the processes which is the subject of the invention is based in part on a conversion of monohull ships into trimaran ships.

 The main patent describes a construction process based on the use of two dry docks; this request for addition concerns the use of two holds for the production of a catamaran during the first phase, and three parallel dry holds during the second construction phase of a trimaran ship.

It is also possible to carry out the second phase in a prefond and very well protected harbor, where by a judicious filling or emptying of the water ballasts of the hulls of the catomaran and the cemtral hull, the realization of a giant trimaran ship is pessible but even in very difficult conditions.

The trimaran ships have enormous advantages in the case of combat ships of very different sizes, from corvettes of 1000 t, frigates of 3000 t, destroyers of 5000 t, creators of 10 to 15 000 t , 20,000 t helicopter carriers, 50,000 to 150,000 t helicopter carriers: a / The central hull can accommodate equipment, weapons with
munitiens, combustible and explosive fuels and materials.

b / On each side of the two inter-hull spaces and in the center, few
wind find places for vertical lauching missile ramps.

e / If in a monohull combat ship the engine compartment
my cuts about a third of the ship, in a trimaran ship
this compartment is reduced by half and the hot gases, sources
of infrared radiation, are released under the platforms
interlaces.

d / The number of helicopters can be embarked between several
feis superior, a huge advantage in the case of ASM wrestling,
when you are afraid of tracking a sea threshold you need several devices.

e / To protect against neutron weapons, for a thickness of water
-from 40 cm, the attenuation factor of the irradiation is 12.8
- 120 cm, """n is 172
- 200 cm, "" nn is 1407
thus a surface irradiation dose of 20,000 rads would be reduced.
picks less than 14.2 rads, if the trimaran sinks
partially in the water thanks to the water-bailast bridge, the crew
being sheltered in the central hull.

f / The side hull lights are provided for crew cabins
and officers, very comfortable cabins with all services
that only ocean liners offer. These very compartmentalized hulls
must also guarantee high buoyancy in the event of damage
in combat.

 The number of monohull combat ships of recent construction being very large, one of the aims of the invention is the conversion of these monohull ships into trimaran ships, by using construction methods similar to the main patent. aircraft carriers, the two seable dry dock process suit; for small vessels, the transformation can be done in a single wide dry dock.

 When converting monohull vessels to trimaran vessels, it is necessary to modify the propulsion part of the central hull, so that it conforms to the trimarans and releases a very large space in the central hull for use as a combat shelter or as a missile and ammunition store.

 The interior space of a trimaran ship is double and almost three times that of a monohull ship; during thirty years of service, it will be necessary to be able to refit and re-equip two or three times the combat ships; this is why a large interior space makes it much easier to modify the interior architecture of a trimaran ship; if the interior crew space is around 33% on a monohull combat ship, this interior crew space increases to 50% or even 60% on a trimaran ship.

 With all the new trimaran combat ships, the naval architecture will evolve as well as the main characteristics, tonnages, cruising and top speeds, ranges of action, crew, armaments, number of helicopters, construction costs and maintenance: this will be a new step in progress.

the characteristics and the advantages of the construction and conversion processes, as well as the multiple advantages of the trimaran vessels emerge more clearly from the descriptions which follow, by way of nonlimiting examples, with reference to the appended drawings in which: - FIG. 10 is a section through three parallel dry docks with co
that central unit waiting, Fig. 11 shows in section the catamaran part coming on the hull
central, Fig.12 is the assembly phase in the three holds, - Fig.13 shows in plan an aircraft carrier in the large
dry dock, before its conversion to a trimaran aircraft carrier, - Fig. 14 shows in plan the beginning of the conversion of the part
rear of the aircraft carrier with junction of two side shells, - Fig.15 shows in plan the addition of the central part, - Fig.16 shows the assembly of the front and the finishing works
tion of the converted trimaran aircraft carrier from a single-
than.

- Fig. 17 shows the plan of a large construction site
existing navals where the addition of a dry dock is very easy,
ideal site to use the ob3- and invention methods.

- Fig. 18 shows in elevation a classic frigate before conver
trimaran frigate, - Fig. 19 specifies the location of the propulsion machines it
it will be necessary to modify during any monohull to trimaran conversion, - Fig. 20 shows in plan the position of the three hulls before the
assembly and Fig. 21 after assembly of the converted trimaran.

 - Fig. 22 shows in section a trimaran ship in the NBC shelter position.

- The Pige 23 illustrates the vertical position of a general gas turbine
ratrice occupying little space and replacing classi machines
schematically shown in Fig. 19, - Fig. 24 shows in plan a trimaran combat ship comprising
the essential details which are the subject of the invention, - Fig.25 is a section through Fig.24 at the level of two fireplaces
rear propulsion, - Fig.26 is the section at the main chimney.

Fig. 27 shows schematically the power package with rear view
propellers in Fig. 28.

 - Figs. 29 and 30 show the trimaran helicopter area.

 The main purpose of these figures; is to clearly illustrate the construction processes and conversion processes recommended for the construction of trimaran ships, from aircraft carriers, helicopter carriers, landing ships, cruisers, frigate destroyers and corvettes, i.e. trimaran vessels of 1,000 to 150,000 t.

 Another goal was to make it clear that the central hull must house essential equipment, armaments and munitio, especially missiles with vertical launch, fuel reserves and nuclear reactors of large trimaran ships.

 Likewise the two side hulls are shown as sets of cabins, lounges, dining rooms, kitchens, gymnasiums, whose architecture is reminiscent of ocean liners In an aircraft carrier ship with a crew of more than six sailors and aviators, six thousands of highly qualified people working at sea for several weeks, it is necessary to improve their living conditions. At present, the dormitories of a hundred sailors are no longer suitable if one wishes to follow progress: an avian carrier or heliocopter carrier can no longer be a galley.

 Recently a naval war has shown how vulnerable monohull ships are to anti-ship missiles; tri marans are very resistant and difficult to sink.

 Trimarans can also be used as NBC shelters and more: especially against nuclear-powered weapons with reinforced radiating effect (ERW) better known as neutron weapons, without risking destruction or sinking.

 The platform being very important at the stern, a very large number of helicopters can be embarked and used with each ship. Anti-submarine warfare and minesweeping requires a very large number of helicopters, five to ten times more than on current monohull ships. Similarly, the early warning and destruction of anti-ship missiles will be much easier using IR-headed missiles launched from helicopters.

Gas turbines in vertical position, sucking in air and driving gas under the platform, between the hulls is a solution that has many advantages and occupies very little space. As the location of the antennas is very difficult, trimarans with three masts are the right solution
In the main description, Shipbuilding Shipyards with two parallel dry docks have been mentioned, but no shipyard exists yet with three docks as in Fig.10.

If there are two parallel holds, it is very advantageous to add a third hold and reconsider the endowment in handling means, cranes and gantry cranes. In the case of the Chamierier d'Ariake it is easy to install a wedge 32 between two existing wedges 33 and 34. In SETENAVE, on the other hand, a wedge 34 can be added to the two wedges 32 and 33.

 In Fig.10 we see a central hull 31 in the dry dock 32 under the gantry 35 which can continue work and above all facilitate the installation, in the central hull of many equipment and tools, for example a reactor, its enclosure , exchangers, generators, pumps, pipes, motors, etc.

The wedges 33 and 34 after preparation of the lines of tins, are put in water, and in Fig.11 we see a catamaran 36 formed by two hulls joined by a platform come above the central hull 31, the space 37 being enough to start the next very delicate phase. After closing the doors of holds 33 and 34.

begins the phase of pumping the water and lowering the catamaran 36, a procedure which requires the collaboration of many divers to control the setting on the tins lines 30, the correct position of the hulls underwater and on the surface, to arrive finally in the final position for assembly, as shown in the third section Fig.12, where in space 38 the welders can join the frames.

 This assembly procedure is very delicate because it must connect two very large tonnage assemblies, from 20,000 t to 80,000 t, which is why a whole network of constraint jams and extensometers with recorders, a whole electronic system. and IT is essential to properly manage the very delicate trimaran assembly operation.

 This procedure of assembling a central hull with a catamaran unit can also take place in a very well protected harbor or in a well sheltered fjord, where by using the hull waterballast 31 and catamaran 36, using a system electronic control center mentioned above, it is possible to perform the junction. However, this procedure involves many risks and the quality of the work is difficult to ensure.

 Modern aircraft carriers are few and their cost of construction for the most recent exceeded 2 billion #, this is why the conversion of a monohull aircraft carrier to an aircraft trimaran (aircraft and helicopters) is shown in Figs. 13 to 16. The aircraft carrier is put in dry dock 2 where the preparation of the work of division into several sections, two or three, is carefully studied after checking the hull and the frames. In Fig.13 there are three sections, 40, 41 and 42, that is to say sections along the planes "a-a" and "b-b". The lateral hulls 43 and 44 may or may not be in place, it all depends on the work schedule and studies of the sectioning procedures.

 On Pig.14 we see the rear part 40 joined with the two shells 43 and li by means of a frame 45. This first phase is complex and delicate because after the cut "aa" it is necessary to remove by floating the front part 41 -42. To avoid any displacement it is necessary to heavily ballast the part 40, either by filling it with water or even with sand. A mobile crane 46 can come to work in the center of the hold and facilitate the shore in place of the frames 45.

 In Fig.14 we see a similarity with Pig.7 previously described in the main patent, ob the shells 15,16,17 are now 40, 44 and 43; to better understand the diffi culties, it is necessary to review Fig.8 which shows in section the construction of the trimaran ship.

 In Fig.15 the central part 41 has been reintroduced into the wedge 2 and placed between the two shells. This part could be kept in the dry dock 2, rather than outside, and even in the axis of the central hull.

 Thus, rather than cutting into parts 40, 41 and 42, it is possible to remove two shell sections in "aa" and "bb" of a short length and to keep in place the remaining parts 40, 41 and 42 It is an easier process for the conversion and the reconstitution of the platform between the three hulls of the trimaran.

The elevator 49 after modification, can be used for handling between the deck and the interior of the trimaran, the frame 47 being built with the cranes, 6 and 46.

 lia Fig.16 represents the final phase of setting up of 1 before 42, of the platform 48 with the use of the elevators 50. It is then that the finishing work, equipment, tests throughout the trimaran ship can commcnoer, in dry dock or in a well sheltered harbor. The superstructure 51, the radar rats, the armament, all that had been shown in plan in Fig.9 preceding, must between finished.

 There is a partial similarity between a process for building a trimaran aircraft carrier and a process for converting two aircraft monohull ships into an aircraft trimaran ship.

There are now six 1 'monohull aircraft carriers
US NAVY which could be converted into an aircraft carrier trimaran: - the "Hancock" CVA-19 44 700 t 70 / 8C aircraft - the "Bon Home Rich." CVA-31 "" - the "Midway" CVA-41 64,000 t 75 - the "Oriskany" CVA-34 45,000 tn - the "F. Roosevelt" CVA-42 64,000 tn - the "Coral sea" CVA-43 64,000 t "
After their conversion, the aircraft carrier trimarans
T.CVA-19, T-CVA-31, T.CVA-34 could have a tonnage of 70 to 80,000 t and transport approximately 100 planes and 50 helicopters.

After their conversion, the aircraft carrier trimarans
T.CVA-41, T.CVA-42 and T.CVA-43 could have a tonnage of 100 to 110,000 t and carry around 120 planes and 60 helicopters.

As for the other US NAVY aircraft carriers,
CVA (59, 60, 61, 62, 63, 64, 65, 66, 67, 68, 69, 70) they are essential and cannot be converted. It is preferable to build a new class of trimaran type aircraft carrier already described in the main patent and shown in Fig. 9.

Fig. 17 shows in plan the KOYAGI WORKS shipyard of the
Company MITSUBISHI HEAVY INDUSTRIES which seems to be the best equipped site and especially the easiest site to provide with a new dry dock 69, parallel to the existing hold 68. This site can almost immediately start using the processes object of the invention.

 The ATLANTIC shipyards of Saint-Nazaire could have been envisaged for these processes, by modifying the large 90 m hold and building a smaller parallel hold.

The C.A.'s management was not interested in investments near the large dry dock, preferring to use it as a floating shipowner. Unfortunately, the KOYAGI Shipyard is very much equipped to embark on the construction of giant trimarans.

The KOYAGI site is managed in 55 by an extremely modern and very computerized Engineering Office, endowed with CAD and
CPA0 (Computer Aided Design and Manufacturing). It is the essential to achieve in excellent conditions of quality, price and deadlines, giant trimaran ships.

 Construction dry dock 56 is 990 m long, 100 m wide and 14.5 m deep. Two gantries of 185 m between legs 67 lift up to 600 t, sufficient sets for the realization of a catamaran up to 96 m wide. This catanaran can then become a 150 m wide trimaran with the new 69 wedge recommended. With such means, two to three giant trimarans can leave this site each year.

 The sheets and profiles arrive at platform 57 and are processed in workshop 68 to go to the cutting workshop, the assembly workshop for elements 60, the workshop for flat panels 61. This workshop is essential in the case of trimaran ships where the platform is very large.

 test in workshop 62 that the assemblies of the front and rear of the ocques are assembled. It is also important to build the three hulls of a giant trimaran.

 Workshop 63 performs the surface treatment and painting of the sub-assemblies, the workshop 64 makes the piping as well as workshop 65. For a trimaran ship with nuclear propulsion, these workshops are very well placed near the exit of wedge N.

The water treatment in 66 is normal for a large site. The two gantry cranes have a gigantic capacity of 185 m, the largest in the world and as we can see these two gantry cranes 67 of 600 t serve about 1 km of dry dock
The dry dock 68 is intended as a repair dock. It is perfectly suited as the main hold for the construction of trimaran and catamaran ships. Its dimensions are @ 400 m long, 100 m wide, 14.5 m deep with crane paths on each side.

 A parallel hold 69 of 360 m long and 40 m wide can be built at the marked location, or another hold at the marked location 70. A third solution is a large dry call 71 of 400 mo long and 70 m wide, a solution which would facilitate the construction of giant catamaran ships 200 m wide.

Compared to existing investments, the construction of this cal represents an investment of 1 to 2% of the value of investments already made in KOYAGI.

 Qusis 72, 73 and 74 are used for fitting out ships.

 In summary, the shipyard described with the construction of a dry dock, can become, almost immediately, the largest shipyard in the world, to build catemaran and trimaram ships, ocean liners, aircraft carriers, helicopter carriers , containerships, factory ships, off-shore platforms, nuclear power plants, methamiers ships, barge ships, etc.

This site is suitable for new construction and also for the conversion work described above for an aircraft carrier monohull vessel.

 Medium-sized monohull vessels can also be converted, for example a destroyer shown in Fig. 18. If the front "A" and rear "C" parts will be only slightly nodified, the central part "B" will be deeply transformed, especially the hatched part 78 representing the engine room. The central part 77 will become the operational center and the hatched part 76 will be transformed into a large platform for connecting the three hulls.

The engine room of current monohull ships, see
Fig. 19, occupies about a third of the length of the ship because the gas turbines 79, the reducers 80, the air inlets and filters, the gas chimneys with heat recovery units, a volume located in the center of a ship trimaran that must be used as an NBC shelter, missile and ammunition store.

 We can better understand, in the plan view Fig.20, how much the area 78 is an ideal shelter, as well as the area 77 under the central mast. The front 75 can remain a kind of habitation, but it is especially in the side hulls 83 and 84 that the cabins, kitchens, living rooms, dining rooms, stores of food, luggage, etc. will be installed. A conversion conversion can be done in a dry dock, using a gantry crane 85, starting with the mounting of the platform from the middle "n", or from the two extremities along "m".

 In Fig. 21 we can clearly see in plan that the ship converted into a trinaran has a very different architecture from the original monohull with in 86 the central machine unit with main mast, in 87 the two machine units with secondary masts, in 88 a platform for three helicopters H1, H2 and H3, in 89 the missiles in vertical position. This is a very important detail and a great improvement for the launch of the missiles: they can be much more numerous, of different size, and the exhaust gas during the launching comes out under the platform, very close to the center of gravity, hence good stability assen for the trajectory of the missile. In 90 is a classic artillery lookout. By examining this plan well and comparing it to the plans of the classic frigates, we immediately see the many advantages of trimaran ships.

 Above all, there is what Fig. 22 illustrates, the possibility of the trimaran ship sinking into the water and becoming an NBC shelter, especially effective against neutron weapons. In case of danger, the crew leaves the cabins of hulls 92 and 93 to take refuge in the central hull 91 which serves as shelter, because the deck 88 has an area which can become water ballest and under a layer of 2 to 9 m of water column, all staff are fairly well protected against strong external radiation.

 These water-ballasts can also be used to balance the nav @ re in the event of the destruction of one of the side hulls by a missile or several missiles of the "EXOCET" type. A classic ship would sink while a trimaran can continue to float.

In conventional ships the engine rooms are very important. In trimaran vessels, it is desirable to arrange the gas turbines vertically, as shown by the
Fig.23 where we see a gas turbine 99 in a matt 86 or 87 insonor risé and insulated 98; an intermediate support piece 97 with a filter and air inlet 95-96 above constitutes the middle part of the main antenna mast or of the two secondary antenna masts.

The gas generator is of light construction, while the generator.

electric current scraper is very heavy, that is why the part 104 is located as low as possible in the hulls. The gas exhaust from the turbine leaves laterally at 100 in a heat recovery unit 101-102 with directing fins 103 which conducts the gases under the platform, between the hulls of the trimaran.

The points indicated 105, 106 and 107 represent the mounting brackets for the gas turbine. This solution frees up around 75% of the volume normally occupied by propulsion machines, this is the main advantage. The second advantage is the evacuation of gases between the hulls of the trimaran ship and the creation of a cushion of gas and air between the platform and the surface of the water. A hydro-dynamic test is necessary to properly study the wave phenomena at different speeds.

 It is in the plan view Fig.24 that we can see a frar trimaran where the gas turbines are located in the main mast 109 and in the two secondary masts 108. In the part - "A" at the front of the central 91 and lateral 92, 93 hulls are located the supply stores agg and 119 as well as the mooring and mooring devices 121 and 122.

 In the central part "B" we see in front the cannon turret or missile launcher 90, the wheelhouse and command post of ship 118, the central mast with overspeed turbines 86-109, the vertical missile area 89 located two sides of the tunnels under the platform, the gas exhaust chambers 101 and 102, the two side masts with walking turbines 87-108, the flight director's cabin and helicopter landing in 117 and 88 the heliport platform where helicopters Hl to Hn land and take off. An elevator 116 is used to go up or down in the transverse hangar.

 In the rear part "C" we can see the position of several propellers 112 and rudders 113. A location 114 is provided for a towed sonar device. In the hulls at locations 123 are located the mooring devices.

Fig. 24 is better understood when looking at the sectional view
Fig. 25 where we see the two mate antennas 108 on the air intake of the walking turbines 87 and the gas exhausts in 101.

 In Fig. 26 we see under the main antenna mast, two overspeed gas turbines 86 and two gas exhausts 102.

In these two figures it is easier to understand why the generators of electric current are located very low in the three hulls, in order to better increase the stability of the trimaran ships.

Even in the case of giant ships with nuclear propulsion, the gas turbines are provided for overspeed and also as reserves for the propulsion of the ship, in the event of a shutdown of the propulsion reactor where its temporary deceleration
Fig. 27 is a diagram of the propulsion part with electric motors 110 and 111, propellers 112, rudders 113 and on the rear view Fig. 28 we see the three hulls 91,92,93.

with the position of four propellers as an example. There may be more or less depending on the size of the trimaran, three on a corvette, four on a frigate, five on a cruiser, six to ten on an aircraft carrier. These propellers can be fixed or variable pitch and for the rudder part, the number of solutions is large.

Nevertheless, electrical energy seems to present much more disadvantages than the propulsion by shaft lines of a gear motor.

The solutions to the propulsion problem are numerous and are not limiting for the construction of trimarans.

 Fig. 29 clearly shows how six helicopters H1 to H6 can find a place under the sa deck in a hangar connecting hulls 91, 92 and 93. Thanks to an I16 lift mounted on vertical jacks 115, it is possible to descend or ascend helicopters.

 Fig. 30 shows in plan six helicopters stored in the hangar: it is essential that the rotor blades are folded; this is as we can see the advantage of two-bladed helicopters by not requiring this blade folding operation, or as shown in Fig.30, the advantage of helicopters with four folding blades as shown.

 If one examines the Pigez at 9 of the main patent and the Fridges 10 to 30 of the present description, it can be seen that the main idea and the construction methods of the trimaran ships are extremely rich in details, and that a number of other additions may still come, especially for container ships, barge ships, LNG carriers, off-shore platforms, and especially factory ships and nuclear power plants. As far as cruise ships are concerned, the architectural solutions are extremely attractive.

Claims (7)

R E V E N D I C A T I O N S 1 / Process for the construction of multi-hull trimaran ships, charac  terified by the use of three parallel dry docks, that  middle for the central hull, the two side hulls for  mant a catamaran unit 36 coming into position on the hull 31  by floating in the two dry docks 33 and 34. 2 / Construction method according to claim 1 / characterized  by the use of a strain gauge measurement system  and extensometers on the frame elements of the platform,  and especially a computer to better direct the operations of  installation of the platform 36 on the hull 31. 3 / Construction method according to claims 1 / and 2 / ca  characterized by the same assembly operations carried out in  a deep harbor or a well protected fjord, by filling  or an controlled emptying of the water ballasts, and by means of  hydraulic rinses. 4 / Method of construction of trimarans, characterized by the conver  sion of monohull ships to trimaran ships, the center hull  the being divided into two or three parts and then assembled,  by the process of two wedges, with two lateral shells 43 and  44, by means of a platform progressively produced on and  between parts 40, 41 and 42. 5 / Process for the construction of trimarans, characterized by the conver  sion of a monohull ship with addition of two side hulls  83 and 84 and modification of a large part of the compartment  machines 78 by the vertical installation of two turbo-machines  of walking in both secondary mate and turbo-machines of  overspeed in the main mast. 6 / Process of construction of trimarans characterized by the creation  a NBC shelter central shell, thanks to the tank protection  water ballast 94. 7 / Method of construction of trimarans characterized by wells  vertical missile launch 89, in the center of the ship,  by a helicopter hangar platform across the entire width of the  trimaran ship.  tion or according to one of the conversion methods described.  81 Trimaran vessels built using one of the construction processes