JPH06503290A - monohull high speed boat - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] monohull high speed boat Technical field The present invention relates to a high-speed ship, and the hull design of this high-speed ship is combined with a water injection propulsion system. Approximately 25゜000~30.0, with a cargo holding capacity of up to 10,000 tons. For ships of 00 tons displacement, up to 37-5 in high seas or rough sea conditions 0 knots of sea-going speed, i.e., conventionally stable for ships of this size. or cannot be achieved without compromising cargo capacity or commercial or allows for speeds constructed at prohibitive costs that make them militarily worthless. Ru.

Background technology Large internal capacity and accommodation facilities, structural strength, stability when the vessel is floating and Seaworthiness and low enough drag to make propulsion economical at high speeds. Designing and constructing a vessel that does the following is described in U.S. Pat. No. 342,707 and No. 4. 079. As evidenced by No. 688, It has long been a goal of shipbuilders.

Traditional watercraft monohull designs typically focus on the interrelationships of speed, stability and lineability. Developed from established design principles and assumptions. Current actual displacement of monohull watercraft To achieve significantly higher performance than previously, speed improvements have essentially stopped. No sacrifice shall be made.

For example, the primary limitation of today's displacement hulls is that they cannot be large enough to accommodate a given displacement or volume. ), the hull is "stretched" to a greater length to increase maximum actual speed. When the ship is damaged, its seaworthiness and stability are reduced.

Traditional hull designs inherently suffer from increased drag that occurs at "threshold speeds." To do so, limit the speed at which large ships can cross the ocean. The threshold speed is the length of the ship in feet. ) is the speed (in knots) approximately equal to the square root of For example, about 600 feet long A medium-sized cargo ship in the It has an economical operating speed of 4 knots lower. To achieve higher speeds for commercial loads the length and size or volume of the ship), or the same In order to maintain size and volume, the ship's width has been reduced while sacrificing stability. It is necessary to increase the Shipbuilders 'break the sound barrier' in aviation technology ”, as well as significantly higher without increasing the length or decreasing the width. The problem of achieving high ship speeds has been considered for a long time.

In the 19th century, at a threshold velocity corresponding to a length Froude number of 0.3, Due to the increase in drag caused by the Dr. Froude first made it clear that accurately measured and defined the phenomenon. V is the ship's speed (knots) in full length. , and L is the waterline length (feet) of the ship. Thus, Froude number 0. 298 equals a velocity length ratio of 1.0. Following Froude's teachings, for the same volume In order to move faster and faster, ships have to be built longer and this to extend the start of drag rise until high speed. However, the length increases for the same volume. When enlarged, the ship becomes narrower, stability is sacrificed, and it is subjected to greater stress. be proportionally lighter and stronger (to avoid excessive exposure and structural weight). Therefore, it results in a structure that has to be more expensive). In addition, the prescribed drainage Longer ships can achieve higher speeds, but their natural longitudinal frequencies are lowered. compared to short and long small vessels, in high seas or rough sea conditions. Deteriorated.

Another means of achieving high speed ships is a floatable hull. To date, this popular The idea is very short, typically 100 feet and 100 tons. limited to hull types not exceeding . A boat only 50 feet long will take 60 knots. (Froude number of 2.53 or velocity length ratio of 8.5) can be done. This means that the available power simply pushes the boat onto the surface of the water. In this case the boat runs on top of the pumping water, thus producing pure waste water. Huge size that prevents the port from advancing beyond about 9 knots on a hull of the same length. Eliminate drag increase. However, at intermediate speeds, e.g. 5 to 25 knots, this A 50-foot boat requires a disproportionately large amount of power before it can "go on the level." It is said that A 50 foot floating boat is the length of a 300 foot frigate. These speeds are rated to an exact range of 12 to 60 knots. Ru. So evaluated, in order to achieve that minimum practical speed (60 knots) The power required for a 300-foot floating frigate would be approximately 500,000 horsepower. However, such horsepower is currently not available on ships of small size and low displacement. Needless to say, it cannot be supplied.Furthermore, these three Continued boarding of the 00 foot vessel, like much smaller buoyant vessels, is too slow. Large flat hulls unless it is possible to clear water or "fly" over the liquid. Surfaces experience material fatigue as they are struck by ocean waves at continuous high speeds. .

Ships using floating hulls have also been produced with water jet propulsion.

However, due to limitations in size, tonnage and horsepower requirements, certain waterline lengths or The use of water-jet propulsion floating hulls for vessels exceeding the number of ships has not been seriously considered. It was.

Floatable hulls are typically very high power, flat or concave "V-shaped" ” incorporates a combination of bottoms, often incorporating curved surfaces, sides and bottoms At the junction with the chines, giving increased aquaplaning ability and extremely high speeds. Provides greater stability at higher temperatures. It can also be made of wood, aluminum or It features an extremely lightweight construction of fiberglass.

U.S. Patent No. 2,185,430 (W., Starli Burgess) ng Burgess] describes one of the many interpretations of this type of hull. , its inventor ``One and main purpose is 19. ``It is in the preparation of a hull type that can He is 6-7.5 years tall Characteristic speed-length ratio between 2.5 and 7.3; speed-length ratio between 47 and 51; Specifies displacement-length ratio and for high-speed hulls having a length of 30 to 45 feet. The formula for the speed horsepower of Weight (pounds) C If v=knots/hour in Uni, it is defined as C=27,150.

When scaled to the maximum size specified by Burgess (approximately 250 fifties) The leading features of his hull would be = 33-42 ft. Width of boat: Design speed of 39 to 115 knots; Displacement of 734 to 797 tons. Ba According to Gess's teachings, the power required for a minimum speed of 39 knots is approximately 3 90,000 axes H, P, with a minimum displacement of 734 tons for high power This is the area of

Hull designs using the hydraulic lift concept are suitable for small vessels, e.g., U.S. Pat. No. 42,707, powered by a conventional propulsion drive. It is known for ships smaller than 200 feet or 600 tons. child The shape of the hull allows high pressure to be achieved in areas with a specific shape to provide hydraulic lift. It is like being guided under the hull in the area.

A monohull fast boat (MFS) has a water injection system in the aft part of the hull and also as shown in Figure 16. As a result of the presence of high pressure on the upper surface of the inlet vibrator, a certain threshold velocity Generate a hydraulic lift that exceeds. Such a hull may be used in the As shown in Figures and Figure 14, the residual drag of the hull in the water is reduced. For this reason , power and fuel requirements are reduced. Hydraulic lift increases with velocity squared. Since the hull to be lifted has a Froude number of 0.42 or a speed length of 1.4 higher than traditional hulls, which tend to "stern" or sink at higher speeds. high speeds can be achieved. Work boats using the MFS format are currently at sea. or used in many of the world's port approaches. This hull form is also now up to, certain sizes of high-speed pilot boats, police launches, rescue launches and fast rescue boats, customs clearance boats. boats, patrol boats, and 16 to 200 feet (2 to approximately 600 tons) considered to be restricted to motor yachts and high-speed fishing boats taking a size range of . For their size, these boats weigh much more than floatable boats. and is sturdy. In the speed range of 5 to 25 knots they are and has a smooth ride. They are also more buoyant than 3.0 also uses much less power for its size at low speed-length ratios; And they are very maneuverable. The actual use of this type of hull is for very small Leading shipbuilders insisted that such a hull be limited to ships of 600 tons. It has been used on many yachts. However, it is over 2,000 tons commercial or military vessels have never been considered.

U.S. Pat. No. 2,342,707 (Troyer) and U.S. Pat. No. 4,079,688 (Diry) is a fast displacement hull variant. However, these interpretations vary depending on the hull type and operation. This invention differs from the present invention in both aspects.

The Trojan has a pointed or "canoe" stern with excellent linearity. If such a boat has a "stern sink" at higher speeds than a "moderate speed" In order to combine with the nature of the lift necessary to prevent Although it teaches a "double-ended" boat with a stern, such speeds It is not specified in any respect.

Whatever the Trojan's hull's ability to generate hydraulic lift at the stern, Such a stern is suitable for ships with a displacement of more than 600 tons and 40 for the present invention. It is particularly unsuitable for operating speeds such as ~50 knots. Because it's wide The stern of the poop (which Trojan specifically excludes in his teachings) is Basics for efficient installation of water jets as taught by the present invention described below. This is because it is a requirement.

Additionally, at the speed contemplated by the present invention (i.e., a speed length ratio of 1.4 to 3.0), , without the associated increase in excessive width and drag, A larger range of lift is required.

Trojans are characterized by size, proportions, displacement, speed or power, or each other. The size or type of vessel or cannot determine the purpose of his vessel. However, he ``Special form of stern design'' for ``boats'' with ``a bow or stern'' ” is taught as a fact.

The Trojan stern is characteristically rounded or pointed and flat, with a chines or acute angles at the joints of the sides below the waterline; and greater than 10° It has an angle of deadrise at the stern. In these important characteristics, it depart from the design features described for the present invention as described below.

U.S. Pat. No. 4,079,688 ([Diry]) also states that “as speed increases, ``displacement hull'' intended to overcome the ``rapid increase in drag that generates waves'' , and the related speed for his teaching is 0. Froude number of 6 to 1.20 and It is positioned as such. A key feature of Dilley's teaching is that ``a substantial portion of the length A fast-displacement hull consisting of a parallel central body of constant and complete sections.

Water injection propulsion system that substantially reduces propulsion drive cavitation and vibration problems The stem is described in U.S. Pat. No. 2.570.595; No. 776.168, No. 3.911.846, No. 3.995.575, No. 4. No. 004.542, No. 4.76.035, No. 4.611.999, No. 4.6 No. 31.032, No. 4.713.027 and No. 4.718.870. It is known as it is.

Today they are recognized as useful for propelling large ships, especially at high speeds. flooding, rather than the low pressure that typically exists in areas of large displacement hulls. Due to the high pressure required at the water inlet in the aft part of the hull, It is considered inefficient.

U.S. Patent No. 4.276.035 (Kobayashi) is a patent that applies to small boats. It's also typical. Kobayashi are placed in tandem or in order along the aft part of the midline of the boat. teaches an arrangement for water jetting with two vibrators arranged in a. he is special As mentioned separately, this involves water jet inputs placed along each other on either side of the midline. The mouth vents or tilts the boat at an angle during turns (when the water is It is to eliminate the possibility of "rising from the inside to the outside."

Changing the trim of a ship is described in U.S. Patent No. 4.843.993 (Martin P. in]). However, Martin can be easily teaches its use for the purpose of optimizing the performance of one screw. .

Pass through the ocean at high speeds, i.e. in the range of 40 to 50 knots, and Law and density are particularly driving the growing global acceptance of 'just in time' inventory and storage operations. In view, perishable cargo, which is not acceptable for air cargo flights and other time emergency parties. Commerce for quick and safe maritime passage of high-cost capital goods cargoes, military strategic maritime transport. Due to industrial requirements, there is an increasing need for water vessels with high stability. Ru.

Today's containers can be shipped two at a time to reduce the cost of shipping ton-miles. Larger sizes to carry containerized cargo up to 5,000 tons There is a tendency to For this purpose, both sides cross the ocean to load and unload cargo. It is necessary to visit a certain number of ports. This is time consuming and the largest ship Only a relatively small number of ocean crossings can be carried out in 7 years, thus significantly reducing It means limiting the number of financial turns possible with investment costs.

Very fast but smaller ships operating at 40-50 knots can be used on each side of ocean crossings. Weekly round-trip sailings can be carried out between only one port in the United States. this Smaller, faster ships carry only up to 10,000 tons of cargo, but It can transport approximately 60% more cargo than larger ships, and each container is made of As always, collection and delivery systems are subject to more controlled Fully unloaded and reloaded, more disciplined and integrated Use technology.

Thus, the time required for each container to be picked up and delivered (door to door) It would be possible to meaningfully reduce the time. We charge a premium for this service. For example, if a surcharge is currently charged for air freight and the current Lying somewhere between sea charges and air freight charges. This premium is applied to each ship. Along with much larger shipping speeds, the increased fuel consumption required to operate at speeds more than twice that of the container ship; More than the compensation of Canada.

For the reasons already mentioned, the traditional approach of making such container ships very large By law, it is not possible to achieve such an increase in speed. Because that As their length increases, their threshold velocity according to Froude's law increases. As a result, the payload and stability of those cargoes are compromised. propulsion device performance is limited by the occurrence of cavitation, their impractical size and intermediate speed. The problem of optimizing the bi-sochi of the blade at the ability of the thruster to deliver the required power (which may require a gear box) A serious problem also arises.

Disclosure of invention The intention of the present invention is to provide a monohull fast boat (MFS) having the following characteristics: The purpose is to overcome the problems of the prior art mentioned above: 1. According to Froude's law, " The generation of arresting drag that occurs at a "threshold speed" is defined as the "stern sinking" by significantly lifting the hull, rather than "down" or sinking.

2. The efficiency of the propulsion system does not decrease at such high speeds, which is why water injection is proposed.

3. The high pressure developed under the hull at threshold speed and higher speeds not only lift, but also compatible with the requirements for optimal water injection inlet efficiency. It is multiplicative.

4. The flow of water through the inlet ducts of water injections depends on the hydraulics acting within those ducts. Due to the added lift generated by the target force, the actuation speed, e.g. Useful against ship resistance in knots.

5. Characteristics of the hull shape contribute to the linearity and resistance of the hull at high speeds.

6. Sufficient power can be coupled with water-injected propulsors to accommodate existing gas turbines on ships. This gas turbine mechanism is smaller There is increasing evidence that it is now efficient and practicable for high-speed vessels of this type. Ru.

7. The weight and cost of the structure, power generator, propulsion device, gear box, fuel and equipment are: Less expensive, containerized shipping and/or roll-on A commercially viable transoceanic vessel carrying a mix of roll-off cargoes. Do not prohibit service operations.

As shown in FIG. 13, the general design of the MFS of the present invention where the hull form is important in achieving the previous features of the invention. Ru. The speed is not sufficient to make the ship fully aquaplane or 'flyco'. be. Moreover, on the contrary, the speed is too high and the proven design techniques for traditional displacement hulls are too high. Unable to use techniques.

Such techniques reduce frictional drag and eliminate prohibitive surplus or "wave-making" resistance. required to delay the onset of drag, and in practice, a prescribed "threshold" speed At speeds within or exceeding This is very contrary to the matter. This is particularly true of the present invention's low beam ratio, wide transom and high displacement. Applies to ships with a water ratio.

In this intermediate speed situation, for example, the characteristics of a 40-50 knot hull type are There are implications for the technical and commercial development potential of the present invention.

The present invention applies to high-speed commercial ships over 2000 tons and passenger ships over 600 tons. , which addresses the problems and limitations encountered in prior art hull designs and propulsion systems. Overcome.

The invention is useful for fast but large commercial ships, e.g. Investment to offset high capital and operating costs due to high turnover rates A cargo ship or vehicle fleet over 2000 tons or 200 feet that achieves provide lee.

The present invention provides superior durability in open ocean conditions than current commercial and passenger ship designs. Achieve navigability.

The present invention aims to achieve the high speed required to significantly reduce crossing times. , to increase the amount of cargo carried on ships of sufficient length and size. greatly reduces the frequency of services and the need to visit several ports on each side of the crossing. do.

The present invention provides a more widespread approach that allows for more flexible planning and greater on-time dependence. Achieve a wide range of operating speeds.

The present invention utilizes water jets rather than traditional submersible appendages, such as rudders or propulsors. and by having a built-in trimming or fuel transfer system Has smaller or shallow port access and greater maneuverability than prior art in tonnage. provide commercial vessels for

The present invention particularly provides a waterline length (L) of approximately 680 feet and an overall vessel width of approximately 115 feet. (B) For commercial vessels having a full load displacement of approximately 25,00 to 30,00 tons. used. However, it is generally 600 tons and 200 feet. Applicable to passenger ships over 2000 tons and commercial ships over 2000 tons.

A system using example water jets for speeds up to 20 knots for steering purposes. stem is used. Additionally, the case water jet incorporates a reversing system. results and Thus, a ship using the inventive concept can be stationary and maneuverable.

The present invention utilizes a known MF with inherent hydraulic lift and low length-to-breadth (L/B) ratio. The stern of the MFS uses an S design, but high pressure is generated to lift the hull. For best efficiency, high pressure is applied at the inlet of the water injection identified to correspond to the area A hitherto unknown combination of powerful gas turbine power and water jet propulsion Use combination.

The advantage of water injection propulsion systems in MFS hulls is that they can reach speeds in excess of 30 knots. It delivers large amounts of power at high propulsion efficiency, and also makes the ship very fast. It is the ability to quickly decelerate to a stop. The system also measures propulsion vibration, noise and largely eliminates major problems in tation. Integrated MFS and water injection system The main advantage is that the hull shape and lift characteristics improve the suction and propulsion efficiency of the water injection system. However, the accelerated flow in the suction also adds to the drag forces in the hull. is to generate high pressure and large lift to reduce.

It is advantageous for water injection propulsion systems to have areas of high pressure in the vicinity of the water inlet. is good, and a large flat stern plate area is required for installing the injection unit. Because of this, the MFS hull type is ideally suited for water jet propulsion. gas ・A high-efficiency propulsion system combined with a turbine main engine is suitable for large high-speed ships. designed to meet the high power levels required for

The low length-to-width ratio of the present invention means that the inherent low length-to-width ratio results in a large usable cargo space. Provides improved stability.

A water jet propulsion system combines the directional thrust of water jets with the high maneuverability power without forward speed. The application of power provides greater maneuverability than that provided by propulsion aircraft.

The marine gas turbine unit or pump of the present invention provides propulsion. Virtually free of size, cavitation and vibration problems inherent in machine drives Generate axial or mixed flow of power.

Additionally, reduced radiated noise and wake characteristics are achieved through novel hull designs and water injection propulsion systems. generated by the system.

MFS hulls can be produced economically in available commercial applications.

The marine gas turbine engine used in accordance with the invention may be diesel or water Proportionally lower weight, volume, cost and fuel efficiency than achieved with steam-powered propeller drives. To generate or generate more power due to charge consumption rate is being developed.

The MFS hull submersible geometry avoids the traditional drag build-up in commercial ships.

The hull shape of the present invention allows the stern of the ship to sink or begin to sink, whereas the stern of a conventional hull sinks or begins to sink. Begin lifting (thereby reducing trim) at the desired speed.

The present invention improves the power and weight efficiency of marine gas turbines, the propulsion efficiency of water injection, and Hydraulics of MFS hulls with a geometry that lifts at speeds where traditional hulls sink and traditional hulls sink. Combine efficiency. The present invention is a ship with a total length of approximately 200 feet and a total length of approximately 28 feet. Maritime industrial vessels exceeding width and draft of 15 feet and displacement of nearly 600 tons finds specific use for ships.

The commercial ship according to the present invention is a general ship under the trade name LM5000 or LM6000. There are eight conventional marine gas tanks of the type currently manufactured by Electric. currently manufactured by Riva Calzoni or KaMeWa. Four water jets of the general type are used.

The water injection propulsion system has a pump impeller mounted at the stern plate; Water flows from under the stern to the impeller through an inlet at the bottom of the hull just forward of the stern plating. sent to. The inlet is equipped with high pressure to increase the propulsion efficiency of the water injection system. located in the area.

The accelerated flow generated by the pump within the inlet provides additional Generate dynamic lift. Results compared to hulls with conventional propulsion propulsion systems The greatest improvement in propulsion efficiency is approximately 30 knots. Starts at speed.

Maneuverability is achieved by two water jets, each jet having a slope for steering. To provide extra thrust, a horizontally rotating nozzle can be installed. Deflection plate stops and directing the injection thrust forward to provide low-speed control. Steering and reversing machine The system operates on a hydraulic cylinder located in the injection unit behind the stern auxiliary plate. Therefore, it is operated. Alternatively, a conventional rudder can be used.

The ship according to the invention carries cargo up to 10,000 in the Atlantic Ocean at 37-45 knots. in approximately 3-4 days, in up to 5 sea states, with 10% reserve fuel capacity. have

An integrated control system controls gas turbine fuel flow, power turbine speed, and Provided to control turbine acceleration and deceleration and monitor gas turbine output torque. visual and control, and adjust the water jet angle, rate of change of angle, and optimum stopping performance. Controls the water jet reversing mechanism. Such a system takes as input the ship speed, Parameters including shaft speed and gas turbine power output (or torque) Consideration is given to using

The aforementioned control system has an applied gas turbine corresponding to a ship speed of approximately 20 knots. Allows full phrases in bin power. It has high power and ship speed. automatically reduces the applied steering speed, and further increases the ship speed by approximately 20 knots. Complete reversal of water injection thrust deflector at applied gas turbine power corresponding to Allow rotation. In addition, the control system is equipped with water jet reversing deflector movement and high power. automatically limits the rate of movement that can be made, and is most effective at high ship speeds. gas turbine.

Control power and speed.

In summary, the present invention has the following advantages.

1. Lower at high lead speed compared to conventional merchant vessels of the same size and proportions Hull resistance.

2.Sufficiently tall to allow commercial cargo transportation without resorting to expensive lightweight construction. Good displacement length ratio.

3. High inherent stability that allows large volumes of cargo to be retained on the main deck with proper preservation of stability. sex.

4. High inherent stability is a necessary condition for ships to be ballasted when fuel is consumed. This has no effect, thus providing an increase in top speed by distance traveled.

5. Low beam ratio allows for greater use within the vessel compared to high speed conventional ships of similar displacement. Provide partial volume.

6. Great potential conservation of fault stability.

7. (a) creates excessive hull strength problems; (b) has adverse subjective behavior; and (C) Operates at high speeds in adverse weather conditions without excessive hull slamming and deck dampening ability to

8. Due to the desirable combination of hull, water injection and gas turbine characteristics, two , the ability to operate effectively in three or four water jets.

9. Accommodates four large water jets in the stern auxiliary plate and has sufficient bottom area for suction. ability to provide 10. The integrated water injection/gas turbine propulsion system is is optimized.

11. Use water injection rather than large, complex, and less efficient propulsion systems For speed ranges of 40 to 50 knots, conventional hull types of similar displacement Technical risk lower than.

12. Excellent maneuverability at both low and high speeds and stopping in much shorter distances ability to.

13. For other uses such as operating in shallow water or for amphibious purposes, all In order to ensure an optimal longitudinal center of gravity at all speeds and displacements, Ability to use integrated fuel trimming system.

14. Kajima to reduce the possibility of underwater damage during shallow water maneuvers or amphibious operations. or the omission of propulsors and associated appendages.

For this purpose, it is necessary to describe the main physical and operational features of the invention. be.

Optimized for operation at Froude numbers with lengths greater than 1.0.4 and up to 0.9. Hull.

Maximum waterline width or vessel length/width ratio (waterline length in feet) of 2.5 to 7.5 width (in feet), expressed as L/B).

3.60 to 150 displacement length ratio or displacement (long tons) to waterline 4.1.0 Smaller specific power (shaft horsepower in displacement (long tons) and speed (knots) (expressed as SHP/DXV).

5. The bottom of the hull, which has a longitudinal profile that is non-convex with respect to the center of the ship; The contour of the line depends on the ship's normal operating speed and displacement; Occurs laterally from the point of maximum depth to the point of minimum depth in the stern or transom, and this The minimum depth such as is less than 60% of the maximum depth.

6. The transom width in the reference sample is at least 8 times the maximum width of the hull at the reference waterline. It is 5%.

7. Approximately the aft length of the forward perpendicular to the stern (or the junction between the bow and the reference water line) The transverse compartments of the hull, from 30%, at their joints with the sides of the hull round (and non-concave in cross-section on each side of the keel or midline, but A concave shape that joins the sides of the hull at the "knuckles," the forward two of the captain's length. Exclude those around 5%.

8. Hulls whose sides are non-concave in plan at the reference water line.

9. Maximum angle of deadrise at the stern beam (inclination above the transverse section of the bottom and horizontal ) is less than 106.

The combination of all the above features according to the invention provides a It satisfies the many conflicting requirements of high-speed situations, e.g. 40-50 knot operation.

Such speeds are required for effective commercial, military and recreational operations. Combined with its configuration, stability, carrying capacity, weather resistance and feasibility, This is a major advantage of the present invention over offset prior art vessel designs.

As an indication of the very different features of the MFS vessel of the present invention, as taught by Burgess, The present invention is sized to the same maximum length of 250' as previously described with reference to the prior art. MFS ships will exhibit the following characteristics = 33-50 feet beam; 22-47 Knot design speed; displacement of 938 to 2344 tons. U.S. Patent No. 2,185,4 For a minimum design speed of No. 30, the present invention has a displacement of 938 tons according to tank tests. Requires only 33.716 axes H, P in water volume and 0.922 specific power give.

Thus, despite displacements greater than 28%, the present invention achieves speeds of the same magnitude. requires less than 1/2 of the power disclosed for the Burgess hull. Probably. As this reflects, Burgess's hull is much larger in scale than the present invention. speeds – however, exceeding modern propulsion systems which excludes very small vessels. It is intended to be efficient and fast.

In the scale of the 679 ft and 25-20,000) ton MFS of the present invention , Burgess shows only the maximum displacement of 14.136), but still in your example For its maximum design speed of 65 knots, assuming the same specific power as Therefore, some a, ooo, ooo axes H and P are required.

If such installed power is available, the smaller of the Burgess hull Stern width will greatly limit the amount of power that can be delivered.

In contrast, water injection systems and clamps derived from existing service units Currently available guides with maximum output of up to 440,000 axis H, P pinned. Using a steam turbine mechanism, the present invention can Achieve speeds that are well within the range of its intended performance situation.

In profile, the present invention is only about 20% of the maximum in terms of maximum depth. indicates the part of the transom below the water surface that rises to the point of minimum depth. Burgess teaches the profile of the mostly subsurface part of the water level, which is very high at a fast speed and as necessary as described in his text, derived from the need to maintain the longitudinal center of buoyancy away from the aft part of the hull Sometimes.

In propulsion or water injection systems, all propulsion means are within the extreme dimensions of the ship's hull. It is desirable to accommodate the This is because the wide stern beam is an essential feature of the present invention. the width of the transom provides the desired speed of operation, e.g. 40-50 knots. This is the main physical requirement of the invention. Because the width of the transom depends on the size and This therefore limits the power of both the water injection and the propeller. Burgess is He taught a rather narrow stern beam regarding the maximum hull width, yet within the scope of the present situation His hull is suitable for any size, as it requires considerably more power at speeds within It is also unsuitable for water-jet propulsion in small vessels above the water jets.

The lateral compartments of the barges allow for much higher proportional actuation speeds or speed-to-length ratios. The lateral sections of the present invention differ as expected from the intended half-mold. he The compartment consists of a rigid chine through the submerged compartment and a concave bottom on each side of the keel. It has a combination. His waterline in the form of a plan in the standard is as described exhibits concavity or a “wasp-like constriction”. At the stern of Burgess's hull. The deadrise angle of the present invention is approximately twice that of the present invention.

In summary, the Burgess hull physically, as in operationally, is similar to that of the present invention. Unlike the present invention, his hull was designed for a completely different purpose and on a smaller scale than the present invention. Intended for use at much higher proportional speeds.

The Dilley hull, in contrast to the hull of the present invention, features a continuously changing hull. in fact, no section of the length of the ship is constant at any point. do not have. Dilly also has a particularly unique way in which the entrance to the vessel is formed. So This is done by a slope that slopes upward from the midline of the bottom of the hull toward the waterline at the bow. shall be specified.

This feature differs from the inlet section of the present invention, which has a constant profile. It is a straight line and not a "slope" (as in Figure 4 of Dilley's teachings), but the length of the ship is The profile is a convex curve with respect to the direction midline.

The bow section of the present invention is concave with respect to the longitudinal midline of the ship - Figure 5 of Daly. Convex and flat at the keel - Daly's "Entrance Length" In an area of about 30% of the length of the ship vertically aft of the forward, which is similar in proportion to Stay. The Dilley hull and the hull of the present invention differ in these three important aspects. Become.

Finally, as Dilly teaches, his hull is 0.　6~1.20 fluid intended to operate within a range of numbers. This is a very heavy 0.42-0.6 This eliminates the required lower Froude number range, which is the range that the present invention optimizes. Yes, and on the MFS scale with a waterline length of 679 feet, 35 to 52 knots. For profitable commercial use of containerized shipping, Sufficient power available for a well-supplied, stable and workable hull - is about the maximum that appears to exist.

Figure 11 shows the MFS frigate (curve A with circular data points) and the same length/ship Traditional frigate hull of width ratio and displacement of 3400 tons (with triangular data points) Figure 2 shows a comparison of shaft horsepower with curve B). Between about 15 and about 29 knots, both shots are Requires similar power. From 38 to 60 knots, MFS ships are at maximum efficiency. operate within the area and benefit increasingly from hydraulic lift. This speed range is If the hull length is not substantially increased to reduce the speed-length ratio, then or compared to traditional displacement hulls, unless the length-to-width ratio is substantially increased. Much more practical. Hydraulic lift in MFS design is greatly affected by rough forces. more similar to a high-speed performance navigation port than a buoyant hull raised to a horizontal plane. It's a gentle process. MFS hulls do not have sufficient fresh water, which causes them to reach high speeds. avoid the problem of slamming into waves.

Additionally, modern large ships have traditionally been powered by diesel-powered propulsion. there were. However, propulsion machines are inherently limited in size and also have a key Present cavitation and vibration problems. In general, applying current technology, 6 0.000 horsepower is almost the upper limit per shaft for conventional fixed pitch propulsion machines. It is recognized that In addition, large diesel engines are impractical in terms of weight, size, duty and fuel consumption. It is.

When examining the category of speed with respect to the waterline length shown in Figure 13, the MFS is Providing fast commercial shipping. Figure 13 shows sizes ranging from small to very large, as described later. , which indicates the size of one series of semi-planned hulls. MFS has a smaller hull format today. similar to those widely used on ships. Because it is a draining hull Displacement length ratio approaching that of the vessel and approaching that of the planned hull (use of maximum speed This is because it provides the possibility of

The present invention does not use the arrangement taught by Kobayashi. Because 2 or more entrances Achieve balanced flow into each pipe when the vibrators are arranged in tandem. This is because it cannot be achieved. Furthermore, the hull angle of a ship of the size of the present invention is Very modest compared to small boats as taught by Kobayashi's teachings; High water pressure below the stern and at the outboard inlet This will further reduce the possibility.

Therefore, the inlet vibes of the water jets are parallel to each other and under the aft part of the ship. The present invention is located at the most favorable point in the area of high pressure generated. This is one feature of Unique open deck ship width or low 1 ship width ratio and open deck Because of the transom design, there is more space available to implement this arrangement. and thus the proportional limiting maximum power that can be delivered by the water jet. To increase.

The column inlet arrangement taught by Kobayashi cannot be applied to the present invention.

Brief description of the drawing FIG. 1 is a side view or profile of the starboard side of a vessel according to the invention.

FIG. 2 is a top view of the ship shown in FIG.

FIG. 3 is a front view of the ship shown in FIG. 1 as seen from the bow.

Figure 4 is shown in Figure 1, half from the bow and half from the stern. 1 is a cross-sectional representation of the hull showing different contour lines at the origin along the length of the hull;

Figure 5 is a cross-section of the midship section of the hull shown in Figure 1 to show the arrangement of the deck. It is a front view.

Figures 6 and 7 show the onboard water propulsion/gas turbine unit shown in Figure 1. FIG. 2 is a schematic side view and a top view, respectively, showing the arrangement of FIG.

Figures 8A-8D show a seventh embodiment of an alternative embodiment of a gas turbine and gearbox. 2 is a schematic plan view similar to the figure; FIG.

Figure 9 shows the difference between displacement and speed for approximately 380,000 delivered horsepower (DHP). It is a graph showing the relationship between.

Figure 10 shows the relationship between ship speed and delivery horsepower (DHP) for the MFS described below. It is a graph showing a relationship.

FIG. 11 shows the shaft horsepower/speed characteristics between the frigate of the present invention and a conventional frigate. It is a graph showing a comparison of gender.

Figure 12 shows the specific power per ton/knot of a conventional vessel in length compared to the present invention. This is a graph for comparison.

Figure 13 shows the Froude number range from 0.42 to 0.9 (or v/J'U = 1.4 to 3.0), the respective waterline indicating the use of a semi-floating hull type. 1 is a graph of the speed classification of boats, ships and marine vessels in terms of length;

Figure 14 shows that the MFS of the present invention with a waterline length of 679 feet has the same length and width. and increased displacement compared to conventional displacement hulls of the standard series of tillers. Showing how it provides drag reduction in absolute speed, speed-length ratio and Froude number. This is a graph of specific residual resistance with respect to ship speed.

Figure 15 shows the water injection propulsion system used in the ships shown in Figures 1-3. FIG.

Figure 16 shows a modified gas turbine/electric motor for a water injection propulsion system. 7 is a schematic diagram similar to FIG. 6 showing the motor drive; FIG.

Figure 17 shows how the trim of the vessel is affected by the absorbed effective horsepower (E, In order to minimize H, P, ), let the vertical center of gravity (L, C, G,) be the abscissa. forward of the center of the hull (base point 5 in Figure 4) designated by the number “0” in 28 shows how it is optimized by moving backward in feet. Based on full-scale model tank tests of a 90 meter MFS hull with a displacement of 70 tons. This is the graph.

FIG. 18 shows the absorbed E, H, P when optimization trim is used.

M of 90 meters of the 2870 tons displacement referred to above, showing a reduction in Graph based on full-size model tank test of FS hull.

FIG. 19 shows a fuel transfer system for optimizing trim in an MFS according to the present invention. 1 is a schematic diagram of an embodiment of a stem; FIG.

The best mode of carrying out the invention (where like reference numbers refer to like parts throughout), With particular reference to Figure 1, there is shown a ship generally designated by the number 10; For example, for transatlantic driving at speeds in the range of 40-50 knots. , e.g. at high payloads up to 10,000 tons, using hydraulic lifts. A low length-to-breadth (L/B) hull type with semi-displacement or semi-floating round bilge. have The L/B ratio is preferably about 5.0 to 7.5. This ship is 215 feet. and a reference waterline length of 679 feet as shown in Figure 4. length and displacement length ratio of 60-150.

The ship 10 has a hull 11 known as a semi-floating round bilge type with an open deck 12. have The rudder superstructure 13 is designed for cargo and/or helicopter landing. It is located aft of the hull to provide a large forward deck, and is described below. Includes controls for the ship as well as accommodation facilities, living spaces and other equipment, as described. Up The structure 13 is positioned so as not to adversely affect the longitudinal center of gravity. commercial ship exceeds 2000 tons, e.g. 20,000 to 30,000 tons (these (but not limited to), the present invention is It is applicable to passenger ships exceeding 600 tons.

The longitudinal profile of the hull 11 is shown in FIG. 1, while the front view is shown in FIG. No. The base line 14 shown in dashed lines in Figure 1 indicates that the bottom 15 of the hull 11 is at its maximum depth. It shows how it rises from the point toward the stern 17 and levels off at the stern support plate 30. . The bottom 15 of the hull extends from a maximum point 66 to a minimum depth point 67 with respect to the base line 14. and has a non-convex longitudinal profile. This profile is also shown in cross section in Figure 4. 4, reference numeral 66) to the stern beam. 4, reference numeral 67), and the minimum depth is the depth at point 66. less than 60%, causing inhibiting transom drag at lower length Froude numbers. Provide the high pressure necessary to exceed the threshold speed. this is , typically a low Froude number compared to the very high Froude numbers of Burgess or Dilly. (both of which operate at a Froude number of 0.40, preferably 0.42 to 0.9) It is a significant feature of the invention when it provides speed requirements.

Figure 4 is a cross-sectional representation of an MFS hull type with a nominal waterline length of 679 feet. The right side shows the configuration in the forward part of the ship, and the left side shows the configuration in the aft part. Indicates completion. This drawing is in meters from the beam center line and also the forward vertical The cross-section of the MFS hull is described at 1710 with a vertical length of 75 aft from 68.

The MFS hull has a keel in the forward part and a flat bottom in the aft part. It has a traditional displacement hull shape. For small vessels, the temporary line in Figure 1 Centerline vertical keel or heel shown in and designated by number 65 65 is installed, and the ship's head is located in front of the stern auxiliary plate 30 from almost the deepest point of the forward bilge. Improving directional stability and roll damping in small ships. As shown in Figure 14 (, Hydraulic lift under aft section to reduce drag with respect to conventional displacement hulls It is this hull configuration that produces at threshold speed. Stern beam (station) line or contour line 10) between the midline (68) of the ship and the side (69) of the ship. The distance between %. This is especially true for speeds with a Froude number of 0.42 to 0.9. techniques, such as ship sizes much larger than those taught by Burgess or Dilley. and displacement length ratio, the water injection inlet or thruster to deliver the required horsepower. This is to accommodate sufficient space for the holder. In Figure 4, numbers 0 to 2 The station or contour line marked is the bow section 1 seen from right to left in Figure 1. 6 shows a non-convex form of the hull shape with associated "knuckles", but 3- The contour line numbered 10 shows that the bilge in the stern section 17 is also shown in Figure 1. When viewed from right to left, the shape gradually becomes convex and flattened. child Determining the exact speed of hydraulic lift initiation as a result of the hull size and shape of the Although there is currently no approved method for The stroke was promoted by flattening and its onset at a velocity length ratio of 1.0 or 0. Froude number of 298 (or 22.0 in the case of a 679 foot MFS). occurs at a threshold velocity of approximately 26.06 knots at a displacement of 0.000 tons) It has been suggested. In the plan view, the water line of the hull is (Fig. 2, reference numeral 71), Burgess or other prior art while reducing violent movements in the front part. Teach to maintain maximum water surface area to operate at higher displacement length ratios It is non-convex at all points with respect to the midline 73 of the vessel. horizontal lateral The acute angle between the contour lines 10 (stern beam) at the point of intersection with the reference line is a maximum of 10°.

This vessel has a maximum operating speed of over 34.5 knots, as shown in Figure 4. It has a maximum displacement of over 600 tons.

The round bilge hull 11 thus has a "lifting" stern stern plate 17, as is known in the art. straight waterline, bilge bends and non-convex terminating in the stern. A typically rounded aft hull at the aft curve line and a straight aft buttock. aft dovetail with a slight downward hook terminating sharply in the inn or stern auxiliary plate generated by the hydraulic forces resulting from the hull form, which is generally characterized by It will be done. This type of hull is not a floating hull. It is 0.40 at maximum speed, Preferably in a Froude number range of about 0°42 or more and about 0.9 or less, e.g. For example, Burgess and Dilley hulls intended for higher Froude numbers Within the "threshold" speed range of approximately 0.42 to 0.6, which characterizes such hulls. At moderate Froude numbers, high pressure under the stern without excessive transom drag It operates by creating a hydraulic lift at the rear of the hull due to the action of Designed to be.

Beautiful bow section and deep forefoot (or forward cusp) at and below the waterline. in combination with a complete compartment above the knuckle line in the bow section When reducing the occurrence of violent acceleration and spray in the bow section in conditions is the main factor. High pressure at the stern also alleviates excessive pitching and thus serves to reduce longitudinal stresses on the hull girder.

Hull 11. There is also a mid-ship access ramp 18 on the starboard side and a stern access ramp 18. A roll-on/roll-off ramp 19 is provided, resulting in an interconnecting lift (Fig. (not shown), as in the midship section shown in Figure 5. Cargo stored on the three internal decks 21.22.23 below board 12 is accessed simultaneously for loading and unloading. Other access ramps are located at the rear. Strategically located, such as the ramp 20 provided on the starboard side.

Because of the short hull design, the hull is larger for a given displacement than a longer, narrower ship. Achieve the necessary structural strength with ease. Water in the form of semi-floating hulls The geometry that produces the mechanical lift is very well known, and its dimensions are the effective loading Determined by volume, speed, available power and propulsion configuration requirements.

Three-dimensional hull modeling computer programs in commercially available formats are Create a basic MFS format with the above requirements as . Once the basic hull Once the parameters have been determined, an estimate of the displacement can be made, e.g. 2 digits by weight coding from document 0900-Lp-039-9010 This is done using analysis.

Additionally, the short hull generates high natural frequencies and the propulsion system described hereafter. In combination with, while allowing the achievement of speeds in the 40-50 knot range, Makes the ship rigid and less susceptible to damage from dynamic stresses caused by waves.

Mixed flow, low A water injection propulsion machine using pressure, and high volume pumping technology constitutes the present invention. Incorporated in. Water-injected propulsion machines have a large capacity to obtain the necessary high power. Powered by a conventional marine gas turbine. Considered for current use The water injection propulsion machine is a single stage needle, is not complex in structure (and has 100 ．． Produces high efficiency and low underwater noise at propulsion forces above 0OOHP.

6 and 7 schematically illustrate one embodiment of a water injection/gas turbine propulsion system. Shown schematically. In particular, four water injection propulsion machines 26.27.28.29 (one of which is 15) are mounted at the stern auxiliary plate 30, and each The inlet 31 is located at the stern in an area determined based on the individual hull design of high pressure. It is located at the bottom of the hull just forward of the auxiliary plate 30. Water under high pressure is inlet 31 from there to the impeller of the water injection pump 32. The flow of seawater is caused by four water jets 2 6.27.28.29 at or around the inlet 31 by the pump 32 and the accelerated flow increases hull efficiency by reducing drag. Generates additional upward dynamic lift.

The two outermost water jets 26.27 are the exemplary water jets for maneuvering and forward thrust. Ru. Each of the example water jets 26.27 is a horizontally pivoting nozzle 34.3. 5 and provide diagonal thrust for maneuvering. Deflector plate (not shown) , directing the injection thrust forward to provide stopping, low-speed control and reversal in a known manner. turn towards The steering and reversing mechanism is located in the injection unit behind the stern plate. operated by an attached hydraulic cylinder (not shown) or equivalent. Ru. The hydraulic cylinders are powered by power backs located elsewhere on the ship. Power is supplied. Water jet propulsion and steering systems allow the vessel to be maneuvered while stationary. and allows for very rapid deceleration.

of the type exemplified by General Electric's LM5000. Marine gas turbines require only two turbines, each with a conventional With the combined gear installation, 51.440 HP per axis at an ambient temperature of 80°F. It is rated.

8 pairs of conventional marine gas turbines 36/37.38/39.40/41.4 2/43 is a combination gear box 44.45.46.47 and cardan shaft 48.49.50 ．． 51 respectively power water injection propulsion units 26, 28, 29, and 27. supply. 4 air intakes (only 252.53 of them are shown in Figures 1 and 6) ) are provided for turbines 36 to 43 and are located vertically on the main deck. The starboard side of the superstructure 13 extending upwards and provided in the aft part and the boat open horizontally. Eight vertical exhaust chimneys 54.55.56. for each gas-turbine. 57, 58, 59, 60, 61 (Figures 2 and 6) are also included in the rudder retainer superstructure 1. 3 and above the atmosphere to minimize re-entrainment of exhaust gases. emit to the direction. The exhaust chimney is constructed of stainless steel and is located below the lever arrangement. Air is directed through the space in the superstructure 13.

Gas turbine arrangements take several forms to achieve various design criteria. . Parts in Figures 8A-8D that are similar to those shown in Figure 7 are numbered the same. Therefore, it is specified, but it can be primed. For example, Figure 8A shows one implementation. In this case, in order to obtain a small installation width, an in-line gas turbine is There are only four pairs. A gearbox is provided intermediate each pair of series turbines. child The arrangement requires a somewhat larger installed length and higher combination gear box and thrust for each axis. Produces force-holding weight. Figure 8B is an embodiment that reduces the installation length; The width of the joint is not considered essential. Combination gear box and thrust per shaft The holding weight is also reduced to a minimum and the same amount as the embodiment of FIG. The width is between the embodiments of FIGS. 8A and 8C. The embodiment of FIG. To reduce weakness, have the gas turbine in two separate chambers.

Figure 9 shows the relationship between ship speed in knots and displacement in tons. −Run In water injection efficiency, the velocity increases as the displacement decreases.

Figure 10 shows that the linear relationship assumes a certain percent reduction in negative thrust at a certain speed. Therefore, there is a difference of 35 knots between delivery horsepower and ship speed for a ship with a displacement of 22,000 tons. indicates that it exists at speeds exceeding For example, a ship can reach a speed of 41 knots. According to this tank test, the required output horsepower is approximately 380,000 to achieve this. be.

FIG. 12 shows that at 30 knots, the ship according to the invention has a specific power (here HP = horsepower delivered, D; displacement (long tons) and V = speed (knots) Measure and compare performance against other classes of slow warships by length and size. shows that it is comparable. However, at a speed of 45 knots, the present invention , offering a completely unique class of vessels. Burgess of the prior art, 67 of the present invention At the same scale as a 9-foot MFS, at a specified minimum speed of 65 knots. 3.0 teachings an inherent power. This indicates that the characteristic pattern of the present invention is 45 knots. Approximately 7 times the size of the It is ten times the inherent power of the hull of the previous warship. This is currently considered any pena of power prohibited for such speed for military or commercial purposes It would be Ruthie.

Figure 13 shows the minimum Froude number (3) and Burgess (1) for which the present invention is optimized. and the minimum Froude number taught by Dilly (2). Midfielder The optimal speed range for S has lower Froude numbers, which poses a very different problem. , for example, the relationship of hydraulic lift to transom drag, displacement length ratio/swidth ratio and and other issues not addressed by the prior art.

The MFS according to the invention also has absorption E, H, P due to velocity and displacement.

The optimum trim or longitudinal center of gravity (L, Incorporate the fuel system to operate the ship in C, G, ).

This means that as fuel is burned and the resulting speed increases, the LOG will move backwards. This can be achieved by arranging the fuel tank such that it moves, or as shown in FIG. operated by a monitoring device with displacement and speed inputs as shown schematically in This is achieved by a fuel transfer system in which the fuel is adjusted to the speed and displacement of the ship. In order to better adjust the LCG, a conventionally constructed fuel transfer system can be used to It is pumped to the front or rear of the central section (base point 5 in Figure 4). This flame Fuel transfer is further facilitated by gas turbine machinery due to the light distillate fuel used. is easily achieved and reduces the need for fuel heating before being transferred, and standard It is particularly used in ships that encounter diverse speed conditions during operation.

As applied to the MFS described herein, the advantages of the fuel transfer system are As shown in Fig. 18, the conventional propelled Further clarity from empirical scale model tank test results on small MFS hulls be understood.

Figure 17 shows the weight, in feet, forward and aft of the midships (base point 5 in Figure 4). There is an optimization of trim by moving the vertical center of force (L, C, G,) It generally shows how the effective horsepower absorbed is reduced in speed. The abscissa is the fi and midship is "0" in the abscissa. Inside the hull In front of the center section, mark the left side of the zero point with a minus sign (for example, -10 feet). and to the right of the zero point, aft of the midships. Designated by digits preceded by a positive number (eg, 10 feet). song Line A shows that at a speed of 24.15 knots, the optimal trim is at a level of 17.250. 10 feet forward of midship to minimize absorption E, H, P, This point shows that it is obtained by moving C and G.

Curve B shows that at a speed of 20.88 knots, the optimal trim is approximately 13 knots LCG. Indicates that this occurs when the point is in front of the point, resulting in E, H, and P.

is approximately 8750. Curve C shows the optimum trip at a speed of 16.59 knots. indicates that the signal occurs when L, C, and G are approximately 17 to 18 feet ahead.

And the curve and E are at the respective speeds of 11.69 knots and 8.18 knots. and optimal trim is when L, C, and G are approximately 20 feet forward of amidships. to show that it is alive. When a ship's displacement decreases, for example, a substantial amount of fuel is consumed. the optimum trim is when L, C, G are stern and the speed increases accordingly. lifts too much and thus forces the bow section into the water to increase drag This occurs when the ship is moved to the rear of the center of the ship to prevent this.

FIG. 18 shows the optimum trim for a vessel of the type described above having an L/B ratio of approximately 5.2. can generate significant E, H, P, savings, especially at low speeds. shows. The dash-dot curve designated by the letter E ranges from approximately 7°5 knots to approximately 27.50 knots. In the 40 knot speed range, midships are optimal for 40 knot speeds. 13.62 feet fixed in the rear.

Indicate the required E, H, P for ships with C, G, and by the letter F. The solid curve designated by When optimized by moving C and G forward and backward depending on the amount of displacement. Required or indicates C, G. For example, 10 knots for this type of vessel. At a speed of , E, H, and P are reduced by about 50% using the optimal trim, and At a speed of 15 knots, the power required can be reduced by about 37%. Can be seen. Similar results were achieved with ships according to the invention, in which the L/B ratio was Although it is expensive, E.

The H, P and reduction percentages shown in FIG. 18 are not very high.

In this context, we use fixed C, G, 1600E, H, P.

In Figure 18 showing the reduction from to 850E, H, P, using optimal trim. A speed of 12.5 knots corresponds to a speed of 20 knots for the SPMH of the present invention. , this speed is practical and economical for commercial purposes. Similarly, the first The results shown in Figure 8 are for a ship with the same waterline length and L/B ratio, but with a lower displacement. It's not as expensive as what you do.

Optimization of trim due to changes in vessel speed and displacement also determines the optimal immersion of water injection pipes. Used when securing water, when the ship is stationary for proper pumping and brimming. Requires the point of maximum diameter of the outlet pipe to be level with respect to the water line when started. do. Also, some operations of the trim optimization system, especially when using shallow water ports. It has the above advantages.

The hull according to the present invention has excellent gunability and safety while providing a high payload carrying capacity. In order to achieve a ship design with a qualitative Ru. Tank tests show that this new ship design has a correlation factor of less than 1 (1+X). suggests that it has. Correlation factors are typically (see lines A and B), typically values between 1.06 and 1.11 are recommended. Ru. This is added to the tank resistance result to approximate the actual resistance on a full-scale vessel. be done. Thus, a correlation factor of less than 1 coupled to the hydraulic lift is the first A 45 knot vessel according to the invention, as shown by curves C and D in Figure 4. is expected to result in a 25% reduction in resistance. constructed according to the principles of the present invention A ship with the following types of characteristics:

Main dimensions Total length 774’0” Water line length 679’0” Model width: 116’5” Water line width 101° 8” Depth at center of hull 71゛　6” Draft (full load) 32’3” Length/width ratio 6. 673 drainage amount Overload 29.5260 ton Full load 24.800 long tons Half fuel condition 22,000 long tons Arrival conditions: 19.140 long tons Light ship 13,000 long tons Displacement length ratio 94.32 (overload) 79.2 (full load) speed 40-50 knots in half-fuel conditions durability Endurance is 3500 nautical miles with 10% reserve margin.

Accommodation equipment A total of 20 sailors handling the ship All accommodation and work areas will be air-conditioned.

propulsion machine Eight marine gas turbines, each with approximately 50 ．． Generates an output power of 0OOHP.

There are four water jets, two with steering and reversing gears.

4 combination speed reduction gear box motion Three main diesel driven alternators and one emergency generator The present invention has been shown and Without being limited to the details described, in particular the characteristics described in the above paragraphs, the present invention It is clearly understood that variations and modifications are possible without departing from the principles of. example For example, FIG. 16 shows one embodiment in which one or more generators 6 A gas turbine 60 driving 1 serves as a -order power source and in FIG. It is held higher in the ship than in the embodiment. one or more power generation The electric power generated by the turbine 60 via the machine 61 rotates the motor 62. 6, 7 and 7 with or without gear boxes 46, 47. Water jets 26', 27', 28', 2 identical to the water jets described with respect to FIG. Drive 9'. This arrangement is important for cargo transportation, LOG or stability. or, for other reasons, to place the gas turbine (60) in the most convenient location on the ship. It is possible to Also, it requires a gear box which can be heavy and expensive. Reduce noise: and reduce the level of machine noise generated. Development of superconducting technology also increases the feasibility of this arrangement. Therefore, the present invention is shown and Without being limited to the details described, we cover all variations and modifications that come within the scope of the appended claims. Intended to include.

FIG, 8AFIG, 8B (-1/-/) J*ll! 11 FIG, /4 FIG, /7 -20 -IQ O-IQ +20 From the center of the hull to the rear, C, G.

Speed (knots) FIG, /9 Ship speed Ship displacement International search report 11+++awauoaaaa

Claims (1)

[Claims] 1. The hull creates a high pressure area at the bottom of the stern, said bottom being at the longitudinal center of the hull. From the point of maximum depth further forward to the point of minimum draft in the stern, the minimum draft is less than 60% of the maximum draft; the width of the stern at the reference waterline is less than 60% of the maximum draft; at least 85% of the maximum width of the hull, which is equal to or greater than 0.40 Generates a stern hydraulic lift at a threshold speed of the bottom of the vessel, said compartment being located at the base of the ship at the point of junction with the side of the hull forward of the stern. convexly rounded with respect to the base line and the section on each side of the keel with respect to the base line of the ship. The surface is non-concave, but before it is concave and meets the side of the ship at the knuckle. exclude areas within less than 25% of the ship's length aft from the front vertical; and The sides of the hull at the reference waterline are non-convex in plan with respect to the midline of the ship; The maximum angle of the deadrise of the compartment at the stern is at most 10°; 2. The length/width ratio at the reference waterline is between 5 and 7.5, and the fuel and tolls are Displacement of the hull during operation of the hull when carrying a load/(length) to 3/100 Equal displacement/length ratio between 60 and 150, and large working fluid number 2. The ship according to claim 1, wherein is from 0.42 to 0.9. 3. The vessel of claim 2, wherein the vessel has a waterline length greater than 215 feet. . 4. Additionally, controls longitudinal trim of the hull in response to changes in ship speed and displacement 4. A ship according to claim 3, comprising means for: 5. The means for controlling the trim includes a fuel tank located inside the hull and a fuel tank located inside the hull. including means for transferring from within the tank to move the longitudinal center of gravity rearwardly with respect to the hull. The ship according to claim 4. 6. A means for controlling the trim includes a fuel tank located within the hull and a fuel tank located within the hull. Claim 4 includes means for changing the longitudinal center of gravity by transferring from within the tank. Ships listed in section. 7. at least one water injection device disposed within the hull; and said at least one further comprising an inlet for a water injection device, said inlet having a maximum angle of deadrise of 10°; 5. A ship according to claim 4, wherein the ship is located in a high pressure area at the stern of the ship. 8. further comprising a gas turbine coupled to the at least one water injection device. , the gas turbine drives the at least one water injection device to inject water into the at least one water injector. drawing into the inlet of at least one water injection device and said at least one water 8. A ship as claimed in claim 7, providing power for evacuation from an injector. 9. The at least one water injection device is connected to the gas turbine shaft and gearbox. 9. A ship according to claim 8, having more connected impellers. 10. At least one outboard water jet is located on opposite sides of the transom and Hydraulic jets provide forward propulsion and are a means of steering and control for the ship and small at least one additional injector, said additional injector providing forward propulsion; and arranged between at least one water injection device on opposite sides of said transom. 9. The ship according to claim 8, wherein: 11. further comprising an electric motor coupled to the at least one water injection device. , said electric motor drives said at least one water injection device to inject water into said at least one water injection device. into an inlet of at least one water injection device and said at least one water injection device; 8. A ship according to claim 7, which supplies power to be discharged from the injection device. 12.The hull has a waterline length of 600 to 700 feet, and the maximum operating speed is Claims exceeding 34.5 knots with a Froude number of length greater than 0.42 Ships mentioned in paragraph 7. 13. The ship according to claim 7, having a displacement of more than 600 tons. 14. further comprising at least one water injection device disposed within the hull; The at least one water injection device has an inlet in the bottom non-concave compartment with reference to the base line. , generates high pressure areas while the ship is in motion, and the maximum working fluid number is less than or equal to 0.9 The ship according to claim 1, which is: 15. further comprising at least one water injection device disposed within the hull; The at least one water injection device has an inlet in the bottom non-concave compartment with reference to the base line. , generates high pressure areas while the ship is in motion, and the maximum working fluid number is less than or equal to 0.9 The ship according to claim 2, which is 16, further comprising at least one water injection device disposed within the hull; The at least one water injection device has an inlet in the bottom non-concave compartment with reference to the base line. , generates high pressure areas while the ship is in motion, and the maximum working fluid number is less than or equal to 0.9 The ship according to claim 3, which is 17. further comprising at least one water injection device disposed within the hull; The at least one water injection device has an inlet in the bottom non-concave compartment with reference to the base line. , generates high pressure areas while the ship is in motion, and the maximum working fluid number is less than or equal to 0.9 The ship according to claim 4, which is: 18, further comprising at least one water injection device disposed within the hull; The at least one water injection device has an inlet in the bottom non-concave compartment with reference to the base line. , generates high pressure areas while the ship is in motion, and the maximum working fluid number is less than or equal to 0.9 The ship according to claim 5, which is 19. further comprising at least one water injection device disposed within the hull; The at least one water injection device has an inlet in the bottom non-concave compartment with reference to the base line. , generates high pressure areas while the ship is in motion, and the maximum working fluid number is less than or equal to 0.9 The ship according to claim 6, which is 20, further comprising at least one water injection device disposed within the hull; The at least one water injection device has an inlet in the bottom non-concave compartment with reference to the base line. , generates high pressure areas while the ship is in motion, and the maximum working fluid number is less than or equal to 0.9 The ship according to claim 7, which is 21, further comprising at least one water injection device disposed within the hull; The at least one water injection device has an inlet in the bottom non-concave compartment with reference to the base line. , generates high pressure areas while the ship is in motion, and the maximum working fluid number is less than or equal to 0.9 The ship according to claim 8, which is: 22, further comprising at least one water injection device disposed within the hull; The at least one water injection device has an inlet in the bottom non-concave compartment with reference to the base line. , generates high pressure areas while the ship is in motion, and the maximum working fluid number is less than or equal to 0.9 The ship according to claim 9, which is 23, further comprising at least one water injection device disposed within the hull; The at least one water injection device has an inlet in the bottom non-concave compartment with reference to the base line. , generates high pressure areas while the ship is in motion, and the maximum working fluid number is less than or equal to 0.9 The ship according to claim 10. 24, further comprising at least one water injection device disposed within the hull; The at least one water injection device has an inlet in the bottom non-concave compartment with reference to the base line. , generates high pressure areas while the ship is in motion, and the maximum working fluid number is less than or equal to 0.9 The ship according to claim 11. 25, further comprising at least one water injection device disposed within the hull; The at least one water injection device has an inlet in the bottom non-concave compartment with reference to the base line. , generates high pressure areas while the ship is in motion, and the maximum working fluid number is less than or equal to 0.9 The ship according to claim 12, which is: 26, further comprising at least one water injection device disposed within the hull; The at least one water injection device has an inlet in the bottom non-concave compartment with reference to the base line. , generates high pressure areas while the ship is in motion, and the maximum working fluid number is less than or equal to 0.9 The ship according to claim 13, which is: 27. The hull has a non-convex longitudinal profile with respect to the base line aft of the point of maximum depth. The ship according to claim 1, having: