JPS6038279A - Displacement type hull structure - 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 The present invention relates to a flat-displacement hull structure that improves navigational characteristics and reduces stress on the hull beams when the ship navigates in still water or waves.

With the installation given the main dimensions of length, width and depth relative to the waterline, a conventional hull structure can obtain greater dead weight tonnage by increasing the roundness of the submerged part of the hull;
Thus, increasing the total drainage volume.

To improve the lateral stability of a conventionally formed hull, referred to as a high initial center of gravity, the width of the hull can be increased to obtain a larger moment of inertia at the waterline, which also increases the volumetric center of gravity of the hull below the waterline. Can be promoted to Zuido.

But no/gara, wow! As a desire for stability and increased speed, this modification (increase in roundness and width) eventually increases to such an extent that the resistance of a normal ship to propulsion in still water as well as in heavy waves becomes unacceptable. right.

Angular motion (pitching), vertical motion (
This frequency is designed to minimize the waves encountered by the ship to the greatest extent possible in order to improve the sailing characteristics of conventional ship structures, referred to as heave motion and increased propulsion resistance compared to the resistance in calm seas. They found that pitching and heaving change the ship's natural frequency so that it does not match the length frequency.

In the case of ordinary hull construction, a slight improvement in the ship's navigability, and extreme pitching and heaving, as well as a large increase in the resistance to propulsion, is due to the length and tl of the ship, where the dominant wavelength is at the waterline. This will occur when a ship is sailing through waves.

Depending on the type of ship and its speed, such synchronous motion may be necessary for normal ships to reduce speed or change course with respect to the waves, so that the period of the waves is consistent with the natural oscillations of the ship's pitching and heaving. Change the cycle of wave encounters so that they do not match the numbers.

Typical hull structures with a roughly rectangular displacement distribution are subject to bending and shear stresses as a function of increasing dimensions, which require extremely large dimensions of material and, in special cases, cargo and/or Or also limit the distribution of palast.

According to the invention, the dead weight tonnage, lateral stability, sailing characteristics and the amount of bending and shear stresses on the beams of the hull can be improved without suffering the above-mentioned disadvantages. The present invention allows the hull to be made with a more rounded line than the usual hull shape expressed by the nomenclature of a pointed line L/v≠, where L is the design water corresponding to the depth T for summer freeboard. V is the length of the hull at the line, and V is the displacement of the hull at the design waterline, and VV1/3 is approximately 3 without increasing the extra 4 resistance to propulsion compared to the normal hull form. or 3 or more, while at the same time the width B of the hull can be increased such that the t/B ratio can be about 2 or above 2v, where B is the maximum width of the hull at the design waterline. Thus, the center of gravity of the hull can be more than doubled with respect to a normal hull shape of the same length.

At the ratio of critical wavelength to hull length as a normal ship shape sailing in waves, the sailing characteristics of the ship form of the present invention are improved, so that the pitching and up-and-down motion of the hull is as low as that of a normal ship sailing at the same speed. , and these movements are reduced to the extent that these movements are equal to or more than twice the wavelength-to-hull length ratio, so that a hull modified so that it does not exhibit correspondingly large movements, and these movements are slowed down so that they do not exhibit correspondingly large movements. Sometimes the resistance to propulsion of improved hulls is reduced to the same extent.

According to the present invention, the drainage y distribution in the longitudinal direction is
As the Rayleigh curve approaches, the longitudinal plane of the hull beam of approximately Sθ will result in a reduction in moment compared to a normal hull distribution. In order to obtain the above-mentioned improvements, the hull shape according to the present invention is constructed using a right angle cut #1 harmonized sinusoidal water WM (dwl, 1
．． 3) and the baseline of the water line (o dwl
-01e 02 I o3) is shifted to the next O in the forward propulsion direction as the depth from the installation F water line (dw) increases until the base line becomes tangential to the base surface (g) at L/2, In addition to this, there is a baseline (o awl).

Approximate slope m1 through 01 * 02 * o3)
(θ) forms a wide end at the stern portion of the hull, and a streamlined support surface (p) located laterally below the inclined surface and capable of being fixed or rotated along the transverse axis lies within the horizontal plane. mounted on the support surface, said support surface having one or more horizontal rudders (h) on its rear edge;
(r) is fixed on a horizontal axis with respect to an optionally provided support (q) or can be rotated around this axis, and a plurality of propulsion units) (r) is the StJ side or rear edge of the support surface. installed above or below the supporting surface.

According to the present invention, the cross section passing through the hull shape below the design waterline (clwl) at a distance of about θ, /3L from the stern is the depth of the hull measured from the waterline that is equal to the width (Bl) at the design waterline. width (B2), which has a ratio between approximately 3 or width (B2
) and depth t2) will also be larger than the corresponding ratios as part of TJ/2, which is similarly measured.

As a result of the present invention, the hull parameter θ−〇p +
c dwl is about 7 or larger than l, cp is design water m
(d, w+) and design water m (6w
1) A-I multiplied by the length L of the designed water line by the cross section up to 1), the curve with the volume of the main body that intersects half of the length L of the water line, which is indicated by /2 is defined as the longitudinal spectral coefficient expressed as the ratio of 2〇 p ”−
It can be expressed by V/A Ty'2・L and cdw
l is determined as the water line coefficient expressed by the ratio between the m product of the designed water line and the maximum length L of the constructed water line multiplied by the maximum width B of the design water line, and the formula is c awl -A dW
It can be expressed by I/LB.

As a result of the present invention, the design center of gravity (LOF)
is approximately 0. behind L/2. ．． 2L, and the volume (buoyancy) center of gravity (LOB) of the ship is approximately 0.2L in front of the center of area.
07! ; Located at the point of the design water line (d, wl) at L,
Komu is 1. Expressed as cF'-LCB = 0.075L.

The hull according to the invention (14 construction) is mounted on both sides of the hull (B11) at the transition between the bottom and the sides of the hull, #j with respect to its surface is attached vertically and from the stern end of the hull to about 0. Provided with one or more fixed or flexible plate-like appendages (V) mounted streamlined within 3L or with a sacrofacial surface (8
) is provided with longitudinally oriented and pointed, rectangular or wavy grooves (X), which are approximately θ, 3L.
The slopes (θ) and -j (and their depth d) are usually about Q, (/u B).

The improved hull shape of the present invention is yt, 2. ,y.

Figures D, S, A and Copper 7 are shown.

Figure 1 shows the design waterline (DVL) of the improved hull shape, which is cut straight and squarely and has termination points around the bow and stern ends of the hull.
) around ('a?￥indicates the summed sinusoidal water Mil, approximately 0 behind L/2 (r is the length of the design water line).
,! The LOigi center of gravity (Lay) is located and the design waterline length-to-width ratio L/B is shown as .

Figure 2 shows the modified hull below the design water M ((iWl) in vertical section, cut at right angles along the inclined plane (8) transitioning in the direction of forward propulsion of the ship. The base line of the curved water side'(0"1.01,02s03) coincides with the base surface (g) at approximately L/2, and is between the area center of gravity (LOF) and the buoyancy center of gravity (LOB) of the bowed hull. It can be seen from this figure that the distance is approximately 0.075'L at the depth of the design water line (dWI, ).

Wrinkles 3ν! shows the improved hull shape of Figures 1 and 2 in horizontal projection by water lines dw1, 1, 2, 3 and g,
Although this example has a U-frame at the bow end of the hull, other known frame shapes may be used as desired.

Figure 1 and Figure 3 of Tuna are about 0.00 meters from the stern. It shows a unique ratio of width and depth for the cross-sections at /L and L/2, where the width and depth are denoted Bl and B2 and tl and t2, respectively.

Figure m4 shows the stern of a ship with base (g), inclined surface (8), support (q), support surface (p), horizontal rudder (h), propulsion unit (f), and vertical rudder (r). In this example, the propulsion unit (f) is shown in front of and below the support surface (p), but the propulsion device may also be installed behind or above the support surface. obtain.

FIG. and propulsion unit)
(f) is shown, in which four propulsion units are attached to the front edge of the support surface.

FIG. 6 shows the design waterline (dwl) of the improved hull shape. In the upper half of the figure, an example of the arrangement of the fin-shaped appendages (ma) added to the inclined surface (s) is shown. In the lower half of the figure, the groove pattern part of the inclined surface (8) An example of (X) is shown. Both of these are shown in dashed lines in the figure.

Figure 7 shows A-A in Figure 6 passing through the stern part of the slope (B).
A cross-sectional view taken along a line showing the turbulence control fixed or flexible appendage (V) on the left-hand side of the figure, and the longitudinally oriented groove on the right-hand side of the figure. or of a ridge (X) - the approximate depth d) of the groove with respect to the inclined surface (8) is also shown.

[Brief explanation of drawings]

FIG. 1 shows the waterline of the improved hull shape according to the invention,
Figure 1 is a vertical cross-sectional view of the improved hull below the design waterline, Figure 13 is a horizontal projection view along each level of the waterline of the hull in Figures 1 and 4, and Figure 4 is a vertical cross-sectional view of the improved hull below the design waterline. FIG. S is a bottom view of FIG. 4, and FIG. FIG. 7 is a cross-sectional view taken along line A in FIG. dvrl, , design waterline Oawl, 01s
og I 0316. Base! L,,,hull length B
o. Hull width 8-1111#I slope pol, support part f0
0. Propulsion unit Voo, appendage 100. Grooves or ridges, l,! , - Procedural amendment (method)' August 13, 1980 Mr. Commissioner of the Japan Patent Office 1, Indication of the case 1982 Patent Application No. 148709 2, Title of invention Displacement type hull structure 3, Person making the amendment Case Relationship with Patent Applicant Address: Rogneschen, 3190 Enu, Horten, Norway. Name: Lower Lambda 4, Agent 105 Address: Bussan Building Annex, 1-1-15 Nishi-Shinbashi, Minato-ku, Tokyo Telephone: (591) 0261 Specification 6, Contents of amendment

Claims (1)

[Scope of Claims] l Formed by a substantially harmonious sinusoidal waterline cut at right angles, with terminal points of the turn at the forward and aft end positions of the hull, the baseline of the waterline (odwl, Ol. 02e05) As the depth from the design water line (dwl) increases, the base 1fB is shifted to the next O in the forward propulsion direction until it becomes tangential to the base (g) at V2, and this causes the base string (
oawl, ol 02,03) forming a broad end in the stern part of the hull, located laterally below said ramp and fixed or rotating on the transverse axis. A support surface (p) to obtain is mounted in a horizontal plane, on said support surface a propulsion unit (f) arranged across its width and mounted above or below the support surface at its front or rear edge. ) Displacement type hull structure. 2. The hull structure according to claim flI/, in which the displacement in the longitudinal direction is distributed approximately on a Rayleigh curve. 3 The hull parameter θ−Op +c dwl is approximately l
or greater than l, and is composed of cp, the drainage itv to the design water line (dWI), and the cross section at the design water yH+ (dWl) '4, and the length L of the design water agent 1 is 1 digit AL/2. It is defined as the longitudinal spectral coefficient expressed as the ratio between the volume of the body passing through half the length L of the water basin shown, and O d, Wl or the area of the designed water line and the design water line. The hull structure according to claim &/or claim 1, which is limited as a waterline coefficient expressed by the ratio between the maximum length L of the design waterline multiplied by the maximum width B. e Tapered and pointed a The number representing L/v”/3 is 3
or greater than 3, where ``is the length of the design waterline, tfC
The hull structure according to claim 1, wherein v is the displacement of the hull shape below the design waterline (1iW1) with respect to the maximum depth (T) for which the hull is designed. The maximum length of the hull and the maximum depth for which the hull is designed (T)
8. The hull structure of claim 7, wherein the ratio between the width defined at the waterline and the width at the waterline is about or greater. The ratio between the transverse width (Bl, B2) and the depth tl, t2) is approximately 0.5L and is at least three times larger than the area measured at LA, where L is the area for which the hull is designed. The hull structure according to claim 1, wherein the length of the water line is the length of the water line. 2. The hull structure according to claim 1, wherein the inclination ffi+(s) in the longitudinal section forms a sine wave between the end point at L/2 and the stern end of the hull. g. On both sides of the hull at the transition between the bottom and part of the hull,
one or more fixed or flexible plate-like appendages mounted approximately perpendicularly to the surface of the hull and streamlined within approximately 0.3L from the stern end of the hull. The hull structure according to claim 7, characterized in that (V) is provided with a slope mj (in the rear part of the target, a longitudinally oriented groove and a pointed, rectangular or wavy groove (X ), and these grooves end in approximately 0.3L and coincide with the inclined surface (8).