TR2022021342U5 - BALLASTLESS CARGO SHIPS - Google Patents

Abstract

The invention relates to ships, preferably cargo ships, having a shape consisting of two separate upper and lower hulls and without ballast systems.

Description

DESCRIPTION BALLASTLESS CARGO SHIPS Technical Field In general, the present invention relates to ships without ballast systems, preferably cargo ships, having a shape consisting of two separate upper and lower hulls. State of the Art A ship, especially a cargo ship, is designed by taking into account the ship's own weight and the weight of a cargo to be carried on the ship. Therefore, when the ship is not under load or part load, the ship floats higher than the surface of the water and may become unstable against transverse waves and crosswinds and may be susceptible to trim (the difference between the ship's fore and aft drafts) or roll. In addition, ship propellers may approach the water surface and cause cavitation damage, as well as causing them to operate at a lower regime than recommended, increasing propeller wear and the need for maintenance. To avoid these problems, ships normally integrate a ballast system consisting of efficient propellers, tanks containing seawater that maintain the draft necessary to ensure safe sailing and stabilize the ship. Ballast water is normally loaded and discharged at different ports, which may be in different countries or continents. Due to improvements in the speed of ships, these ships can travel between countries in a short time with living aquatic species, especially invasive marine species, present in the ballast water, and when this ballast water is discharged to a distant location, from where it is loaded, the release of these living aquatic species disrupts ecosystems on a global scale. may cause environmental problems. To prevent certain species from entering ballast tanks, some ships integrate filtration systems that block these species. Other ships use heating systems, ultraviolet light systems, deoxygenation systems, etc. to kill or at least reduce the amount of living aquatic species present in the ballast water. It integrates ballast water treatment systems containing However, all these solutions are inefficient and have high installation and maintenance costs. Additionally, these solutions require large amounts of energy to operate, thus requiring more fuel to be burned, resulting in higher emissions. It integrates. In ballast operations, these trunks can be put out to sea with an entrance at the bow and a discharge opening at the stern, and are exposed to a water flow from the entrance opening to the discharge opening. In this way, water can flood these trunks, reducing the buoyancy of the hull and allowing the ship to sink to the desired ballast draw. It is complex in nature and adds a great deal of friction to the ship's hull as it moves through the water. Additionally, multihull ships without ballast systems are also known in the art. Such ships do not need to carry ballast water. However, the manufacturing and maintenance costs of such ships are quite higher compared to monohull ships. Moreover, due to the special design of these ships, it is difficult to integrate a sufficiently large and monolithic cargo area (hold) and the beam is significantly larger than in monohull ships. Another disadvantage of these ships is that when multihull ships carry heavy loads at low speeds, the wetted surface area and drag in the seaway increase significantly. Ships having a V-shaped dead dock equipped with a high beam are known in the art. In such ships, ballast water may not be needed to ensure proper control of the ship's center of gravity under different load conditions. However, these solutions are used to transport loads, for example objects that require certain body geometries, dimensions or shapes, solid materials, etc. It is not applicable for. Therefore, it is desired to find a solution alternative to ballast water systems that eliminates all the drawbacks mentioned above and ensures the safe and efficient movement of cargo ships. Purpose and Brief Description of the Invention The invention is a ballastless ship, especially a ballastless cargo ship, having a hull (ship hull) with a longitudinal upper hull serving as a cargo cargo area (hold) and a longitudinal lower hull serving as a buoyancy correction volume. The lower body is located under the upper body. The upper fuselage and lower fuselage have a largely rectangular cross-section along the length of the fuselage, but the lower fuselage offers smaller (narrower and fitter) dimensions than the upper fuselage. Thus, the midships section offers two bilges instead of one on each side. The ballast effect concept in traditional design (with ballast) is replaced by a suitable reduction of the floating volume of the hull. More specifically, the upper hull and lower hull may have a substantially rectangular cross-section along the length of the cargo area, for example, the ship's cargo area (hold), the bow section and the stern section of the ship may have a substantially similar or different cross-section. For example, the bow section of the ship can be a bulbous bow, a cutting bow, a curved bow or any other bow. The said bow section can be designed to reduce the hull's resistance to shearing water. On the other hand, the stern of the ship can be a square or mirror stern, elliptical stern, long-tailed stern, commercial stern or any other stern. The lower hull is joined to the lower wall of the upper hull in the middle part of the ship (under the cargo area (hold)). There may be an underbody in the lower part of both bodies. This underbody can vary along the length of the ship. The connection between the upper hull and the lower hull at the bow and stern may become tangentially continuous and may occur on the side walls. Therefore, the upper and lower volumes can be one at the bow and end of the ship. The upper body and the lower body may be attached to each other by means of internal structural frames, columns or the like. The lower body gives concave areas with cross-section markings on its edges. The height of the upper hull relative to the height of the lower hull may depend on the difference between the maximum and minimum displacement of the ship. For example, the greater the difference between the maximum and minimum displacement of the ship, the greater the height of the lower hull relative to the height of the upper hull. In some examples, the height of the lower hull may vary between 55% and 15% relative to the height of the upper hull, depending on the molded depth of the ship. To compensate for this difference between the ship's maximum and minimum displacement, the ship's maximum beam (beam in the upper hull) can be further varied such that the greater this difference, the greater the ship's maximum beam. Alternatively, the ship's beam and draft can be changed together to compensate for said difference. The volume distribution of the lower hull changes the vertical distribution of the hull buoyancy force, causing the ship to have a deeper draft in the light (unloaded) state compared to other known ships with different ship geometries. The ballastless cargo ship also includes at least one cargo area, in other words, at least one volume for carrying the cargo, such as the cargo area (warehouse), is arranged corresponding to the upper hull for at least the storage of the cargo. This cargo area (hatch) can completely occupy the space defined by the upper hull, or it can completely or partially occupy the space defined by the upper hull, and it can also partially occupy the space defined by the lower hull of the ship. The cargo area can also protrude from the upper hull, partially covering the ship's deck. The ballastless cargo ship also includes cavities corresponding to the lower hull. These spaces act as buoyancy tanks for the ship. Some of these empty spaces may also be used to store fuel tanks, piping systems or a trim balancing system as described hereinafter, among other systems or elements of the ship. For example, the ratio between the volume of empty spaces and the maximum volumetric displacement of the container can vary between 0.1 and 0.45, although other ratios can be achieved depending on the specific container design. The lower body section may include inclined side walls that can meet each other and the lower wall or side walls of the upper body. These inclined sidewalls may be substantially planar (the inclined sidewalls may be at a substantially constant angle relative to the water plane) or curved (the inclined sidewalls may be at a variable angle relative to the water plane). In all cases, the equivalent average slope of the inclined side walls (obtained for the equivalent volume of the lower body with completely planar inclined side walls) can vary between 0.5° and 85° relative to the horizontal. In some embodiments, the lower body also includes a flat bottom (also known as a flat bottom wall) located at a central portion of the bottom of the body and along the length of the body and more preferably along the length of the load areas, such that sloping side walls are formed on both sides of the flat bottom and thus the lower body has a substantially truncated V-shaped cross-section. This truncated V-shaped cross-section of the lower fuselage largely resembles an inverted trapezoidal cross-section. The mostly prismatic longitudinal cross-sectional shape of the ship thus described creates four different bilges instead of two as in other known ships with different ship geometries. While the bilges in question may be rounded, the side and bottom plates that form them may meet at an angle. Ballastless cargo ship is defined such that, for a predefined parameter, the parameter is selected from a group containing the ship's maximum draft (Tmax), minimum draft (Tmin) and maximum width (Bmax) and the ship's position is defined as follows: i) the width of the ship's flat bottom and the ship's water level a ratio varying between 0 and 0.7 (%Bmax) between the maximum beam in the plane plane area, ii) the submerged draft of the upper hull (i.e. the vertical distance corresponding to the submerged part of the vertical walls of the upper hull) and the ship's submerged draft varying between 0 and 0.8 The ratio between the maximum draft (%Tmax) and iii) the ship's midship section coefficient (Cm), defined as follows: (1 _ %Tmax) ' (1 _ %Bmax) varies between 0.65 and 0.85. As used herein, the amidships section coefficient of a ship is the ratio between the area of the ship's amidships section for a defined draft and the area of the rectangle containing that area of the ship's amidships section, the width of the rectangle corresponding to the ship's molded beam, and the height of the rectangle corresponding to the predefined draft. response is coming. Then, the coefficient %Bmax, defined as the ratio between the width of the ship's flat bottom (b) and the maximum beam of the ship in the area of the ship's water plane (Bmax): Similarly, the ratio between the submerged draft of the upper hull (t) and the maximum draft of the ship (Tmax) %Tmax coefficient defined as: The cross-section of the lower hull maintains sufficient traction and stability in light conditions and prevents cavitation damage to the propeller without the need for a ballast system. It also reduces body resistance and increases propulsion efficiency. The presence of two extra bilges increases the vortex damping. The volume of the spaces in the lower hull ensures that the maximum draft of the ship is not exceeded (the empty spaces act as buoys when the ship is loaded). The lower hull can also have a shape that varies along the length of the hull, becoming more pointed at the bow. The longitudinal distribution of the volume of the lower hull changes the position of the ship's buoyancy center with changes in draft. Additionally, by having an upper hull of substantially rectangular cross-section over the entire length of the ship and avoiding the use of side ballast tanks, the footprint of the cargo area compensates for any spatial loss in the lower hull, making up for the upper hull in question (the cargo area being an area substantially corresponding to the width of the ship). width) can be maximized. The block coefficient of a ship is defined as the ratio of the ship's underwater volume to the volume of a parallelepiped block defined by the length, width (beam) and depth (draft) between the ship's perpendiculars. In some embodiments, this block coefficient of the ship depends on a value of the angle of the side walls of the lower hull, which may be inclined relative to the baseline. For example, for a predefined BmaX and Tmax and a constant t and %Tmax (only b and %BmaX vary), a higher angle of the inclined sidewalls compared to the flat base means having a higher block coefficient and vice versa. is happening. In other examples, for a predefined BmaX and Tmax and a constant b and %BmaX (only t and %Tmax are variable), a higher angle of the sloping side walls compared to the flat floor means having a lower block coefficient and vice versa. remains valid. In addition, the mid-section coefficient and block coefficient of a ship are related to each other. In other words, the lower the midship section coefficient, the lower the block coefficient and vice versa. In some applications, the block coefficient (Cb) is defined as: 1 + %Tmax + %Afloatmax _ %Tmax * %Bmax and varies between 0.52 and 0.72, where %Anoatmax is the area of the flat bottom (Aflatbottom) of the ship's lower hull It is the ratio between the area of the ship's maximum waterline (Afloatmax). The resulting block coefficient (Cb) of the ship depends on the difference between the maximum and minimum displacement of the ship. Then, the %Afloatmax coefficient, defined as the ratio between the area of the ship's lower hull flat bottom (Aflatbottom) (if the ship does not have a flat bottom, this ratio becomes zero) and the area of the ship, is calculated as the maximum waterline of the ship (Anoatmax): Aflatbottom Afloatmax In some arrangements, the ship When the ship is at minimum draft (minimum weight), the lower hull is at least partially submerged, and when the ship is at maximum draft (maximum weight), the lower hull is completely submerged and the upper hull is partially submerged. In some embodiments, the cargo area is a cargo area (warehouse) or a box-type cargo area (warehouse). In such arrangements, due to the absence of side ballast tanks on the ship, the cargo area (hold) can have a width substantially corresponding to the beam of the ship along the length of the ship. Therefore, the cargo area (warehouse) can maximize the space occupancy inside the ship. Then, the decrease in the mold depth of the load area (warehouse) due to the presence of the lower body can be compensated by the increase in the width of the load area (warehouse). For the box-type load space (warehouse), the effect of the transition between the flat bottom of the lower body and the side walls of the upper body on the container hydrodynamic parameters is of particular importance, since it is of interest to reach the maximum value (molded width) with the smallest possible draft, the box-type load space ( hatch) should be located as low as possible within the ship for stability reasons and to contribute to the maximum draft not being excessive. Therefore, for this particular box type of cargo area (warehouse), the side walls of the lower body may have a smaller angle compared to the flat bottom than for other known types of cargo area (warehouse). For example, for a box-type cargo area (warehouse), inclined side walls can be at an angle that can vary between 0.5° and 85° relative to the flat floor. In some arrangements the ship's minimum draft depends on the ship's propulsion system. In other words, the minimum draft may be the draft required to properly submerge the propellers of the ship's propulsion system. The ship's minimum draft may also depend on the ship's stability and seakeeping requirements. In some embodiments, the ballastless cargo ship includes two propellers. In such embodiments, the ballastless cargo ship may also include two propulsion engines such that when the ship is sailing at minimum draft, only one of the two propulsion engines is configured to feed the two propellers, and when the ship is sailing at a draft higher than the minimum draft, each propulsion engine is configured to feed the two propellers. It feeds the corresponding propeller. Essentially, there are two clearly distinguished overload states: empty and full load. When cargo ships are empty (no cargo), displacement and draft, as well as friction on the ship when moving through water, are small (energy saving). When sailing at full load (maximum dead weight tonnage), the resistance of a ballastless cargo ship is very similar to that of a conventional cargo ship on a seaborne route. This can mean that the difference in power required to propel the ship is large in both cases. At no load, a single propulsion engine is used to feed the two propellers, as the draft is reduced to the minimum required for the proper operation of the ship. For any draft higher than the minimum draft, each of the two drive motors is used to feed one of the two propellers. In some examples, the drive motors may be diesel-electric drive motors, such as ASD (Azimuth Stern Drive) type drive motors with mechanical (L-Drive, Z-Drive) or electric transmission, which provide better control of the power transmitted to each of the propellers. These diesel-electric propulsion engines can be fed by multiple generator groups that can be operated based on the power required by the propulsion engines. In some embodiments, the ship further includes a trim balancing system having at least two tanks fluidly connected to each other, wherein a liquid stored in the at least two tanks, such as fresh water, is moved between the at least two tanks to keep the ship balanced (onboard weight transfer). This trim compensation system can correct pitch and trim. The size and location of the tanks within the ballastless cargo ship can be optimized to provide sufficient torque with as little water as possible. In some examples, at least one liquid-connected tank may be located near each of the side plating of the hull (port and starboard) to correct the ship's sheel (lower end of the mast, final end of the keel), and at least one tank located near the bow to correct the ship's trim, and There may be another tank located close to the stern, fluidly connected to each other. The cargo ship described here avoids the use of ballast water systems, thus eliminating the transport of seawater containing invasive marine species. Therefore, this solution is more effective than existing treatment methods in reducing the potential for these invasive marine species to enter other alien ecosystems. Additionally, significant energy savings are achieved by avoiding the treatment of ballast water. In addition, the installation of tanks, pumps, pipes and other elements of the ballast system is avoided with associated installation and maintenance cost savings. Another advantage is that the ship described here is more efficient because it significantly reduces its resistance when moving through water in the empty state (less displacement, less wetted surface and lower power required). Brief Description of the Drawings A series of drawings are provided to supplement the description and provide a better understanding of the invention. Said drawings form an integral part of the description and should not be construed as limiting the scope of the invention, but show an embodiment of the invention as an example of how the invention may be carried out. The drawings include the following figures: Figures 1A-C show different views of a ballastless cargo ship according to a particular embodiment of the invention. Figure 2 shows a sectional view along line A-A of the ballastless cargo ship in Figure 1. Figure 3A shows a cross-sectional view of a ballastless cargo ship according to a particular embodiment of the invention, with parameters defining the ballastless cargo ship in two dimensions. Figure 38 shows a sectional view of the ballastless cargo ship of Figure 3A, with parameters defining the ballastless cargo ship in three dimensions. Reference Numbers 100,200. Ship 101. Upper hull 102. Lower hull 103. Bow section 104. Aft section 105. Side shells 106. Deck 107. Side walls 108. Flat bottom 109. Empty areas 110. Cargo area (hold) 111. Bottom wall 112. Inclined or curved walls 113. Bottom edges Detailed Description of the Invention Figures 1A-C show different views of a ballastless cargo ship 100 according to a particular embodiment of the invention. Figure 1A shows a bottom perspective view of ballastless cargo ship 100. Ballastless cargo ship (100) has a longitudinal upper hull (101) and a longitudinal lower hull (102), where the lower hull (102) is positioned below the upper hull (101) and the lower hull (102) is smaller in size than the upper hull. It includes the hull (ship's hull). Figures 18 and 1C show the bottom and side views of the ship 100, respectively. The upper hull 101 and lower hull 102 of the ship 100 have a substantially rectangular cross-section along the length of said hull (ship's hull), particularly the area occupied by the cargo area (hold) (cargo stowage compartment) (not shown in this figure ). The lower body (102) is narrower and shallower than the upper body (101). At the bow part (103) of the ship (100), the shape of the lower body (102) becomes thinner to a point, while machinery etc. is placed inside the said (100). It is the part where there is a greater weight density such as). This helps the ship 100 avoid trimming and reduce friction in the seaway. It is chosen to fit the upper geometry and thus avoid very large "horizontal" surfaces between the upper body (101) and the lower body (102), which increases friction and reduces efficiency. These geometries, which become more pointed in the longitudinal direction, minimize impact. At a certain point, the lower hull (102) defines a transition surface between the bottom of the ship (100) and the upper hull (101), leaving a space for the placement of the propellers. The ballastless cargo ship 100 in Figures 1A-C shows a bow section 103 and stern section 104 having a certain geometry, while said bow section and stern section may have any other geometry depending on the particular ship design. . Figure 2 shows a sectional view along line A-A of the ballastless cargo ship 100 of Figure 1, where the ship 100 has a substantially rectangular cross-section defined by the deck 106. The side shells (105) of the upper body (101) are connected to the lower wall (1 11) from their lower ends, which results in the intervention of the inclined or curved walls (112) that form concave surfaces on the outer surface of the body (102); It defines the transition region between the lower body (102) and the relevant side walls connected to a lower wall (1 1 1) of the upper body (101). In this arrangement, the side walls (107) of the lower body (102) have a certain slope compared to the flat base (108). The lower hull 102 also has rounded lower edges 113 to improve the hydrodynamic conditions of the ship. Said ship (100) has at least one cargo area (cargo area (warehouse)) (110) corresponding to at least a part of the upper hull (101) for cargo storage and at least partially corresponding to the lower hull (102), ship (100). ) contains void spaces (109) that serve buoyancy functions. These void spaces (109) are sized so that the air volume in the submerged void spaces (109) is equivalent to the air volume in submerged ballast tanks that are completely or partially empty in the load condition of a conventional ship. For example, , the ratio between the volume of the void spaces (109) and the maximum volumetric displacement of the ship (100) can vary between 0.1 and 0.45. The ship (100) also includes a box-type cargo area (warehouse) (110) arranged within the upper hull (101) and slightly protruding above the deck (106) for storing the cargo. This cargo area (warehouse) 110 has a width substantially corresponding to the beam of the ship 100 and a length substantially corresponding to the length of the ship 100 . In particular, the length of the cargo area (hold) 110 can largely correspond to the length of the central part of the ship 100, that is, excluding the bow part 103 and the stern part 104. While it shows an arranged cargo area (warehouse) (110), the cargo area (warehouse) (110) can also partially occupy the space within the lower hull (101) and/or protrude above the deck line of the ship (100). Furthermore, ballastless cargo ship 100 shows a single cargo area (warehouse), while in some other embodiments, more than one cargo area (warehouse) arranged longitudinally along the length of the ship, or more than one cargo area (warehouse) arranged transversely along the length of the ship, or any combination thereof. may be a combination. Figure 3A shows a cross-sectional view of a ballastless cargo ship 200 according to a particular embodiment of the invention, including parameters that define the geometry of the ship 200 in two dimensions (2D). Figure 38 shows a cross-sectional view of the ballastless cargo ship 200 of Figure 3A, including the parameters that define the ship 200 in three dimensions (3D). The cross-sectional view of the ballastless cargo ship 200 shown in Figures 3A-B is similar to the cross-sectional view of the ship 100 in Figure 2. The ballastless cargo ships 200 described herein are designed with a hull geometry, shape and buoyancy distribution such that, under any load condition, the ship's draft will always be between the minimum draft and maximum draft of the ship's hull. As used here, the draft of the ship's hull or ship refers to the vertical distance between the waterline and the bottom of the ship, including the thickness of the ship. Minimum draft refers to the minimum water depth at which a ship can safely navigate while complying with applicable maritime regulations. Minimum draft is normally achieved without carrying any cargo on board. Similarly, the ship's maximum draft refers to the maximum water depth at which a ship can navigate safely and comply with applicable maritime regulations, and is normally reached at the ship's maximum allowable dead weight, i.e. when fully loaded. The ship load condition corresponding to minimum draft is the situation where the total weight of the ship is the lowest possible weight (Wmin), also known as the minimum displacement. In this case, the total weight is the sum of the following weights: - Lightness (LTD), - Constants (K): Supply and consumables + Crew and effects + oils and spare parts + effects on tanks + miscellaneous) and -10% Consumption (fuel in tanks and oils), such that, Wmin= LTD + K + 10%Consumption Therefore, for minimum draft the ship must have the underhull volume (Vmin) that balances this minimum weight (Wmin): Vmin= Wmin/d; (d= 1,025 t/m3; sea water specific gravity) On the other hand, the ship load situation corresponding to maximum draft is the situation where the total weight of the ship is the largest possible weight (Wmax). In this case, the weight of the ship, also known as the loaded (or maximum) displacement, is the sum of the following weights: - Lightness (LTD) and - Dead weight (DWT) = Load + K + 100% Consumption, such that Wmax = LTD + DWT = D (full load displacement; maximum weight of the ship) Therefore, for maximum draft, the ship must have an underhull volume (Vmax) that balances this weight (Wmax): Vmax= WmaX/d; (d= 1,025 t/m3) The transition between Vmax and Vmin should be made in such a way as to achieve an underhull volume growth rate directly related to the change in the buoyancy of the ship, in other words, the underhull volume growth rate is the beam growth rate (B() for the draft under consideration. It increases with T)). Beam, as used here, refers to the ship's width at its widest point measured at the ship's nominal waterline. This beam growth rate can be limited by some design constraints, such as a predefined maximum draft, minimum draft and maximum ship beam, among others. The relationship between the ship's draft (T) and the underbody volume that balances the relative weight (W) can also be expressed as a function of the ship's buoyancy (Afloat(T)) for the draft considered. The minimum draft (minimum weight) condition of the ship can then be expressed as a function of the floating area or as a function of the beam as follows: f B(T)dT = AMmin where AMmin is the cross-sectional area defined by the submerged part of the amidships section in the case of minimum draft. The maximum draft (maximum weight) condition of the ship can be expressed as a function of the floating area or as a function of the beam as follows: f Afloat(T)dT = Vmax = Wmax/d f B(T)dT = AMmax where AMmax is the ship in maximum draft condition is the cross-sectional area defined by the submerged part of the middle section. Therefore, it is necessary to define the Afloat(T) and B(T) functions. The functions in question can be defined as intervals. In the range of functions corresponding to the lower hull of the ship, the floating area and beam are constantly growing. According to Figure 3A, the first data describing the ballastless cargo ship (taking into account that the beam of the ship grows linearly): the ratio between the maximum draft (Tmax), the minimum draft (Tmin), the width of the flat bottom of the ship's lower hull (b) (%Bmax) and maximum beam (Bmax), the ratio between the submerged draft (t) of the upper hull (%Tmax%) (i.e. the vertical side dimension of the upper hull of the ship) and the maximum draft (Tmax) and the maximum beam (Bmax). For this particular arrangement, Tmax is considered as the predefined parameter, i.e. the ship's Tmax is used as a constraint to obtain the amidships section coefficient (Cm), %BmaX ratio and %Tmax ratio. Alternatively, the amidships section coefficient, %Bmax ratio and %Tmax ratio can be calculated using maximum beam (Bmax) or minimum draft (Tmin) as predefined parameters (constraint) since all these dimensions (maximum draft, minimum draft and maximum beam) are interrelated. obtainable. Knowing the maximum and minimum displacement of the ship and a given maximum draft (constraint), vary the %Bmax and %Tmax values between 0 and 0.7 respectively and (1 _ %Tmax) * (1 _ %Bmax) 1 - 2 = Cm = By determining (0.65,0.85), all possible solutions for ballastless cargo ship design can be found. Each solution obtained has a minimum draft and a maximum beam. Then, how low Bmax% is getting lower and lower. In addition and as a result, the amidships section coefficient and also the block coefficient are lower the more inclined the side walls of the lower hull. The midship section coefficient and block coefficient of a ship are related to each other. That is, the lower the amidships section coefficient, the lower the block coefficient and vice versa. According to Figure 3B, the initial data describing the ballastless cargo ship (considering that the buoyancy area of the ship grows linearly and the change in buoyancy area is due only to the change of the beam) are: maximum draft (Tmax), minimum draft (Tmin), area of the flat bottom of the lower hull of the ship ( The ratio between Afiatbottom (%Afioatmax) and the area defined by the ship's maximum waterline (Afloatmax), the ratio between the vertical side dimension of the ship's upper hull (t) (%Tmax), and the maximum draft (Tmax) and maximum beam (Bmax). For this particular arrangement, Tmax is considered as the predefined parameter, i.e. the ship's Tmax is used as a constraint to obtain the block coefficient (Cb) (and also the midship section coefficient (Cm)), with the ship's flat bottom area and the maximum water the ratio between the plane area and the submerged draft of the upper hull and the maximum draft of the ship. Alternatively, the ship's %Anoatmax and %TmaX ratios can be obtained using maximum beam or minimum draft as predefined parameters (constraint) since all these dimensions (maximum draft, minimum draft and maximum beam) are interrelated. By knowing the maximum and minimum displacement of the ship and a certain maximum draft (constraint), changing and determining the %Bmax and %Afloatmax values between 0 and 0.7 respectively, all possible solutions for ballastless cargo ship design can be found. Each solution obtained has a minimum draft and a maximum beam. Then, how low Bmax% is getting lower and lower. Additionally and consequently, the more inclined the side walls of the lower hull are, the lower the block coefficient and also the midship section coefficient. A ship's block coefficient and midship section coefficient are interrelated. That is, the lower the block coefficient, the lower the midship section coefficient and vice versa. The design of the lower hull up to the height of the ship's minimum draft (Tmin) provides a rate of underhull volume growth that is directly related to the change in the ship's buoyancy. In other words, the volume growth rate of the underbody increases with the beam growth rate for the shot under consideration. Thus, the block coefficient (Cbm) for the minimum draft (Tmin), which is equivalent to the block coefficient of the lower body up to the height corresponding to the minimum draft, can be defined as follows: C = D _ Wload _ 0.9 * VVcons bm d*L*B*Tm,- n where D is the full load displacement (maximum weight of the ship), Wload is the weight of the cargo carried on the ship, Wcons is the weight of the ship's consumption, d=1,025 t/m3 (specific gravity of sea water), L is the length of the ship between the verticals and B is the molded beam. Therefore, the block coefficient of the lower hull for minimum draft is determined according to the main dimensions of the ship, the required minimum draft and the ship's load capacity (DWT) and the ship's consumptions (autonomy). Then, by obtaining the lower hull block coefficient value, which depends on the ship's minimum draft and which the ship design cannot exceed, the maximum value of the ship's block coefficient and therefore the minimum value of the ship's maximum draft is conditioned. The difference between the maximum volume (Vmax) and the minimum volume (Vmin) of the cabin: Vmax _ Vmin : L * B * (Tmax _ Tmin) * Clli where C'b is the upper hull in the area between the ship's maximum draft (Tmax) and minimum draft (Tmin). is the block coefficient. b (Tmax _ Tmin) ( ) Since V= W/d, then: Vmax _ Vmin : THM : L * B * (Tmax _ Tmin) * C1) and then, Tmax - m Tmin (D _ Wmin) : i /Vload + 0.9 * i/Vcons Tmax_ d*L*B*Cl,, + Tmin (2) So this means that the maximum draft of the ship depends on the main dimensions of the ship, the minimum draft required, the load capacity (DWT) and the consumptions of the ship (autonomy ) means that it can be determined according to Water can be obtained from the formulas (1) and (2): Vmax * Cb b Vmax+L*B*Tmin*(Cl;_Cbm) ( ) is the block coefficient of the ship, the block coefficient of the lower hull up to the minimum draft, and the block coefficient from the minimum draft to the maximum draft. as a function of the block coefficient of the upper body between Assuming the amidships section coefficient of the ship's upper hull (C'm)1 (this simplification maximizes the value of the block coefficient of the ship and thus provides a minimum Tmax, which means that the maximum beam is reached with a minimum draft or even a draft lower than the minimum draft) , the block coefficient of the upper body is equal to the prismatic coefficient (C'p) of the upper body, C1', = C1; * C,',, = C' The prismatic coefficient of the cabin (Cp) and the prismatic coefficient of the lower body (Cpm) and the prismatic coefficient of the upper body (C'p) can be obtained: AMmi-n * Cpm = AM * Cp * p 1 _ Cp *Vmin Cpm*Vmax where AM is the area of the middle section of the ship at maximum draft (Tmax) and AMmin is the area of the middle section of the ship up to minimum draft (Tmin). Applying the simplification C'b=C'p, the block coefficient of the ship based on the prismatic coefficient of the ship and the prismatic coefficient of the lower hull can be obtained: max_ mln+L*B*Tmin Then the maximum draft can be obtained: Vmax Vm ax Vmin L*B*Cb=L *B*Cp_L*B*Cpm The remaining parameters of the ship can be obtained from this block coefficient and the maximum draft with predefined constraints. The prismatic coefficient Cpm of the lower body is limited and cannot be lower than 1-AM*(1-Cp)/AMmin since C'p is lower than 1. 1 + * (1/Cp - 1) Since Cpm has a minimum value that cannot be reduced and the block coefficient Cb decreases as Cpm increases, the Cpm value (taking into account the C'p value) should be as close as possible to its minimum value. (To obtain a maximum draw as low as possible, a block coefficient as high as possible is required.) Therefore, the value of the block coefficient has an upper limit that cannot be reached. This maximum value corresponds to a value equal to the minimum value that the prismatic coefficient of the lower body can have, that is, Cpm = pm(min), which makes the value of the prismatic coefficient of the upper body 1, Vmax _ Vmin + L B Tmin i/Vload + 0.9 * i/ Vcons + d * L * B * Tmin C1, (max) = Therefore, there is an unattainable lower limit of the ship's maximum draft, whose value is: (Vmax _ Vmin) + Tmin _ d * L * B Tmax (min) = Tmin The main features of the ship are within the limits explained above. As an example, a table with different parameters is provided for a ballastless cargo ship, a conventional slow sea cargo ship and a standard cargo ship (both incorporating ballast systems) according to a particular embodiment of the invention. Ballastless Ballastless Cargo Ship Slow Sea Standard Ballastless Cargo Ship Ranges Cargo Ship Ship Cargo Ship Maximum The parameters compared in this table are the ratio of ships between beam (B) and draft (T) (B/T), block coefficient (Cb) and midship section coefficient (Cm). Ratio (B/T), midship section coefficient (Cm) and block coefficient (Cb) values are obtained according to the formulas explained above. In the definition of the dimensions and proportions shown in the table, it is assumed that the length and beam remain substantially constant for the ballastless cargo ship. Therefore, the most important dimensions to be defined are the draft and molding depth of the ballastless cargo ship. It represents the values between. The "Slow Sea Cargo Ship" column refers to the values within the range of a conventional slow sea cargo ship with ballast system. It does. The values of the "Slow Sea Cargo Ship" and "Standard Ship" columns are known from the prior art. (Ship design: Methodologies of Preliminary Design, Papanikolaou 2014). The column "Ballastless Cargo Ship" refers to the values of a particular ballastless cargo ship, as described herein, where the molded depth of the ship has been varied to achieve the parameters shown. It is obtained for a maximum draft (restriction) of 150% of the draft. In particular, the column "Ballastless Cargo Ship maximum" shows the values of the ballastless cargo ship, in which only the molded depth of the ship is changed and the lower hull has a V-shaped protrusion (i.e. the lower hull does not have a flat bottom and the lower hull has a triangular cross-section). The ballastless cargo ship ratio (B/T) described here varies between 1.35-3 when the ship's molded depth instead of the beam is significantly changed, i.e. the ship's maximum draft is increased. When the beam is substantially modified and not at molded depth (achieving a maximum draft similar to a conventional ship, i.e. a ship with a ballast system), the ratio (B/T) varies between 2-3. The specific value of the ratio (B/T) depends on the difference in displacements of the ship due to different loading conditions and the specific geometry of the ship. Since only the mold depth or the beam or both can be changed, a wide range [1 .35-3] for the ratio (B/T) is obtained. Then, by defining the design of the ballastless cargo ship, a solution can be reached in which the ratio (B/T) will be largely equal to the values of this ratio for the conventional ship, since the die depth and width of the ballastless cargo ship are higher than the normal values in a conventional ship with similar characteristics. Since Cb and Cm values are affected by the product value (BXT), they are not affected by the value of the ratio (B/T). When the values obtained for the ballastless cargo ship are compared with the values obtained for conventional or standard ships, it is seen how high the draft and/or beam of the ballastless cargo ship is. Thus, the increase in beam and draft is higher than in conventional (ballast system) ships. The block coefficient and therefore the midship section coefficient is less than in conventional ships. In this text, the term "comprises" and its derivatives ("contains" etc.) are not to be understood in an exclusionary sense, that is, these terms should not be interpreted as excluding the possibility of what is described and described. other elements, steps, etc. may contain. As used herein, the term "other" is defined as at least one second or more. As used herein, the term "combined" is defined as directly or indirectly associated with at least one intervening element, without any intervening element, unless otherwise specified. Two elements can be connected mechanically, electrically or communicatively through a communication channel, path, network or system. The invention is expressly not limited to the specific embodiments described herein, but also includes any variations that may be considered by anyone skilled in the art (e.g., with respect to material selection, dimensions, components, configuration, etc.), although the general invention as defined in the claims is within the scope.TR TR TR

Claims (2)

1.CLAIMS 1.The invention is a ballastless cargo ship (100) and its features are; the ship in question (100); A hull (ship hull) having a longitudinal upper hull (101) and a longitudinal lower hull (102), where the lower hull (102) is positioned below the upper hull (101) and the lower hull (102) is smaller in size than the upper hull, mentioned herein a substantially rectangular section of the upper hull (101) and lower hull (102) along the length of said hull (ship); and at least one load area (110) corresponding to at least a part of the upper body (101) and void areas (109) corresponding at least partially to the lower body (102) for cargo storage, said lower body (102); comprising the relevant side walls (107) connected to a lower wall (111) of the upper body (101), and wherein; For a predefined parameter, by selecting the parameter from a group containing the ship's maximum draft (Tmax), minimum draft (Tmin) and maximum beam (Bmax), a geometry of the ship is determined by i) flat bottom width and maximum draft of the ship between 0 and 0.7. the ratio between the plane area (%Bmax), ii) the ratio between the submerged draft of the upper hull and the maximum draft of the ship (%Tmax), which is between 0 and 0.8, and iii) the ratio between the submerged draft of the upper hull and the maximum draft of the ship (%Tmax), which is between 0.65 and 0.85, It is characterized by defining a mid-section coefficient (Cm): (1 _ %Tmax) * (1 _ %Bmax). 2. The invention is a ship according to claim 1 and its feature is; where the lower body (102) consists of a flat base (108) located in the central part of a base of the body and along the length of the body, and an inclined or curved base formed on top of both side walls (107) to connect it to the lower wall (1 1 1) of the upper body (101). It is characterized by having curved walls (112). Defined as a block coefficient (Cb) of the ship varying between , where %Afioatmax is characterized as being the ratio between the area of the flat bottom (108) of the lower hull (102) and the area defined by the maximum waterline of the ship. 4. The invention is a ship (100) according to any of the preceding claims, wherein when the ship is at its minimum weight the lower hull (102) remains at least partially submerged and when the ship is at its maximum weight the lower hull (102) is completely submerged and the upper hull (101) is partially submerged. . 5. The invention is a ship (100) according to any of the previous claims and its feature is; The load area (warehouse) (110) is characterized by being a load area (warehouse) or a box type load area (warehouse). 6. The invention is a ship (100) according to any of the preceding claims, wherein at least one cargo space (hold) (110) has a width substantially corresponding to the beam of the ship along the length of the ship. 7. The invention is a ship (100) according to any of the previous claims, wherein the minimum draft of the ship depends on the propulsion system of the ship. 8. The invention is a ship (100) according to any of the previous claims and includes two propellers. 9. The invention is a ship (100) according to Claim 8 and its feature is; characterized in that when the ship is moving at minimum draft, only one of the two driving motors is configured to feed two propellers, and when the ship is moving at a draft higher than the minimum draft, each driving motor is configured to feed the corresponding propeller of the two propellers. 10. The invention is a ship (100) according to any of the preceding claims, wherein the hull includes a trim balancing system having at least two tanks connected to each other by liquid, wherein a liquid stored in the at least two tanks is used to stabilize the ship in at least two tanks. It is carried between. 11. The invention is a ship (100) according to any of the preceding claims, wherein the upper hull (101) and lower hull (102) have a substantially rectangular section along the length of at least one cargo area (hold) (110) of the ship. 12. The invention is a ship (100) according to any of the previous claims, where the lower hull (102) includes rounded lower edges (113). 13. The invention is a ship (100) according to any of the preceding claims, wherein the width of the bottom part (102) varies along the length of the ship, preferably being wider near the stern of the ship (104) and narrower near the bow of the ship (103). 14. The invention is a ship (100) according to any of the preceding claims, wherein the amidships section of the ship includes two bilges on each side. 15. The invention is a ship (100) according to any of the previous claims, where the side walls (107) of the lower hull (102) are inclined with respect to the lower flat bottom (108) of the lower hull (102). TR TR TR