US20160229489A1 - Vessel having an improved hull shape - Google Patents

Vessel having an improved hull shape Download PDF

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Publication number
US20160229489A1
US20160229489A1 US15/028,186 US201415028186A US2016229489A1 US 20160229489 A1 US20160229489 A1 US 20160229489A1 US 201415028186 A US201415028186 A US 201415028186A US 2016229489 A1 US2016229489 A1 US 2016229489A1
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United States
Prior art keywords
vessel
stern
vessels
centerline
shape
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Abandoned
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US15/028,186
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English (en)
Inventor
Øyving Gjerde Kamsvåg
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Ulstein Design and Solutions AS
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Ulstein Design and Solutions AS
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Assigned to ULSTEIN DESIGN & SOLUTIONS AS reassignment ULSTEIN DESIGN & SOLUTIONS AS ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KAMSVÅG, Øyving Gjerde
Publication of US20160229489A1 publication Critical patent/US20160229489A1/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B63B1/063—Bulbous bows
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/08—Shape of aft part
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
    • B63B1/40—Other means for varying the inherent hydrodynamic characteristics of hulls by diminishing wave resistance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B35/00—Vessels or similar floating structures specially adapted for specific purposes and not otherwise provided for
    • B63B35/50—Vessels or floating structures for aircraft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B39/00—Equipment to decrease pitch, roll, or like unwanted vessel movements; Apparatus for indicating vessel attitude
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B2241/00—Design characteristics
    • B63B2241/20—Designs or arrangements for particular purposes not otherwise provided for in this class
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • the present invention relates to ocean going vessels, and in particular to an ocean going vessel with a hull shape designed to mitigate impacts on the vessel from low to medium to high waves.
  • a steady motion of the vessel has been considered for aircraft carriers, where aircrafts need to be able to start and land under severe weather conditions.
  • the solution for aircraft carriers appears to be combining the objective of steady sailing, or even in anchored state, with a desire to be able to have as many aircrafts on board as possible, and arriving at making very large vessels having large sea to deck height. In this way the vessel becomes large compared to even high waves.
  • aircraft carriers when aircrafts have to start and land, normally are facing a direction of incoming wind, this means that the bow of the aircraft carrier will always face the direction of incoming waves, since directions of incoming waves coincides with the direction of incoming wind.
  • a displacement type of vessel comprising a rear end arrangement, which rear end consists of the part of the vessel backwards from the vessel's midship mark when seen in the vessels primary sailing direction, and which vessel has a transversely symmetrical hull shape about its center line, wherein a stern of the vessel extend below a design waterline, and wherein opposite side faces of the stern when seen in an opposite direction of the vessels primary sailing direction forms an acute angle under and above the design waterline decreasing the vessels displacement in the rear end, wherein the opposite side faces of the stern are adjoined along a line of symmetry forming a stern centerline, and wherein a vessel bottom of the rear end arrangement conforms to an engine drive propulsion system.
  • the slender and pointed rear end forms a smooth transition during sailing, which results in less water resistance, i.e. lower drag, which further on reduces the amount of power and fuel needed for sailing.
  • the shape of the vessels rear end will distribute the impact of side wards or backwards incoming waves and will hence result in reduced slamming impact as well as impact pressure loads from incoming waves.
  • the centerline of a stern of the vessel above the design water line may be sloped forwards in the vessels primary sailing direction.
  • This kind of inverted-type stern further enhance the benefits described above, but also result in particular in reduced slamming of waves coming in from behind, such as during sailing at reduced speed, where the speed of the propagating waves may by similar or higher than the speed of the vessel.
  • this shape of the stern will reduce the displacement of the stern, which will result in less pitching and reduced risk of surfing.
  • centerline of a stern of the vessel above the design water line (Tdwl) may have a convex-shape or be straight.
  • the side faces of the stern may have a substantial convex-like configuration.
  • the stern having a convex-shaped or straight centerline and side faces forming an acute angle, provides less pitching, slamming of waves and a reduced response to impact loads from waves hitting the stern area of the vessel.
  • frame lines of the stern may be outwardly sloping from the design water line (Tdwl) and run upwards in a convex-like shape gradually back towards the center line (CL), so as to provide a decreasing buoyancy increase in the upward direction of a the stern in combination with the shape of the centerline of the stern.
  • the shape of the stern may be outwardly sloping from the design water line (Tdwl) to create at least a lower portion of the stern which is concave, and wherein the shape of the stern runs upwardly in a convex-like shape, and following gradually and upwardly runs back towards the center line (CL), so as to provide a decreasing buoyancy increase, in the upward direction of a major part of the stern, by a combination of the convex-like shape of the centerline of the stern and the shape of the stern.
  • Tdwl design water line
  • CL center line
  • the centerline of the stern may rise and has a substantially increasing curvature in the forward direction of the vessel in a lower part of the stern and in an upper part continues to rise with a substantially diminishing curvature.
  • This will have both a bonus effect in medium or low height waves, where a the decreased displacement as described above have a number of benefits, but here also will deflect waves of a higher nature.
  • a convex-like shape of the centerline of the stern may have one or more straight portions. This will make it less costly to manufacture the vessel as rounded, double curvature hull parts are more time consuming and complex to manufacture.
  • a spray board may extend out from an uppermost part of the stern. This will reduce an amount of so-called green water splashing and spraying in over the stern and may cause hazards for persons working on the deck of the vessel.
  • the vessels have flare angles of the stern are in the range of 5-50 degrees relative to a vertical direction.
  • the stern centerline may have a curvature at an upper part of the stern upwardly increases from around 0 degrees to around 60 degrees relative to a vertical direction.
  • the vessel may comprises a foreship arrangement, which foreship consists of the part of the ship in front of the vessels midship mark, when seen in the vessels primary sailing direction, and which vessel has a transversely symmetrical hull shape about its center line (CL) and a substantially conventional form below its design water line (Tdwl), wherein a centerline of a bow of the vessel by the design water line (Tdwl) is curved backwards in the vessels primary sailing direction, and wherein a shape of the bow is outwardly sloping from the design water line (Tdwl) to create at least a lower portion of the bow, which is concave, and wherein the shape of the bow runs upwardly in a curved shape, which gradually runs back towards the center line of the vessel (CL) to create an upper portion, which is convex, so as to provide a decreasing buoyancy increase, in the upward direction of a major part of the bow, by a combination of the curvature of the centerline of the stern and the shape of the
  • both the stern and the bow may provide steady sailing, which contributes to the comfort of persons, animals or fragile goods, steady sailing is preferred, in particular without the waves slamming in on the vessel hull or excessive pitching of the vessel.
  • the vessel according to the invention may be used in case of service and supply vessels performing operations in relation to offshore or subsea installations, where it is necessary to keep the vessel in a stationary position for loading or offloading items or being connected to a subsea installation or facility, or performing a subsea operation. In such situations where the vessel is stationary, the wave direction may change during the operation, whereby both an improved stern as well as an improved bow design may have a combined beneficiary vessel shape.
  • FIG. 1 illustrates a side view of an example of embodiment of the present invention.
  • FIG. 2 illustrates a perspective view of an example of embodiment of the present invention.
  • FIG. 3 illustrates a frame line view of a rear part of an example of embodiment of the present invention.
  • FIG. 4 illustrates a frame line side view of an example of embodiment of the present invention.
  • FIG. 1 illustrates a side view of an example of a vessel design according to the present invention.
  • the illustrated vessel is a displacement type of vessel comprising a rear end arrangement or stern 11 and a bow 10 .
  • a more detailed illustration of the rear end arrangement 11 is outlined.
  • the rear end arrangement or stern is symmetrically shaped around a center line (CL).
  • a bulb arrangement 12 is arranged on a bottom surface of the stern providing an outlet position on the hull of the vessel for a propeller shaft (not illustrated).
  • FIG. 4 there is also illustrated an opening 13 wherein the propeller shaft may extend out from the hull into free water below the vessels bottom surface 17 .
  • the stern may extend below a design water line (Tdwl) and the bottom surface conforms to an engine driven propulsion system 18 below the rear end of a below water vessel bottom 17 , when in use.
  • Tdwl design water line
  • FIG. 4 the shape of the stern centerline above the design water line (Tdwl) is convex-like shape.
  • the center line may also incorporate straight sections as shown in FIGS. 1 and 2 .
  • FIG. 4 further shows how frame lines 21 of the stern are outwardly sloping from the design water line (Tdwl) and how the frame lines 21 run upwards in a convex-like shape and gradually backwards towards the center line (CL) when the vessel is seen in cross-section.
  • An aspect of the present invention is to reduce the buoyancy of the stern compared to a more traditional design of sterns in the prior art.
  • FIG. 2 it is illustrated how side surfaces 14 , 15 are adjoined along a line of symmetry forming a stern centreline 16 , wherein the side surfaces 14 , 15 form an acute angle under and above the design waterline Tdwl thereby decreasing the vessels displacement volume in the rear end 11 compared to many prior art designs.
  • the stern centerline 16 from the design water line Tdwl is sloped forward in the vessels primary sailing direction.
  • This design contributes also to decrease the vessels displacement volume in the rear end 11 .
  • the sloping may also provide a changing buoyancy sine the sloping is providing a gradual decreasing of the displacement volume of the stern hull in upward direction from the design water line Tdwl.
  • a shape of the stern hull is arranged to be outwardly sloping from the design water line Tdwl thereby providing that at least a lower portion of the stern hull is concave in shape, and wherein the hull shape of the stern hull runs upwardly in a convex-like hull shape, and is following gradually and upwardly back towards the center line (CL), so as to provide a decreasing buoyancy increase, in the upward direction of a major part of the stern, by a combination of the convex-like shape of the centerline of the stern and the shape of the stern.
  • the centerline 16 of the stern 11 rises and has a substantially increasing curvature in the forward direction of the vessel in a lower part of the stern and in an upper part continues to rise with a substantially diminishing curvature. Examples of respective possible curvatures are illustrated in FIG. 4 .
  • the examples of angles are non-limiting values.
  • the stern centerline curvature at an upper part of the stern increases upwardly from around 0 degrees to around 60 degrees relative to a vertical direction.
  • an upper portion of the stern at an upper portion located above midway between the design waterline (Tdwl) and the top of the stern the vessels have flare angles of the stern are in the range of 5-50 degrees relative to a vertical direction.
  • the hull below the design waterline (Tdwl) forms a bend or knuckle between a bottom of the hull and the stern, which bend or knuckle is of a smaller curvature than a lowest curvature of the centerline of the stern.
  • the vessel may comprise a foreship arrangement, which foreship consists of the part of the ship in front of the vessels midship mark, when seen in the vessels primary sailing direction, and which vessel has a transversely symmetrical hull shape about its center line (CL) and a substantially conventional form below its design water line (Tdwl), wherein a centerline of a bow of the vessel by the design water line (Tdwl) is curved backwards in the vessels primary sailing direction, and wherein a shape of the bow hull is outwardly sloping from the design water line (Tdwl) to provide at least a lower portion of the bow hull to be concave in shape, and wherein the shape of the bow hull runs upwardly in a curved shape, which gradually runs back towards the center line of the vessel (CL) thereby providing an upper portion, which is convex, so as to provide a decreasing buoyancy increase, in the upward direction of a major part of the bow, by a combination of the
  • Embodiments of the present invention may be applied in all kinds of displacement type of vessels.
  • displacement refers to situations where the stern is submerged into the water. This can also be the case with semi planning ship designs and is therefore within the scope of the present invention.
  • Embodiments of the present invention are beneficial to use in vessels engaged in service and supply operations of offshore facilities. This includes loading or offloading of items from the vessel to and from an offshore facility. Further, the use of embodiments of the present invention includes stationary subsea operations, during which the vessel is connected to a subsea facility or is involved in repair, maintenance or installation of a subsea facility. Embodiments of the present invention are further beneficial on vessels supporting helicopter platforms.
  • An aspect of the present invention besides providing better sea going qualities of vessels in low to medium to high wave height, is that it is possible to manufacture vessels with lower sea to deck height when mitigating possible problems with high wave heights facing ocean going vessel designs.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Vibration Prevention Devices (AREA)
  • Revetment (AREA)
US15/028,186 2013-10-11 2014-10-10 Vessel having an improved hull shape Abandoned US20160229489A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
EP13188280.5 2013-10-11
EP13188280 2013-10-11
PCT/EP2014/071764 WO2015052317A1 (en) 2013-10-11 2014-10-10 Vessel having an improved hull shape

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2014/071764 A-371-Of-International WO2015052317A1 (en) 2013-10-11 2014-10-10 Vessel having an improved hull shape

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US15/713,538 Continuation US10457354B2 (en) 2013-10-11 2017-09-22 Vessel having an improved hull shape

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US20160229489A1 true US20160229489A1 (en) 2016-08-11

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US15/028,186 Abandoned US20160229489A1 (en) 2013-10-11 2014-10-10 Vessel having an improved hull shape
US15/713,538 Active US10457354B2 (en) 2013-10-11 2017-09-22 Vessel having an improved hull shape
US16/664,695 Abandoned US20200164947A1 (en) 2013-10-11 2019-10-25 Vessel having an improved hull shape

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US15/713,538 Active US10457354B2 (en) 2013-10-11 2017-09-22 Vessel having an improved hull shape
US16/664,695 Abandoned US20200164947A1 (en) 2013-10-11 2019-10-25 Vessel having an improved hull shape

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US (3) US20160229489A1 (pt)
EP (2) EP3446956A1 (pt)
JP (1) JP6590813B2 (pt)
KR (1) KR102356489B1 (pt)
CN (1) CN105683037B (pt)
AU (1) AU2014333758B2 (pt)
BR (1) BR112016007896B1 (pt)
CY (1) CY1121289T1 (pt)
DK (1) DK3055198T3 (pt)
ES (1) ES2698627T3 (pt)
LT (1) LT3055198T (pt)
PL (1) PL3055198T3 (pt)
PT (1) PT3055198T (pt)
RU (1) RU2658728C2 (pt)
SG (1) SG11201602823QA (pt)
SI (1) SI3055198T1 (pt)
UA (1) UA117143C2 (pt)
WO (1) WO2015052317A1 (pt)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
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KR102124700B1 (ko) * 2018-10-04 2020-06-18 한국조선해양 주식회사 예인 안전성 향상을 위한 부유식 해상 구조물의 선형구조
KR102496593B1 (ko) * 2021-01-07 2023-02-06 한국건설기술연구원 경량 콘크리트 부유체 모듈 유닛 및 이를 이용한 혹한 및 파랑 환경에의 저항성이 강한 부유체의 제작방법
USD971117S1 (en) * 2021-01-21 2022-11-29 Ulstein Design & Solutions As Ship
CN112722228B (zh) * 2021-02-24 2022-10-21 广州船舶及海洋工程设计研究院（中国船舶工业集团公司第六0五研究院） 一种船舶水下排烟管结构
USD959352S1 (en) * 2021-03-18 2022-08-02 Ulstein Design & Solutions As Ship
USD1013040S1 (en) * 2022-09-13 2024-01-30 Ulstein Design & Solutions As Ship

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US5038695A (en) * 1987-03-10 1991-08-13 Gunter Varges Icebreaker
US4942837A (en) * 1988-02-18 1990-07-24 Thyssen Nordseewerke Gmbh Ice breaker

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CN105683037B (zh) 2018-03-16
PL3055198T3 (pl) 2019-03-29
CY1121289T1 (el) 2020-05-29
RU2016118154A3 (pt) 2018-03-12
AU2014333758A1 (en) 2016-05-12
KR102356489B1 (ko) 2022-01-26
US20180222552A1 (en) 2018-08-09
EP3055198A1 (en) 2016-08-17
PT3055198T (pt) 2018-11-30
SG11201602823QA (en) 2016-05-30
AU2014333758B2 (en) 2018-05-24
SI3055198T1 (sl) 2019-02-28
CN105683037A (zh) 2016-06-15
WO2015052317A1 (en) 2015-04-16
JP2016536218A (ja) 2016-11-24
RU2658728C2 (ru) 2018-06-22
JP6590813B2 (ja) 2019-10-16
EP3055198B1 (en) 2018-08-29
US10457354B2 (en) 2019-10-29
UA117143C2 (uk) 2018-06-25
ES2698627T3 (es) 2019-02-05
BR112016007896B1 (pt) 2023-02-07
DK3055198T3 (da) 2019-01-02
KR20160068942A (ko) 2016-06-15
US20200164947A1 (en) 2020-05-28
LT3055198T (lt) 2018-12-27
BR112016007896A2 (pt) 2017-08-01
EP3446956A1 (en) 2019-02-27
RU2016118154A (ru) 2017-11-16

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