WO1999041141A2

WO1999041141A2 - Multiple hulled water craft for high speeds

Info

Publication number: WO1999041141A2
Application number: PCT/DE1999/000430
Authority: WO
Inventors: Hans-Heinrich Kaaden
Original assignee: Kaaden Hans Heinrich
Priority date: 1998-02-16
Filing date: 1999-02-15
Publication date: 1999-08-19
Also published as: WO1999041141A3

Abstract

The invention relates to a water craft (1) in a multiple hulled version, which is particularly hydrodynamic and exhibits little resistance at high speeds. The craft has a mountable and dismountable extension arm system (10) to stabilize the craft independent from the draught of the craft during difficult navigation conditions and/or mountable and dismountable extension arm hulls (13) in multiple hulled versions exhibiting an almost constant draught.

Description

"Watercraft n Multi-hull design for high speed"

The streamlined and therefore low-resistance design of multi-hulled watercraft is known to enable higher speeds to be driven at economical conditions than is possible with single-hulled watercraft.

According to the latest state of the art, single-hull watercraft have a length / width ratio between 9.5: 1 and 10.5: 1 for higher speeds. These particularly streamlined and therefore low-resistance hulls are stabilized under difficult sea conditions using modified underwater hulls. With suitable aids, monohull watercraft up to speeds of 30 knots can still be maintained at reasonable operating costs.

For higher speeds from 30 knots upwards, sea transport only makes sense under economic conditions by further increasing the length / width ratio. For these super slim hulls, stabilizing boom hulls are required, which together with the transport hull result in a so-called multi-hull system. The shipbuilding industry has been dealing with multi-hull watercraft for a long time, since it is of course also known there that higher speeds are only possible at economical conditions.

Although in many places extensive research and development for multi-hull watercraft is carried out, no significant, large-scale application of this type of watercraft has yet taken place. The reason for this fact lies in the variety of problems that the structural design of watercraft in multi-hull design represents. The connections between the transport hull and the jib hulls, which are simple and inexpensive to manufacture, and which have to withstand the high stresses from the rough driving operation under severe sea conditions over the life span are of primary importance.

The invention has for its object to design watercraft of the type shown so that the connections between the transport hull and the boom hulls certainly meet all requirements. In particular, the fact that the draft of merchant ships for the transport of bulk commodities, such as e.g. in containers, can vary greatly due to the respective load condition. In contrast, the draft for ferries, cruise ships and naval ships is relatively constant. This inevitably involves variations in the design of multi-hull watercraft.

According to the invention, these objects are achieved by the features of the patent claims of the multi-hull design watercraft. The length / width ratio of the transport hulls must be increased further for driving at higher speeds from 30 knots upwards at economical conditions. A length / width ratio of 12: 1 has proven to be particularly advantageous for the mass transport of economic goods and 14: 1 for the transport of people, combined vehicles and systems.

The known differences in draft of ships have led to the development of draft-independent boom systems with variable connection positions, e.g. performed on container ships. In contrast, no height-variable connection positions are required for ships for passenger, combination and system transport.

Three embodiments of the invention are shown in the drawings and are explained in more detail as follows. Show it:

Fig. 1 as a side view of a multi-hull container ship, divided into transport and stabilization unit.

Fig. 2 as a plan view of a multi-hull container ship, divided into transport and stabilization unit.

Fig. 3 as a side view of transport units, a) empty, b) loaded.

Fig. 4 as a top view of transport units with connecting parts, a) to push the transport unit or b) to pull the stabilization unit. Fig. 5 as cross section "A" of a multi-hull container ship, divided into transport and stabilization unit, in the draft alternatives "loaded" and "empty".

Fig. 6 as a plan view in half section "B" of a multi-hull container ship with connection details between the transport and stabilization unit.

Fig. 7 as a side view of a cruise ship in a multi-hull design with submerged boom hulls.

Fig. 8 as a top view of a cruise ship in a multi-hull design with submerged boom hulls.

9 as cross section "C" of a multi-hull cruise ship in different heights.

Fig. 10 as a side view of a naval ship in a multi-hull design with a widespread helicopter platform and constricted boom hulls.

Fig. 11 as a top view of a naval ship in a multi-hull design with a widespread helicopter platform and constricted boom hulls.

12 as a half cross-section "D" of a naval ship in a multi-hull design with a widespread helicopter platform and constricted jib hulls. The multi-hull watercraft ϊ for high speeds in goods transport consists of a transport unit 2 and a stabilization unit 10 in the form of a boom slide, which is non-positively connected in several axes to the center of gravity of the transport unit 2.

The transport unit 2 has an increased belt line 3, reinforced, in the connection area to the stabilization unit 10

Frames and walls 4, stepped connecting parts with tooth profiles 5, optionally for push or pull operation and locking systems 6.

The stabilization unit 10 as a cantilever carriage has a stepped safety belt with tooth profiles 11, optionally also for pushing or pulling operation. Spacers 12 are arranged horizontally on the safety belt 11 and have vertically elongated support profiles 17 on the outside, which can extend up to / below the water line. On the end faces of the support profiles 17 facing the water line, the jib hulls 13 come to rest flat, positioned by means of a groove and wedge 23 or in U-profiles of the jib hulls 13 and become firmly or positively or in a combination of both types of connection connected.

The connection between the transport unit 2 and the stabilization unit 10 is independent of the draft, vertically almost continuously, according to the selected tooth width in the safety belt 11 and is secured by the locking systems 6. The non-positive connection between the transport unit 2 and the stabilization unit 10 is only possible in a reliable manner by using the forces from the lift PA in the boom hulls 13 and the resistance forces from the driving dynamics PFD. For this purpose, the boom hulls 13 of the stabilization unit 10 are partially flooded with ballast water before docking on the transport unit 2. The stabilization unit 10 is designed in such a way that it can drive up with its safety belt 11 depending on the system design “push” or “pull” from the rear or the bow side onto the stepped connecting parts 5 of the transport unit. The closest position height in the tooth width of the stepped safety belt 11 is produced by adding or releasing ballast water in the boom hulls 13. After the tooth profiles 11 of the stabilization unit 10 lie congruently with the tooth profiles 5 of the transport unit 2 and are secured by the locking systems 6, the boom hulls 13 are emptied completely or partially, depending on the draft of the transport unit 2. The buoyancy PA which can be regulated in this way presses the stabilization unit 10 in the form of the cantilever carriage into the connecting parts 5 of the transport unit 2. In order to avoid overdetermination in the congruent contact of the tooth profiles, these can be offset by 90 degrees to one another.

When driving, the stabilization unit 10 with its stepped connection profiles 5 is additionally pressed into the connection profiles 5 of the transport unit 2 by the drag forces from the driving dynamics PFD via the boom hulls 13. When the transport unit 2 is stabilized by the stabilization unit -10, high pressure and torsional forces arise from the inclination PN, which press the safety belt 11 of the stabilization unit 10 onto the transport unit 2. The bow version of the safety belt 11 of the stabilization unit 10 has a corresponding pretension so that it can easily undock from the transport unit 2 in port after relieving the buoyancy PA.

The multi-hull watercraft ϊ, consisting of a transport unit 2 and a stabilization unit 10, are intended to be used for freight transport on the continental route, as FEEDER systems, e.g. in container transport up to the size of z.Z. 1,500 TEU, optionally in "push" or "pull" version, can be used. In the "thrust" version, motor drive systems are installed in the boom hulls 13. With this embodiment variant, three pieces of motorless transport units 2 can be moved on a fixed path at fixed times in phase operation with a stabilization unit 10. This means that transport costs can be reduced by 30 to 40 percent, provided that the transport volume is available.

On the intercontinental route, multi-hull watercraft aus are used, for example in container transport up to a size of 6,000 TEU. In these large systems, the stabilization unit 10 is pulled by the transport unit 2. In this embodiment variant, the motor drive systems are located in the transport unit 2. In the boom hulls 13 of the stabilization unit 10, only motor auxiliary drives are installed for tugging. The streamlined and therefore low-resistance design of multi-hulled watercraft ϊ together with an increase in propulsion power by approx. 20 percent compared to monohull thick ships designed for a speed of 25 knots will enable speeds of approx. 30 knots in the future. This means, for example, that the Far East tour from Western Europe can be shortened from approximately 60 days to approximately 50 days today.

In the port area, the transport unit 2 has sufficient stability even without a stabilization unit 10, due to the inflow of ballast water in the bottom of the transport unit 2. In addition, the transport unit 2 can be provided on its underwater hull with a stabilization profile, as is possible with monohull ships according to the latest state of the art.

Watercraft in multi-hull design ϊ, divided into transport units 2 and stabilization units 10, can in principle also be used on ships in which the draft is relatively constant. In this case, the large number of individual connections in the form of rows of teeth is produced by an appropriately dimensioned individual connection in an unchangeable position.

The technology of the stabilizing unit 10, which can be docked and undocked, on the transport unit 2 offers a maximum of operational safety at low costs. In addition, there is the excellent ease of maintenance of the two individual systems, transport unit 2 and stabilization unit 10. In addition, as an alternative to the boom hulls 13, two safety belts 11 with spacers 12 and extended support profiles 17 can be fastened using the same method, which stabilize the water by wing-like support profiles 17, the length of which corresponds to the width of the safety belt 11. In multi-hull watercraft ϊ, which have almost a constant draft, such as cruise ships and ferries, the jib arms 16 can alternatively be fixed to the transport unit 2. In this embodiment, it is useful to secure the cantilever arms 16 by a suitable Ko protection 19.

The form-fitting construction of the cantilever arms 16 takes place on elongated spacers 14 of the transport unit 2. The elongated design of the spacers 14 serves to distribute the inclined forces PN elongated to the side walls of the transport unit 2 and one in the spaces or openings 15 open towards the water line to accommodate a larger number of lifeboats 20. The spacers 14 on the transport unit 2 are, depending on their height, e.g. for large cruise ships at half hull height or e.g. in the case of small cruise ships and ferries, arranged at the level of the upper inner deck. The fixed outrigger arms 16 on the spacers 14 and in a vertical extension at the level of the upper inner decks open on the opposite side into vertically elongated support profiles 17.

The boom hulls 13 can be docked and undocked for better maintenance and repair. It is fixed mechanically and hydraulically in fixed positions. The boom hulls 13 are additionally secured by detents 18. With these connections, too, the forces from the PA lift and the resistance forces from the vehicle dynamics PFD are used for the reliable, non-positive connection. The bow of the jib hulls 13 has a fin-like surface profile which forms a firm abutment on the end faces of the extended support profiles 17. In addition to the boom hulls 13, a stabilizing wing 21 is arranged on the bow side on the underwater hull of the transport unit 2. The undocking and docking of individual boom hulls 13 from the support profiles 17 of the fixed boom arms 16 on the water in the port area is done exclusively for inspection or repair purposes. The transport unit 2 has the required stability in the rest position even without one / two boom hulls 13, due to the inflow of ballast water in the bottom of the transport unit 2.

In marine vehicles, in particular frigates and destroyers with a displacement of 6,000 to 12,000 tons, the boom hulls 13 of the watercraft are arranged in a multi-hull design ϊ near the stern. For this purpose, the boom profiles 22 are designed to widen the helicopter platform. Underneath, the boom hulls 13 are fixed in several axes, e.g. supported by key and groove 23 and firmly connected mechanically and hydraulically. The boom hulls 13 have a constricted cross section 24 as a particularly streamlined SWATH profile. The same facts as set out in the previous paragraph apply to the stability of the multi-hull watercraft ϊ when undocking and docking the jib hulls 13. The same applies to the effectiveness of the PA, PN and PFD forces. Lateral transport volume 25 is arranged above the water line between the collision protection 19 for the boom profiles 22 and the helicopter platform, in which guided weapons are housed, the recoil of which acts on the water surface.

In multi-hull watercraft Wasser with a particularly streamlined transport hull 2 in the length / width ratio between 12: 1 and 14: 1, possibly even higher, the control station 7 is located near the bow.

- claims - List of reference symbols:

1 multi-hull watercraft

2 transport unit

3 raised waistline

4 reinforced frames and walls

5 stepped connecting parts with tooth profiles

6 locking systems

7 control station

8 hatches

9 charge

0 Stabilization unit as a boom slide 1 stepped safety belt with tooth profiles 2 spacers 3 boom hulls

4 spacers on the transport unit 5 openings in the spacers 6 fixed boom arms 7 vertically extended support profiles 8 detents 9 collision protection for boom arms 0 lifeboats 1 stabilizing wing

2 boom profiles widening the helicopter platform 3 wedge and groove 4 constricted cross section of the boom hulls 5 lateral transport volume via WL ARSE Direction of travel of the stabilization unit onto the transport unit PV Locking forces PA Buoyancy forces PN Inclination forces PFD Forces from the driving dynamics WL waterline

Claims

Claims:

1. Watercraft with a narrow and streamlined hull and lateral booms, characterized in that the watercraft (ϊ) consists of a transport unit (2) and one or more stabilization unit (s) (10) in the form of one or more boom slides, the / which is / are connected to the transport unit (2) in several axes or consists of fixed boom arms (16) and vertically elongated support profiles (17), which come to rest on lateral boom hulls (13) at a low level and also there several axes can be connected to each other.

2. Watercraft according to claim 1, characterized in that the stabilization unit (s) (10) or the boom hulls (13) from the transport unit (2) in the port as a system or individually can be undocked and docked.

3. Watercraft according to claim 1 and 2, characterized in that the transport unit (2) in the bottom area and the jib hulls (13) are floodable with ballast water.

4. Watercraft according to claim 1 to 3, characterized in that the transport unit (2) with ballast water in the floor area even without the stabilization unit (s) (3) or the individually attached boom hulls (13) in port has the required inherent stability and bows can be.

Watercraft according to claims 1 to 4, characterized in that the stabilizing unit (s) (10) with its boom hulls (13) moves in parallel or individually with ballast water to the connection positions, pumps ballast water there and thus the buoyancy (PA) pushes the boom Hulls (13) presses into the connecting profiles and then mechanically and / or hydraulically connected and secured.

6. Watercraft according to claim 1 to 5, characterized in that the draft of the stabilization unit (10) regardless of the draft of the transport unit (2) is determined only by the displacement weight of the stabilization unit (10) plus a controllable portion from the buoyancy (PA).

7. Watercraft according to claim 1 to 6, characterized in that either in the transport unit (2) or in the parallel connected or individually arranged boom hulls (13) or in all hulls of the watercraft in multi-hull design (ϊ) motor drive systems are installed.

8. Watercraft according to claim 1 to 7, characterized in that depending on the arrangement and location of the motor drive systems, the transport unit (2) is pushed by the stabilization unit (10) or the transport unit (2) pulls the stabilization unit (10), or all Hulls carry out the propulsion proportionately.

9. Watercraft according to claim 1 to 8, characterized in that the boom hulls (13) have a double-walled safety hull, which also has a tight bulkhead division as a pressure body.

10. Watercraft according to claim 1 to 9, characterized in that on the transport unit (2) the main rudder system and on the boom hulls (13), if necessary, auxiliary rudder is / are arranged.

11. Watercraft according to claim 1 to 10, characterized in that the transport unit (2) in the connection area to the stabilization unit (10) has an increased belt line (3) and reinforced frames and walls (4).

12. Watercraft according to claim 1 to 11, characterized in that the transport unit (2) in the connection area to the stabilization unit (10) has stepped connecting parts with tooth profiles (5) and locking systems (6).

13. Watercraft according to claim 1 to 12, characterized in that the stepped connecting parts with tooth profiles (5) are designed as a push or train connection.

14. Watercraft according to claim 1 to 13, characterized in that the locking systems (6) are arranged transversely to the direction of travel and the locking of the stabilizing unit (10) is carried out vertically continuously.

15. A watercraft according to claim 1 to 14, characterized in that the stabilization unit (10) in the form of a cantilever carriage from a stepped safety belt with tooth profiles (11), spacers (12), vertically elongated support profiles (17) and boom hulls (13) exists.

16. Watercraft according to claim 1 to 15, characterized in that the safety belt (11) is designed in the form of a bracket, which has the appropriate preload, which allows the stabilization unit (10) to be undocked from the transport unit (2) without any problems.

17. Watercraft according to claim 1 to 16, characterized in that the support profiles (17) are formed in extension as a vertically immersed stabilizing wing.

18. Watercraft according to claim 1 to 17, characterized in that on the transport unit (2) spacers (14) are arranged, on which cantilever arms (16) are fastened, the overlying in additional connections with the transport unit (2) open and end below in vertically elongated support profiles (17).

19. A watercraft according to claim 1 to 18, characterized in that the spacers (14) on the transport unit (2) are elongated and are provided with breakthroughs (15) for receiving lifeboats (20).

20. Watercraft according to claim 1 to 19, characterized in that the boom hulls (13) have a U-shaped or angled connection profile in which the support profile (17) comes to rest, secured by detents (18) and mechanically and / or hydraulically connected.

21. Watercraft according to claim 1 to 20, characterized in that a stabilizing wing (21) is arranged on the transport unit (2), in the bow of the underwater hull.

22. Watercraft according to claim 1 to 21, characterized in that on the transport unit (2) a collision protection (19) above the water line for securing and protecting the fixed boom arms (16) is anode.

23. Watercraft according to claim 1 to 22, characterized in that the cantilever arms (16) are designed as cantilever profiles in widening of the helicopter platform (22).

24. Watercraft according to claim 1 to 23, characterized in that the boom hulls (13) are arranged below and on the end face on the boom profiles (22), are positioned by means of wedge and groove (23) and are connected mechanically and / or hydraulically.

25. Watercraft according to claim 1 to 24, characterized in that the boom hulls (13) have a constricted cross section (24).

26. Watercraft according to claim 1 to 25, characterized in that on the transport unit (2) between the collision protection (19) and the helicopter platform above the water line transport volume (25) is arranged.

27. Watercraft according to claim 1 to 26, characterized in that the boom hulls (13) on / with their connecting parts (17) and (22) are also positively connected.