WO2017182687A1 - Buque de casco de desplazamiento de gran tamaño - Google Patents
Buque de casco de desplazamiento de gran tamaño Download PDFInfo
- Publication number
- WO2017182687A1 WO2017182687A1 PCT/ES2017/070234 ES2017070234W WO2017182687A1 WO 2017182687 A1 WO2017182687 A1 WO 2017182687A1 ES 2017070234 W ES2017070234 W ES 2017070234W WO 2017182687 A1 WO2017182687 A1 WO 2017182687A1
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- WIPO (PCT)
- Prior art keywords
- ship
- propulsion
- vessel
- stern
- hull
- Prior art date
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Classifications
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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
- B63B3/00—Hulls characterised by their structure or component parts
- B63B3/02—Hulls assembled from prefabricated sub-units
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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
- B63B1/08—Shape of aft part
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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
- B63B73/00—Building or assembling vessels or marine structures, e.g. hulls or offshore platforms
- B63B73/10—Building or assembling vessels from prefabricated hull blocks, i.e. complete hull cross-sections
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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
- B63B73/00—Building or assembling vessels or marine structures, e.g. hulls or offshore platforms
- B63B73/20—Building or assembling prefabricated vessel modules or parts other than hull blocks, e.g. engine rooms, rudders, propellers, superstructures, berths, holds or tanks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/08—Arrangements on vessels of propulsion elements directly acting on water of propellers of more than one propeller
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H5/00—Arrangements on vessels of propulsion elements directly acting on water
- B63H5/07—Arrangements on vessels of propulsion elements directly acting on water of propellers
- B63H5/18—Arrangements on vessels of propulsion elements directly acting on water of propellers of emergency propellers, e.g. arranged at the side of the vessel
Definitions
- the present invention relates to large displacement hull ships, and to methods for the modular construction of large displacement hull ships.
- a displacement hull vessel moves through the water by pushing the water aside, and is designed to cut water with limited propulsion.
- displacement hull ships are limited at moderate speeds.
- Travel helmets comprise a rounded bottom hull shape.
- Large ships such as tankers, bulk carriers, gas carriers, container ships and large cruise ships, for example, are displacement hull ships.
- the design of the hull of a large displacement hull vessel is of crucial importance in relation to the hydrodynamic behavior of said vessel, due to its influence on the vessel's behavior when crossing the waters, also taking into account the increase in the speed of these ships.
- propulsion and steering means are arranged in the lower submerged area of the hull.
- US3565029A describes a first type of large displacement hull vessel.
- Figures 1a and 1b show schematically the characteristics of this type of vessel.
- This type of vessel comprises a ventral-type propulsion and government system with two bulbs entirely located in the hull at the stern, and extended parallel and symmetrical with respect to the ship's creaking line.
- At the end of each bulb there is a propeller and aft of each propeller a rudder attached to the bottom.
- Each propeller is connected to a shaft that comes out of the end of! bulb, with a motor attached to the propeller inside the hull through the shaft.
- US2014 8250 A1 describes a second type of large displacement hull vessel.
- Figures 2a and 2b show schematically the characteristics of this type of vessel.
- This vessel also comprises a ventral-type propulsion and government system, this propulsion and government system comprising a set of propulsion and government arranged on each side of the ship's creaking line, under the hull in the submerged area, but The helmet does not include bulbs.
- a first aspect of the invention relates to a large displacement hull ship, which comprises a hull and a propulsion and steering assembly arranged on each side of the ship's creaking line, each propulsion and governing assembly comprising means. of propulsion and government comprising at least one propeller, with both means of propulsion and government being provided a thrust parallel to the line of creaking for the propulsion of the ship.
- the propulsion and governance means of the ship of the invention are arranged at the port and starboard sides of the hull, such that the orthogonal projection of said propulsion and governance means on the water plane, instead of being within the flotation surface of the vessel as is the case in ships with displacement hulls large state of the art, it is outside said flotation surface.
- said means of propulsion and government remain within the master sleeve, the length and draft of the vessel as in the prior art.
- the shape of the hull is configured such that the bottom elevation of the hull bottom, in a plane vertical and perpendicular to the line of creaking in the position of the propeller, it is below the upper level of said propeller.
- the hull of the ship is designed as a full stern, obtaining a noticeable gain of useful displacement when the lower bound of the hull of the ship is below the elevation upper thrusters.
- the hull of the ship is thus designed without restrictions, with rounded shapes, free of bulbs, propellers and rudders arranged below the flotation surface, it is not necessary that the bottom of the hull progressively ascends towards the end of the stern so that the fluid vein impacts correctly in the propeller, as in ventral type systems. The bottom level of the bottom remains unchanged until areas near the end of the stern.
- the ship's displacement increases and the hydrodynamic goodness of the hull is not conditioned by the means of propulsion and government. A better displacement / hydrodynamic goodness compromise is obtained for the same length, beam, and draft values.
- the hull of the ship thus designed allows to increase the carrying capacity of said ship, that is, with equal length, beam and draft, as master parameters of a ship, increases the displacement of said ship in the water, and thereby increases the volume of cargo available, improving the transport tonnage / master parameters ratio, this being especially important in large displacement hull ships such as oil tankers, gas carriers, bulk carriers, container ships and large cruise ships.
- Another aspect of the invention relates to a method for the construction of a large displacement hull ship according to the first aspect of the invention, from a plurality of modules linked together, one of said modules being the stern of the vessel.
- all the elements are arranged and are built and assembled in the same shipyard, which can lead to unwanted lengthening in the execution times, for example.
- the ship is constructed from a plurality of ship modules, being built separately, at different sites (usually shipyards).
- One of the modules corresponds to the stern of the ship according to the first aspect of the invention, which meets the conditions of tightness, stability and seaworthiness as opposed to the characteristics of the stern of ships with propulsion and governance systems of the ventral type.
- the stern of the ship of the invention navigates itself once built to a specific destination, where it joins at least one other ship module to form the ship.
- Figure 1a shows a partial schematic side view of the stern of a first large displacement hull vessel of the prior art.
- Figure 1b shows a schematic sectional view along line Ib-Ib of the stern of Figure 1a.
- Figure 2a shows a partial schematic side view of the stern of a second large displacement hull vessel of the prior art.
- Figure 2b shows a schematic sectional view along line llb-llb of the stern of Figure 2a.
- Figure 3 shows a perspective view of an embodiment of the vessel of the invention.
- Figure 4 shows a side view of the ship of Figure 3.
- Figure 5 shows a plan view of the ship of Figure 3.
- Figure 6a shows a partial schematic side view of the stern of the ship of Figure 3.
- Figure 6b shows a schematic sectional view along the line Vlb-Vlb of the stern of Figure 6a.
- Figure 7a shows a detailed perspective view of a propulsion and steering assembly of the ship of Figure 3.
- Figure 7b shows a side view of the propulsion and steering assembly of Figure 7a.
- Figure 8 shows a partial bottom plan view of the stern of the ship of Figure 3.
- Figure 9a shows a detailed perspective view of the stern of the ship of Figure 3, with the anti-collision means collected.
- Figure 10b shows an elevational view of the stern of the ship of Figure 3, with the anti-collision means deployed and replacing a propeller of the propulsion and steering means.
- Figure 11 shows a cross-sectional view of the ship along line IX-IX of Figure 4.
- Figure 12a shows a first perspective view of the stern of a ship of the invention constructed by means of modules.
- Figure 12b shows a second perspective view of the stern of Figure 12a.
- Figures 13 to 17 show the steps of an embodiment of the method of the invention. DETAILED EXHIBITION OF THE INVENTION
- a first aspect of the invention relates to a large displacement hull ship 400.
- a displacement hull vessel is a single hull vessel or a single navigable body. They are large-sized displacement hull ships such as tankers, bulk carriers, gas carriers, container ships and large cruise ships. These can be large ships with an L length of close to 300 meters, and a MB master sleeve close to 50 meters.
- Figures 3 to 5 show, respectively, a perspective, elevation, and plan view of an embodiment of the large displacement hull ship 400 of the invention
- Figures 6a and 6b show a partial side schematic view of the stern 40 of the vessel 400, and a schematic sectional view, according to the line Vlb-Vlb of Figure 6a, of the stern 40 of the vessel 400, respectively, wherein said vessel 400 is a transport vessel, for example gas Natural smoothie.
- the large displacement hull vessel 400 of the invention comprises a propulsion and steering system 300 that allows the governance and navigability of said vessel 400, comprising a hull 10 and a propulsion and steering assembly 200 arranged at the stern 40 on each side of the cracking line CL of the vessel 400.
- the hull 10, indicated in Figure 5, is the vessel or outer liner of the vessel 400, forming its frame.
- the crack line CL, indicated in Figure 5, is the imaginary line that, passing from bow 80 to stern 40 of ship 400, divides it into two equal halves.
- Each propulsion and government assembly 200 comprises propulsion and government means 100 comprising at least one propeller 152, with both propulsion and government means 100 providing a thrust parallel to the line of crack CL for the propulsion of the ship 400.
- the propulsion and steering means 100 are arranged at the port and starboard sides 12 of the hull 10, such that the orthogonal projection of said propulsion and steering means 100 on the plane of the water is, instead of within the flotation surface of the vessel 400, as is the case with large displacement hull vessels of the prior art when they are drawn from scanting, outside said flotation surface.
- the flotation surface is the area defined by the intersection of the water plane where a ship floats and the hull itself vessel.
- the draft scaling is the maximum draft for which said vessel is configured.
- the propulsion and steering means 100 are kept within the master sleeve MB and the length L.
- the sleeve is the size of the ship 400 in a transverse direction, from port 11 to starboard 12, and the master sleeve MB is the largest sleeve of the vessel 400.
- the length L is the dimension of the vessel 400 taken along, from bow 80 to stern 40.
- the means of propulsion and steering 100 are also maintained within the draft D of the vessel 400.
- the draft D is the vertical distance between a point on the waterline 17 and the keel of the vessel 400.
- the shape of the hull 10 is configured in such a way that the lower dimension bb of the bottom 13 of the hull 10, in a vertical plane and perpendicular to the crunch line CL in the position of the propeller 152, is below the upper level bp of said propeller 152.
- the bottom 13 is the outer surface of the hull 10.
- This configuration of the hull 10 allows a notable gain in the useful displacement of the vessel 400, by taking advantage of the space that in all the large displacement hull vessels of the prior art with the same length, beam and draft as the vessel 400 of the invention, it is occupied by the set of propulsion and government, that is, by the bulbs, and / or propellers, and / or motors, and / or rudders.
- another advantage of the vessel 400 of the invention is that the fluid vein, that is, the flow of water flowing through the vessel hull, horizontally affects the thrusters 152.
- the fluid vein affects the thrusters from the bottom of the hull in an upward direction towards the end from the stern. This makes the propulsion more efficient in the vessel 400 of the invention.
- propulsion and government means 100 since the propulsion and government means 100, even being arranged in such a way that the orthogonal projection of said propulsion and government means 100 on the water plane is outside said floating surface, is kept within the MB master sleeve, said propulsion and government means 100 are protected laterally.
- Each propulsion and steering assembly 200 of the vessel 400 comprises, in the embodiment shown in the figures, a supporting structure 110 that supports the corresponding propulsion and steering means 100, each supporting structure 110 being fixed to each side of the Vessel 400, the port side 1 1 and the starboard side 12.
- the hull 10 is normally smooth, but in the areas where the support structures 1 10 are fixed, said hull 10 can form protrusions or projections 126.
- the structures of support 110, in this embodiment of the vessel 400 are arranged above the waterline 17 of the vessel 400.
- the waterline 17 is the imaginary line that forms the intersection of the plane of the water surface with the hull 10; Waterline 17 is a variable line, as it changes according to the cargo status of the vessel 400.
- Figure 7a shows a detailed perspective view of a propulsion and steering assembly 200 of the vessel 400 of Figures 3-5
- Figure 7b shows an elevation view of the propulsion and steering assembly 200 of Figure 7a.
- the propulsion and steering means 100 comprise, in this embodiment of the vessel 400, a propulsion and steering unit 100 with a thrust unit 150 and a rudder 160, and a propulsion unit 140 comprising a thrust unit 150.
- each support structure 1 10 comprises a first structure 120a that supports the unit of propulsion and government 100, and a second structure 120b supporting the propulsion unit 140.
- Both, the first structure 120a and the second structure 120b of each propulsion and government assembly 200 are fixed to each of the sides 11, 12 by metal plate means and fixing means such as screws, bolts, rivets, etc., or by other means known in the state of the art, in the protrusions or projections 126 of the helmet 10.
- Said first structure 120a and second structure 120b of each support structure 110 are arranged, in this embodiment of the vessel 400, above the waterline 17 of the vessel 400, but in other embodiments, not shown in the figures, they may be partially below the waterline 17, but never completely below said waterline 17.
- Each rudder 160 comprises, in this embodiment of the vessel 400, an electric motor 125 that allows its movement, and therefore the governance of said vessel 400.
- the first structure 120a and the second structure 120b of each support structure 1 10 are arranged, in this embodiment of the vessel 400, at the stern 40, and more specifically in each of the fins, the port fin 14 and of starboard 15.
- the design of the hull 10 of the vessel 400 is realized in such a way that the sleeve begins to be reduced with hydrodynamic criteria from a distance to the end 19 of the stern 40 of approximately 35% or less than the length L of the ship 400. In this way, a good hydrodynamic behavior of the hull 10 is obtained.
- the hull 10 of the vessel 400 thus designed, with a progressive reduction of the sleeve towards the stern 40 that starts from a position closer to the stamp 19 of the vessel 400, a reduction of the bottom 13 that decreases near the stern 40, and a respective propulsion and steering system 300 arranged on the port 1 and starboard sides 12 of the vessel 400, allows to increase its volume.
- the volume of the hull 10 of said vessel 400 increases, and thereby increases the load capacity by an order of 5% -15% compared to other vessels with ventral propulsion and governance systems.
- the transport tonnage / master parameters ratio of the vessel 400 is improved, being of particular importance in large displacement hull vessels such as oil tankers, gas carriers, bulk carriers and container ships.
- FIG 8 shows a bottom view of the stern 40 of the vessel 400 of Figure 3
- Figures 9a and 9b show a perspective and elevation view of the stern 40 of the vessel 400 of Figure 3, with anti-collision means 60 deployed, and replacing a propeller 152 of the propulsion and government means 100.
- Each thrust unit 150 of each propulsion and government unit 130 and each propulsion unit 140 comprising the propulsion and government means 100 comprises, in this embodiment of the vessel 400, a motor 151 that is electric and submersible, and a propeller 152, said propellers 152 being connected to an output shaft 153 of each respective engine 151.
- the propeller 152 of the thrust unit 150 of the propulsion and steering unit 130, and the propeller 152 of the thrust unit 150 of the propulsion unit 140, are arranged on the same virtual axis as an extension of the output shafts 153 of the respective engines 151, turning both thrusters 152 in the opposite direction, forming counter-rotating thrusters.
- Counter-rotating thrusters are thrusters widely known in the state of the art that allow smaller thrusters to be achieved, to achieve a fluid output velocity parallel to the inlet velocity, thereby decreasing the required absorbed energy relative to the energy absorbed with a single propeller, to get the same momentum. It is also possible to arrange two propellers 152 on the same output shaft 153 of an engine 151, rotating in the opposite direction and forming counter-rotating propellers (not shown in the figures).
- the output shaft 153 of the engine 151 of each thrust unit 150 is arranged in a horizontal plane when the vessel 400 is in equilibrium or trimmed in stable waters, that is, being parallel to the horizontal plane passing through the waterline 17 of said vessel 400, because the fluid vein also makes a horizontal path to said plane.
- the fluid vein performs a upward trajectory to properly influence the thrusters, and it is convenient to tilt the thrusters to place them parallel to the fluid vein, to optimize the efficiency of the propulsion of said vessels.
- the output shaft 153 of the motor 151 of each thrust unit 150 is disposed, in the preferred embodiment, in a vertical plane that forms a fixed angle ⁇ and equal to or less than 8 or with respect to the vertical plane passing through the crushing line. CL.
- the angle ⁇ can vary from one vessel to another with the characteristics defined above, depending on the dimensions of said vessel, basically its length and its sleeve.
- the sleeve is gradually reduced in the dimensions described above, and the port and starboard sides 12 of the vessel 400 are inclined so that the fluid vein of the water that travels along said sides of port 1 1 and starboard 12 is oriented towards the propulsion and steering means 100, directly affecting the thrusters 152 in a horizontal plane, improving the hydrodynamic behavior with respect to vessels with propulsion and governance systems of the ventral type.
- the two thrust units 150 and the rudder 160 of the propulsion and steering means 100 are fixed to corresponding supports 122, which are movable metal structures along the corresponding guide element 123, and which can be fixed to the structure 1 10 by bolts or any other fixing means.
- the supports 122 are perforated plates that can be moved along the guide elements 123, and are fixed by conventional fixing means, such as screws.
- the first structure 120a and the second structure 120b are disposed completely above the waterline 17, and comprise motorized means 124 that are connected to the supports 122 with joining means such as cables, chains or zippers.
- the motorized means 124 allow the movement of each thrust unit 150 and each rudder 160 along the guide element 123, and can be arranged at different heights.
- This configuration of the propulsion and steering assemblies 200 allows the thrust units 150 and the corresponding rudders 160 to be arranged in more than one operating position along the respective support structure 10, the operating positions being each of the positions in those that propel the ship 400.
- the ship 400 carries its cargo the hull 10 is more sunk, and both the thrust units 150 and the rudders 160 are arranged at the appropriate height to propel said ship 400 with the greater efficiency taking advantage of the fluid vein.
- the vessel 400 modifies its load, the draft D of the vessel 400 varies, and both the thrust units 150 and the rudders 160 can be arranged at the appropriate height to propel said vessel 400 with the greatest efficiency by taking advantage of the fluid vein.
- the arrangement and accessibility of the propulsion and steering means 100 allows propellants 152 of optimal design to be installed for the loading condition of the vessel 400.
- the extreme case comes when the vessel 400 makes a journey without cargo.
- the stern On ships with ventral-type propulsion and government systems, the stern has a lower buoyancy thrust, as it has less displacement, and the unloaded vessel would tend to lean towards the stern.
- ships with ventral-type propulsion and government systems without cargo can be trimmed or balanced, they have spaces inside the hull that are filled totally or partially with ballast water, and thus sink the hull towards the bow to reach said trim or balance and be able to navigate. In the vessel 400 of the invention, this is not necessary because it is trimmed with very little ballast due to the large displacement in the stern 40.
- the propulsion and steering system 300 can be set at the convenient height as the thrust units 150 and rudders 160 movable in height, and work with thrusters 152 of suitable design for the level of load existing in the vessel 400.
- ballast water makes it possible to reduce the discharge of said water at the place where the liquefied gas is loaded from ship 400, facilitating compliance with international sanitary regulations regarding ballast water spills.
- the draft D in the stern 40 of the vessel 400 is lower than that of the stern of a vessel with a ventral-type propulsion and steering system, and this fact allows the speed of the vessel 400 to be increased, since the penetration of the hull 10 in the water it improves, and offers less resistance to the advance.
- the improvement can be at least a 2% increase in speed compared to ships with a propulsion system and ventral type government.
- the reduction in fuel consumption, on unloaded journeys can be at least 5%.
- the vessel 400 sails at cruising speed given the large arm of pair of said vessel 400 due to the arrangement of the propulsion and steering means 100 with respect to the line of cracking CL, assigning, when necessary, independently different speeds to the motors 151 of the thrust units 150 arranged on both sides on port 11 and starboard 12, ship 400 can be governed without the need for rudders 160.
- the vessel 400 comprises, in the preferred embodiment, lifting means 70 arranged on the main deck 20 in the stern area 40 near the propulsion and steering means 100 of the vessel 400, as shown in Figures 10a and 10b.
- These lifting means 70 are a crane bridge, but they can also be brackets or cranes arranged in said main deck 20.
- the thrusters 152 can be replaced to adapt them to the different modes of operation of the vessel 400.
- the means Lifting 70 also allows people and / or components to be lowered and lifted on the sides of port 11 and starboard 12, to perform maintenance and / or cleaning work on the propulsion and government system 300.
- FIG. 1 1 shows a cross-sectional view of the vessel 400 according to line IX-IX of Figure 4.
- the vessel 400 is a gas carrier, that is, a vessel that carries gas, and as such, transports liquefied gas at approximately - 162 ° C Gas tanks are insulated, but despite all the gas inside the tanks it heats up and evaporates. In today's ships that transport gas, that evaporated gas is burned or used as fuel to feed machinery of the ship itself. Despite this, in situations such as docking at a port to carry out an operation or by failure, the gas continues to evaporate but is not used with the machinery. In such situations it is good to store such gas, and then use it as fuel.
- the hull 10 of the vessel 400 is a double hull comprising a first outer hull 9 that is in contact with the water, and a second hull 8 inner to the first helmet 9. Between both, first helmet 9 and second helmet 8, a closed space 7 is formed that can be used. On other ships, this enclosed space 7 is used to store ballast water for empty return trips. In the vessel 400 of the invention, the ballast water is drastically reduced, and part of that enclosed space 7 can be used to store the evaporated gas at a low pressure of for example 10 atmospheres, and subsequently use it as fuel of the vessel itself 400 or as required.
- a second aspect of the invention relates to a method for the modular construction of a vessel 400 '.
- FIG 12a shows a first perspective view of the stern 40 'of a ship 400' modularly constructed
- Figure 12b shows a second perspective view of the stern 40 'of Figure 12a
- Said stern 40 ' may comprise a propulsion and steering system 300 such as that described for ship 400, in any of its embodiments, and may be part of a ship 400' which is constructed modularly, said stern 40 'being one of the modules , in particular the stern of said vessel 400 '.
- Said stern 40 ' can navigate by itself by means of propulsion and government 100 to a specific destination.
- said stern 40 ' has an arrangement of weights and thrusts such that it is stable and capable of navigating autonomously, unlike a stern of a ship with a ventral propulsion and steering system.
- FIG. 13-17 show the steps of an embodiment of the method of the invention for the construction of the vessel 400 '.
- Said vessel 400 ' is constructed, in this embodiment, from a module that is a stern 40', a module that is a bow 500 ', and a module that is a central zone 600' for housing much of the cargo to be transported, and all the characteristics described for the ship 400 described above.
- the method further comprises a preparation stage prior to the navigation stage, in which an end 42 'of the constructed stern 40' is made sealed, including the power generation and navigation systems in the construction stage, such as shown in Figure 12a, and anchoring elements, a fuel tank and position lights are also added to said stern 40 '. This allows to have a stern 40 'that can navigate by itself to a second shipyard, without being towed or transported by other means, in the navigation stage.
- the propulsion and government assemblies 200 are fixed at the stern 40 ', so that the propulsion and government means 100 are mounted on the sides of port 11 and starboard 12, propelling the stern 40' in the navigation stage and doing with their arrangement and the propulsion direction they provide, that during said navigation the end 42 'of the stern 40' acts as the stern of said stern 40 '.
- the arrangement of the propulsion and steering means 100 mounted at the stern 40 'in the construction stage is modified, so that, once the vessel 400' is constructed, said propulsion and steering means 100 propel said vessel 400 'causing the stern 40' to act as the stern of the vessel 400 '.
- the propulsion and steering means 100 of the modular vessel 400 ' once completed, generate the propulsion of the modular vessel 400' in a forward direction opposite to the forward direction in which said propulsion and steering means 100 propel the stern 40 'during the navigation stage of the method.
- a new module formed by the bow 500' and the central zone 600 ' is constructed in the dock 2 of the second shipyard, as shown in Figure 15.
- the central zone 600 ' comprises several modules, said modules being constructed in one or several shipyards, one or more new modules being formed.
- the joining stage further comprises a phase in which the stern 40 'and a new ship module formed by the bow 500' and the central zone 600 ', to which said stern 400' joins, they line up in flotation for their correct subsequent connection, as shown in Figure 16, the ship 700 'finally forming, as shown in Figure 17.
- the ship module 500 ', 600' corresponds to a ship already in use to which its stern has been removed, the same operation of connecting the stern 40 'is performed, the ship 400' being formed.
- the modular construction method of a ship 400 ' provides the possibility of better resource management, and the ability to work in parallel, in different shipyards, in the modular construction of ship 400'. It allows a management of technological capacities of the different shipyards, and the possibility of being able to build 40 'of the 400' ships in smaller shipyards. In the case of replacing the stern of a ship in use, a minimum downtime is obtained with the ship out of service.
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Abstract
Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020187032942A KR102367115B1 (ko) | 2016-04-19 | 2017-04-12 | 대형 배수형 선체 선박 |
ES17728903T ES2750845T3 (es) | 2016-04-19 | 2017-04-12 | Buque de casco de desplazamiento de gran tamaño |
EP17728903.0A EP3424809B1 (en) | 2016-04-19 | 2017-04-12 | Large displacement hull ship |
RU2018134859A RU2734365C2 (ru) | 2016-04-19 | 2017-04-12 | Судно с большим водоизмещающим корпусом |
CN201780024369.8A CN109070973B (zh) | 2016-04-19 | 2017-04-12 | 大型排水型船体船 |
JP2018554409A JP6975724B2 (ja) | 2016-04-19 | 2017-04-12 | 大排水量船舶 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ESPCT/ES2016/070280 | 2016-04-19 | ||
ES2016070280 | 2016-04-19 |
Publications (1)
Publication Number | Publication Date |
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WO2017182687A1 true WO2017182687A1 (es) | 2017-10-26 |
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ID=56097150
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/ES2017/070234 WO2017182687A1 (es) | 2016-04-19 | 2017-04-12 | Buque de casco de desplazamiento de gran tamaño |
Country Status (7)
Country | Link |
---|---|
EP (1) | EP3424809B1 (es) |
JP (1) | JP6975724B2 (es) |
KR (1) | KR102367115B1 (es) |
CN (1) | CN109070973B (es) |
ES (1) | ES2750845T3 (es) |
RU (1) | RU2734365C2 (es) |
WO (1) | WO2017182687A1 (es) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN114906290A (zh) * | 2022-06-18 | 2022-08-16 | 广东中威复合材料有限公司 | 具有节能型船体型线结构的渡船及其碰撞风险评估系统 |
CN115158582A (zh) * | 2022-08-11 | 2022-10-11 | 上海外高桥造船有限公司 | 一种薄板分段搁置及运输方法 |
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- 2017-04-12 RU RU2018134859A patent/RU2734365C2/ru active
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CN114906290A (zh) * | 2022-06-18 | 2022-08-16 | 广东中威复合材料有限公司 | 具有节能型船体型线结构的渡船及其碰撞风险评估系统 |
CN115158582A (zh) * | 2022-08-11 | 2022-10-11 | 上海外高桥造船有限公司 | 一种薄板分段搁置及运输方法 |
CN115158582B (zh) * | 2022-08-11 | 2023-09-01 | 上海外高桥造船有限公司 | 一种薄板分段搁置及运输方法 |
Also Published As
Publication number | Publication date |
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RU2018134859A3 (es) | 2020-06-18 |
JP6975724B2 (ja) | 2021-12-01 |
EP3424809A1 (en) | 2019-01-09 |
KR102367115B1 (ko) | 2022-02-25 |
RU2734365C2 (ru) | 2020-10-15 |
ES2750845T3 (es) | 2020-03-27 |
JP2019513623A (ja) | 2019-05-30 |
EP3424809B1 (en) | 2019-07-24 |
CN109070973A (zh) | 2018-12-21 |
CN109070973B (zh) | 2019-11-19 |
RU2018134859A (ru) | 2020-04-03 |
KR20180135930A (ko) | 2018-12-21 |
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