WO2008026013A1

WO2008026013A1 - Specialised hydrodynamic structure of hulls for sea-vessels

Info

Publication number: WO2008026013A1
Application number: PCT/GR2007/000042
Authority: WO
Inventors: Constantinos Kaiserlis
Original assignee: Constantinos Kaiserlis
Priority date: 2006-08-31
Filing date: 2007-08-29
Publication date: 2008-03-06
Also published as: GR1005571B

Abstract

A pioneering design of hulls for marine vessels (2,α, 2.β) specialised to reach increased speeds by using minimum horsepower, thus requiring less energy consumption and resulting in lower-cost fuel expenditure. This specialised design consists of two components: component (2.β), which has a hydrodynamic shape comparable to swordfish or tuna and will contain the main engine(s) (15), the generator for electricity (14), the fuel (12) and water (11) storage area, the air- conditioning units (13), the buoyancy fins (pairs 6, 8), the fins for adjusting the slope of the vessel (pair 7), the rudder steering mechanism (9) and the propeller(s) (10) of the main engine(s). Component (2.α) will be attached to the main body of the vessel (1) via the dorsal fin (5). In addition, the main body of the vessel (1) will carry two jet-engines (4.α and 4.β) of low horsepower and weight, positioned at the stern and bi-directional electrical propellers (3) at the bow necessary for manoeuvring in the harbour.

Description

DESCRIPTION

SPECIALISED HYDRODYNAMIC STRUCTURE OF HULLS FOR SEA-VESSELS The invention described in this patent refers to the specialised structure of hulls for marine vessels (2.α and 2.β), which will consequently result in an increased yield of speed by using the same magnitude of horsepower as used by conventional vessels. Inspiration for the present invention has been the observation of large fish and marine mammal species that are able to attain very high speeds are those that have developed a hydrodynamic body frame during evolution. Thus, hulls of marine-vessels designed according to the shape of swordfish, tuna or any other hydrodynamic shape appropriate to the desirable size of the vessel that would have the potential of using the same horsepower as conventional vessels and at the same time would be able to reach considerably greater speeds. Furthermore, it has been observed that conventional vessels - speedboats in particular- show a significant decrease of maximum velocity when carrying passengers or / and cargo. In this particular invention there is the possibility that the hull (2.β) will be designed specifically in order to have the capacity to carry cargo and machinery of considerable weight such as: the main engine(s) (15), the fuel tank (12), the freshwater reservoir (11), the air-conditioning machinery units (13), the power generators (14) and the sewage treatment unit. As a result, the upper part of the vessel will be free from the weight of all the above, the centre of weight of the whole vessel will be positioned lower, the volume of the specialised structure of hulls will be appropriate for counterbalancing its weight, the vessel will be touching the surface of the water and will consequently have the ability to develop higher speeds -comparable to the speed reached by conventional vessels when they are free from cargo. Due to buoyancy forces the rest of the vessel will be adjoined to the sea level and will be aggravated only by the weight of the passengers and the cargo (not the machinery and water / fuel tanks). The additional use of a specific tank or multiple tanks able to fill and discharge seawater (depending on the total weight of the cargo and the passengers) could be located in each side of the specifically designed hulls (2.β) and be regulated automatically in order to ameliorate the effects of its weight and increase the stability of the vessel. Furthermore, the component 2β will also carry the rudder steering mechanism (9) and the propeller(s) (10) of the main engine(s) (15). The specialised design of hulls (2.α and 2.β) will mainly be visited for inventory and maintenance purposes. For other purposes such as change of the main engine(s) (15) or the electrical generators (14) the vessel would be required to be on land. This construction will consist of at least two components (2.α and 2.β) with screws and insulation in order to achieve the necessary replacements with the future prospect of modifying the engine section in order to be adjusted on its own appropriately. Thanks to the specialised design of hulls, an effective fireproof mechanism can operate. In case of fire, the supply of oxygen within the hull will be completely cut off and combined with specialised fire sprinklers will extinguish the fire rapidly, whereas the rest of the vessel will be safe due to the appropriate insulation and partitioning of the hulls. The specialised construction of hulls will carry a pair of fins (one on the left (port) one on the right (starboard)) at the bow (6.α and 6.β) of the vessel, which could be functioning simultaneously, an additional pair of fin in the stern (8.α and 8.β), which could also be functioning simultaneously and another pair of fins in the middle of the vessel (7.α and 7.β), which could be functioning independently from each other. This specialised construction will be joined with the vessel at the dorsal fin (5) where after that the engine-room can be visited. In case of large vessels the dorsal fin (5) will extend almost as long as the keel, whereas in smaller vessels the length of the dorsal fin will be shorter than the keel.

The main vessel (1) will be carrying two engines of small horsepower at the stern (4.α and 4.β), which will be essential for manoeuvring during mooring in the harbour or for approaching the harbour at low speed in case of emergency if the main engine fails. During sailing the two small engines (4,α and 4,β) will not be in use, as they will be located above sea level. There will also be bi-directional electrical propellers (3) at the bow of the vessel for manoeuvring in the harbour.

When the vessel is moored at the harbour for disembarking or / and loading it can add or remove water from the specific tank, described earlier, depending on the total weight of passengers and cargo, so that the vessel will just be adjoined at sea level. For warming up it can have in use one of the electric generators (14), the two jet-engines (4.α and 4,β) and the main engine(s) (15). As soon as the vessel unties the capes (sails off to sea) the jet-engines can be used for manoeuvring (4.α and 4.β). As soon as the main engine(s) (15) are set off and the vessel begins to develop high speed, the jet-engines (4.α and 4.β) are put out of action. By giving the appropriate slope to the bow fins (pair 6) and the stern fins (pair 8), buoyancy force is generated and the vessel is not adjoined at sea level, whereas the top of the hydrodynamic shape construction (5) is at the sea level. The fins, which are positioned at the centre of the vessel (pair 7) can function independently to one another, so by adjusting the slope of each one of them the vessel can always be horizontal to the surface of the sea - even in case of disproportional weight at one side of the vessel or in case of underwater currents or side resistance from the wind. In addition, by adjusting appropriately the slope of the bow and stern fins (pairs 6 and 8) the position of the vessel can be controlled in order to be horizontal and parallel to the surface of the sea, whereas by appropriately adjusting the slope of the fins and by referring to the speedometer, we can get better output reaching higher speeds with less horsepower, less resistance forces, less strain on the engine and less fuel consumption. The main engine(s) (15) is not necessary to have an inverted function -unless it is compulsory according to nautical regulations- as during the approach to a harbour the speed of the vessel will be decreasing and the vessel will start adjoining to the sea level and the two jet-engines (4.α and 4.β) will be in use for manoeuvring purposes during mooring.

The application of this particular invention will enable vessels to reach higher speeds by using little horsepower, as there will only be minimum resistance while the vessel is in motion. The vessel will be able to balance due to the high speed and the buoyancy from the fins (pairs 6, 7, 8) (analogous to a motorcycle when it develops speed). As the axis and the propeller(s) (10) of the main engine(s) (15) are parallel to the water-line of the vessel, there will be limited loss of energy during its conversion into motion, unlike conventional vessels where the main engine is located higher and significant loss of energy is observed. Due to fact that the engine room, the air-conditioning and sewage treatment unit will be contained within the insulated hull of the vessel, the centre of the vessel's weight will be lower and as a result the upper part of the vessel carrying crew and passengers will experience minimum noise, odour and vibration disturbance. Furthermore, due to the accumulation of the weight in the lowest part of the vessel, there will be significant decrease in the oscillation caused by wave turbulence and increased stability in the general motion of the vessel. Furthermore, the vessel will be tilted by a limited angle while turning, as the underwater part of the rudder will be submerged deeper and will receive greater water resistance forces.

The specifically designed tank able to fill and discharge seawater is not essential and if weather does not permit high speed, the boat will be able to travel as a conventional vessel by lowering the speed and adjoining the sea level. This particular design for the construction of hulls would also be applicable to the construction of large sailing boats.

Claims

SPECIALISED HYDRODYNAMIC STRUCTURE OF HULLS FOR SEA-VESSELS 1. Novel hydrodynamic structure of hulls for marine or freshwater vessels specifically constructed to attain high speeds by using minimum horsepower due to the minimum resistance acquired by the design shown in 2.cc and 2.β. The hulls (2.α and 2.β) mimicking the hydrodynamic body shape of swordfish, tuna or the most appropriate shape for the size, the weight and aim of the vessel (1). The specialised structure (2.α and 2.β) is connected to the main vessel body (1) as a dorsal fin (5), which will also serve as the entrance to the engine-room and the site for the production and suction of atmospheric air and possibly the site of exhaust of the fumes produced from the main engine. The main body of the vessel (1) contains two engines of limited horsepower at the stern (4.α and 4.β) and bi-directional electrical propellers (3) at the bow to assist with manoeuvring while mooring at the harbour.

The hull can be divided in two compartments 2,α and 2.β when on land in order to replace the engines or large equipment (e.g. the water tanks, jet-engines). This pioneer hydrodynamic structure contains three pairs of fins (pairs 6.α and 6.β, 7.α and 7.β and Sa and 8.β) (one fin at port (left) on fin at starboard (right)). AU pairs of fins will be able to function synchronised or independently. More specifically, one pair of fins that could function in synchronicity is located at the bow (6.α and 6.β), one pair of fins also possible to function synchronised are located at the stern (8.oc and 8.β) and one pair of fins in the centre of the vessel (7.α and 7.β), which could function independently. The fins located at port or starboard could be adjusted to have the same slope simultaneously or independently, depending on the sailing requirements. Appropriate adjustments of the slope of the fins (6.α and 6.β at the bow and 8.α and 8.β at the stern) will enable the elevation of the main part of the vessel above the sea level and balance the vessel to a horizontal position (central fins 7.α and 7.β). The speed developed by the main engine(s) (15), comprising of one or more propellers respectively, combined with the appropriate slope of the pairs of fins will result in the emersion of the main part of the vessel over the water level (this applies for relatively small vessels). Larger vessels can reach a position parallel to the surface of the water by adjusting the slope of the bow-stern pairs of fins (6.α and 6.β and 8.α and 8.β), whereas an analogous independent adjustment of the slope of the fins 7.α and 7.β will position the vessel horizontally without an angle relative to the water surface. Furthermore, the slope of the fins can be adjusting according to the speedometer in order to achieve the ideal conditions for best performance during sailing or for avoiding slanting of the vessel while manoeuvring. In even larger vessels there can be more or less pairs of fins, which will regulate the stability of the vessel while sailing, rather than its immersion over the surface of the water. The main part of the vessel (1) will be in parallel with the surface of the water by appropriately filling or discharging water from the specialised tank(s) residing in the hull. As a result, due to the hydrodynamic shape of the hull, which contains the specialised tanks, the engines and all the electrical/fuel discharge units, there will be less resistance forces against the water, less horsepower required, reduced costs for fuel, higher speed, more free space at the main part of the vessel (1), less vibration, noise and odour pollution and increased safety in the event of fire by cutting off the oxygen supply in that part of the vessel only. Furthermore, thanks to the structure of the hull and their contents, the centre of the weight of the vessel is positioned lower, which leads to reduced wave motion and eliminates the possibility of overturning due to weather conditions. The shape of the main part of the vessel (1) will depend on the purpose it is aimed for and its size. Large ferries carrying passengers, cars and trucks will incorporate a dorsal fin (5) extending deeper into the keel of the main part of the vessel and the hull. The main part of the vessel (1) will contain motors or jet-engines of little horsepower at the stern (4.α and 4.β). The bow will carry electrical multidirectional propellers (3), which are essential for manoeuvring in the port.

Large sailing boats will have equivalent advantages to those mentioned above, as the specialised hull provides increased weight at the lower part of the boat, therefore, improving the stability and the balance of the boat. In addition, appropriate adjustments of the fins will result in improved velocity.

2. According to claim 1 the specialised structure of hulls for sea or lake vessels (2.α and 2.β) comprises of a second part 2.β, where the double rudder steering mechanism (9) the engine(s) (15), the electrical generators (14), the fuel tank (12), the freshwater reservoir (11), the air-conditioning machinery (13), the waste-treatment unit, and the specifically designed tank(s) able to fill and discharge seawater necessary to balance the weight depending on the total amount of passengers and cargo so that the main part of the vessel (1) will always be parallel to the water. The components of the hull 2. a and 2.β containing the necessary machinery and tanks can exist as twin structures or one main structure and two smaller ones on each side either empty or carrying the fuel.