AU4457572A - Hull construction - Google Patents

Description

AUSTRALIA PATENT AP' (CONVENTION OR NON

(Note: This is a comprehensive form, an~d parts inappropriate to a particular application s i may be signed by the applicant or by the Australian Patent Attorney. No legalisatibn j d LLAA

Forms 1, 2, 4 and

COMMONWEALTH OF AUSTRALIA Pattents Act 1952-1962

CONVENTION OR NON-CONVENTION APPLICATION FOR A PATENT OR PATENT OF ADDITION INSTRUCTIONS

Insert full name(s) of applicant(s).

full ~address(es) 0R(b)fneert of of ao(.NOT P.O. Box n"Umber).

l* 1 0

0 Delete whichever k,einapplicable. hereby apply for the grant of a patent/pt!., ifa for an invention entitled e Insert title of (d Th Invention.

which is described in the accompanying p-ae],romplete specification.

fthe tnt applied for on application No. in the e of Spatent

Delete entirely 11 (e) InaplIcable.

I/We request that the term of the p t of addit* the same as that of the patent for the main invention or so much of te of the patent for the main invention as is unexpired. .This application is a Convention a cation and is ed on the following application or applications for a patent or pate or similar protection de in the following country or countries on the following e or dates:

Mf Delete entirely if Mf No. (gg 119.. convention priority NOT Claimed. Insert number of first basic application. i h) on 19 Insert country In which first basie application was My/Our address for service is care of CLEMENT HACK CO., Patent Attorneys, made. Insert date of fisbt 414 Collins Street, Melbourne, Victoria, Australia. bnzaic application.

(WInsert date. Dated this 15th day of June 19 72. Mk Signature(s) of applicant(s). If a company, to be executed in a manner binding on CLEMENT HACK CO. the Company .ccording to its Articales o~f Agso-

AUSTRALIA PATENT DECLARATION FORM (CONVENTION OR NON-CONVENTION)

(Note: This is a comprehensive form, L~nd parts inappropriate to a particular case must be deleted. This declaration must be signed by the applicant(s), if individials. If app .cant is a Company, this declaration must be signed by a person on its behalf and the oampany seal or sta-%np should not be applied.)

Forms 7 end 8

COMMONWEALTH OF AUSTRALIA k;j Patents Act 1952-1962 DECLARATION IN SUPPORT OF A CONVENTION- OR NON-CONVENTION INSTRUCTIONS APPLICATION FOR A PATENT OR PATENT OF ADDITION Insert No. if available. In support of the application No. 44575/72 4h) Insert full name(s) of aplicant(s). made by

Insert title of Invention. for a patent*V cUt=tWfor an invention entitled "Hull Construction"

Insert full name(s) I, .C ichr..l~ ~PRSONS, NOT a corporate body. e(See head note). of (e).No.49-1, Aza Kami-ikarida, Oaza Naganawashiro, o tsert address(ea) <)of declarant(s).

do solemnly and sincerely declare as follows:- Delete entirely if 'irplicant Is cor-norate body. 1. I am/We are the applicant for the patent/t,*Ijtdk~j Delete entirely If applicant to 1. I am authorized by the abovementioned applicant for the patentAx~,ic-f ,x rann or persons. .Aj#&iK to make this declaration on its behalf.

folwiejit or countries on the following date(s) by the following applicant(s) in1 o 9 (ih) Delete ent-reiy if C'onventlon Priority N11' claimed. by Insert country I in fn which first basic a~,plicuflon was filied. by Insert date of first 'oasic application. in fil f%0/..M

Insert full na(s) of basic .M4. La applicant(s). Delete endreW If 3. 1 am!W*_,@tcthe actual inventor(s) of the ikfention. applicant(s) NOT Inventor(s). 'as) knsert full nsae(s) of actual inventor(s) it applicant(s) NOT Inventor(s). Insert address(es) of actual ineno(s) if pplpt(s) NOT Inventor(s).

is/are the actual inventor(s) of the in-ention and the facts upon which the applicant(s) is/are entitled to make the application are as follows:- Recite manner in -as regards entitlement under SectioL 34 of the Act:-(o) which applicant(s) derlve~)title from actual inventor) if applicant(s) NOT inventor(s). -as regards entitlement under Part KVI of the Act:- Delete entirely If Convention priority NOT claimed. (p) q)Recite manner in I 4. The basic application(s) referred o in paragraph 2 of this Declaration was/were ()which applicant(s) the first application(s) made in a C vention country in respect of the invention the basic a ucn1if basic app icant(s).

Sfievaturetn) ,0~ Declared at cib-b I 4- nfl

Form COMMONWEALTH OF AUSTRALIA PATENTS ACT 1952-69

CO-MPLETE SPECIFICATION (ORIGINAL)

FOR OFFICE USE: Application Number :qLf 7s-I- Class I nt. Class Lodged: iqj-71h2- 91.2 G~638 30' 363H H100, cy(2.-G

Complete Specification Lodged h11.? Accep~ed :LpJp-6-S Published: 1-11 11-, Priority: N I(_ Felated Art R 43'2o/ 92 IV 353

name of Applicant(s): CHUICHIRO ODAIWR

:.atdress of Applicant(s): 4901 Aza Karni-ikarida, Oaza Naganawashiro, 0 Haclainohe-shi# Aomori-ken, JA.PAN.

a. COA4J,4 0 000

Vo-

Actual Inventor(s) RA

Address for Service: CLEMENT HACK CO. 414 Collins Street Melbourne, Victoria, 3000 Australia. Complete Specification for the invention entitled "HULL CONSTRUCTION"

The following statement is a full description of this invention, including the best method of performing it known to me/us:

The present invention relates to a hull construction

for various kinds of ships. One object of the present

invention is to reduce the navigation resistance of a hull

to as little as possible to increase navigation speed*

Another object of the present invention is to enhance the

stability of a hull against waveso

The conventional ships had comparatively great wave

making resistance, when the ships went ahead. To reduce

such resistance, the whole hull thereof was made stream-

lined with sharply pointed bows and sterns. However, such

modification of the shape of hull naturally has its own

limitation. Moreover, since the hull became long because

of the above modification of hull shape, holds must be of

multistage. As a result, loading and 'unloading were very

troublesome. The object of the present invention is to im-

prove the above disadvantage to the utmost.

o. The invention therefore envisages a hull construction,

characterized by consisting of an inlet port disposed at uO

the lower part of the bow, an outlet port disposed at a

stern or a hull side, or the both the stern and the oppos- ite hull sides, a watercourse interconnecting therebetween,

and a propelling means mounted in said watercourse.

Outlines of embodiments of the present invention will

now be described with reference to the accompanying draw-

ings in which;

Figs. 1 and 2 show the basic type of the hull con-

struction according to the present invention.

More particularly, Fig. 1 indicates the lateral sec-

29 tion of said hull construction.

DT/AE 12/7/72 2 the Uompany ;ccording to it I Articleo of Asso-

Fig. 2 illustrates the plan view thereofo

Fig. 3 to 5 show the sectional views of the hull con-

struction.

More especially, Figs 3 and 4 show the hull construe-

tion of a cargo ship.

Fig. 5 shows the hull construction of a passenger

ship.

Figs. 6 and 7 indicate modifications of the above

basic type of hull construction respectively.

More specifically, Fig. 6 illustrates a plan view of

an embodiment of the present invention for a tugboat etc.

Fig. 7 indicates a plan view of an embodiment for a

large ship and the like.

Figs. 8 to 12 show an embodiment in which the bow is

15 constructed in multistage.

o. Fig. 8 shows a front view thereof.

Fig. 9 shows a plan view thereof.

b Fig. 10 indicates an enlarged front view.

o a Fig. 11 is an enlarged view of the bow.

Fig. 12 a sectional view of the bow on an enlarged

.Q scale.

a° Figs 13 to 15 show various steerages of a ship hav-

ing the hull construction shown in Fig. 7.

Fig. 13 shows how to lie a ship having the hull con-

struction of this invention alongside a pier.

Fig. 14 shows how to steer such a ship to move ob-

lique'y.

Fig. 15 shows how to turn round such a ship. 29 The conventional ships had comparatively great wave

DT/AE 12/7/72

SIsnature Declared at Hachinh nn P o 4

making resistance, when the ships went ahead. To reduce

such resistance, the whole hull thereof was made steam-

lined with sharply pointed bows and sterns. However,

such modification of the shape of hull naturally has its

own limitation. Moreover, since the hull became long

because of the above modification of hull shape, holds

must be of multistage. As a result, loading and unloading

were very troublesome. The object of the present inver

ion is to improve the above disadvantage to the utmost.

The hull 1 has a watercourse 7 connecting an inlet

port disposed at the lower part of the bow 2 to an outlet

port 6 opening through the stern 5 or the hull side 10, or

through both the stern 5 and the hull side 10, with an ap- o propriate propelling means (for example, screw propeller)

8 by which the direction of a jet can be changed by up to 180 degrees into the watercourse. The sea water is drawn

o in through the inlet port disposed in the lower part of the

o bow 2, and the drawn sea water is accelerated by said prop-

o. elling means 8 to be propelled rapidly out from the outlet

port opening through the stern 5 such as to propel the hull

S1 in the forward direction. A dirt removing net frame work

19 is secured in front of the inlet port in the lower part

o" of the bow 2 to prevent the intake of flotsam on the sea

in order to avoid the damage of the propell-ing means 8.

The entry 9 to the watercourse 7 is inclined upward at the

bow 2, as shown by the solid line in Fig. 1.

The walls of the inlet port 3 are curved to provide a

suitably flared inlet. The outlet port 6 also flares to-

29 ward the stern 5 with suitably curved walls so as to, with

DT/AE 12/7/72 4

I the aid of the stream lined ship side 10, decrease eddy- producing resistance to as little as possible* In qddit- ion, because of the decreased area of the contact between the hull 1 and sea water and the reduction of skin frict- ion resistance due to the upward inclination of the wall

9 of the inlet port 3, the form resistance of the hull can

be reduced, whilst the hull 1 is pushed upward by lift as

the ship proceeds in a forward direction.

As mentioned above, the hull construction according

to the present invention has an inlet port at the bow 2 to

take in the sea water and an outlet port disposed at the

stern 5 to subsequently eject such sea water. Since the

bow of this hull construction is wedge formed, it is poss-

ible to reduce the amount of bow wave caused by the sea

water pushed out obliquely in forward direction as a ship

proceeds and also to reduce the amount of stern wave caus-

ed by the sea water gathered from surrounding sea filling

a vacancy produced at the stern as the ship proceeds. Acc-

ordingly, compared with the hull construction of the con- ventional ships, the novel hull construction according to

the present invention has far less wave producing resist-

ance.

Referring again to the attached drawings, the various

embodiments of this invention will now be explained in

further detail. Figs. 1 and 2 show an embodiment in which

the watercourse 7 extends from the inlet port at the bow 2

to the outlet port 6 at the stern 5 through the lower part

of the bottom 4 of the hull. A steering gear 16a is mount-

29 ed near the outlet port 6. The direction of forward mot-

DT/AE 12/7/72 5 -i;~.iiu;i ion is controlled by said steering gear 16a. In backing# by reversing the flow of the sea water in the watercourse

7 by reverse rotation of the propelling means 8, the dir- ection of backing can be controlled by the operation of a

front auxiliary steering gear l6b mounted near the inlet

port 3, On the other hand, as shown in the sectional views

of Figs- 3 to 59 to facilitate the embarkment and disem- barkment of passengers and loading and unloading of cargo

from pier to ship or vice versa, a pivotable auxiliary

landing platform 18 may be mounted at the stern, similaryto,

that already adopted by ferryboats and the like.

On the other hand, Fig. 6 shows another embodiment

very suitable for a tugboat to tow other ships and the like*

If the above hull construction is adopted for a tugboat,

the jet of tYae sea water from the stern 5 of the tugboat

causes great resistance to motion due to react~on of such

a jet against the ship being towed. Therefove, in the em-

bodilment for a tugboat, the sea water absorbed through the

iLnlet port 3 is ejected from the watercoursethrough outlet ports 6 disposed one on either side 10 of the hull rolativ-

ly near the bow 2. In addition, a front auxiliary steering

gear l6b for backing is disposed in the watercourse 7, and

at the same time, in each of the outlet ports 6 on both

sides of the hull a jet controlling rudder 17 is mounted to

close the outlet port completely, or -to regulate the size

of the passage and the direction of the jet. On proceed-

ing forward an~d astern, the direction of movement of the

tugboat is controlled by operation of the front auxiliary 29 steering gear 16b and the jet controlling rudders 17. By

DT/AB 12/7/7 2 6

~E a 'Xlj:j':, 2 j l

'7: I.

i; r

the adoption of the alove hull construction, the water jet

from the tugboat does not directly strike the ship being

towed.

Fig. 7 shows a hull construction representing a com-

bination of the above two types. In general, a large ship

is of great width, so the amount of tae sea water taken in

through the inlet port 3 at the bow 2 is very large. There-

fore, to reduce loss of the energy of the sea water due to

friction during flowing through the narrow watercourse 7

after being accelerated by the propelling means8', to as

little as possible, part of the sea water flow is jetted

out through outlet ports 6 disposed in either side 10 of

the hull and relatively near the bow 2.

The front auxiliary steering gear 16b is arranged near

the inlet port 3, and a central auxiliary steering gjar

16c and the front propelling means 8' are mounted behind

the front auxiliary steering gear 16b, that is, at a pos-

ition where the watercourse 7 branches in three directions.

On the other hand, the jet controlling steering gears 17

are disposed at the outlet ports on both side of the hull

1. In addition, on both sides of the outlet port at the

stern 5, and outwardly thereof a pair of steering gear 16a

are arranged to control the direction of the ejected sea

water. A ship having such a hull construction has a very

marked advantage having regard to facilitating its lateral

movement (see Fig. 13), the oblique movement (see Fig. 14)

and turning movement (see Fig.

Furthermore, referring to Figs. 8 to 12, a large ship i;

j having the hull construction according to this embodiment 6

I BT/AE 12/7/72 7

I ~j *~rvr~' iv''

of the present invention, has a multistage bow (two-stage

in the drawings). To reduce bovw wave caused by a second

bow of greater width to as little~ as possible, a partition

plate 21 inclined at a suitable angle of elevation is woun-

ted at the lower part of a first bow 1Us

An auxiliary inlet port 13 is formed on the upper

part of' the partition plate 21 and has an auxiliary steer-

ing gear l6d and auxiliary propelling means in the

inner part thereof (in the drawings, a screw propeller is

used). The sea water is taken in through the first inlet

port and is accelerated to jet it out from the auxiliary

outlet ports 22 opening on both sides in the rear of the

first bow 11 along the tapering side walls 14 of' the sec-

ond bow 12.'

When the sea water is pushed obliquely forward by both

the tapering side walls 14 of the second bow 12, as the

ship proceeds forward, such obliquely deflected sea water

flows away with the straight ejected sea water to the stern

to reduce the generation of a bow wave as well as the

resistance to motion. The front auxiliary steering gear

3.6b is mounted below the first bow 11 and the secon~d bow

12, and below vhe partition plate 21. The propelling means

8 is mounted in the watercourse 7 extending lo ngitudinally

through the lower part of the bottom 4 to ejeot the sea

water from the stern 5 in the appropriate direction by op-

eration of the steering gear 16a in order to navigate a

ship. Moreover,, -the rudders 17 controlling the flow of

ejected sea water are mounted in-the auxiliary outlet ports

29 22 to control the amount of ejected'sea water, and the dir-

LDT/AE 12/7/7; ection thereof, respectively to assist oblique movement and the turning movement of the hull 1.

Fig. 15 and Fig. 19 show an engine and the flotsam

removing net frame respectivelyo The chain line arrows

indicate the direction of water flow and the solid line

arrows indicate the direction of forward movement.

As stated above, the hull construction according to

the present invention has far less wave producing resist-

ance and eddy producing resistance as a ship proceeds for-

ward compared with that of conventional ships. According-

ly, the propelling speed of the ship can be increased

markedly. In addition, owing to the hull construction of

this invention, a ship with a wider breadth and shallow

draft can be built, so as to facilitate convenient load-

ing and unloading of cargo,

The hull construction according to the present inven-

tion possesses high stability in rough water. Further-

more the side of a ship can be constructed simply by weld-

ing desired number of iron plates which are already welded together to a desired length in longitudinal direction

using electric welding. For this reason, the number of

weld joints can be reduced, so the ship building cost is

greatly reduced whilst the navigation speed of the ship

can be increased owing to the light weight of the hull,

29

DT-AE 12/7/72 9

Claims (2)

THE CLAIMS DEFINING THE INVENTION AREf AS FOLLOWS,

1. A hull construction, characterized by consisting

of an inlet port disposed at the lower part of' the bow, an

outle'l port disposed at a stern or a hull side, or the both

the stern and the opposite hull sides, a watercourse intGer-

connecting therebetween, and propelling means mounted in

said watercourse.

2. A hull construction as claimed in claim 1, wherein

said inlet and outlet ports, have curved walls providing

flared openings.

A hull construction as claimed in claim 1 or 2

characterized by consisting of a multistage bow having a

H tapering first bow, a tapering second bow, a partition

panel mounted at an inclination in the lower part of' said first and second bows, an auxiliary inlet port formed in

said partition panel, auxiliary cutlet ports disposed at

both rearwarcely extending side walls of' the first bow

C 0connecting said auxiliary inlet port, and an auxiliary

propelling wans in said auxiliary Inlet port.

00 20 4. A hull construction as claimed in any one of claims

1 to 3 characterized by mounting a jet controlling rudder or a steering gear whxich can control the amount and direc-

tioin of the eject~ad water at an outlet port or an auxil-

iary outleit port, and steering gears provided near an in-

let port or an auxiliary inlet port of' tde side of' a bow.

A hull construction substantially as hereinbefore

described with reference to figures 1 to 5 of the accom-

panying drawings. 29 6. A hull construction substantially a,s hereinbefore

DT/A3 12/7/72 10 described with reference to figures 6 and 7 and 13 to of the accompanying drawings,

78 A hull construction substantially as hereinbefore

described with reference to figures 8 to 12 of the accom-

panying drawings.

DATEDD TIS 1.2TH DAY OF JULY 1972

OHUICHIRO ODAWARA. By his Patent Attorneys

CLEMENT HACK CO. Fellows Institute of Patent Attorneys of Australia,

64

]JT/AE 12/7/72 11

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