WO2012174592A1 - Navire multicoque - Google Patents

Navire multicoque Download PDF

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Publication number
WO2012174592A1
WO2012174592A1 PCT/AU2012/000710 AU2012000710W WO2012174592A1 WO 2012174592 A1 WO2012174592 A1 WO 2012174592A1 AU 2012000710 W AU2012000710 W AU 2012000710W WO 2012174592 A1 WO2012174592 A1 WO 2012174592A1
Authority
WO
WIPO (PCT)
Prior art keywords
hull
waterline
plan area
vessel
hull part
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/AU2012/000710
Other languages
English (en)
Inventor
Neville Anthony Armstrong
David Raymond ELLERY
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Austal Ships Pty Ltd
Original Assignee
Austal Ships Pty Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from AU2011902489A external-priority patent/AU2011902489A0/en
Application filed by Austal Ships Pty Ltd filed Critical Austal Ships Pty Ltd
Publication of WO2012174592A1 publication Critical patent/WO2012174592A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/12—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly
    • 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
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/12—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly
    • B63B1/125—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly comprising more than two hulls
    • 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

Definitions

  • This invention relates to a multi-hulled vessel of the type including at least 3 hulls.
  • a catamaran type vessel that has a relatively large plan area below the waterline in order to maintain the vessel afloat and a relatively small plan area at the waterline in order to minimize excitation of the vessel due to wave motion is often referred to as a Small Waterplane Area Twin Hull or SWATH vessel.
  • SWATH hull forms A common problem with SWATH hull forms is that relatively large changes in draft can occur when the vessel is at rest and the load supported by the vessel changes, for example when loading and unloading cargo.
  • SWATH type vessels typically include control devices for controlling resonance type motions, such control devices rely on water flow to be an effective force generator and are therefore ineffective at low and zero speeds .
  • a marine vessel comprising at least 3 hulls
  • the hulls having a first hull part and a second hull part, the first hull part corresponding to about 60% of the maximum underwater length of the at least one hull, and the second hull part corresponding to the other about 40% of the maximum underwater length of the at least one hull;
  • a first ratio between a maximum underwater plan area at the first hull part and a waterline plan area at the first hull part at any navigable waterline is greater than about 2.0;
  • a second ratio between a maximum underwater plan area at the second hull part and a waterline plan area at the second hull part at any navigable waterline is less than the greater of about half the first ratio or about 1.15;
  • the first hull part is disposed forwardly of the vessel and the second hull part is disposed rearwardly of the vessel.
  • the at least one hull has a continuous form such that the waterline plan area transitions gradually to the maximum underwater plan area. In one embodiment, the at least one hull includes at least one appendage disposed so as to contribute to the maximum underwater plan area.
  • the maximum width of the maximum underwater plan area at the first hull part is about the same as the maximum width of the waterline plan area at the second hull part.
  • the vessel comprises 3 hulls.
  • the at least one hull may be a central hull, and the vessel may include 2 side hulls, the total . underwater volume of the side hulls constituting less than about 20% of the total underwater volume of the vessel at any navigable
  • one or more of the hulls may be configured so as to generate lift in order to minimize resistance during use in transit.
  • a marine vessel comprising a substantially centrally disposed hull having a first hull part and a second hull part, and at least 2 other hulls; wherein a first ratio between a maximum underwater plan area at the first hull part and a waterline plan area at the first hull part at any navigable waterline is greater than about 2.0;
  • a second ratio between a maximum underwater plan area at the second hull part and a waterline plan area at the second hull part at any navigable waterline is less than the greater of about half the first ratio or about 1.15;
  • Figure 1 is a diagrammatic underside perspective view of a hull portion of a multi-hulled vessel in accordance with an embodiment of the present invention
  • Figure 2 is a diagrammatic side view of the hull portion shown in Figure 1; and Figure 3 is a underside plan view of the hull portion shown in Figures 1 and 2 showing respective waterline plan areas of a central hull and side hulls of the vessel. Description of an Embodiment of the Invention
  • a hull portion 10 of a marine vessel of the type including at least three hulls.
  • the vessel is of trimaran type and accordingly includes three hulls.
  • the hull portion 10 in this example is configured so as to include a relatively large central hull 12 that supports ' most of the weight of the vessel, and two side hulls 14, often referred to as "amahs" or “amas", that support a relatively small proportion of the weight of the vessel and serve as floats to maintain the desired orientation of the vessel relative. to the waterline.
  • a trimaran may be provided wherein the weight of the vessel is supported more evenly across the hulls, with the side hulls also serving to support a significant amount of the weight of the vessel as well as to maintain the desired orientation of the vessel relative to the waterline.
  • the side hulls 14 have a combined underwater volume that is at most about 20% of the total underwater volume of the hull portion 10.
  • This type of vessel allows for favourable roll accelerations whilst still enabling a designer to retain suitable stability for safety regulations.
  • Low vertical accelerations occur at the bow b virtue of the shape of the central hull 12 and low roll accelerations occur by virtue of the small side hull configuration.
  • the central hull 12 is configured such that a frontmost part of the central hull 12 is of SWATH-like form, that is, having a relatively large plan area below the
  • a rearmost part of the central hull 12 is of non-SWATH like form, in this example of conventional form having a plan area that does not significantly change between a lowermost part of the hull and the waterline.
  • the central hull 12 includes a first hull part, in this example a front hull portion 16, of SWATH-like form and a second hull part, in this example an aft hull portion 18, of non-SWATH like form, with the front and aft hull portions 16, 18 identified conceptually in the Figures by a virtual line 19 disposed at a location from the rear of the vessel corresponding to about 40% of the maximum underwater length (L) of the vessel.
  • the width of the waterline plan area of the central hull 12 increases from the front hull portion 16 to the aft hull portion 18 such that the waterline plan area at the aft hull portion 18 is larger than the waterline plan area at the front hull portion 16.
  • the front hull portion 16 has a relatively small waterline plan area
  • the aft hull portion 18 has a relatively large waterline plan area. This contributes to providing a sea going vessel that is optimised for reduced vertical motions at low speeds especially near the forward end of the vessel, while still retaining features for transit speeds.
  • the transit speeds would be individually suited to each vessel and operator. However, it would be expected to be greater than 15 knots and normally greater than 20 knots. Vessel speeds are often expressed by a non-dimensional number called a Froude number.
  • the Froude number Fr is given by:
  • V is the vessel speed
  • L' is the waterline length
  • g is the acceleration due to gravity.
  • the transit speeds for vessels according to embodiments of the invention would typically have an associated Froude number between about 0.4 and about 1.1, which corresponds to the speed range that is sometimes referred to as characteristic of semi-planing vessels.
  • the relatively small waterline plan area of the front hull portion 16 may result in a fine angle of entrance at the bow.
  • the fine entrance angle may reduce the waves produced by the bow at transit speeds and, as a consequence, will for example have less environmental impact if the vessel is travelling near shorelines .
  • the shape of the central hull 12 is configured according to hull plan area ratios as follows.
  • the hull plan area ratios are determined by considering the plan areas at any navigable waterline and the maximum underwater plan area.
  • the maximum underwater plan area is determined by the outer envelope of all the plan areas beneath the navigable waterline. Plan areas used to determine the hull plan area ratios in the present invention are shown in the plan view in Figure 3. As shown, for the central hull 12, a waterline plan area 30 increases in width from a frontmost part 40 of the vessel to a rearmost part 42 of the vessel. The maximum
  • a first ratio between the maximum underwater plan area at the front hull portion 16 and the waterline plan area at the front hull portion 16 at any navigable waterline is greater than about 2.0.
  • a second ratio between the maximum underwater plan area at the aft hull portion 18 and the waterline plan area at the aft hull portion 18 at any navigable waterline is less than the greater of half the first ratio or about 1.15.
  • the aft hull ratio is greater than 1.0 in order to allow for a faired hull shape.
  • the front hull portion has a ratio significantly greater than 2.0 an increase in the aft area may be required to account for the fairing required for a smooth hull transition to this large forward ratio. As such, the aft ratio may increase to as much as about half the forward ratio to account for this additional fairing. It will be understood that a ratio of 1.0 has no SWATH like properties as the underwater area is no greater than the waterplane area.
  • an embodiment of the invention could comprise a multihull vessel wherein the hulls are of similar volume and shape to each other and the shape of each hull conforms to the plan view area ratios described above.
  • This could include a trimaran vessel with 3 similar hulls where the side hulls have a combined underwater volume greater than 50% of the total underwater volume.
  • an odd number of hulls such as 5 or 7, are also envisaged.
  • the side hulls are significantly shorter in waterline length than the central hull.
  • the waterline length of the side hulls is between about 30% to 60% of the waterline length of the central hull. With this shorter length, the side hulls are often located towards the aft portion of the central hull so that the waterplane area of the side hulls is longitudinally aligned with the larger waterline area of the central hull. It is of lesser importance to align the side hulls with the main hull if the side hulls only support a small fraction of the vessel buoyancy, because typically the smaller buoyancy only has a small effect on vertical motions of the vessel. It will be understood that the side hulls may also extend outside the extents of the main hull. This can be useful if the vessel is propelled by waterjets or has some other appendage aft of the main hull, since for example the side hulls may serve to protect the appendages.
  • the low roll accelerations inherent in good trimaran design can be further improved by utilizing motion control systems, for example of the type including roll fins or other motion control surfaces, anti-roll tanks, gyroscopic stabilizers or similar. These surfaces could also be configured to further reduce the vertical motions of the vessel as well as minimise roll motions.
  • motion control systems for example of the type including roll fins or other motion control surfaces, anti-roll tanks, gyroscopic stabilizers or similar. These surfaces could also be configured to further reduce the vertical motions of the vessel as well as minimise roll motions.
  • the maximum underwater length of the vessel is 32m.
  • the total volume displaced is about 105 cubic metres, with a combined side hull volume of 12 cubic metres split evenly between the two side hulls.
  • the design transit speed is about 24 knots which for this vessel corresponds to a
  • the total waterline plan area may be about 49.6 square metres, split at 60% of the maximum underwater length from the forward end of the vessel such that the waterline plan area at the front hull portion is about 17.8 square metres and the waterline plan area at the aft hull portion is about 31.8 square metres.
  • the maximum underwater plan area in. this example is about 75.6 square metres, split at 60% of the maximum underwater length from the forward end of the vessel with 41.2 square metres in the front hull portion and 34.4 square metres in the aft hull portion. This produces a first ratio at the front hull portion between the maximum underwater plan area and the waterline plan area of 2.31, and a second ratio at the aft hull portion between the maximum

Landscapes

  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Revetment (AREA)

Abstract

L'invention concerne un navire comprenant au moins trois coques. Au moins l'une des coques comprend une première partie de coque et une seconde partie de coque, la première partie correspondant à environ 60% de la longueur maximum immergée de la coque, et la seconde partie correspondant à environ 40% de la longueur maximum immergée de la coque. Un premier rapport entre une zone plane immergée maximum de la première partie de coque et une zone plane de ligne de flottaison de la première partie de coque, quelque soit la position de la ligne de flottaison navigable, est supérieur à environ 2,0. Un second rapport entre une zone plane immergée maximum de la seconde partie de la coque et une zone plane de ligne de flottaison de la seconde partie de la coque, quelque soit la position de la ligne de flottaison navigable, est inférieur d'environ la moitié du premier rapport ou d'environ 1,15. La zone plane de ligne de flottaison de la seconde partie de la coque est supérieure à la zone plane de la ligne de flottaison de la première partie de la coque.
PCT/AU2012/000710 2011-06-24 2012-06-21 Navire multicoque Ceased WO2012174592A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
AU2011902489A AU2011902489A0 (en) 2011-06-24 A multi-hulled vessel
AU2011902489 2011-06-24
AU2012900165 2012-01-16
AU2012900165A AU2012900165A0 (en) 2012-01-16 A multi-hulled vessel

Publications (1)

Publication Number Publication Date
WO2012174592A1 true WO2012174592A1 (fr) 2012-12-27

Family

ID=47421906

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU2012/000710 Ceased WO2012174592A1 (fr) 2011-06-24 2012-06-21 Navire multicoque

Country Status (1)

Country Link
WO (1) WO2012174592A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102991641A (zh) * 2012-12-31 2013-03-27 柏森 三体铝合金抗沉高速艇
ES2696978A1 (es) * 2017-07-19 2019-01-21 Inversail S A Motovelero de casco fino estabilizado por alerones
CN112078743A (zh) * 2020-08-24 2020-12-15 武汉理工大学 一种具有减摇水翼的三体高速滑行艇

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1994020359A1 (fr) * 1993-03-11 1994-09-15 Wintria Ab Bateau presentant une coque de deplacement centrale et deux coques laterales
US20080210149A1 (en) * 2005-08-26 2008-09-04 Dcns Ship Hull Comprising at Least One Float

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1994020359A1 (fr) * 1993-03-11 1994-09-15 Wintria Ab Bateau presentant une coque de deplacement centrale et deux coques laterales
US20080210149A1 (en) * 2005-08-26 2008-09-04 Dcns Ship Hull Comprising at Least One Float

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102991641A (zh) * 2012-12-31 2013-03-27 柏森 三体铝合金抗沉高速艇
ES2696978A1 (es) * 2017-07-19 2019-01-21 Inversail S A Motovelero de casco fino estabilizado por alerones
CN112078743A (zh) * 2020-08-24 2020-12-15 武汉理工大学 一种具有减摇水翼的三体高速滑行艇

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