Source: https://patents.google.com/patent/NL2000109C2/en
Timestamp: 2020-08-07 05:07:10
Document Index: 18541783

Matched Legal Cases: ['art 18', 'art 19', 'art 18', 'art 18', 'art 18', 'art 2000109']

NL2000109C2 - Vessel for operating on body of water, has foil including leading edge that is tilted at downward angle relative to horizontal, where leading edge is positioned less than or equal to specific chord length - Google Patents
Vessel for operating on body of water, has foil including leading edge that is tilted at downward angle relative to horizontal, where leading edge is positioned less than or equal to specific chord length Download PDF
NL2000109C2
NL2000109C2 NL2000109A NL2000109A NL2000109C2 NL 2000109 C2 NL2000109 C2 NL 2000109C2 NL 2000109 A NL2000109 A NL 2000109A NL 2000109 A NL2000109 A NL 2000109A NL 2000109 C2 NL2000109 C2 NL 2000109C2
NL2000109A
Oossanen & Associates B V Van
2006-06-19 Application filed by Oossanen & Associates B V Van filed Critical Oossanen & Associates B V Van
2007-06-18 Priority claimed from DK07747515.0T external-priority patent/DK2029420T3/en
2007-12-20 Publication of NL2000109C2 publication Critical patent/NL2000109C2/en
The vessel (1) has a foil positioned proximate to an end of an aft hull portion (9) below a water surface, (8) and spaced from a hull (2). A leading edge of the foil is tilted at a downward angle relative to the horizontal, and is positioned less than or equal to 0.5 times of the chord length, where the aft hull portion leaves the surface of the water. The foil has a chord and profile in longitudinal cross section with a configuration to provide a lifting force. The tilt angle of the foil is measured with respect to the chord.
Wing mounted at the rear of a vessel.
The present invention relates to a single-hull non-planing vessel, the stern of which has a smaller displacement of water near the stern than the middle part of that hull, and which hull is provided with a wing protruding below it.
Such a vessel is known from WO 2004/020276 in the name of Van Oossanen & Associates B.V. A wing is arranged underneath the hull approximately at the largest constriction of the hull. This improves the sailing properties of the vessel.
In view of the ever-increasing fuel prices, the state of the art seeks to provide improved vessels which, with low fuel consumption and fuel consumption respectively. low engine power can reach the same speed.
Incidentally, wings among vessels are known per se in the prior art with planing vessels, such as shown for example in US-2,832,304. Such wings, however, are provided solely to keep the sailing properties controllable, that is, they function as a trim flap.
It is an object of the present invention to provide a vessel that experiences less hydrodynamic resistance so that a lower propulsion power can suffice, which leads to fuel saving, or can achieve a higher speed at the same power.
To this end, the invention relates to a single-hull non-planing vessel, the stern of which has a smaller displacement of water than the central part of that hull, and which hull is provided with a wing attached remotely thereto and located in the vessel below the water surface, wing is arranged at the rear of the vessel in such a way that, during navigation, the front edge of the wing is at most half a cord length from that wing in front of the place where the rear of the hull essentially leaves the water and in transit, that wing with its cord is arranged at an angle in the range of 0 ° to inclined downwards with respect to the water surface.
Surprisingly, it has been found that if according to the present invention a wing is provided at the aft ship under water, a considerable reduction in resistance can be realized.
It is assumed that the resistance reduction achieved is based on the fact that the wing develops a propulsive force under the stern in the current in question, which is considerably greater than the inherent resistance of that wing. It should be understood that this theory has no effect whatsoever on the scope of this patent.
It is important for the creation of a propulsive force on the wing that the wing is at a certain angle with respect to the direction of the oblique flow under the stern of the vessel.
In this application, the water surface is understood to mean the water surface in the sailing state of a vessel. This can also be called the dynamic waterline.
Some ships have a straight rear, the so-called mirror. For most ships with such a mirror, the "perpendicular through the place where the rear of the hull essentially leaves the water" will usually be the tangent to the mirror. In the case of a ship which is provided with sponsors or skirts at its stern and where the hull between the sponsors leaves the water, the "perpendicular through the place where the rear of the hull mainly leaves the water" will usually be the perpendicular through that place where the hull between the sponsors leaves the water.
In other words, according to the invention, at least half the cord of the wing is located behind the perpendicular through the place where the hull leaves the water.
In this application, the following angles and sizes are defined in the following manner:
The average angle of the verticals (“buttocks”) at the location of the aft ship, a, also called the angle between the longitudinal tangent to the hull under water and the horizontal. Also called the angle between the tangent lines on the vertical longitudinal sections of the ship's hull and a horizontal plane. With today's merchant ships, this angle will usually be between about 8 and about 16 degrees.
The angle of the tangent to the verticals of the stern (or the tangent to the vertical longitudinal sections) just before the front edge of the wing, β, also called the angle between the longitudinal tangent to the hull under water and the horizontal plane to the front edge of the wing, in some embodiments of the invention, is about 11 to about 25 degrees.
The angle of the wing chord with respect to the horizontal, γ.
The wing cord is the (imaginary) line through the front edge of the wing and the rear edge of the wing. The length of this cord is preferably dependent on the length of the vessel. According to a special embodiment of the invention, the cord of the wing is approximately 2-10% of the length of that ship along the waterline in the normal sailing condition, that is to say at its usual draft.
In one embodiment the wing is thereby arranged at the rear of the vessel such that a perpendicular through the place where the rear of the hull essentially leaves the water intersects the wing at less than 0.5 times the length of the chord of that wing, from the front edge of the wing, or runs in front of the front edge.
In a further embodiment of the vessel according to the invention, the wing is arranged with the front side inclined downwards (downward tilt) with an angle of 0 to 22 with respect to the water surface. The exact angle 20 depends on the size of the angle β. In general it will apply that with a larger angle β a larger downwardly inclined angle will be chosen.
According to a first embodiment of the invention, particularly suitable for new-build vessels, the wing is substantially completely within the boundary of the vessel. In a second other variant, in particular suitable for mounting the wing on existing ships, the wing is at least partly behind or beyond the rear of the vessel.
In the embodiment which is particularly suitable for new-build vessels, the hull comprises a greater ascending steepness at the front edge of the wing and the hull part above the wing is substantially above the water surface.
In this embodiment of the vessel, the greater steepness (or greater rising angle) of the verticals starts between about 0.5 and 1.5 times the wing cord before the leading edge of the wing.
In the variant in which the wing is substantially completely within the rear boundary of the vessel, it is proposed according to a special variant of the invention to provide the hull with a recess at that location. The length of such a recess is preferably about 0.75 to 1.50 times the cord of the wing.
According to a further specialization, the distance from the front of the wing to the body is approximately 0.2 to 0.5 times the chord of the wing.
The wing can be attached to the stern in any conceivable manner. If the wing extends wholly or partially under the hull, it may be attached to the rudder carrier ("headbox"), i.e. to the stationary part of the rudder structure that functions as a skeg. It may also be useful to provide (streamlined) carriers ("struts") to further support them.
According to an advantageous further embodiment of the invention, the wing extends for the most part behind the rear of the vessel. This last construction is particularly important if existing vessels still have to be provided with this fuel-saving construction. In the case that the wing is placed entirely behind the stern of the ship, it is in some cases desirable to be able to rotate the suspension of the wing upwards and forwards when entering ports. The wing and a frame for fixing the wing can herein be foldable on the deck of a vessel.
However, in many cases it will be possible to provide a construction that is more particularly preferred wherein a portion of the wing extends below the vessel. In the case of new construction, preference is given to the first discussed variant, wherein a recess is included in the hull at the location of the wing where the hull extends substantially above water from a certain point (to the rear of that point).
In a further embodiment, the hull at the stern comprises floats ("sponsors") at each side of the hull, the wing extending between the two sponsors and below the water surface. The hull between the sponsors is at least partially located above the water surface. In one embodiment thereof the hull comprises a recess between the sponsors and a hull part between the sponsors behind the front of the recess is situated substantially above the water surface. The hull is located above the water surface, in particular during navigation. The wing is thereby located below the water surface.
With the aid of the present invention, wherein the hull above the wing is wholly or partly located above the water surface, a propulsive force is successfully realized through the wing, the resulting adverse effect of the resulting underpressure on the ship's hull on site is canceled.
The shape of the wing is preferably adapted to the shape of the underwater ship (in vertical projection) at the location of the wing. The width of the wing relative to the width of the underwater ship is generally smaller, that is, the wing preferably does not extend beyond the underwater ship although this is theoretically possible.
If desired, the angle of the cord of the wing relative to the waterline can be adjustable while sailing to achieve an optimum effect. The invention relates in particular to non-planing vessels, that is to say vessels with a length of at least approximately 50 m. More particularly, the present invention relates to a vessel with a relatively low speed, for example corresponding to a Froude vehicle. number less than 0.5.
The invention will be explained in more detail below with reference to exemplary embodiments shown in the drawing. Show:
FIG. 1 schematically a vessel not provided with the device according to the present invention;
FIG. 2 shows a part of the vessel according to FIG. 1, in which an embodiment of the present invention is arranged, suitable for new-build vessels;
FIG. 2a is a rear view of the embodiment of FIG. 2;
FIG. 3 a variant of the construction shown in fig. 2, in particular suitable for mounting on existing and new build vessels;
FIG. 4 a further variant of the present invention, suitable for mounting on existing ships; 6
FIG. 5a an embodiment in which use is made of sponsors in perspective view from the end;
FIG. 5b is a side view of the embodiment of FIG. 5a partly in transparent view;
FIG. 5c is a rear view of FIG. 5a; FIG. 6 shows an embodiment in which the hull bottom rises relatively steeply, as can occur on particularly full ships.
DETAILED DESCRIPTION OF EMBODIMENTS In FIG. 1, 1 denotes a vessel as a whole provided with a superstructure 3 and a hull 2. 4 denotes the bow and 6 denotes a bulb bow. Near the rear of the vessel indicated by 7 up to the mirror 5, there is an underpressure region that generates further hydrodynamic resistance.
The embodiments of the invention are aimed at making this area 7 as low-loss as possible.
To this end, according to a first variant of the invention, shown in Fig. 2, where the vessel is indicated in its entirety by 11 and the hull by 12, a wing 17 is arranged under this hull 12. This wing 17 has a length of the cord a which is approximately 2-10%, preferably approximately 2-4%, of the total length of the waterline vessel. The rear end of the wing is approximately flush with the vertical tangent to the mirror 15. As is clear from the drawing, the body 12 is provided at the location of the wing with a recess 16. This consists of an ascending part 18 and a free part 19 which is located above the water surface 8. The ascending part 18 is a part of the hull below the surface of the water where the hull rises steeper than the usual about 8-16 degrees in for example merchant ships. It has been found that an increasing angle of approximately 11-25 degrees has a favorable effect.
The ascending part 18 has a total length of about 1 to 1.5 times the total cord of the wing 17, before the leading edge of the wing. The wing 17 is with its front edge about 0.5 times the chord of the wing 17 before the place where the water surface detaches from the hull to about 0.75 times the chord of the wing behind the place where the water surface detaches from the hull positioned. The free part or step 19 will usually have a height of about 0.25-0.75 times the 7 chord of wing 17 above the water surface. To achieve the most favorable effect with the cord, the wing 17 will be directed at a downwardly inclined angle of about 0 to 22 degrees relative to the horizontal.
The wing 17 is here attached to stirrer carrier 13 for rudder 14. The wing 17 makes an angle γ with respect to the water surface 8 and this angle γ is approximately 0-22 degrees. The tangent line on the hull 12 at the start of the recess, i.e. at the front of part 18, is indicated by 20. Line 20 makes an angle of about 8-16 ° with respect to the water surface 8.
The construction shown here can be realized in particular with new-build vessels.
The recess 19 can herein be realized at low additional costs. The position of the wing is such that there is little or no risk of damage. It has been found that, moreover, such a construction does not have to have a negative influence on the loading capacity of the vessel, because in the rear part of the vessel technical installations are usually present which can possibly be regrouped. The construction shown here makes it possible to achieve a reduction in fuel consumption by a maximum of approximately 20%. This means that in particular with larger vessels, that is to say vessels with a length of more than 50 meters, the payback time is often less than a year.
Figure 2a shows the rear view of a vessel according to the embodiment of Figure 2. In this embodiment the wing 17 is attached to the fixed part ("headbox") 13 of the rudder 14 and provided with additional streamlined carriers (struts) 23 for reinforcement.
Fig. 3 shows the hull of the vessel with 12. The wing is indicated by 17 and extends partially under the hull near the mirror 15 outside the vessel, that is to say, rearwardly beyond the mirror 15. Denoted at 26 is a streamlined carrier (strut) with which the wing is attached to the vessel. The angle that the wing makes with respect to the water surface 8 is now between approximately 0-12 degrees. The length of the wing cord is, just like in the previous example, about 2-10% of the length of the hull at the water surface. The wing, with the rear side, is preferably at a depth of 0 to 0.75 times the chord of the wing below the surface of the water.
This variant can not only be applied to new builds but also to vessels later. A considerable driving force 8 is still obtained and the underpressure on the relevant part of the stern is largely removed.
Fig. 4 shows a variant that is also suitable for fitting on existing ships. For this purpose a support 36 is provided on the mirror 35 to which a wing 17 is attached. This wing 17 extends completely outside the vessel. The length of the wing preferably corresponds to the values mentioned above, that is to say 2-10% of the length of the hull at the water surface of the ship, depending on the size of the ship. The distance from the front of the wing to the mirror of the vessel is approximately equal to the cord of the wing. The depth relative to the water surface 8 at the rear of the wing is approximately 0 to 0.5 times the chord of the wing. In contrast to the previous examples, in this embodiment the wing is preferably less steep with the front edge down with respect to the water surface, that is to say the cord will in this case make a downward angle of 0 to 6 degrees with respect to the water surface. water surface.
In order to achieve a favorable effect, in this embodiment of Fig. 4, the wing of the wing will generally be positioned at an angle with respect to the flow of water under the hull such that either the top of the wave normally is created when sailing is lowered, so that the resistance 20 is lowered, or the wing 17 causes a lift with a forward-facing force component. The exact angle of the wing depends, among other things, on the flow behind the hull. In one embodiment, the angle of the cord may even be adjustable to achieve the most optimal effect while sailing.
In a further embodiment of the variants of figures 3 and 4, the carrier 26 or 36 can be retrieved up or down the hull to reduce the total length of the vessel, for example in a harbor. To this end, the carrier 26 or 36 may be provided with a hinge 39 and optionally a lock, for example on the mirror 15 or 35.
In figures 5a-5c an embodiment of the invention is shown in which the stern of a vessel is provided with sponsorships or troughs at the stern, mainly of importance for new-build vessels. The hull between the sponsors can rise or be provided with the step as shown in figure 2. Preferably, the hull between the sponsors has a cross-section as shown and described with respect to figure 2.
Figure 5a shows a perspective view obliquely from the rear, schematically, of such a vessel. Figure 5b shows a longitudinal section thereof and Figure 5c shows a cross section.
Figure 6 shows an embodiment of the invention in which the stern has a steeply rising bottom. Without the wing there could be a release of the current. Correct placement of the wing ensures that the flow continues to follow the bottom of the hull. The wing 10 thereby lies for a large part under the hull, and relatively close to the hull (with respect to previously shown embodiments).
The above examples show that various variants are possible that lie within the inventive concept. Rights are explicitly requested for these variants and further versions thereof.
Moreover, the person skilled in the art will understand that further modifications are possible that lie within the inventive idea as formulated above and within the appended claims. In addition, rights are explicitly requested for the measures described in the subclaims independent of the main claim.
1. Non-planing single-hull vessel, the stern of which has a smaller displacement of water than the middle part of that hull, and which hull is provided with a wing attached remotely thereto and which is situated in the canal below the water surface, said wing being such it is arranged at the rear of the vessel that the front edge of the wing is positioned within a maximum of half a cord length of that wing in front of the place where the rear of the hull essentially leaves the water and that wing with its wings chord 10 is arranged at an angle in the range of 0 to inclined downwards with respect to the water surface.
2. Vessel as claimed in claim 1, wherein a perpendicular through the place where the rear of the hull essentially leaves the water intersecting the wing at less than 0.5 times the length of the cord of that wing from the front edge or before the leading edge.
3. Vessel as claimed in claim 1 or 2, wherein said wing is arranged with the front tilted downwards (downward tilt) with the cord arranged at an angle of about 0-22 ° with respect to the water surface.
4. Vessel as claimed in one or more of the foregoing claims, wherein the length of the cord of said wing is approximately 2-10% of the length of that vessel.
5. Vessel according to one or more of the preceding claims, wherein the rear end of the wing is within the rear end limit of that vessel.
6. Vessel as claimed in one or more of the foregoing claims, wherein the hull of the vessel comprises a recess at the front of the wing where the hull is substantially above the water surface.
7. Vessel as claimed in one or more of the foregoing claims, wherein the hull comprises an upward step (recess) at the front edge of the wing and the hull part 2000109 behind the step (front side of the recess) is substantially above the water surface.
8. Vessel as claimed in claim 7, wherein the step starts between approximately 0.5 times the wing cord before the front edge of the wing to approximately 0.75 times the wing cord behind the front edge of the wing.
9. Vessel as claimed in claims 6-8, wherein the length of the recess or the hull part behind the step comprises approximately 0.75 to 1.50 times the length of the cord of that wing.
10. Vessel as claimed in one or more of the foregoing claims, wherein the hull at the stern comprises a side cheek or sponson at each side of the hull, the wing extending between the two sponsors and below the water surface and the hull between the sponsors. at least in part above the water surface.
11. Vessel as claimed in claim 10, wherein the hull between the sponsors comprises an upward step and a hull part between the sponsors behind that step is situated substantially above the water surface. 20
12. Vessel as claimed in one or more of the foregoing claims, wherein the wing is attached to a part of the rudder fixed to the hull, for example the rudder carrier, preferably designed as a skeg.
13. Vessel according to one or more of the preceding claims, wherein at most half the length of the cord of the wing is below the vertical projection of the vessel and the remaining part extends freely therefrom.
14. Vessel according to claim 13, wherein the rear side of the vessel is provided with a support for said wing extending downwardly rearwardly therefrom. 2U0Q109
A vessel according to claim 13 or 14, wherein the cord of said wing extends at an angle of about 0 to 12 degrees with respect to the water surface.
16. Vessel according to one or more of the preceding claims, wherein said wing is completely behind the vessel and the rear of the vessel is provided with a carrier for the wing extending therefrom.
17. Vessel as claimed in one or more of the foregoing claims, wherein the hull is provided with a mirror, and wherein during navigation the front edge of the wing is maximally half a cord length in front of a tangent to the mirror.
18. Vessel as claimed in one or more of the foregoing claims, wherein the stern is lifted relative to side cheeks, the lifted part being at least partly above the water surface.
The vessel of claim 18, wherein the wing is positioned between the side cheeks below the water surface.
20 2 0 0 0 10 9
NL2000109A 2006-06-19 2006-06-19 Vessel for operating on body of water, has foil including leading edge that is tilted at downward angle relative to horizontal, where leading edge is positioned less than or equal to specific chord length NL2000109C2 (en)
PCT/NL2007/050292 WO2007148966A2 (en) 2006-06-19 2007-06-18 Vessel provided with a foil below the waterline
KR1020087032226A KR101644506B1 (en) 2006-06-19 2007-06-18 Vessel provided with a foil below the waterline
NL2000109C2 true NL2000109C2 (en) 2007-12-20
ID=37682846
NL (1) NL2000109C2 (en)
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