JP6975724B2 - Large displacement vessels - Google Patents

Description

The present invention relates to a large displacement ship and a unit type construction method for a large displacement ship.

Drainage vessels are designed to move over water by pushing it aside and drain it with limited propulsion. Drainage vessels are usually limited to moderate speeds. Large displacement vessels have a round-bottomed hull shape. Oil tankers, bulk cargo ships, gas ships, container ships, and large cruisers are drainage vessels.

The design of a large displacement vessel is important with respect to the hydrodynamic behavior of the vessel, as it affects the behavior of the vessel when navigating underwater, taking into account the increased speed of the vessel. At the same time, given that it is a long-distance vessel that transports goods and people over long distances, as much drainage as possible must be done to obtain the best drainage / hydrodynamic ratio.

In large displacement vessels, the propulsion and speed governors are located in the submerged area at the bottom of the vessel. The shape of the tail adjusted by propulsion and speed control means causes almost no restrictions on drainage and hydrodynamics, and the cargo carrying capacity of the ship is limited, so the tail has a long part. Is needed to support the weight of machines, equipment, liquids, etc. These propulsion means and speed control means are referred to as abdominal propulsion system and speed control system.

US3565029A describes a first type large displacement vessel. 1a and 1b schematically show the characteristics of such vessels. This type of vessel is integrally located on the hull at the stern and comprises an abdominal type propulsion system and speed control system with two spheres extending parallel and symmetrically to the centerline of the vessel. A propeller is placed at the end of each bulge, and the shaft of each propeller has a rudder attached to the bottom. Each propeller is connected to a shaft that emerges from the end of each bulge, and the engine attached to the propeller via the shaft is located inside the ship.

US2014182501A1 describes a second type of large displacement vessel. 2a and 2b schematically show the characteristics of such vessels. The vessel is equipped with an abdominal-type propulsion and governor system, which is a propulsion and governor set located on each side of the vessel's centerline under the hull in the submerged area. However, the hull does not include the ball part.

An object of the present invention is to provide a ship and a unit-type building method for a ship as defined in the claims.

A first aspect of the present invention relates to a large displacement vessel comprising a hull and a propulsion set and a governor set arranged on both sides of the centerline of the hull, wherein the propulsion set and the governor set are arranged at the stern. Each propulsion set and governor set comprises a propulsion means and a speed governor on at least one propeller, and a thrust parallel to the centerline is provided by the propulsion and speed control means for propulsion of the ship. NS.

The propulsion means and speed control means of the ship according to the present invention are arranged on the port side and the starboard side of the hull, and the propulsion means and the speed control means are levitated as in the case of the large displacement ship of the prior art. Rather than being in the plane, the orthogonal projections of the propulsion and speed control means onto the water surface are arranged to be outside the floating surface. However, the propulsion and speed governors remain within the ship's main girder, length, and draft, as in the prior art. Due to such different arrangements of propulsion and speed control means, space is released below the floating surface, and in the ship of the present invention, the shape of the hull is such that the lower limit of the bottom of the hull is perpendicular to the center line of the propeller position. In addition, it is configured to be below the upper limit of the propeller in orthogonal planes.

Therefore, in the large displacement vessel according to the present invention, the hull is designed as a complete stern shape, and the lower limit of the hull is below the upper limit of the propeller, so that a significant increase in useful drainage can be obtained. The hull is designed without the need for the bottom of the hull to gradually rise towards the end of the stern, with the round shape, spheres, propellers and rudders placed beneath the floating surface without restrictions. The fluid flow flows correctly to the propeller, like an abdominal type system. The lower limit of the bottom does not change to the area near the end of the stern. Compared to abdominal type vessels, the vessel's drainage is increased and the hydrodynamic advantages are not coordinated by propulsion and speed governors. Better drainage / hydrodynamic advantages are obtained for the same length, needle, and draft numbers.

The hull of a ship designed in this way can increase the cargo capacity of the ship, i.e. the same length, beams and water as the main parameters of the ship, thereby increasing the displacement of the ship in water. Therefore, we have increased the available cargo space and improved the ton number / master parameter ratio, which is especially important for large hull vessels such as tankers, gas carriers, bulk cargo ships, container ships and cruise ships.

Each propulsion and speed governor of a large displacement vessel according to the present invention further comprises a support structure attached to the port and starboard sides of the hull that supports the corresponding propulsion and control means.

Another aspect of the present invention relates to a unit type construction method of a large displacement vessel for constructing a large displacement vessel from a plurality of modules connected together and having a stern. When building a ship, all the elements are usually installed in the shipyard, and the ship is erected and assembled in the same shipyard, which can result in unwanted delays in delivery, for example. In the unit-type construction method for a large displacement ship according to the present invention, the ship is constructed from a plurality of ship modules that are separately built at different locations (usually shipyards). One of the modules corresponds to the stern according to the first aspect of the invention, which is airtight, stable, and service resistant, as opposed to the stern features of a ship equipped with an abdominal type propulsion system and speed control system. Stern conditions are met.

FIG. 1a shows a partial schematic side view of the stern of the first large displacement vessel of the prior art, and FIG. 1b shows a schematic cross-sectional view along the stern line Ib-Ib of FIG. 1a. FIG. 2a shows a partial schematic side view of the stern of a second large displacement vessel of the prior art, and FIG. 2b shows a schematic cross-sectional view along the stern line IIb-IIb of FIG. 2a. FIG. 3 shows a perspective view of an embodiment of the ship of the present invention. FIG. 4 shows a side view of the ship of FIG. FIG. 5 shows a plan view of the ship of FIG. 6a shows a partial schematic side view of the stern of the ship of FIG. 3, and FIG. 6b shows a schematic cross-sectional view along the line VIb-VIb of the stern of FIG. 6a. 7a shows a detailed perspective view of the propulsion set and the governor set of the ship of FIG. 3, and FIG. 7b shows a side view of the propulsion set and the governor set of FIG. 7a. FIG. 8 shows a bottom view of the stern of the ship of FIG. 9a shows a detailed perspective view of the stern of the ship of FIG. 3 in which the collision avoidance means are stored, and FIG. 9b shows a detailed perspective view of the stern of the ship of FIG. 3 in which the collision avoidance means are deployed. FIG. 10a shows a perspective view of the stern of the ship of FIG. 3 in which collision avoidance means are deployed to replace propellers of propulsion and speed control means, and FIG. 10b shows collision avoidance means deployed and propulsion and speed control means. FIG. 3 shows a front view of the stern of the ship of FIG. 3, which replaces the propeller of the means. FIG. 11 is a cross-sectional view of the ship along line IX-IX of FIG. 12a shows a first perspective view of the stern of the ship of the invention constructed by the module, and FIG. 12b shows a second perspective view of the stern of FIG. 12a. The steps of one embodiment of the method of the present invention are shown. The steps of one embodiment of the method of the present invention are shown. The steps of one embodiment of the method of the present invention are shown. The steps of one embodiment of the method of the present invention are shown. The steps of one embodiment of the method of the present invention are shown.

The first aspect of the present invention relates to a large displacement vessel 400. As used herein, a drainage vessel is a vessel with a single hull or a single navigable body. Large hull vessels include, for example, tankers, bulk cargo vessels, gas vessels, container vessels, cruise vessels and the like. It may be a large ship with a length L close to 300 meters and a main beam MB close to 50 meters.

3 to 5 show a perspective view, a front view, and a plan view of an embodiment of the large displacement ship 400 of the present invention, respectively, and FIGS. 6a and 6b are partial schematic side views and a partial schematic side view of the stern 40 of the ship 400. A cross-sectional view of the stern 40 of the ship 400 along line VIb-VIb of FIG. 6a is shown where the ship 400 is a ship, eg, a liquefied natural gas carrier.

The large displacement vessel 400 includes a thrust and speed control system 300 that enables the speed control and navigation of the ship 400, a hull 10, and a propulsion and speed control set 200 arranged at the stern 40 on both sides of the center line CL of the ship 400. And have. As shown in FIG. 5, the hull 10 is the outer shell or cover of the vessel 400 forming its frame. As shown in FIG. 5, the center line CL is an imaginary line that divides the ship 400 from the bow 80 to the stern 40 into two equal halves. Each propulsion and governor set 200 includes propulsion and governor means 100 including at least one propeller 152, and propulsion forces parallel to the centerline CL are both propulsion and governor means 100 for propulsion of the vessel 400. Provided by.

As shown in FIG. 5, the propulsion and speed governing means 100 are arranged on the port 11 and starboard side 12 of the hull 10, and the propulsion and speed governing means 100 are ascending the ship as in the case of the high displacement ship of the prior art. Rather than being in the plane, the orthogonal projections of the propulsion and speed governors onto the water surface are arranged to be outside the floating surface. The floating surface is the surface defined by the intersection of the hull and the surface of the water on which the ship is floating. The structural draft is the maximum draft set on the ship.

In any case, as shown in FIG. 5, the propulsion and speed governor 100 is located inside the main beam MB and the length L. The beam is the lateral dimension of the vessel 400 from port 11 to starboard 12, and the main beam MB is the largest beam of the vessel 400. The length L is the dimension of the ship 400 along the length direction of the ship 400 from the bow 80 to the stern 40. Further, as shown in FIG. 6a, the propulsion and speed governor 100 is also maintained within the draft D of the vessel 400. Draft D is the vertical distance between the point of waterline 17 and the keel of vessel 400.

On the other hand, as shown in FIG. 6a, the shape of the hull 10 is configured such that the lower limit bb of the bottom 13 of the hull 10 is below the upper limit bp of the propeller 152 in a plane perpendicular to the center line CL. ing. The bottom 13 is the outer surface of the hull 10. In the present specification, when the position of the propeller 152 is referred to, the operating position of the propeller 152 can be logically referred to because the propeller 152 can be moved to a non-operating position, for example, for cleaning, repair or maintenance thereof. do.

Comparing FIGS. 6a and 6b with FIGS. 1a-1b and 2a-2b showing the stern of a prior art large displacement ship, the hull 10 of the ship 400 according to the present invention is the stern 40 and the hull of the conventional ship. You can see how big the volume is. In the vessels schematically shown in FIGS. 1a-1b and 2a-2b, the bottom of the hull gradually rises towards the end of the stern and the bottom of the hull is above the propeller at the position of the length of the propeller. To position. Therefore, the lower limit bb of the bottom of the hull of the ship is in a plane perpendicular to one centerline of the propeller and above the upper limit bp of the propeller.

This configuration of the hull 10 allows for a significant increase in the useful drainage of the vessel 400 and by utilizing the space of all existing large displacement vessels of the prior art of the same length, the prior art large displacement vessels. The beams and drafts of the vessel are more occupied by the propulsion and speed control means 100, ie, the sphere, and / or the propeller, and / or the engine, and / or the rudder than the vessel 400 of the present invention.

In addition to increasing the volume of the hull 10 of the ship 400 of the invention over the prior art ships, another effect of the ship 400 of the invention is the flow of fluid, i.e., the flow of water through the hull horizontally to the propeller 152. It is to flow. On the other hand, in a conventional ship, as is clear from FIGS. 1a and 2a, the ship flows upward from the bottom of the hull toward the end of the stern into the propeller. This makes the propulsion of the ship 400 of the present invention more efficient.

On the other hand, since the propulsion and speed governor 100 remains within the main beam MB, the propulsion and speed governor 100 is arranged so that the vertical projection of the propulsion and speed governor 100 onto the water surface is outside the floating surface. However, the propulsion and speed governor 100 is laterally protected.

In the embodiments shown in the drawings, each propulsion and speed control set 200 of the ship 400 includes a support structure 110 that supports the corresponding propulsion and speed control means 100, and each support structure 110 is a ship 400 on port 11 and starboard 12. It is fixed to each side of. The hull 10 is usually smooth, but in the region where the support structure 110 is fixed, the hull 10 can form protrusions 126. The support structure 110 of the vessel 400 in this embodiment is located above the water line 17 of the vessel 400. The water line 17 is a virtual line forming an intersection between the plane of the water surface and the hull 10, and the water line 17 is variable because it changes according to the cargo state of the ship 400.

7a shows a detailed perspective view of the propulsion and speed control set 200 of the ship 400 of FIGS. 3-FIG. 7, and FIG. 7b shows a side view of the propulsion and speed control set 200 of FIG. 7a.

In the ship 400 of the present embodiment, the propulsion and speed control means 100 includes a propulsion and speed control unit 100 having a propeller unit 150 and a rudder 160, and a propulsion unit 140 including a propeller unit 150. Further, each support structure 110 has a first structure 120a that supports the propulsion and speed control unit 100, and a second structure 120b that supports the propulsion unit 140. The first structure 120a and the second structure 120b of each propulsion and speed control set 200 are a metal plate and fixing means such as screws, bolts, rivets, or other means known in the art. Is placed on the ridge or protrusion 126 of the hull 10.

The first structure 120a and the second structure 120b of each support structure 110 are arranged above the water line 17 of the ship 400 in the present embodiment of the ship 400, and in other embodiments (not shown), they are arranged. May be partially below the waterline 17, but never completely below the waterline 17. Each rudder 160 comprises an electric motor 125 that enables the movement of the ship 400, i.e., the speed governor of the ship 400, in this embodiment of the ship 400.

The first structure 120a and the second structure 120b of each support structure 110 are arranged at the stern 40 in the present embodiment of the ship 400, and more specifically, each four points, that is, a quarter of the port side 14. Placed in one and a quarter of starboard 15.

In a preferred embodiment, the design of the hull 10 of the vessel 400 begins to diminish the beam from the distance to the end 19 of the stern 40 by a hydrodynamic criterion of about 35% or less of the length L of the vessel 400. Therefore, good hydrodynamic behavior of the hull 10 can be obtained.

In a preferred embodiment, the hull 10 of the vessel 400 is designed so that the bottom 13 of the vessel 400 at the center of length L is maintained from the end 19 of the stern 40 to a distance of 10% or less of the overall length L. This makes it possible to obtain a substantial increase in the volume of the hull 10 relative to the prior art ship. In other words, for example, in a preferred embodiment of the vessel 400, in a vessel of 280 m in length, the bottom 13 would be 100 meters, which would occur in the case of a similar vessel with an abdominal type propulsion and speed control system. Instead of exceeding, it begins to decrease at a distance of less than 30 meters from the end of the stern 40.

The hull 10 of the vessel 400 thus designed has a reduction in the beam towards the stern 40 starting from a position near the transom of the vessel 400, a reduction in the bottom 13 descending near the stern 40, and a reduction in the bottom 13 of the vessel 400. With each propulsion and speed control system 400 located on port 11 and starboard 12, the volume of the hull 10 can be increased. Therefore, the volume of the hull 10 of the vessel 400 is increased, thereby increasing the cargo capacity in the range of 5% to 15% with respect to other vessels having an abdominal type propulsion and governor system. This improves the carrier tunnel / master parameter ratio of the vessel 400, which is especially important for large displacement vessels such as oil tankers, gas carriers, bulk carriers and container vessels.

8 shows a bottom view of the stern 40 of the ship 400 of FIG. 3, and FIGS. 9a and 9b show a perspective front view of the stern 40 of the ship 400 of FIG. 3, with the collision avoidance means 60 turned. Replace the propeller 152 of the propulsion and speed control means 100.

In the present embodiment of the ship 400, each propulsion and speed control unit 130 included in the propulsion and speed control means 100 and each propeller unit 150 of each propulsion unit 140 includes an underwater electric motor 151 and a propeller 152, and the propeller 152 is , Attached to the output shaft 153 of the motor 151. The propeller 152 of the propeller unit 150 of the propulsion and speed control unit 130 and the propeller 152 of the propeller unit 150 of the propulsion unit 140 are arranged along the same imaginary axis as the extension line of the output shaft 153 of each motor 151, and both are arranged. The propeller 152 rotates in the opposite direction to form a reverse rotation propeller. A counter-rotating propeller is a propeller known in the art that allows it to have a smaller propeller, a single propeller to achieve a fluid outflow velocity parallel to the inflow velocity, thereby obtaining the same propulsion. Reduces the amount of absorbed energy required for the energy absorbed by the propeller. It is also possible to place the two propellers 152 on the same output shaft 153 of the motor 151 and rotate them in opposite directions to form a reverse rotation propeller (not shown).

When the vessel 400 is equilibrated or trimmed in calm water, i.e., parallel to the horizontal plane through the vessel 400's waterline 17, the fluid flow also follows a horizontal path with respect to the plane, so that each propeller unit. The output shaft 153 of the motor 151 of the 150 is arranged in a horizontal plane. However, in ships with abdominal propulsion and speed control systems, the fluid flow follows an upward path to properly enter the propeller, tilting the propeller in a vertical plane parallel to the fluid flow. It is also suitable for optimizing the propulsion efficiency of ships.

In a preferred embodiment, the output shaft 153 of the motor 151 of the propeller unit 150 is disposed vertical plane which forms a certain angle α of 8 ° or less with respect to a vertical plane passing through the center line CL. The angle α can vary depending on the ship having the properties defined above, depending on the dimensions of the ship, essentially its length and its beams. In a preferred embodiment of vessel 400, the beam is tapered by the above dimensions and the port 11 and starboard 12 of vessel 400 are tilted so that the flow of water drained by the port 11 and starboard 12 is to propeller 152. Directed to the direct hit propulsion and speed control means 100, it improves the hydrodynamic behavior for ships equipped with abdominal type propulsion and speed control systems.

In these configurations of the output shaft 153 of the motor 151 of the propeller unit 150, there is a thrust or impact parallel to the centerline CL for the propulsion of the vessel 400 with respect to both the horizontal and tilted positions with respect to the centerline CL of the vessel 400. can get.

In this embodiment of the vessel 400, the propulsion and speed governor 100 can move in the height direction along the support structure 110 corresponding to each propulsion and speed governor set 200. Therefore, if the propulsion and speed governor 100 is moved out of the water, each propulsion and speed governor set 200 is at least partially accessible above the waterline 17 from each side of the vessel 400. Therefore, it is possible to perform specific cleaning work, maintenance work, and replacement or modification work of each propulsion and speed governor 100 without submerging in water or without having to dry dock the ship. .. The first structure 120a and the second structure 120b each include a guide element 123, which is a vertically arranged row in the present embodiment of the ship 400. The two propeller units 150 and the rudder 160 of the propulsion and speed governor 100 are fixed to the corresponding support 122, which is movable along the corresponding guide element 123 and is pinned or other. It is a metal structure fixed to the support structure 110 by fixing means. In a vessel 400 according to another embodiment (not shown), the support 122 is a perforated plate that is movable along the guide element 123 and is fixed by conventional fixing means such as screws.

The propeller unit 150 and the rudder 160 are height-adjusted by the guide element 123 and can be placed above the water line 17 of the vessel 400. In this embodiment of the vessel 400, the first structure 120a and the second structure 120b are located completely above the water line 17 and include the motor actuating means 124 above them, wherein the motor actuating means 124 It is attached to the support 122 by a mounting means such as a cable, chain, or rack. Therefore, if desired, the motor actuating means 124 can move the propeller unit 150 and the rudder 160 along the guide element 123 and place them at different heights.

This configuration of the propulsion and speed governor set 200 allows the propeller unit 150 and the corresponding rudder 160 to be placed in multiple operating positions along each support structure 110, where the operating position is the position to propel the vessel 400. Each one. Thus, for example, when the vessel 400 is carrying cargo, the hull 10 is more flooded and both the propeller unit 150 and the rudder 160 propel the vessel 400 with fluid flow at maximum efficiency. It is placed at a height suitable for. The placement and accessibility of the propulsion and speed governor 100 makes it possible to install a propeller 152 with an optimal design for the cargo condition of the vessel 400.

In the extreme case, the ship 400 is traveling without cargo. Vessels with abdominal propulsion and speed control systems have less buoyancy and tend to tilt towards the stern because the stern has less displacement. In cargo-free vessels where the abdominal type propulsion and speed control system is trimmed or balanced, the vessel has space inside the hull that is completely or partially filled with ballast water and is therefore trimmed. Or sink the hull into the stern area so that you can achieve balance and navigate. In the vessel 400 of the present invention, this is not necessary as the vessel is trimmed with very few ballasts because there is considerable drainage at the stern 40. Since the propeller unit 150 and the rudder 160 can be adjusted in the height direction, the propulsion and speed control system 300 can be fixed at an appropriate height, and the propeller 152 has a design suitable for the cargo level in the ship 400. Can collaborate with.

By requiring less ballast water, water discharge can be reduced where the vessel 400 is filled with liquefied gas to comply with international health regulations regarding ballast water discharge.

Further, the draft D at the stern 40 of the vessel 400 is smaller than the draft at the stern of the abdominal type propulsion and speed control system, improving the intrusion of the hull 10 into the water column and reducing the resistance to forward movement. Therefore, the speed of the ship 400 can be increased. This improvement corresponds to an increase in speed of at least 2% for ships equipped with abdominal type propulsion and speed control systems. When the vessel 400 sails at normal speed, the reduction in fuel consumption can reach at least 5% on a cargo-free journey.

Vessel 400 with the above characteristics can be navigated without using the rudder 160. This is due to the lateral characteristics and the placement of the propulsion and speed governing means 100 on the port 11 and starboard 12 of the ship 400, where the motor 151 of the propeller unit 150 replaces the rudder 160 with that of the ship 400. Independent speed settings can be received to allow it to act on propulsion. When the vessel 400 sails at cruising speed, the placement of the propulsion and speed control means 100 with respect to the centerline CL gives the vessel 400 a large torque and, if necessary, propellers located on both port 11 and starboard 12. By independently assigning speeds to the motors 151 of the unit 150, the vessel 400 can be controlled without the need for a rudder 160. Therefore, in other embodiments, the vessel 400 can be controlled by the propeller unit 150 itself, described above, without the need for a rudder 160. The method of controlling the vessel 400 may be sufficient at low speeds during maneuvering in the port, given the considerable length of the vessel 400, but the lateral propulsion systems 210a, 210b are of the stern 40 and the bow 80, respectively. Arranged on both sides, it provides lateral thrust to the vessel 400 with respect to the centerline CL and aids the maneuverability of the vessel 400.

9a shows a detailed perspective view of the stern 40 of the ship 400 of FIG. 3 with the collision avoidance means 60 retracted, and FIG. 9b shows the ship 400 of FIG. 3 with the collision avoidance means 60 deployed. A detailed perspective view of the stern 40 of the above is shown. These retractable collision avoidance means 60 are located on port 11 and starboard 12 in the area of the stern 40 to protect the propulsion and governor set 200 against collisions. The propulsion and speed control set 200 is located on the port 14 and starboard 15 quarters of the vessel 400 and crosses the main beam MB of the vessel 400 while maneuvering as it sails to the port. Despite being placed so that there is no danger of at least propeller 152 colliding with the walls of the harbor. For this purpose, the collision avoidance means 60 pulled in while the vessel 400 is navigating is deployed while the vessel 400 is maneuvering, so that the collision is caused by the collision avoidance means 60. Be absorbed.

In a preferred embodiment of the vessel 400, the vessel 400 has elevating means 70 located on the main deck 20 in the region of the stern 40 close to the propulsion and speed governing means 100 of the vessel 400, as shown in FIGS. 10a and 10b. .. These elevating means 70 are gantry cranes, but may be jib cranes or cranes arranged on the main deck 20. To optimize propulsion efficiency, propellers 152 can be replaced to adapt them to the different modes of operation of the vessel 400. In addition, it may be necessary to periodically replace either the propeller 152 or the motor 151, or even intervene or even replace one of the rudders 160, in the event of a problem for maintenance or cleaning work. be. The elevating means 70 can also lower and / or raise the port 11 and starboard 12 people and / or components for maintenance and / or cleaning work of the propulsion and speed governor system 300.

FIG. 11 shows a cross-sectional view of the vessel 400 along line IX-IX of FIG. Vessel 400 is a gas carrier, that is, a gas carrier, which carries liquefied gas at about -162 ° C. The gas tank is insulated, but the gas in the tank is heated and evaporates. In modern gas carriers, the evaporated gas is burned or used as fuel to power the machinery of the ship itself. Nonetheless, in situations where the port is docked to perform some operation or malfunction, the gas continues to evaporate but is not used by the machine. In such situations, it is preferable to store the gas and use it as fuel. The hull 10 of the ship 400 is a double hull having a first hull 9 on the outside in contact with water and a second hull 8 on the inside of the first hull 9. A closed space 7 is formed between the first hull 9 and the second hull 8, and this space 7 can be used. On other vessels, this enclosed space 7 is used to store ballast water for cargo-free return trips. In the vessel 400 of the present invention, ballast water is significantly reduced and part of the enclosed space 7 is used to store gas evaporated at a low pressure of, for example, 10 atmospheres, later as fuel for the vessel 400 if necessary. You may use it.

A second aspect of the present invention relates to a method of constructing a ship 400'in a unit system.

FIG. 12a shows a first perspective view of the stern 40'of the ship 400'of the present invention configured by the module, and FIG. 12b shows a second perspective view of the stern 40' of FIG. 12a. The stern 40', in any of the embodiments, may include a propulsion and speed control system 00 as described for the ship 400 and may be part of the ship 400' configured by the module and the stern. 40'is one of the modules, especially the stern of the ship 400'. The stern 40'can navigate itself to a particular destination by the propulsion and speed governor 100. In fact, the stern 40'has a combination of weight and thrust for stable and self-navigable, unlike the stern of a ship equipped with an abdominal type propulsion and speed control system.

13-17 show the steps of an embodiment of the method of the invention for building a ship 400'. In the present embodiment, the ship 400'composed of a module having a stern 40', a module having a bow 500', and a module having a central region 600'for accommodating most of the cargo to be carried. , All features are similar to the ship 400 described above.

The unit-type construction method of the ship 400'in the present embodiment is a second method in which the stern 40'of the ship 400'is constructed by itself and the stern 40'of the ship 400'is by the propulsion and speed control means 100. It has a navigation step to enter the shipyard and a mounting step in the second shipyard where the stern 40'of the ship 400'is attached to the stern 500'and the central region 600' to give space to the ship 400'. ..

This method further includes a preparatory step prior to the navigation step, with one end 42'of the stern 40'constructed including the navigation and power generation system in the construction step leaking and a fixed element, as shown in FIG. 12a. And a fuel tank and a navigation light are added to the stern 40'. This allows the stern 40'to have a stern 40', which can itself navigate to a second shipyard in the navigation step without being towed or transported by other means. ..

The propulsion and speed control set 200 of the stern 40'is fixed in the construction step, and the propulsion and speed control means 100 are attached to port 11 and starboard 12 to propel the stern 40'in the navigation step to arrange them. Proceeding in the direction they provide, the end 42'of the stern 40'functions as the stern of the stern 40' during navigation.

After the navigation step, the placement of the propulsion and speed control means 100 located at the stern 40'in the construction step is changed, and once the ship 400'is constructed, the propulsion and speed control means 100 propels the ship 400'. , Arrange the vessels so that the stern 40'is the stern of the vessel 400'. Therefore, once it is completed, the propulsion and speed control means 100 of the modular vessel 400'is in the propulsion direction in which the propulsion and speed control means 100 propels the stern 40'during the navigation step of the present method. The propulsive force of the modular vessel 400'is generated in the opposite propulsion direction.

In this embodiment of the modular construction method of the vessel 400', as shown in FIG. 15, in the mounting step, the new module formed by the bow 500'and the central region 600'is incorporated in the second destination dock 2. Is done. In another embodiment of this method, the central region 600'contains a plurality of modules, which are incorporated into one or more shipyards to form one or several new modules.

The mounting step is a new ship module formed by the stern 40'and the bow 500'and the central region 600' and mounted on the stern 40', with the stern 40' properly aligned and placed at the stern, as shown in FIG. Finally, as shown in FIG. 17, a ship 400'is formed.

At certain events where the ship modules 500', 600' correspond to a used ship from which the stern has been removed, the same operation as attaching the stern 40'is performed to form the ship 400'.

The unit-type construction method of vessel 400'provides the possibility of better resource management and the possibility of working in parallel in the unit-type construction of vessel 400'at different shipyards. This allows the technical capabilities of different shipyards to be managed and allows small shipyards to build the stern 40'of ship 400'. When replacing the stern of a ship in use, the shortest stop time for the ship to stop is obtained.

Claims (9)

It has a hull (10) and a propulsion and governor set (200) located on either side of the centerline (CL) of the ship (400, 400').
The propulsion and governor set (200) is located at the stern (40, 40') of the vessel (400, 400').
Each said propulsion and governor set (200) has a propulsion and governor means (100) with at least one propeller (152).
Thrust parallel to the center line (CL) is a large displacement vessel provided by the propulsion and speed governor (100) for the propulsion of the vessel (400, 400').
The propulsion and speed control means (100) are arranged on the port side and starboard side (11, 12) of the hull (10), and the orthogonal projection of the propulsion and speed control means (100) onto the water surface is described. Arranged so as to be outside the floating surface of the ship (400, 400'),
The propulsion and speed control means (100) is located inside the main beam (MB), length (L), and water (D) of the vessel (400, 400').
Wherein the shape of the hull (10), the lower limit of the bottom of the hull (10) (13) (bb) is in a plane which coincides with the position of it and the propeller is perpendicular to said the central line (CL), the said It is configured to be below the upper limit (bp) of the propeller (152).
Each of the propulsion and speed governor sets (200) is fixed to the port side and the starboard side (11, 12) of the hull (10) and supports the corresponding propulsion and speed control means (100). A large displacement vessel, characterized by having a structure (110). The propulsion and speed governor (100) has at least one propeller unit (150).
The propeller unit (150) has at least one motor (151) which is an electric motor and at least one propeller (152).
The ship according to claim 1, wherein the motor (151) is parallel to a floating top surface and has an output shaft (153) fixed to the propeller (152). Said output shaft (153) of said motor (151) of the propeller unit (150), relative to a vertical plane passing through the the central line (CL), the inside faced lead forming a fixed angle of 8 ° below (alpha) The vessel according to claim 2 , which is arranged. The propulsion and speed governor (100) is configured to be movable in the height direction and is arranged in one or more operating positions depending on the load of the ship (400, 400'). ~ The ship according to any one of 3. The ship according to claim 4 , wherein the propulsion and speed governor (100) is arranged above the water line of the ship (400, 400') in a non-operating position. Further having collision avoidance means (60) arranged on the port side and the starboard side (11, 12).
One of claims 1 to 5 , wherein the collision avoidance means (60) protects the propulsion and governor set (200) from collisions when deployed during maneuvering of the vessel (400, 400'). The ship described in item 1. The ship according to any one of claims 1 to 6 , which is constructed from a plurality of modules connected to each other, one of which is the stern (40') of the ship (400'). The method for constructing a ship (400') according to claim 7.
A construction step for constructing the stern (40') of the ship (400'),
A navigation step in which the stern (40') of the ship (400') invades a specific destination by itself, by the propulsion and speed governor (100).
At the particular destination, the stern (40') of the vessel (400') has an attachment step in which the stern (40') is attached to at least one of the modules (500', 600') of the vessel (400'). Method. The propulsion and governor means (100) of the vessel (400 ') according to claim 7, fixed in the construction step, the said stern of the ship according to claim 7 (400') (40 ') Be done,
Wherein said stern of the ship according to claim 7 in navigation step (400 ') (40') is to sail in the forward direction and the reverse direction of the boat according (400 ') in claim 7, claim when sailing the vessel according (400 ') to 7, the propulsion and governor means (100), after the navigation step, is placed in the final position, method according to claim 8.

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