High-speed quadruple-hulled vessel

Abstract

The invention discloses a high-speed quadruple ship structure, and belongs to the technical field of ship engineering. The high-speed quadruple ship comprises two bow and stern catamarans which are the same in size and are symmetrically arranged. Each bow and stern catamaran comprises a bow piece body and a stern piece body, and the bow piece bodies and the stern piece bodies are arranged at intervals in the longitudinal direction; a continuous main deck is arranged above the two bow and stern catamarans, the main deck covers a central area defined by the four sheet bodies, and the sheet bodies are connected with the main deck through independent damping structures. Through differentiated design of the front sheet body and the rear sheet body and optimized sheet body layout, on the premise that the displacement is kept equivalent to that of a catamaran, the total width of the ship body is remarkably increased, the transverse stability and the deck area are improved, meanwhile, the hydrodynamic performance is optimized, the high-speed high-sea-condition maintaining capacity is high, the wave impact load is greatly reduced through a damping system, and the service life of the catamaran is prolonged. Hull movement is inhibited, and good compatibility of high navigational speed and high stability is achieved; and rapid large-scale construction is facilitated.

Description

Technical Field

[0001] This invention relates to the field of marine engineering technology, specifically to a high-speed quadrature ship structure, which is particularly suitable for high-speed ship design. Background Technology

[0002] High-speed catamarans are widely used in high-speed passenger transport, maritime law enforcement, and tourism due to their advantages such as large deck area, good stability, and excellent drag resistance. Traditional high-speed catamarans consist of two symmetrically arranged hulls connected by a connecting bridge.

[0003] The increasing size and functional diversification of ships have placed higher demands on their lateral stability and deck area. While simply increasing the spacing between the hulls of a traditional catamaran can increase the overall beam, it leads to the following technical problems: First, the increased span of the connecting bridge results in a significant increase in structural weight and a prominent stress concentration problem; second, excessive hull spacing can intensify wave impact at the bottom of the connecting bridge, affecting structural safety; and third, the increased lateral dimensions lead to a disproportionate relationship with the longitudinal dimensions, affecting maneuverability.

[0004] Quamarine ships, as a type of multihull vessel, employ a parallel layout of four hulls, enabling them to achieve a larger overall beam and deck area for the same displacement. However, existing quadrama designs typically use four hulls of the same or similar dimensions arranged transversely, resulting in the following technical drawbacks: First, all hulls use the same or similar hull lines, failing to differentiate the hydrodynamic functions of each hull and leading to an imbalanced length-to-beam ratio, making it difficult to simultaneously achieve high-speed performance and seakeeping capabilities. Second, the layout parameters such as the transverse spacing and longitudinal misalignment of the hulls have not been systematically optimized, resulting in ineffective control of hydrodynamic interference between the hulls. Third, the connecting bridge structure lacks an integrated design with the deck layout, failing to fully utilize the space between the four hulls and thus failing to fully leverage the advantages of a large deck area.

[0005] Existing multihull vessels are mostly built as a single unit, with fixed connections between the hulls, making it difficult to modularly disassemble and build independently. This results in long construction cycles and high construction difficulty. At the same time, the dimensions of the single-unit structure exceed the limits of land transportation, making it impossible to transport by road or rail, which restricts the selection of construction sites and mass production capabilities.

[0006] Therefore, how to provide a structurally optimized and high-performance multihull vessel that significantly increases the overall beam, improves lateral stability and deck area, and optimizes hydrodynamic performance while maintaining a displacement comparable to that of a catamaran, through the differentiated design and systematic optimization of the hull plan and layout, has become a pressing technical problem to be solved in this field. Summary of the Invention

[0007] Purpose of the invention

[0008] The present invention aims to provide a high-speed quadrature vessel with optimized structure and excellent performance. Through optimized fore and aft hull layout and differentiated design of fore and aft hulls, the overall beam of the hull is significantly increased, the lateral stability and deck area are improved, the hydrodynamic performance is optimized, and the needs of modular disassembly and land transportation are met.

[0009] Technical solution To achieve the above objectives, the present invention provides the following technical solution: A high-speed quadrature vessel, using a high-speed planing boat hull as the basic hull hull type, includes two identical, side-by-side bow and stern catamarans. Each of the bow-stern catamarans includes a bow hull and a stern hull, the bow hull and the stern hull being arranged longitudinally at intervals and aligned with the bow and stern centerlines; The two bow and stern catamarans are provided with a continuous main deck above them. The main deck covers the central area formed by the enclosing of four hulls and is connected to each hull by a shock-absorbing structure.

[0010] Furthermore, a guide plate extending towards the stern plate is provided below the waterline at the stern of the bow plate. The guide plate is a natural extension of the lower hull of the bow plate and has a V-shaped structure, which is used to suppress eddies between the bow plate and the stern plate.

[0011] Furthermore, each piece is less than 15m in length and less than 4.5m in width, meeting the requirements for land transportation.

[0012] Furthermore, the distance between the centerlines of the two bow-stern catamarans is 1.3-1.5 times the beam of the bow hull or the beam of the stern hull; the ratio of the total length of the bow hull to the total length of the stern hull is between 0.9 and 1.0, the ratio of the beam of the bow hull to the beam of the stern hull is between 0.9 and 1.0, and the heave angle of the bow hull at midships is greater than that of the stern hull. This differentiated design of the fore and aft hulls effectively optimizes hydrodynamic performance.

[0013] Furthermore, the longitudinal distance between the bow blade and the stern blade is less than 0.1 m, or less than 1% of the waterline length of the bow blade. This extremely small distance design allows the bow and stern blades to be arranged approximately continuously, reducing water flow interference between the blades and lowering drag.

[0014] Furthermore, the inner lateral distance between the plates at the waterline is less than half the lateral spacing between the centerlines of the plates. This feature defines the coordination between the plate thickness and their arrangement, ensuring a reasonable width of the water flow channels between the plates.

[0015] Furthermore, the waterline length of the bow segment is shorter than that of the stern segment. A shorter bow segment waterline helps reduce bow drag, while a longer stern segment waterline helps provide buoyancy at the stern and optimizes longitudinal buoyancy distribution.

[0016] Furthermore, the high-speed quadrature vessel is designed with a draft smaller than the depth of the bow hull or the stern hull. This feature ensures that the hulls have sufficient freeboard height, improving seakeeping performance.

[0017] Furthermore, the ratio of the waterline length of the bow blade to the total length of the bow blade, and the ratio of the waterline length of the stern blade to the total length of the stern blade, are both greater than 0.95. This feature defines the width of the blades, ensuring that the blades have good drainage efficiency.

[0018] Furthermore, the difference between the midship heel angle of the bow hull and the midship heel angle of the stern hull is greater than 15°. This feature ensures a significant difference in the aft and stern hull profiles; the large heel angle of the bow hull helps reduce flapping, while the small heel angle of the stern hull helps provide lift.

[0019] Compared with the prior art, the present invention has the following beneficial effects: Significantly improved lateral stability: Through the four-hull layout and optimized hull spacing, the ratio of the overall beam to the stern hull beam is greater than 2.3. While maintaining a displacement comparable to that of a catamaran, the overall beam is significantly increased, improving lateral stability and deck area. This results in greater lateral stability under the same displacement conditions and enhances the practicality and economy of the vessel.

[0020] Hydrodynamic performance optimization: The differentiated design of the bow and stern hulls (lift angle, waterline length, beam, etc.) allows the bow and stern hulls to undertake different hydrodynamic functions. The bow hull optimizes high-speed performance, while the stern hull provides sufficient buoyancy. Overall, the drag performance is superior to that of catamarans of the same size.

[0021] High construction efficiency: As a modular ship type composed of multiple split structures, each hull module can be built and integrated independently, and can be transported by land, enabling large-scale equipment to be deployed in a short time to meet special needs such as emergency response.

[0022] Improved seakeeping performance and strong high-speed, high-sea-state maintenance capability: The large bottom lift angle design of the bow hull helps reduce wave impact, and the wave deflector design of the bow hull improves the comfort and safety of the ship in harsh sea states; the shock absorption system significantly reduces wave impact loads, suppresses hull movement, and achieves a good balance between high speed and high stability. Attached Figure Description

[0023] Figure 1 This is a top view of the high-speed quadrature vessel of the present invention. Figure 2 This is a side view structural schematic diagram of the high-speed quadrature vessel of the present invention; Figure 3 This is a cross-sectional schematic diagram of the high-speed quadrature vessel of the present invention; Figure 4 , Figure 5 This is a dimension diagram of the high-speed quadrature vessel of the present invention. Detailed Implementation

[0024] The present invention will be further described in detail below with reference to specific embodiments, but the implementation of the present invention is not limited thereto.

[0025] Example 1 like Figure 1 - Figure 5 As shown in the figure, this embodiment provides a high-speed quadrature vessel, the specific parameters of which are as follows: This high-speed tetrahull includes bow and stern catamarans 10 and 20. The two bow and stern catamarans are identical in size and symmetrically arranged. Each bow and stern catamaran includes a bow hull and a stern hull, which are spaced longitudinally and aligned with their centerlines. (Bow and stern catamaran 10 includes bow hull 11 and stern hull 12; bow and stern catamaran 20 includes bow hull 21 and stern hull 22.) Overall length of bow section L bOA It has a length of 11.76 m, a waterline length of 11.24 m, a molded breadth of 3.92 m, and a lift angle of 40.9° at midships. Total length of stern plate L sOA It has a length of 12.32 m, a waterline length of 11.48 m, a beam of 4.1 m, and a lift angle of 18.9° at midships.

[0026] The distance between the centerlines of the two bow and stern catamarans Kc It is 5.55 m, approximately the width of the bow section. B b (3.92 m) is 1.42 times that of the stern plate, which is approximately the width of the stern plate. B s 1.35 times that of (4.1 m).

[0027] The longitudinal distance between the bow and stern hulls is 0.05 m, which is less than 0.1 m and also less than 1% (0.1124 m) of the waterline length of the bow hull (11.24 m).

[0028] The inner lateral distance of the slice at the waterline is 1.68 m, which is less than half (2.775 m) of the lateral distance between the center lines of the slices (5.55 m).

[0029] The total length of the quadripod L OAIt has a length of 24.13 m, a total width of 9.65 m, a design draft of 1.13 m, and a total drainage capacity of 70 t.

[0030] Bow section waterline length L b (11.24 m) is less than the waterline length of the stern plate. L s (11.48 m).

[0031] The design draft (1.13 m) is less than the bow hull depth (approximately 2.5 m) and stern hull depth (estimated at approximately 1.8 m based on the heave angle).

[0032] The ratio of the waterline length to the total length of the bow hull is approximately 0.956 (11.24 / 11.76), and the ratio of the waterline length to the total length of the stern hull is approximately 0.932 (11.48 / 12.32), both close to 0.95.

[0033] The helix angle of the bow segment (40.9°) and the helix angle of the stern segment. β s The difference (18.9°) is 22°, which is greater than 15°.

[0034] The ratio of the total beam of the quadrilateral (9.65 m) to the beam of the stern hull (4.1 m) is approximately 2.35 (9.65 / 4.1).

[0035] Deflector Installation: To improve the hydrodynamic performance between the bow and stern hulls and suppress vortices generated by the longitudinal gap between the hulls, this embodiment includes a deflector 112 extending towards the stern hull below the waterline at the stern of the bow hull. This deflector is a natural extension of the lower hull of the bow hull, rather than an additional independent component, and has a longitudinally extending V-shaped structure with its V-shaped opening facing the centerline of the hull bottom. The V-shaped structure of the deflector tangentially transitions to the longitudinal section line of the bow hull bottom, forming a continuous flow guiding surface, ensuring a smooth transition of water flow from the stern of the bow hull to the bow of the stern hull. The deflector reduces the gap between the stern and bow sections of the bow and stern hulls, effectively suppressing three-dimensional vortices generated by flow separation between the bow and stern hulls, and significantly reducing local drag loss. The naturally extending V-shaped structure design requires no additional installation process and is integrally formed with the bow hull, resulting in excellent structural integrity and hydrodynamic performance.

[0036] Connection of the quadrilateral: A continuous main deck 30 is provided above the two high-speed catamarans. The main deck 30 covers the central area formed by the four hulls and is connected to each hull through a shock-absorbing structure 40.

[0037] The high-speed quadrature ship structure provided by this invention is a combined ship type composed of multiple split structures. Each hull module (deck 30, shock absorption structure 40 and four hulls, etc.) can be independently constructed and integrated for final assembly. It can be transported by land and can be equipped on a large scale in a short time to meet special needs such as emergency response and national defense mobilization.

[0038] As shown in Table 1, compared with the comparable high-speed catamaran of the same displacement (70 t), the overall length of the high-speed quadrature vessel in this embodiment increases from 22.5m to 24.13m, an increase of 7.2%; the overall beam increases from 8.44m to 9.65m, an increase of 14.3%, resulting in a significant increase in deck area and a marked improvement in lateral stability; the draft decreases from 1.2m to 1.13m, enhancing shallow-water navigation capabilities. Furthermore, due to the differentiated design of the bow and stern hulls and the extremely small longitudinal spacing, the drag performance is comparable to or even better than that of the comparable catamaran. Each hull is less than 15m long and less than 4.5m wide, meeting the requirements for land transportation.

[0039] Table 1. Principal Scale Parameters

[0040] Industrial application The high-speed quadrature boat structure provided by this invention can be widely used in high-speed passenger ships, ferries, maritime law enforcement vessels, patrol boats, yachts and other fields, and has good industrial application prospects.

[0041] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A high-speed quadrature vessel, characterized in that, The high-speed planing boat hull form is used as the basic hull form, including: two catamarans of the same size and symmetrically arranged bow and stern. Each of the bow-stern catamarans includes a bow hull and a stern hull, the bow hull and the stern hull being arranged longitudinally at intervals and aligned with the bow and stern centerlines; The two bow and stern catamarans are provided with a continuous main deck above them. The main deck covers the central area enclosed by four sections, and each section is connected to the main deck through an independent shock-absorbing structure.

2. The high-speed quadrature vessel according to claim 1, characterized in that, A guide vane extending toward the stern vane is provided below the waterline at the stern of the bow hull. The guide vane is a natural extension of the lower hull of the bow hull and has a V-shaped structure, which is used to suppress eddies between the bow hull and the stern vane.

3. The high-speed quadrature vessel according to claim 1 or 2, characterized in that, Each piece is less than 15m in length and less than 4.5m in width.

4. The high-speed quadrature vessel according to claim 1 or 2, characterized in that, The distance between the centerlines of the two bow-stern catamarans is 1.3 to 1.5 times the beam of the bow segment or the beam of the stern segment; The ratio of the total length of the bow hull to the total length of the stern hull is between 0.9 and 1.0, the ratio of the beam of the bow hull to the beam of the stern hull is between 0.9 and 1.0, and the heave angle of the bow hull at midships is greater than that of the stern hull at midships.

5. The high-speed quadrature vessel according to claim 1 or 2, characterized in that, The longitudinal distance between the bow segment and the stern segment is less than 0.1 m, or less than 1% of the waterline length of the bow segment.

6. The high-speed quadrature vessel according to claim 1 or 2, characterized in that, The inner lateral distance of the sheet at the waterline is less than half the lateral distance between the center lines of the sheet.

7. The high-speed quadrature vessel according to claim 1 or 2, characterized in that, The waterline length of the bow segment is less than that of the stern segment.

8. The high-speed quadrature vessel according to claim 1 or 2, characterized in that, The high-speed quadrature vessel is designed with a draft less than the depth of the bow hull or the stern hull.

9. The high-speed quadrature vessel according to claim 1 or 2, characterized in that, The ratio of the waterline length of the bow segment to the total length of the bow segment, and the ratio of the waterline length of the stern segment to the total length of the stern segment, are both greater than 0.

95.

10. The high-speed quadrature vessel according to claim 1 or 2, characterized in that, The difference between the heave angle at midship of the bow segment and the heave angle at midship of the stern segment is greater than 15°.

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