Vessel hull configuration

a technology for hulls and vessels, applied in the field of marine vessels, can solve the problems of increased construction costs and injustification of extra length for longer vessels

Inactive Publication Date: 2012-12-06
AUSTAL SHIPS
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Benefits of technology

[0027]According to a second aspect of the invention there is provided a trimaran comprising a main hull and two side hulls, the main hull having a LCF at the design load waterline at rest with a value of less than about 34% of the vessel waterline length measured from the aftermost point of the vessel waterline.

Problems solved by technology

However a longer vessel involves a greater construction cost, and generally the extra length is not justified.

Method used

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  • Vessel hull configuration
  • Vessel hull configuration
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Examples

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Embodiment Construction

[0035]The embodiment shown in FIGS. 4 and 5 of the drawings is directed to a multi-hulled vessel 10 according to the embodiment. In the arrangement shown, the vessel 10 comprises a three-hulled vessel (being a trimaran) configured as high speed commercial or military vessel, such as a ferry, for passenger and cargo transport, including vehicle transport.

[0036]Typically, the trimaran 10 has a waterline length between 24 metres and 250 metres, although it is of course not limited thereto.

[0037]The triamaran 10 comprises an understructure 11 and a superstructure (not shown), both constructed primarily of aluminium. The waterline in relation to the understructure 11 is identified in FIG. 3 by reference numeral 13.

[0038]The under structure 11 comprises a centrally located main hull 15 and two laterally spaced side hulls 16 commonly known as amahs.

[0039]The main hull 15 has a forward end terminating at a bow 17 and an aft end terminating at a stern 19. The bow 17 may incorporate a forward...

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Abstract

A vessel (10) comprising a hull (15) having a the Longitudinal Centre of Flotation (LCF) at the design load waterline (25) at rest with a value of less than about 35% of the vessel waterline length measured from the aftermost point (19) of the vessel waterline. The design vessel speed at design load waterline is at or above Froude Number of 0.45. The hull (15) has a length-to-beam ratio on the design waterline of greater than about 8.0. The Longitudinal Centre of Buoyancy (LCB) is between about 30% and 45% of the vessel waterline length measured from the aftermost point (19) of the vessel waterline (25). In one arrangement, the vessel (10) may comprise a single hull vessel. In another arrangement, the vessel (10) may comprise a multi-hulled vessel.

Description

FIELD OF THE INVENTION[0001]This invention relates to marine vessels particularly sea-going vessels for commercial or military use.[0002]The invention has been devised particularly, although not solely, as a multi-hulled vessel configured as a trimaran comprising a centrally located main hull and two side hulls.BACKGROUND ART[0003]The following discussion of the background art is intended to facilitate an understanding of the present invention only. The discussion is not an acknowledgement or admission that any of the material referred to is or was part of the common general knowledge as at the priority date of the application.[0004]A conventional sea-going vessel for commercial or military use is generally designed such that resistance to forward motion in a calm sea is minimised with a view to optimising fuel efficiency. The shape of the hull is significant in relation to minimisation of drag, and the drivers of the ideal shape are generally well understood by those skilled in the...

Claims

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Application Information

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Patent Type & Authority Applications(United States)
IPC IPC(8): B63B1/04B63B35/54B63B1/10
CPCB63B9/08B63B1/02B63B1/125B63B35/54
Inventor ARMSTRONG, NEVILLE ANTHONY
Owner AUSTAL SHIPS
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