Ship construction and propulsion system

Abstract

An energy-saving vessel is implemented by using at least one propulsion layer to power the vessel, each propulsion layer having large grids at both the front and rear ends of the vessel, side channels with turbines, water flow through the vessel instead of surrounding the vessel, thereby greatly eliminating wakes and cavitation that waste energy.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is a non-provisional application of application No. 63 / 347,844 filed on June 1, 2022, and claims priority to that application, the entire contents of which are also deemed to be incorporated by reference into this application.

[0003] STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

[0004] not applicable Background of the Invention

[0006] I. Field of the Invention

[0007] The present invention relates generally to shipbuilding and ship propulsion systems. More particularly, the present invention relates to ship designs and ship propulsion systems that reduce wake generation and cavitation, thereby reducing the energy required to move the ship through the water at a sustained and reasonable speed.

[0008] II. Discussion of the Prior Art

[0009] Historically, ship design and construction have been based on a common concept. The front of a ship is called the bow and is used to split the water when sailing. In order to reduce the overall drag of the ship, increase the efficiency of the propeller, and improve the cavitation performance of the propeller due to thrust loads, a bulbous bow is sometimes installed on the ship, as described in U.S. Patent No. 5,280,761 issued to Karafiath et al. on January 25, 1994. The rear part of the ship (i.e., the stern) is usually flat. In the past, some people have proposed to change the shape of the stern near the propeller of the ship to direct the water flow relative to the advancing hull to the propeller when the ship is sailing. For example, U.S. Patent No. 4,363,630 issued to DiVigano on December 14, 1982. Various arrangements have been described to reduce the acoustic signature caused by cavitation caused by the rotation of the propeller blades. These solutions usually mount the propeller inside a casing that contains multiple baffles or resonant barrels to suppress the sound waves generated by the propeller when it rotates. For example, U.S. Patent No. 9,327,812 issued to Kim on May 3, 2016.

[0010] The wakes produced on the sides and rear of a ship as it sails, as well as the water turbulence on the sailing path and at the rear, all indicate the inefficiency of current ship designs and propulsion systems. The energy consumed to produce these water impacts is very huge, and if a ship is built according to the present invention, this energy consumption can be greatly reduced.

[0011] Invention Overview

[0012] The ship manufactured according to the present invention can travel in the water at a sailing speed when the waters on both sides and the rear are calm, thereby greatly reducing the energy consumed in generating wake and turbulence when building ships according to the prior art methods.

[0013] The vessel manufactured according to the present invention provides a hydrodynamic water flow through the propulsion layer. This water enters the propulsion layer through a grid across the bow. The bow can be flat or pointed. In either case, the bow is designed to guide water through the grid rather than create a wake. Water entering the hull through the grid at the bow is received by a pair of front cabins and then introduced into the rear cabin through port and starboard channels. The port and starboard channels are respectively composed of at least one pipe and at least one turbine channel. In the port and starboard channels, the water is accelerated by the turbine. The water is then discharged from the rear cabin overboard through a second grid across the stern. This design virtually eliminates any wake generated by the bow shape and any cavitation at the stern, allowing the vessel to sail through the water without wasting a lot of energy.

[0014] The present invention can be implemented with multiple propulsion layers. Each is designed as described above. When the ship is unladen, only the bottom layer is submerged in the water and only the turbines of that layer are powered. When the hull is partially filled with cargo, the second layer will be below the water level and the pumps of the second layer will be powered. The number of propulsion layers provided depends on the specific ship design and the deadweight of the ship. Depending on the design and deadweight, the greater the displacement of the ship, the more propulsion layers are provided and operated to enable the ship to navigate the water.

[0015] Of course, the actual design of a vessel incorporating the present invention may be modified as necessary to ensure stability and other design considerations.

[0016] Drawing Description

[0017] The above-mentioned features, objects and advantages of the present invention will become apparent to those skilled in the art from the following detailed description of a preferred embodiment, especially when considered in conjunction with the accompanying drawings.

[0018] Figure 1 An exploded perspective view of a ship consisting of a single propulsion layer located below the main body of the ship.

[0019] Figure 2 yes Figure 1 A perspective view of the propulsion layer.

[0020] Figure 3 yes Figure 1 Top view of the propulsion layer.

[0021] Figure 4 is an exploded perspective view of an alternative embodiment including three propulsion stages that may be mounted beneath a hull.

[0022] Figure 5 yes Figure 4 A perspective view of an alternative embodiment of FIG.

[0023] Figure 6 is a schematic diagram of the hydraulic components used to control the speed and direction of a boat.

[0024] Description of the preferred embodiment

[0025] The description of the preferred embodiments of the present invention should be read in conjunction with the accompanying drawings, which should be considered part of the entire written description of the present invention. In the description, relative terms such as "lower", "upper", "horizontal", "vertical", "above", "below", "up", "down", "top" and "bottom" and their derivatives (such as "horizontally", "downward", "upward", etc.) should be understood to refer to the orientation being described at the time or the orientation shown in the drawings in question. These relative terms are for convenience of description and do not require that the equipment be constructed or operated in a specific orientation. The terms "connected", "attached", "joined" and the like are used interchangeably to refer to one structure or surface being fixed to another structure or surface, or made as a whole, unless otherwise expressly stated.

[0026] Figures 1 to 3 A first embodiment of a hull 1 is shown, which includes a main body 2 located above a first propulsion layer 3. The design of the main body 2 depends on the function of the ship. The main body 2 of a passenger ship may be equipped with cabins, restaurants, entertainment spaces and other facilities commonly found on modern cruise ships. The main body 3 of a cargo ship will be installed in a manner to effectively load cargo, which may be liquids (such as oil), granular materials (such as grain) or cargo stored in shipping containers. As shown, the main body 2 includes a front wall 10, a rear wall 12, a port wall 14 and a starboard wall 16. The top is open, but can be covered with a deck. In addition, the bottom wall 18 has a large opening 20 that provides access to the propulsion layer 3 below.

[0027] The propulsion layer 3 has an outer port wall 22, an inner port wall 23, an outer starboard wall 24 and an inner starboard wall 25. A funnel (e.g., a Y-shaped front wall 26) connects the front ends of the inner port wall and the inner starboard wall 23 / 25. More specifically, the arms 28 and 30 of the front wall 26 connect the front ends of the inner port wall 23 / 25 and the inner starboard wall 23 / 25, and the legs 32 extend further forward. A similar funnel (e.g., a Y-shaped rear wall 34) connects the rear ends of the inner port wall and the inner starboard wall 23 / 25. More specifically, the arms 36 and 38 of the rear wall 34 connect the rear ends of the inner port wall 23 / 25 and the inner starboard wall 23 / 25, and the legs 40 extend further aft. The bottom wall 42 extends between the outer port wall 22 and the outer starboard wall 24 to the entire length of the propulsion layer.

[0028] A front grid 50 extends between the front ends of the outer port wall 22 and the outer starboard wall 24. A rear grid 52 extends between the rear ends of the outer port wall 22 and the outer starboard wall 24. Two front compartments 54 and 56 are defined by the front grid 50, the outer port and starboard walls 22 / 24, and the Y-shaped front wall 26. Two rear compartments 58 and 60 are defined by the rear grid 52, the outer port and starboard walls 22 / 24, and the Y-shaped rear wall 34. A port passage 62 located between the inner port wall 22 / 23 and the outer port wall 22 / 23 extends between the front compartment 54 and the rear compartment 58. A starboard passage 64 located between the inner starboard wall and the outer starboard wall 24 / 25 extends between the front compartment 56 and the rear compartment 60. The port and starboard passages 62 and 64 are each formed by a duct 70 and are in fluid communication with at least one motor-driven turbine 72, respectively. In the figure, two turbines 72 and 74 driven by motors are connected to the pipeline 70 respectively. The motors driving the turbines 72 / 74 can be electric motors, hydraulic motors or internal combustion engines. Whichever motor is used, the motor should be a variable speed motor. The motor should also be able to rotate the turbine in either direction, so that the speed and direction of the turbine can be selected independently.

[0029] When the turbine 72 / 74 connected to each pipe 70 rotates, water enters the front compartments 54 and 56 through the front grid 50. The water entering the front compartments 54 and 56 then flows out of the channels 62 and 64 into the rear compartments 58 and 60 under the action of the turbine 72 / 74 through the associated port and starboard channels 62 and 64, and finally flows out of the hull through the rear grid 52. When the ship moves on the water, there is almost no noticeable wake, and there is little cavitation or water agitation at the stern, so the energy applied can move the ship without generating unnecessary turbulence on the surrounding water surface. Energy efficiency can be further improved by appropriately shaping the compartments, pipes, turbine blades and walls forming the grid. The speed of the ship can be adjusted by controlling the rotation speed of the turbines or by providing port and starboard channel valves 78 for controlling the flow rate through the port and starboard channels 62 / 64. The valves of the propulsion system can be hydraulically controlled valves or electrically controlled valves, and their positions can be infinitely adjustable between open and closed.

[0030] Turning can also be provided or assisted by regulating the flow through each channel. For example, if the flow through the port channel 62 is greater than the flow through the starboard channel 64, the vessel will turn to the starboard side; if the flow through the starboard channel 64 is greater than the flow through the port channel 62, the vessel will turn to the port side. The flow through each channel can be regulated by providing a channel regulating valve 78 or by regulating the operating speed of the turbines 72 and 74. By shutting off or reversing the direction of rotation of the turbine associated with one side of the hull, the turning of the hull can be accelerated. If the turbine of the port channel 62 rotates in the opposite direction to the turbine of the starboard channel 64, water will flow through the channels 62 and 64 in opposite directions, causing the vessel to turn.

[0031] Likewise, steering can be controlled by providing separate conduits (nozzles) 80 near the front and rear ends of passages 62 and 70, which pass through the outer port and starboard walls 22 / 24. Diverter valves 82 can be used to selectively divert the proportion of water flowing through these conduits. Controlling the valves so that water flows out of the starboard side of the boat through the front conduit and out of the port side of the boat through the rear conduit will turn the boat to the port side. Similarly, controlling the valves so that water flows out of the port side of the boat through the front conduit and out of the starboard side of the boat through the rear conduit will also turn the boat to the starboard side. Such conduits can also be used to move the boat laterally in the water, such as when docking, by allowing water to flow out of the rear conduit and the front conduit on the same side of the boat (port or starboard). For example, when the port side of the boat is parallel to a dock, the valve can be controlled to cause water to flow out of the nozzle on the starboard side, thereby moving the boat closer to the dock. Similarly, the valve can be controlled to move the boat away from the dock so that water flows out of the nozzle on the port side. During this operation, the vessel can be kept parallel to or away from the dock by changing the water output of the front nozzle and the water output of the rear nozzle. The valves 78 and 82 and the turbines 72 and 74 can be a single computer-based controller 90, including a processor, clock, memory, storage, interface cards, and a user interface consisting of a display and one or more input devices. The controller 90 is program-controlled to send separate control outputs to each valve 78 / 82 and each turbine 72 / 74 based on feedback signals received from these devices, other sensors, other devices (such as GPS and autopilot equipment), and the user interface.

[0032] Since the propulsion layer 3 is symmetrical, the above arrangement can also be used to move the vessel forwards or backwards with equal efficiency. To reverse the direction of travel of the vessel, simply reverse the direction in which the turbines rotate.

[0033] Figure 4 and Figure 5Another embodiment is shown in which the vessel comprises a main body 2 located above a first propulsion layer 3, with two further (second and third) propulsion layers 4 and 5 sandwiched between the first propulsion layer 3 and the main body 2. The second and third propulsion layers 4 and 5 have the same properties as the first propulsion layer, but they are open to the lower layer, with a clear space above the bottom wall 42 of the first propulsion layer 3, between the inner port and inner starboard walls 23 / 35 and the Y-shaped front and rear walls 26 / 34. The turbines of these propulsion layers can be selectively operated according to the displacement of the vessel and the sea conditions. More specifically, the second and third propulsion layers 4 and 5 are selectively occupied and operated only when the vessel load causes the grids of these two layers to be submerged below the water surface.

[0034] Various modifications may be made without departing from the present invention. For example, more than three propulsion layers may be provided. Likewise, vessels manufactured in accordance with the present invention typically include stabilizing structures such as keels, ballast, fins, wings or rotors. The funnel may also include additional baffles to effectively and efficiently direct the flow of water into and out of the port and starboard passages 62 and 64. In some cases, the vessel may be fully or further stabilized by altering the flow of water through the port and starboard passages 62 and 64, while relying on the rudder for steering. Doors may be provided to control the amount of water that enters and exits the grid. Pipes may also be provided to interconnect vertically adjacent compartments on a vessel having multiple propulsion layers. The installation of these doors and pipes may even allow turbines in the propulsion layers above the waterline to help propel the vessel.

Claims

1. A ship, comprising a main body supported by at least one propulsion layer, wherein the propulsion layer comprises a port front cabin, a port rear cabin, a port passage extending between the port front cabin and the port rear cabin, a starboard front cabin, a starboard rear cabin, a starboard passage extending between the starboard front cabin and the starboard rear cabin, a front grid structure and a rear grid structure, at least one port turbine (arranged between the front grid structure and the rear grid structure, for causing a fluid to flow through the front grid structure, the port front cabin, the port passage, the port rear cabin and the rear grid structure along a first path), and at least one starboard turbine (arranged between the front grid structure and the rear grid structure, for causing a fluid to flow through the front grid structure, the starboard front cabin, the starboard passage, the starboard rear cabin and the rear grid structure along a second path).

2. The vessel of claim 1, wherein the at least one starboard turbine and the at least one port turbine are each rotatable at individually selectable variable speeds.

3. The vessel of claim 2, wherein the at least one starboard turbine and the at least one port turbine are also operable in individually selectable variable directions.

4. The vessel of claim 1, further comprising at least one port nozzle extending from the port passage, at least one port diverter valve for selectively controlling water flow in the at least one port nozzle, at least one starboard nozzle extending from the starboard passage, and at least one starboard diverter valve for selectively controlling water flow in the at least one starboard nozzle.

5. The vessel of claim 1, further comprising at least one port channel regulating valve (for cooperating with at least one port turbine to control the flow of fluid along a first path) and at least one starboard channel regulating valve (for cooperating with at least one starboard turbine to control the flow of fluid along a second path).

6. The vessel of claim 1 further comprising inner and outer port walls surrounding the port passage, inner and outer starboard walls surrounding the starboard passage, and first and second funnels extending between the inner port wall and the inner starboard wall, wherein the front grid structure and the rear grid structure extend between the outer port wall and the outer starboard wall, respectively.

7. The vessel of claim 6, wherein each of said funnels comprises a Y-shaped wall.

8. A vessel, comprising a main body supported by a plurality of independently operable propulsion layers, each of the plurality of propulsion layers comprising a port front cabin, a port rear cabin, a port passage extending between the port front cabin and the port rear cabin, a starboard front cabin, a starboard rear cabin, a starboard passage extending between the starboard front cabin and the starboard rear cabin, a front grid structure and a rear grid structure, at least one port turbine (arranged between the front grid structure and the rear grid structure for causing a fluid to flow along a first path including the front grid structure, the port front cabin, the port passage, the port rear cabin and the rear grid structure), and at least one starboard turbine (arranged between the front grid structure and the rear grid structure for causing a fluid to flow along a second path including the front grid structure, the starboard front cabin, the starboard passage, the starboard rear cabin and the rear grid structure).

9. The vessel of claim 8, wherein at least one starboard turbine in each of the plurality of propulsion tiers and at least one port turbine in each of the plurality of propulsion stages are configured to rotate in individually selectable directions and at individually selectable variable speeds to help control the speed and direction of the vessel.

10. The vessel of claim 8, wherein each of the plurality of propulsion layers further comprises at least one port nozzle extending from the port channel, at least one port diverter valve for selectively controlling flow of the at least one port nozzle, at least one starboard nozzle extending from the starboard channel, and at least one starboard diverter valve for selectively controlling flow of the at least one starboard nozzle.

11. The vessel of claim 8, wherein each of the plurality of propulsion layers further comprises at least one port channel regulating valve (for cooperating with at least one port turbine to control fluid along a first path) and at least one starboard channel regulating valve (for cooperating with at least one starboard turbine to control fluid along a second path).

12. The vessel of claim 8, wherein each of the plurality of propulsion layers further comprises inner and outer port walls surrounding the port passage, inner and outer starboard walls surrounding the starboard passage, and a first funnel and a second funnel extending between the inner port wall and the inner starboard wall, wherein the front grid structure and the rear grid structure extend between the outer port wall and the outer starboard wall, respectively.

13. The vessel of claim 12, wherein the first and second funnels each comprise a Y-shaped wall.

14. A vessel, comprising a main body supported by a propulsion layer, the propulsion layer comprising inner and outer port walls (each having a front end and a rear end, surrounding a port passage), inner and outer starboard walls (each having a front end and a rear end, surrounding a starboard passage), at least one port turbine in fluid communication with the port passage, at least one starboard turbine in fluid communication with the starboard passage, the inner port wall and the inner starboard wall being joined together at their front ends by a first funnel and at their rear ends by a second funnel, the outer port wall and the outer starboard wall being joined together at their front ends by a front grid and at their rear ends by a rear grid, wherein first and second forward compartments are defined by the front grid, the outer port wall, the outer starboard wall and the first funnel, and first and second aft compartments are defined by the aft grid, the outer port wall, the outer starboard wall and the second funnel, wherein the port passage extends between the first forward compartment and the first aft compartment, and the starboard passage extends between the second forward compartment and the second aft compartment.

15. The vessel of claim 14 further comprising at least one additional propulsion layer located between the main body portion and the propulsion layer.

16. The vessel of claim 14, wherein the propulsion layer is adjusted so that when the turbine rotates in a first direction, water is drawn into the first and second forward compartments through the forward grid and flows out of the port and starboard passages through the associated port and starboard passages into the first and second aft compartments to propel the vessel through the aft grid.

17. The vessel of claim 14, wherein each first funnel comprises a Y-shaped front wall and each second funnel comprises a Y-shaped rear wall.

18. The vessel of claim 14 further comprising at least one port nozzle extending through the outer port wall and at least one port diverter valve for controlling flow through the at least one port nozzle.

19. The vessel of claim 14 further comprising at least one starboard nozzle extending through the outer starboard wall and at least one starboard diverter valve for controlling flow through the at least one starboard nozzle.

20. The vessel of claim 14 further comprising at least one starboard passage regulating valve and at least one port passage regulating valve.

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