Bimodal transport ship

Abstract

The invention relates to the technical field of ships, and particularly discloses a bimodal transport ship which is characterized in that a wave breaking structure and a wave absorbing structure are arranged on a ship bow, the requirements of water surface navigation and underwater navigation are met at the same time, and a stern bottom propeller and a stern upper propeller are installed at the bottom and the upper portion of a main ship body correspondingly; the extension line of the thrust of the propeller at the bottom of the stern and the extension line of the total water surface sailing resistance of the bimodal transport ship are collinear or on the same horizontal plane; when the bimodal transport ship sails underwater, the total underwater sailing resistance of the bimodal transport ship counteracts the pitching moment between the thrust of the propeller at the bottom of the stern and the thrust of the propeller at the upper part of the stern, so that the attitude stability of the transport ship sailing on the water surface and underwater is improved.

Description

Technical Field

[0001] This invention relates to the field of shipbuilding technology, and more particularly to a dual-mode transport ship. Background Technology

[0002] When transport ships navigate in environments such as high sea states or sea ice, they usually need to find the nearest anchorage to wait or detour, which takes a long time and reduces transport efficiency.

[0003] In response, a dual-mode transport vessel has been proposed, featuring two bows and two propellers working in tandem for surface and underwater navigation respectively. The vessel switches between these bows by maneuvering between surface and underwater modes to meet different navigation requirements. Underwater navigation avoids unsuitable environments such as high sea states or sea ice, thus shortening travel time. However, the operation of a dual-bore vessel during navigation and the switching between surface and underwater modes is complex and difficult to control, increasing research and development costs. Furthermore, the total resistance acting on the hull differs between surface and underwater navigation, inevitably generating pitching moments during underwater navigation. Continuous adjustments to the hull attitude are required during navigation, leading to instability in underwater navigation. Cargo is susceptible to collision damage or even displacement due to hull movement, further deteriorating the navigation attitude and increasing maneuverability. Summary of the Invention

[0004] The purpose of this invention is to provide a dual-mode transport vessel that simplifies operation, reduces research and development and construction costs, and improves the stability of its attitude during underwater navigation.

[0005] This invention provides a dual-mode transport vessel, including a main hull with cargo holds and ballast tanks. The bow of the main hull has a wave-breaking structure and a wave-damping structure, with a portion of the wave-breaking structure above the waterline and the wave-damping structure below the waterline. A propeller and a rudder are installed at the stern of the main hull. The propeller includes a stern-bottom propeller mounted at the bottom of the main hull and a stern-top propeller mounted on the upper part of the main hull. When the dual-mode transport vessel is navigating on the surface, the extension line of the thrust of the stern-bottom propeller is collinear with or on the same horizontal plane as the extension line of the total surface resistance of the dual-mode transport vessel. When the dual-mode transport vessel is navigating underwater, the total underwater resistance of the dual-mode transport vessel is canceled out by the pitching moment between the thrust of the stern-bottom propeller and the thrust of the stern-top propeller.

[0006] As a preferred technical solution for a dual-mode transport vessel, the combined bow includes a vertical axle bow and a concealed bulbous bow. A portion of the vertical axle bow is located above the waterline, and the concealed bulbous bow is located below the waterline. The front ends of the vertical axle bow and the concealed bulbous bow are flush.

[0007] As a preferred technical solution for a dual-mode transport vessel, the beam of the main hull first increases and then decreases along the direction from bow to stern.

[0008] As a preferred technical solution for a dual-mode transport vessel, a vertically supported stern wing is installed at the stern of the main hull. A starboard stern adjustment wing and a port stern adjustment wing are respectively connected to both sides of the vertically supported stern wing. Both the starboard and port stern adjustment wings are capable of rotating relative to the horizontal plane. The extension of the rotation axis of the starboard and port stern adjustment wings is arranged along the beam direction of the main hull.

[0009] As a preferred technical solution for a dual-mode transport vessel, a starboard bow wing is installed on the starboard side of the bow of the main hull, and a port bow wing is installed on the port side of the bow of the main hull. Both the starboard and port bow wings are capable of rotating relative to the horizontal plane, and the extension of the rotation axis of the starboard and port bow wings is arranged along the beam direction of the main hull.

[0010] As a preferred technical solution for a dual-mode transport vessel, the cross-sectional shape of the starboard bow adjusting wing, the port bow adjusting wing, the starboard stern adjusting wing, and the port stern adjusting wing is all set to a teardrop shape.

[0011] As a preferred technical solution for a dual-mode transport vessel, the upper stern thruster includes a starboard upper stern thruster and a port upper stern thruster. The starboard upper stern thruster is mounted on the starboard stern adjusting wing, and the port upper stern thruster is mounted on the port stern adjusting wing.

[0012] As a preferred technical solution for a dual-mode transport vessel, the main hull is also equipped with bow thrusters and stern thrusters.

[0013] As a preferred technical solution for a dual-mode transport vessel, a superstructure is provided above the main hull, and the superstructure has an ellipsoidal shell structure.

[0014] As a preferred technical solution for a dual-mode transport vessel, the dual-mode transport vessel is a dual-mode liquid cargo transport vessel.

[0015] The beneficial effects of this invention are as follows:

[0016] This invention provides a dual-mode transport vessel with a wave-breaking structure and a wave-damping structure at the bow, simultaneously meeting the requirements for surface and underwater navigation. A stern-bottom thruster and a stern-top thruster are respectively installed at the bottom and upper part of the main hull. When the dual-mode transport vessel is navigating on the surface, the extension line of the thrust of the stern-bottom thruster is collinear with or on the same horizontal plane as the extension line of the total surface resistance of the dual-mode transport vessel. When the dual-mode transport vessel is navigating underwater, the total underwater resistance of the dual-mode transport vessel is offset by the pitching moment between the thrust of the stern-bottom thruster and the thrust of the stern-top thruster, thus improving the stability of the transport vessel's attitude during both surface and underwater navigation, simplifying operations during navigation and switching, and reducing research and development and construction costs. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the structure of the dual-mode transport ship in an embodiment of the present invention;

[0018] Figure 2 This is a schematic diagram of the bow structure from a first-view perspective in an embodiment of the present invention;

[0019] Figure 3 This is a structural schematic diagram of the bow of a ship in a second perspective in an embodiment of the present invention;

[0020] Figure 4 This is a rear view of the dual-mode transport vessel in an embodiment of the present invention;

[0021] Figure 5 This is a side view of the dual-mode transport ship in an embodiment of the present invention;

[0022] Figure 6 This is a top view of the dual-mode transport ship in an embodiment of the present invention;

[0023] Figure 7 This is a schematic diagram of the thrust and total drag of the dual-mode transport vessel when it is sailing on the water surface, according to an embodiment of the present invention.

[0024] Figure 8 This is a schematic diagram of the thrust and total drag of the dual-mode transport vessel during underwater navigation in an embodiment of the present invention;

[0025] Figure 9 This is a schematic diagram showing the rotation direction of each adjusting wing in an embodiment of the present invention;

[0026] Figure 10 This is a simulation diagram of the hydrodynamics of a dual-mode transport ship navigating underwater, as shown in an embodiment of the present invention.

[0027] In the picture:

[0028] 1. Main hull; 11. Bow; 111. Vertical bow; 112. Concealed bulbous bow; 12. Superstructure;

[0029] 21. Stern bottom thruster; 22. Starboard stern upper thruster; 23. Port stern upper thruster; 24. Bow thruster; 25. Stern thruster;

[0030] 31. Starboard bow adjustable wing; 32. Port bow adjustable wing; 33. Starboard stern adjustable wing; 34. Port stern adjustable wing;

[0031] 4. Rudder;

[0032] 5. Vertical support for the stern wing. Detailed Implementation

[0033] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions. Furthermore, "above," "on top of," and "over" the first feature in relation to the second feature includes the first feature directly above and diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "under," and "below" the first feature in relation to the second feature includes the first feature directly below and diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0035] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0036] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0037] like Figures 1-10 As shown, this invention provides a dual-mode transport vessel capable of navigating both on and underwater. In good sea conditions, the dual-mode transport vessel navigates on the surface; in high sea states or with sea ice, it navigates underwater, thus facilitating rapid passage through adverse sea conditions, reducing detours and waiting times, and improving shipping efficiency. The dual-mode transport vessel includes a main hull 1, which is equipped with cargo holds and ballast tanks. In this embodiment, the dual-mode transport vessel is a dual-mode liquid cargo transport vessel, and the corresponding cargo holds are liquid cargo tanks. The bow 11 of the main hull 1 has a wave-breaking structure and a wave-damping structure. The wave-breaking structure is located above the waterline, and the wave-damping structure is located below the waterline, which can reduce wave-making resistance to a certain extent during surface navigation. A propeller and a rudder 4 are installed at the stern of the main hull 1. The propeller includes a stern-bottom propeller 21 installed at the bottom of the main hull 1 and a stern-top propeller installed at the top of the main hull 1. For ease of explanation and understanding, this embodiment equates the various resistances experienced by the dual-mode transport ship during navigation to the total resistance acting at a single point. Please refer to... Figure 7 As shown, when the dual-mode transport ship is sailing on the water, it is driven only by the stern-bottom thruster 21. The extension line of the thrust of the stern-bottom thruster 21 is collinear with or on the same horizontal plane as the extension line of the total resistance of the dual-mode transport ship on the water. That is, there is no height difference between the points of application of the thrust and the total resistance on the water on the main hull 1, thus avoiding the main hull 1 being subjected to a pitching moment due to the combined action of thrust and total resistance. Please refer to... Figure 8 As shown, when the dual-mode transport ship is navigating underwater, the stern-bottom thruster 21 and the upper stern thruster work together. The position of the total underwater resistance acting on the main hull 1 is higher than the position of the total surface resistance acting on the main hull 1. There is a height difference between the total underwater resistance and the thrust of the stern-bottom thruster 21, resulting in a pitching moment. Similarly, there is also a height difference between the upper stern thruster and the total underwater resistance, also resulting in a pitching moment, but in the opposite direction to the pitching moment generated by the total underwater resistance and the thrust of the stern-bottom thruster 21. Therefore, by controlling the thrust of the stern bottom thruster 21 and the upper stern thruster, the total underwater resistance of the dual-mode transport ship can be offset by the thrust of the stern bottom thruster 21 and the pitching moment between the upper stern thruster, thereby improving the stability of the attitude during underwater navigation. It also significantly alleviates the adverse effects of the ship's pitching on the liquid cargo during underwater navigation, reduces the difficulty of maneuvering, simplifies the operation during navigation and switching, and reduces research and development and construction costs.

[0038] Furthermore, such as Figures 2-3 As shown, in this embodiment, the wave-breaking structure is a vertical axe bow 111, and the wave-damping structure is a concealed bulbous bow 112. The front ends of the vertical axe bow 111 and the concealed bulbous bow 112 are flush. When navigating on the water surface, the vertical axe bow 111 breaks through the surface waves to reduce navigation resistance, while the concealed bulbous bow 112, located below the water surface, generates interference waves to offset some of the waves generated by the hull during navigation. The vertical axe bow 111 and the concealed bulbous bow 112 work together to reduce wave-making resistance during surface navigation. Furthermore, the flush front ends of the vertical axe bow 111 and the concealed bulbous bow 112 also reduce underwater navigation resistance to some extent. Understandably, the dual-mode transport ship only travels underwater at low speeds under special conditions such as high sea states or sea ice. The bow 11, which consists of the vertical bow 111 and the concealed bulbous bow 112, can better disperse the headwinds when traveling underwater at low speeds, which helps to reduce sailing resistance.

[0039] Furthermore, please refer to Figures 5-6 As shown, along the direction from bow 11 to stern, the beam of the main hull 1 first increases and then decreases, while the height of the main hull 1 first increases and then decreases. Please continue to combine... Figure 10 As shown, the structure of the main hull 1 and the vertical bow 111 and the hidden bulbous bow 112 of the bow 11 allow the bow 11 to effectively disperse the incoming current while preventing the hull from generating significant drag eddies or turbulence during navigation, thus avoiding a significant increase in viscous pressure resistance during underwater navigation.

[0040] Specifically, such as Figures 4-9 As shown, a vertically supported stern wing 5 is installed at the stern of the main hull 1. A starboard stern adjusting wing 33 and a port stern adjusting wing 34 are respectively connected to both sides of the vertically supported stern wing 5. Both the starboard stern adjusting wing 33 and the port stern adjusting wing 34 can rotate relative to the horizontal plane. See details... Figure 9 As shown, the extension lines of the rotation axes of the starboard stern regulating wing 33 and the port stern regulating wing 34 are arranged along the beam direction of the main hull 1, that is... Figure 9 The Y-axis direction. By setting up a starboard stern regulating wing 33 and a port stern regulating wing 34, during underwater navigation, the hull can obtain upward or downward lift by changing the angle of the starboard stern regulating wing 33 and the port stern regulating wing 34, and can achieve further surfacing or submerging without frequently filling or emptying ballast water tanks.

[0041] Further, please refer to Figure 1 , Figure 5 , Figure 7 and Figure 8As shown, a starboard bow adjuster 31 is installed on the starboard side of the bow of the main hull 1, and a port bow adjuster 32 is installed on the port side of the bow of the main hull 1. The extension lines of the rotation axes of the starboard bow adjuster 31 and the port bow adjuster 32 are arranged along the beam direction of the main hull 1, that is... Figure 9 The Y-axis direction is shown. By setting the starboard bow adjuster 31 and port bow adjuster 32, the upward or downward lift of the hull is further increased, which is conducive to fine control and further improves the stability of the underwater navigation attitude. The cross-sectional shape of the starboard bow adjuster 31, port bow adjuster 32, starboard stern adjuster 33 and port stern adjuster 34 is set as symmetrical and slender teardrop shape. During underwater navigation, when surfacing or further descent is not required, the starboard bow adjuster 31, port bow adjuster 32, starboard stern adjuster 33, and port stern adjuster 34 all remain horizontal. The corresponding upper and lower surfaces are symmetrically arranged along their longitudinal cross-sections, thus preventing upward or downward lift due to water currents during navigation. In other words, the navigation attitude is only changed when one or more of the starboard bow adjuster 31, port bow adjuster 32, starboard stern adjuster 33, and port stern adjuster 34 are adjusted. Correspondingly, the slender teardrop-shaped structure effectively increases the contact area with water currents during surfacing and descent, helping to provide sufficient upward or downward lift and facilitating better control of the navigation attitude.

[0042] Specifically, such as Figure 4 , Figure 6 and Figure 9 As shown, the upper stern thrusters include a starboard upper stern thruster 22 and a port upper stern thruster 23. The starboard upper stern thruster 22 is mounted on the starboard stern control fin 33, and the port upper stern thruster 23 is mounted on the port stern control fin 34. The placement of the starboard and port upper stern thrusters 22 and 23 allows for better balance of the ship's pitching moment and enables course changes through the thrust difference between them, allowing for emergency navigation even if the rudder 4 is damaged. In addition, the starboard stern thruster 22 and the port stern thruster 23 are respectively mounted on the starboard stern adjusting wing 33 and the port stern adjusting wing 34. When it is necessary to continue diving or to surface, the starboard stern thruster 22 and the port stern thruster 23 directly provide downward or upward thrust, thereby completing the diving or surfacing operation more quickly.

[0043] Optionally, such as Figure 8 As shown, the main hull 1 is also equipped with a bow thruster 24 and a stern thruster 25. The bow thruster 24 and stern thruster 25 make it more convenient for the dual-mode transport ship to leave and berth at the dock, and can also temporarily replace the rudder 4 during navigation for emergency changes in course.

[0044] Optionally, a superstructure 12 is provided above the main hull 1 for the crew to work, rest and operate the ship. The superstructure 12 has an ellipsoidal shell, which helps to reduce resistance during underwater navigation.

[0045] Specifically, in this embodiment, when the dual-mode transport vessel encounters high sea states or sea ice while sailing on the surface, it stops and fills the ballast tanks with water to increase gravity until the hull is completely submerged. Then, the weight of the ballast water is adjusted so that the gravity is approximately equal to or slightly less than the buoyancy. At this point, the starboard bow adjuster 31, port bow adjuster 32, starboard stern adjuster 33, and port stern adjuster 34 are adjusted to provide downward lift for the dual-mode transport vessel. The stern thruster 21, starboard stern upper thruster 22, and port stern upper thruster 23 are then activated, allowing the vessel to continue submerging while moving forward. After submerging to the desired depth, the starboard bow adjuster 31, port bow adjuster 32, starboard stern adjuster 33, and port stern adjuster 34 are leveled to maintain horizontal movement. Similarly, when surfacing is required, the angles of the starboard bow adjuster 31, port bow adjuster 32, starboard stern adjuster 33, and port stern adjuster 34 are adjusted in the opposite direction. The dual-mode transport ship gains upward lift and surfacing while moving forward. After surfacing to the required height, it is leveled to maintain horizontal movement. Alternatively, when switching from underwater to surface navigation, the ship directly surfacing until the starboard bow adjuster 31, port bow adjuster 32, starboard stern adjuster 33, and port stern adjuster 34 are above the waterline. Then, the ballast tanks are drained, making buoyancy greater than gravity, and the ship continues to rise to the required draft. Furthermore, when switching from underwater to surface navigation, the ship can be stopped directly, the ballast tanks drained, and surfacing can also be achieved through buoyancy. The specific process is not detailed here.

[0046] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A dual-mode transport ship, characterized in that, include: The main hull (1) is provided with a cargo hold and a ballast tank. The bow (11) of the main hull (1) has a wave-breaking structure and a wave-dissipating structure. Part of the wave-breaking structure is located above the waterline, and the wave-dissipating structure is located below the waterline. The stern of the main hull (1) is equipped with a propeller and a rudder (4). The propulsion system includes a bottom stern propulsion system (21) installed at the bottom of the main hull (1) and an upper stern propulsion system installed at the top of the main hull (1); When the dual-mode transport vessel is sailing on the water surface, the extension line of the thrust of the stern bottom thruster (21) is collinear with or on the same horizontal plane as the extension line of the total resistance of the dual-mode transport vessel on the water surface; when the dual-mode transport vessel is sailing underwater, the total resistance of the dual-mode transport vessel underwater is canceled out by the pitching moment between the thrust of the stern bottom thruster (21) and the thrust of the upper stern thruster.

2. The dual-mode transport vessel according to claim 1, characterized in that, The wave-breaking structure is a vertical axe bow (111), and the wave-damping structure is a hidden bulbous bow (112). The front ends of the vertical axe bow (111) and the hidden bulbous bow (112) are flush.

3. The dual-mode transport vessel according to claim 1, characterized in that, Along the direction from bow (11) to stern, the beam of the main hull (1) first increases and then decreases.

4. The dual-mode transport vessel according to claim 1, characterized in that, The stern of the main hull (1) is equipped with a vertical support stern wing (5). The two sides of the vertical support stern wing (5) are respectively connected to a starboard stern adjustment wing (33) and a port stern adjustment wing (34). Both the starboard stern adjustment wing (33) and the port stern adjustment wing (34) can rotate relative to the horizontal plane. The extension of the rotation axis of the starboard stern adjustment wing (33) and the port stern adjustment wing (34) is set along the beam direction of the main hull (1).

5. The dual-mode transport vessel according to claim 4, characterized in that, A starboard bow wing (31) is installed on the starboard side of the bow of the main hull (1), and a port bow wing (32) is installed on the port side of the bow of the main hull (1). Both the starboard bow wing (31) and the port bow wing (32) are capable of rotating relative to the horizontal plane. The extension of the rotation axis of the starboard bow wing (31) and the port bow wing (32) is set along the beam direction of the main hull (1).

6. The dual-mode transport vessel according to claim 5, characterized in that, The cross-sectional shape of the starboard bow adjustment wing (31), the port bow adjustment wing (32), the starboard stern adjustment wing (33), and the port stern adjustment wing (34) is all set to a teardrop shape.

7. The dual-mode transport vessel according to claim 4, characterized in that, The upper stern thruster includes a starboard upper stern thruster (22) and a port upper stern thruster (23). The starboard upper stern thruster (22) is mounted on the starboard stern adjusting wing (33), and the port upper stern thruster (23) is mounted on the port stern adjusting wing (34).

8. The dual-mode transport vessel according to claim 1, characterized in that, The main hull (1) is also equipped with a bow thruster (24) and a stern thruster (25).

9. The dual-mode transport vessel according to any one of claims 1-8, characterized in that, A superstructure (12) is provided above the main hull (1), and the superstructure (12) has an ellipsoidal shell.

10. The dual-mode transport vessel according to any one of claims 1-8, characterized in that, The dual-mode transport vessel is a dual-mode liquid cargo transport vessel.

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