Ship construction and propulsion system

Abstract

An energy-efficient ship is powered using at least one propulsion level having a large grid at the bow and stern ends of the ship for each propulsion level and side channels incorporating turbines that move water through the ship rather than around the ship, thereby achieved by significantly reducing wake and cavitation that waste energy.

Description

Technical Field

[0001] Cross - reference to Related Applications This application is a non - provisional application of Patent Application No. 63 / 347,844 filed on June 1, 2022, and claims the priority of the said patent application, and the entire application is hereby incorporated by reference in its entirety.

[0002] Description of Research and Development Funded by the Federal Government Not applicable

Background Art

[0003] I. Technical Field The present invention generally relates to ship construction and propulsion systems. More specifically, the present invention relates to ship designs and ship propulsion systems adapted to reduce the generation of wake and cavitation, thereby reducing the energy required for a ship to move through water at a sustainable and reasonable speed.

[0004] II. Consideration of the Prior Art Historically, the design and construction of ships has been based on general concepts. The front of the ship, known as the bow, is pointed to divide the water when sailing. As described in U.S. Patent No. 5,280,761 granted to Karafiath et al. on January 25, 1994, in order to reduce the total resistance of the ship and improve the propeller efficiency and cavitation performance due to the thrust load on the ship's propeller, in some cases, a bulbous bow is attached to the ship. The rear of the ship, i.e., the stern, is usually flat. In the past, it has been proposed to change the shape of the stern adjacent to the ship's propeller in order to direct the flow of water towards the propeller against the advancing hull when the ship is in motion. See, for example, U.S. Patent No. 4,363,630 granted to Di Vigano on December 14, 1982. Various configurations for reducing the acoustic signature resulting from cavitation generated by spinning the propeller blades have been described. Such solutions typically involve positioning the propeller within a housing and providing a plurality of baffles or resonance barrels inside the housing to attenuate the sound waves generated by the rotation of the propeller. See, for example, U.S. Patent No. 9,327,812 granted to Kim on May 3, 2016.

[0005] The inefficiencies of current ship designs and propulsion systems are evident from the wake generated on the sides and rear of the ship when it is sailing, as well as the turbulent flow of water in its path and at the stern. The energy consumption for generating such water impacts is very high, but can be significantly reduced if the ship is constructed according to the present invention. SUMMARY OF THE INVENTION

[0006] A ship manufactured according to the present invention is adapted to travel underwater at a sailing speed with a calm water surface on the sides and rear of the ship, significantly reducing the energy expended on the generation of wake and turbulent flow caused by the ship when the ship is constructed according to prior art methods.

[0007] The ship produced according to the present invention provides a hydrodynamic flow of water through the propulsion levels. This water enters the propulsion levels through a grid that extends across the entire bow of the ship. The bow can be flat or pointed. In either case, the bow is designed not to create wake but to direct the water through the grid. The water entering the ship through the bow grid is received in a pair of bow chambers and then directed to the stern chamber through the port and starboard channels. The port and starboard channels each comprise at least one pipe and at least one turbine channel. The water is accelerated by the turbines while it is in the port and starboard channels. The water then exits the ship through a second grid that extends across the entire stern from the stern chamber. This design substantially reduces any wake generated by the shape of the bow and any cavitation at the rear, enabling the ship to travel through the water without any substantial energy waste.

[0008] The present invention can be implemented such that there are multiple propulsion levels. Each propulsion level is designed as described above. When the ship is not carrying cargo, only the lowest level sinks below the water surface and only the turbines at that level are energized. When the ship is partially loaded, the second level is below the water surface and the pumps at that second level are energized. The number of propulsion levels provided depends on the specific ship design and the cargo that the ship is intended to carry. The greater the displacement of the ship resulting from the design and the cargo being carried, the more propulsion levels are provided and operated to move the ship through the water.

[0009] Of course, the actual design of the ship embodying the present invention can be modified as necessary to ensure stability and other design considerations.

Brief Description of the Drawings

[0010] The foregoing features, objects, and advantages of the present invention will become apparent to those skilled in the art from the following detailed description of the preferred embodiments, particularly when considered in conjunction with the accompanying drawings, in which like numerals refer to corresponding parts in several views.

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DETAILED DESCRIPTION OF THE INVENTION

[0011] This description of the preferred embodiments is intended to be read in conjunction with the accompanying drawings, which are considered to be a part of the overall description of the present invention. In the description, relative terms such as "lower", "upper", "horizontal", "vertical", "above", "below", "on", "under", "top", and "bottom", and their derivatives (e.g., "horizontally", "downwardly", "upwardly", etc.) should be construed to refer to the orientation then described or shown in the drawings during consideration. These relative terms are for convenience of description and do not require the device to be constructed or operated in a particular orientation. Terms such as "connected", "connecting", "attached", "attaching", "joined", and "joining" are used interchangeably unless otherwise explicitly described, and also refer to a structure or surface that is fixed to another structure or surface or is integrally manufactured with a part.

[0012] Figures 1 to 3 show a first embodiment of the hull of a ship 1 comprising a main body section 2 adapted to be present above a first propulsion level 3. The design of the main body section 2 depends on the function of the ship. The main body section 2 of a passenger ship can be equipped with cabins, restaurants, entertainment spaces, and other facilities typically found in modern cruise ships. The main body section 3 of a cargo ship is equipped in a way designed to efficiently carry cargo, which can be liquids such as oil, granular materials such as grains, or goods stored in transport containers. As shown, the main body section 2 comprises a bow wall 10, a stern wall 12, a port side wall 14, and a starboard side wall 16. The top is open but can be covered by a deck. Also, the bottom wall 18 has a large opening 20 providing access to the lower propulsion level 3.

[0013] The propulsion level 3 has an outer port side wall 22, an inner port side wall 23, an outer starboard side wall 24, and an inner starboard side wall 25. A funnel such as a Y-shaped bow wall 26 connects the bow ends of the inner port side wall 23 and the inner starboard side wall 25. More specifically, the arms 28 and 30 of the bow wall 26 connect the bow ends of the inner port side wall 23 and the inner starboard side wall 25, while the leg 32 extends further forward. A similar funnel such as a Y-shaped stern wall 34 connects the stern ends of the inner port side wall 23 and the inner starboard side wall 25. More specifically, the arms 36 and 38 of the stern wall 34 connect the stern ends of the inner port side wall 23 and the inner starboard side wall 25, while the leg 40 extends further rearward. The bottom wall 42 extends along the entire length of the propulsion level between the outer port side wall 22 and the outer starboard side wall 24.

[0014] The bow grid 50 extends between the bow end of the outer port wall 22 and the outer starboard wall 24. The stern grid 52 extends between the stern end of the outer port wall 22 and the outer starboard wall 24. The two bow chambers 54 and 56 are defined by the bow grid 50, the outer port wall 22 and the outer starboard wall 24, and the Y-shaped bow wall 26. The two stern chambers 58 and 60 are defined by the stern grid 52, the outer port wall 22 and the outer starboard wall 24, and the Y-shaped stern wall 34. The port channel 62 positioned between the inner port wall 22 and the outer port wall 23 extends between the bow chamber 54 and the stern chamber 58. The starboard channel 64 positioned between the inner starboard wall 24 and the outer starboard wall 25 extends between the bow chamber 56 and the stern chamber 60. The port channel 62 and the starboard channel 64 each comprise a pipe 70 and are each in fluid communication with at least one motor-driven turbine 72. In the drawings, such two motor-driven turbines 72 and 74 are each coupled to a respective pipe 70. The motor of the motor-driven turbine 72 / 74 can be an electric motor, a hydraulic motor, or an internal combustion engine. Regardless of the type of motor used, the motor should be a variable speed motor. The motor should also be adapted so that the turbine spins in either direction such that the speed and direction of the turbine can be individually selected.

[0015] When the turbines 72 / 74 connected to each of the pipes 70 are rotating, water is drawn into the bow chambers 54 and 56 through the bow grating 50. The water that enters the bow chambers 54 and 56 is then forced by the turbines 72 / 74 to pass through the associated port channel 62 and starboard channel 64, exits from the port channel 62 and starboard channel 64, enters into the stern chambers 58 and 60, and finally exits the ship through the stern grating 52. When the ship moves through the water, there is substantially little wake, and cavitation or churning of the water present at the stern is minimal. Thus, the applied energy moves the ship rather than creating unnecessary turbulence in the surrounding water. The energy efficiency can be further enhanced by appropriately shaping the walls forming the chambers, pipes, turbine blades, and gratings. The speed of the ship can be adjusted by controlling the speed at which the turbines spin or by providing port and starboard channel valves 78 adapted to control the flow rate through the port channel 62 and starboard channel 64. The valves of the propulsion system can be either hydraulically controlled valves or electrically controlled valves having positions that can be infinitely varied between their open and closed positions.

[0016] Steering can also be provided or assisted by adjusting the flow through the individual channels. For example, if the flow through the port channel 62 is greater than the flow through the starboard channel 64, the ship turns towards the starboard side, and if the flow through the starboard channel 64 is greater than the flow through the port channel 62, the ship turns towards the port side. The flow through the individual channels can be adjusted by providing channel adjustment valves 78 or by adjusting the speed at which the turbines 72 and 74 operate. Changing the direction of the ship can be facilitated by stopping or reversing the spin of the turbine associated with one side of the ship. If the turbine in the port channel 62 is spinning in the opposite direction to the direction in which the turbine in the starboard channel 64 is spinning, the water flows through the channels 62 and 64 in opposite directions, causing the direction of the ship to change.

[0017] Similarly, steering can be controlled by providing a separate tube (jet) 80 near both the bow and stern ends of channels 62 and 70 that extend through the outer port wall 22 and the outer starboard wall 24. A diverter valve 82 can be provided to selectively redirect the flow of water through these tubes in a selectable ratio of directions. By controlling the valve so that water flows through the bow tube and exits from the starboard side of the ship, and flows through the stern tube and exits from the port side of the ship, the ship changes direction towards the port side. Similarly, by controlling the valve so that water flows through the bow tube and exits from the port side of the ship, and flows through the stern tube and exits from the starboard side of the ship, the ship changes direction towards the starboard side. Such tubes can also be used to move the ship laterally in the water by allowing water to flow out from the stern and bow tubes on the same side (port or starboard) of the ship, for example when docking. For example, if parallel to the port side dock, the ship can be moved closer to the dock by controlling the valve so that water exits the ship through the starboard side jets. Similarly, the ship can be moved away from the dock by controlling the valve so that water exits the ship through the port side jets. The ship can be held parallel to the dock or steered away from the dock during such operation by varying the amount of water exiting the bow jets relative to the amount of water exiting the stern jets. Valves 78 and 82, turbines 72 and 74 can each be a computer-based controller 90 that includes a processor, a clock, a memory, a storage, an interface card, and a user interface including a display and one or more input devices. The controller 90 is under program control and also transmits individual control outputs to the individual valves 78 / 82 and individual turbines 72 / 74 based on signals received from the devices, other sensors, other devices such as GPS and autopilot devices, and the feedback signals received from the user interface.

[0018] The arrangement described above can also be employed to move the ship forward or backward with equal efficiency, since the propulsion level 3 is symmetrical. To reverse the direction of travel of the ship, simply reverse the direction in which the turbine is spinning.

[0019] Figures 4 and 5 show an alternative embodiment in which the ship comprises a main body section 2 adapted to be present above a first propulsion level 3, and two additional (second and third) propulsion levels 4 and 5 sandwiched between the first propulsion level 3 and the main body section 2. The second propulsion level 4 and the third propulsion level 5 have all the same attributes as the first propulsion level, except that they open into the lower level and provide a space above the bottom wall 42 of the first propulsion level 3 between the inner port wall 23 and the inner starboard wall 35 and the Y-shaped bow wall 26 and stern wall 34. The turbines of these propulsion levels can be selectively operated depending on the displacement of the ship and the state of the sea surface. More specifically, the second propulsion level 4 and the third propulsion level 5 are selectively engaged and operated only when the load carried by the ship submerges the grids of these levels below the water surface.

[0020] Various modifications can be made without departing from the present invention. For example, more than three propulsion levels can be provided. Similarly, a ship made in accordance with the present invention typically includes stabilizing structures such as a keel, ballast, fins, wings, or rotors. The funnel can also include additional baffles to direct water effectively and efficiently into / from the port channel 62 and the starboard channel 64. The ship can be fully or further stabilized by changing the flow through the port channel 62 and the stern channel 64 respectively while relying on rudder steering under certain circumstances. Doors can be provided to control the amount of water entering and leaving through the grids. Pipes can also be provided to vertically arrange adjacent chambers of a ship having a plurality of propulsion levels in fluid communication with each other. Such doors and pipes can be deployed to serve the propulsion of the ship by enabling the use of turbines of propulsion levels above the waterline as well.

Claims

1. A ship comprising a main body portion carried by at least one propulsion level, said propulsion level including a port bow chamber, a port stern chamber, a port channel extending between said port bow chamber and said port stern chamber, a starboard bow chamber, a starboard stern chamber, a starboard channel extending between said starboard bow chamber and said starboard stern chamber, a bow lattice structure and a stern lattice structure, and being positioned between said bow lattice structure and said stern lattice structure and adapted to allow fluid to flow along a first path passing through said bow lattice structure, said port bow chamber, said port channel, said port stern chamber, and said stern lattice structure, at least one port turbine, and being positioned between said bow lattice structure and said stern lattice structure and adapted to allow fluid to flow along a second path passing through said bow lattice structure, said starboard bow chamber, said starboard channel, said starboard stern chamber, and said stern lattice structure, at least one starboard turbine.

2. The ship according to claim 1, wherein said at least one starboard turbine and said at least one port turbine are each adapted to rotate at a selectable variable speed.

3. The ship according to claim 2, wherein said at least one starboard turbine and said at least one port turbine are further adapted to operate in a selectable variable direction.

4. The ship according to claim 1, further comprising at least one port jet extending from said port channel and at least one port direction control valve adapted to selectively control the flow through said at least one port jet, at least one starboard jet extending from said starboard channel, and at least one starboard direction control valve adapted to selectively control the flow through said at least one starboard jet.

5. At least one port channel control valve adapted to cooperate with the at least one port turbine to control the flow of fluid along the first path, and at least one starboard channel control valve adapted to cooperate with the at least one starboard turbine to control the flow of fluid along the second path, the ship according to claim 1, further comprising.

6. Inner and outer port walls surrounding the port channel, inner and outer starboard walls surrounding the starboard channel, and first and second funnel extending between the inner port wall and the inner starboard wall, the ship according to claim 1, wherein the bow lattice structure and the stern lattice structure each extend between the outer port wall and the outer starboard wall.

7. The ship according to claim 6, wherein each of the funnels includes a Y-shaped wall.

8. A ship comprising a main body portion carried by a plurality of separately operable propulsion levels, each of the plurality of propulsion levels including a port bow chamber, a port stern chamber, a port channel extending between the port bow chamber and the port stern chamber, a starboard bow chamber, a starboard stern chamber, a starboard channel extending between the starboard bow chamber and the starboard stern chamber, a bow lattice structure and a stern lattice structure, positioned between the bow lattice structure and the stern lattice structure, and adapted to allow fluid to flow along a first path including the bow lattice structure, the port bow chamber, the port channel, the port stern chamber, and the stern lattice structure. At least one port turbine, positioned between the bow lattice structure and the stern lattice structure, and adapted to allow fluid to flow along a second path including the bow lattice structure, the starboard bow chamber, the starboard channel, the starboard stern chamber, and the stern lattice structure. And at least one starboard turbine.

9. The at least one starboard turbine of each of the plurality of propulsion levels, and the at least one port turbine of each of the plurality of propulsion levels rotate in individually selectable directions and at individually selectable variable speeds, thereby being adapted to assist in controlling the speed and direction of the ship. The ship according to claim 8.

10. Each of the plurality of propulsion levels further comprises at least one port jet extending from the port channel, at least one port direction control valve adapted to selectively control the flow through the at least one port jet, at least one starboard jet extending from the starboard channel, and at least one starboard direction control valve adapted to selectively control the flow through the at least one starboard jet. The ship according to claim 8.

11. Each of the plurality of propulsion levels further comprises at least one port channel regulating valve adapted to cooperate with the at least one port turbine to control the flow of fluid along the first path, and at least one starboard channel regulating valve adapted to cooperate with the at least one starboard turbine to control the flow of fluid along the second path. The ship according to claim 8.

12. Each of the plurality of propulsion levels further comprises inner and outer port walls surrounding the port channel, inner and outer starboard walls surrounding the starboard channel, and first and second funnel channels extending between the inner port wall and the inner starboard wall, wherein the bow lattice structure and the stern lattice structure each extend between the outer port wall and the outer starboard wall. The ship according to claim 8.

13. Each of the first and second funnel channels includes a Y-shaped wall. The ship according to claim 12.

14. A ship comprising a main body portion carried by a propulsion level, said propulsion level being inner and outer portside walls, each having a bow end and a stern end and surrounding a portside channel, inner and outer starboard walls, each having a bow end and a stern end and surrounding a starboard channel, at least one portside turbine in fluid communication with said portside channel, and at least one starboard turbine in fluid communication with said starboard channel, said inner portside wall and said inner starboard wall being joined together at their bow ends by a first funnel and at their stern ends by a second funnel, said outer portside wall and said outer starboard wall being joined together at their bow ends by a bow grid and at their stern ends by a stern grid, first and second bow chambers being defined by said bow grid, said outer portside wall, said outer starboard wall, and said first funnel, first and second stern chambers being defined by said stern grid, said outer portside wall, said outer starboard wall, and said second funnel, said portside channel extending between said first bow chamber and said first stern chamber, and said starboard channel extending between said second bow chamber and said second stern chamber. **Claim 15** The ship according to claim 14, further comprising at least one additional propulsion level positioned between said main body portion and said propulsion level. **Claim 16** The ship according to claim 14, wherein when said turbines are rotating in a first direction, water is drawn into said first and second bow chambers through said bow grid to propel said ship, passes through said associated portside and starboard channels, exits said portside and starboard channels and enters said first and second stern chambers, and is adapted to pass through a stern grid. **Claim 17** The ship according to claim 14, wherein each of said first funnels includes a Y-shaped bow wall and said second funnel includes a Y-shaped stern wall. **Claim 18** At least one port jet extending through the outer port side wall and at least one port direction control valve adapted to control the flow through the at least one port jet, the ship according to claim 14, further comprising.

19. At least one starboard jet extending through the outer starboard side wall and at least one starboard direction control valve adapted to control the flow through the at least one starboard jet, the ship according to claim 14, further comprising.

20. The ship according to claim 14, further comprising at least one starboard channel control valve and at least one port channel control valve.

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