KR970006351B1 - Mono hull fast ship - Google Patents

Abstract

None.

Description

Single line ferry

1 is a front side view of a ship starboard according to the present invention;

2 is a top plan view of the vessel shown in FIG.

3 is a front view as seen from the bow of the ship shown in FIG.

4 is a view for explaining the hull portion represented by different contours at points along the length of the hull shown in FIG. 1, which is 1/2 of the bow portion and 1/2 of the stern portion.

FIG. 5 is a cross sectional view of the midship portion shown in FIG. 1 to show the arrangement of the deck. FIG.

6 and 7 are schematic side and plan views, respectively, showing the arrangement of the marine water propulsion / gas turbine arrangement shown in FIG.

8A-8D are schematic plan views similar to those in FIG. 7 showing other embodiments of gas turbines and gear boxes.

9 is a graph showing the relationship between displacement and speed at a ship of about 380,000 horsepower (DHP).

10 is a graph showing the relationship between ship speed and given horsepower (DHP) for the MFS described below.

11 is a graph showing a comparison of shaft horsepower / speed characteristics between a frigate and a conventional frigate of the present invention.

12 is a graph comparing specific horsepower per ton / note of a conventional ship versus specific horsepower per ton / note of the present invention versus length of a vessel.

Figure 13 shows the availability of the MFS hull shape within the range of speeds of boats, ships and warships and the number of floats of 0.42-0.9 (V / √L = 1.4-3.0) for each waterline length. Descriptive graph.

Figure 14 shows the increased absolute speed, speed ratio and proud of the present invention's 679 foot waterline length MFS compared to the conventional drain hull of the Taylor Standard Series of the same length, line width and displacement. A graph of ship speed versus specific residual resistance illustrating providing reduced drag in water.

FIG. 15 is a schematic diagram showing a water jet propulsion system used in a vessel shown in FIGS.

FIG. 16 is a schematic similar to FIG. 6 except that it shows modified gas turbine / electric motor drive for the waterjet propulsion system.

Figure 17 shows the unit of feet before and after the center of the hull indicated by the number 0 on the abscissa (point 5 in Figure 4) in order to minimize the effective horsepower (EHP) that the trim of the MFS hull is absorbed at the speed of other vessels. A graph based on a 90-meter model tank test with a 2870 tonne MFS hull displacement showing how optimized it is by moving the longitudinal center of gravity (LCG).

FIG. 18 is a graph based on an actual size model tank test of 90 meters with a 2870 tonne MFS hull of the present invention referenced above showing a reduction in absorbed E.H.P. in which optimized trim is used.

19 is a schematic representation of an embodiment of a fuel delivery system for optimizing trim in an MFS in accordance with the present invention.

TECHNICAL FIELD The present invention relates to a speedboat, in particular the hull can be combined with a waterjet propulsion system and has a ship with a displacement of about 25,000 to 30,000 tonnes with a cargo carrying capacity of up to 10,000 tonnes. It relates to a speedboat capable of crossing the sea to speeds of 37 to 50 knots which is stable at or with large cargo carrying capacity, or which cannot be achieved on ships manufactured at such a high cost as commercially or militaryly available.

As disclosed in U.S. Pat.Nos. 2,185,430, 2,342,707 and 4,079,688, when the boat is floating in water, it has adequate internal capacity and capacity, structure strength, stability, resistance, and very small resistance to use high speed propulsion. Designing and building ships with ships was a long time goal of shipbuilders.

The hull design of traditional watercraft has usually been developed from established design principles and assumptions relating to the interrelationships of speed, stability and operational management.

In order to achieve better performance than ever, there must be the sacrifice that the improvement of the current hull hull hull speed is inevitably lowered.

For example, the major limitation of today's hull displacement is that for a given size (drainage or volume), resistance and stability decrease as it is extended to longer lengths to increase the maximum actual speed.

Traditional hull designs inherently limit the speed at which large cargo ships can cross the ocean because of the drag rise that occurs at the marginal speed.

This is the speed (in knots) equal to the square root of the ship's length in feet.

For example, a medium-sized cargo ship, about 600 feet long, has an economical speed of about 20 knots or 4 knots below the designed speed limit.

To achieve higher operating speeds with commercial cargo, increase the length and size (or volume) of the vessel proportionately, increase the length while reducing the width or width, and maintain the same size and volume. It is necessary, but stability becomes low.

Shipbuilders have long contemplated the problem of achieving faster ship speeds, such as breaking sound barriers in aviation technology, without increasing length or decreasing line width.

In the nineteenth century, Dr. Proud first accurately measured and defined a phenomenon that required an increase in length for faster ship speeds, due to the enormous drag increase that occurred at the marginal speed corresponding to the number of proud 0.3.

It is defined by the relationship of the velocity length ratio (V / √L) to the length of the proud number 0.298, where V is the speed of the ship in knots and L is the repair length of the ship in feet.

Therefore, the number of proud 0.298 is equal to the ratio 1.0 of the speed length.

According to Proud's theory, ships of the same volume must be built longer in order to go faster, thus accelerating this drag increase until high speed. However, as the length increases for the same volume, the ship becomes narrower, less stable, and more stressed, so that the structure should be lighter and stronger (and more economically) proportionately unless the structural weight becomes excessive. It becomes

In addition, while longer ships can achieve high speeds for a given displacement, the natural longitudinal vibration frequency is lowered, and navigation management is lowered in the state of high waves or back waves as compared to miniaturized ships.

Another means for achieving the speedboat is a flat hull.

To this day, this conventional concept has been limited to very small hull forms, typically 100 feet or less, 100 tons or less.

Only a 50-foot vessel can achieve speeds of 60 knots or more (2.53 Proud Number or 8.5 Speed Length Ratio).

This is possible because the available power simply pushes the boat onto the surface, which slides across the wave, thus eliminating the huge drag buildup that prevents a normal proportion of pure drain boats from going about 9 knots over the same length of hull. .

However, at medium speeds of 5 to 25 knots, this 50-foot boat unbalancedly requires a lot of power before it rises from the surface.

If a 50-foot floating boat extends to the length of a 300-foot frigate, these speeds extend to the exact range of 12-60 knots.

Expanded in this way, the force required for a 300 foot floating frigate to achieve at least actual speed (60 knots) is about 500,000 horsepower.

In reality, however, it is also difficult to dedicate it to a ship of small size and low drainage, and cannot produce the horsepower.

Moreover, the continued boarding of this 300-foot vessel would cause part weakness when a large flat hull surface would continue to lie at high speeds in the ocean waves as the much smaller injured vessel would be too slow to float across the water. Let's do it.

Ships using floating hulls were also manufactured by waterjet propulsion.

However, due to the limitations in size, quantity and horsepower required, no serious consideration was given to the use of waterjet-propelled floating hulls on ships with water lengths exceeding 100 feet or water displacement exceeding 100 tons.

Floating hulls are highly dynamic, flat or recessed with angled cross-sections or grooves, often with curved surfaces, in side-to-base engagement, requiring clean flow separation that provides very high speed sliding performance and high stability. Usually has a combination of V-shaped bottoms.

It also features a lightweight structure of wood, aluminum or fiberglass.

U.S. Patent 2,185,430 (W. Starling Burgess) is one of many examples of this type of hull, and the inventor claims that its primary purpose is to provide a hull type capable of operating at the highest speed.

He defined the ratio of length linewidth to 6 to 7.5, the characteristic speed length ratio between 2.5 and 7.3, the multiple length ratio between 47 and 51, and follows the speed horsepower formula for a high speed hull with a length of 30 to 45 feet. It is prescribed together.

At this time, if V = note per hour, C = 27,150.

When expanded to the largest size defined by Burgess (about 250 feet in length), the main characteristics of the hull are 33-42 feet line width, 39-115 knots design speed, and 734-797 tons displacement. to be.

Burgess shows that the force required for a minimum speed of 39 knots is in the range of 90,000 shaft horsepower for a specific force of about 3 at a minimum multiple of 734 tons.

Hull design using the concept of hydrodynamic flotation is known in relation to smaller vessels, eg, 200 feet or less than 600 tons powered by conventional propeller propulsion, such as shown in US Pat. No. 2,242,707.

The shape of the hull is such that high pressure is induced below the hull in the region having a particular shape in order to provide hydrodynamic injury.

Single hull vessels (MFS) are hydrodynamically above a certain limit due to high pressure below the trailing part of the hull and also at the top of the inlet pipe for the water jet shown in FIG.

Such a hull reduces the residual resistance of the hull in water, as shown in FIGS. Thus, the demand for force and fuel is reduced.

Since hydrodynamic flotation increases with the square of velocity, the floating hull can achieve higher speeds than conventional hulls, which tend to sink at speeds greater than or equal to Proud Number 0.42 or speed length ratio of 1.4.

Working ships using the MFS type are used at sea or near many ports around the world.

This type of hull has, by now, also limited to rapid pilot boats, police boats, rescue boats and lifeboats, customs boats, reconnaissance boats, and even 16 to 200 feet (2 to about 600 tons) of motor yachts and boats. Considered.

Because of this size, boats are much heavier and more robust than floating boats.

In the speed range of 5-25 knots, they run much smoother. They also use much less power than floating hulls at speed ratios lower than 3.0 for their size and are very mobile.

Although the actual use of this type of hull has been generally claimed by major marine engineers to be limited to very small vessels, such hulls have also been used for 600 ton yachts. However, commercial or military ships of more than 2,000 tonnes have not been considered so far.

U.S. Patents 2,342,707 (Troyer) and 4,079,688 (Dyrie) show other examples of rapid drainage hulls that differ from the present invention in hull form and operation.

Troyers do not have a forward or backward with a floating stern or canoe stern with the necessary floating characteristics to prevent the boat from sinking at a more appropriate speed in order to combine the claimed superior maritime guidance characteristics. Show the boat.

Whatever the likelihood of a Troy hull causing hydrodynamic injury to the stern, such a stern is particularly effective for the present invention, which will be described later in the present invention on ships of greater than 600 tonne displacement and at speeds of 40 to 50 knots. It is not suitable because of the fact that a wide transom stern (which Troyer specifically excludes in its description) is basically required for the installation of a waterjet.

Moreover, at speeds intended by the present invention (i.e., speed ratios of 1.4 to 3.0), a larger floating area is required than can be obtained from a troy boat without relying on excessive line width or resulting drag increase.

In the invention of the Troire, since there is no explanation regarding the size, ratio, displacement, speed or power, or their relationship, the size or shape of the ship or the purpose of the ship cannot be determined. However, he explains certain limitations of stern design for boats with a sharp bow and stern ratio.

The Troy stern is particularly round or pointed in planar shape, with a sharp angle at the point of contact between the bottom and the side below the waterline; And has a draft angle at the stern greater than 10 °.

In these important features it is derived from the design features of the present invention described below.

U. S. Patent 4,079, 688 (Dairi) also shows a drained hull that allows to overcome the rapid increase in waves that produce drag accompanied by increased speed, giving the proper speed shown as Proud Number between 0.6 and 1.20. He also shows a number of hull ships.

The main feature that Dairi has shown is the high speed drainage hull, where a substantial part of its length consists of parallel centers of constant and complete cross section.

Water jet propulsion systems that substantially reduce cavitation and vibration problems of propeller drive are described in US Pat. Nos. 2,570,595; 3,342,032; 3,776,168, 3,911,846; 3,995,575; 4,004,542; 4,276,035; 4,611,999; 4,631,032, 4,713,027; And 4,718,870.

As far back as they are not particularly perceived as useful for propulsion of larger vessels at high speeds, they are generally considered to be ineffective because they are submerged rather than low pressure typically present in parts of large drainage hulls. This is because high pressure is required at the water inlet at the tail end of the hull.

U.S. Patent 4,276,035 (Kobayashi) is a sample of these patents being applied to small boats.

Kobayashi shows an arrangement of waterjets with two inlet pipes arranged one after another along the rear line of the boat's centerline, either side by side or the other behind.

He points out that waterjet inlets, especially on one side of the centerline, eliminate the possibility of venting or coming out of the water when the boat follows directly back at an angle during the transition.

The balance change of the vessel is the purpose of US Pat. No. 4,843,993 (P. Martin).

However, Martin demonstrates its use for the purpose of optimizing single screw ship performance at varying depths of water.

In particular, in terms of endorsement and storage of inventory on a timely basis for increasing global time, expensive cargo, high value goods, military strategic maritime cargo, cargoes of dimensions or weight not suitable for air transport, and other time-sensitive cargo Due to the commercial demand for safe and fast ocean transport, the demand has increased for surface vessels capable of crossing the ocean at high speeds, for example in the range of 40 to 50 knots, and with high stability.

Today's cargo ships tend to be oversized to transport up to 25,000 tonnes of cargo at the same time for reduced tonne-mile costs.

Many ports need to be lifted on both sides of the ocean crossing to load and unload cargo. This is time consuming and also means that large vessels can undertake a relatively limited number of ocean crossings a year, thus limiting the possible financial reversal for significant investment costs.

Much faster but smaller vessels operating at 40 to 50 knots may undertake weekly transatlantic round trips in only one port on each side of the ocean crossing.

Even if they carry up to 10,000 tons of cargo, the smaller and faster ships are not fully loaded at the port and are reloaded, so each container uses delivery systems and more controlled accessories that utilize technologies that incorporate more controlled household transport. It can carry about 60% more cargo every year than a large ship with.

Thus, the time from pick up to delivery of each container (per door to door) can be greatly reduced.

These services allow cost premiums to be covered as currently covered by air freight and place somewhere between current sea and air freight tariffs.

This premium further compensates for the increased fuel consumption required to operate at twice the speed of most current large container vessels, with much larger cargo turnover on each vessel.

For the reasons already given, such speed increase by conventional methods of making container vessels very large is impractical to realize. Because as they increase their length to increase the marginal speed according to Proud's law, their cargo loadings and stability decline.

The problem of optimizing the blade pitch at medium speeds requiring very complex gearboxes, and its impractical size, the propeller's ability to deliver the required power as its function is reduced by the installation of cavitation. Serious problems are also raised.

It is an object of the present invention to solve the above mentioned problems of the prior art by providing a single hull rapid ship having the following features.

1. The enormous drag rise at the marginal speed in accordance with Proud's Law on a single hull is reduced by the seriously rising hull rather than squatting or sinking at that speed.

2. The efficiency of the propulsion system in a single hull is not reduced by such high speeds, and for that reason a water jet is proposed.

3. The hull hull not only floats the high pressure hull caused below the hull above the limit speed, but also interacts with the requirement for the efficiency of the optimum waterjet inlet.

4. The flow of water through the waterjet inlet on a single hull vessel is subject to the ship's resistance at operating speeds such as 40 to 50 knots, due to the additional lift generated by the hydrodynamic forces acting within such pipelines. It is advantageous.

5. The characteristics of the hull shape in a single hull ferry contribute not only to the reduced resistance of the hull at high speeds but also to the quality of the flight management.

6. Power in single hull can be supplied using marine gas-turbing machines in combination with water jet propellers based on providing efficient and practical in today's small ships.

7. The weight and price of structures, powerplants, propeller gearboxes and equipment on single hull ship rapids are not so expensive that shipping (or loading) roll-on / roll-off cargoes across the ocean is not commercially viable. .

As shown in FIG. 13, the general MSF design of the present invention is operating at the most demanding speed regimes, where the hull shape is important for achieving the above characteristics of the present invention.

Speed is insufficient to allow the ship to slide or go completely at sea. On the contrary, however, if the speed is too high, a design technique that has been tested on representative drain hulls cannot be used.

Such techniques required to reduce frictional resistance and delay the onset of enormous residual resistance or wave-forming resistance are in fact quite opposed to the requirements of both hull and water jet efficiency within and beyond a defined limit speed.

This is especially true for ships of the present invention having a short line width ratio, a wide transom and a high drainage ratio. In such intermediate speed regimes, such as between 40 and 50 knots, the hull features are important to the technical and commercial viability of the present invention.

The present invention overcomes the problems and limitations encountered by prior art hull designs and propulsion systems for rapid commercial vessels in excess of 2000 tons and cruise ships in excess of 600 tons.

According to the present invention, a fast and large commercial ship, such as a cargo ship or a vehicle carrying ferry, exceeding 2000 tons, at high speeds without enormous power, deducting higher capital and operating prices, resulting in greater investment returns. You can get it.

The present invention achieves superior resistance to that of current commercial and cruise ship designs in open ocean conditions.

According to the present invention there is little need to have several ports on each side of the ocean to increase the cargo loaded on the ship of sufficient length and size necessary to achieve the high speed required to significantly reduce the transit time. More frequent services are provided for each ship.

The present invention achieves a wider operating speed that allows for a more variable schedule and more time-reliable reliability.

According to the present invention, because it has a waterjet and a prefabricated trimming or fuel delivery system rather than conventional underwater additions such as ruddes or propellers, it has a greater maneuverability and is smaller or smaller than conventional similar vessels. Obtain a commercial ship with access to a shallow port.

According to the present invention, the commercial ship will have a repair length (L) of about 680 feet, an overall line width (B) of about 115 feet, and a charge multiple of about 25,000 to 30,000 tons. However, it is generally applicable to cruise ships exceeding 600 tons and 200 feet and commercial ships exceeding 2000 feet.

For steering purposes, systems using wing waterjets can be used. Moreover, the wing waterjet can specify an inversion system.

As a result, ships using the inventive concept will be maneuverable at rest.

The present invention uses a known MFS design with inherent hydrodynamic flotation and a low length-to-line width (L / B) ratio, but at the inlet of the waterjet corresponding to the stern area of the MFS where high pressure is generated to lift the hull. It uses a combination of water jet propulsion and gas turbine power, which is not known until now, that demands high pressure for maximum efficiency.

The advantage of the waterjet propulsion system in the MFS hull is its ability to deliver large amounts of power at speeds of more than 30 knots and high propulsion rates, but to slow the ship down quickly.

The system also eliminates many of the major problems of propeller vibration, noise and cavitation.

The main advantage of the integrated MFS and waterjet system is that the accelerated flow at the inlet also produces higher pressures and larger lifts to further reduce drag, while the hull geometry and flotation characteristics of the waterjet system Ideal for intake and propulsion rates.

The MFS hull is ideally suited for waterjet propulsion, as having a high pressure region near the water inlet is beneficial for waterjet propulsion systems and a wider flat transom region is required for installing jets.

Highly efficient propulsion systems combined with gas turbine main engines can be provided to meet the high power levels needed for large, ferry boats.

The low length to line width ratio of the present invention provides more usable cargo weight and space and improved safety.

The waterjet propulsion system offers greater maneuverability than propellers, thanks to the application of high maneuverability without forward speed and the propulsion of the wing waterjet.

The water jet propulsion system or pumps driven by the marine gas turbine apparatus of the present invention produce sufficient power axial or mixed flow without problems of inherent size, cavitation and vibration in propeller drives.

Due to the new hull design and the waterjet propulsion system, the noise generated is reduced and the wake indication is generated by the present invention.

MFS hulls can be produced economically in available commercial shipyards.

Marine gas turbine engines used by the present invention are designed to produce greater power for lower proportional weight, volume, price and constant fuel consumption than are currently being produced or available for diesel or steam powered propeller drives. Is being developed.

The MFS hull underwater form avoids conventional drag increases on merchant ships.

Due to the MFS hull configuration of the present invention, the stern of the vessel begins to rise (by which the trim is reduced) at a rate at which the stern of the conventional hull begins to sink or sink.

The present invention combines the hydrodynamic efficiency of the MFS hull, which is made to float at the speed of sinking the conventional hull, the propulsion efficiency of the water jet, and the power and weight efficiency of the marine gas turbine.

The present invention is particularly useful for offshore industrial vessels exceeding an overall length of approximately 200 feet, approximately 28 feet of line width and 15 feet of draft, and approximately 600 tons displacement.

According to the invention, the merchant ship is manufactured by the current eight conventional marine gas turbine types manufactured by General Electric under the designated LM 5000 or LM 6000 and by Reva Calzoni or KaMeWa. The current four waterjet general forms.

The waterjet propulsion system has water ducted to the impeller from below the stern through pump impellers mounted on the transom and inlets at the bottom of the hull just in front of the transom.

Inlets are placed in the high pressure region to increase the propulsion efficiency of the waterjet system.

Flow acceleration generated by the pump in the inlet tube creates additional dynamic flotation that also increases the efficiency of the hull.

In conclusion, the overall propulsion efficiency is improved compared to the hull of a conventional propeller propulsion system, which is most improved in propulsion efficiency starting at a speed of about 30 knots.

Maneuverability is achieved with two wing waterjets, each wing jet equipped with a horizontally rotating nozzle to provide angled thrust for steering.

The deflector plate provides forward and forward control of the jet propulsion.

Steering and reversing machines are operated by hydraulic cylinders located on the jets behind the transom. Alternatively conventional rudders can be used.

Ships according to the present invention can carry up to 10,000 tons of cargo at an average speed of 37-45 knots across the Atlantic in about 3-4 days with up to 5 percent of reserve fuel capacity.

The integrated control system controls gas turbine fuel flow and power turbine speed, gas turbine acceleration and deceleration, monitors and controls the gas turbine output torque, controls the waterjet steering angle, the rate of change of such angles, and the optimum stopping function. Can control the waterjet reversing machine.

Such a system can be used as an output parameter including ship speed, shaft speed, gas turbine power output (or torque).

The control system described above allows full steering angle to the applied gas turbine power corresponding to a vessel speed of about 20 knots.

It will gradually reduce the steering angle automatically applied to higher power and ship speeds, and furthermore to convert the water jet propulsion deflector to the full reverse of the applied gas turbine power corresponding to a ship speed of approximately 20 knots. will be.

In addition, the control system will automatically control the waterjet reversing deflector movement and sport ratio at greater power and will control the gas turbine power and speed, which is most effective at high ship speeds.

In summary, the present invention has the following advantages.

1. Lower hull resistance at high ship speeds compared to conventional offshore hulls of the same size and ratio.

2. Sufficiently high drainage length ratio allowing commercial cargo to be transported without resorting to expensive lightweight construction.

3. High inherent safety, allowing large quantities of cargo to be carried on the main deck with adequate reversal of safety.

4. High inherent stability to provide increased top speed at constant power over traveled distance, with the effect that there is no requirement for ships to carry ballasts when fuel is consumed.

5. Low length linewidth ratio providing a large internal volume available compared to high speed conventional vessels of similar displacement.

6. Potential large reversal of damage stability.

7. Ability to operate at high speeds in (a) over hull collisions and in wet weather conditions where the deck is wet, without (a) causing excessive hull length problems, (b) having specific opposing movements.

8. Ability to operate effectively on two, three or four water jets due to an advantageous combination of hull, water jet and gas turbine characteristics.

9. Ability to accommodate four large water jets across the vessel transom and provide sufficient bottom area for their inlets.

10. Integration of waterjet / gas turbine propulsion systems optimized by trailing hull shape.

11. Lower technical risk than conventional hull types of similar displacement in the speed range of 40-50 knots by using water jets rather than large, complex and less efficient propeller systems.

12. Better maneuverability at low and high speeds and the ability to stop at much shorter distances.

13. The ability to utilize a fuel trimming system when incorporated in a design that ensures optimum longitudinal centers of full speed and drainage hardness for other utility and amphibian purposes, such as operating in shallow water.

14. Reduce the possibility of underwater damage in shallow water without rudder, propellers and associated attachments, and activate amphibious movements.

For this purpose it is necessary to explain the main physical and operational characteristics of the present invention. In other words,

1. Hull optimized for operation at lengths of Proud Numbers from 0.4 to 0.9.

2. Length to line width ratio between 5 and 7.5 (line length in feet divided by maximum water width, or line width in feet expressed as L / B).

3. between 60 and 150 Drainage length ratio or drainage in tons divided by the third square of 1% of the repair length in pits expressed as.

4. Specific power less than 1.0 (shaft horsepower divided by the product of the displacement in British tonnes expressed in SHP / DxV and the speed in knots).

5. The longitudinal side view is not convex compared to the center of the ship, and the contour line depends on the ship's normal operating speed and displacement, and from the maximum length of the longitudinal center of the hull to the minimum depth point at the stern or transom. It has a bottom portion of the rising hull, the minimum depth being less than 60% of the maximum depth.

6. The transom width at baseline is at least 85% of the maximum breadth of the hull at baseline.

7. From approximately 30% of the depth aft of the ship to the forward stern (or the connection of the shaft with the reference waterline) to the stern, the cross section of the hull is round relative to the side of the hull and each side of the keel or centerline It is not concave at the cross section of, except for a cross section of about 25% of the length of the ship's length, the cross section meets and concaves at the side of the hull in the knuckle.

8. In the hull the sides are not concave in planar shape at the baseline.

9. The maximum angle of the deadrise in the transom (the angle between the top slope of the bottom cross section and the horizontal line) is less than 10 °.

All combinations of the above features according to the present invention satisfy many of the inconsistent requirements of certain speed regimes and the hull is intended to operate between 40 and 50 knots.

Combining these speeds with the essential efficient use of structure, stability, load carrying capacity, seaworthiness and practicality required for effective commercial, military, or recreational operations is a major advantage of the present invention from any prior art vessel design.

As an indication of the very different characteristics of the MFS vessel of the present invention, the MFS vessel of the present invention, which is proportionalized to 250 'of the same maximum length as seen by Burgess and described above with reference to the prior art, has the following characteristics: Line width of 33 to 50 feet; Design speed of 22 to 47 knots; A displacement of 938 to 2344 tonnes is shown.

For the minimum design speed of US Pat. No. 2,185,430, the present invention only requires 33,716-axis H.P. at a displacement of 938 tons giving a specific power of 0.922 based on tank testing.

Thus, despite a drainage greater than 28%, the present invention requires less than one half of the power exhibited in Burges hull at the same proportional speed.

This merely reflects the fact that Burges hulls are effective at a certain rate of speed, which is significantly higher than the speed of the present invention, i.e., the modern propulsion system excluding quite small vessels.

At a ratio of 679 feet to 25 to 30,000 tons MFS of the present invention, Burges hulls exhibit a maximum displacement of only 14,136 tons but still require about 3,000,000 axis HP for a minimum design speed of 65 knots, an initial embodiment. Assume the same specific power as in.

If the installed power is useful, the smaller transom width of the Burgss hull will greatly limit the amount of power that can be delivered.

By comparison, using a generally useful gas turbine machine with a maximum output of up to 440,000 axis HP and combined with a waterjet system obtained from existing service equipment, the present invention provides the speed within the implementation scheme in which it is intended. It is well done and carries essential commercial cargo.

In terms of aspect, the present invention shows the submerged portion of the hull that appears from the maximum depth point to the minimum depth point, and in the transom, it is only about 20% of the maximum.

Burgess shows almost the same side of the hull submerged as it is needed at very high speeds and as discussed in his text, that is, the necessity to maintain the longitudinal center of buoyancy away from the hull center aft. Starts from.

With propeller or waterjet propulsion systems, it is desirable to control all of the propeller means within the maximum dimensions of the ship's hull.

This is because a broad transom is an essential feature of the present invention; The transom width is a major physical requirement of the present invention to provide desirable operating speeds such as 40 to 50 knots, since the transom width also limits the power of the waterjet and the propeller.

Although the Burgess shows a fairly narrow transom compared to its maximum hull width, it requires quite a lot of power at speeds within the system of the present invention, so the hull propels a waterjet at some size on a small ship. Is not suitable.

The cross section of the Burges hull differs from the cross section of the present invention, as expected from hulls intended for faster propulsion operating speeds or length ratios.

The cross section has a rigid spine associated with the bottom cross section that is concave on either side of the keel through the underwater cross section.

Within the plan view, the repair appears as a depression in the criterion or a central injury deck such as a stab as he described it.

The deadrise angle at the stern of Burges hull is about twice that of the present invention

In summary, under physical conditions, such as in operating conditions, Burgess hulls differ from hulls of the present invention in that their hulls are intended to be used for other purposes as a whole at a smaller rate and at a faster proportional rate than the invention. .

In comparing the hull of Diry with the hull of the present invention, it characterizes the cross section of the hull constantly changing; In fact, the length portion of the hull is not constant in cross section at any point.

Diry also shows that the ship's inlet is formed in a particularly unique way.

It is defined by a ramp inclined upward from the centerline of the bottom of the hull towards the waterline at the fore.

The slope of this ramp is preferably between 1: 16 and 1: 12.

The ramp extends at least half the length of the inlet section.

This feature is inconsistent with the inlet section of the present invention, which is not a ramp from the side (by way of FIG. 4 of the Diry teaching) to a straight line, but convex in terms of proportion to the longitudinal centerline of the vessel. It is a curve.

The bow cross section of the present invention is concave in proportion to the longitudinal center line of the ship and sharply pointed at the keel, i.e., rather than convex and flat at the keel, as in Diry's FIG. Within about 30% of the region, it is similar in proportion to the inlet length of the Diry.

Diry's hull and the present invention differ from each other in these three important aspects.

In the end, Diry shows his hull to work within the range of Proude numbers of 0.6-1.20.

This allows the cargo to be containerized, with the exception of the very important lower Freud number range of 0.42 to 0.6 for maximum utilization of the invention and equal speeds between 35 and 52 knots at an MFS scale of 679 feet of repair length. The transport is generally maximal because it is likely to be sufficient power to provide adequate, stable and practical hulls for desirable commercial operation.

Figure 11 shows the axial horsepower comparison between MFS pregates (curve A with circular data points) and representative freegate hulls (curve B with triangular data points) of the same length / line width ratio.

Between about 15 knots and approximately 29 knots, both vessels require similar power.

From 38 knots to 60 knots, MFS increases from hydrodynamic injury and operates within the scope of its great effects and benefits.

This speed range extends beyond practicality for a typical drainage hull, unless the length of the drain hull is substantially increased to reduce the speed length ratio or the length to line width ratio is substantially increased.

Within the MFS design, hydrodynamic flotation is more like a fast-moving sailboat than a flat hull, which is increased over a large plane by large forces.

The MFS is not entirely flat, preventing the problem of tumbling against waves at high speeds.

In addition, modern large vessels typically have propellers driven by diesel power.

However, propellers are inherently limited in size and they also have the cavitation and vibration problems of the present invention.

It will be appreciated that the state of the technique, which typically has a 60,000 horsepower generally upper limit, applies to conventional fixed pitch propellers per axis.

Moreover, diesel engines arranged according to size to generate the required power at higher speeds are impractical because they consider weight, size, cost and fuel consumption.

If the speed category in relation to the repair length shown in FIG. 13 is illustrated, the MFS provides a rapid commercial vessel.

FIG. 13 described below shows a continuum of semi-planing hulls size from small to very large.

MFS is a small ship similar in hull form to MFS, which is widely used today, because it provides the use of drainage ratios approaching the possibility of draining hulls and maximum speeds approaching the possibility of flat hulls.

The invention does not use the arrangement shown by Kobayashi because it is impossible to achieve an average inflow into each pipe when two or more inlet pipes are arranged vertically.

In addition, the size of the inclination angle of the ship of the present invention is very suitable, compared to such a small boat shown by Kobayashi; High water pressure below the stern and inlets outside the ship will further reduce the likelihood of such ventilation.

Therefore, it is a feature of the present invention that the waterjet inlet pipes are arranged side by side in parallel to the most suitable point in the high pressure region generated below the stern portion of the ship.

Due to the inherent wide line width or low length line width ratios and wide transom design, there is a larger space suitable to meet this arrangement, thus increasing the proportional limit maximum power given by the waterjet.

This is an important feature of the present invention.

The vertically side-by-side inlet arrangement shown by Kobayashi is not useful for the present invention.

Referring now to the drawings, in which like reference numerals designate like parts throughout, and in particular with reference to FIG. 1, generally denoted by reference numeral 10, a circular bilge of a half-multiplicity or half-float. And a low length ship width ratio (L / B) hull type using hydrodynamic flotation at a payload of 10,000 tonnes for transatlantic operation at speeds ranging from 40 to 50 knots.

It is preferable that L / B ratio is about 5.0-7.5.

The ship has a waterline length of at least 215 feet, as shown in FIG. 4, and has a waterline length ratio of 60 to 150 with a reference waterline length of 679 feet.

The vessel 10 has a hull 11 which is well known as a semi-floating circular bilge type with an open deck 12.

A pilot house superstructure 13 is located at the rear aft of the hull center to provide a large front deck for cargo and / or helicopter landings, as well as other accommodations as well as accommodation, living spaces and ship control rooms as described below. Include.

The superstructure 13 is located so as not to adversely affect the longitudinal center of gravity.

Although commercial vessels are depicted in the form of cargo vessels in excess of 2000 tonnes, limited to 20,000-30,000 tonnes, the present invention is also applicable to cruise ships in excess of 600 tonnes.

The longitudinal section 11 of the hull is shown in FIG. 1, but the plane of the body is shown in FIG. 4.

The baseline 14, represented by dashed lines in FIG. 1, shows how the bottom 15 of the hull appears towards the stern 17 from the point of maximum depth and how it is flattened in the transom 30.

The bottom 15 of the hull has a non-convex longitudinal section with respect to the base line 14 from the maximum depth 66 to the minimum depth 67.

This contour is also shown in cross section in FIG. 4 and is 60% of depth 66 to provide the necessary high pressure when exceeding the limit speed without generating huge transom drag at lower length proud numbers. It extends from the maximum depth (FIG. 66) to the minimum depth (FIG. 67) in less transom.

It is an object of the present invention to provide the required speed of the present invention, which generally operates between at least 0.4, preferably between 0.42 and 0.9 Proud numbers, as shown in FIG. It is the main feature of the invention.

FIG. 4 shows a cross section of the MFS hull shape of 679 feet reference repair length having a right side representing the shape in the forward cross section of the ship and a left side representing the shape in the rear cross section.

The figure shows the cross section of the MFS hull in meters from the linewidth center line and in ten units of the ship's length from the front vertical line 68 to the rear vertical line 75.

The MFS hull represents a traditional drainage hull form with a keel at the front section and a flat bottom at the rear section.

In smaller vessels, a centerline vertical keel or skeg 65, indicated by the phantom line in FIG. 1, is suitable and is approximately equal to the length of the vessel of transom 30 from approximately the deepest point of the front bilge. Extend to 1/4 to 1/3. This keel or skeg improves directional stability and rotational braking in small vessels.

As shown in FIG. 14, the hull form yields hydrodynamic flotation at limit velocity under the trailing cross section to reduce drag in relation to conventional drainage hulls.

In the transom (sideline or contour 10), the distance between the ship's centerline 68 and the ship's side 69 is at least 85% between the centerline 68 and the point of the maximum linewidth 70.

It accommodates ample space for waterjet inlets or propellers and delivers the horsepower needed for speeds of 0.42 to 9, especially on ships where ship size and drain length ratios are much greater than by prior art such as Burgers or Dairy. It is to.

In Fig. 4, the side lines or contours indicated by 0-2 indicate hull-shaped non-convex coupling with knuckles in bow cross section 16 appearing from right to left in Fig. 1, while the side lines or contours 3 to 10 are trailing cross sections. As shown in Fig. 1, the bilge of (17) shows how it gradually becomes convex and flattened from right to left.

Although as a result of the hull size and shape there is no consistent way for hydrodynamic injury to determine the exact rate of initiation, it assists such injury by flattening these sections and its initiation at a speed length ratio of 1.0 or It has been claimed to occur at 0.298 Proud numbers (or a marginal speed of approximately 26.06 knots in multiples of 22,000 tonnes for 679-foot MFS).

In plan view (reference 71 in Figure 2, the hull repairs operate at higher drainage length ratios than indicated by buzzers or other prior art at all non-convex points associated with the ship centerline 73). Reduces slamming at the front while retaining the maximum surface area.

The exact angle between the contour lines 10 (transsomes) at the point of intersection with the horizontal crossing reference line is at most 10 °.

As shown in Figure 4, the ship has a maximum operating speed of at least 34.5 knots and a maximum displacement of at least 600 tonnes.

The circular bilge hull 11 is thus characterized by a generally straight inlet repair, a circular rear hull cross section typically rounded at the point of rotation of the bilge, and a non-convex tail end line that ends sharply at the transom. It has a floating transom stern 17 which is calculated by the hydrodynamic force resulting from the erased hull type. This type of hull is not a floating hull.

This is due to the action of high pressure under the stern, whereby hydrodynamic flotation at the rear of the hull occurs without enormous transom drag at a suitable Proud Number of about 0.42 to 0.6 within the limit speed range, so that 0.40, preferably above 0.42 and below 0.9 Designed to operate at full speed in the range of proud numbers, the hull is distinctive compared to the Buzzers or Dairy for larger proud numbers.

The combination of the slender bow section at the waterline and below the waterline and the deep shear (or front keel) and the overall cross section on the bow knuckle is a major factor in reducing the acceleration of slamming and spraying in the bow at high winds. Element.

High pressure at the stern also reduces excessive pitching, reducing longitudinal stress on the hull girder.

The hull 11 also includes an approach ramp 18 and a roll-on / roll-off ramp 19 at the center of the hull on the side of the starboard, as in the cross section of the ship center shown in FIG. Cargo loaded on the three inner decks 21, 22, 23 having interconnection floats (not shown) below the open deck 12 can be accessed for loading and unloading at the same time.

Other approach ramps may be strategically located, such as ramp 20 provided at the stern of the starboard.

Because of the short hull design, the hull achieves the required strength of the structure, which is slower than a long, slender ship for a given displacement.

Forms for producing hydrodynamic flotation in MFS hulls are well known and their dimensions can be determined by the requirements of payload, speed, available power and propulsion type.

A commercially available three-dimensional hull modeling computer program can generate a basic MFS type with the above requirements as input.

Once the basic hull parameters are determined, an estimate of the displacement can be made, for example, by two-digit analysis of the weight code from the standard Shipbreak Breakdown Structure Reference 0900-Lp-039-9010.

Short hulls, in combination with the propulsion system described below, achieve speeds in the range of 40 to 50 knots, creating rigid hulls and higher natural frequencies that are less prone to failure due to the dynamic stresses generated by waves. .

Waterjet propellers employing high volume pump technology to generate existing mixed flow, low pressure, very high thrust of 200 tonne orders are embedded in the vessels of the present invention.

Water jet propellers are driven by conventional marine gas turbines of a size to obtain the required high power.

The waterjet propellers currently in use are uncomplicated in single stage design and generate high efficiency and low water noise at propulsion forces exceeding 100,000 Hp.

6 and 7 schematically illustrate one embodiment of a water jet / gas turbine propulsion system.

In particular, four waterjet propellers 26, 27, 28 and 29, one of which is shown in FIG. 15, are located on the bottom of the hull just forward of the transom 30 in the region determined by the high pressure, individual hull design. It is mounted on the transom 30 with each inlet 31 arranged.

High pressure water is directed from the inlet 31 to the impeller of the water jet pump 32.

The flow of seawater is accelerated at or near the inlet 31 by the pumps 32 of the four water jets 26, 27, 28 and 29, and the acceleration of this flow adds to the hull efficiency by reducing drag. Causes dynamic injury upwards. The two outer water jets 26 and 27 are maneuvering wing water jets and thrust to voltage.

Each wing water jet 26, 27 is provided with horizontal pivot nozzles 34, 35, respectively, which provide angled thrust for steering.

A deflector plate (not shown) directs jet thrust forward to provide stopping, slowing adjustment and reversal in a known manner.

The steering and reversing mechanism is operated by hydraulic cylinders (not shown) or the like located on the jet device behind the transom.

The hydraulic cylinders are powered by power packs provided elsewhere on the ship.

The waterjet propulsion and steering system allows the vessel to maneuver from a standstill and decelerate quickly.

The marine gas turbine illustrated by General Electric's LM 5000 requires only two turbines, each rated at 51,440 HP each at 80 ° F. per axis through conventional combination powertrain installations.

Eight pairs of conventional marine gas turbines 36/37, 38/39, 40/41, 42/43 have combined gearboxes 44, 45, 46, 47 and cardan shafts ( Power is supplied to the water jet propulsion devices 26, 27, 28, and 29 through 48, 49, 50, and 51, respectively.

Four air intakes (only two (52, 53) are shown in FIGS. 1 and 6) are provided to turbines 36-43, vertically above the main deck, and provided at the rear end. The port and starboard in the superstructure 13 are open laterally.

Eight vertical exhaust chimneys 54, 55, 56, 57, 58, 59, 60, 61 (second and 6 degrees) for each gas turbine also extend through the take-up chamber superstructure 13, and exhaust Exhaust upwards in the atmosphere to minimize resorption of gases.

The exhaust chimney can be made of stainless steel and provides air around it through the space in the superstructure 13 below the steering chamber.

Gas turbine arrangements can take several forms to achieve other design features.

Parts similar to those shown in FIG. 7 in FIGS. 8A to 8D are denoted by the same numerals, but are primed (').

For example, FIG. 8A shows one embodiment where only four pairs of in-line gas turbines achieve smaller device widths.

The gearbox is provided in the middle of each pair of in-line turbines.

This arrangement results in a slightly longer device length and a combination of higher gearbox and thrust bearing weights for each axis.

FIG. 8B is an embodiment for reducing the device length for which device width is never considered necessary.

The combination of gearbox and thrust bearing weight per axis is reduced to a minimum, such as the embodiment of FIG. 8d, where the device width is before and after the embodiment of FIGS. 8a and 8c.

The embodiment of FIG. 8C has a gas turbine in two separate rooms to reduce weakness.

Figure 9 shows the relationship between the ship's speed in knots and the tonnage displacement.

At constant DHP and waterjet efficiency, the speed increases as the drainage decreases.

However, FIG. 10 shows that there is a linear relationship at speeds above 35 knots between the horsepower given for ships with a displacement of 22,000 tonnes and the ship speed, estimating a percentage of negative thrust deduction at a constant speed.

For example, to achieve a ship speed of 41 knots, the required horsepower is about 380,000 according to the tank test of the present invention.

FIG. 12 shows a low speed offshore vessel in an experiment in which the vessel according to the present invention at 30 knots was measured by specific power according to length and size (where HP = delivered horsepower, D = large tonnage displacement, V = knot velocity). It is comparable with several other grades.

However, the present invention provides a vessel having a unique speed step at a speed of 45 knots.

The Burgers prior art exhibits a specific power of 3.0 at a speed of at least 65 knots in the same size as the 679 foot MFS of the present invention. This is 7 times the specific power of the present invention at 45 knots, or 10 times the specific power of a recognized modern marine hull of the same size at 30 knots.

This would result in enormous power loss at such speeds for anything currently used for military or commercial purposes.

Figure 13 shows the difference between the minimum number of prouds 3 and the minimum number of proud described by the buzzers 1 and the diaries 2 in which the present invention is utilized.

The optimum speed range of the MFS is a low proud number which presents very different problems such as the relationship between hydrodynamic flotation and transom drag, line width ratios such as drain length ratios and other problems not given by the prior art.

According to the present invention, the MFS comprises a fuel system capable of operating a vessel at an optimum trim or longitudinal center of gravity (L.C.G.) in order to obtain minimum hull resistance by absorbed E.H.P depending on speed and displacement.

This means that when the fuel burns out and as a result the speed increases, the center of the hull can be adjusted by adjusting the fuel tank or adjusting the LCG according to the speed and displacement of the vessel, by adjusting the LCG to the rear. As shown schematically in FIG. 19, where fuel is pumped back and forth (sideline 5 in FIG. 4), this is achieved by a fuel delivery system operated by a monitor of drainage and speed inputs.

This fuel delivery is quickly achieved with gas turbine equipment by means of light purified fuel used to reduce the need for fuel heating before being moved, and is particularly useful for ships that are subject to varying speed situations during normal operation.

The advantages of the fuel delivery system are more clearly understood in experimental model tank test results for conventional small propulsion MFS hulls of 90 meters and 2870 tons shown in FIGS. 17 and 18 when used in the MFS described herein.

FIG. 17 illustrates how the optimization of the trim reduces the effective horsepower obtained at a constant speed by moving the gravitational longitudinal center (L.C.G.) in front of the hull center (sideline 5 in FIG. 4) in feet.

The ruler is approximated in feet, and the hull center is located on the ruler zero. The front of the hull center is indicated by a number preceded by a minus sign (eg -10 feet) to the left of the zero point, and the tail of the hull center is indicated by a positive number (eg 10 feet) to the right of the zero point. .

Curve A shows that the optimum trim is obtained by moving up to 10 feet forward of the center of the hull to minimize the EHP absorbed by the LCG at 17.250 at 24.15 knots, while curve B shows the LCG at about 8750 at 20.88 knots. Optimal trim occurs when is about 13 feet forward, and curve C occurs when the LCG is about 17 to 18 feet forward at 16.59 knots, and curves D and E are 11.69 knots and 8.18, respectively. At knot speed, the optimum trim occurs when the LCG is about 20 feet ahead of the center of the hull.

As the ship's drainage decreases, i.e. when a large amount of fuel is consumed and the resulting speed increases, the bow cross-section to prevent the LCG from moving to the rear aft of the hull to prevent excessive injuries and thus increase resistance Optimal trim occurs when the lens is pushed down underwater.

18 illustrates how the optimum trim saves significant E.H.P. especially at low speeds with a vessel of the type described above with an L / B ratio of about 5.2.

The dashed curve represented by the letter E indicates the required EHP for ships anchored at about 13.62 feet in the aft of the midship, when optimal for speeds of 40 knots and above the speed range from about 7.5 knots to about 27.50 knots. The curve denoted by F is LCG depending on speed and displacement, as shown in Figure 17. Mark the E.H.P. required when the trim is optimized by moving forward or backward.

For example, at a speed of 10 knots for this type of ship, using an optimum trim reduces E.H.P. by about 50% and at 15 knots the required power is reduced by about 37%.

Although the E.H.P. reduction ratio is not as high as the results shown in FIG. 18, a similar result can be obtained by the ship according to the present invention with a rather high L / B ratio.

In this relationship, the 12.5 knot speed in FIG. 18, which shows a decrease from 1600 EHP using fixed LCG to 850 EHP using optimal trim, corresponds to a 20 knot speed for the SPMH of the present invention. Is a practical and economical speed for commercial purposes.

In addition, the results shown in FIG. 18 are not as high as ships of the same waterline length and L / B ratio but as low-drainage ships.

Optimization of the trim with changes in ship speed and drainage is useful to ensure optimal settlement of the waterjet pipe, which requires that the maximum diameter of the outlet pipe be at the level of waterline when starting with the ship at standstill with proper pump start-up. .

There are some operational advantages of such trim optimization systems, especially when using only shallow water ports.

The hull according to the present invention has a length line width ratio of between about 5 to 1 and 7.5 to 1 to achieve a high sea load-carrying potential while designing a ship with excellent sea maintenance and stability.

Tank testing indicates that this new ship design has a correlation or (1 + X), factor of 1 or less. The correlation factor is usually 1 or more for a conventional hull (see Fig. 14 curve, A, B), and normally a value of 1.06 to 1.11 is required.

This is applied to the tank resistance result in order to access the actual resistance in the real ship. Thus, a correlation factor of less than 1 combined with hydrodynamic flotation results in a 25% decrease in resistance in a 45 knot vessel according to the present invention, represented by curves C and D in FIG.

Ships constructed in accordance with the principles of the present invention have the following features.

Main dimension

774 'full length

Repair Length 679 '0

Molded Line Width 116 '5

Repair Line Width 101 '8

Hull Depth 71 '6

Draft (Load) 32 '3

Length to line width ratio 6.673

displacement

Overload 29,526

24,800 (long tons) of charge

22,000 semi-fuel conditions (long tons)

Status of arrival 19,140 (long tons)

13,000 long tons

Drainage Length Ratio 94.32 (Overload)

79.2 (Load)

speed

40-50 knots at half fuel

Cruising time

Travel time is 3500 nautical miles with 10% reserve

Residential facilities

A total of twenty (20) ship handling crew

Air is regulated in all residential and operating areas.

Propulsion Machinery

Eight sunbar gas turbines, each generating around 50,000 HP at 80 ° F.

4 water jets, 2 steering and reverse.

4 combination speed reduction gearboxes.

power

Three main diesel powered a.c. Generator and one emergency generator.

It is evident that the invention is not limited to the features described in the foregoing detailed description, in particular the immediately preceding paragraph, and that modifications and adjustments can be made without departing from the principles of the invention.

For example, FIG. 16 depicts that a gas turbine 60 driving one or more generators 61 is used as the main power source and is carried higher on a ship than in FIG. 6 embodiment.

The power generated by the turbine 60 passes through the generator 61 another water jet 26 ', 27', 28 ', 29', which is identical to the water jet described in connection with the sixth, seventh and fifteen degrees. It is used to turn the motor 62, which drives with or without gearbox 46,47.

Such a facility makes it possible for the gas turbine 60 to be placed in the most convenient position on the ship for freight, LCG or other stability reasons.

This also reduces the need for heavy and expensive gearboxes and reduces the mechanical noise emitted.

The development of superconducting technology has also increased the viability of this facility.

Accordingly, it is intended to embrace all such changes and adjustments as fall within the scope of the appended claims without limiting the detailed description set forth herein.

Claims (27)

The hull generating a high pressure region at the bottom of the stern rising from the maximum depth point in front of the longitudinal center of the hull to the minimum draft point at a minimum draft transom (less than 60% of the maximum draft). ; A stern width at the reference waterline that is at least 85% of the maximum width of the hull at the reference waterline that causes hydrodynamic lifting of the stern at a threshold speed of 0.40 or more in length; 25% of the length of the ship's tail from the forward vertical line convexly facing the ship's side at the knuckle (mechanical joint), at the forward side of the hull and at the connection point of the hull. Except for the parts within, each side of the keel is provided with a bottom having a transverse section which is not convex with respect to the baseline of the vessel, wherein the side of the hull in the reference waterline is flush with the centerline of the vessel. A ship characterized in that the maximum angle of the pretilt of the cross section at the stern is not larger than 10 degrees at most. The ship length to ship width ratio at the reference waterline is 5 to 7.5, and the displacement ship length ratio is equal to the displacement of the ship divided by three squares of length divided by 100 in the operation of the fuel carrying hull. The same, the payload is between 60 to 150, the maximum number of operating proud is between 0.42 and 0.9. The ship of claim 2 wherein the ship has a repair length of at least 215 feet. 4. The ship according to claim 3, further comprising means for controlling the longitudinal trim of the hull in response to changes in ship speed and displacement. 5. The ship according to claim 4, wherein the means for controlling the trim comprises a fuel tank disposed in the hull and a means for transporting fuel in the fuel tank to rearward the longitudinal center of gravity with respect to the hull. . 5. A ship according to claim 4, wherein the means for controlling the trim comprises a fuel tank disposed in the hull and means for transporting fuel in the fuel tank to change the longitudinal center of gravity. The ship according to claim 4, further comprising at least one water jet disposed in the hull, wherein the inlet of the at least one water jet is disposed in the high pressure region of the stern having a maximum piling angle of 10 °. . The water supply system of claim 7, wherein the water is connected to the at least one waterjet and is connected to the at least one waterjet for supplying power to drive the at least one waterjet such that water is sucked into the inlet of the at least one waterjet. And a gas turbine for causing this discharge. 10. A watercraft as defined in Claim 8 wherein the at least one waterjet has wing wheels connected to the gas turbine by a shaft and gearbox. 10. The apparatus of claim 9, wherein at least one outboard waterjet is disposed on an opposite side of the transom that provides forward propulsion and has means for steering and control of the vessel and at least one providing only forward output. Additional jet of water is installed between at least one water jet on the opposite side of the transom. The water supply system of claim 7, wherein the water is connected to the at least one waterjet and is connected to the at least one waterjet for supplying power to drive the at least one waterjet such that water is sucked into the inlet of the at least one waterjet. The ship further comprises an electric motor to be discharged. 10. The vessel of claim 7, wherein the hull has a waterline length of 600 to 700 feet and a maximum operating speed of at least 34.5 knots with a length of proud greater than 0.42. The ship according to claim 7, wherein the discharge amount is 600 tons or more. 10. The system of claim 1, further comprising the at least one water jet disposed in the hull, wherein the at least one water jet provides an inlet at a non-convex portion of the bottom of the bottom relative to a baseline that generates a high pressure region during operation of the vessel. And wherein the maximum number of operating proud is 0.9 or less. The ship according to claim 2, further comprising at least one water jet disposed in the hull, wherein the at least one water jet has an inlet at the non-convex portion of the bottom of the bottom relative to the base line, which generates a high pressure area during operation of the ship. , The maximum number of operating proud is less than 0.9 ship. 4. The system of claim 3, further comprising at least one water jet disposed within the hull, wherein the at least one water jet has an inlet at a non-convex portion of the bottom of the bottom relative to a baseline which generates a high pressure area during operation of the ship. , The maximum number of operating proud is less than 0.9 ship. 5. The system of claim 4, further comprising at least one water jet disposed within the hull, wherein the at least one water jet has an inlet at the non-convex portion of the bottom of the bottom relative to the baseline which generates a high pressure area during operation of the ship. , The maximum number of operating proud is less than 0.9 ship. 6. The system of claim 5, further comprising at least one water jet disposed within the hull, wherein the at least one water jet has an inlet at a non-convex portion of the bottom of the bottom relative to the baseline, which generates a high pressure area during operation of the ship. , The maximum number of operating proud is less than 0.9 ship. 7. The system of claim 6, further comprising at least one water jet disposed within the hull, wherein the at least one water jet has an inlet at the non-convex portion of the bottom relative to the baseline which generates a high pressure area during operation of the vessel. , The maximum number of operating proud is less than 0.9 ship. 8. The method of claim 7, further comprising the at least one water jet having an inlet at a non-convex portion of the bottom of the baseline, which generates a high pressure region during operation of the ship, wherein the maximum number of operating proud is 0.9 or less. Shipping. 9. The apparatus of claim 8, further comprising: said at least one waterjet having an inlet at a non-convex portion of the bottom of the baseline, which generates a high pressure region at the time of operation of the ship, wherein the maximum number of operating proud is 0.9 or less. Shipping. 10. The method according to claim 9, further comprising the at least one water jet having an inlet at a non-convex portion of the bottom of the bottom relative to the base line, which generates a high pressure region when the ship is operated, wherein the maximum number of operating proud is 0.9 or less. Shipping. 11. The apparatus according to claim 10, further comprising: said at least one waterjet having an inlet at a non-convex portion of the bottom of the baseline, which generates a high pressure region during operation of the vessel, wherein the maximum number of operating proud is 0.9 or less. Shipping. 12. The apparatus according to claim 11, further comprising: said at least one waterjet having an inlet at a non-convex portion of the bottom of the baseline, which generates a high pressure region during operation of the ship, wherein the maximum number of operating proud is 0.9 or less. Shipping. 13. The apparatus according to claim 12, further comprising: said at least one waterjet having an inlet at a non-convex portion of the bottom of the baseline, which generates a high pressure region during operation of the ship, wherein the maximum number of operating proud is 0.9 or less. Shipping. 15. The apparatus according to claim 13, further comprising: said at least one water jet having an inlet at a non-convex portion of the bottom of the baseline, which generates a high pressure region during operation of the ship, wherein the maximum number of operating proud is 0.9 or less. Shipping. The ship of claim 1, wherein the hull has a longitudinal contour that is not convex with respect to the baseline trailing point of the maximum depth point.