EP 1 873 051 A1 (19) (12) (43) Date of publication: 02.01.2008 Bulletin 2008/01 (21) Application number: 06116487.7 (22) Date of fing: 30.06.2006 ty EP 1 873 051 A1 EUROPEAN PATENT APPLICATION (61) Int. B69B 1/0460 ESB 1/0600 B69B 1/080 ESB 39/0620) (84) Designated Contracting States: AT BE BG CH CY CZ DE DK EE ES FIFR GB GR HUIEISITLILTLULV MCNLPLPT ROSES! SKTR Designated Extension States: AL BAHR MK YU (71) Applicant: Technische Universiteit Delft 2628 CN Delft (NL) (72) Inventor: Keuning, Jan Alexander 4787 BA Willemstad (NB) (NL) (74) Representative: Uittenbogaart, Gustaaf Adolf Indeig B. Bloemendaalseweg 277A, P.0. Box 3, 2050 AA Overveen (NL) (54) Ship (87) Theinvention concerns a ship designed for use fat high speed andlor heavy seas having a single long and slender hull, whereby the front half ofthe hull has ‘more or les vertical sides, minimal flare in the bow sec: tions and towards the bow an increase in draught at its centerline combined with a more orless similar increase 19 Fig. of freeboard and whereby the aft end of the hull has @ flat or slightly V-shaped bottom with one or more propel- lers andlor waterjets as propulsionmeans. Inaceordance vith the invention atthe aft end of the hull on each side ‘atsome distance from the centerline and preferably near the sides atleast one stationary fn is provided 168 31 EP 1.873051 A1 2 Description [0001] The invention concems @ ship in socordance with the preamble of claim 1. Such a ship is known from the publication Keuning, JA; Toxopeus, S.; Pnkster, J: The effect of dow-shape onthe seakeeping performance of a fast monohull; Proceedings of FAST 2001 confer: cence, September 2001; page 197-206; ISBN 0 909055 70 8, publisher The Royal institute of Naval Architects In this pubication the ship according to the invention is. described as the AXE BOW design, The described ds: ‘advantage of the known design is that due to its deep bow and fat aft stip the course stabilty is insufficient ‘The proposed solution for this isto apaly a center skeg fr cutwater in the stern region. In practice this proposal does not bring the desired improvement as the draught ‘ear the bow is more than the draught ofthe cutwater so thatthe cutwater acts in disturbed water and does nat generate sufficient stablzing force in case of sideway ‘movement ofthe aft ofthe hull due to @ wave. In order to overcome this disadvantage the ship isin accordance with claim 1, In this way there are atleast two stationary fins that move under influence ofthe ship forward speed in more or less undisturbed water, so that they can gen erate sufficient stabilzing forces to ensure course stabil: iy. [0002] In accordance with an embodiment ofthe in Venton the sip is aocording to ciaim 2. By designing the fins in this way they increase the flow resistance of the ship onl slightly and the more or less vertical front edge ‘makes them very effective [0003] In accordance with an embodiment ofthe in vention the ship is according to claim 3. In this way itis ‘easy to obtain minimal flare in the bow sections 60 that the displaced volume in waves increases only more or less linearly with the draught and so leads to better ship behavior in waves. [0004] In accordance with an embodiment of the in vention the ship is according to claim 4 This filet racius ‘makes It possible to reduce the length ofthe ship and so reducing the wetted surface andthe flow resistance with ut cisadvantagecusly influencing the ships behavior in [0005] In accordance with an embodiment of the in vention the ship is according to claim 6. This improves the ships behavior in heavy seas as the added resistance In waves is reduced. [0006] In accordance with an embodiment of the in vention the ship is according to claim 6. In this way the ship can be brought in a speed dependent trim positon independent ofthe load or mass cistibution in the ship, thereby reducing drag and improving propulsion efficien yy. [0007] In accordance with an embodiment ofthe in vention the ship is according o claim 7. By using water flow generated by the propellers or waterets the adjust ‘able upwards or downwards directed force is obtained Independent from the ships speed. [0008] In accordance with an embodiment of the in- ‘vention the shipis according to ciaim 8. By using the flow direction outof the nozzles both for steering and creating the adjustable upward or downward force a compact de- sign is possible, [0009] In accordance with an embodiment of the in vention the ship is according to claim 9. By using the ‘water flow generated by the forward speed of the ship the adjustable upwards or downwards directed force is obtained in efficient way. [0010] In accordance with an embodiment of the in- vventionthe shipis accordingtoclaim 10. Thecombination ofthe stationary fins withthe horizontal fin makes a com- ppactdesign possible whereby when locatingthe horizon- tal fin at sufficient depth of the stationary fin aeration of the horizontal fin is prevented, [0011] In accordance with an embodiment of the in- ‘vention the ship is according to claim 11. n this way the Upwards or downwards directed forces can be adjusted ian easy way to varying circumstances such as forward speed, incoming waves and possibly also the dynamic movements ofthe stip. [0012] In accordance with an embodiment of the in- ‘vention the ship is according to claim 12. In this way itis possible to generate with the upwards or dawnwards di rected forces a torque in longitudinal direction of the hull which torque can minimize the roling movements of the hl [0013] In accordance with an embodiment of the in ‘vention the ship is according to claim 13. n this way the Upwards and downwards directed forces can dynamical Iybe adjusted dependenton the position and movements of the ship inthe water [0014] In accordance with an embodiment of the In- vention the ship is according to claim 14, In this way the hull is automaticaly held inthe optimal attitude with the lowest resistance so Improving te efficiency of the ship. [0015] In accordance with an embodiment of the in- vention the ship is according to claim 16. In this way the pitch, heave andior roll mation are reduced in an easy way. [0016] The invention will be explained in more detail below with reference to several exemplary embodiments by means of a drawing, in which: Figure 1 shows a perspective view of @ ship accord- Ing fist embodiment ofthe invention, whereby the propulsion means includes propellers, Figure 2 shows a body plan of the design of the ship according to the invention, whereby figure 2a shows the various cross sections, igure 2b shows the side View and figure 2c shows the bottom view, Figure 3 shows schematically the eft ofthe ship in accordance with figure 1 in back view and in side Figure 4 shows schematically the aft ofthe ship in ‘accordance with a further embodiment ofthe inven- tion in back view and in side view,8 EP 1.873051 A1 4 Figure 5 shows schematically the bottom view ofthe aft ofthe ship ofthe previous embodiments and spe- cifcaly the toe angle ofthe vertical fins, and Figure 6 shows a perspective view ofan aft ship ao- cording to an further embodiment of the invention, hereby the propulsion means include weterets. [0017] Figure 1 shows a ship 1 which is designed in ‘accordance with the body plan according to figure2. The ship 1 is designed for high speeds and has a single long ‘and slender hull with sides 19, whereby the length ofthe hulls at least five times the beam and for longer ships ‘as much as seven to eight times the beam. In shorter ships the beams relatively larger asthe hullmustinclude the propulsion means and a wider beam ensures that there remains sufficient stably, The ship 1 has one or ‘more propellers 8 and one or more rudders 9, For ma: noeuvring there is a bow thruster 4 near a bow 3. The lay out on deck is as usual for instance with 2 wheel house 2 [0018] As can be seenin figure 2the hull ofthe sip 1 hhas @ special design, in more detail the design is euch that a reduction of the Froude Kfloff forces in particular in the foreship is achieved by minimizing the change in momentaneous submerged volume of the hull whist ‘makes larger relave motions relative to the water level ‘due to waves orthe ships motions. This results in adesign applying sides 19 asmuch as feasible, Afurther measure in the design isto reduce the change in waterline beam ofthe sections in particularinthe foreship whistit makes the foresaia larger relative mations. Ths implies there is ‘a minimal flare in the bow sections and a bow 3 has @ ‘more orless vertcal ine or extends less than 30 degrees forward. By doing so the change of the added mass ot the sections is minimized and with that also the changes inthe hydrodynamic iftin the foreship are minimized. By Increasing the freeboard and bringing the deck line 15 highertowards the bow Sintheforeshipsutfcientreserve buoyancy is guaranteed, [0019] The amount ef inereased shear in the foreship, shown in figure 2 as deck line 16, is dependent on ship size, speed and wave cimate involved. A downwards sloping centre line 5 towards the foreship prevents the sections there to leave and re-enter the water whilst the ships performing largerrelative motions. The centre line 65 is at it lowest near the bow 2 near point 16 which inl cates the maximum draught relative to a waterline 17, The amount of negative slope in the bottom 21 is de- Pendent on ship size, speed and wave climate involved. The deadtise angle ofthe sections from bow to stem is carefully determined in order to minimize exciting forces ‘and yet maintain sufficient hydrodynamic it with minimal resistance, [0020] Summarized the shape of the hul is such that the hull is long and slender, there is no flare inthe bow sections andthe sides 19 at the bow sections are almost Vertical, Near the bow 3 the sides 19 make an angle seen In a horizontal plane which is smaller than 40 de- trees. There is an increased sheer forward and down sloping centreline forward and the entry ofthe waterines 20 are rounded, In order to reduce the wetted surface the bow 3 is rounded with a radius R of at least 0,tm, Depending on the beam ofthe ship the radius can be at least 1% ofthe beam, [0021] When applying this new hull shape additional measures must be taken for maintaining adequate yaw oF course keeping stabilty and to prevent undesirable contol problems in particular in folowing or stern quar- tering waves. The hull itself generates destabilizing yaw ‘and sway foroes and moments which may lead to these instabiltes. By the introduction offixedvertcal stalizing fins oF skegs 6 atthe at end of the hull these instabilities are prevented. The fins 6 preferably have aifoiltype sec- tion shapes and have reasonable aspects ratios to gen- erate adequate it to counteract the destabilzing effects Inyawandsway ofthehull. They are designedto optimize the yaw stability in particular at the cost of minimal in- crease in resistance. The fine 6 are located away from the centerline 5 and preferably near the sides 19 so thet they are away from the disturbed area inthe water which is the result of the maximum draught 16 of the bow 3 ‘hich is much deeper inthe water than an aft ship 10. [0022] The restoring moment ofthe hullin pitch i rt atively small when compared to similar craft. To a lesser extend ths Is also true for the restoring force in heave, ‘The heave motion but in particular the pitch motion may be vary effectively reduced by the application of one or ‘mote activated horizontal fins 7 atthe aft ship 10. These fins 7 generate postive or negative lit and can be ad: justed manually, if used only for trim control, or be con- trolled by (on board) sensors and control algorithms. In the embodiment of figure 1 there are two horizontal ns ‘Thich may work together and so bring forces on the aft ship 10that counteract the heave and/or pitch ofthe ship 1 and can bringin its optimal trim. In another embod ‘ment the two horizontal fins 7 may be controled in such ‘away that they create counter acting upward and down- ward forces and so create a torque In longitudinal direc- tion on the chip 1 that counteracts roling go that under proper control the stability can be improved. [0023] The submerged horizontal fins 7, wetted on both sides, rely forthe ift generation on both the high pressure and the suction side common for foils and they are preferably placed sutfclenty deep below the water level to prevent ventilation or suction side cavitaions along the fins 7. Specifically they can be used for active control ofthe trim angle in calm water dependent on the speed of the ship 1 in order to yield optimum attitude of the ship, for active control ofthe pitch and heave motion by auto plot and control algorithm and also by applying clfferential steering for port and stareoard horizotal ns the rong motion can be controled. [0024] Figure 3a shows the ship 1 of figure 1 in back View with the vertical fins whereby on each side of the centr ne 5 two fins 6 are located and whereby between ‘these two fins 6 one horizontal fn 7 is mounted, Figure5 EP 1.873051 A1 6 ‘3b shows the same in side view. For reasons of clarity the propellers 8 andthe rudders 9 are not shown. As can be seen in igure 1 the propellers 8 and rudders 9 are located aft of the fins 6 and 7, It willbe clear that for the propulsion of the ship 1 various designs are possible, Such as three propellers 8 as shown in igure 1, two pro: plies, two propellers with one waterjet, one propeller With two waterjets and also two or more waterjets as shown in figure 6 (discussed hereafter). [0025] Figures 4a and 4b show similar views of a fur ther embodiment of the vertical fins 6 and the horizontal fins 7. In this embodiment the horizontal fin 7 extends from both sides ofthe vertical fin 6. The vertical in 6 is located slightly away from side 19 so thatthe horizontal fin7 does not extend outside the beam ofthe ship 1. The ‘wo horizontal fins 7 extending toboth sides ofthe vertical fin 6 have a common axis and ate connected to a single drive so that they move together. In the embodiment shown in figure 4 the horizontal fins 7 at starboard gen crate in a forward moving ship 1 an upwards directed force and the horizontal fins 7 at port generate a down wards directed force. These two forces form an antl clockwise directed torque onthe ship 1, which torque can bbe used to counteract forces that are for instance a con ‘sequence of waves. [0026] The front edge ofthe vertical fins 6s shown as ‘more or less vertical as inthis way the water flow around the blade Is most effective for creating a stabilzing force, It wil be clear that the same conditions will apply ifthe vertical fins 6 are for instance vertical tothe plane of the underside of the ship 1, as long as the front edge ofthe fins ore or less perpencicular tothe water iow relative to the fin 6. The front edge of the vertical fins 6 can also be slightly swept back so that material folded around the front edge guided towards the fn's endand comes tree (ofthe fin. In the shown embodiments the vertical fins 6 fare combined with horizontal fine 7. It wil be clear that for proper functioning of the vertical biades 6 this is no requirement. Figure shows thatthe veticalfins 6 make ‘slight angle B with the center line & so that when the ship 1 moves in a staight line forward there are stable flow conditions around the fin 8 in the length ofthe fin 8 seen inflow direction and a correcting force is immedi ately available if waves push against the at ship 10 and change the flow direction towards the fin and flow con ditions around the fin 6, The value of angle B depends ‘on the local flow conditions and so on the shape of the underside of the ship 1. In practice the value of angle may be between 1 and 3 degrees or approximate 1,5 degrees. [0027] In the shown embodiments the blades of the horizontal fins 7 have @ horizontal rotation axis, $0 en ‘uring similar aeration conditions along the length of the fin 7. Depending on the specific conditions this is nt always essential. For instance in order to reduce flow resistance under normal conaitions it ight be advanta: {ge0us to have the horizontal fin 7 seen perpendicular to the length parallel tothe underside of the ship 1. In situ ations where there iso need to counteract the rolling of the ship 1 itis sufficient to have a horizontal fin 7 with a single dive, which can be over the full width ofthe ship 1 and whichis only used for ensuring the proper trim of the ship 1. For stability this horizontal fin 7 can be sup- ported in the center. [0028] Figure 6 shows the aft ship 10 ofa further em- bodiment for which the hullis designed in similar way as infigure 1. The propulsion ofthe ship 1inthisembodiment Is with waterets. For course stablity there are vertical fins 12, these vertical fins are more or less the same as the earlier discussed vertical fins 6withoutthe there ad: cedhorizontalfins 7. In the underside ofthe ship there are ‘water inlets 11 for intake of water that flows towards the waterts and the water lows outof the nozzles 14 inthe direction ofa centre line 13. For steering the centre lines 13 can be moved in a known way in a horizontal plane, For generating upward and downwards forces on the aft ship 10the centre lines 13 can be movedin similar way in a vertical plane around a horizontal axis. The control ofthe direction of the centre lines 13 is arranged In @ similar way as the control of the horizontal fins 7 and is preferably connected to an auto pilet fr active control having acontrol algorithm and applicable sensors for de- termining positions and movements ofthe ship. Claims 1. Ship designed for use at high speed andlor heavy ‘seas having a single long and slander hull, wheraby the front haf ofthe hull has more or less vertical sides (19), minimal flare n the bow sections and to- wards the bow (3) an Increase in draught at ts center line (8) combinedwith amore orless similarincrease offreeboard and whereby the aft end (10) ofthe hull has a flat or slightly V-shaped eottom with one or ‘more propellers (8) and/or waterjats (14) as propul- sion means characterized in that tthe eftend (10) (ofthe hull on each side at some distance from the Center ne (6) and preferably near the sides (19) at least one stationary fin (6;12) is mounted, 2. Ship aocording to claim 1 whereby the stationary fins (6:12) have a more or ess vertical or slighty swept back front edge and an alll ype section shape, 3. Ship according to claim 1 or 2 whereby the bow (3) has a more or less vertical stem (3) 4, Ship according to claim 1, 2 or 8 whereby the sides (19) near the bow (3) seen in a horizontal section make a sharp angle (a) with a filet radius (R) of at least 0,1 m, 5. Ship according to claim 4 whereby the sharp angle (a) ofthe sides (19) near the bow (8) is less than 40 degrees.10. 1 R 2 4, 18. 7 EP 1.873051 A1 ‘Ship according to one ofthe previous claims where- bythehullhas atthe aft end (10) oftrehulladjustable force generating means (7:14) for generating an up- ward andlor downward force, ‘Ship according to claim 6 whereby the adjustable force generating means include one or more flow ‘uides (14) placed in water flow generated by the propulsion means (8:14) and which flow guides are rotatable around a horizontal axe ‘Ship according to claim 7 whereby the flow guides fare formed by the nozzles (14) ofthe waterjet. ‘Ship according to claim 6 whereby the adjustable force generating means include atleast one more or less horizontal fn (7) placed beneath the bottom of the hull and which fi is rotatable around the long tudinal ax's ofthe fin ‘Ship according to claim 9 whereby the or each hor izontal fin (7) is attached toa stationary fin (6), pret ‘erably neat its maximum depth, ‘Ship according to one of the claime 6-10 whereby ‘each flow guide (14) or each horizontal fin (7) has @ tive for rotating the flow guide or the horizontal fin ‘around its horizontal exis, ‘Ship according to claim 11 whereby for low guides (14) or horizontal fins (7) located at diferent sides ‘ofthe hull, the dive for each flow guide or horizontal fin is independently controlled, ‘Ship acoording to one of the claims 11-12 whereby the drives are controlled by a control system which is connectedto one ar more sensors for determining postions and/or movernents ofthe hull. ‘Ship according to claim 13 whereby the control sys: tem includes algorithm and controlmeane for adjust ing the drives in order to bring the hull in a speed dependent trim position. ‘Ship according to claim 13 or 14 whereby the contol «system includes algorthm and control mesnstor ad: Justing the drives inorder to reduce wave generated pitch and/or heave andior roll motionEP 1.873051 A1EP 1.873051 A1 “oe Bld ‘az BidEP 1.873051 A1EP 1.873051 A1 0) European Patent WPOPEAN SEARCH REPORT ‘Application Number Office EP 06 11 6487 DOCUMENTS CONSIDERED TO BE RELEVANT cacyoy] Tot son deat. woe PHP Beno | gavancaroygl Me Y | KEUNING, JA, PINKSTER, J & WALREE, F VAN: |1-15 | INV. 18 September 2002 (2002-09-18), B63B1/04 UNIVERSITY OF NAPLES , NAPLES 6381/06 xp9a8073064 6381/08 * page 1128, colum 1, lines 8-13 * 63839/06 * page 1132, colum 1, lines 29-47 * Y |Wo 2005/012075 A (ROLLS ROYCE MARINE AS |1-6, {NO}; HOE STIG ENDRE [NO]; VARTOAL LEIF {WO}; NE) 10 February 2005 (2005-92-19) ¥ page 2, line 29 - Tine 31; Figures 1,3 * D,A | KEUNING, JA, TOXOPEUS, S & PINKSTERJ: [1 “THE EFFECT OF BOWSHAPE ON THE SEAKEEPEING PERFORMANCE OF A FAST MONOHULL* 4 September 2001 (2001-09-04), THE ROYAL INSTITUTE OF NAVAL ARCHITECTS’, LONDON , xP998073025 * page 203, colum 1, lines 9-21; figure 3 * page 203, colum 2, lines 19-28 * as, «| y |S 6 171 159 B1 (SHEN YouNG T [US] ET AL) |7,8 [8638 9 January 2001 (2001-01-09) * Figures * Y — |NL 9 106 048 A (SCHEEPSWERF DAMEN BV) [9-15 3 August 1992 (1992-08-03) * abstract; figure 1 * A | JP 68 324485 A (HITACHI SHIPBUILDING ENG [9-15 (0) 10 December 1996 (1996-12-10) * abstract; figures * ‘ Tere metres The Hague 21 December 2006 van Rooij, Michael © | —erteoonororenaoamare Tree 3] Gas reovnt sorbed at rater reer chai te apeson i) penne mame areata aereat 2 Senseo See pelts cantaEP 1.873051 A1 [osteo ‘Streovant passages. toonim | SeeeATON Ie A [US 2005/011427 Al (SCHMITZ STEVEN J (US) |6-15 ET AL SCHMITZ SR STEVEN J [US] ET AL) 20 January 2005 (2005-01-20) * page 1, colum 1, line 11 - line 16; figure 13 * A [EP 0 678 445 AL (PETROLEUM GEO SERVICES AG [No]) 25 October 1995 (1995-10-25) * claim 12; figure 11 * Seanoren th) ‘| “The present earn report haben drawn up ol lins i The Kague 21 December 2006 | van Rooij, Michael 5) eeconvororepsocmenre eee) E ptatny ean ta ae ‘ornate te pment cl ne sepeten per sae in coreeontha 10EP 1.873051 A1 ANNEX TO THE EUROPEAN SEARCH REPORT ‘ON EUROPEAN PATENT APPLICATION NO. EP 06 11 6487 ‘Thea etehe pale iy meter ling tone patent coounente od the above-mentioned European search por ‘Ts member sr as sovisined te Evropean Pert Oftes EDP fe on 21-12-2006 Patt oaument Publesion Paoretaniy Prublasion ctedinssaon pon ‘oe member) ‘oe WO 2005012075 A 10-02-2005 NONE US 6171159 81 _—-09-01-2001 NONE NL 9100048 =A 3-08-1992 NONE gp 8328485 =A 10-12-1996 NONE US 2005011427 Al 20-01-2005 AU 2004270614 AL 17-03-2005, EP "1686553 A2 19-04-2006 Wo 2005023640 42 17-03-2005, EP 0678445 Al 25+10-1995 AU 693858 B2 09-07-1998 AU 1761395 A 02-11-1995 BR 9501744 A 14-11-1995, CA 2147527 AL 22-10-1995 cu 1114278 A 03-01-1996 DE 69504560 D1 15-10-1998 DE 69504560 12 02-06-1999 Dk 678445 13 07-06-1999 JP 3640428 82 20-04-2005 UP 8058674 A 05-03-1996 No 951511 4 23-10-1995 NZ 270353 & 27-07-1997 RU 2120505 CL 27-84-1999 US 5598802 4 04-02-1997 US 5711239 4 27-81-1998 7A 9503230 A 03-01-1996 1"EP 1.873051 A1 REFERENCES CITED IN THE DESCRIPTION This list of references cited by the applicant i forthe reader's convenience only. It does nat form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be ‘excluded and the EPO disclaims all abit in this regard, ‘Non-patent literature cited in the description + The effect of bow-shape on the seakeeping perform- ‘ance of a fast monohull, KEUNING, J.A. ; TOX- ‘OPEUS, S. ; PINKSTER, J. Proceedings of FAST 2001 conference. September 2001, 197-206 [0001] 2