CN102951256A

CN102951256A - Ship body

Info

Publication number: CN102951256A
Application number: CN2011102404345A
Authority: CN
Inventors: 佛朗西斯科·阿斯塔
Original assignee: Individual
Current assignee: Individual
Priority date: 2011-08-19
Filing date: 2011-08-19
Publication date: 2013-03-06

Abstract

A ship body comprises a ship head, a ship stern transom, a keel, two sidewalls, and two navigation wings. The total length L of the ship body is the length from the ship head to the ship stern transom. The sidewalls are arranged in a V shape, have the top ends corresponding to the keel and form a ship bottom angle smaller than 180 degrees in the length L. The two navigation wings are jointed with the two sidewalls, and a navigation side on each navigation wing extends along the total length L of the ship body on an integral ship and is provided with a longitudinal warping.

Description

The boats and ships hull

Technical field

The present invention relates to a kind of hull and a kind of boats and ships that comprise this hull of boats and ships.

Background technology

As everyone knows, the hull of boats and ships comprises a water-immersed part, and its name is called " keel " or " hull bottom " and a part that is exposed on the water surface, and its name is called " freeboard ".The line that hull bottom and freeboard are made a distinction is commonly called " floating line ".

The shape of hull bottom is determining the operation scheme of boats and ships in the navigation process usually.

Specifically, namely the structure of so-called " at the bottom of the displacement ship " is exactly for boats and ships are only supported by the hydrostatic educational level (or buoyancy of water) of water in the navigation process.Limit speed with the hull at the bottom of the displacement ship is generally equal to:

V_{c} = T_{q} \sqrt{L}, - - - [1]

Wherein L refers to the waterline length that represents with foot, T _qRefer to the coefficient of a scope between 1.3 to 1.4, limit speed V _cWith mile/hour expression.Limit speed V _cThe theoretical maximum speed that may reach at the bottom of the displacement ship.

The structure of so-called " sliding boat formula hull bottom " then is in order to make boats and ships in case after surpassing the limit speed of calculating according to above-mentioned equation [1], boats and ships namely rise at the water surface, and boats and ships are mainly supported by the fluid pressure (or load-carrying capacity) of water.In sliding boat process, with respect to stern, the bow of boats and ships rises De Genggao, and like this, the longitudinal axis of boats and ships namely forms the angle of incidence of about 4 degree with horizontal surface.

Sliding boat formula hull bottom is furnished with keel and two sides side plate usually, and this biside plate extends out and forms " V " shape from keel.

In addition, slide boat formula hull bottom and can be furnished with one or more horizontal stripe (English is " redans ").Horizontal stripe has the function that reduces hull bottom wetted surface area usually, thereby can reduce the friction force that water applies hull bottom.Along with the increase of horizontal stripe quantity, water then reduces the friction force that hull bottom applies thereupon.And, usually can set up meiobar at these horizontal stripe places, after the meiobar inflation, they can play the effect of " air cushion ", thereby can make boats and ships reach higher speed.

In addition, sliding boat formula hull bottom can be furnished with vertical spray deflector (English is " spray rails "), its function be reduce hull bottom wetted surface area (with the horizontal stripe function class like), when sea surface reverberation is surging, weaken the bounce-back that the wave of the another ripple of a ripple causes hull bottom, and the wave that splashes is deflected.

Also there are some defectives in sliding boat formula hull bottom with common horizontal stripe described above.

Particularly, in the situation that the inflation of the depressor area of namely arranging at the horizontal stripe place stops suddenly (for example, because depressor area is flooded fully because of the wave that attacks suddenly), be full of water in the depressor area, and this resistance that can cause hull bottom to bear increases suddenly.If only the inflation of hull bottom one side is interrupted, then only the resistance that bears of hull bottom one side increases suddenly.In the case, very disadvantageous situation is boats and ships even the risk that shipwreck can occur.When sliding the navigation of the distinctive high speed of boat formula hull bottom, for the safety of the personnel on these boats and ships, may be extremely dangerous.

In addition, the trend that has the stationarity that keeps boats and ships with the sliding boat formula hull bottom of horizontal stripe.Therefore when sea surface reverberation is surging, very disadvantageous situation is in order to recover the stationarity of boats and ships, and they tend to carry out fierce motion (for example, clashing into bow at wave), and this is so that navigation is very dangerous and make us uncomfortable.

And along with the reducing of the bearing surface in the sliding boat formula hull bottom of horizontal stripe, disadvantageously the stability of vessel's side also decreases, or says that boats and ships rock especially easily.

Summary of the invention

Purpose of the present invention namely provides a kind of hull of the boats and ships that can address the above problem.

Specifically, the purpose of this invention is to provide a kind of hull with sliding boat formula hull bottom, wherein, the friction force that water applies alow has been lowered to minimum degree.In addition, purpose of the present invention also comprises provides a kind of hull with sliding boat formula hull bottom, and not only its stability (comprising lateral stability) has been raised at utmost, and the risk of shipwreck has been lowered to minimum degree.And purpose of the present invention also comprises provides a kind of hull with sliding boat formula hull bottom, even when sea surface reverberation is surging, hull also can guarantee traveling comfort and the safety of navigating by water.

At first, the invention provides a kind of hull of boats and ships, said hull comprises: a bow and a transom, and the overall length L of this hull is the length from bow to transom; Keel; The sidewall that two one-tenth " V " shape is arranged, this " V " shape top is corresponding with keel, and described two side forms the hull bottom angle less than 180 ° of degree at overall length L; The navigation wing that two sides and two side link, the navigation face of every navigation wing extends along the overall length L of bow at whole boats and ships, and all with lonitudinal warping.

Preferably, the hull bottom angle on the described overall length L is less than 140 ° of degree.

Preferably, the hull bottom angle (at bow) of described hull bottom angle along described hull from minimum is increased to maximum hull bottom angle (on the quarter horizontal material place).

Preferably, on the described biside plate each some extend (development length L1 is less than said overall length L) along transom, and this part is bossing, remainder then is sunk part.

Preferably, the width of the described navigation wing increases to maximum width (at the maximum ship beam place of described hull) from being essentially zero width (at described bow), and this width is beginning to reduce gradually from described maximum width on along described maximum ship beam to the direction of described transom.

Preferably, the described navigation wing tilts with respect to vertical direction and forms an inclination angle, said inclination angle is decremented to inclination minimum (corresponding with described maximum ship beam) from inclination maximum (at described bow), and is incremented to described inclination maximum (corresponding with described bow) from described inclination minimum (corresponding with described maximum ship beam).

Preferably, the part of the described navigation wing is positioned at the top of the floating line of described hull.

Preferably, described hull also comprises the bow wing that two sides and the described two sides navigation wing links, and towards the outside horizontal expansion of said hull.

Preferably, the described two sides bow wing all extends towards stern along described hull, and development length is equivalent to 1/3 of described overall length L approximately.

Preferably, the described two sides bow wing all comprises one deck lower surface, and has at least a part to have sunk structure on the described lower surface.

Preferably, described lower surface all is positioned at the floating line top of described hull.

Preferably, the described two sides navigation wing all has one deck outside face, i.e. ground floor, and the described two sides bow wing all has one deck outside face, be the second layer, described ground floor outside face links to each other continuously with described second layer outside face and seals from the side unique outer wall of described hull to form one side.

Preferably, described unique outer wall is with a recess.

Preferably, described hull also comprises a vertical stern passage that is positioned at described hull interior, and the outside of this stern passage and described hull is connected by an opening of described transom.

Secondly, the invention provides a kind of boats and ships that comprise aforesaid hull.

According to following detailed description (casehistory includes but not limited to these examples), it is more clear that concept of the present invention can become, and need to contrast the drawing in the annex when reading.

Description of drawings

Fig. 1 is the backplan of the hull of the ship type illustrated according to the present invention.

Fig. 2 is the lateral plan of hull among Fig. 1.

Fig. 3 is the bow view of hull among Fig. 1.

Fig. 4 is the stern view of hull among Fig. 1.

Fig. 5 is the transparent view of hull among Fig. 1.

Fig. 6 a-6j shows the profile of the hull corresponding with the A-J section that shows among Fig. 1.

Fig. 7 is that the hull bottom angle is along the variation chart of hull.

Fig. 8 a and 8b are the chart that is described in more detail the recess of hull sidewall.

Fig. 9 is the projected graph of navigation face width degree along hull.

Figure 10 variation chart of face inclination angle along hull that navigate.

Figure 11 is the variation chart of navigation angle along hull.

Figure 12 is that the width of lower surface of the bow wing is along the projected graph of hull.

(Fig. 1,2,3,4,5,6a-6j are the figure that shows in proportion.)

The specific embodiment

Contrast now Fig. 1,2,3,4,5,6a-6j, following content will describe the hull 100 of the sliding boat formula of the band hull bottom of the attainable ship type according to the present invention in detail.At Fig. 2, among 3,4,5, the 6a-6j, shown the floating line 200 of hull 100 (when hull 100 is in halted state).In addition, the overall length L that has shown hull 100 among Fig. 2.And equation " equaling ... " refers to a linear measurement value relevant with length L, and this equation shows and this linear measurement value equals indicated value (its tolerance is less than 0,008L).For example, if the length of hull 100 is 24 centimetres (such as being the model that proportionally dwindles), then the tolerance of its linear measurement value should equal 0,008L=2 millimeter.Perhaps, if the length of hull 100 is 12 meters, then the tolerance of its linear measurement value should equal 0,008L=9.6 centimetre.

Preferably, described hull 100 comprises keel 101, the sidewall 102,103 that the two sides extends out from keel 101, and one located hull 100 on the quarter the transom 104 that closes up.

Preferably, described and transom 104 adjacent keel 101 are positioned at below depth H 1 place of floating line 200, are equivalent to 0,045L place.Keel 101 are increasing progressively until section D (seeing also Fig. 2) with linear mode on 109 the direction from transom 104 towards bow with respect to the degree of depth of floating line 200.Between section D and C, keel 101 are constant with respect to the degree of depth of floating line 200 basically.Local at contiguous section C, keel 101 K/UPs, so its degree of depth with respect to floating line 200 begins to reduce gradually.As shown in Figure 2, between section A and B, keel 101 extend to floating line 200 tops.At bow 109 places, the height H 2 that keel 101 exceed floating line 200 equals 0,063L.

Preferably, as shown in Figure 2, described transom 104 tilts with respect to vertical direction.And the scope at the inclination angle that forms between transom 104 and vertical direction is preferably between 6 ° of degree and the 17 ° of degree.For example, the inclination angle that forms between transom 104 and vertical direction can approximate 13 ° of degree.

Preferably, described both sidewalls 102 is arranged with 103 one-tenth " V " shapes, and " V " shape top is corresponding with keel 101.More preferably situation is that hull bottom angle θ (in other words keel 101 places both

sidewalls

102 and 103 angulations) on the overall length L of hull 100 is less than 180 ° of degree.Hull bottom angle θ on the overall length L of hull 100 is preferably less than 140 ° of degree.Specifically, more preferably situation is that hull bottom angle θ is gradually increasing to maximum hull bottom angle θ max from minimum hull bottom angle θ min from bow 109 along hull 100 on the direction of transom 104.Be that hull bottom angle θ preferably increases gradually according to the figure that shows among Fig. 7 in more detail.Maximum hull bottom angle θ max preferably approximates 135 ° of degree.

Preferably, shown in the example among Fig. 6 c, on a part of L1 that extends from bow 109 towards stern, development length approximates 0,452L, both

sidewalls

102 and 103 is protruding (in other words, both sidewalls has the profile of a bending at cross-sectional plane, and its recess is towards the inside of hull bottom 100).Subsequently, shown in the example among Fig. 6 e, in the place that exceeds length L 1, both

sidewalls

102 and 103 structure are changed to depressed (in other words from convex type gradually, both sidewalls has the structure of a bending at cross-sectional plane, and its recess is towards the outside of hull bottom 100).In the part from section E to stern, both

sidewalls

102 and 103 still is sunk structure until arrive transom 104.

In more detail, namely between section E and section J, all there is a structure two

side

102 and 103 on cross-sectional plane, and this structure comprises two sections, and first paragraph length is l1, and bending spring is r1, and second segment length is l2, and bending spring is r2.

Fig. 8 a has shown the optimal varied situation of length l 1 and l2 between section E and J, and Fig. 8 b has then shown the optimal varied situation of bending spring r1 and r2 between section E and J.

At section E place, the length l 1 of first paragraph is less than the length l 2 of second segment, and its bending spring r1 is less than the bending spring r2 of second segment.In fact, at section E place, larger apart from the concavity of the recess of the first paragraph of the nearer sidewall 102 of

keel

101 and 103.

Between section E and section G, the length l 1 of first paragraph increases progressively, and bending spring r1 also increases progressively, and the length l 2 of second segment is successively decreased, and bending spring r2 also successively decreases.At section G place, the length l 1 of first paragraph is greater than the length l 2 of second segment, and its bending spring r1 is greater than the bending spring r2 of second segment.In fact, at section G place, larger apart from the concavity of the recess of the second segment of the farther sidewall 102 of

keel

101 and 103.

Between section G and section I, the length l 1 of first paragraph is successively decreased, and its bending spring r1 continues to increase progressively until reach the maxim at contiguous section I place, and this maxim equals 10,416L.And the length l 2 of second segment increases progressively, and its bending spring r2 also continues to increase progressively until reach maxim, and this maxim equals 0,274L.At section I place, the length l 1 of first paragraph is less than the length l 2 of second segment, and its bending spring r1 is much higher than the bending spring r2 of second segment.In fact, at section I place, in fact only has sunk structure on the second segment apart from the farther sidewall 102 of

keel

101 and 103.

At last, between section I and section J, the length l 1 of first paragraph restarts to successively decrease, and bending spring r1 also begins to successively decrease, and the length l 2 of second segment then begins to increase progressively, and its bending spring r2 also begins to increase progressively.At section G place, the length l 1 of first paragraph is greater than the length l 2 of second segment, and its bending spring r1 is greater than the bending spring r2 of second segment.In fact, at section J place, the recess on the

sidewall

102 and 103 is in fact along whole profile well-distributed.

Preferably, described two

side

102 and 103 all is furnished with a series of spray deflectors, is respectively 102a and 103a.The arrangement mode of the spray deflector 102a of sidewall 102 and the spray deflector 103a of sidewall 103 is symmetrical with respect to keel 101 preferably.For example,

sidewall

102 and 103 all comprises 3 spray deflector 102a and 103a.Each spray deflector (102a and 103a) preferably has " V " shape cross-sectional plane, and its size is reducing on 109 the part gradually from transom 104 to bow.

In addition, hull 100 comprises 2 navigation wings 107 and 108.Preferably the two sides navigation wing 107 with 108 all the

sidewall

102 and 103 corresponding with it link to each other, thereby the wing that navigates can be slided in its total length L along hull 100 in fact.Be preferably on the whole long L of hull 100 the navigation wing 107 with 108 and its corresponding sidewall 102 and 103 s' connection lead sharp edge is arranged.

Two navigation wings 107 and 108 all have a

navigation face

107b, 108b and an

outside face

107c, 108c.

Two

sides navigation face

107b and 108b in fact all are straight, face its

corresponding sidewall

102 and 103, and tilt, and form an angle of inclination beta (shown in Fig. 6 b-6j) with vertical direction.In more detail, at bow 109 places, navigation face 107b, the width of 108b is essentially zero.Its width increases until reach substantial maximum width (section G place) on the direction of advancing along stern gradually.At section G place, hull 100 has reached its maximum ship beam Bmax (seeing also Fig. 1).The maximum ship beam Bmax of hull 100 preferably equals 0,400L.Therefore, in the place of the direction of extending towards stern above section G, navigation face 107b, the width of 108b begins again to reduce until reach transom 104.

Fig. 9 has shown navigation face 107b, the optimal varied chart of the projection P 1 of the width of 108b on the plane at floating line 200 places.At bow 109 places, the value of projection P 1 is essentially zero, then increases to substantial maxim P1max at the section G place with maximum ship beam Bmax, and subsequently, on the quarter horizontal material 104 places then are reduced to the value P1-p corresponding with stern again.The scope of maxim P1max is preferably between 0,030L and 0, the 040L, and optimum value is 0,036L.The scope of the value P1-p corresponding with stern be preferably in 0 and 0,020L between, optimum value is 0,010L.

As navigation face 107b, when the width of 108b increases between bow 109 and section G (maximum ship beam Bmax) gradually, navigation face 107b, the angle of inclination beta of 108b preferably is decreased to inclination minimum β min from inclination maximum β max gradually.Subsequently, as navigation face 107b, when the width of 108b reduces between section G (maximum ship beam Bmax) and transom 104 gradually, navigation face 107b, the angle of inclination beta of 108b preferably increases to inclination maximum β max from inclination minimum β min again gradually.That is to say,

navigation face

107b, 108b is along a lonitudinal warping is arranged on the hull 100.

Figure 10 has shown the optimal varied situation of angle of inclination beta.The scope of inclination minimum β min is preferably between 50 ° of degree and the 70 ° of degree, and optimal situation is to approximate 60 ° of degree.The scope of inclination maximum β max is preferably between 70 ° of degree and the 90 ° of degree, and the best is about 80 ° of degree.

Best two

navigation face

107b, 108b all with separately sidewall 102,103 at floating line 107a, one of the 108a place formation angle α (shown in Fig. 6 a-6j) that navigates.Navigation angle α had both depended on navigation face 107b, and the angle of inclination beta of 108b also depends on inclination situation and the convex/concave situation of sidewall 102,103.Navigation angle α is preferably on the part from section A to stern from bow navigation angle α 1 and is decreased to gradually minimum navigation angle α min between section B and C.Subsequently, on the direction that continues to advance to stern, navigation angle α preferably increases again, until reach the stern navigation angle α 2 at horizontal material 104 places on the quarter.

Figure 11 has shown the optimal varied situation of navigation angle α.The scope of bow navigation angle α 1 is preferably between 130 ° of degree and the 140 ° of degree, and optimum angle is about 135 ° of degree.The scope of minimum navigation angle α min is preferably between 110 ° of degree and the 120 ° of degree, and optimum angle is about 115 ° of degree.The scope of stern navigation angle α 2 is preferably between 150 ° of degree and the 160 ° of degree, and optimum angle is about 155 ° of degree.

Between bow 109 and transom 104,

navigation face

107b, 108b descends with respect to floating line 200.In more detail, namely between bow 109 and section E,

navigation face

107b, 108b integral body is positioned at the top of floating line 200.Subsequently, shown in Fig. 6 f-6j, they descend on the direction that moves on towards stern gradually.Shown in Fig. 6 f-6h, during beginning, the face 107b that only navigates is positioned at the below that an outmost end (a therefore minimum end) is positioned at floating line 200 on the 108b.Subsequently, in fact at section I place, the connection lead 107a between the navigation wing 107,108 and the sidewall 102,103,108a has dropped to the below of floating line 200, like this shown in Fig. 6 i-6j,

navigation face

107b, 108b integral body is positioned at the below of floating line 200.

In addition, hull 100 preferably comprises the two sides bow wing 105,106.The two sides bow wing preferably all the navigation wing corresponding with it 107,108 link to each other so that it can be towards the outside horizontal expansion of hull 100.

Preferably all along its corresponding navigation wing 107,108 longitudinal extensions, development length approximates in fact 1/3 of length L to the two sides bow wing 105,106.The bow wing 105,106 preferably all is positioned at the top of floating line 200.

The two sides bow wing 105,106 is preferably all with a

lower surface

105b, 106b and an

outside face

105c, 106c.

Two

lower surface

105b, 106b preferably all with corresponding separately

navigation face

107b, 108b link to each other continuously (shown in Fig. 6 b-6d).

Shown in Fig. 6 a, when

lower surface

105b, 106b extended out from bow 109, beginning was in fact flat, and towards the outer inclination of hull 100.

Therefore, such as Fig. 6 b, shown in 6c and the 6d, when continuing to extend towards stern, lower surface 105b, the width of 106b increase gradually until form a sunk structure and (or say, recess is towards the warp architecture of the outside of the wing 105,106), this sunk structure is parallel with floating line 200 in fact.On the part of extending from bow towards stern, lower surface 105b, the width of 106b preferably increase gradually until

lower surface

105b, and 106b reaches (near section D) till its maximum width.Subsequently, continuing on the part of extending to stern, lower surface 105b, the width of 106b are returned to rapidly zero, until reach the bow wing 105,106 till the point that stops between section D and the section E (seeing also Fig. 1).

Figure 12 has shown lower surface 105b, the optimal varied chart of the projection P 2 of the width of 106b on the plane at floating line 200 places.At bow 109 places, the value of projection P 2 is essentially zero, then increases to maxim P2max between section C and section D, subsequently, then again is reduced to zero between section D and section E.The scope of maxim P2max is preferably between 0,050L and 0, the 070L, and optimum value is 0,060L.

On the part of extending from section B to section D, lower surface 105b, the bending spring of 106b preferably also increase gradually.Bending spring preferably equals 0,090L at section B place, preferably equals 0,137L at section C place, preferably equals 0,148L at section D place.

Shown in Fig. 6 d, at section D place, the outside face 107c of the navigation wing 107,108,108c is in fact vertical.In addition, shown in Fig. 6 e, at section E place, the outside face 105c of the bow wing 105,106,106c tilts with respect to vertical direction.Between section D and section E, the outside face 105c of the bow wing 105 preferably links to each other continuously with the outside face 107c of the navigation wing 107, seals from the side unique outer wall of hull to form one side.This outer wall is preferably with the recess R1 end of the bow wing 107 (as shown in Figure 1).The outside face 108c of the outside face 106c of the bow wing 106 and the navigation wing 108 preferably also has similar structures, and namely these two outside faces continue to link to each other between section D and section E, thereby form unique outer wall that one side is sealed hull from the side.This outer wall is preferably with a recess R2 (as shown in Figure 1, in the end of navigating the wing 108).

According to other optional ship types that do not show in the drawing, lower surface 105b, the width of 106b is not to be returned to rapidly zero between section D and E, but when extending out, section D is being tapered, until in fact vanishing of its width, namely at the maximum ship beam place of hull 100, in other words at section G place.According to these optional ship types, the outside face 105c of the bow wing 105 is towards the stern extension and exceeded section E, it links to each other at section G place with the outside face 107c of the navigation wing 107 in fact, thereby forms unique outer wall that one side is sealed hull from the side, is not with any recess on this outer wall.The outside face 108c of the outside face 106c of the bow wing 106 and the navigation wing 108 preferably also has similar structures, and namely these two outside faces continue at section G place to link to each other, thereby form unique outer wall that one side is sealed hull from the side, are not with any recess on this outer wall.

Preferably, described hull 100 is also with a stern passage 110.This stern passage 110 is preferably with polygonal cross-section.This polygonal cross-section helps air to come in and go out in this stern passage 110.In the ship type that shows in drawing, the stern passage has pentagonal cross section, and this cross section is with a summit towards keel 101.This summit and and the keel at transom 104 places between distance preferably equal 0,008L.Preferably this pentagonal width equals 0,084L, highly equals 0,042L.This pentagon (vertically) is positioned at the inside of hull 100, the below of floating line 200, and the opening 104a that passes through on the transom 104 links to each other with the outside.Preferably at hull 100 inner longitudinal extensions, development length Lt approximates 0,521L to this stern passage 110 from transom 104.

In the navigation process, hull 100 produces two strands of current, and these two strands of current are from the lower surface 105b of the bow wing 105,106,106b and

navigation face

107b, and 108b flows to stern along hull 100, but not away from hull (as the situation in the common hull).In more detail, the face 107b that namely navigates, the warpage of 108b makes the curved in tracks of fluid, and therefore, fluid is imported in two strands of spiral current, and these two strands of current flow into by sidewall 102,103 and navigation face 107b, in the water channel that 108b forms.In these water channels, spiral current mix with the air that enters from bow, so water flow pressure increases.These two strands of spiral current help to support better hull 100 (particularly locating) on the quarter, and form two " water cushions ", and hull 100 is when water cushion slides, and its friction force has been reduced to minimum level.

The contriver has built many boats and ships with the different overall length L of hull 100 described above, and has carried out repeatedly navigation test.In more detail, the overall length L that is first boats and ships building of contriver equals 14 feet (or about 4.27 meters), the overall length L of second boats and ships equals 25 feet (or about 7.62 meters), and the overall length L of the 3rd boats and ships equals 40 feet (or about 12.19 meters).

At first, the vantage that the contriver observes is, if more than three boats and ships utilizations be lowered about 30% power of motor and drive, then all can reach one with the ship's speed of the boats and ships of common planing hull, this boats and ships length is identical with above three boats and ships.That is to say, on hull described above, can use easily reducing motor, maybe can use the fuel of less amount.This hull has this advantage because of creating " water cushion " by means of above-mentioned by the navigation wing, and the friction force between hull and the water surface is greatly diminished.

And the contriver also observes, even another vantage is in the surging situation of sea surface reverberation, these boats and ships also have the stability (comprising lateral stability) that greatly improves, can in the situation of not shipwreck, carry out racing to.

Can in the situation of not shipwreck, carry out racing to, this advantage has benefited from the bow wing 105,106 and stern passage 110.(for example, turn to starboard) in the process of changing course, in fact hull 100 is towards starboard list, until tilt to cause the lower surface 105b of the bow wing 105 to contact with water surface because of hull.When contacting with water surface, in fact the effect of the bow wing 105 is equivalent to pivot, thus make boats and ships can carry out racing to.Meanwhile, stern passage 110 works as counterweight, thereby makes boats and ships can keep the on an even keel of the level that is essentially in whole steering procedure.

Hull 100 described above can be applicable to dissimilar boats and ships (regardless of its size), for example, and Wave Race, hydroplane, rubber boat, yacht formula motor boat, Gig type motor boat (" coastal waters "), yacht, the ship that cruises, boats and ships etc.

Claims

1. a kind of hull (100) of boats and ships, described hull (100) comprises:

A bow (109) and a transom (104), the overall length (L) of said hull (100) are to the length between the described transom (104) from described bow (109);

Keel (101);

The sidewall (102,103) that the two sides becomes " V " shape to arrange, should " V " shape top corresponding with said keel (101), described two side be at one of overall length (L) the formation hull bottom angle (θ) less than 180 °; With

Two sides and described both sidewalls (102,103) the navigation wing (107 that links, 108), every navigation wing (107,108) all with a navigation face (107b, 108b), this navigation face extends in the overall length (L) of whole boats and ships along hull (100), and with lonitudinal warping.

2. hull as claimed in claim 1 (100), it is characterized in that: the described hull bottom angle (θ) on described overall length (L) is less than 140 ° of degree.

3. hull as claimed in claim 2 (100) is characterized in that: described hull bottom angle (θ) is along maximum hull bottom angle (θ max) that described hull (100) is located from increase to gradually horizontal material (104) on the quarter at the minimum hull bottom angle of bow (109) (θ min).

4. such as any one described hull (100) in the above claim, it is characterized in that: described both sidewalls (102,103) a part all extends to described transom (104) from described bow (109), its development length is L1 and less than overall length L, this part is convex type, and remainder then is depressed.

5. such as any one described hull (100) in the above claim, it is characterized in that: described navigation face (107b, width 108b) increases to maximum width at the maximum ship beam place (Bmax) of described hull (100) from be essentially zero width at described stern (109), and on the direction of extending from described maximum towards transom, this width reduces on from described maximum ship beam (Bmax) to the part of described transom (104) gradually.

6. hull as claimed in claim 5 (100), it is characterized in that: described navigation face (107b, 108b) tilt with respect to vertical direction, and form an inclination angle (β), described inclination angle (β) is decreased to inclination minimum (β min) at described maximum ship beam place (Bmax) from the inclination maximum (β max) in described bow (109), and increases to the inclination maximum (β max) of locating at described transom (104) from the inclination minimum (β min) at described maximum ship beam (Bmax).

7. such as any one described hull (100) in the above claim, it is characterized in that: the part of described navigation face (107b, 108b) is positioned at the top of the floating line (200) of described hull (100).

8. such as any one described hull (100) in the above claim, it is characterized in that: this hull also comprises two sides and the described navigation wing (107,108) the bow wing (105,106) that links to each other, and this bow wing is towards the outside horizontal expansion of described hull (100).

9. hull as claimed in claim 8 (100), it is characterized in that: the described two sides bow wing (105,106) all extends from bow to stern along described hull (100), and development length approximates 1/3 of overall length (L).

10. hull (100) as claimed in claim 8 or 9, it is characterized in that: the described two sides bow wing (105,106) all comprises a lower surface (105b, 106b), and have at least a part to comprise a sunk structure on the described lower surface (105b, 106b).

11. hull as claimed in claim 8 (100) is characterized in that: described lower surface (105b, 106b) is positioned at the top of the floating line (200) of described hull (100) fully.

12. such as any one described hull (100) in the claim 8 to 11, it is characterized in that: the described navigation wing (107,108) is all with one deck outside face (107c, 108c), i.e. ground floor; And the described two sides bow wing (105,106) is also with one deck outside face (105c, 106c), i.e. the second layer; Described in fact ground floor outside face (107c, 108c) continues to link to each other with described second layer outside face (105c, 106c), thereby forms unique outer wall that one side is sealed described hull (100) from the side.

13. hull as claimed in claim 12 (100) is characterized in that: on described unique outer wall with a recess (R1, R2).

14. as any one described hull (100) in the above claim, it is characterized in that: this hull also comprises a stern passage (110) that vertically is positioned on the described hull (100), and this passage links to each other with the outside of described hull (100) by the opening (104a) on the described transom (104).

15. boats and ships that comprise any one described hull (100) in the above claim 1 to 14.