CN1984811A - Transonic hull and hydrofield - Google Patents

Abstract

A transonic hull includes a bow, a stern, a longitudinal length therebetween, side surfaces extending from the bow to outboard portions of the stern, a lower surface extending between the side surfaces, the transonic hull having a submerged volume with an approximately triangular shape in planview with apex adjacent the bow and a base adjacent the stern, and an approximately triangular shape in side view when in motion with a base adjacent the bow and an apex adjacent the stern.

Description

Transonic speed hull and fluid field

Technical field

The present invention relates to ship by the water support, for example commercial and Military Ship, Submarine, speedboat, be used to utilize surface effect and break away from the hull of the hydroairplane that surface effect operates and general ship, comprise these ships that at high speed navigates by water in disadvantageous wave.

Background technology

The technology relevant with the application can relate to the technology in the high speed navigation dirigible (High SpeedMarine Craft) of Jane.In addition, the technology relevant with the application can comprise the transonic speed hull (TH) that offered some clarification in the patent application 08/814,418 and transonic speed the fluid field ( TH), and propelling, control and the shape of the transonic speed hull that is offered some clarification in the patent application 08/814,417.

Although the past prepared obviously be similar to TH in some aspects the particular vessel with triangle boat body plane shape (for example, in application 08/814, in 418 the checking process by file that Patent Office quoted), yet as the design of traditional boats and ships, these ships have been designed to have at contiguous stern and bow place and have been similar to equal draft amount.The Japanese Patent 61-125981A of Mitsubishi Heavy Industries Ltd has instructed this to be similar to leg-of-mutton boat body plane in its all embodiment and has been similar to equal with the draft amount at bow place on the quarter and equates with the draft amount of midbody.In this respect, they follow design standard early, even as far back as the design standard of US Patent 23626 in 1859, it also demonstrates equal draft amount at bow, stern and midbody place.The darker draft aft efficient that the stern place has wide degree width (beam) is very low.

In two above-mentioned patents, because their aspect and the draft amount that equates, thereby, unless adopt bow ball edge, the position of the position of the center of buoyance of their hull (CB) thereby their center of gravity (CG) will be positioned at their zone of aspect and the center of waterplane, so-called vertical floating center (LCF)) locates or very near this place, it is positioned at 66% place of bow to the waterline length of stern.This proximity of CG, CB and LCF is common in traditional hull.In addition, this prior art can't be considered the influence of the position of CB and CG to the resistance under moving forward.

Proximity about CG, CB and LCF, I have found that be infeasible as their proximity in traditional hull for TH, even this is because described proximity makes this hull be subjected to less pitching that pitching under rapid movement also has unsettled tendency during disturbance.This disadvantageous behavior the center of gravity of described hull be similar to during near its neutral aerocraft phugoid continue vibration certainly.In boats and ships, this vibration not only can increase resistance, and is unwelcome for structure, and may cause danger to goods and passenger.

This root problem is serious.The patent of Mitsubishi has been instructed and has been utilized the solution of bow ball edge to this problem.Therefore, described Mitsubishi patent will develop and be used for flat type at a slow speed boats and ships ball edge (bulb) technology mix mutually with dissimilar hull.This design for hull can increase resistance and volume, and resistance problem is not preferential to prior art.

On the contrary, application in 08/814,418 TH and THThe solution of different fully and innovation is proposed: flooding in the part of TH in conjunction with forward deep draught and shallow draft amount backward, ship design meeting on the common architecture thinks that this will be dangerous for intrinsic diving potentiality, unless adopt bow ball edge.Yet, after model measurement, this author confirm the correctness of TH theory be to dive under water the tendency do not determine by the triangle projective planum shape.The solution of TH provides intrinsic distance between LCF and center of buoyance, and therefore has roughly in LCF fwd center of gravity.In addition, quantitative aspects in the relation between CB, CG, LCF and draft aft amount is associated, I am inclined to and am provided with at used load by having been found that with reference to the difference between the hydrodynamic condition of overcritical and subcritical state hydrostatic stern condition down and stern not relating to dives under water, as in this CIP patent application about the distance limit between LCF, CB, the CB and to the influence of static draft amount.In addition, in relating to the work at present that is in the fluid drag result who enters and withdraw from flowing angle under the various speed states, set up the relation of these keys.

Summary of the invention

The present invention offers some clarification on new unique design shape, feature and method of operation, thereby improves in itself and extended the transonic speed hull TH of aforementioned patent applications and fluid field TH scope of invention transonic speed.Scope of the present invention is summarized as follows:

1. increase the extension of speed of a ship or plane envelope in the speed range of whole non-constant width of TH by new design characteristics and the new dynaflow state (that is: high supercriticality, stride flat state and x-state) that surmounts the aforementioned subcritical and supercriticality under the discharging mode.Improve by these, monomer-type TH hull can navigate by water with good efficiency in bigger speed spectrum scope, otherwise needs is had two or three ships of different traditional hulls; For example, traditional displacement boat is in lower speed range, and V-arrangement bottom or semi-glding type hull are used for fair speed.

2. another key character of the present invention relates to the hull characteristic and the shape of hydrostatic water surface curve above and below, described hull characteristic and shape in disadvantageous wave on wider speed state scope successful navigation very crucial, preferably, specific vertical distribution of the parts (for example driving engine, fuel and weapon) heavier with the quality of hull interior combines alternatively.

3. the 3rd feature of the present invention relates to the position at specific shape, trim (trim), balance, center, lengthwise position and the various types of wing plate and the striped of floating neutral, and wherein said feature needs practical and strengthens and improve transonic speed hull in hydrostatic and performance and road-holding property in the disadvantageous wave.

4. in addition, other important being characterized as for radar and other sensor of the present invention has the hull shape of the intrinsic low energy property surveyed and the wake flow (wake) of low observability and heat capacity, described wake flow makes hull produce stealthy (stealth) characteristic, yet described stealthy characteristic does not contradict with actv. dynaflow in disadvantageous wave and good performance.

Therefore, this new invention be all can be stealthy in all weather that can under the new high-velocity fluid field state of hull transonic speed, navigate by water transonic speed hull, wherein said fluid field state comprises high supercriticality, strides flat state and X state.In order to oversimplify, hull of the present invention also is applicable in the specific material circumstance as TH-II, and its fluid field that broadens is TH-IIIOther embodiments of the invention are the improvement that is applicable to TH and TH-II.

Because the present invention is more wide in range and powerful,, also needn't make up each claim in all claims so in single hull, needn't make up each and all features and method and improvement of the present invention.

Description of drawings

Fig. 1, Fig. 2, Fig. 3 and Fig. 4 are the example of the prior art relevant with the present invention; The planar view of TH of the present invention and TH;

Fig. 5, Fig. 7 a, Fig. 7 b, Fig. 9, Figure 10, Figure 11, Figure 12 a, Figure 12 b and Figure 14 f comprise additional example;

The resistance that Fig. 8 specifies TH and IACC hull with Between relation;

Figure 13 a and Figure 13 b disclosed the TH-III in the supercriticality and TH-III

Figure 14 a and Figure 14 b disclosed the TH-III that strides in the flat state and TH-III

Figure 14 c and Figure 14 d have disclosed stern profile and wing plate;

Figure 14 e has disclosed the combination of stern wing plate and profile thereof;

Figure 15 disclosed under the X-state TH-III and TH-III

Figure 16 has disclosed stern and the side wing that is used to control;

Figure 17 disclosed have the side direction wing plate that is used for controlling the TH of wave and TH

Figure 18 a-g has disclosed the shape of the TH3-D that is used to navigate by water in unfavorable sea situation and stealthy navigation; And

Figure 19-28c further disclosed with TH of the present invention and THEmbodiment that is associated and structure.

The specific embodiment

By principal particulars and transonic speed hull (transonic hull) TH in the inspection patent application 08/814.418 and 08/814.417 and limitation and the potentiality character that the present invention may be better understood and the scope of its fluid field (hydrofield) of investigating traditional hull, wherein said traditional hull has specific serious intrinsic problem in hydrostatic He in the disadvantageous wave, all these has proposed by concept nature query solved by the invention.

1. the characteristic of traditional hull and problem.

Investigate hereto and be necessary that the speed of a ship or plane envelope (operational speedenvelope) according to hull distinguishes traditional hull design with the hull type.The envelope of various hull types is used as speed and recently represents with the weight and the resistance of the function of length ratio, come together to consider preferably that described their speed envelope of coefficient of volume response is represented vertically surface and volume distribution with their cooresponding coefficient of volume.

1a. displacement hull.

The weight that displacement hull bears ship by the buoyancy come-up.As the past and at present designed, displacement hull has the speed limit that is called as " hull speed ", hydrodynamicresistance (resistance) near and increase with the high index ratio during greater than described speed limit, for example, as shown in fig. 1.When equaling the geometrical length of hull by the bow wave (bowwave) that mobile hull advanced produce and advance with the hull that moves and the length between the stern wave (stern wave), described " hull speed " appears.This situation equals to be showed by the form with numeral in 1.34 o'clock divided by the subduplicate ratio that with the foot is captain's degree of unit in the ship's speed that with the joint is unit.

Displacement hull in weight and resistance ratios greater than 100 and be unusual actv. when being lower than hull speed.Under extremely low speed, weight keeps constant because resistance approaches zero, so efficiency ratio can be increased to very high numerical value.Yet when being close to or higher than hull speed, the weight of described displacement hull and resistance ratios descend fast and become and can't accept at physics and economic aspect.Therefore, mainly by increasing the fair speed that ship length obtains displacement hull.Regrettably the speed advantage of length is also little.For example, the nominal of 50 feet hulls " hull speed " is 9.5 joints, but for 300 feet, hull speed only is 23 joints.

Since displacement hull along with its ripple that moves in water produces characteristic (that is, wave forms (wave making)), " hull speed " limit is that displacement hull is intrinsic.As shown in Figure 2, when the length of the ripple that hull produced surpassed the geometrical length of hull, it is critical that situation becomes.The size that increases bow wave along with the speed increase causes the further decline of trough (trough) near midbody, thereby causes the deflection increase of hull and the angle of attack of increase hull.Because the bending of hull is lower than local water level, so along with the speed increase also can increase deflection.The increase of the angle of attack hinders the further increase of speed, unless very large power is used to get over bow wave and enters sliding state, after a while this restriction will be discussed.

Increase to and may surpass friction drag owing to wave forms the high-drag cause, and sea borne economic aspect is very serious problem.Therefore, made appreciiable research in every way, less improvement has unfortunately only been arranged to overcome described problem.For example, bulb bow can reduce resistance slightly under specific speed.In addition, elongated hull does not have roomy hull sensitivity, but delivers less goods and have other problem, as described later.

Displacement hull, cause and determine the principal particulars of the speed of a ship or plane envelope of their maximums to can be used for various water sources (for example, the Philip Mandel of MIT professor proposed " A ComparativeEvaluation of Novel Ship Types ") and be summarised in the left side of Fig. 3 and Fig. 4.For merchant navy vessel, speed of a ship or plane envelope (operaional speed envelope) covers 0.8 to about 1.0 or 1.1 speed and length ratio, and described speed and length are 1.34 " hull speed " than what be significantly less than them.The speed envelope of Military Ship comprises " hull speed " (for example, be 1.35 the ship of cruising) and even is higher than " hull speed " (for example, with about 1.7 speed and length elongated destroyer than navigation).When being higher than described velocity ratio, size that traditional engine installation (power plant) is required and weight and for the task of boats and ships, become unacceptable with the dynaflow problem that advances than low weight and resistance ratios.

Therefore, still press for high speed efficient and the scope of improving displacement hull, at least in the present speed limit of displacement hull, preferably break through to and be higher than the described limit.Form the drag force type if especially can eliminate the wave of the traditional hull of restriction, then need to need not to seek help from the actual solution that traditional hydrodynamic(al) slides.

1b. gliding type hull

People generally believe, the dissimilar hull that is called as the gliding type hull can overcome the speed limit of displacement hull, they are actvies when high speed in addition, hydrodynamic lift (the being different from buoyant lift) supporting of the automatic quantitative changeization of weight origin of wherein said gliding type hull.In fact, allow high ship's speed although slide, yet this only is used to have the ship that is similar under the smooth hull, it has lighter relatively weight and is equipped with big propulsive thrust.The limit characteristic of this hull is the existence of the dynamic drag that causes because of momentum change, as shown in Fig. 5 of the limiting case that slides for non-astringency.In fact, these hulls are with the navigation of 3 ° to 6 ° the angle of attack.Flat board for the best slides situation, and the weight of non-astringency and resistance ratios are respectively 19 and 9.5.

Shown in the right side of Fig. 3 and Fig. 4, when viscous resistance was increased in the dynamic drag, the fact was because the heavy optimum ratio with resistance of ship in 6 to 9 progression scope, slides the low-down dynaflow state of efficient that is in.This is less than half of the modern jet transport plane of fast about 10 times of ground flights, and near but only be lower than under the hull speed 1/10 (or littler) for the displacement hull of " rationally " length.The speed of a ship or plane envelope of gliding type hull best by speedboat (ski boat) and similarly sport boat as illustration, wherein said speedboat and described sport boat are at the coasting speed that is lower than them (for example, be lower than be about 4 speed and length than) time under discharging mode, need to have the high bow posture that big wave forms resistance, minimum shown in a kind of being similar to but situation long hull is shown in Figure 2.

Although the weight among Fig. 3 and resistance ratios seem that about the reduction of speed the increase along with speed and length ratio is continuous, left side and right side among Fig. 3 are discontinuous, but about the shape of hull and type-discharge type and gliding type is discontinuous, it has discontinuous and different to a great extent coefficient of volume, as clear illustrating among Fig. 4.Therefore, left side in Fig. 3 and Fig. 4, if comprise destroyer, displacement hull covers from about 0.8 to 1.8 running velocity and length envelope, wherein wt and resistance ratios are reduced to approximately 25 from being higher than 120 (can be higher for slower oil tanker) smoothly, and cooresponding coefficient of volume is reduced at about 55 of destroyer smoothly from about 80 (can be higher for slower oil tanker).On the contrary, right side in Fig. 3 and Fig. 4, it is 3 to being much higher than 4 route speed and length than (Fig. 3) that the gliding type hull has progression, and weight and resistance ratios are about 6-8, and coefficient of volume is greater than 100 (Fig. 4), described coefficient of volume is apparently higher than displacement hull, and this is for no other reason than that displacement hull is longer.The fact that higher coefficient of volume reflects is, the gliding type design both had been not used in and can not be near or below " hull speed " constantly and navigates by water, and wherein compared with displacement hull, should forbid the low weight and the resistance ratios of gliding type hull.

As previously discussed, except produce roughly along with speed square and the soaking the area of the approximately constant of the friction drag that increases, displacement hull have speed near and the wave that sharply increases during greater than hull speed form the resistance component.These resistances source shown in Fig. 1 near and be higher than " hull speed " and locate to form high combined index resistance and increase.As a result, route speed and length are compared to merchant navy vessel and are about one, and for Military Ship a little less than two.

As shown in Figure 6, the percentage allocation that friction drag and wave form resistance is commonly called residuary resistance, and this is because it may comprise the resistance component that other is less important.Fig. 6 is presented at when being higher than 1.34 " hull speed ", and the resistance more than 60% is that residuary resistance-major part forms resistance for wave.

In hydrokinetic contrast, simple gliding type hull with 3.5 or the speed of bigger progression and length than, 8 or the low weight of littler progression navigate by water with resistance ratios, and with the transient conditions of low efficiency than low velocity and length than navigation, the weight and the resistance ratios that also have non-constant, wherein said gliding type hull have the weight of being substantially equal to hydrodynamic lift, depend on the required remarkable angle of attack of vertical equilibrium and very high dynamic drag component and the friction drag percentum that reduces along with speed.

Various hybrid ship as described below, that the discharge type that the past has proposed to attempt to make single hull and gliding type hull feature are mixed mutually with the single hull type of attempting to be able to navigate by water on the speed envelope effectively, regrettably is not extremely successful.

1c. semi-glding type hull.

With stern and to have a displacement hull of curvature at bow different with K/UP, wherein said displacement hull sinks to causing suction (increasing their installation weight) by make its center of gravity along with forward speed, and with to have most of flat bottom surface different with the gliding type hull of the CG that trends towards rising along with forward speed, the semi-glding type hull has the V-arrangement bottom usually, and, for the reason of practicality, heavier than simple gliding type hull.Although the semi-glding type hull can at high speed is produced " smooth " wake flow outward appearance, yet being combination by buoyancy and power, the lift of described semi-glding type hull produces, so efficient own is lower.These hybrid hulls are compared long and are had lower coefficient of volume with the gliding type hull, but still high more a lot of than drainage type hull, for example, and shown in Fig. 4 centre.

From birds-eye view, the wake boundary of semi-glding type hull looks like smooth, and on the quarter the back specified distance links together, on the water surface, produce " cavity " of hangover, described cavity can be explained from the viewpoint with the fish of dynaflow training, as the virtual displacement hull of length greater than the length of the dynamic water surface of the semi-glding type hull of navigation.Traditional semi-glding type hull is inefficient hybrid hull: under low speed, described semi-glding type hull is compared with good displacement hull has excessive resistance.Described semi-glding type hull needs very large power reach half coasting speed, and it does not have simple gliding type hull fast and efficient is lower under described half coasting speed.On the other hand, dark V-arrangement semi-glding type hull is taken for the bigger used load in the billow provides more stably, and is more suitable for navigation than gliding type hull.Yet described semi-glding type hull is compared with displacement hull because of more weak seakeeping characteristic has jiggly taking, and commercial be infeasible for most of large-scale maritime applications.

1d. half displacement hull

When length in the elongated hull and the increase of width (beam) ratio, wave forms resistance and can reduce.According to Saunders, popular in 1910 is elongated discharge type motorboat.Afterwards, the German Schnell Boote (speedboat) with hull of rounded bottom was successfully developed the S-ship (S-boat) as WWII, and it is in the North Sea well navigation at high speed that waves whipped up by the wind rolled turbulently.Yet, when the length of half displacement ship-when the width slenderness ratio further increased, lateral stability and deadweight cargo tonnage can further reduce.Under extreme case, the shell that 8-people rows the boat depends on the oar that is used for lateral stability.For the length and width ratio that are about 30, it only is 5% of total amount when 10 joints approx that the wave of described half displacement hull forms resistance, but its weight and resistance ratios only are about 20.Suitable comparison in the aircraft is that wing span and string (wing span-chord) are than the modern aerodone that is 25.It can be to navigate by water under 40 the situation 6 times speed and with weight and resistance ratios.

Under limiting case, when the width of elongated hull near zero the time, wave resistance trends towards zero, but exists viscous resistance and deadweight cargo tonnage to go to zero.Therefore, the recent development of high-revolving half displacement ship has proposed a kind of hybrid rise pattern, the sidepiece of complexity or other etcetera are used for elongated hull to produce the hydrodynamic lift component when the fair speed, form resistance so that reduce buoyant lift component and wave thereof, and remedy elongated hull other shortcoming under high speed, for example, the medio-lateral instability that causes owing to lift and/or the trend and the high-drag of high bow posture.When under the situation of semi-glding type hull, their speed potential is less than the gliding type hull, and their weight and resistance ratios be not very satisfactory, and therefore, used load is little.Although the gliding type hull seems to have the feature performance benefit that is better than semi-glding type when being close to or higher than " hull speed ", and is more insensitive for pitching, their complicated shape seems to have intrinsic dimensional restriction and lower speed potential.

1e. because the additional resistance of the single hull that disadvantageous wave condition is caused

Above-mentioned various types of single hulls have different reactions for the wave condition, thereby the efficient to them is provided with crucial added limitations in most practical operations.This is an important problem, this is because it can and have been set the important limit of route speed envelope and has brought structural weight and loss in efficiency, this loss be different and with only be used for loss under the design conditions of the identical hull that hydrostatic navigates by water compare more unfavorable.

Viewpoint with this author, for discharge type and half displacement hull, resistance in unfavorable wave and structure loss are vertically distributed by their intrinsic disadvantageous volumes and their buoyancy reserve causes, its be traditional and may be applicable to the boats and ships that are designed to climb ripple than the low velocity envelope, and have inadequate speed tolerant (speed margin) with respect to the propagation speed of wave.In addition, the inertia values of traditional boats and ships will be unfavorable for their performances about the fair speed envelope, if traditional discharge type and half displacement hull reach this fair speed on the other hand.Obviously, be starved of breakthrough discovery to reduce described displacement hull at marine additional resistance and loss in weight, if especially do not want to cause than run into even the worse loss in disadvantageous wave of gliding type hull, for example well-known their mutually the antagonism wave in " bump ".When running into respect to upcoming wave, the angle of attack has the very big increment of standard-moment, reaches when exceeding design-calculated, very large transition angle, bump occurs, structural load and weight that it weakens speed and greatly increases hull.

1f. multihull vehicle.

The wave of above-mentioned various types of single hulls forms and other unfavorable resistance problem one comprises resistance additional in the wave-serious in making appreciiable the effort recently be applied in the exploitation of new multihull vehicle.Although this field is in outside this document scope that relates to single hull, yet some explanations suit.The a pair of very narrow elongated displacement hull of the catamaran of the broad of being separated by is in the horizontal successfully developed and is used for various commercial application fast for stability, especially in the Asia.Each all has two hulls of half weight and whole length owing to exist wherein, is slippery so calculate their coefficient of volume.Therefore, each hull has more favourable coefficient of volume than single hull, but has two this hulls.Be not easy to obtain about the lift of modern catamaran and the public information of resistance ratios.Yet, resistance estimate value based on set power and running weight shows, weight/the resistance ratios of 10 the order of magnitude is practicable for the light catamaran of large-scale semi-glding type under the 50 joint speed, and described ratio is 16 for 25 joints, and still total length and the total weight with respect to them has very little used load.These weight/resistance ratios are not high and approach the weight/resistance ratios of gliding type hull, but obtain under the speed that is higher than traditional single hull formula displacement hull.

Trimaran can have similar characteristic by specific structure increase, and their fronts also have bigger traditional buoyancy reserve, but only on central hull.Nearest multihull vehicle trend is the trimaran that research and development have very long discharge type central authorities hull, with low speed and the length ratio that obtains central hull, and for roll stability and support wide deck, has the little and narrow side direction hull of high speed and length ratio.Wear unrestrained formula multihull vehicle and can have the central hull that only in surging, contacts, bigger buoyancy reserve usually is provided in disadvantageous wave, but when medium wave, allow wave to pass with water.SWATHS also is the multihull vehicle that depends on the main displacement that floods fully that is used for smooth-ride, and aspect wetted areas and the speed loss is being arranged.

The development of the development of these multihull vehicles and other high speed hull (for example, see the high speed seagoing vessel (Jane ' s High Speed Marine Craft) of Jane) be limited in being used for specific commercialization or Military Application up to now, thus outstanding to being used for the demand of novel monomeric ship design-calculated shipbuilding.In my patent application 08/814.418 and 08/814.417 transonic speed fluid field THTransonic speed (water level under the tranquil condition has been shown) in the accompanying drawing in conjunction with the accompanying drawings in the hull TH invention this is offered some clarification on, as defined in this, described hull can navigate by water effectively with subcritical and supercritical speed.

2. the characteristic of hull transonic speed, application 08/814,418 and 08/814,417.

As previously mentioned, in order to understand character of the present invention and protection domain, except the problem of traditional hull, also must investigate the transonic speed hull TH and the fluid field thereof of patent application 08/814,418 and 08/814,417 THRestriction and potentiality, comprise that the applying date of wherein said patent application is prior to the present invention to the investigation of naval tank (tow tank) test result.

2a.TH and THCharacteristic and feature

TH is characterised in that the part of flooding that has summit triangle waterplane shape forward under static and dynamic condition, in lateral plan for to have the triangular-shaped profile of maximum draft fore and minimum draught at stern or the triangular-shaped profile of improvement, and smooth side and the water surface has big inclination or perpendicular to the water surface.Therefore, flooding part is in planar view and has thin narrow water inlet angle and have the double-wedge volume distributed median of thin afterbody exit angle in section-drawing.Therefore, the shape of TH with and the fluid field that is associated THBeing characterised in that does not have surface wave to form source, for example shoulder in the aspect, midbody or 1/4th sweeps; They have narrow inlet in front, thereby make time per unit drain water capacity reduce to minimum, and cause specific inboard hull current downflow, help flow to subdue, thereby the conventional wave shape wave of having eliminated displacement hull becomes pattern, and allows the dynaflow radioactivity of the size that reduces for new type and do not have middle body ripples paddy.TH has the propelling pressure component of favourable antiskid row at its place, bottom surface; On the side, has favourable contraction streamline; On the lower surface of hull, has favourable gravitative pressure gradient; Wide stern underflow can prevent to face upward and eliminate stern wave, and helps energy under the hull and from the recovery of the energy of stern sea.

Therefore, in my existing patent application 08/814,418 clearly the record TH and THVery important feature is: eliminate under-water wave and form the source, be used in its discharging mode scope high speed navigation at hydrostatic, thereby prevent or reduce that the high index that wave forms resistance increases, described high index increase to traditional hull near or characteristic during greater than their " hull speed ".As previously described, nominal " hull speed " is by being that the speed of unit is 1.34 with the foot when representing divided by the square root that is the captain of unit with the joint.In this speed range, for example, as shown in fig. 1, the wave resistance component phenomenal growth of the total drag of tradition hull, and therefore according to hull shape, width load and Fu Laode (Froude) number scopes (Froude number be defined as with inch per second (Ft./Sec.) be the speed of unit divided by the square root of acceleration due to gravity and to multiply by used be the waterline length of unit with the foot) total drag is increased in the high index mode, typically with three or bigger exponent number power increase.

Therefore, form the main source that resistance increases, as No. 08/814,418, patent application at me if eliminated about the wave of speed THUnder the situation of the prototype of TH, then main other source of the TH that increases about the resistance of speed is because friction force, be noted that (a) TH and locate not have the pressure resistance problem on the quarter owing to have clear water output, and (b) because TH does not have curved surface to increase along the local pressure of its wet surface significantly and therefore to increase averaged dynamic pressure, so TH has the form resistance (form drag) that significantly reduces.

In short, the purpose and the feature of the prototype of TH are: under being in the discharge type pattern near and during greater than its " hull speed ", its total drag only increases about the second power of speed.Discharge type sail mode in the patent application 08/814,418 and 08/814,417 is characterised in that and profile (figure) overcritical and that subcritical speed is relevant.For example, in TH:

Wet surface keeps being similar to constant for given weight;

Shown in Figure 13 and Figure 14 of original application 08/814,418, the current on the profile extend with little ray, and the wet surface of side direction keeps being similar to constant; And

The bottom surface of hull becomes the negative angle of attack of approximately constant with the water surface, and in fact help propelling pressure component forward, described propelling pressure component forward is opposite with the retardance pressure component that floods the water on the side that acts on TH, shown in Fig. 7 of Figure 13 of original application 08/814,418 and the application.

2b.TH and THTest tank test (tank test) data.

From the curve of the naval tank of TH prototype model (no annex) test shown in Fig. 8 of the application, demonstrate in supercriticality, begin with about speed corresponding to the critical hull speed of traditional displacement hull, the total drag of TH in the velocity limit of test about the second power of the speed that is higher than " hull speed " with big leap ahead, the angle that pitches of hull does not have marked change during described process, and observes the variation that bottom and the wet surface of side do not have essence.Resistance rises to second power and only takes place under the situation that wave formation resistance does not have to increase in described speed range.When the critical speed of tradition hull appears at length between bow wave and its cooresponding stern wave and equals the waterline length of hull, and it can appear at the joint and is the speed of unit and is that the subduplicate ratio of the length of unit is 1.35 o'clock with the foot.

As a comparison, the full-refined international America Cup level hull of testing in identical test tank with the length identical with TH, width and weight (only has canoe; Do not have annex) the resistance behavior also shown in Figure 8, demonstrate in critical " the hull speed " of traditional hull and locate resistance about equally with TH, but the resistance that surpasses " hull speed " increases greater than second power and than big many of TH, the IACC hull has also experienced the remarkable increase about the angle of attack of speed.

The test data of Fig. 8 demonstrate the IACC hull about 1.55 speed and length than under have resistance than TH prototype big 40%, and about 1.75 speed and length than under have big 28% resistance.Because the restriction of travelling speed, the test of TH model than under can not be investigated fluid field in the speed/length greater than 1.8 approximately.

Selection be used for TH total drag square speed increment initial designs speed on the shape of TH with and ship heavy with ship length cube ratio decide, and for example, can be lower than 1.35 shown in Fig. 7 by angle in the aspect that changes the TH side or change weight.For example, weight reduces 20% can make the starting velocity/length ratio of the supercritical speed state of TH be reduced to 1.1, is higher than 1.1 resistances and increases the second power of only following speed.

2c.TH characteristic about shape and propulsive force

As the patent application 08/814 of initially filing an application, 417 comprise that TH is lower than the alternative critical shape of lower surface of the water surface and several accompanying drawings of the shape that TH is higher than the water surface, these accompanying drawings are 08/814, not shown in 418, described shape is important for recessive characteristic of the present invention (stealthcharacteristics), and the hull shape of the present invention that relates to the ability that TH crosses and successfully navigate by water in disadvantageous wave.To in the subsequent section of this specification sheets, provide the investigation of these previous features and under situation of the present invention to its extension and improved explanation.

3. the concept nature that derives traditional hull of the present invention is queried

The above-mentioned investigation of the speed envelope of the transonic speed hull that is covered in the various types of traditional hull that is covered among the part 1-6 to the application and its part 7 and limit characteristic is derived the pairing following concept nature of the present invention and is queried.

3a. with regard to Fig. 3 and Fig. 4 of showing three kinds of dissimilar best traditional hulls, need have well-known dynaflow state, for example discharge type, half discharge type and gliding type, with in hydrostatic with less than 1 to greater than 5 speed and the navigation of length envelope, can design can be with the single hull of described wide speed envelope navigation?

3b. if answer is yes for 3a, do weight in three types the hull type of that people can expect to optimize respectively, the efficient and speed by section coverage diagram 3 and the overall width of length ratio and resistance ratios equal to cover the single hull type of the speed range of identical overall width? can perhaps approaching on the main section of general speed scope at least, perhaps the weight of novel hull and resistance ratios reduce or improve (at least in the part of wide speed range)?

3c. for example, resemble TH-III of the present invention and TH-IIILike that, if novel monomeric ship type is set to and can navigates by water on the wide speed range that needs two or three different hull types at present, wherein each hull type is best in whole 100 years of development, can the loss in disadvantageous wave of the speed of so novel hull type and weight be greater than the loss of being born on their speed envelope separately for three types also best hull of disadvantageous wave? perhaps the loss of novel hull can be more not serious, perhaps may major part be eliminated?

3d. suppose that revolutionary novel hull type obtains above 3a and/or 3b or to the advantageous feature described in the 3c, then should how repair and control described novel hull? and in tranquil wave and in the disadvantageous wave, drive and steering by what method?

At patent application 08/814,418 described transonic speed hull TH to start with under the situation of R point, above-mentioned concept nature is queried and is very challenging property, and as described belowly receives publicity and study.

Being set forth in again that the concept nature of 3a to 3c is queried hereinafter concentrates on more actual conditions:

3e. exist the actual enforcement that TH patent application 08/814,418 is carried out with discharging mode to suffer from the upper limit speed scope of the achievement in research that efficient reduces?

If 3f. 3e set up, then qualitative change or improvement or method or find for the TH of application 08/814,418 and THBe essential and practicable.

With regard to 3e, the author at first considers not exist the wave about speed to form the supercriticality that resistance increases.Must keep resistance to increase, be known as friction drag haltingly along with the speed in viscous source, its for given hull size necessarily along with the second power of speed increases.Therefore, owing to dimensional characteristic, weight and the cost of engine installation runs into actual restriction, this be because, because power equals resistance and takes advantage of speed, therefore, be the second power of speed even the resistance of TH increases, power is the cubic function of speed increment.

In addition, because the propelling pressure component constant of TH prototype in its lower surface shown in Fig. 7 a, this is the weight substantial constant because of hull, so along with the increase of speed can the existence energy limit.Therefore, with must with compare corresponding to the opposite whole propelling demands of the growth of the friction drag of the second power of speed, the percentum composition of the propelling pressure shown in Fig. 7 a-Nsin β can reduce.

3g. along with speed increases and the benefit of the propelling pressure of TH is reduced

The approximate invariant of the propelling pressure component of TH is a major issue for the overall power requirement of TH, below by instantiation described problem is described:

Is 700 feet long TH boats and ships of 30,000 tons discharging mode for the speed that is in 1.2 with length ratio and weight, supposes that rational weight and resistance ratios are 100.According to Figure 72, the TH hull of application 08/814,418 can experience propelling pressure component-Nsin β under this state in its lower surface.Higher weight and resistance ratios are represented the gross horsepower that needs are low.

The total drag of above-mentioned example exists $1.2\sqrt{700}=31.75$ Under the reference velocity of joint is 30, the 000/100=300 ton.Kinetic pressure based on remote control speed is 2,879 pounds/foot ²According to Fig. 7 a, the total propelling pressure GPF on the bottom surface is-Nsin β that wherein β is the negative of bottom surface away from water.If β is-4 degree, then GPF=2, is offseted to a great extent by the opposite component backward of the pressure on the side of the TH shown in Fig. 7 b by 097 ton.Therefore, according to definition, the Net Propulsion Force NPF on the bottom surface is much smaller than GPF, and much smaller than 300 tons total drag.Suppose the total drag of NPF opposing 20%, that is, and 60 tons.

Our hypothesis in this example for the TH prototype, total drag with the growth of speed corresponding to the best THThe total drag of fluid field increases; That is, it only is owing to surpass the growth that the friction of " hull speed " causes that resistance increases, and described resistance only increases the quadratic growth along with speed.The tested data acknowledgement of this hypothesis also is shown among Fig. 8, is 2 up to speed with the length ratio, and is extrapolated to outside the described ratio in this example, so that the increase of speed is to the weight of TH and the effect of friction drag ratio when determining propelling pressure relative nullity.

If we make rate of onset be doubled to 63.5 joints, then resistance will be four times, that is, 1,200 ton, weight-resistance ratios can be reduced to 50 rather than because propelling pressure changes, and speed is increased to the length ratio $63.5\sqrt{700}=63.5/26.45=2.40\·$ Cooresponding kinetic pressure is 11,516 pounds/foot ²Yet, still be that the NPF of the constant function of weight is reduced to 5% from 20% of total drag now under the constant angle of attack of hull.

If we make speed triplication to 92.25 joint, then resistance will be with (92.25/31.75) ²=9 factor increases, and reaches 2,700 tons, and weight-resistance ratios is reduced to 11.1 greatly, and speed and length are than being 92.25/26.45=3.48.Cooresponding long-range kinetic pressure is 25,911 pounds/foot ², and the contribution of NPF becomes and becomes the insignificant percentum of required overall driving force.

If we make speed become four times to 127 tons, then resistance will be higher (127/31.75) ², that is,, then produce 4,800 tons, and weight with resistance ratios at speed and length ratio is up to 16 times $127/\sqrt{700}=4.80$ Under will be reduced to 30,000/4,800=6.25.Long-range kinetic pressure is 46,064 pounds/foot at present ², and the NPF of percentum shares and is actually zero.

More than analyze the following limit characteristic of the TH prototype that allows definite patent application 08/814,418, thereby answered the concept nature query part of the application's 3a and 3e:

3h. fair speed and length than under be used for weight and total drag ratio friction drag item D under great long-range kinetic pressure q, can reach very high numerical value.Viscous resistance D _fBy formula D _f=KC _fQA control, wherein A is for soaking area, C _fBe the coefficient of viscosity of deciding on Reynolds number, and K is the factor that is used to explain form resistance and pressure resistance.Under the speed of the progression that is higher than " hull speed " two to four times compared with length, the weight and the resistance ratios of the TH prototype of supposing reduced, and can hang down the weight and the resistance ratios of gliding type hull, are about 8 or littler for the example of being analyzed.

3i. because the viscous resistance that total drag must overcome is at the constant quadratic growth that continues under the area along with speed that soaks, even and if the consideration apparent weight is in the increase that is under the subduction flow of high dynamic pressure, weight advances the variation of hull downforce also not obvious along with the variation of speed is therefore clean, so the propelling pressure on the lower surface of TH becomes more and more inessential as the percentum that overcomes with the required total propelling pressure of the resistance of speed increase, wherein the propelling pressure on the lower surface of TH is very important under the discharging mode near " hull speed ", and is necessary for the function of sine of the negative angle β of the apparent weight (apparent weight) of TH and TH lower surface.

3j. subduction flow (subduction flow)-for example, patent application 08/814, the result of the negative angle of attack of the flow f-hull bottom surface among Figure 14 c of 418, have apparent weight that increases hull and the potentiality that increase the propelling pressure component, but will increase the area that soaks of profile, this is unwelcome.

3k. have the benefit of the TH of the propelling pressure that percentum reduces

Although increase the percentum of propelling pressure reduces along with speed, as described in above-mentioned part 3G, if can reach high-speed by rational engine installation cost and weight for the TH under the discharging mode, even then the weight of TH and resistance ratios will be under high speed with the weight of gliding type hull be out of favour the same with resistance ratios, it also will have very important benefit, be different from the gliding type hull, TH has very favorable weight and resistance ratios under than low velocity (comprising " hull speed " scope); And

In addition, suppose that finishing and control are suitable for the TH situation, and the behavior in disadvantageous wave is acceptable, replaces traditional hull of two or three type, monomer TH hull can obtain to have the wide speed envelope of comparable efficient.

3l. the result that above-mentioned concept nature is queried general introduction.

The concept nature of 3e part queried answer is "yes", need to the TH of patent 08/814,418 and THImprove, to overcome the problem (can cause the result who reduces of propelling pressure component) that increases viscous resistance along with speed.And about the answer of querying 3d is "Yes" also, relates to the influence of finishing, control and unfavorable wave.Although very difficult, yet the solution of these problems is theoretical and experimentally obtained and be included in instruction of the present invention described in the lower part and embodiment.

4. purpose of the present invention

The demand of the solution of querying from concept nature draw TH-III and TH-IIIThe purpose of invention, that is:

4a., wherein be used to make speed and length than increasing to and surpass the efficient that 2 weight and resistance ratios have raising for TH sets up new fluid field condition and speed state.

4b. obtain purpose 5a by this way, the TH that described mode can not damaged application 08/814,418 is lower than 2 o'clock acquired favourable outcomes at speed and length ratio.

4c. in the time may needing specific shape, feature, powered device and various design apparatus, the result of 5a and 5b extends the transonic speed route speed state of hull TH-III of monomer, and covering usually with acceptable efficient need be greater than the wide speed range of traditional hull of one type; For example, the speed that is lower than 1.35 actv. tradition displacement hull and length add that than scope the speed greater than traditional gliding type hull of 3 compares scope with length.

4d. obtain favourable purpose 5a, 5b and 5c by this way and by design characteristics, wherein said mode and design characteristics can more (preferably less) not damage traditional hull when having disadvantageous wave.

4e. in the TH-III configuration stealthy, obtain above-mentioned great majority or all purposes for radar and other method for sensing.

4f. by hull shape, finishing characteristics, control setup and the power configuration that allows TH-III under various sea situations (comprising disadvantageous wave and wind), advantageously to navigate by water and handle, obtain the combination of above-mentioned purpose or these purposes, to obtain the working ability of all weathers.

5. essence of the present invention and details.

Make in order to specify THFluid field extends to TH-IIINew speed state and the R﹠amp by this author; D (research and development) work and innovation improvement, improvement and the specific key characteristic of the TH-III that develops are at first commented on fluid dynamics and the speed state of the TH of the application 08/814,418 shown in Figure 10 of the present invention and Figure 11, in the scope of aforementioned application:

5a. the supercriticality in the TH of comment application 08/814,418.

This be under application 08/814,418 the situation near and during greater than hull speed for the preferred dynaflow design condition of speed with the transonic speed fluid field of flooding of length ratio.The outward appearance of described TH is shown in Figure 10: because the friction under the TH bottom surface appears at the rear portion of stern, so the surface flow on the velocity wake region is similar to smoothly, and potential energy such as trends towards in the Background Region on the quarter with regard to gravity, but comprises the molecule disturbance.Yet zone 1 continues expansion owing to the stable momentum of its short transverse with unique mode, is expressed as the anti-ripple subduction of success for the optimum performance of TH.Because mobile mobile mainly the appearing in the zone 1 that main volume caused that TH shifted, minimum surface modification shows as the three- dimensional ray 3 and 5 on left side and right side, and has the minimum rising shown in the protrusion 7 at wake flow otch 9 places in downstream.This is observed in the test of the naval tank of 2 (velocity limits of test tank) at speed and length ratio.

5b. the subcritical state in the scope of comment application 08/814,418.

This speed state is shown in Figure 11, wherein THSurface flow field be bordering in 11 smooth in the zone.But by stern border 11 shape of the wake flow at 11 places is become Gothic (gothic) arched door type with area constraints with respect to the bottom surface viscous force of the momentum content that flows that is in subcritical speed.Ray 13 and 15 has bigger protrusion.Some whirlpools and protuberance form 17 and central uplift portion 21 are arranged in the downstream of smooth wake flow 11.Under this subcritical state, because whirlpool and rising, even for the horizontal stern wave that does not have traditional displacement hull type and the TH of bow wave, the resistance with respect to speed increases the second power that also can be higher than speed in some cases.

Under overcritical and subcritical speed, the bottom surface of the TH of application 08/814,418 flows into the cardinal principle negative angle and bears significant propulsive force with long-range.

5c. for TH-III and TH-IIIThe development of supercriticality.

In order to obtain the navigation ability that TH surpasses the subcritical range of being tested, new test must should be controlled than with the hull lower angle of verifying following theoretical point view: TH above the speed/length that is 2, to change towards little a lot of negative angle from its initial big negative angle with the surface, so that produce new flow dynamic characteristic, wherein, under constant weight, can infer that still the side direction wetted surface that TH can significantly reduce under the situation of the mobile subduction that existence reduces.Because the side direction that reduces is soaked area, thus owing to following reason along with speed and dynamic pressure increase can cause more effective, different 3-D flow propertys:

The fluid field and the hull that do not have shoulder, intermediate or 1/4th curves;

Lack outside the flowing and splash of side direction.

Obtain these performances by the new and improved flow dynamic characteristic in the naval tank, the resistance that significantly reduces owing to the side direction wetted surface that reduces, the percentum that propelling pressure reduced under the balance hull, cause otherwise for surpass 2 and progression be 3 speed and the higher weight and the resistance ratios of length ratio.This different especially state is known as overcritical, is (a) because the bottom surface of TH keeps significantly reducing but still is negative angle in order to the fact of mark, so dynamic lift can not be arranged, still reducing of side direction wetted surface still taken place (b).Described state is unique actv., and the crucial specific triangle projective planum of TH and the unique property of section thereof measured under the effect of higher horizontal surface, with the higher dynamic pressure of acquisition under supercriticality, and by illustrating in greater detail after a while by means of Figure 13.

5d. for TH-III and TH-IIIThe exploitation of striding flat state.

In new model measurement, for the hull that is controlled so as to the positive angle that reaches very little and critical, because very high kinetic pressure acts on the very large plane of soaking, that is, the load of low degree shape still can provide significant dynamic lift, when further being increased to, speed surpasses when overcritical, produce the 4th hydrodynamic condition and speed state, compare with overcritical situation, the wetted length of the lower surface of TH-III hull still can be reduced in fact.I am called this state " striding plane (transplanar) ", and some side direction of the supercriticality of hull flows into characteristic because described state keeps transonic speed; That is, flow direction can't produce remarkable outside the flowing that representative is slided, and this situation is shown in Figure 14 f.

Generally, this author at the research and development (R﹠amp of hull transonic speed; D) in, in patent application 08/814, the operational configuration that is configured to cover subcritical and overcritical situation in 418 is extended now and is defined as and was known as critical (hypercritical) and strides in the higher speed range on plane, wherein said higher speed range and 08/814,418 TH is provided with power and is compared than the situation of scope to obtain identical speed/length under discharging mode, have more favourable in fact weight and resistance ratios and need less power.

5e. supercriticality as the beginning that crosses critical condition.

As a reference, Figure 12 a illustrates the hydrostatic state $(V/\sqrt{L}=0)$ , representative have the length/width ratio be 4.25 (width is not shown) TH waterplane 24 and reach 60 weight/length for progression than (ton/[is length/100 of unit with the foot] ³) have a draft aft amount 23 of about 0.015 draft amount and width ratio.The bottom surface has at the bow place to be set up than the negative angle β that locates bigger draft amount on the quarter.

Under the dynamic condition that is higher than " hull speed ", the TH under the supercriticality changes to the view shown in Figure 12 b with respect to the lateral plan of remote waterplane.Although being noted that dynamic draft aft amount 25 is zero, however the draft amount at bottom surface angle beta and bow place and deck angle remain unchanged basically, and propelling pressure 27 is very important.The corresponding surface of fluid field is shown in Figure 10.

5f. cross in the critical conditions the TH-III hull and TH-IIIThe detailed description that flows

Surpassing for speed is increased is speed/length ratio of 2, the theory that this author proposed be the higher momentum content of the wake flow of TH-III allow and proved center of gravity to backward shift, shown in Figure 13 a, center of gravity is along with having about 0.02 the draft amount hydrostatic state with the width ratio $(V/\sqrt{L}=0)$ The increase of draft amount 29 and, still keep deep draught at bow to backward shift.Yet under dynamic condition, when the dynaflow draft amount about the wake flow of stern becomes in Figure 13 b when being substantially zero, in Figure 12 b, the bottom surface angle among Figure 13 b is reduced to β ¹, be significantly smaller than the β among Figure 12 b.β for negative ¹Can approach zero.Because there is not shoulder on the TH-III, and the bow wave of TH-III is minimum, so this variation of the angle of attack can't utilize the bow wave of traditional hull (see figure 2) and shoulder ripple (shoulderwave) to predict.Low-angle β reduces overall driving force, but confirms that in the test of new model described low-angle also can make viscous resistance or friction drag on the TH side reduce.When cooresponding mobile appearance as shown in Figure 10 the time, described appearance has and slides irrelevant different three-dimensional flow field component, hull as no surface component has the positive angle of attack with respect to remote flowing, but still the area that soaks in the TH side is reduced.By because the subduction amount that significantly reduces reduces apparent weight and significantly do not destroy in the surface of fluid field or wake flow propelling pressure is reduced, can obtain to be substantially equal to the condition of discharge water about the hydrostatic weight that makes that Figure 12 b changes.New state be known as " critical excessively " and by as the approximate parallel and propeller thrust below the bottom surface of in prop shaft 33, being located obtain, the arm 37 that is about 0.5 unit (0.007%LOA) with utilization provides the couple of upwards facing upward with respect to the resistance of TH-III.Alternatively, if line of thrust is as being inclined upwardly in the prop shaft 35, then described line of thrust can provide and equal the lift that thrust is taken advantage of the sine of angle 39.For example, if weight and resistance ratios are 75, then resistance will be W/75, and 39 places are the lift that 10 ° angle will cause 0.0024W.

The detailed description of Figure 13 b is different from Figure 12 b and carries out following improvement with respect to Figure 12 b: the wide-angle variations of bottom surface is from β to β ¹The bow displacement significantly is reduced to less numerical value 38 from being approximately length 26; Laterally soak area on the bottom surface and propelling pressure greatly reduces, kinetic pressure on the wake flow and momentum content increase, and are combined in this case from screw propeller but also can center of gravity are shifted to stern for the certain effects of the line of thrust of sprinkler.The complex combination effect of above-mentioned variation produced critical conditions, and cause for progression be 3 or bigger speed/length can improve weight and resistance ratios significantly than (that is, in the scope of the semi-glding type ship of distributing to bigger V-arrangement bottom usually).Yet, be noted that the performance in the critical conditions do not damage the appearance of the wake flow of Figure 10, but TH-III is now with three kinds of states navigation: subcritical, overcritical and critical excessively, and can prevent that wake flow has significantly reduced surface.

Configuration is practicable and unique to the above said content of Figure 13 b for TH, this is because the side of described TH is not generally shoulder, the intermediate in wave formation source and is 1/4th bendings, and because the contiguous stern of the maximum width of TH, and therefore assemble moving flow under the whole hull and the high momentum content of the formation by continuing to prevent horizontal stern wave is discharged described moving flow from the smooth wake flow that withdraws from.

Because described hull is had to experience overcritical and is crossed critical conditions, so about restriction center of gravity displacement backward in the careful word of Figure 13 b.The selection of mistake can produce from the automatic continuous vibration that pitches that is similar to " phugoid " pattern of aerocraft, and described vibration can become unstable and disperse.The CG position of Figure 13 b needs specific restriction, will illustrate after a while.

5g. for TH-III and TH-IIIThe TH hull and stride the detailed description that flows under the flat state

When surpassing the mistake critical conditions of Figure 13 b when the further increase of the speed of TH, what be called as " striding the plane " at this paper is that new fluid dynamics is theorized fully, this is because described fluid dynamics allows actv. part dynamic lift condition without peer, and need not to make traditional partly sliding or the disadvantaged outside lateral flow type of gliding type, kept simultaneously also producing and allow overcritical and cross the transonic speed hull feature of critical conditions.By means of Figure 14 described fluid dynamics and hull condition are described.Yet, before explanation Figure 14, the design of traditional gliding type ship of the sophisticated design of investigation Figure 14 f (for example), the feasible difference that is appreciated that the matter of striding flat state.The feature of tradition gliding type is as follows:

The gliding type hull is on the quarter located when being lower than coasting speed and can be sunk, shown in the bottom of Fig. 2, owing to big bow wave and shoulder ripple increase the angle of attack.

If the underside of ship hull of ship has suitable surface and has enough power, then the gliding type ship can get over its bow wave and shoulder ripple and enter the sliding state of Figure 14 f.

41 be to utilize tradition to slide the result of rise condition of the momentum change of shape with outside the flowing of side direction splash mode among Figure 14 f.

The minimum that contacts with water shown in 43 among Figure 14 f slides area Ap and provides and have the lifting that minimum is soaked area, thereby by the heavy W of ship is produced high face load divided by sliding the resulting merchant of area Ap.

As illustrating by means of Fig. 5, the higher relatively angle of attack that slides by small size Ap is caused causes high momentum drag component owing to rising.

Compare with the gross area of the aspect 43+45 of hull, slide area Ap for a short time, cause high impact load in 43 the unfavorable waves on zone 45, thereby cause amplifying the high vibration that pitches by the big hull volume on the zone 45.

By weight W is caused dark wake flow and high angles of attack divided by the high width load on the quarter that width 47 resulting merchants obtain.

In viewgraph of cross-section, comprise that the wake flow of the multilated of cavity 49 and protrusion 51 is the performance of high momentum drag except that the flow losses of side direction.

Unless the wake flow aspect is upset by propeller race, otherwise will have the cavity, described cavity near the downstream with stern of big protrusion 53, is the performance of resistance usually.

As early illustrated, large tracts of land part 45 and the volume that is associated on it cause high impact load, add that bigger buoyancy changes, cause excessive periodic structure load, for passenger and goods intolerable seriously pitch and hang down swing acceleration/accel, and need make the traditional speed of a ship or plane of gliding type hull in disadvantageous wave slack-off, wherein said large tracts of land part only in hydrostatic be do and in wave, connect with water repeatedly.

The TH-III of Figure 14 has illustrated lateral plan and in Figure 14 a planar view has been shown with its state of striding the plane in Figure 14 b, described TH-III has overcome all the problems referred to above of traditional gliding type hull.The contrast of striding flat state of TH-III and big benefit will be known in the following description and present:

There is not TH must get over the shoulder ripple of striding flat state on the TH to enter.

Compare with the plan area 63 of little drying, the big area Ap61 that slides allows to produce the enough momentum lifts with little positive angle α, wherein said little positive angle since the position of maximum width be positioned at the stern place of TH-III and can't become big.

Because Ap61 is very big, so it is very little to stride plan area load W/Ap.

The intrinsic Low Angle Of Attack α of hull is practicable for the enough lift with bottom surface load W/Ap.

Owing to making the momentum drag with enough momentum lifts, intrinsic fractional value α diminishes.

Do not help the side direction ray of representative type TH from the lateral energy loss stream of striding the TH-III flat state under, can not bear enough momentum lifts, the aspect of TH-III has the advantage of uniqueness in flowing striding the plane.

By locating to be provided with the low width load of locating that big maximum width obtains on the quarter on the quarter the face load is reduced.

Obtain superior low-yield wake flow by little α, low W/Ap; As pointed in the relevant claim of striding the plane, low W/B ¹, do not have outside flowing, replace with low-yield ray, and do not have outside side direction jet stream.

In disadvantageous wave fabulous performance be because dry aspect area 63 with soak slide area 61 and very little in ash breeze with the ratio of gross area 63+61, make corresponding to the dry bulk of area 61 also less thus, and then make the impact load in the disadvantageous wave produce minimum influence to pitching with additional buoyancy lift, thereby avoid high structural load and acceleration/accel, as pointed in the relevant claim of striding the plane.

Particularly, Figure 14 a shown in the planar view to Figure 10 similar with the hull among Figure 11 have a triangular shaped transonic speed hull that prototype is arranged.Yet the dynaflow state among Figure 14 a is different fully with Figure 12, and also is different from traditional gliding type hull.Striding under the flat state in Figure 14 b, hull are in digital 65 represented very little positive angle β ¹¹, and have wetted length 61 and dry length 69.Obviously, opposite with traditional high speed gliding type hull, drying area 63 is significantly less than area 61, thereby reduces impact load in disadvantageous wave significantly.In addition, the volume of length 69 tops is much smaller than the volume of length 67 tops, thus the buoyancy that in disadvantageous wave, reduces to add.In Mare Tranquillitatis, the wake flow surface demonstrates does not have the side direction splash without peer, in fact keeps the side direction ray type of Figure 10 opposite with traditional gliding type hull and that can not exist therein.These specific characteristics of TH-III are relevant theme of striding the claim on plane.

Explanation causes the specific critical geometric relationship of unique fluid dynamics and the superior anti-stormy waves of TH-III in following example, illustrate but not as restriction, be applied to critical with stride flat state and x-state (will state after a while).In example, the numeral that belongs to the numeral of Figure 14 and be called unit can be foot, rice or other unit of foot, tens:

 LWL=LOA=numeral 67+69=70 unit

 B, width numeral 62=16 unit

LWL/B＝4.375

 enters aspect angle 60=13 degree

 slides length, digital 67=35 unit

Dry length among  Figure 14, digital 69=35 unit

The general layout shape area of  hull=560 square unit

That  soaks, subcritical, overcritical, critical excessively water plane area=560 square unit

 strides dry aspect bow portion=140 square unit of plane, hydrostatic

 strides the aspect of soaking of plane, hydrostatic, 560-140=420 square unit

 crosses the critical waterplane area %=100% that loads down

 has the waterplane area %=0% of extra load in unfavorable wave

The  hydrostatic, stride the waterplane area % that the plane loads, 420/560=75%

 has the area %=140/560=25% that strides the plane of the extra load of moment in disadvantageous wave

 ship weight=W

Load=the W/420 of  aspect, hydrostatic is striden the plane

Load=the W/560 of  aspect, critical excessively

The all conditions W/16 that the  width loads

The average freeboard depth of , digital 64=5 unit

 strides volume=2100 cubic units on the waterplane on plane

 strides volume=700 cubic units of aspect top of the bow drying on plane, partly only links to each other in rough water

The volume of  bow portion and the volume ratio 700/2100=0.33 on the waterplane

Above-mentioned design standard and the characteristic of TH are not restrictive, are unique.In addition, for safety stride plane navigation, their need suitable location center of gravity (CG), floating neutral (LCF) and line of thrust longitudinally, make that the performance in smooth sea and disadvantageous wave is suitable.Need meet stride the plane flow in the center of gravity of required condition depend on hull shape and the line of thrust position that the side is an aspect.The good numerical value for the CG position of above-mentioned example is 28 units of measuring from stern first, that is, and and 40% of LWL, and line of thrust is similar to and is parallel to bottom surface and 1.25 unit places below described bottom surface, that is, be 1.78%LOA below described bottom surface.Above-mentioned specific characteristic is the feature of claim.

In addition, in order to obtain from overcritical to the transition of striding flat state having on the TH-III that stablizes CG, locate cooresponding contour shape on the quarter shown in 71 among Figure 14 c, shown in 73, for 2.0 last units of being similar to of bottom surface length, length with 2.5-3.5%LWL, described length should be inclined upwardly with about-5 degree, shown in angle-α.This contour shape with high speed gliding type ship is the difference of matter and opposite embodiment, and described high speed gliding type ship suggestion locates to be relative downward arch on the quarter, does not have the excessive angle of attack to help to slide, and also can reduce hump drag before sliding; For example, the trend of locating for the bottom of relaxing Fig. 2 that raises up.

By understanding along with the dynaflow state from zero velocity change to smooth sea and the billow stride flat state relate to the balance that pitches variation, can understand the critical importance of the hull shape that will in ensuing part, illustrate, CG, control wing plate better.The dynaflow center of the buoyancy during hydrostatic center, the hull of having to consider buoyancy moves, striding the vertical floating center (LCF that fundamentally changes under the flat state, the area centroid of waterplane (centroid)), the variation effect of the kinetic pressure center of causing owing to momentum change, the hull angle of attack during with the subduction of dynaflow mode, all foregoings interaction separately in smooth sea and disadvantageous wave.

For example, in above-mentioned example, wherein CG is apart from stern 28 units, promptly, 40%LWL, vertical floating center (waterplane area barycenter) change to stride under the flat state apart from stern 23.3 units (33%LWL) under the supercriticality and are roughly 15 units (21%LWL) apart from stern.Therefore, the critical range between CG and the LCF is from changing to (28-15) unit=13 units (for 18.5%LOA) of striding under the flat state for overcritical with (28-23.3) unit=4.7 units of crossing critical conditions (being 6.7%LOA).Apparent position is shown in the numeral among Figure 14 a 70.

Ratio at illustrated transonic speed hull, exemplarily illustrated with vertically trim, stability and controlled relevant these important parameters and relation, and after a while with the trailing edge wing plate of type shown in the instruction diagram 14d, described hull has the radiused corners that radius is 1 unit between side and bottom surface, be 6.25% of aftermost breadth.

The variation of the geometric configuration of the hull in the above-mentioned example will the vertical trim of slight modification, the parameter and the relation of stability and control.Described parameter and relation also depend on weight and volume ratio, for example, be the weight of unit with the ton with foot/100 be unit length cube ratio.The example that provides is the guidance that is used for the ratio in the 50-80 grade.As a reference, the boats and ships of 30,000 tons and 750 feet LWL have 71.1 weight and volume ratio.In this respect, importantly distribute hull transonic speed load so that the hydrostatic draft amount at bow place much larger than the stern place.

If float so that the bottom surface of TH is parallel to waterplane with static waterplane, as in traditional boats and ships common, then in order to realize the unusual feature of TH and TH-III, center of buoyance will drop on the 33%LOA place, need identical CG position, under the supercriticality of draining, will cause excessive resistance, and will negate transonic speed hull and when fair speed, will cause the unsettled situation that pitches in CG under its various states and the big distance between the LCF.In addition, will destroy TH wake flow under the supercriticality.By this parallel floating, the anterior ball edge that the compensation that CG is moved forward is flooded needs on the supersonic speed hull, described anterior ball edge will weaken resistance and be unwelcome in disadvantageous wave, thereby cause the bigger variation of impact load and structure moment of flexure at the intermediate place.

5h. the stern device that monomer TH is navigated by water under various speed states.

For make monomer transonic speed hull TH in its whole wide speed range (promptly, subcritical, overcritical, cross critical and stride flat state) alerting ability and effectively use practical, various how much stern profiles are critical and are optimums, for example, locate to have the trailing edge wing plate on the quarter, but compare in different in nature important and opposite modes and use with the stern tab (stern tab) on traditional gliding type or the semi-glding type ship.

Figure 14 d has shown the bottom surface of the smooth stern profile 75 of the contiguous stern 77 of having of TH, and stern wing plate 76 is installed in surface 77 and 75 corner smoothly, and the wing plate angle δ f that makes progress is-6 ° approximately, and stern wing plate wing chord is 2.5%LWL.Have the 40%CG that keeps stable stride under the flat state and at subcritical state but be not wanting overcritical or cross under some situation under the critical conditions, this negative angle be required with produce and control chart 14b in critical low-angle 65.

Figure 14 e has shown the stern wing plate of Figure 14 d, and described stern wing plate is installed in being modified with in the stern type of accepting optimum hull stern profile among Figure 14 c.Particularly, the hull 78 that has the stern of flat profile, described hull 78 bend to the rear portion in the fan section 79 of 4.2%LOA gradually, thereby have reduced by about 0.18 draft aft amount, thereby and increased the immersed volume effect at the rear portion of TH-III, and there is not too much local draft aft.The stern wing plate 82 of hinged 2.1% wing chord of having an appointment in 83 places at the turning, described stern wing plate 82 starts from torque tube 86 by the pipe link between arm 85 and the carriage 84.Described wing plate has and is used to stride-5 ° the angle that is about that the plane flows, and randomly is used for subcritical mobile angle and can reaches-8 ° approximately.Yet, described wing plate is being used for the blade outlet angle that 88 places, stern wing plate position overcritical and critical conditions excessively are inverted to the effect of K/UP 79 about zero degree, and has special braking position 89, described special braking position 89 is imbedded the bow of TH and is promoted its stern, with so that increase from the resistance in two sources, described resistance increases to be particularly conducive to be crossed critical and is striding under the speed state on plane and brake.

By Figure 12, Figure 13 and Figure 14, I have commented on for the following description: shape, overcritical, cross critical and stride hydrostatics and the fluid dynamics of the TH under the flat state, center of gravity and LCF position and line of thrust position, aspect and wide load, the rear outline shape of TH is used for stern wing plate and the combination thereof of TH, base area of doing and soak and cooresponding volume distribute, and they are for the hull Effect on Performance in unfavorable wave.For the situation of back, the increase of weight allows more to lean on the CG position of stern; For example, weight for 76 and length ratio, described CG can be moved back into 0.39 from 0.40, and same, will allow easier entering to stride flat state than light weight and length ratio.

5i.TH additional X-speed state

Figure 15 has shown author's R﹠amp thus; The new state that D develops hull transonic speed.Described state has special nature like this, although so that even to lack 1/4th bendings of shoulder, midbody and TH still very crucial and the most useful, yet also do not probe into itself and the transonic speed prerequisite of fluid field and the relation of understanding fully.As if but water conditions is difficult to whole understandings, therefore be determined to be in the X-state that is met with in the more speed scope, the evidence of described X-state is illustrated in fig. 15 for showing, at the place, rear portion of the stern 91 of TH main body 90, around the place, rear portion of the stern 91 of TH main body 90 with to the photo of the surface condition at the place, rear portion of the stern 91 of TH main body 90.Described wake flow has smooth uniform recess, and described recess has level and smooth left hand edge 93 and level and smooth right hand edge 97, and described left hand edge 93 and right hand edge 97 are along with the extension of the water of the flattened side of main body 90 is outstanding backward.The wake flow cross-sectional plane at 96 and 95 places has shown the flat surfaces of the wake flow below the horizontal surface in the exterior smooth water surface zone 94 that is not interfered of exterior smooth water surface zone 92 that is not interfered of the depression at 97 places and depression 95.In the wake flow of the ray at the rear portion of directive tailgate 91 and not obvious, except border as recessed wake zone.For this X-state, be noted that as dotted line among Figure 15 and describe that TH has darker draft amount forward.In the outside, border of wake flow and the plane, flow field that spreads all in wake flow inside is the evidence of special fluid dynamics, wherein can suppose the laterally shunting fully in the wake flow of V sin4, and V is the speed of ship, and 4 is half of bow angle of aspect.

5j. be used to have stern and laterally wing plate and bottom striped TH wave control.

Figure 16 shown for the trim of the TH of special purposes and control setup, is used for TH and crossing critical and striding the turning of plane mode.Wide stern 100 is arranged on TH13, and described stern 100 has axle 107 place's pivotallys attached three stern wing plates part at conllinear at its lower edge.The trim that provides during turning upwards is provided described center wing plate part 103, and therefore promotes with angle 102 with respect to the protrusion on smooth following TH surface 112.Described wing plate is shown and is used for right-hand turning.Right side wing plate 101 is raised greater than 102 angle 104 so that the right side of hull 113 sinks, and left side wing plate 105 is lowered angle 106 to promote the left side of TH113 on the direction opposite with angle 104.Therefore, TH tilts to the right, and the bottom surface of TH is subjected to entad component to the right to the right when TH goes off course under the effect of conventional direction rudder, and under Newton's second law, described entad component to the right produces curved path to the right.(yaw rudder is not shown in Figure 16)

Shown optional turning method among Figure 16, described turning method comprises the retractible side direction wing plate 108 that is hinged on axle 109 places, and described axle 109 is in the lateral plan medium dip, with respect to have positive incidence α at TH side mobile.The expanded position of the wing plate 108 shown in Figure 16 causes the lift of increase on the right side of TH113, and because left side wing plate 114 remains retracted, the right side of TH is raised, and this makes TH113 turn to the left side.For straight-line motion, right side wing plate 108 shrinks by its power piston 111 and is placed on reposefully in the depression 109 on the side of TH.

Another details of Figure 16 is the employed cross sectional curve of side direction lower corners at hull.Right lateral bending corresponding to have the major axis perpendicular line and use 2: 1 ratios in the specific speed state of Figure 14 a local elliptic sector so that the sink effect of subduction minimize.Different embodiment illustrates almost sharp-pointed turning 116 in the left side, and described turning 116 is preferably used in the X-state of Figure 15.As a result, left side side direction wing plate 114 can be placed on the position of the bottom on the side of TH113, and has stronger effect.

Use the pattern of the stern wing plate among Figure 16 below with the formal description of form, wherein the β representative is with respect to the angle degree to rearward projection of the bottom surface 112 of hull.

The wing plate position	Left wing plate	Middle wing plate	Right wing plate
				Subcritical, straight	-4	-4	-4
Cross critical, straight	-5	-5	-5
				Cross critically, turn right	+2	-7	-10

The stern wing plate be used to turn right stride plane and postcritical application and cross critical phase seemingly.

The state of the use of the side direction wing plate of Figure 16 is overcritical, critical excessively and strides flat state, and if desired, longitudinal length can be optimised and be used for the preferred for example speed state as summarizing below.

5k. be used for the side direction wing plate of hydrodynamic function.

Figure 17 has shown the lateral device with various application, and is as follows:

The dry deck of a function: in the expansion when the time of the side direction wing plate on the TH120 in operation in the disadvantageous waters that for example has wave 122 of the water surface 121 of calmness.Under these conditions, suitably design-calculated TH will pass the wave of continuous fluctuating and have only minimum speed loss, but may have some arrive freeboard from the water of the wave of continuous fluctuating top during passing wave.This situation by the left and right sides of front portion to wing plate 123, minimize at the side direction wing plate 124 of midbody and side direction wing plate 125 on the quarter.Described wing plate can be similar to the wing plate 108 among Figure 16.

The b controllable function that pitches: in the broken sea waters or in the wave that rises and falls continuously or even in hydrostatic, under fast state, the selectivity of side direction wing plate is used can be used to the control that pitches; For example, launch anterior side direction wing plate and only be used to face upward to 123, the side direction wing plate that perhaps launches stern has a down dip to 125 underridings that are used for hull.

C side direction controllable function: only the wing plate of midbody can be used to wave hull to a wing plate in 124 under the situation of the effect that do not pitch, and perhaps only wing plate can be unfolded a wing plate in 125 and is used for waving and diving downwards towards the opposite side that its wing plate is launched.

D. hang down and swing control: in high-revolving scope, the expansion of whole wing plate device will produce some and hang down and swing, and perhaps the wing plate of midbody will produce to 124 expansion that the midbody that is close to CG is vertical to be swung, and the effect minimum that pitches.

E. the side direction wing plate is fixed as the footway: select as (cheaply), and lose the performance of a part of hydrostatic, permanent side direction wing plate can be used to navigate by water in common and disadvantageous wave, and also passage can be used as on the bow with on the direction of stern on them so that all hands walks, so that check the window sealing, so that anchor is operated forward before helping, or the like.

5l. the control of waving by the airflow fence of vertical bottom face

Figure 17 has also shown the surface 127 of vertical water conservancy diversion palisade, and described surperficial 127 go for making the collapsible bottom wing plate of resistance minimum in straight-line motion.When yaw rudder 126 rotations, yaw rudder 126 will produce centnifugal force on the quarter, such as the outward direction of paper.This will make stern go off course towards the right side.Because formed outside motion, the inside horizontal moisture flow towards airflow fence 127 forms, and this has improved at the pressure on the right side of airflow fence 127 and therefore the TH right side has upwards been waved.Make the centripetal force that on hull, produces to the left, the path that produces turnon left according to Newton's second law by the driftage of yaw rudder generation with by the compound action that waves that airflow fence 127 produces.Described centripetal force has two parts: the one, and the inside component on the bottom of hull, another is the inside power on the right side of hull.If combination, they can produce very tight turn radius.

5m. dimensional effect to the uniqueness of the efficient of the TH ship of actual size.

By analyzing the test of oneself, I in the weight/resistance ratios applicable to TH of estimation TH ship as the particular fluid dynamic regime in model test, determined, but further found very delicate very important again advantage.Described advantage is to be used for the unique function that the size of the hull of TH increases, and it increases in the size that is used for traditional hull and does not exist.Because under overcritical at discharge type, critical excessively and the fluid field state, increasing along with the resistance of the speed of TH mainly is the viscous source, and it is very not remarkable compared to traditional discharge type or gliding type hull in same speed range that wave forms the resistance of phenomenon or momentum change in these speed ranges, weight/resistance ratios of TH because a variety of causes with cumulative size-modify; An important reasons is that viscous resistance sharply reduces with Reynolds number when size increases with constant Froude number.For example, if drag coefficient is along with the cumulative compare rule (scale) from the model to the ship reduces by 50%, and if, for simplicity, viscous resistance cube estimates that viscous resistance will reduce 50% so with compare rule, but wave form resistance and weight will be with cube calculating of compare rule.And, because soak square increase of area, will there be the further reduction of viscous resistance along with compare rule.In model test, the actual result that the wave of the TH in the discharge type pattern forms the minimizing of resistance be from the weight of the TH ship of model test prediction and width than can be estimated as 20% or more than the W/D ratio of predicting from the model test of traditional displacement ship under identical speed, size and weight.

5n. be used for solving TH shape in the common problem of unfavorable wave.

Ship and discharge type canoe have been devised in the past and have had sufficient buoyancy reserve, and these buoyancy reserves become from about midbody to bow greatly, described buoyancy reserve in disadvantageous wave moment ground engage, with lifting bow when meeting with wave.Even displacement ship, for example be in the destroyer that bow has sharp keen service conductor and narrow waterplane on the waterplane plane, still more than waterplane outwards with to outward lean, make on the bow weather deck avoid the influence of disadvantageous wave not only to provide buoyancy reserve but also to allow by the fence more than deck level.

For identical purpose, have the single hull and the gliding type ship of V-arrangement bottom, from the midbody to the bow, also have sufficient buoyancy reserve and slide the surface deposit of type.

The traditional boats and ships and the practice of canoe are will heavy parts to be placed on the inertia that the centre of ship pitches with reduction.

Described TH designs with regard to shape that is used for unfavorable wave and volume and is different from these traditional single hull methods and opposite with these traditional single hull methods, and several important different designs feature obtains casehistory in Figure 18 a-18g.

Figure 18 a has shown the planar view of the TH130 of the maximum aftermost breadth with 70 unit lengths and 16 units.Figure 18 b has shown the side outline 132 above the water 134 of static state; With underwater outline line 136.Figure 18 c-18g has shown the cross-sectional plane of TH.Note following specific characteristic:

-as shown in Figure 18 a, in aspect, enter more than waterplane or very sharp-pointed total angle of attack (entry angle) of the wave at all following horizontal surface places, described sharp-pointed total angle of attack is confirmed by cross section 18c, 18d, 18e.

-the bow portion of the hull as shown in Figure 18 b 1/3rd in, freeboard that more than static waterplane, reduces and profile height.

Reduce a lot of volumes more than-the static waterplane in the zone of the bow portion of hull, this knows in cross sectional drawing 18c-18f and presents.

-as shown in Figure 18 c-s18f, the transverse cross-sectional profile distribution of shapes more than static waterplane in the zone of the bow portion of hull has the shoulder of whereabouts or the inverted V-shaped shape vertical load with the wave that disperses to be passed from quilt.

-at the habitable volume of osed top of the forward of hull, as shown in Figure 18 c-18f, allowing to pass wave, rather than on the weather deck top of bow portion, accept the traditional design of water.

The concrete shape of the TH that success is tested in disadvantageous wave is shown in above-mentioned Figure 18, and is further characterized in that:

-in Figure 18 a, on the whole length of hull, angle of attack with about 13 ° total angle 138 extend to hull below waterplane and above side.

-as shown in Figure 18 b and 18d, have the low profile in position of vertical freeboard of about 4.2% bow portion of the length of hull in 80% position of distance stern.

-the sectional tool of hull more than waterplane is just like the inverted V-shaped shown in Figure 18 d and the e, and perhaps inverted U-shaped as shown in Figure 18 f, and the low general outline in level and smooth position has about 7% maximum height of total length more than waterplane.

Important parameter is the last resulting volume of the buoyancy reserve in the bow portion zone of the hull of waterplane more than 134 of calmness, and it can be discharged from transition condition, and for example instantaneous underriding enters during the very big wave of the wave 131 among Figure 18 b for example.This additional volume should be with relevant by the weight drain water volume of the ship in hydrostatic.Carried out the successful test of TH under the situation below: the volume ratio of 80% position in Figure 18 b and 13% grade of the additional volume between the fore, the volume ratio of 32% grade of the additional volume between 57% position and 80% position, and the center of gravity of hull is in about 40% position.These are than estimating to obtain by in fact necessary coarse diagram, although and because the area of the bow portion of waterplane and stern is asymmetric, standard imperfection with software of wave simulation, but described estimation can be modified by the computerized calculating of the software with wave simulation.These ratios can cause minimum vertical swinging and the interference that pitches.

Aspect and profile with reference to the TH-III among Figure 18, extremely important and crucial is illustrates that for example the live load ratio under the high speed at hull under the effect of wave 131 is as much smaller at the traditional very tall and thin ship as shown in " hippocampus " publication in November, 1994, and reason is as follows:

When high speed, TH have among for example Figure 13 and Figure 14 near zero or the very little angle of attack, and therefore the change of the vertical momentum of TH. is far smaller than the tall and thin hull with dynamic lift boosting, and described tall and thin hull is easy to make fore upwards under this speed, drying area and volume with very most hull are exposed to alluvion, thereby can produce very large load.

And the plan view of TH is more sharp-pointed for given beam of hull, because it is leg-of-mutton, maximum width is on the quarter located, rather than has biconvex (lenticular) side as shown in other US Patent, and maximum width is near amidships.Thus, for given profile, the volume of the buoyancy reserve of TH is regional less bow portion.

The cross section of bow portion has inverted V-arrangement shape preventing the high local load under dynamic water slug, as when pass wave or wave beat on the top of hull, for example, if replacement has inverted V-arrangement, has inverted cup-shaped situation.

Geometrical property by TH, the parts of the weight of dispersion ship are advantageous particularly so that the longitudinal moment of inertia maximization becomes, described longitudinal moment of inertia promptly centers on the moment of inertia by the transverse axis of the center of gravity at 40% place in Figure 18 b, and an optional transverse axis be by in Figure 18 a and b at the transverse axis of the longitudinal center of the buoyancy of 33% position, although because the area of the bow of waterplane and stern is asymmetric, the latter's standard and imperfection.Place the contiguous forward andor aft of engine installation, heavy weapons, fuel tank and other weight extremely important.Described model test has demonstrated very favorable result, and nearly the heavy end near hull of total ship of 40% is arranged.This can make the uncommon engine installation shown in Figure 19 necessitate in some cases.

5o.TH weight distribution.

Figure 19 a has shown TH150 with lateral plan; described TH150 has the driving engine 152 that is positioned at bow portion; driving engine 152 drives by traditional shaft drying middle spiral oar 154; the both is by vertical fin 156 protections, and described vertical fin 156 also can provide good tracking power and centripetal force in driftage.At the rear portion is a pair of left side and righthand engine, only has one to be expressed as driving engine 156 in described left side and the righthand engine.Described driving engine 156 drives vertical shafts 158, and described vertical shaft 158 is arranged in the yaw rudder 160 with the screw propeller 168 of drive installation on yaw rudder, perhaps separates with yaw rudder and in the front of yaw rudder.Therefore described power plant system can comprise three driving engines.Fuel tank 151 and 153 also is positioned at the end of hull, thereby heavy parts make the inertia maximization that pitches of hull.The top 161 of hull 150 is similar in the part of bow portion to the hull among Figure 18, but there is the weather deck with two supplementary features in part on the quarter, described two supplementary features uniquely with the combination of wide aftermost breadth: one is the helispot 164 on the deck, another is the stern warehouse 170 among Figure 19 b, and described warehouse 170 is used at moving auxiliary 172 times water of power driven vessel and the auxiliary power driven vessel 172 of recovery of making of TH shipping.How Figure 19 b has also shown the right side that righthand engine 156 and fuel tank 151 is assembled to the warehouse, and lefthand engine 174 and offside tank 176 be assembled to the left side in warehouse, and the stair 178 that how to be assemblied in the outside, warehouse.Because the maximum width of stern, all these is possible uniquely.

5p.TH stealthy and be difficult to the characteristic that perceiveed.

Get back to Figure 18, will be described in the stealthy counter radar surface arrangement of the TH of waterplane more than 134 now.Particularly, the shell of hull is followed the standard that is divided into the piece face of low radar signal, the standard that is divided into the piece face of described low radar signal can be observed on the right side of hull, and have in the flat panel shown in the cross sectional view 18c-18g, comprise with waterplane tilting into about 45 ° flat panel 138, tilting into about 90 ° flat panel 139 and top flat panel 140 with waterplane.Thus, directly as seen from the above, described hull only presents three kinds of panels: tilt 45 ° the panel 138 in left side and the panel 138 on right side, and the flat panel 140 of level substantially.The tilted side view on right side, only there are three important panels: 138,139 and 140 of right side from top.From front elevation, by its character, described TH shape is extremely secret.From the rear portion, its detectability is limited to the inclined-plane of four dispersions: on 141 and 142 of right side, and do not have the cooresponding a pair of of label in the left side.

5q.TH the center of gravity and the waterplane centre of form (centroid).

The important details of in Figure 18 other is the CG position in 40% center of gravity 145 of ship length at the distance stern, with the longitudinal center LCF143 of distance stern at the buoyancy at 33% length place, in fact be the centre of form of waterplane, thereby provide at the dynamic stability arm between CG and LCF under the discharge type pattern for captain's 40%-33%=7%, this mentions for other figure, and be the quantity more much bigger, and be unique feasible and favourable for TH than the numerical value that may be used for traditional displacement ship.Striding under the plane mode, this difference is increased to and substantially exceeds 7%, and according to striding plane LCF143TP, can reach 14% the order of magnitude.

5r. be used for bottom shape and the building method of TH

As what illustrate in the former patent application 08/814,417, use the recent structure method of composite material or stamped sheet metal and/or welded plate can be used to TH; Also can use timber.

Yet, utilize its unique in shape simplicity, particularly by means of prefabricated composite panel, marine plywood or the metal sheet that can be used in the flat elements, and/or the single curved panel that relaxes, TH can be designed to cheaply manufacture method to obtain fluid dynamic smooth surface.

Former patent application 08/814,417 has also illustrated Figure 20 a, 20b, 21,22,23,24,25,26 and 27, and does not have change (except sequence number and little grammer correction).

Figure 20 a has shown the isometric bottom view of TH, and described TH comprises: smooth rectangle transverse side 200 and 203, and converge in bow 204 with leg-of-mutton profile; Smooth triangular base 205 with line of centers 202; With smooth stern area 206.This shape that has the triangular-shaped profile of soaking has as the aforementioned exceeded the wave formation resistance of traditional hull, but may have excessive wetted area and viscous resistance.

Figure 20 b shown with the full-refined TH of simple building method, and reducing viscous resistance by introducing additional triangle projective planum in the bottom surface of hull, described TH is improved to have at smooth trapezoidal side 221 that bow 204 converges and 223 hull.Described bottom surface comprises three triangle projective planums, and promptly plane 229, left side has the mid-plane 225 and the plane, right side 227 of line of centers 222.Described triangle stops in smooth stern area 226.

Figure 21 has shown the development of the pure triangular surface of TH, and wherein, the side of hull and bottom surface are limited by the triangle projective planum element 231,232,233,234,235 and 236 that converges in bow 237 and terminate in stern area 238.

Figure 22 has shown from the shape of Figure 21 development, and is still more refining with further minimizing viscous resistance.Its bottom surface and side comprise main similar triangular surface 241,243,245 and 247, trapezoidal or leg-of-mutton diversion belt 242,244 and 246 is arranged between the part in these surfaces, all diversion belts are blended in the bow 248, and extend to vertically with angle 250, to reduce volume joint rate as the time per unit of the function of draft amount.Surface 242,243,244, the 245 and 246 smooth tailgates 249 towards the less degree of depth extend back, and described tailgate 249 only is shown as vertical shape because of the simplification of drawing.The upper deck surface of contiguous described tailgate now and the place ahead deck surface at angle 240, described angle 240 defines the subtriangular clearing end of side 241.Be easy construction, in Figure 22 element 242-246 and even 244 can be rectangle with very large aspect ratio, main benefit reduces manufacturing cost exactly.

Figure 23 has shown the modification of TH, wherein, (design rule for example when the restriction that exists in the reality ship length and/or hull beam, the perhaps available dock length that is used for docking, the maximum width that perhaps is used for trailer carrying purpose, all these can influence for the length of the water of given displacement and/or uprighting force refuses).Has the TH prototype among necessary modification Figure 19.For example, the hull shape shown in Figure 20 satisfies the bigger displacement that is used for given maximum width for given maximum width by the subtriangular layout of revising.

Particularly, in Figure 23, the major part of hull comprises the principal triangle main body of length 254, and described triangular shaped body is extended in the mode that shows among the figure in front between bow 251 and leg-of-mutton base position 252.But hull extends the length 255 of stern main body now to stern in Figure 23, and described stern main body is extended between leg-of-mutton base position 252 and stern area 253.Be noted that, although described extendible portion is approximate rectangular on aspect in deck level upper edge 255, but the bottom surface of submergence extends to tailgate 260 by principal triangle surface elements 256 and 257 and smooth subtriangular surface elements 258 and 259 and keep smooth.

The concrete feature of TH shown in Figure 23 is to use the winglet 216 and 262 at the vertical or anti-V-arrangement of afterbody, to extract energy from flow field under water as fan along surface 258 and 259, thereby increase the Effective width of hull at tailgate 260 places, but and under the situation of vertical winglet, do not increase its how much carrying width.If these winglets tilt with the dihedral angle (anhedral angle) as the left side of Figure 23, they can begin to play the effect of back hydrofoil so, the part of the weight that described back hydrofoil supports, otherwise this part supported by hull extendible portion 255, and they also are used for direction control.

Be noted that, in Figure 20-23, the bottom surface is smooth or approaching smooth under water, and surface element and hydrodynamic waterplane with triangle character guide, and when water when move at the rear portion, draft amount reduces and the width increase, and is to keep the active favourable gravity fluid static pressure gradient of mobile setting under hydrodynamic condition.

Use the development of the shape of flat surfaces parts to reduce manufacturing cost, and help to illustrate design feature.Because the cooperation of the uniqueness between the simple shape of TH prototype, so loss is very little, described TH prototype allows to use the element of smooth and/or single bending to obtain the TH main body of quite smooth double wedge.

Figure 28 A has shown the multihull vehicle that uses two parallel TH hulls 301 and 303, as seeing by the ray pattern 309 in the ship and 311, described two parallel TH hulls 301 and 303 do not have wake flow to interfere near ship when navigating by water with supercritical speed or above supercritical speed.The ray of outboard is 313 and 315.Described hull is driven by screw propeller 305 and 307.Therefore, the advantage of described dynaflow TH is kept fully.

Figure 28 B has shown the fundamentally different multihull vehicle method with the explanation of TH hull example, but may be used on other the hull.Particularly, left side and right side hull 312 and 310 have their vertical axis of symmetry, and be outwards directed with camber angle with respect to total axis of symmetry.As a result, outboard ray 320 and 322 has size and the resistance effect that reduces, and the side of soaking still less, but ship inner rays 324 and 326 is tended to interference, tends to winding level face and resistance, and increases the wet surface in the ship.This can be by hull 310 and 312 the favourable interference of rear end recover.Yet, multihull vehicle among Figure 28 B is equipped with water booster propulsion set 330, described propelling unit 330 is shown as five sprinklers of one group between hull, described five sprinklers recover some energy content of ray 324 and 326 when operation, reduce the tendency of their increase horizontal surface, the resistance that has reduced them is shared, and reduces the side wet surface in the ship, and falls into the efficient that engine installation has improved generation thrust because do not have in addition from the boundary-layer of hull.Described clearly acceleration is flowed and is shown as 332.

Figure 28 C is the trimaran with three TH hulls 340,342 and 344, but also can be traditional hull with flare, because for any situation, described each all belong to the interactional advantages that two propelling unit groups 346 and 348 of Figure 28 B shown type provide unique reduction resistance and increased thrust.For less multihull, described power pack can utilize the battery manufacturing of the marine engine of outboard to form.

The numerical value of above-mentioned design standard is representational for the hull characteristic of being commented on, and can be adjusted to be used to have the concrete TH hull shape of actual size weight, respective thrust line position and other design feature in the scope of spirit of the present invention and its claim.

Described explanation and accompanying drawing relate to fluid dynamics and TH shape, and the CONSTRUCTED SPECIFICATION that does not relate to mechanical device, and because model test is not enough to be used for to determine the stability of TH of the manned unknown weight of actual size, perhaps other and security-related problem, these problems should only be investigated by the builder who authorizes and determine that described builder has independent liability in these problems.

Under the situation of the instruction that in not departing from claim of the present invention, relates to, can make a change accompanying drawing and explanation.

Claims (22)

1. hull transonic speed, described transonic speed hull has: bow, stern, longitudinal length between bow and the stern, extend to the side surface of the outboard part of described stern from described bow, the lower surface that between described side surface, extends, described transonic speed hull has the part of flooding, the described part of flooding has in planar view and is approximately leg-of-mutton shape, described triangular shaped the have summit of contiguous described bow and the base portion of contiguous described stern, and when motion, in lateral plan, have and be approximately triangular shaped, the contiguous described stern of contiguous described bow of base portion and summit.

2. transonic speed hull according to claim 1, it is further characterized in that, the dynaflow state between described moving period comprises the supercriticality that has greater than about 1.35 speed and length ratio, have greater than the mistake critical conditions of about 2.0 speed and length ratio and have greater than about 3.0 the speed flat state of striding with the length ratio.

3. transonic speed hull according to claim 1, wherein wt compares in the scope with the lower limit that is about 100 higher limit and is about 50 with displacement.

4. transonic speed hull according to claim 1, it is further characterized in that, described lower surface has the principal length that extends to the second place of described stern upstream from the primary importance of contiguous described bow in lateral plan, and induce partial-length from the trim that the described second place is extended towards the bottom of described stern backward, and described partial-length has the part width of the width of the base portion that is approximately equal to contiguous described stern, described trim induces the lower surface on the partial-length upwards and to the rear portion of described principal length to tilt with little negative angle, and the downward power of contiguous described stern trends towards crossing critical and making the bow rising of described hull when striding motion under the dynaflow state on plane thus.

5. transonic speed hull according to claim 4, wherein said low-angle are about 5 °.

6. transonic speed hull according to claim 4, wherein when under described critical fluids dynamic regime excessively, navigating by water, angle between the described principal length and the water surface is about 2 °, and bow is darker than stern, and the described little negative angle of wherein said partial-length becomes 4 ° approximately with respect to described principal length.

7. transonic speed hull according to claim 1, wherein the trailing edge wing plate is set at the bottom of described stern, and have the total wing plate width across ship of the width of the described base portion that is approximately equal to contiguous described stern, and it is long to be approximately equal to 2.5% the wing plate side of a ship of described longitudinal length of described hull.

8. transonic speed hull according to claim 7, wherein said trailing edge wing plate is configured to approximate first angle that is parallel to described lower surface under described supercriticality, when spending critical conditions following time and be rearranged into, and be rearranged under the flat state with respect to the acclivitous third angle degree of described second angle described striding with respect to acclivitous second angle of described first angle described.

9. transonic speed hull according to claim 1, wherein said hull has about 40% the waterplane zone that center of gravity is positioned at the length of the described waterplane of measuring from described stern when not moving at water float, and the barycenter in waterplane zone be positioned at the described waterplane of measuring from described stern described length about 33%.

10. transonic speed hull according to claim 6, wherein the trailing edge wing plate is set on the lower edge of described tailgate, and under described supercritical speed, be configured to induce partial-length downward-sloping in a small amount with respect to described trim with first angle, described cross to be rearranged under the critical conditions approximately be parallel to described part, and be rearranged into little negative angle to tilt with respect to described part described striding under the flat state.

11. transonic speed hull according to claim 1, it is characterized in that, described hull has shallow draft aft and has propelling unit under static condition, described propelling unit can apply propulsive force, make described hull travelling forward under at least two kinds of speed states with generation, thereby issue the dissimilar fluid field of putting on display motive effect of fluid at dynamic condition, comprise supercriticality with cooresponding varying level, wherein:

Described propelling unit applies first propulsive force, and described hull reaches supercritical speed by described first propulsive force;

By described speed, be eliminated with respect to the drinking water essence of the overcritical dynamic water level below the described stern at described stern place;

Be similar to identical with respect to the deep draft of the described bow of its contiguous overcritical dynamic water level with described deep draft under the described static condition;

The overcritical dynamic waterplane of hull keeps being approximately leg-of-mutton shape;

The side surface area of soaking under the described supercriticality and the area of wetted surface of bottom keep being approximately equal to the area under the described static condition;

The major part of described lower surface is with respect to approximately uniform negative angle under overcritical dynamic water level maintenance and the described static condition; And

The described base portion of the described lower surface under the described dynamic condition is born roughly and is upwarded pressure, described pressure has the component of force that is oriented forward, described component of force and described propelling unit promote described hull jointly forward, under described supercriticality, to give described travelling forward, produce the motive effect of fluid of first level.

12. transonic speed hull according to claim 11, it is further characterized in that described fluid field comprises the mistake critical conditions faster than described supercriticality, and wherein:

Described propelling unit applies second propulsive force that is higher than described first propulsive force;

Described hull greatly reduces with respect to described supercriticality at the described area of crossing under the critical conditions at the side surface of the drinking water at contiguous described bow place and described hull that soaks;

The described dynamic waterplane shape of crossing the hull under the critical conditions keeps roughly the same with described supercriticality;

The draft aft of lower surface crosses under the critical conditions described that to compare maintenance roughly constant with described supercriticality;

Angle between the described major part of described lower surface and the described dynamic waterplane remains negative value described the mistake under the critical conditions, but greatly reduces with respect to the described negative angle under the described super critical condition;

Pressure component forward on the described bottom surface greatly reduces; And

Producing in conjunction with effect of above-mentioned actual conditions crossed critical conditions faster than the actv. of described supercriticality.

13. transonic speed hull according to claim 12, it is further characterized in that described hull obtains actv. and strides flat state, and wherein:

Described propelling unit applies the 3rd propulsive force that is higher than described second propulsive force;

Stride under the flat state described, described hull is eliminated in the drinking water at contiguous described bow place, and the bottom of described bow is elevated on the dynamic water level;

The dynamic waterplane of hull described stride to be varied under the flat state have the shape of the approximate polygon of four edges at least, described polygon have roughly the right edge and the limit, left side of symmetry, the athwartship side that is positioned to contiguous described stern and contiguous described bow than minor face;

The draft aft at the described rear portion of described lower surface described stride under the flat state keep with described cross under the critical conditions roughly the same;

The described side surface that soaks of striding under the flat state is reduced with respect to the described critical conditions of crossing;

The described area that soaks of striding the lower surface of the described hull under the flat state greatly reduces with respect to the described area of crossing under the critical conditions that soaks;

The main portion of described lower surface and the angle between the dynamic water level are the little positive angle less than described negative angle described striding under the flat state;

Pressure component on the described lower surface that soaks is oriented to backward; And

Flat state is striden in producing faster than the described actv. of crossing critical conditions in conjunction with effect of above-mentioned actual conditions.

14. one kind has the transonic speed hull that floods part, described transonic speed hull has the length between bow, stern and bow and the stern, and the described part of flooding is characterised in that to have:

Be positioned at the leg-of-mutton waterplane of being approximately of horizontal surface place, described waterplane has the summit of contiguous described bow and the base portion of contiguous described stern;

Be approximately leg-of-mutton profile when motion in lateral plan, described leg-of-mutton profile has the summit of contiguous described stern and the deep draft of contiguous described bow; And

Prone surface, described prone surface have a left side and the vertical surface element of right triangle, the contiguous described bow of contiguous described stern of their base portion and summit.

15. transonic speed hull according to claim 14, it is further characterized in that to have the vertical surface element of the 3rd central cam shape of the contiguous described stern of base portion, and described three element is between a described left side and right element.

16. transonic speed hull according to claim 15, it is further characterized in that, have longitudinally right and left-hand face element, and have described side surface element and described hull described and flood extension between the cooresponding right side on described prone surface partly and the left general triangular element and be connected their right side and left elongated polygon stave.

17. transonic speed hull that is suitable for all weather, described transonic speed hull has the length between bow, stern and bow and the stern, and floating and be positioned at the static waterplane at horizontal surface place when not moving in hydrostatic when described hull, described hull has:

Be similar to leg-of-mutton shape in described static waterplane, described shape has the summit of contiguous described bow and the base portion of contiguous described stern;

Extend to the exterior side surface of described stern from described bow;

The lower surface that between the lower area of described side surface, extends;

The upper surface portion of between the anterior at least part of the upper area of described side surface, extending;

The described bottom surface portions of described upper surface portion, described upper surface portion below and the side surface portion between described upper surface portion and the described bottom surface portions surround the fore-body volume in the middle of them;

Described anterior volume has the upper volume part that is positioned on the described static waterplane and is positioned at lower volume part under the described static waterplane; And

The water inlet angle of the contiguous described bow of described static waterplane is about 13 °, and freeboard is not higher than from about 4.2% of the hull length forward of 80% position of the measured hull of described stern.

18. transonic speed hull that is suitable for all weather, described transonic speed hull has the length between bow, stern and bow and the stern, and floating and be positioned at the static waterplane at horizontal surface place when not moving in hydrostatic when described hull, described hull has:

Be similar to leg-of-mutton shape in described static waterplane, described shape has the summit of contiguous described bow and the base portion of contiguous described stern;

Extend to the exterior side surface of described stern from described bow;

The lower surface that between the lower area of described side surface, extends;

The upper surface portion of between the anterior at least part of the upper area of described side surface, extending;

The described bottom surface portions of described upper surface portion, described upper surface portion below and the side surface portion between described upper surface portion and the described bottom surface portions surround the fore-body volume in the middle of them;

Described anterior volume has the upper volume part that is positioned on the described static waterplane and is positioned at lower volume part under the described static waterplane; And

The ratio of the volume of the volume of described upper volume part and described lower volume part is not more than about 2.8.

19. structure according to claim 18, it is further characterized in that, the ratio of described upper volume part and described lower volume part is from measured 80% the reducing forward of described stern.

20. hull according to claim 17, it is further characterized in that, the volume that described hull is impaled between measured 50% and 80% the lengthwise position before the stern-on above described waterplane is not more than volume about 40% of the described hull below the static waterplane, further strengthens described hull pitching and hanging down in unfavorable wave thus and swings characteristic.

21. hull according to claim 17, it is further characterized in that:

The part of described hull under described static waterplane develops and first displaced volume; And

The described hull volume that measured 80% lengthwise position is impaled forward before the described stern-on more than described waterplane is not more than the about 20% of described first volume, makes described hull resist walking of wave thus in unfavorable wave and the characteristic that pitches becomes favourable.

22. hull according to claim 17, it is further characterized in that, the parts of the weight of described hull comprise and are used to power propelling motor device and tank mounting that described hull is moved, described heavy parts are oriented in contiguous described stern and the described bow, and away from the central region of described hull, increase the inertia that pitches and go off course of described hull thus, and strengthen described hull pitching and controller characteristic curve in disadvantageous wave.

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