Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
  • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
  • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
  • B63B1/32—Other means for varying the inherent hydrodynamic characteristics of hulls
  • B63B1/34—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction
  • B63B1/38—Other means for varying the inherent hydrodynamic characteristics of hulls by reducing surface friction using air bubbles or air layers gas filled volumes
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T70/00—Maritime or waterways transport
  • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

• the present invention relates to a monohull motor ship.
• the invention relates to a ship comprising an engine which actuates a propellant bearing on the water.
• This propellant can be a propeller or a planing wing moved vertically in an alternating movement and housed in a box open forwards and backwards. It can also be a reactor.
• the present invention aims to make a ship using gas injection under the hull, and in which the drawbacks associated with the propellant are eliminated.
• the monohull motor ship comprises at least one motor for actuating a propellant supported on the water, and blowing means for injecting a gas under at least the rear half of the hull of the ship.
• I1 is characterized in that the propellant is located outside the part of the hull under which the gas is injected.
• the propellant works in a dense medium, therefore with good efficiency.
• all the risks of cavitation linked to the injection of air are eliminated and the deterioration of the propellant is no longer to be feared.
• the propellant is located under the hull of the ship, in front of the part of the hull under which the gas is injected.
• the bottom of the ship is concave downward and comprises at least one portion of cylinder with an axis parallel to the longitudinal plane of symmetry of the ship, so as to properly hold the gas blanket.
• the bottom of the ship can advantageously include two cylinder portions with a concavity directed downwards and substantially symmetrical with respect to the longitudinal plane of symmetry of the ship, according to a profile called "seagull wing".
• the propellant may include a rearward directed gas ejector, or a propeller, or a device with a planing wing movable in a box open towards the front and towards the rear of the ship, such as that described in French Patent No. 1,418,806.
• the propellant is adjustable.
• the directional effect is also achievable by a rudder located in the front half of the ship, and aft of the propellant.
• the ship can also advantageously comprise two daggerboards arranged obliquely and symmetrically with respect to the longitudinal plane of symmetry of the ship, located in the front half of the ship behind the propellant and selectively liftable.
• This characteristic allows, in rectilinear operation, to suppress the drag of the rudder.
• the propellant is vertically adjustable in position, according to a more or less accentuated planing.
• the ship comprises two propellants aligned one behind the other along the longitudinal axis of the ship, the propellant located at the rear being a speed propellant, and the propellant located at the forward being a thruster.
• the ship comprises an inclined rear deck to allow the boarding of a water skier, this arrangement being made possible by the absence of a propeller at the rear.
• two hollow side pins are provided extending on either side of the bottom, connected to the blowing means and pierced with holes on their wall facing the longitudinal median plane of the ship.
• these pins are also pierced with holes on their walls facing the outside of the ship, and the sides of the ship are inclined, from bottom to top, towards the outside of this ship. In this way, a gas mattress is produced in the best conditions, both under the ship and on its sides.
• the bottom of the ship has a gas injection nozzle located in the third ararid ⁇ ship, aft of the propellant, directed towards the rear of the ship, connected to the blowing means, and extending between the two keels.
• the gas injection nozzle advantageously comprises two lips extending transversely to the vessel, one being movable relative to the other.
• Figure 1 is an elevational view in partial section of a ship according to the invention.
• Figure 2 is a sectional view along II-II of Figure 1; .
• Figure 3 is a view similar to Figure 2, but according to an alternative embodiment of the bottom;
• Figure 4 is a view similar to Figure 1, but according to an alternative embodiment of the blowing;
• Figure 5 is a view similar to Figure 1, but in an embodiment with two propellants;
• Figure 6 is a view along VI-VI of Figure 5.
• Figure 7 is a diagram for explaining the operation of the embodiment of Figures 5 and 6;
• Figure 8 is a bottom view of a ship with two retractable fins, along line VIII-VIII of Figure 9; .
• Figure 9 is a sectional view along line IX-IX of Figure 8; .
• Figure 10 is an elevational view in partial section of a ship for towing water skiers;
• Figure 11 is an elevational view of a large tonnage vessel according to the invention.
• Figure 12 is a sectional view along XII-XII of Figure 11;
• Figure 13 is an enlarged sectional view of the bow of the ship of Figure 11;
• Figure 14 is a bottom view, along XIV-XIV of Figure 13;
• Figure 15 is a sectional view along XV-XV of Figure 14;
• Figure 16 is a detail view, partially broken away, of one of the hollow skittles of Figures 11 to 14;
• Figure 17 is an enlarged partial view, in longitudinal section along XVII-XVII of Figure 14, at the blowing nozzle;
• FIG 18 is a simplified sectional view of a planing wing propellant.
• a ship 1 includes a heat engine 2 actuating a propeller propeller 3 located in the fore third of the ship.
• a windsock 4 allows air to enter through louvers 5 when the ship is in motion. This air is guided in ducts 6 to lead to a nozzle 7 located behind the propeller, directed towards the rear of the ship and extending transversely over practically the entire width of the bottom 8 of the ship. This bottom has a concavity directed downwards over the entire width of the ship ( Figure 2).
• a slat 9 is fixed along the shell to combat the effect of the valve.
• the bottom is made in the form of two symmetrical cylindrical parts 8a, 8b having a common central edge, according to a profile called "seagull wing”.
• the propeller being located outside the part of the hull under which the air is injected, it operates in a dense medium, with its best efficiency. On the other hand, it is free from shocks due to bubbles and does not risk cavitation.
• a vessel 11 having a concave bottom 12 comprises a compressor 13 sucking air through louvers 14 and discharging it through ducts 15 towards two nozzles 16, 17 extending over all the width of the bottom and located one behind the other. These two nozzles are selectively closable.
• a propeller 18, coupled to a motor not shown, is adjustable in depth by known mechanical means.
• This arrangement makes it possible to use a propeller with a large pitch without knowing the drawbacks of this type of propeller at low speeds, that is to say a "stuffing" of the propeller and poor efficiency.
• the propeller is placed in the high position and the nozzle 16 is opened.
• the propeller 18 sends its jet into an air mattress which is already leaking towards the rear, which allows it not to "stuff", c that is to say to operate at its real step, and not at an apparent step which would result from the friction of the propeller jet in the surrounding water.
• a ship 21 with a concave bottom 22 is provided with two propellers 23, 24 placed one behind the other in the axis of the ship and actuated by respective motors 25, 26 placed obliquely for reasons of space.
• Means similar to those described above are provided for producing an air mattress under the bottom 22 behind the propellers.
• the front propeller 23 is at small pitch and the rear propeller 24 is at large pitch, so as to constitute respectively a thruster and a speed propeller.
• FIG. 7 shows the respective thrusts P of these propellers, as a function of the speed V of the ship, following curves C23 and C24.
• the thrust of the propeller 23 is largely preponderant, while at high speed this propeller is screwed into the water without reaction and no longer has a propulsive effect, only the propeller 24 having such an effect .
• the propeller 23 blows the propeller 24 forward, which allows the latter to have a significant thrust at low speed before regaining its characteristics of high pitch at high speed.
• the propellers are rotatably mounted around a vertical axis in order to steer the ship. This directional effect is obtained with a large lever arm with respect to the uneven edges of the rear part which, in turn, effectively brake the centrifugal skid of the ship.
• a ship 31, seen from below in FIG. 8, has a concave bottom 32 and is actuated by a propeller 33 located in the front third and actuated by a motor not shown.
• the ship also includes blowing devices (not shown) of the type described above.
• Ship 31 also includes two drift wells
• a ship 41 having a concave bottom 42, is provided with a propeller 43 located approximately one third before. It further comprises a blowing device as described above to provide an air mattress under the hull aft of the propeller.
• a winch 44 is wound a cable 45 provided with a handle 46 intended to drive a water skier.
• a handle 46 intended to drive a water skier.
• an inclined bridge formed by rollers 47 allows the skis 48 to dock.
• the skier can easily land on the ship, without any danger since the propeller is located at the front, far from the collision point.
• a vessel 51 has a concave bottom 52 limited on its sides by hollow pins 53. These pins have holes 54 (FIG. 16) facing the longitudinal median plane 55 of the vessel and provided with nozzles 56 directed at 45 ° towards the aft of the vessel and slightly upward so as to be approximately parallel to the concave bottom 52 in the vicinity of the edges of this bottom.
• Holes 57 are also made in the pins 53 on the walls facing the exterior of the ship and are provided with nozzles 58 directed substantially parallel to the sides 59 of the ship and at 45 ° to the rear.
• the sides 59 of the ship are themselves inclined, widening upwards (FIG. 12).
• the keels 53 are connected by pipes to compressors 61 (FIG. 12) housed in the ship.
• a transverse nozzle 62 (FIG. 17) is located in the forward third of the ship. It is directed towards the rear of the ship and is situated, relative to the normal direction of travel of the ship, behind the propeller 63 (driven by a motor 70) and the rudder rudders 64.
• the nozzle 62 is in communication with the compressors 11 and it consists of a fixed lower lip 65 and an upper lip 66 movable by sliding on the bottom 52, so as to be able to vary the space between the lips, which determines the blowing section.
• each of the pins 53 ( Figure 16) is located an axial shaft 67 which carries, opposite each hole 54, a drum 68 pierced with a hole 69 forming a shutter.
• the keels 53 extend beyond the nozzle at 53a (FIG. 15) up to the stem, but, from the nozzle, they no longer have an orifice and nozzles directed inward.
• the air blown from the various nozzles constitutes, under the bottom 52, a well distributed mattress, as well as along the sides 59, so that most of the shell is thus "lubricated" by the air.
• the propeller 63 operates in open water, outside the air mattress, and is therefore not subject to any risk of cavitation or shock which could deteriorate it.
• the blowing cooperates in advancement. If the vessel tends to sink, the widened parts 72 and 73, when immersed, immediately exhibit greater resistance to sinking.
• the frequency used is between 0.1 and 3 Hz or between 10 and 30 Hz.
• the invention also advantageously provides for connecting the pins 53 to reservoirs of cleaning product to allow fairing on the high seas.
• the bottom 52 can be composed of concave grooves.
• the fluid injected under the shell can be other than air, and for example include the engine exhaust gases, the engine being connected to the blowing nozzles by suitable pipes.
• the propellant may not be a propeller, but for example a device in accordance with that described in French Patent No. 1,418,806.
• a device comprises a box 74 (FIG. 18) fixed to the hull and open towards the forward and backward.
• a planing wing 75 is articulated on a rod 76 driven by an alternating vertical movement. The alternative inclination of the wing 75 causes, with the upper and lower walls of the box, a wedge of water which advances the ship.
• the concave bottom 8, 12, 42, 52 substantially straight and horizontal in the gas injection zone can then be curved upwards until the rear end of the hull.
• the motor for actuating mechanical thrusters is not necessarily a heat engine, but could be electric.
• the propulsion could be carried out by ejection of gas into the water by means of an ejector directed towards the rear.

Landscapes

• Physics & Mathematics (AREA)
• Fluid Mechanics (AREA)
• Chemical & Material Sciences (AREA)
• Engineering & Computer Science (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Ocean & Marine Engineering (AREA)
• Toys (AREA)
• Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
• Control Of Electric Motors In General (AREA)

Applications Claiming Priority (4)

Publications (1)

Family

ID=26221963

Family Applications (1)

Country Status (12)

Families Citing this family (8)

Family Cites Families (14)

• 1981
  • 1981-04-07 FR FR8106936A patent/FR2503083A2/fr active Pending
  • 1981-08-12 OA OA57473A patent/OA06880A/xx unknown
  • 1981-08-14 AU AU75301/81A patent/AU7530181A/en not_active Abandoned
  • 1981-08-14 BR BR8108768A patent/BR8108768A/pt unknown
  • 1981-08-14 WO PCT/FR1981/000101 patent/WO1982000812A1/en not_active Application Discontinuation
  • 1981-08-14 EP EP81902273A patent/EP0058682A1/fr not_active Withdrawn
  • 1981-08-14 JP JP56502769A patent/JPS57501475A/ja active Pending
  • 1981-08-17 IT IT49115/81A patent/IT1143411B/it active
  • 1981-08-18 ES ES504812A patent/ES504812A0/es active Granted
  • 1981-08-26 GR GR65870A patent/GR78958B/el unknown
• 1982
  • 1982-04-23 NO NO821337A patent/NO821337L/no unknown
  • 1982-04-28 DK DK190982A patent/DK190982A/da not_active Application Discontinuation

Non-Patent Citations (1)

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