FI93188C - Vehicle with improved hydrodynamic performance - Google Patents

Description

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A vessel with improved hydrodynamic performance

The invention relates to a vessel according to the preamble of claim 1 and to a method according to claim 26 for improving the performance of a vessel.

A vessel moving in water is always subjected to a certain amount of friction on its surface in contact with water below the waterline. As the speed of the vessel increases, the turbulence generated by its hull increases rapidly until the frictional forces 10 constitute an obstacle to the development of a higher speed. The energy required to operate a ship also increases accordingly. Higher speed and power are considered to be the main goals and functions in shipbuilding, and reducing frictional resistance is a crucial factor in achieving these goals. An additional goal has been to improve the ship's performance in high-flowing water and hard waves, where the ship's longitudinal tilt and wave impacts, water splashes, and the ship's slipping and tilting make it significantly more difficult to steer.

In addition to speed, another important factor that affects a ship’s performance is its ability to maintain its balance. The equilibrium state is the position in which the vessel is designed to be when it is stationary. Displacement. In 25 vessels, this is usually the same position that the vessel is in when it is in motion. It is important for both comfort and practicality that the ship's decks, areas of use, equipment, and other structures are in the same proportion to the horizontal (i.e., that they are horizontal) 30 both when the ship is stationary and in motion.

However, surface skidders are usually designed (and must operate) to operate at a certain positive longitudinal angle of inclination, usually 2 ° to 10 °, so that the stern of the vessel remains sufficiently clear in the water to maintain the stability of the vessel to roll and slip. and also against those longitudinal tilting forces that can push its bow down and keep the propellers under water. (The loss of equilibrium is usually measured as the angular deviation of the ship's horizontal weight-5 dotted line from the actual horizontal plane at full equilibrium 0 °). Such a deviation from equilibrium results in a significant increase in friction and resistance as the stern sinks deeper, greater longitudinal heeling, wave impact and wind slippage, as well as air accumulation under the rising bow and significant Rois formation at the bow and in most cases also under the propulsion. Thus, maintaining a state of balance is an additional goal that contributes to the main goal of improving the speed and power of the ship 15.

Numerous regional structures have been proposed to reduce resistance. Surface skids are commonly used on medium and smaller vessels. The surface sliding surfaces 20 in the hull cause the vessel to partially rise out of the water as the speed of the vessel increases, whereby the surface in contact with the water of the vessel decreases and also the frictional resistance and resistance caused by surface friction. This decrease can be quite significant. However, the ship will still have a considerably large surface in contact with water and the associated frictional resistance, surface frictional resistance and equilibrium constraints, which will have the above-mentioned significant effects on reducing the ship's power. In addition to the problems associated with equilibrium, as the speed of the 30 vessels increases, the water flow, which is also directed to the best aerodynamically shaped surface sliding surfaces, becomes turbulent. Indeed, this turbulence has been another obstacle to increasing the speed and power of the vessel and has long been sought to be eliminated.

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Carrying wings and carrying surfaces (e.g., wings) used in aviation are aerodynamically shaped parts that generate a favorable reaction ("buoyancy") from the fluid flow to them. In practice, the opposite surfaces of the wing blades have different curvatures (heeling angles). The purpose of the unbalanced profile thus formed is to provide an effective lifting force in the water when using a certain angle of entry of the carrier wing, i.e. the angle between the carrier wing tendon (a straight line connecting the front and rear edges of the silo) and the direction of ship motion. The hydrofoils are attached to the hull of the vessel and are usually transverse to the center of the ship at the bottom and / or below the hull.

The hydrofoils are able to lift the vessel almost entirely out of the water, thereby reducing the friction and drag exerted on the vessel by the relatively small surface in contact with the water (these are mainly parts of the propulsion and hydrodynamically relatively efficient rudder and 20 hydrofoils). . However, the very large structural and other design problems associated with lifting the entire vessel onto the hydrofoils and continuously advancing it in this position limit the use of hydrofoils on smaller vessels. There are other serious disadvantages associated with these vessels. Their severity is poor and they are difficult to handle. They also have a limited operating speed. In addition, the hydrofoils are very sensitive to differences in the ship's carrying capacity level. In addition, the hydrofoils are designed and positioned so that they can only perform the lifting function, so they do not have much to say about the ship's ripple and balance control, they do not have much effect on the ship's slip or tilt, and do not reduce friction or turbulence on the hull when part 35 the hull of the vessel is submerged at lower speeds when • 93188 4. Instead, the carrier wings are very likely to increase turbulence and resistance when the hull is in the water.

When designing hulls, efforts have been made to utilize the dynamic forces generated by the surface slide-5 vessel moving in the water in order to reduce the sinking of the stern deeper into the water as the bow of the vessel rises upward in the surface slide. More specifically, bearing surfaces have been proposed which apply a certain lifting force to the ship which affects its balance-10. According to U.S. Patent No. 4,569,302, the carrying surface is attached to the rear portions of the stern of the barge and in this position tends to raise the stern upward. This can compensate for the upward rise of the bow of the barge caused by the tow rope and thus contribute to the equilibrium of the vessel.

15 Hydrodynamics of Ship Design, a three-part work by Harold E. Sauders and The Society of Naval Architects and Marine Engineers, 74 Trinity Place, New York 6, NY, 1957 (hereafter referred to as " Hydro-20 Dynamics ”), Part 1, pages 428 - 431 and 563 - 4, describes devices for balancing a ship by lifting its stern upwards, including angular propellers that lift the stern upwards, lifting levels on propeller blades, downward splash deflectors that are ... 25 stern and generate upward force by changing the direction of the propeller jets, large stern water levels and stabilizers, or underwater stern carrier wings that generate upward force, respectively, so that the surface slider is brought in an almost horizontal position. 4 138 130 are made second terms us, according to which the wake of the neck is directed through the drain in the middle of the vessel to the stern of the vessel, whereby a certain upward force is obtained. Although these devices are able to provide a certain upward force (lifting), li; 5,931 88 which raises the stern of the vessel and improves its equilibrium, however, the stability and maneuverability of the vessel constitute a counter-problem.

Dive levels or surfaces are used both in the bow and stern of submarine-5 submarines. By adjusting the angle of incidence of these planes in a certain way, they generate either an upward or downward force to the bow and stern of the submarine as it moves in the water to change the position of the vessel from horizontal to dive or ascent-10 (see Hydrodynamics, Part I, p. 569). As the submarine moves on the surface, these carrying levels are kept in the neutral position, in which case there is no lifting function.

Downward or lateral forces are applied to the sailboats on the surfaces below their hulls, the function of which is to cancel the forces causing the sailboat to slip and tilt, as described in U.S. Patents 4,193,366 and 4,058,076. Although not mentioned in these patents, the downward force may also have some effect on the longitudinal equilibrium of the vessel by damping the longitudinal heeling forces generated by the water and wind. However, the downward force that can be produced is relatively small and the benefit obtained in this case is also quite small. Significant downward force,. 25 which targets the sinking vessel, again tilts the vessel considerably below the designed equilibrium state, thereby reducing the power of the structure and creating a risk of the vessel sinking. In addition, unlike a surface glider, the hull of an up-and-down vessel generally maintains its state of equilibrium and stability as the vessel moves, so that the additional force applied to the vessel is of little use, specifically when compared to the additional friction and resistance that arises.

Submersibles moving at higher speeds, 35 such as fighter jets, cruisers, battleships and others • 93188 6 warships are equipped with sharp and deep draft bow sections, usually concave and straight intermediate veils placed in the bow section and at the bow joint . The profiles of these 5 and corresponding bow sections are shown in Hydrodynamics, Section 26.10 (pages 394-5, Part I). Although such small-volume and consequently low-carrying bow parts are very efficient, their surface shape tends to cause suction in the loo-10 rings and at the bottom of the vessel, so that the bow is subjected to considerable negative lifting force. Since the carrying capacity of the vessel is limited and it does not have a sufficient surface to produce a compensating, upward force, this bow structure may constitute a degree of instability endangering the vessel. However, in submersible vessels of this design, the stability from the bow to the stern in terms of longitudinal heeling and slipping is not a major structural problem, as the speed of such vessels is normally lower than that of surface-skid-20 vessels and, in addition, on a larger water-contacting surface supported by their full-length bearing capacity. However, due to the ship's stability problems described above, it is common for the interface between the surface glider's bow rig and the 25 keel to be sharply cut so that the bow wave enters the hull and reduces skidding and tilting, which can cause the bow to sink deep into the waves and capsize (see Hydrodynamics). 30.4, page 426, part 1).

30 As described in Hydrocynamics, paragraphs 77.15 and 77.16 (pages 835 to 7, part 2), bow structures have been proposed for surface skids which have a substantially raised bottom at the front of the bow (i.e. a narrower and narrower bow) and a concave and 35 straight intermediate veils in the sharp part of the bow - below the waterline. However, the limitations of this structure when the vessel moves in high-flowing water have been found in the case of longitudinal tilt and slip. In addition, the proposed bow structures are relatively wide in the sharp part of the bow below the waterline and relatively low (i.e., short vertically below the waterline). This is related to the general perception that it is essential to avoid the generation of forces on the surface glider that could cause the vessel to "balance" (the longitudinal angle is assumed to be negative) and consequently the risk of the bow pushing into the flowing water, possibly crashes. For this reason, surface slides traditionally have a substantial volume 15 and a side surface at the bow for load-bearing capacity and upward surface sliding force.

In addition, the longitudinal heeling, slip, shock and splashes caused by rough seas have severely impaired the vessel's performance, creating considerable friction and turbulence, making it difficult to steer the vessel. Various devices have been proposed to compensate for this effect due to rough seas. Modifications have been proposed to the bow of the vessel below the waterline to prevent waves from hitting the hull. As the vessel tilts longitudinally in the hard aal lock, for example, a torpedo-type hull below the keel line is made, as disclosed in U.S. Patent 3,885,514. However, such changes significantly increase the friction and drag on the vessel and are not able to effectively dampen the ship's longitudinal tilt.

The rear parts of the vessel, which are different projections or attachments in the underwater hull of the vessel, have been used in the stern of the vessel for various purposes, including damping the rocking and thus improving the stability of the vessel * 93188 8. Hydrodynamics, paragraph 25.15 (page 379), also suggests that "a protrusion corresponding to the rearmost part of the keel may be attached or formed to a sharp part of the bow below the waterline ---", although no mention is made of the type of vessel 5 and its intended use. It is known that such protruding parts corresponding to the rear parts of the keel have not been used in the bow of a surface glider, and in particular in a surface glider designed to operate in or near equilibrium.

10 Protrusions have long been used on the surface sliding surfaces of surface vessels. The cantilever is then a vertically non-uniform part which is usually sharp and extends over the bottom of the vessel. The protrusions are generally straight or V-shaped. However, due to the considerable difficulties involved in incorporating the cantilevers into the ship's structure and not always being certain of their effect in a particular structure, virtually all substructures, with the exception of racing boats, now have a hull without step projections.

One of the main objects of the invention is to provide a vessel with improved performance, in particular a vessel which generates fewer vortices, has lower frictional resistance and has better performance in high-flowing water and hard waves, while maintaining the stability and performance of the vessel. As a result of such improvements, higher fuel efficiency and / or vessel speed are achieved, the vessel runs more smoothly, has fewer structural requirements, and operates more efficiently in high-flowing water.

This object is achieved by a vessel according to the invention, which is characterized by what is set forth in the characterizing part of claim 1, and by a method according to the invention, which is characterized by the features set forth in the characterizing part of claim 35.

According to the present invention, the performance of surface gliders can be significantly improved by applying to the vessel as it slides a certain dynamic, downward force substantially in line with the plane of the longitudinal vertical centerline at a particular point or points along the entire length of the vessel. Dynamic force refers to the force generated by a vessel's movement in water as opposed to static force, such as gravity due to the vessel's weight, load, ballast, etc., which significantly reduces the vessel's power while moving and may also cause difficulties in satisfying the vessel. and to maintain it both when the ship is stationary and in motion.

Another important object of the present invention is that a dynamic, downward force is provided to resist the tendency of surface sliding surfaces to increase the vessel's longitudinal angle and tilt the vessel to an unstable state as its speed increases and also to resist forces causing the vessel to slip and tilt. when moving generally better. When the dynamic force is suitably positioned, the equilibrium state of the vessel, 25, can be maintained as the vessel moves to approximately or completely correspond to the equilibrium state of the vessel when the vessel is stationary, especially in vessels specifically designed to apply such force.

30 More specifically, the position and magnitude of the dynamic downward force and / or other upward and downward "static and dynamic forces acting on the bow and stern of the vessel are adjusted relative to each other so that the location of all such upward forces and all such t 93188 The position of the downward forces is brought closer to each other, and preferably so that such positions come into contact with each other at a given speed, specifically as the speed increases from the ship's submerged position 5 to the surface sliding position by about 10 to 20 knots. , the point or points of application of the downward force shall be located so And also the vessel itself shall be designed so that its weight, load-bearing capacity, surface sliding and other lifting surfaces, kick-10 traction or suction down the veils and bottom and other such factors very efficiently with a dynamic, downward force, bringing the ship to equilibrium over its entire speed range. The downward force is preferably generally 1 to 50% 15 and more, however, preferably 5 to 25% of the ship's draft weight.

Another aspect of the present invention relates to the shaping of the water-contacting surface of a vessel by those special methods which operate in a unique manner in accordance with the present invention with a dynamic, downward force and which can furthermore be used independently of each other in an advantageous manner. These include large draft, tapered bow, bow projection, bow wing, bow and stern surface sliding surface and keel shape, stern flow differential. 25 zone and stern separating fins and double rudder structure.

The bow of the present invention is both deep and tapered for a surface skid compared to the bow of conventional surface skids and generally varies in shape from flat to concave in the sharp portion of the bow below the waterline. In vessels with a V-bottom surface sliding surface, in the sharp part below the bow waterline at points 10% and 20% of the distance 35 between the perpendicular plane of the bow and the perpendicular plane of the stern, the ratio of the girder width to the draft of the keel line i 93188 11 shall not exceed 3 or 4. Respectively, the central draft is at a distance from the perpendicular plane of the bow to points 10% and 20% of the distance from the perpendicular plane of the stern, preferably at least 80% of the maximum draft of the vessel behind the sharp part below the waterline of the bow and may be equal to or greater than the draft of the stern.

Unlike conventional surface skid bows, the sharp part of the bow below the waterline of the present invention generates only a limited lifting force due to the shape of said part. Instead, this shape of the bow generates considerable suction forces as the speed of the vessel increases, so that the bow is depressed, thereby preventing the bow from rising to a positive longitudinal angle of inclination, which is characteristic of conventional surface skid bows. This downward force, together with the dynamic downward force exerted behind the center of gravity of the surface sliding surfaces of the vessel, acts to achieve the dynamic equilibrium state of the present invention. The downward forces in the sharp part below and below the waterline of the bow of the ship "balance" the ship so that it enters a state of equilibrium around the "fulcrum" of the upward surface sliding force acting between said forces. In addition, the dynamic force of the stern has an inhibitory effect on the downward longitudinal tilt of the bow by still acting through the support point of the upward surface sliding force, allowing the bow to stabilize, as it may otherwise constitute a danger in strongly flowing water at zero equilibrium.

Another structure of the invention relates to a base having a bow projection and a bow wing for the purposes described below. Both the protrusion and the wing are located in front of the center of the ship, preferably in the longitudinal direction of the ship, centered on its longitudinal centerline. The protrusion 93188 12 is attached to the bottom of the vessel and extends downwards along the hull line. Compared to conventional stern cantilever parts, the bow cantilever is positioned so that it keeps the vessel more efficiently in its trajectory (directional stability) and 5 reduces slippage in high flow. As used in the present invention, when a vessel can operate at zero equilibrium, an important function of the bow projection is to split the flow to the vessel, which better distributes and partially releases the flow pressure to the trailing surface of the vessel 10, which in turn promotes laminar flow and reduces vortex formation. friction. This is a unique function that has had very little or no relevance to previous surface gliders, 15 which are surface gliders at the bow and in fact "ride" on the water.

The front wing can preferably be attached to the lower edge of the bow projection and supported thereon. The front wing is generally designed to have an aerodynamically shaped and low resistance profile in the longitudinal direction of the vessel and a relatively high friction and resistance profile in the vertical direction. As a result, it is able to provide a certain lifting force and dampen the longitudinal tilt with dynamic increase of only a minimum amount of friction and resistance, specifically compared to static dampers, for example ballast tanks. It is preferred that the arrow-shaped or used Deltas-liquor, which extends the bow to the stern of the vessel in the direction of the front-law point be 5 to 30% of the length of the projection along the waterline. This wing has an angle 30 between its leading edges on each side of 1 to 15 °.

When designed and positioned appropriately with respect to water flow, the vane can also be advantageously used to apply a dynamic lifting or lowering force to the vessel in front of the center of the vessel to adjust the vessel's length tilt 35, either alone or in combination with other features of this invention. .

One aspect of the invention is the structure of the surface sliding base from the center of the vessel thereafter to increase the stability 5 of the vessel when using zero balance. Conventional surface gliders, which are "balanced stern", i.e., use a considerable longitudinal angle of inclination, are designed so that their draft behind the center of the vessel is as great as in the center and in many cases 10 even greater. In contrast to this structure, the bottom of the present invention rises from the center of the vessel at least 25% of the draft of the center of the vessel, and the rise of the bottom may be 50-100% greater than the draft of the center of the vessel.

Another aspect of the invention is a structure developed for a balanced vessel in accordance with the present invention that minimizes the resistance that normally builds up behind surface slippers. The pressure relief zone or base is arranged on the water-contacting surface of the hull at the stern of the vessel and extends into the transom and is shaped and positioned so as to gradually reduce the flow pressure at the hull sliding surface without creating excessive additional vortices and friction. The pressure relief base is a flat or concave, upwardly directed end-25 piece from the surface sliding surface of the hull bottom and intersects with the stern of the vessel so as to form a transverse trailing edge. The pressure relief bottom from the bow of the vessel to the rear is preferably 5 to 25% of the length of the vessel's waterline and 10 to 50% of the draft of the center of the vessel. The transverse protrusion may be located in the center of the vessel and preferably forms the front or edge of the pressure relief zone to increase its power. The rear edge of the pressure relief bottom is straight, extends over the stern parallel to the plane of the baseline and is perpendicular to the vertical, longitudinal centreline of the vessel, said rear edge rises above the projection and is located approximately below the ship's structural waterline, preferably 15% below the waterline from the draft of the middle of the vessel above or below the structural waterline.

According to one aspect of the invention, there is provided a double stern structure having a rearward and upward flap fin extension on each side of the vessel that provides a smooth and gradual separation of flow at the rear end of the fins, thus avoiding otherwise generated resistance.

Applying the principle of the present invention to ships results in a larger surface sliding surface and deck width and a larger stern without problems with ship stability (specifically with respect to its length and heel) and ship maneuverability or unreasonable increase in friction and drag, resulting in higher payloads and improved ship performance. Thus, one aspect of the invention relates to vessels having a surface sliding surface shape that is unstable in conventional surface sliding vessels, and also to vessels having a unique surface sliding surface shape when it comes to the size of such a surface and / or its distribution in the hull.

An important aspect of the present invention is to provide bearing surfaces below or on the sides of the hull at such a point or points as to provide a suitable downward dynamic force. The leading edges of the carrying surfaces are positioned in the direction of movement of the vessel and oriented so as to form an angle of entry with the water which generates the desired downward force as the vessel moves. In this case, conventional bearing surfaces with either a symmetrical profile or a considerable inclination on the lifting direction side can be used. However, specially designed bearing surfaces specifically designed for this purpose have been designed to optimize the advantages of the invention and constitute a structural feature of the invention.

One of the structural features of the above-mentioned conventional bearing surfaces, to which little attention has been paid 5 and which has nothing to say in their normal use, is that they turn the flow past the rear edge in the opposite direction to the lifting force on the vessel. However, when used in the present invention to generate an "upside down" downward force, i.e., a negative lifting force, such conventional bearing surfaces reverse the flow.

This can cause eddies on the side and stern of the hull, which somewhat limits the benefits otherwise available from the application of this invention. However, this disadvantage is avoided by using a bearing surface which is curved at the front so as to direct a certain force downwards and which is further specially shaped at its rear so as to reverse the force generated by the bearing surface 20 at the rear edge. The upper surface of the back of the bearing surface is convex downwards in the direction of the rear edge. The downward flow generated by this structure also equalizes to some extent the pressure on the flow at the trailing edge and further reduces the resistance.

. In addition, support surfaces of a new structure have been developed which have a low resistance, in particular at higher speeds, and which have a lower surface from their central part to the rear edge, said surface curving upwards for a considerable length towards the support surface tension. For very high speeds, the bearing surface has a relatively flat top surface that extends from the leading edge to the center of the bearing surface. In order to provide a force that is non-linear with respect to speed, a protrusion 35 can be provided on the upper or lower surface of the bearing structure parallel to the tendon, whereby the protrusion placed on the upper surface reduces the increase in force at higher speeds and the lower surface protrusion increases the force.

Thus, when fully implemented, the present invention partially converts a surface slip to a sink-5 in the sense that the reduction in surface water contact of this surface in sliding is significantly less than the reduction in surface water contact of a conventional surface slip and relatively perhaps only a fraction thereof. This, in turn, appears to be abnormal and completely opposite to the basic purpose of the surface sliding surfaces, since they are intended to reduce the surface of the vessel in contact with water in a suitable manner. However, it has been found that the application of the present invention improves the power of the vessel compared to conventional surface sliders and that this improvement is even significantly greater than can be expected from the increase in vessel performance due to the steady state and thus lower friction and drag at the vessel. -20 for cups. Without attempting to present any particular theory to substantiate these results, it is required that with a longitudinal angle of zero, the narrow, deep bow surfaces act in conjunction with progressively increasing surface sliding surfaces directed to the stern of the vessel to control the flow uniformly from the bow to the stern. the turbulence is minimized and specifically the avoidance of air bubbles being trapped or transported under the hull and the reduction of splashes normally present in conventional surface skid vessels or being possibly eliminated altogether. In addition, the gradual and steady pressure release in the stern associated with the arrangement of the surface sliding surfaces described above further minimizes the friction and resistance normally present in the stern of the vessel.

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In the following, the invention will be explained in more detail with reference to the accompanying drawings.

Fig. 1 is a contour drawing showing a vessel, to which is attached a force diagram illustrating the effect of forces on a vessel in its longitudinal direction in connection with the present invention.

Figure 2 is a perspective view of a vessel according to the invention on the right side.

Figure 3 is a side view of the vessel 10 shown in Figure 2 from the right side.

Figure 4 is a plan view of the vessel of Figure 2.

Figure 5 is a cross-sectional view of the stern of the vessel shown in Figure 3 in the stern direction along line 5-5.

Figure 6 is a cross-sectional view of the stern of the vessel shown in Figure 3 in the stern direction along line 6-6.

Fig. 7 is a cross-sectional view of the bow portion of the vessel shown in Fig. 3 in the stern direction along line 7-7.

Fig. 8 is a cross-sectional view of the bow portion of the vessel 20 shown in Fig. 3 in the bow direction along line 8-8 and the dashed line shows a cross-section of the bow portion line 8-8 in the bow direction at 1/2 (midway between points 1 and 2 in the longitudinally marked vessel of Fig. 3).

... 25 Fig. 9 is a similar view of the bow from the section line 8-8 of Figs. 1-8 in the bow direction from below and showing the protrusion and the bow wing attached to the bottom of the bow.

Fig. 10 is an enlarged fragmentary view of the lower portion of the cross section 30 shown in Fig. 8.

Fig. 11 is a view similar to Fig. 9, but showing an alternative construction of the bow wing in the bow.

Fig. 12 is a fragmentary view of the bow 35 shown in Fig. 2 and showing a structure of a bow wing attached thereto;

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Fig. 13 is an enlarged cross-sectional view taken along line 13-13 of Fig. 11 and showing a cross-section of the bow wing.

Figure 14 shows the stern of the vessel of Figures 2-4.

Fig. 15 is a partial cross-sectional view of the stern shown in Fig. 14 taken along line 15-15 and showing the carrying surface and its connection to the vessel.

Fig. 16 is an enlarged cross-sectional view taken along line 16-16 of Fig. 15 and showing the bearing surface in cross-section.

Fig. 17 is an enlarged cross-sectional view of an alternative construction of the bearing surface that is part of this invention.

Fig. 18 is an outline drawing of the vessel showing the shape of its surface sliding surface and the relative position of the downward generating devices.

Fig. 19 is an outline drawing of the vessel and shows another structure of the surface sliding surface 20 and the mutual position of the devices generating a downward force.

Fig. 20 is an outline drawing of the vessel and shows another embodiment of the surface sliding surface and the mutual location of the downward force generating devices 25.

Fig. 21 is an outline drawing of the stern of the vessel and shows an alternative construction and attachment arrangement of the carrying surface.

Fig. 22 is an enlarged perspective view from below of the stern of the vessel shown in Figs. 2-4 (bearing surface and supports not shown) and shows a structural alternative of the bottom projection and the beam fin at the rear of the bottom of the vessel.

93188 19 For the purposes of this invention, surface vessels are vessels in which, at the speed designed for them, the dynamic lift is substantial and corresponds to at least 5% of the weight of the vessel and whose center of gravity is at least as high as when the vessel is stationary. These vessels also include the so-called half-surface gliders which generate less than 10 or possibly 20 or 40% of the draft 10 of the draft with a draft, and full-surface gliders with a dynamic lift of 1/2 to 2/3 of the weight of the vessel or even 90%. In normal use, the center of gravity of the full-surface slip vessel is higher at the designed speed than when the vessel is stationary and the surface in contact with the water of the vessel may be only one-third of the vessel's sleep value or less. It should be noted that the advantages provided by this invention can be utilized in semi-surface sliding vessels, and these advantages may be as significant therein as in vessels with a higher surface sliding potential relative to the weight of the vessel.

To facilitate an understanding of the present invention, the forces that normally act on a surface skid vessel as it moves are first described, and then the combined effect of the forces applied to the vessel in accordance with the present invention will be described. Figure 1 shows the nature and direction of the different forces acting on the surface slide 1a. These forces include the weight W of the ship and its cargo, which acts through the center of gravity, and the upward Carrying Force B, 30 applied by the water to the surface in contact with the water, which acts together through the center of fluid. When the vessel is stationary, the center of gravity and center of gravity are usually at the same * position.

As the vessel moves, the surface sliding force PF acts upwards along the surface sliding surfaces 2a and collectively this force 93188 20 acts through a point called the pressure point. Also, with conventional surface slides in surface solution, they rise upward from the water until the surface sliding force equilibrates as the buoyancy decreases due to a decrease in the surface (or waterline) of the surface of the vessel due to the rise. A conventional surface-sliding vessel usually rises upward until its water-contacting surface is only one-third or less of its water-contacting surface when the vessel is stationary (when the vessel's carrying capacity corresponds to the vessel's total weight). The bearing force then decreases in the surface slide as the surface sliding force replaces it. The position of these surface sliding forces, as well as their magnitude, can be adjusted longitudinally by placing such a surface more or less at the bow or stern of the vessel and changing the longitudinal angle or angle of incidence of such surfaces and / or V-bottom vessels by changing their transverse slope (called " to raise or lower the base ").

20 Depending on the structure of the vessel, other forces may act differently on the bow and stern of the vessel, which in turn affects both the equilibrium of the vessel and its rise and fall. One important force is the downward suction force due to the negative pressure difference 25 (negative lift) DP generated by the flow along these surfaces to the bottom and sides of the vessel below the waterline (veins). In general, the larger the surface of the vessel in contact with water, specifically in the vertical direction, the greater the negative lift 30 from the downward suction at the bottom of the vessel and from the veins. Excessive negative lifting from the bow surfaces can cause the vessel to tilt towards the bow, i.e. the vessel will be exposed to a negative longitudinal angle. A vessel in this state, called a "bow-laden", will easily push its bow under water and capsize.

t 93188 21

The equilibrium state of a vessel in surface sliding varies with the mutual distribution of longitudinal forces, especially with respect to the speed of the vessel in the case of dynamic forces lying. For example, by changing the shape of the surface number-5 forces so that a relatively more surface sliding force is obtained at the bow of the vessel (front of the hull), the increased bow force raises the bow relative to the stern and increases the longitudinal angle of inclination of the vessel. By increasing the sharpness of the bow and the vertical surface (depth) of the bow in contact with the water 10, the suction forces are caused to increase on these surfaces, whereby a negative lift is formed and the bow is lowered relative to the stern.

According to the present invention, additional forces directed from the bow to the stern of the vessel are applied to the vessel as they affect the balance of the vessel and have other functions described below. These forces include the dynamic downward force NL (negative lift) provided by the bearing surface 3a seen in the stern of the vessel shown in Figure 1 and the upward force L (lift) exerted by the bow blade 35a seen in the bow of said vessel. These forces can be adjusted in the longitudinal direction of the vessel according to the present invention as described below.

When designing surface skid vessels, certain key issues need to be taken into account, including directional stability, the stability of the vessel from its bow to the stern and the vessel's ability to withstand the heeling, longitudinal, skidding and wave forces in rough seas. Therefore, the forces associated with the vessel are generally arranged so that the vessel is in the pin-30 tallow "stern load" usually 2-6 "to maintain the stability of the vessel in the wave so that the bow does not protrude too much into the waves and also to maintain the ship's directional and transverse stability. As mentioned earlier, this causes a lot of friction and resistance.

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Instead, in the practice of the present invention, the longitudinal angle of inclination may be less than 2 ° and preferably 0 * or may even be a small negative angle, e.g. -50, if desired to reduce, for example, longitudinal tilt 5 in a hard wave while still maintaining its stability. In contrast to the conventional practice of aiming to raise the vessel to the maximum value by means of upward forces, in the present invention a certain downward force is applied to the vessel to bring the vessel 10 closer to equilibrium and to improve its stability. When properly designed, a vessel is able to move stably in a hard wave so that its bow does not push underwater and the vessel maintains its directional and transverse stability. Many conventional pin-15 tallow boats can also take advantage of this invention, but in some cases little.

Since the present invention relates to all surface vessels - both specially constructed and conventional vessels - a dynamic, downward force is strategically applied from the bow of the vessel along its longitudinal, vertical centerline in a certain proportion to other forces acting on the vessel, and in particular surface surface forces, the vessel is brought closer to the state where its longitudinal angle of inclination 25 is zero.

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Figures 18 and 19 illustrate this principle and focus only on the upward surface sliding forces of the vessel. In Fig. 18, the surface sliding surfaces 2b in the bow part Ib of the ship are quite convex, so that they form a considerable increase in the flow to the ship in the bow, which generates large surface sliding forces in the bow part of the ship and only smaller forces behind the convex part. Thus, the surface sliding forces are at the front of the vessel, for example at F-1. In order to balance these forces and thus maintain the equilibrium of the vessel, a dynamic, downward force, preferably provided by the carrying surface 3b, is applied closer to the bow of the vessel as shown in the figure or slightly towards the bow. Contrary to the previous figure, the surface sliding cup 2c of the vessel le shown in Fig. 19 is much gentler and has a smaller pitch at the bow of the vessel, so that the surface sliding forces are now closer to the stern of the vessel, for example at F-2. The downward force generated by the carrying surface 3c is thus now rearward, i.e. somewhat from the center of the ship towards the stern.

A more complex equilibrium structure is shown in Figure 20, and even now only surface sliding forces are considered. The bow of the vessel Id has a surface sliding surface 2d resembling the surface sliding surface shown in Fig. 15a-18 and generating a surface sliding force whose position or pressure point is closer to the bow, and a protrusion acting with the stern pressure relief zone (described in detail later). the center-20 places a certain surface sliding force in front of the protrusion 4d. In order to balance the upward surface sliding forces so that the vessel remains in equilibrium during the surface slip, the downward dynamic forces can be divided into two components, i.e. the bow component, .. the bearing surface 3d-1 generates between the bow and the ship's center and the stern component at the stern 3d-2 gives birth. The force and exact position of each component can be adjusted relative to each other and together with respect to the surface sliding and other forces acting on the vessel to maintain the equilibrium and stability of the vessel during surface gliding.

The magnitude of the downward force applied to the vessel varies mainly according to the weight, volume (carrying capacity) of the vessel and its surface in contact with water, as well as the magnitude of the surface sliding force generated by the vessel at a surface sliding speed of 35. According to the present invention, it is desirable that at the surface sliding speed the actual area reduction of the vessel's water contact area be kept less than two-thirds of the reduction in the amount of water contact surface with the vessel stationary) reached by the vessel without downward force. Stability and equilibrium should be continuously improved by the application of a higher downward force that keeps the increase in surface contact of the vessel 50% less than 10 and preferably between 5 and 25% of the normal decrease in surface contact with water (when no force is applied). If desired, a downward force can be applied sufficiently to the vessel to increase the size of its surface in contact with water up to 150% and 175% 15 larger than the surface of the vessel when stationary, which may have some advantage for high speed and high wave vessels.

A good guideline in the case of full-surface gliders is that the force can be related to the draft of 20 vessels, i.e. the actual weight of the vessel when the vessel is not in the water. The downward force is preferably 1 to 15% or more, but preferably 5 to 25% of the draft. In half-surface skid vessels, the downward force is generally less, however, at least 25 5% of the draft of the vessel, but preferably 8-25%.

The above general description of vessels having different shapes of surface sliding surface, keel lines and other parts illustrates how the concept of dynamic downward force according to the present invention can be applied to conventional vessels to take advantage of the associated advantages to varying degrees. However, in the case of new vessels, it is recommended to design the vessel in each case as a "tailor-made" work, in which case the invention can be fully exploited, specifically by incorporating one or more mold features related to the present invention into the structure.

An example of a specially designed vessel is shown in Figures 2, 3 and 4, where one component of the dynamic downward force 5 is located at the stern of the vessel, providing special advantages related to the power and structure of the vessel, which are described below. The vessel 1 comprises a hull 5 with a vertical bow 6 at the bow, delimiting at the tip of the bow the point 10 at the waterline when the vessel is loaded depending on the structure of the vessel, followed by a vertical stern 7 at the rearmost point where the stern joins the structure . The distance between these two vertical parts forms the length of the vessel at waterline 15. The length of the waterline of the vessel in this example is 150 feet (30.5 m). To describe the hull in more detail, this length is divided as shown into 10 positions of equal width (each vertical part then forms one position), each position being thus 10% of the length of the vessel.

The side walls 8 of the hull 5 extending above the waterline meet each other at the bow 9 and extend to the stern of the vessel with their maximum width approximately at the bow gauge 6. The side walls 25 then extend parallel to the rear 10. The lower edge of each side wall joins the surface sliding base 11 in the bottom portion of the body and forms a chord line 12, preferably raised upwardly by forming a small protrusion or fin 13 (seen more clearly in Figures 14 and 22) to control water flow 30 . The depth of the protrusion 13 is preferably less than one foot (30.5 cm) and is preferably 1/8 "(3 mm) to 3" (75 mm). The raised sling line 12 extends longitudinally from the station 1 to the stern in the longitudinal direction of the vessel, and at the station 2 the raised sling line 35 acts primarily as a splash portion to reverse the upward jet of water. Protrusion above the waterline 14

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93188 26 also extends along each side wall 8 approximately from station 1 to the stern of the vessel.

The surface sliding base 11, which extends approximately the entire length of the vessel's waterline, is generally V-shaped with its tip 5 at the keel line. As can be seen in particular from Figures 5-8, the surface sliding base 11 first begins in a very sharp V-shape at the vertical part 6 of the bow and then widens gradually outwards until it forms a base angle of 10.25 ° rising at the bow measuring sphere 6. The rising bottom angles at positions 7-9 are 13.5 °, 9.75 ° and 5.25 °, respectively. At the stern of the ship, approximately at the bow gauge 6, the keel depth of the keel line 15 is 51.7 "(132 cm), and the keel line is approximately horizontal, i.e., parallel to the base plane of the vessel, although it may also be somewhat concave as needed.

The triangular and coplanar central base 16 extends approximately from its apex at the bow gauge 6 to the stern of the vessel at a somewhat rising angle to the base plane of the vessel. In the transverse direction, the center bottom 16 is approximately parallel to the base plane of the vessel. The base plane of a ship is the plane at the maximum draft of the ship which is both perpendicular to the longitudinal vertical centreline of the ship .25 and parallel to the structural waterline of the ship.

The front tip of the midsole 16 is preferably at or about some of the ship's maximum draft. The central base 16 intersects the ridge line or tip portion of the surface sliding base 11 30 and then forms two projection lines 17 which differ from each other in the stern direction. Both the V-shaped base 11 and the central base part 16 terminate at the position 9 in a transverse projection 4 between the chords 12. When the slopes of the base 11 and the base 16 are suitably adjusted relative to each other, the base 16 can be positioned so as to completely cut off the base 11 at the transverse projection 4 of the base 11, as shown at 16a in Fig. 22. For the protrusion 4, the depth of the base 11 is 11.8 "(30 cm).

As a result, the overall shape of the bottom is substantially flat in the longitudinal direction from the center-5 of the vessel and gradually rises in the direction of the stern, preferably at least 25% of the ship's draft and for greater stability for the vessel with a longitudinal heel angle of zero at least 50% and preferably 75% . In this example, the ascent to the stern of the vessel is 100% of the draft of the central part and may be somewhat larger if necessary (i.e. above the waterline). The rise of the bottom from the center of the vessel behind it is preferably approximately linear or slightly concave in the longitudinal direction and no high degree of convexity is used. If there is some convexity at the bottom, the surface sliding bottom shall be halfway between the center of the ship transverse to the stern lines in a transverse vertical plane halfway between the center 20 and the stern edge and not more than 50% greater than the draft at the between the greatest point of draft of the rear edge of the stern and preferably not more than 25% larger.

.. 25 In the transverse direction from the station 5 in the stern direction, it is preferable to make the girder width of the vessels according to the present invention relatively large and preferably equal to or greater than the girder width of the central part of the vessel. In the vessel shown in Figures 2-4, the sling width is 322 "(818 cm) in the center section of the vessel and from station 7 to the stern edge;« 341.4 "(867 cm).

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As best seen in Figure 2, the protrusion 4 tapers linearly from its highest point at the longitudinal centerline 35 of the vessel, in the direction of each chord 12, and is at the same time as the fins 13. Alternatively, the protrusion 4 may be horizontal between the rafters, as shown in Fig. 22, and in this case a bridge edge 18 is provided, which is shaped so as to direct the flow of the protrusion 19 moving towards the stern of the vessel. The depth of the projection (measured at the centerline) in this example is 3.4 "(8.6 cm) and is selected in relation to the size of the vessel, but may vary widely and is preferably 5 to 500 mm or may be 0.001% to 15% of 10 vessels. of the draft.

The propellers 20 are located on both sides of the keel line just below the surface sliding base 11, preferably at the beam-beam or at a distance of 50% in front of the projection 4. When the propellers are positioned in this way, the discharge they generate tends to "sweep away" the eddy currents and the turbulence that easily forms at the protrusions, especially at lower speeds, so that the power of the protrusion is improved. In addition, the protrusion tends to eliminate the vortex flow generated by the propellers from the talc surfaces of the stern pin-20, which further reduces the friction and turbulence typically associated with propellers beneath a surface glider.

The pressure relief base 21 extends behind the projection 4. Transversely, the pressure relief base 21 is perpendicular to the longitudinal, vertical centerline plane 25 and extends either convexly or as shown in a straight plane to its highest point at its trailing edge 22 at the stern vertical portion 7. The trailing edge 22 parallel to the base plane forms a junction of the pressure relief base 21 and the transom wall 23. To obtain maximum power, the surface of the pressure relief base 21 is in or above a plane extending between the protrusion 4 and the trailing edge 22 and between the protrusion, ll 931 88 29 and the trailing edge, such a surface is below the horizontal plane of the trailing edge 22.

The rise of the pressure relief bottom from the bow of the vessel behind it is preferably at least one tenth of the draft 5 of the vessel in its central part, but may be up to half of the draft. The trailing edge 22 should be located vertically above or below the ship's structural waterline at a distance of less than 50%, preferably less than 25% of the ship's maximum draft, however, said distance being preferably 10%. The pressure relief base 21 should extend from the bow of the vessel to its rear so as to gradually and evenly release the surface sliding pressure applied to the water before the protrusion, thereby significantly reducing the turbulence and resistance normally present at the stern of the surface vessel. This is preferably at least a horizontal distance of 5-20% of the length of the vessel's waterline. In this example, the length of the pressure relief bottom from the bow of the vessel behind it is 10% of the length of the waterline and rises from 15.4 "(39.1 cm) 20 dips to 3.4" (8.6 cm) below the waterline, i.e. 23.2% of the ship's center draft .

Two rear arches 24 are located behind the vertical part 7 of the stern on both sides of the body 5, each comprising a base part 25 extending towards the wall of the transom. 25 behind the rear 23 above the rear edge 22. Each base portion 25 is curved a little upward along the aft side of the direction of the vessel interior and is disposed slightly above the construction water line, so that the vessel can be more longitudinal stability against pitching kan 30 taosien 25 "pushed" against the water when the bow of the vessel: * stands up.

The flap line 13 on each side extends rearwardly over the stern edge 22 and curves upward along the outer edges of each base to a certain point 35 above the flap lines 931 88 30 raised above the structural waterline to evenly separate the flow at the stern.

The inner walls 26 of each stern vault 24 are parallel to the longitudinal centerline of the vessel and 5 each is connected to the transom wall 23, whereby a recess is formed inside the vessel for the fastening supports 27 of the carrying surface 3. The supports 27 may be provided with pin bearings (not shown) attached to the inner walls of the stern vault 24 and pivoting about an axis 10 that is horizontal to the plane of the baseline and transverse to the longitudinal centerline of the vessel. As shown in Fig. 16, the supports 27 correspond in cross-section to the bearing surface and similarly have curved surfaces with the tendon approximately parallel to the longitudinal direction of the vessel 15. The lower ends of the supports 27 are attached to the support surface 3 and support it. Certain devices (not shown), for example hydraulic pistons, can be used to connect the supports 27 to the transom wall 23, so that the rotational position of the supports can be adjusted and the bearing surface 20 3 can then be turned to different entry angles. Alternatively, the support surface 3 and its supports can be permanently fixed in a predetermined position for the respective vessel.

The carrying surface 3 is transverse to the longitudinal, vertical centerline plane of the vessel and approximately equal on either side thereof. The longitudinal position of the carrying surface relative to the vessel is preferably such that its leading edge is at and slightly below the trailing edge 22 to avoid turbulence between them, preferably at least 6 "(15 cm) below the trailing edge 22 30, but not possible if possible. If the vessel has an outer structure, for example a protrusion 4, the bearing surface should be placed horizontally below the lower edge of the projection, and in the longitudinal direction of the vessel the leading edge of the bearing surface is placed vertically 93188 31 in a vertical position at the rear edge, e.g.

As will be described in more detail below, the tendon of the bearing surface 3 is approximately parallel to the horizontal plane 5 or forms a small angle with it. By changing the position of rotation of the supports 27 with respect to the horizontal (and thus with respect to the direction of flow), the position of the bearing surface can preferably be adjusted within ± 10 to 20 °.

The bearing surface or surfaces may be positioned laterally with respect to the longitudinal centerline of the vessel in different ways as needed so that their resultant force at a particular point in the longitudinal direction of the vessel is on the centerline. Thus, as discussed above, one bearing surface may extend beyond the centerline so that it becomes an equal portion on each side of the center-15 line. Alternatively, a separate bearing surface may be placed on either side of the centerline at a similar distance therefrom, as shown in Figure 21. The bearing surface mounting according to this structure is very advantageous for arrangements to be made in front of the stern 20. Each support surface 3e is fixed to the body by hydrodynamically shaped support members 27e oriented in a predetermined manner (angle of incidence) with respect to the flow.

The bearing surface is a preferred device for generating a downward force as required by this invention. For this purpose, the bearing surface may be symmetrical and thus generate a downward force by forming a certain inlet angle with the flow with the rear edge of the bearing surface above its leading edge 30 transverse to the flow direction. In order to increase the power, the curvature of the bearing surface can be increased on its downward side to generate a negative lift (downward force) and, if necessary, said negative lift can be further increased by using a certain angle of incidence. The bearing profile is preferably such that the downward force can be maximized and the resulting resistance can be maximized over a wide range of inlet angles in the negative direction (with the leading edge downwards relative to the trailing edge) with an inlet angle of up to 10 ° and also over a wide speed range. In addition, the bearing surface is also assumed to operate efficiently in the positive direction (with the leading edge raised) in an incremental force of 5 ° or more to generate an upward force. (Such the possibility of generating an upward force may be advantageous in some cases on the vessels of this invention to overcome longitudinal heeling forces in a hard wave.) For these purposes, specially constructed bearing surfaces are used which form another part of this invention and minimize resistance and at the same time promote ship balance. maintenance and the elimination of the combined effect of the vortex and the flow to the hull surfaces of the vessel, in particular when the flow differs at the stern.

20 In order to eliminate the interaction between the vortex space and the flow to the hull of the vessel, the bearing surfaces are preferably shaped so that the flow to their trailing edge ("downward flow") pivots downward in the same direction as the bearing surface force, which is completely different from conventional lifting surfaces. the direction of flow is opposite to the force generated. Appropriately shaped at their rear portions with bearing surfaces formed curved in front of them (preferably the curvature is preferably different and the lower surface is more curved) to generate a certain downward force when the leading edge encounters a flow of water at a negative inlet angle. The back of such bearing surfaces 35, which is preferably at least 15%, but more preferably

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• 33,931 88 20% and up to about 40% of the bearing surface length measured along the tension, shaped so that the upper surface faces convexly down to the trailing edge and the lower surface faces the trailing edge much less in convexity and is preferably substantially linear and preferably concave.

To minimize resistance, the bearing surfaces of the invention are shaped so that their lower surface begins at a point about 25 to 55% of the tendon distance from the leading edge that curves upward from the trailing edge to 10 points 85% of the tendon distance from the leading edge, which is the distance a tendon less than 50% of the distance between the tendon and the starting point of the lower surface. In addition, the bearing surfaces may have a relatively narrow profile with a ratio of maximum thickness to tendon length of preferably 0.15 and more preferably 0.03 to 0.09.

In addition, for very high speed movement of the vessel, the shape of the upper surface of such bearing surfaces may be changed and one or more projections may be added to the bearing surface. The modified upper front surface 20 is in the form of a substantially flat or linear surface extending from the thin front edge by a distance of 30-50% of the length of the tendon towards the rear edge. The protrusions can be placed on the bearing surface at a certain point either on the top or bottom surface at the rear edge or vice versa, preferably at a point where the surface is both forward and backward parallel to the tendon or inwards towards it. The protrusion may be at a right angle to the tendon at a distance of 0.1 to 10% or more of the maximum thickness of the bearing surface. The purpose of the bearing surface is to effect a non-linear reaction. The higher the speed at which the flow is separated at the protrusion. In the case of the protrusion on the lower surface, this causes a decrease in the downward force, and in the case of the protrusion on the upper surface, again an increase of the downward force. When such a bearing surface / such bearing surfaces are used in a vessel according to the present invention, the projection on the lower surface of the bearing surface is very advantageous, since the downward force then increases less at very high speeds.

The bearing surface 3 shown in Fig. 16 has a leading edge 43, a trailing edge 44, an upper surface 45 and a lower surface 46. The baseline 47 is shown extending from the trailing edge 44 to the leading edge 43 at an outer angle where the bearing surface 3 does not lift upwards or downwards. The leading edge 43 has 10 substantially streamlined fronts. The upper surface 45 behind the front is convex with a maximum convexity at a certain point of 7 to 20% and preferably, as shown in the figure, 10% of the distance of the tendon from the leading edge. The surface 45 is concave from said point 15 of maximum convexity to another node 48 of maximum convexity and then convex down to the trailing edge 44. The lower surface 46 is convex from the leading edge 43 to the point 49 which is at maximum span and gradually curves to the trailing edge 44 and becomes slightly concave. At the point 20 which is 85% of the distance of the tendon from the leading edge 43, the distance of the lower surface 46 to the tendon is approximately 30% of the distance at the maximum distance point 49. In this example, the tendon length is 49.5 "(125.7 cm) and the strength-to-length ratio is 0.046. The" perpendicular distance of 25 surfaces from baseline 47 at each station 1-33, expressed in inches, is shown in Table I. The station spacing is 1.5 "( 3.8 cm).

% * t •: · «ti 93188 35

Table I Table II

The distance between the baseline and the bearing surface surfaces of the baseline and the bearing structure fig. 16 distance between fig. 17

Weapons Top surface Bottom surface Position Top surface Bottom surface 0 0.00 0.11 0 0.00 0.11 1 0.27 0.13 1 0.27 0.13 2 0.52 0.15 2 0.52 0.15 10 3 0.72 0.21 3 0.72 0.21 4 0, Ö9 0.30 4 0.89 0 ^ 30 b 1.00 0.38 5 1.00 0.38 6 1.10 0.46 6 1 10 0 .39 7 1.16 0.53 7 1.16 0.46 8 1.18 0.63 8 1.18 0.52 9 1.18 0.71 9 1.18 0.58 10 1.17 0, 77 10 1 17 0.65 11 1.15 0.84 11 1.15 0.72 12 1.13 0.90 12 1.13 0.77 13 1.10 0; 96 13 1 10 0.84 14 1 .09 1.03 14 1.09 0.89 15 1.08 1.09 15 1.08 0.96 16 1.06 1.13. 16 1.06 1.00

Center line 1.05 1.15 Center line 1.05 1.04 is 17 1.05 1.15 Projection 1.15 20 18 1.05 1.19 17 1.02 1 15 10 1.05 1.22 18 0, 96 1.19 20 1.05 1 23 19 0.89 1.22 21 1.05 1.24 20 0.82 1.23 22 1.05 1.24 21 0.76 1.24 23 1.05 1 .24 22 0.70 1.24 24 1.06 1.23 23 0.63 1.24 ... 25 25 1 r 08 1.19 24 0.57 1.23 26 1.09 1.17 25 0 , 51 1.19 27 1.10 1.15 26 0.44 1.17 28 1.10 1.10 27 0.38 1.15 29 1.10 1.04 28 0.32 1.10 30 1 09 1.00 29 0.25 1.04 31 0.97 0.90 30 0.19 1.00 32 0.77 0.71 31 0.13 0.90 30 33 0.43 0.36 32 0.08 0 , 71 33 0.00 0.36 · «•» t ». · 36 95188

In Fig. 17, the bearing surface 3 is shown modified as described above for high-speed movement, but otherwise corresponds to the bearing surface shown in Fig. 16. More specifically, the front portion 50 of the upper surface is substantially linear from the leading edge 43 toward the trailing edge 44 for a length corresponding to 45% of the length of the tendon. The front of the leading edge 43 is considerably thinner than in the structure shown in Fig. 16. The front portion 51 of the lower surface 46 has approximately the same curvature, but at the center of the bearing surface 10 it is closer to the tension. The protrusion 52 is located in the center and has a height of 5% of the maximum strength of the bearing surface. The distances of the surfaces from the baseline at stations 1-33 are shown in Table 11 in a manner similar to the structure shown in Figure 16. The ratio between the strength and the length of the tendon pi-15 is 0.045.

As best seen in Figure 9, to reduce friction and turbulence, the bow 28 of the vessel has a bow bearing surface 31 extending downward from a certain point above the waterline to the bow rim and 20 to the curved and aerodynamically shaped front portion of the keel junction 29 in front of the bow forward. The bow bearing surface 31 is a bearing surface having surfaces of similar curvature and having a maximum thickness to tendon ratio of 0.063, maximum strength. 25 occurring at a point 45% of the length of the tendon from the leading edge. The length of the tendon (21 ”or 53.3 cm) is 6.4% of the width of the main beam of the vessel.

In the present invention, the bow bearing surface is used exclusively in the sharp and deep bow portion below the water column. The bow bearing surface "splits" the water to the bow (i.e., applies an outward moment of movement to the water) and maintains this flow laminar at the bow, greatly increasing the ability of the sharp portion below the waterline of the bow to split. · · Li 93188 37 further flow and direct it backwards along the surface slip bottom with minimal turbulence.

The bow bearing surface of the present invention is shaped to minimize turbulence and friction due to both its aerodynamic design and its smooth and polished surface. The bearing surface is preferably neutral. i.e., it is shaped so that it does not apply said pure force in either direction perpendicular to the direction of movement of the bearing surface when its tendon is directed in the direction of movement. Both sides of the bearing surface on either side of the tendon are preferably approximately similar in curvature so that the bearing surface is balanced or symmetrical with respect to its tendon. In its simplest form, intended for small vessels, the top of the deck may be a thin, flat plate rounded at its front and rear edges. In general, however, the strength of the bearing surface varies in a streamlined manner along the length of the tendon. The front of the bearing surface extends forward along the tension from the strongest point of the bearing surface to the leading edge.

20 The rear of the bearing surface extends along the tension from the strongest point of the bearing surface to the rear edge.

The bearing surface is generally preferably large enough in length and strength to the size of the vessel to be able to apply sufficient outward thrust to the water at the operating speed to significantly reduce friction on the hull of the vessel. The ratio between the strength of the bearing surface (at its strongest point) and its length is preferably 1 to 40% of the length of the tendon, the strongest point of the bearing surface being behind its leading edge 30 at a distance corresponding to 20 to 80% of the tendon: · length, but preferably 20 to 60%. On board, the main variables that affect the choice of hull strength include the design speed of the vessel, the maximum breadth and draft of the vessel, and the distance between the bow and the hull of the vessel. In the fastest vessels, the angle of incidence of the bearing surface (relative sharpness of its leading edge) is preferably smaller.

The bearing surface is preferably placed in the longitudinal, vertical central plane of the hull of the vessel, the tendon of the bearing surface 5 being aligned with said vertical central plane. The span of the bearing surface extends a considerable distance below the waterline of the vessel and preferably from the waterline down to the keel line. At the length of the span below the waterline, the trailing edge of the bearing surface comes 10 bow spikes opposite and a certain distance in front of it. The term "bow spike" as used herein means the anterior part of the vessel at any height above or below the waterline. .In most cases at most or all heights it is the leading edge of the bow, but it may also be some other structure, for example a dome, keel or similar part.

To ensure the best performance of the bearing surface, its trailing edge is positioned so that it is parallel to the bow spike along its entire length below the waterline-20 la. However, if desired, the bearing surface can be placed at a different angle to the bow spike, for example vertically. The bearing surface is also preferably positioned so that it tilts forward and upwards.

The distance of the bearing surface from the bow spike is an important factor in optimizing the advantages of the invention. The most suitable distance varies due to many factors, with the distance generally increasing depending on the speed of use or construction and the width of the vessel, as well as the strength and length of the carrying surface and vice versa. Thus, although the distance may vary, the bearing surface should be placed close enough to the bow peak so that the ship's design speed still has a suitable amount of outward torque that the bearing surface applies to the water as it faces the bow of the vessel.

93188 39

The rear edge of the bearing surface should generally be located at such a distance from the bow spike that the advantages of the invention can be fully exploited. This distance varies not only due to the factors already mentioned, but also due to the degree of sharpness of the bow 5, the sharpness of the rear part of the bearing surface and other such factors which affect the amount of friction and turbulence generated at the rear edge of the bearing surface and the bow peak. However, the bow spike and the rear edge of the bearing surface should be spaced such that there is a continuous laminar space in the water with the rear edge of the bearing surface and the bow of the vessel. The steeper the bow or stern of the carrying surface, the greater the distance between them must be to keep the flow laminar at them. In practice, the bearing surface is placed at each horizontal point from the bow spike at a horizontal distance equal to or greater than the maximum thickness of the bearing surface (measured from the rear edge of the bearing surface). For vessels using higher speeds in particular, 1-30% of the hull width is preferably required for such a distance.

The sharp part of the bow of the vessel below the waterline is the part of the front end of the hull where the intersection areas grow, i.e. to the maximum point of intersection at the beginning of the parallel central hull. In the structure according to Figures 2-4, this is approximately at position 4. The novel bow sharp portion of the present invention below the waterline can be readily described by reference to those portions that extend 10% and 20% of the length of the vessel's waterline toward the stern of the vessel from the vertical portion of the bow. In the vessel shown in Figures 2-4, this forms the front of the hull, which extends rearward from the vertical part of the bow to positions 1 and 2. Looking at Figure 8, the sharp part of the bow below the waterline (32) can be seen as narrow both upwards and backwards. »· 931 88 40 at a relatively small angle. Behind the vertical part 6 of the bow, the veils 11, shown by the broken line at position 1/2 in Fig. 8, have a slightly concave vertical cross-section, but can also be straight if desired.

5 Vertically, the sharp point of the bow below the waterline is exceptionally deep for the surface skid, after the vertical section 6 of the draft of the lower edge of the bow 33 at position 2 being about 69.8 "(177.3 cm), which is about 135% of the maximum draft behind the bow 10 32 The smallest dimension of the part below the waterline of the bow is formed by the intersection of the bow rim and the keel 29 connected in the stern direction to the protrusion 34 and forming part thereof and having a bow wing 35, which will be described in detail below. narrow profile and small volume, forms the lowest part of the sharp part below the waterline of the bow with the junction of the bow rim and the keel.At the position 2 of the sharp part 32 below the waterline of the bow, the bottom 11 further decreases gradually and its angle approaches a horizontal plane, as shown in Fig. 7 .

As can be seen, the volume of the sharp, deep bow underwater portion 32 is relatively small and therefore has a low carrying capacity. It also has a large ve-25 tea contact surface positioned at a large vertical angle that can cause significant negative lift. The horizontal surface that can provide a positive lift is relatively small.

The effective depth of this new part of the bow for the surface skid below the water-30 limit is • characterized by a central draft along its entire length or at its front. The central draft can be calculated by dividing the area in the longitudinal, vertical centerline plane belonging to the sharp part of the bow 35 below the waterline along the length of said part of the bow.

93188 41 The mean draft thus calculated can be compared to the maximum draft of the vessel behind the sharp part of the bow below the waterline, generally at approximately positions 4-7. In applying this aspect of the invention, the sharp portion of the bow below the waterline 5 is preferably designed relative to the rest of the vessel so that the center of the sharp portion of the bow below the waterline is at least 20% or even 10% of the length of the waterline of the bow. at least 80% of the maximum draft behind the sharp part of the bow below the waterline and preferably equal to and up to 175% greater than the maximum draft behind the sharp part of the bow below the waterline. In the structure of Figure 1, the mean draft 15 of the bow of the hull is 117% of the vertical section of the bow to station 1 and 126% of the maximum draft behind the sharp part 32 of the bow below the waterline (48.1 "or 122.2 cm at approximately position 2). The mean draft is calculated by first determining the area of the 20 longitudinal centreline below the structural waterline and between the vertical part of the bow and stations 1 and 2, respectively, bounded by the lower and bow sides of the line representing the sharp part of the bow below the waterline. maximum dimension (including cantilever ... 25 or equivalent keel extension).

The narrowness or sharpness of the front of the hull and the relative absence of an effective surface sliding surface in the sharp part of the bow below the waterline can be determined as the ratio between the center flap width and the draft 30 (without cantilever or wing depth). From the vertical part of the bow to station 2, this ratio varies much as the bottom of the center of the ship moves towards a much smaller pitch. However, the ratio of the center flap width to the keel line draft (without the depth of the protrusion or other protruding portion 35 below the keel line when determining draft) • 42 931 88 in the base plane at positions 1 and 2 is a suitable measure for the total sharpness of the sharp part of the bow below the waterline. purposes. The ratio of center-to-keel width to keel line draft at position 2 (20% of the ship's length behind the vertical of the bow) is preferably less than 4 and at position 1 less than 3. For the vessel of Figure 1, the ratio of breadth to keel line draft at position 2 is 3.06 and at station 1 1.6.

10 It should be noted that the above information is essentially a useful standard to facilitate the illustration and understanding of a sharp portion of a bow below the waterline that can be used as a unique structure in the practice of this invention. Conceptually, the surface glider of the present invention follows the general principles of providing lower volume and carrying capacity to the bow of the vessel, a smaller lifting surface (surface sliding surface) to the bow and also a larger water contact surface capable of generating negative lifting forces which with a unique effect on the dynamic forces applied to the stern of the ship to build an efficient and stable ship. Alternatively, a highly efficient submarine point 25 has been developed that would otherwise be questionable and even dangerous in the surface of the glider, but which, in addition to its effectiveness, is functionally related to the dynamic forces behind the vessel to balance the vessel and develop important additional power. The thin, deep waterline thus formed is 30. The sharp part of the bow eliminates the development of pressure under the bow and the consequent formation of splashes, which reduces the power of conventional surface gliders.

The bow projection of the present invention is located in front of the center of the vessel and preferably extends along the longitudinal centerline plane of the vessel toward the stern of the vessel at the vertical portion of the bow. The bow projection may extend 5 so far to the stern that its length is 30 to 40% of the distance between the vertical part of the bow and the vertical part of the stern. The bow projection is attached to the keel of the vessel and may extend downwards along the hull line at a distance of generally 3 "(7 cm) to 15 '(460 cm) 10 depending on the size of the vessel and its draft. This distance is preferably 1/4%, but preferably 3 / 4% or more, up to 5% of the average girder width In relation to the draft of the vessel, the distance from the keel line downwards is preferably at least 10% of the maximum draft of the vessel without the outer 15.

The cantilever portion shall be constructed to meet the design requirements for sliding, torsional and other forces applied to it, as well as those design requirements related to the support of the bow wing or plane, if attached to the bow projection, as described below. The bow projection is aerodynamically shaped to minimize the friction and turbulence it generates and is preferably a plate with a relatively sharp leading and trailing edge. In the structure shown in Figures 2-4, the protrusion 34 is a downward extension of the bow. The protruding portion from the bow to the rear is 261 "(663 cm) long, from the vertical portion of the bow to approximately 2 and 20" (50.8 cm) deep. As best seen in Figure 9, the protrusion 34 is a bearing surface having the same curvature 30 on both surfaces and a tendon extending from the bow to the rear. The maximum thickness is about 12.4 ", i.e. 23.9 cm (0.027% of the length of the tendon) and is located in the middle of the tendon between the leading edges 36. It can be seen from the figures that the depth of the protrusion 34 is considerably greater than its thickness.

• · 93188 44

A bow projection with or without a wing attached to position it is most effective in counteracting the forces acting on the bow and other bow parts of the vessel and seeking to change the direction of the vessel, specifically the sliding forces. The bearing surface shape increases the power of the protrusion relative to the directional stability of the vessel as the side pressure of the flow to the leading edge of the protrusion tends to affect the branching of the protrusion in both directions.

It should be noted that when the cantilever portion is used in conjunction with other structural features of the present invention, it also acts as a downward extension of the roller portion below the bow waterline, which increases the negative pressure difference and consequently the downward suction force in the bow. This force works in conjunction with the dynamic, downward force applied to the stern of the vessel and the upward surface sliding forces acting between the cantilever and the downward force of the stern to keep the vessel in balance.

20 The bow wing or plane shall also be located forward of the midship section of the ship and, in order to produce maximum power, shall also extend rearwards from the area perpendicular to the bow. Depending on the shape of the wing or plane, it may extend in the stern direction of the vessel by 30 to 40% of the distance between the vertical plane 25 of the bow and the vertical plane of the stern. In addition to the substantially conventional wing structure, the bow wing or plane may have a relatively flat or transversely concave keel surface generally extending downward from the hull and longitudinally along the keel and may in fact be a suitably shaped outer surface (bottom). The surface sliding surface of the wing or plane may be slightly convex, however, it may generate sufficient surface sliding force, but it should be substantially flat in both the longitudinal and transverse directions of the vessel.

• li 93188 45

The bow wing is usually designed to have an aerodynamically shaped and low resistance profile. In its broadest sense, where the term wing is used herein, it need not be in the shape of a bearing surface and need not have a lifting capacity. However, the wing may advantageously be provided with a certain lifting capacity as a plane or wing and thus used to generate a certain dynamic lifting or downward force on the vessel in front of its center to control the ship's equilibrium state 10, either alone or in combination with other balancing forces. The bow wing or plane operates efficiently due to its structure, position and orientation relative to the direction of movement of the vessel. Also used as a separate vane and damper, its mode of reducing longitudinal tilt is dynamic, i.e., due to its friction, pressure, and resistance, in the water vertically, so it is more effective than static dampers, such as ballast tanks, which increase the ship's weight and therefore surface size, which in turn increases the friction on the vessel.

In a manner similar to the structure shown in Figures 2-4, the bow wing 35 may be advantageously attached to and supported by the lower edge of the bow projection 34. Exchange. Conditionally, the wing may be attached to the sides of the hull at some point on the bow of the vessel, preferably just to or near the bow, so that it extends outwardly therein in approximately the same manner as the anti-tilt fins or wings attached to the center of the vessel. The bow wing may also be securely attached to the bow of the vessel on opposite sides of the lower end of the bow carrier surface secured as described above.

The wing is dimensioned vertically (relative to the orientation of the vessel) preferably so that it is on average <· <93188 46 smaller than its span (width), which is generally horizontal, usually in a ratio of at least 1: 2 and preferably 1:10 .

The vane is preferably symmetrical on both sides of the median longitudinal axis 5 and positioned so that its median longitudinal axis is flush with the vertical, longitudinal centerline plane of the vessel and its transverse axis is perpendicular to such a centreline plane. The wing is attached to the aforementioned cantilever part 10, making it both easy to position relative to the vessel and to obtain it at a certain distance from the keel, so that there is sufficient water pressure on the wing to prevent it from moving upwards.

The wing is preferably substantially arrow-shaped, preferably a delta structure, as shown in Figures 1-4, with the front tip 37 of the wing facing the bow of the vessel at the point where the keel line joins the bow, although it may extend somewhat in front of or begin at some point behind the bow junction. point. The angle of arrow of the leading edges 36 of the wing 35 with respect to a plane perpendicular to the vertical, longitudinal centerline of the vessel is preferably at least 45 °. For a preferred, longer wing of 5 to 30% of the length of the vessel at the waterline, the angle between the leading edge pi-. Each side of the 25 vertical vertical center planes is preferably 1 to 15 ° (i.e., the arrow angle from the longitudinal vertical center plane is 82.5 to 89.5 ° for each leading edge) and 2 ° in the illustrated structure. The wing surfaces 37 of this type of wing are preferably substantially in the same plane and arranged in a V-shape, i.e. they are inclined downwards towards their outer edges at the leading edges 36, preferably 2 to 15 °. The purpose of this is to direct the flow along the center of the wing to increase the directional stability of the vessel. The edge 36 of the front 35 is preferably linear on each side.

• 47,931 88

A special advantage of the arrow wing structure is that the leading edges need to be rounded or shaped aerodynamically very little, so that they have a low resistance profile in the direction of movement of the vessel, so that they can have a blunter profile for vertical resistance or longitudinal tilting. The arrow wing, which is in the sharp part in the middle of the bow below the waterline of the bow, is 5 to 30% of the length of the waterline of the vessel. In the example shown in Figures 2-4, the wing 35 extends 12 '(366 cm) behind the vertical part 6 of the bow towards the stern of the vessel approximately to position 2.

The arrow blade can be modified as shown in Fig. 11 by adding on both sides to the leading edges 36 arrow blade extensions 38 extending outwardly at an acute angle to the longitudinal centerline of the ship in the ship's direction of travel and arranged flush with the wing surface on both sides, i.e. the same V-angle already shown. As can be seen from Fig. 13, the bow wings have the shape of bearing surfaces and have symmetrical surfaces, but their curvature can also be different in order to achieve lifting even when the angle of incidence is 0 °. The bow wing extensions 38 provide additional lift and, in addition, conduct flow from the tips 39 therein to the inside of the protrusion 34, thereby improving the directional stability of the vessel 25. The alternative, external • · shown in Figure 12.

the bow wing attached to the bow comprises guide edges starting from the leading edge 36b, which are connected in a substantially elliptical shape to the rear tip 42 and the planar surface 37b.

If it is not desired to use the lifting force on the wing only as a damper, the wing surfaces are positioned accordingly, i.e. in the wing of a full-surface glider, they are horizontal. This can be achieved approximately by arranging such surfaces parallel to the baseline plane of the vessel. As will be described in more detail, the bow wing or plane may also have another outrageous function in connection with the second concept of the present invention, i.e. it provides a positive or negative lifting force to the bow of the vessel. Thus, in order to use the bow wing to apply a certain vertical force to the bow of the vessel, the wing may be placed at a certain angle to the horizontal plane or by approximation to the base-10 of the vessel. for a wing which is directed in the direction of the stern of the ship, for example 15 to 30% of the length of the waterline of the ship and a rather small angle of not more than 5 ° in the desired direction from a horizontal plane, may generate sufficient force. For shorter wings, the angle may be correspondingly larger. If desired, the wing can be fixed so that the angle of the wing surfaces with respect to the horizontal plane can be adjusted quickly as the vessel moves. For example, a delta wing in the same plane can be articulated to the front tip of the cantilever and the rear end of the wing 20 can be attached to the cantilever by hydraulic lifting devices for vertical adjustment.

The bow wing performs an important function with the sharp and deep bow portion of the present invention by compensating for the missing surface sliding surface 25 of said bow portion and the negative lift generated by suction forces on this sharp portion below the bow waterline, as these forces can otherwise destabilize the vessel, especially in high waves. The bow foil can be positioned so as to provide a force upwardly directed, preferably 1-10 to 30 ° angle downwards to the rear edge of the arrow. shaped or other elongate surface sliding surface. This upward force complements the dynamic forces acting at the stern of the ship by helping the bow to remain in balance and, importantly, to undo the downward longitudinal tilting forces that tend to ♦ «il; 93188 49 nice to press the bow under water. Thanks to the bow plane, a sharper bow can be used as the power of the bow increases, and at the same time the downward force required at the stern to support it can be reduced. This, in turn, allows a smaller and therefore more efficient downward force-applying bearing surface to be used in the stern of the vessel. In the structure of Figures 2-4, the wing 35 is fixed at an average angle of 2 ° downwards to the stern of the vessel to generate a certain dynamic upward force for this purpose. If desired, a bow vane may be used in the present invention to form a certain dynamic, downward force component to supplement the downward force at a particular point in the stern of the vessel.

In other structures, and in particular in structures in which the span direction is generally outside the ship, the wing may comprise a longitudinal, vertical centerline plane on each side of the bearing surface 20 with the span or part of each bearing surface substantially outside said plane. If no lifting force is required, a neutral or symmetrical bearing surface may be chosen and positioned so that its tendon is parallel to the direction of travel of the vessel. Or, if the bearing surface has an unbalanced profile or a lifting profile, it can be placed at an angle of entry that cancels out the lifting force otherwise generated by this profile. Alternatively, the wing may be attached outwards to the sides of the hull at some point on the bow, preferably just at or near the bow, and attached. approximately in the same way as anti-roll wings, which are normally attached to the center of the hull.

However, in order to generate a certain lifting or downward force 35 in the bow of the vessel, a bow wing of this type i · 93188 50 can be set at an entry angle which provides the desired lifting in the desired vertical direction. In this case, either a neutral or curved hull surface can be used and placed in a suitable manner to generate the desired vertical force in the vessel. If desired, the carrying surface can be fixed so that the angle of entry can be easily adjusted as the vessel moves, so that the vertical force generated by the bearing surface when the vessel moves at a certain speed can be changed.

The amount of lifting and / or damping force generated by the bow wing also varies depending on the position of the bow wing in the bow of the vessel and the area of the surface sliding surface measured as the area opposite the wing in a horizontal plane. To obtain maximum power, the wing is placed on the bow 15 at a length of 30% of the length of the waterline of the vessel and preferably at a length of 20% as shown in the structure of Figures 2-4. In this area, the surface sliding surface, i.e., predominantly the area opposite the wing in the horizontal direction, is preferably at least two and less than 70 20 square inches (0.4 to 15 cm2 / cm) of the length of the vessel's waterline, and more preferably 5 to 50 square inches ( 1-10 cm 2 / cm). The area of the surface sliding surface 37 below the wing 35 shown in the figures is about 9 square feet (8,361 cm2). Specifically for high speed, the tallow surface of the pin-25 is preferably elongate in the longitudinal direction of the vessel, with its average width then being less than a quarter and preferably less than one-eighth of the longitudinal length of the surface sliding surface.

Either the bow cantilever or the bow wing may be used on board alone or in combination with or without the other structural features of this invention. However, each of them is very advantageous on board with the basic equilibrium and longitudinal inclination adjustment structures 35 according to the present invention due to the above-described co-operation relationships. In addition, since the balance and longitudinal guide structures tend to keep the bow constantly in the water in a hard wave, the bow protrusion portion of the bow wing is thus continuously submerged and thus contributes to reducing slip and longitudinal tilt.

It should be noted that in applying this invention to a multihull vessel, e.g., a catamaran or trimaran with surface sliding surfaces, each hull may comprise one or more of the above-described structural features, e.g., a narrow and deep bow below the waterline, bow, bow, bow a barrier fins separating the stern sliding bottom described above, the pressure relief zone at the stern of the vessel and the associated transverse protrusion and flow 15 at the stern of the vessel. Preferably, at least the outer frames are similar to each other in these structural features. The transverse bearing surface or group of bearing surfaces is preferably symmetrical on both sides with respect to the longitudinal centerline plane of the vessel in order to generate a downward force, as described above. However, the centreline is in the middle of the whole ship and is thus at a similar distance from both hulls in the catamaran.

The following describes the operation of the vessel of ... 25 with the structure shown in Figures 1-4 with the hydrofoil set at a negative angle of 5 ° (leading edge horizontally below the trailing edge) to a standard type pool tester on a scale of 24 to 1 as the vessel moves in water by traction devices. With the vessel stationary, its pit-30 heeling angle is 0 °. At low speeds, approx. up to eight knots, the vessel moves in sinking mode. As the speed increases around 30 knots, the surface sliding force increases and at the same time the downward force generated by the bearing surface 3 and the suction forces at the bow increase. These forces usually compensate for each other, so 52 931 88 that the longitudinal dynamic equilibrium state of the ship is maintained. The vessel continues to travel in a predominantly equilibrium state through the entire velocity range up to a speed of about 60 knots and shows no sign of instability even in the ti-5 state, which corresponds to three- and six-foot waves with wave periods of 4-16 seconds. The ripple of the vessel is slightly negative in the speed range, i.e. its draft and consequently its surface in contact with water increase when the vessel is 5 "below its resting waterline, ie 10 12.7 cm (about 10% of draft). The maximum rise of the bow at all speeds is about 0.6 °, and at higher speeds the negative longitudinal angle of inclination of the bow is 0.3 °.

Because the sharp portion below the bow waterline (excluding the bow wing) has no surface-15 sliding surface, and because the downward suction force pulls the bow downward, this prevents the bow from rising, which occurs in a conventional surface glider. Simultaneously, the upward force of the bow blade 35 and the upward force of the downward force of the "lever arm" at the stern of the ship and the upward surface sliding force in the center of the ship raise the bow upward and prevent it from pushing underwater. The large Rois keen formation and surface water and stern of the surface of the slipper usually occur throughout the speed range. There are no 25 old ones. As the speed increases, the stern carrying surface 3 and the bow wing 35 and the cantilever portion 34 keep the vessel in equilibrium with the direction of the vessel being very stable and straight.

Claims (27)

A vessel (1) with improved performance comprising at least one hull (5) provided with below the waterline 5, from the point of the bow towards the aft planing surfaces (11) which can generate a substantially dynamic lifting force in the hull, characterized in that the vessel comprises a sharp and deep tip portion (32) of the arc provided with 10 steeply sloping surfaces capable of generating dynamic downward forces in the flow of water in the arc, and of surfaces generating the shape and amount of limited lifting forces in the flow of water, said downward forces are dominant at planing speed and pour the hull of the ship at a small longitudinal inclination angle; and a means (3) being positioned at a distance from the hull of the ship, said means responding to the flow past the hull to align a back and down force transversely to the ship and which means is substantially on the longitudinal center line of the ship and longitudinally aft of the center ship portion. 2. A vessel according to claim 1, characterized in that this means for aligning the rearward and downward force means comprises a front center ship portion towards the stern, below the waterline for the hull of the vessel, the supporting shaft of which is generally mounted. heat is parallel to the longitudinal axis of the vessel and whose span width axis is generally transverse to the longitudinal direction, the carrier plane being hydrodynamically shaped and disposed at an angle about its span axis, so that the front of the vessel generates a downward force which generally has the same downward force. direction as the vertical shaft of the ship and as to the quantity is such that it substantially restricts the hull of the ship to be lifted into the water due to the planing forces. 61 93Ί38 Vessel according to claim 1 or 2, characterized in that said means for aligning the stern and downward force comprises a carrier (3) arranged aft from the ship's ship part, so that its span ± generally is transverse to the vessel. the longitudinal direction of the vessel, whereby this carrier plane is more curved on the downward facing side and wherein said downward force, together with the dynamic downward force acting in the bow, is sufficient to compensate for a substantial part of the hull's dynamic lifting forces during the movement of the ship. and it therefore substantially limits the hull to be lifted into the water ρά due to the planning forces. 4. A vessel as claimed in claim 2 or 3, characterized in that the front portion of the carrier (3) comprises curved surfaces which, in conjunction with the flow, can generate a force component in a lifting direction perpendicular to the rigid plane of the carrier, and the rear portion of the carrier plane. extending from at least 20% of the string length to the trailing edge, to the lateral surface opposite to the lifting direction and being convex relative to the trailing edge, and to the lateral surface extending to the trailing edge and is significantly smaller convex than said side facing surface in relation to the lifting direction. 5. Vessels according to any of the preceding claims, characterized in that said rearward and downward force is greater than 1% of the displacement of the ship's hull, the downward force acting in the bow being in turn sufficient to incline the ship's hull. -30 knows at a longitudinal inclination angle less than about 2 degrees. ,. 6. A vessel according to any of the preceding claims, characterized in that said rearward and downward force is present in the vicinity of the ship's acts and that the downward force acting in the bow and said rearward and downward force are at the vessel's rear. 62 931 88 together sufficient to maintain a reduction in the wet surface output from a rest value which is at least two-thirds of the reduction that would occur if the ship was in motion without said downward forces. Vessel according to any of the preceding claims, characterized in that the planing surfaces comprise a generally V-shaped planing bottom which curves incrementally leaking towards the stern of the ship past the center ship part 10 from a steep V-shape in the arch. Vessel according to any of the preceding claims, characterized in that said pointed bow portion extends from the hull's front pendulum (6) to a first longitudinal position (position 2) and behind it, which is at a distance after this front pendulum and constitutes 20% of the length of the hull's water line, with the average depth of the bow tip portion between the perpendicular and the first longitudinal position being at least 80% of the ship's hull's maximum depth 20 behind the bow portion. Vessel according to claim 8, characterized in that the average depth of passage is equal to or greater than the largest depth of the ship's hull after the point of the bow. 10. A vessel according to claim 8 or 9, characterized in that the width-depth-to-depth ratio of the waterline in the first longitudinal position is not greater than 4. A vessel according to any one of claims 7 to 10, 30 characterized in that the waterline's width-depth ratio in a second longitudinal position (position 1), which is at a distance of ten percent of the waterline length of the ship's hull after said measuring perpendicular, is not greater than 3. and that the tip of the bow has an average depth of thread which, between the perpendicular and the second longitudinal position, is at least 80% of the largest depth of the hull after the tip of the bow. Vessel according to any of the preceding claims, characterized in that it generally comprises a V-shaped bottom (11) extending towards the stern, wherein the transverse inclination of the bottom gradually decreases from the bottom plane of the hull from the perpendicular ( 6) to a transverse trailing edge (22) in the stern, the bottom rising in the direction of the mid-stern axis portions to the trailing edge of the stern for a vertical distance that is at least 50% of the depth of the middle stern portion of the stern to the ship's hull. Vessel according to claim 12, characterized in that the average transverse depth between the strings (12) at a distance of 75% of the waterline length of the hull in transverse vertical plane from the perpendicular to the stern is not more than 50% larger than the depth plane. between the largest depths in the center ship portion and the rear edge. Vessel according to claim 12 or 13, characterized in that the rear edge is arranged vertically on a waterline spacing, which is less than 25% of the largest depth of the hull of the ship. A vessel as claimed in any one of claims 12 to 14, characterized in that said trailing edge generally runs in the same direction as the bottom plane of the hull and is arranged at a vertical distance from the hull's waterline, which is less than 10% of the hull. largest depths. A vessel according to any of the preceding claims, characterized in that it further comprises a front planing surface (37) which generally runs down the length of the ship's hull longitudinally along the keel on the front of the center ship portion, this surface extending 95 in 88 64 in. the longitudinal direction and its both sides are arranged symmetrically in relation to the longitudinal vertical centerline of the hull and are arranged in a longitudinal angle of attack to generate an upright force as the vessel moves in the water. 17. A vessel as claimed in claim 16, characterized in that the size of the area located in the same plane with the bottom plane of the hull opposite said front planing area is 0.4-15 square centimeters per length centimeter in the hull's waterline. 18. A vessel according to claim 16, characterized in that the size of the area located in the same direction with the bottom plane of the hull opposite said front planing area is 1 - 10 square centimeters per length centimeter in the water line of the hull. A ship as claimed in any one of claims 16 to 18, characterized in that said front planing surface comprises a swept rear wing (35) attached to the vessel hull below the water line on the front of the center ship part, both sides of this wing being synunetrically arranged around the longitudinal axis. as an overlay in the longitudinal vertical centerline plane of the hull, with the sweep angle of the leading edges (36) of the blade being at least 23 degrees from the measurement perpendicular to this longitudinal vertical centerline plane. » A ship according to claim 19, characterized in that said swept rear wing is arranged to extend downwards from the keel line, extending along the longitudinal centerline plane to a distance 30 corresponding to 5-30% of the hull's waterline length. A ship according to claim 19 or 20, characterized in that the swept rear wing is usually delta shaped and its underside has a planing surface, the front edges of the wing forming a horizontal angle of 1 to 15 degrees on both sides, whereby the ship's hull is 65 951 88 know: comprises the base portion (34) of the keel, which is attached to the keel line and preferably therefrom downwardly at the apex portion and extends 1 longitudinally along the longitudinal vertical centerline plane, the vertical depth of the base portion of the keel 5 being clearly greater than its thickness and wherein said the wing is arranged at a distance below the keel line and attached along the bottom of the keel. Vessel according to any of the preceding claims, characterized in that said planing surfaces can generate a dynamic lifting force greater than 5% of the displacement of the vessel. Vessel according to any of the preceding claims, characterized in that said planing surfaces can generate a dynamic lifting force greater than 10% of the displacement of the vessel. Vessel according to any of the preceding claims, characterized in that the waterline width at the stern of the vessel is approximately the same or greater than the waterline width in the center ship part. 25. A vessel according to any of the preceding claims, characterized in that this vessel comprises a catamaran and that its two hulls fall within the scope of the relevant claim. A method of improving the performance of a ship, wherein the hull of the ship comprises planing surfaces located at the bow tip portion which can generate a substantially dynamic lifting force, and a sharp and deep tip portion of the bow provided with steep sloping surfaces, such as in water. flow can generate dynamic downward forces in the bow of the ship, and with surfaces generating lifting forces in a limited amount of water and shape, said downward dynamic forces pouring the hull into a small longitudinal inclination angle where the ship's control is , characterized in that this method comprises: 93 I 88 66 aligns the downward force in the vessel hull, the force reacting ρά the transient flow and, at planning speed, is greater than 1% of the displacement of the vessel in the transverse direction of the vessel, which includes the longitudinal median longitudinal plane of the vessel. and 1 longitudinal length after the center ship portion. 27. A method according to claim 26, characterized in that said planing surfaces can generate a lifting force greater than 5% of the displacement of the ship, and that the downturned force is generated by a carrier adjusted after the center ship part and which produces a force. which is at least 5% of the ship's displacement, and the steeply sloping surfaces of the bow's tip portion can generate enough downward force as the ship moves to tilt its longitudinal inclination angle less than 2 degrees. t.