ITME20100004A1 - PLANANT HULL WITH INNOVATIVE HULL. - Google Patents

Description

DESCRIPTION

of the industrial invention with TITLE:

"Planing hull with innovative hull"

The invention consists of a planing hull having a hull (live work) whose shapes are innovative. In order to better describe them, the constituent elements are defined below using the tables shown in the attached drawings.

Referring to TABLE 1, which shows the generating curves of the hull, three distinct edges are highlighted, which are the longitudinal generatrices, and two transverse sections. The central edge, indicated by the letter A, lying on the longitudinal plane (plane of symmetry), coincides with the keel curve whose development is visible in TABLE 3; referring to TABLE 2, the edges indicated with the letter B divide the central area, consisting of a forward V-shape and an aft tunnel, hereinafter referred to as "directional region", from the lateral areas, hereinafter referred to as "load-bearing regions"; finally, edges indicated with the letter C divide the load-bearing regions from the sides of the hull.

The sections shown in TABLE 1, called section D-D and section E-E, are obtained, as indicated in TABLE 3, respectively near the transom and at the lowest point of the keel curve.

In the forward area, the union between the directional region and the load-bearing regions and between the load-bearing regions and the sides is achieved with four small flat surfaces designed to facilitate gliding; these surfaces are called "skates" and are highlighted in TABLE 1 and TABLE 2.

The directional region is so named because its shape is responsible for the directional qualities of the hull, while those of lift are entrusted to the load-bearing regions.

The presence of the aft tunnel allows to redistribute the hull volume thus determining an increase in the average width of the buoyancy figure compared to conventional hulls of equal waterline length and displacement. The increase in the width of the buoyancy figure consequently produces an increase in roll stability and an increase in internal volumes.

In the aft area, the load-bearing regions are of such size as to be able to accommodate the main engines.

TABLE 4 shows the views from the bow and stern respectively.

TABLE 5 shows two perspective views of the hull from the bow and stern respectively; in these figures the development of the directional region is clearly evident and how this does not present, except for the keel edge, any discontinuity in the passage from the forward convexity (V of the bow) to the aft concavity (aft tunnel).

Ultimately the innovative shapes of the hull allow the achievement of the following main objectives:

increased stability and maneuverability;

optimization and increase of internal habitable volumes;

reduction of resistance to advancement.

With regard to the reduction of resistance to advancement, this was found through towing tests carried out in a naval tank with a scale model. Its reduction translates into a lower power requirement to achieve design speeds and therefore a reduction in operating costs as well as in environmental impact.

Claims (6)

CLAIMS of the industrial invention with TITLE: "Planing hull with innovative hull" 1) Planing hull having the hull characterized by a bottom that presents changes in the curvature of the transverse sections from stern to bow (longitudinal direction). The hull is composed of three distinct regions: a central region, called the directional region, and two lateral regions, symmetrical with respect to the longitudinal plane of the hull, called load-bearing regions. The directional region is characterized by a forward part with a convex section having a V shape and a aft part with a concave section having a tunnel shape. The load-bearing regions are surfaces with single curvature, segments in the transverse direction and curved in the longitudinal direction. 2) The directional region, according to claim 1, has in its forward part, in correspondence with the connection with the load-bearing regions, two small flat surfaces called "skids". 3) The directional region, according to claim 1, does not present, along the longitudinal direction, any geometric discontinuity in the passage from the forward convexity (bow V) to the aft concavity (aft tunnel). 4) The bearing regions, according to claim 1, have in the aft area a width such as to allow the housing of the main engines. 5) The bearing regions, according to claim 1, have in their forward part, in correspondence with the connection with the sides, two small surfaces also called "skids". 6) The runners, according to claims 2 and 5, are headed in correspondence with the stem.