JP2015520063A - Sliding hull for rough seas - Google Patents

Abstract

The disclosed ship hull has a flat pad keel where the beam tapers towards the bow and the beam at the transom is 15% to 25% of the hull beam at the chine. The hull is symmetrical about the centerline and has a narrow entry bow, a transom, and a pair of hardchains. The hull has a bottom slope of about 0 degrees between the pad keel and the chine and forms at least one pair of planes, referred to herein as longitudinal steps, which form a sliding surface that is symmetrically disposed about the hull centerline. With a generally flat panel. The hull also includes at least a pair of maximum bottom slope panels that are located off and adjacent to the pad keel, symmetrically with respect to the centerline of the hull and extending therefrom to a flat planing panel thereon. The maximum bottom slope panel has a minimum average bottom slope of about 50 degrees when measured along its length. An additional flat planing surface structure with a bottom slope of about 0? Is attached to the pad keel on the hull so that the vertical offset between any two planing surfaces along the stagnation line of the hull does not exceed about 6 inches. It can be installed in the longitudinal direction between the hard chain. A large bottom slope panel or fillet with a bottom slope angle between about 20 degrees and 35 degrees is placed on the hull's centerline, outside the maximum bottom slope panel and adjacent to the maximum bottom slope panel. Can be arranged symmetrically. The fillet tapers in a wedge shape at its forward end and is integral with the adjacent flat bottom sloped flat panel. [Selection] Figure 3b

Description

  The present invention relates to ships and, more particularly, to the hull of a ship having a central planing hull portion with a very large bottom slope including longitudinal planar planing steps or panels.

  Ships designed to be maneuvered in the planing mode are well known. Empirical evidence based on shipbuilding and hydraulic studies, tests and experiments has established beneficial performance characteristics from three important features of such vessels.

  First, a flat bottom planing hull surface with a bottom slope angle of 0 degrees is known to achieve the most efficient planing lift when maneuvered at an optimum trim angle. Thus, a ship using a flat planing surface generates a more efficient planing lift than a ship with a planing surface having a larger bottom slope. However, it is theorized that ships with very flat running surfaces cannot achieve high wave surpassing and wave resistance in rough seas.

  A ship with a relatively flat or shallow V-shaped planing hull bottom has an efficient planing lift and is very stable when measured against the horizon, but is very stable in rough seas In other words, it lacks wave resistance and directional stability in rough seas.

  As a result, ships with deep V-shaped bottoms have been developed to introduce better wave surpassability and directional stability. The hulls of such small boats taught in US Pat. Nos. 6,099,086 and 5,056,089 are typically "V" shaped in cross section, each V-shaped leg being generally flat, known as the bottom slope angle. Forming an angle of about 20-30 degrees with respect to the horizon. The bottom slope increases towards the front edge of the small vessel, and in principle the bow has a bottom slope greater than 43 degrees, giving a narrow entry. As such a small vessel moves forward in the water, the narrow bow entry tears through the water, while the flatter stern surface provides some sliding area and provides a balance between sliding lift and surpassing.

  The sliding lift of a conventional deep V-shaped hull is typically increased by providing a running strake on the hull surface, as shown in FIG. Running strakes are typically strip elements with a triangular cross section and are attached to the outer hull surface to provide additional surface area for additional lift. Running strakes cleanly separate the water flow from the hull, reducing splashing and drag. In fact, running strakes were originally called “splash prevention”.

  Despite the improvements seen with a deep V-shaped hull design, a sliding small vessel may provide an uncomfortable ride. If the running trim is too large, the bow pitches up over the crest and then sinks sharply downward and slams back to the free surface. Another type of slamming occurs when the hull is completely removed from the water and is called re-entry slamming.

  A conventional deep V-shaped hull has excellent wave-receptive properties if it can be controlled with low trim while maintaining upright (that is, without heeling on either side). A stable maneuvering mode with water flow along the hull is shown in FIG. 2a. However, the deep V-shape is characteristically weak to roll and heals in response to any asymmetric load such as weight movement, propeller torque, side wind and side waves, so that it is difficult to keep a conventional planing hull upright. Have difficulty. Although dynamic systems can be added to control the attitude of a small vessel, it adds complexity and cost.

  When the deep V-shaped small vessel is healed on either side, the effective bottom gradient is reduced by the heel angle, and the advantage of low slamming of the deep V-shaped hull is lost. For example, if a hull with a bottom slope of 24 degrees heals 10 degrees, it becomes a hull with a bottom slope of 14 degrees perpendicular to the water surface. As shown in FIG. 2b, in a sea with very high waves, when a small hull heals up to 15 degrees, the effective 9 degree bottom surface becomes relatively flat with respect to water and jumps in the waves. Is not unusual.

  A condition in which excessive rolls are particularly dangerous is when turning from rough waves to diagonal waves and into transverse waves in rough seas. This heel during maneuvering causes excessive jumping and an unpleasant or dangerous level of roll.

  A steep bottom slope compared to a conventional deep V-shaped hull greatly improves the wave surpassing and wave resistance of the hull. Even when healed, the deeper V-shaped hull surface maintains a significant bottom slope relative to the water surface, thereby mitigating any impact. Furthermore, a hull with a larger bottom slope has less longitudinal vibration, and therefore the front part of the hull does not lift from the wave but can break through the wave. One such example is shown in US Pat. However, in order to be able to successfully put into practice a planing monohull with a very large bottom slope, several problems need to be solved. For example, very deep V-shaped hulls are more vulnerable to roll than deep V-shaped and have greater stability problems. Furthermore, even though the surface orientation with respect to water improves wave surrender and wave resistance, extremely deep V-shaped hulls generate much less dynamic lift than flatter hulls. A deeper V-shaped inadequate gliding lift makes it more difficult to exceed a critical speed, also called hump speed, reduces loading capacity and increases maneuver draft. In addition, the extremely deep V-shape has a limited hull beam, which limits the arrangement and reduces the internal volume.

  Also, a thin ship hull with a very large bottom slope angle greater than 50 degrees, typically greater than 60 degrees, has a smaller vertical and pitch vertical than a hull with a smaller bottom slope. It is known that the wave surpassing property and wave resistance of a ship are improved by passing through the wave by passing through the wave by exciting the motion. The hull has a volume that is sufficiently vertical and has increased buoyancy to provide straight lift and can counteract the hull's intense subduction motion as it passes through the bottom of the wave, but such In the ship theory, ships with maximal bottom slope panels cannot achieve large lift and planing efficiency.

  Finally, monohulls with larger aspect ratios improve marine resiliency, but have problems with static and dynamic stability, and running trim may not be optimal. However, according to the theory, a narrow planing hull is not as efficient as a wider hull and cannot carry heavy loads. However, ships with entrapment tunnels and ama (floats) improve the stability of thin ships when stationary or at speed, improve ship performance and achieve critical sliding speed Can carry a large load.

US Pat. No. 3,237,581 US Pat. No. 3,085,535 US Pat. No. 3,415,213 US Pat. No. 7,418,915 US Pat. No. 7,845,301

  The object of the present invention is to provide a novel ship-sliding hull with improved (in rough seas) wave and wave resistance, seaworthiness, stability, sliding efficiency and maximum loading capacity.

  It is also an object of the present invention to improve the handling of small vessels by providing a planing hull that is capable of full bank turn and is free of heel and chine walking.

  Another object of the present invention is a ship hull that can be maneuvered with much lower slamming than conventional deep V-shaped hulls, especially when the hull collides with the water surface and heals on one side when the hull is not symmetrically upright. Is to provide.

  Such ships are used in the military, commercial and recreational small ship markets, in other words, without excessive slamming or occupant discomfort and with high wave surrender, high maximum loading that can maintain speed and course on the sea. It can be used in applications that require a large number of ships.

  The subject of the present invention is also referred to herein as a “longitudinal step” and is associated with at least a pair of flat planing panels having a bottom slope angle of approximately 0 degrees and at least a pair of maxima associated therewith and connected to a pad keel. A hull of a ship formed with a bottom slope (UHD) panel and having a narrow bow entry and a hard chain. The hull of a ship may also include a pair of offshore amateurs or sponsons that are symmetrical about the hull centerline.

  According to one aspect of the present invention, at least a pair of relatively flat panels having a bottom slope of approximately 0 degrees on either side of the hull centerline and associated therewith, 50 ° or more from the transom to the bow. A central hull portion formed of a pair of maximal bottom bottom slope panels having a minimum average bottom slope greater than or in another embodiment having a bottom slope of 50 ° or greater throughout the length of the hull. An entrapment tunnel type monohull ship is provided. The maximal bottom slope panel configuration improves wave surpassability and wave resistance while maintaining directional stability and performance, as is well known in entrapment tunnel hulls.

  In accordance with another aspect of the present invention, the described hull, referred to herein as a “fillet”, is a flat 0 degree bottom slope panel defining longitudinal steps and an adjacent maximum bottom slope panel. And a relatively flat panel (when viewed in cross section) with a bottom slope between 20 and 35 degrees at the transom. This fillet tapers forward and becomes integral with the UHD panel and flat panel or longitudinal step, providing a more favorable configuration and better maneuvering performance while keeping the hull's wave-retaining and wave-resistant characteristics constant. In order to give more beams.

  According to another aspect of the present invention, the described hull has a relative slope having a bottom slope of about 0 degrees and a variable width to enhance gliding lift, improve wave resistance, and optimize efficiency. A longitudinal step, which is a flat and generally wide sliding panel, is included as an integral part of the hull.

  Yet another aspect of the present invention is a planing vessel having a hull form designed to be seaworthy, wave resistant, stable and efficient when maneuvering in rough seas. Forming a sliding surface having a generally flat panel and having a bottom slope of about 0 degrees, wherein the bottom surface has a bottom slope angle greater than about 50 ° along its length, or 50 along its length. It is a planing type ship to which a panel having a maximum bottom slope angle having a minimum average bottom slope angle of ° is attached. The vessel is symmetrical about the longitudinal axis of the hull centerline and has a narrow entry bow, a transom stern, a hard chine with a large planing plate, and a flat pad keel that tapers toward the bow. And having. The 0 degree bottom slope surface defines at least one longitudinal hull step configured between the pad keel and the hard chine on both sides of the hull. Unlike existing planing vessels, the sliding stagnation lift line achieved by the hull of the present invention is such that the maximum bottom slope panel between the sliding stagnation lift surfaces gives a relatively very small lift, so Rather, it is divided. Such a lift discontinuity is that there are at least two stagnation lift sliding surfaces between the pad keel and the chine sliding plate and a vertical offset between any two sliding surfaces along the sliding stagnation line is 6 inches. As long as it is not less than that, it has been found that it may cause instability of the gliding lift for the ship. Given the aforementioned longitudinal hull step as the first stagnation lift planing surface, the second stagnation lift planing surface was attached to another longitudinal hull step with a planing plate, a triangular running strake, or a hull. It can be a simple flat plate strip.

  According to another aspect of the present invention, a large bottom slope fillet plate having a bottom slope angle of between 20 degrees and 35 degrees includes a maximum bottom slope panel mounted on both sides of the pad keel and a bottom longitudinal length. Attached between the directional hull step planing type flat plate. The fillet plate is adopted to reduce the maximum slamming pressure due to the longitudinal stepping surface and reduce the frictional drag of the hull wetted surface area, tapering in a wedge shape at its forward end and integrated with the adjacent hull panel become. In addition, a ventilated stern flow shut-off device (VASFI) is installed on the hull fillet panel to maintain the optimal running trim, improve wave surrender, improve hull load lift efficiency, and make the hull wet The frictional drag of the surface area can be reduced and the turning performance of the ship can be improved.

  Further, the vessel may have one or more vented lateral hull steps. The step improves wave surrender by maintaining an optimal running trim, improves the load lift efficiency of the hull, and reduces the friction drag of the hull wetted surface area. Lateral steps incorporating stern sweeps also improve the turning performance of the ship.

  The lateral stability improving means can also be mounted symmetrically outside the ship's chine. Alternative techniques for lateral stability improvement include entrapment tunnels, struts, flax, sponsons, semi-hulls, hydrofoil, lift bodies, buoyancy collars including types that are inflatable, double chine hull panels and / or them Including a combination of

  In another aspect of the present invention, two or more hulls made in accordance with the present invention can be joined by a cross structure to form a multiple hull.

  In another aspect of the present invention, the hull can be separated into two half-hulls along the longitudinal axis of the centerline and each half-hull can be watertight. The two halves can be separated laterally from each other and joined by a cross structure to form an asymmetric catamaran.

  The foregoing and other objects, features and advantages of the present invention will become apparent in the following detailed description of exemplary embodiments when read in conjunction with the accompanying drawings.

It is a cross section in the transom of the conventional deep V-shaped planing type hull. FIG. 2 is a front view of the hull of FIG. 1 that has landed upright on the surface of the water and softened the landing. FIG. 2 is a front view of the hull of FIG. 1 with the sides colliding with water and slamming when healed. It is a side view of the hull of the ship designed by one Embodiment of this invention. It is a front view of the hull of the ship shown in FIG. 3a. FIG. 3b is a bottom view of the hull shown in FIG. 3a. FIG. 3b is a bottom perspective view of the hull shown in FIG. 3a. FIG. 3b is a stern view of the hull shown in FIG. 3a showing the bottom slope and beam dimensions of interest. It is a side view of another embodiment of this invention. 4b is a front view of the embodiment of FIG. 4a. FIG. 4b is a bottom view of the hull of FIG. 4a. FIG. 4b is a bottom perspective view of the embodiment of FIG. 4a. FIG. It is a side view of the 3rd Embodiment of this invention. FIG. 5b is a bottom view of the embodiment of FIG. 5a. FIG. 5b is a bottom exploded perspective view of the embodiment of FIG. 5a. FIG. 5b is a cross-sectional view of the bottom of the hull of the embodiment of FIG. 5a. FIG. 5b is a cross-sectional view of the hull front of the embodiment of FIG. 5a. It is a side view of the 4th Embodiment of this invention. FIG. 6b is a bottom view of the embodiment of FIG. 6a. FIG. 6b is a bottom exploded perspective view of the embodiment of FIG. 6a. FIG. 6b is a cross-sectional view of the bottom of the hull of the embodiment of FIG. 6a. FIG. 6b is a cross-sectional view of the hull front of the embodiment of FIG. 6a. It is a bottom perspective view of still another embodiment of the present invention. FIG. 4 is a schematic cross-sectional view of a transom of a ship according to the present invention, similar to FIG. FIG. 4 is a schematic cross-sectional view of a transom of a ship according to the present invention, similar to FIG. Fig. 5b is a similar view taken at the center of the hull of the embodiment of Fig. 5a. Fig. 5b is a similar view taken at the center of the hull of the embodiment of Fig. 5a. Fig. 6b is a view similar to Figs. 9c and 9d, but taken at the center of the hull of the embodiment of Fig. 6a. Fig. 6b is a view similar to Figs. 9c and 9d, but taken at the center of the hull of the embodiment of Fig. 6a. FIG. 3b is a bottom plan view of a hull pressure pattern for a hull designed in accordance with the embodiment of the present invention shown in FIG. 3a. 5b is a bottom plan view of a hull pressure pattern for a hull designed in accordance with the embodiment of the present invention shown in FIG. 5a. FIG. FIG. 3b is a bottom view of the hull wetting distribution at the bottom of the embodiment of FIG. 3a maneuvered at a speed of about 35 knots. FIG. 5b is a bottom view of the hull wetting distribution at the bottom of the embodiment of FIG. 5a being maneuvered at a speed of about 35 knots. FIG. 5b is a bottom view of the hull wetting pattern of the embodiment of FIG. 5a. FIG. 6b is a bottom view of the hull wetting pattern of the embodiment of FIG. 6a. 5b is a side view showing the position of the hull stagnation lift line and the vertical offset of the stagnation point on the hull according to the embodiment of FIG. 5a. 5b is a bottom view showing the position of the hull stagnation lift line and the vertical offset of the stagnation point on the hull according to the embodiment of FIG. 5a. FIG. 6b is a side view showing the position of the stagnation lift line of the hull according to the embodiment of FIG. 6a and the vertical offset of the stagnation point on the hull. FIG. 6b is a bottom view showing the position of the hull stagnation lift line and the vertical offset of the stagnation point on the hull according to the embodiment of FIG. 6a. 3b is a side view of a multi-hull vessel designed according to another embodiment of the invention with a catamaran or catamaran using the hull structure of FIG. 3a. 3b is a bottom view of a multi-hull vessel designed according to another embodiment of the present invention with a catamaran or catamaran using the hull structure of FIG. 3a. FIG. 3b is a side view of a multi-hull vessel designed according to an embodiment of the invention with two half-hull structures according to the embodiment of FIG. 3a. 3b is a bottom view of a multi-hull vessel designed according to one embodiment of the present invention with two half-hull structures according to the embodiment of FIG. 3a.

  Referring to the drawings in detail, FIG. 1 shows a transversal cross section of a conventional deep V-shaped hull. The hull has a V-shaped bottom including a conventional thin keel 1, a plurality (in this case 3) pairs of flat panels 2, 4 and 6, separated by longitudinal strakes 3 and 5, and a flat chine 7. Strikes are typically thin wedge-shaped elements with a reverse bottom slope intended primarily to separate the splash from the hull. The bottom slope angle α of the flat panels 2, 4 and 6 or transom 8 at the stern end of the hull is generally between 20 and 30 degrees. Typically, the hull slope of such a hull panel increases approximately 43 degrees or slightly as it goes forward, giving the bow an entry to rip and go rather than slamming into the waves. The hull also includes a conventional curved bow 9 (see FIG. 2a), a front hull section, and a forefoot.

  As mentioned above, modern deep V-shaped hulls have relatively good surpassing characteristics, but their capabilities are limited and many improvements are required. Such hull transmissibility is still acceptable when a conventional hull is controlled to advance at a constant speed and low trim while maintaining upright, as shown in FIG. 2a. However, it is difficult to keep a conventional deep V-shaped planing hull upright because of its vulnerability to roll. As seen in FIG. 2b, when the deep V-shaped hull is healed, the effective bottom slope is reduced by the heel angle, and the low slamming advantage of the deep V-shaped hull is lost.

  At high speeds, it has been found that a bottom gradient between 50 and 65 degrees is necessary to mitigate slamming, especially in the uppermost hull panel. According to the present invention, the bottom slope angle of the hull of the central planing hull portion increases along its entire length so as to have a bottom slope sufficient to mitigate high speed slamming. In addition, a longitudinal sliding step is provided to provide a sliding lift surface.

  Figures 3a, 3b, 3c, 3d and 3e show various views of a first embodiment of a ship hull 10 according to the present invention. Numerous embodiments of the present invention are described below, and identical parts are denoted by common reference numerals in the specification and drawings.

  The hull 10 includes a generally flat pad keel portion 30 and a pair of angled and related flat panels 31 that are adjacent to the immediate outside of the pad keel 30 and that are symmetrical about the hull centerline 14. It has a bottom 12. The flat pad keel has a generally uniform width in the stern half of the hull having a beam of about 15-25% of the hull beam in the outer hull chines as measured by the transom. The pad keel tapers forward from approximately the center of the hull to the top 40 and curves upward. The panel 31 has a maximum bottom slope (UHD) that is significantly greater than a conventional V-shaped hull and extends across the entire length of the pad keel 30 from the transom 16 to the pad keel top 40 (FIGS. 3c and 3d). The apex may be located adjacent to or at the forefoot 42 of the hull or between the forefoot and the intersection of the hull design waterline 42 ′ and the bow 11.

  The hull 10 also includes one or more pairs of additional upper UHD panels that are also symmetrically arranged about the hull centerline. In the embodiment seen in FIG. 3 a, the hull includes two pairs of upper UHD panels 34 and 36. The UHD panels 31, 34 and 36 each have a bottom slope angle B, E and G of about 50 degrees or more at the transom, as seen in FIG. 3e. The bottom slope of the UHD panel may be the same or different. In one embodiment, the bottom slope angles B, E, and G of the UHD panels 31, 34, and 36 are all 50 degrees at the transom, and the bottom slope angles increase in the bow region to give a thin bow shape. In another embodiment, the bottom slope at the transom is less than 50 °, but the bottom slope increases the further forward from the transom and the average bottom slope along the length of the UHD panel is a minimum of 50 °.

  Further, the ship hull 10 of the present invention includes a pair of longitudinal hull steps 32 that are arranged immediately adjacent to the upper end of the UHD panel 31 and are symmetrical with respect to the center line of the hull. The longitudinal step forms a flat planing surface and has a bottom slope of about 0 degrees at the transom and along its entire length. The beam size of the longitudinal step varies with the length and beam of the hull, and the combined width can be 14% to 20% of the hull chine beam as measured by the transom 16. As seen in FIGS. 3 a and 3 d, step 32 has an angle of attack that is inclined upwardly relative to the pad keel from the transom forward to the bow, so that the pad keel and lower longitudinal step 32 The spacing between them increases towards the front of the transom. In accordance with the present invention, the pad keel and step 32 are vertically spaced by a dimension D (FIG. 3) of an average of 4 inches or more along the length of the step, or 4 inches or more along its entire length. ing. In the embodiment of FIG. 3, the ship's hull also includes a second pair of longitudinal hull steps 33 disposed between the upper edge of the UHD panel 34 and the lower edge of the UHD panel 36. These steps also have a bottom slope of 0 degrees along their length and are placed symmetrically with respect to the hull.

  As seen in FIGS. 3a and 3b, the UHD panel 36 decreases in height toward the bow of the hull, forming a peak at the bow, and the longitudinal steps follow the bow of the hull, as well as the bow. Curves upward at As a result, the height of the UHD panels 31 and 34 remains relatively uniform at the stern and middle of the hull, but is higher in the bow area. While the height of the UHD panel can vary with the size of the ship, the maneuverability and wave resistance of the ship is improved if the vertical offset between the vertically spaced running surfaces does not exceed 6 inches. I found out. The vertical spacing between successive steps of the ship or between the running surfaces need not be equidistant. In one embodiment, the continuous spacing can be reduced upward from the pad keel. Furthermore, if the vertical spacing is larger in rough seas where the ship jumps in the waves, the delay between the contact between the continuous runway and the waves becomes too great, which may cause unpleasant slamming. To overcome this concern and maintain the benefits of UHD panel presence in re-entry into the water, a flat bottom slope of about 0 degrees and 4% to 7% on each side of the hull chine beam as measured by the transom. Additional flat planing devices such as wedge-shaped or triangular strakes 33 'having a width of less than or equal to% can be placed in the region of the UHD panel where the vertical spacing between the longitudinal steps exceeds 6 inches. In the embodiment of FIG. 3, in the bow region between the pad keel and the longitudinal step 32 where the panel height exceeds 6 inches, a half-strike 33 'is attached to the panel 31 and extends from there to the bow. Outside of the last UHD panel 36, the main hull portion extends along the UHD 36 to approximately the center of the hull and then follows a curved curve of the hull to the ship's bow and then has a flat to slightly reverse bottom slope. Includes a chine 37. Alternatively, the chines can have a steep reverse bottom slope or concave curvature.

  Innovative use of UHD panels and longitudinal steps as described above can provide superior marine vessel surpassability while maintaining turnability and maneuverability and providing a larger beam for preferred placement.

  This is illustrated, for example, in FIGS. 8a and 8b showing a schematic cross section of the hull of FIG. 3, with the outline of the conventional V-shaped hull shown in FIG. 2 shown in dotted lines. When a very deep V-shaped hull according to the present invention is healed to 15 degrees as shown in FIG. 8b, for example, the UHD panel of the hull is healed to the sea and 20 to 30 degrees bottom of the ship as compared to that shown in FIG. Maintains a hull slope that is the same or greater than a conventional deep V-shaped hull with a slope. If the UHD panel has a bottom slope of 50 degrees and a heel angle of 15 degrees, the effective bottom slope is 35 degrees on the hull panel that collides with the water surface, so even when healed, the slamming of the hull And greatly reduce jumping.

  As seen in FIG. 3 a, the hull of the present invention can also be provided with an ama or sponson forming an entrapment tunnel 39. Entrapment tunnel planing hulls are well known in the art. They provide a longitudinal tunnel next to the central planing hull part, i.e. between the central hull part and the outboard sponson or amateur. This tunnel creates dynamic hull lift that draws dynamic air and water pressure from the hull mid-section and amateurs as the speed increases, causing the hull to float further from the water. This reduces the wet surface area of the hull and increases speed and efficiency.

  Patent Document 4 proposes an improved form of an entrapment tunnel. The hull disclosed in U.S. Pat. No. 6,057,096 includes offshore armatures that provide the advantages of reduced rollover, efficient straight lift, and improved directional stability for navigation channel maintenance.

  In the present embodiment, the entrapment tunnel is formed between the hard chain 37 on the hull, the tunnel ceiling, and the suspended armature. These surfaces can be molded using a pair of spline curve shapes or constructed with relatively flat or curved panels 50, 51 (as shown in FIGS. 3e, 5e and 6e). be able to. The inner surface of the tunnel of the present invention can also be formed as taught in US Pat.

  Both amateurs and longitudinal steps provide a lateral restoring force that helps hold the hull upright, both at rest and when navigating in rough seas. As mentioned above, a hull that maintains upright provides excellent wave surpassing and wave resistance.

  In this embodiment, the roof of the tunnel 39 terminates at a step several feet ahead of the transom 16 and a trim tab can be placed at the stern end of the small vessel tunnel.

  Referring now to FIGS. 4a-4d, there is illustrated another embodiment of the present invention that shows an improvement of the embodiment of FIG. In this embodiment, the tunnel panel continues to the rear transom and a fillet plate or surface 41 is added to the stern end of the hull. This fillet plate or surface has a bottom slope that is smaller than the UHD panel 31, and from a slightly spaced position adjacent to and / or above the pad keel outer edge, or adjacent to the outer edge of the longitudinal step 32 in the transom. It extends laterally to the point and goes forward beyond the longitudinal center of gravity (LCG) of the hull. A large bottom slope (HD) fillet 41 (shown shaded in the drawing for clarity), typically having a bottom slope of 25 to 35 degrees, is symmetrically tapered at its forward end, It is integrated with the adjacent UHD panel 31 and the longitudinal step 32. By providing this fillet plate, the maximum slamming pressure resulting from the longitudinal stepping surface at the stern end of the hull is reduced, and the frictional drag of the wet surface area is reduced.

  Another variation shown in FIGS. 4 a-4 b is that the fillet structure 41 connecting the pad keel and the longitudinal step 32 is vented to the stern as detailed in the disclosure of US Pat. It can be provided with a scavenging device (VASFI). VASFI improves the efficiency of the planing hull and also improves the turning ability. In the illustrated embodiment, two VASFI devices 45 are used in a swept arrangement at the fillets 41 on either side of the hull centerline. One pair is behind the LCD and one pair is in front of the LCG. As described in US Pat. No. 6,057,056, this VASFI constitutes an extensible plate that, when extended, acts as a lateral hull step, hinders flow and reduces wet surface area, and provides rapid turnover. help.

  Referring now to FIGS. 5a and 5b, there is shown another embodiment of the present invention that includes the same panel arrangement as the embodiment of FIGS. 4a to 4e (elements with the same reference numbers indicate similar parts). ). In this embodiment, the pad keel includes a pair of lateral steps 50 formed therein. This lateral step is retracted and vented from the hull internal ventilation system in any known or convenient manner. Applying lateral steps to a planing hull is a well-known technique for improving efficiency by increasing planing lift and reducing hull drag. In the embodiment of FIGS. 4 and 5, the fillet extends longitudinally from the transom and tapers both longitudinally and laterally as it extends forward, gradually increasing the exposure of adjacent UHD panels and longitudinal sliding steps. Let This creates a wedge-shaped panel that terminates at the apex at the junction between the adjacent UHD panel and step 32 near the middle of the hull or in front of the hull and less than 60% of the waterline from the transom. . In the preferred embodiment, the foremost point of the tapered fillet coincides with the stagnation point on the adjacent longitudinal step 32, increasing the stagnation point pressure for the step, while the fillet at the stern end of the hull. Provides the advantages described above.

  FIGS. 5a to 5e show a preferred embodiment of the present invention in which the hull's hard chain and the front end of the ama move forward as shown in FIG. 5b, resulting in a straight bow at the top of the bow.

  Figures 5d and 5e show how the bottom slope and longitudinal step width of the UHD panel change as it moves forward of the hull.

  6a-6e show another smaller embodiment of the present invention in which the pad keel 30 terminates in front of the transom 16 and defines a stern step 32 '. In the transom, the hull has a single UHD panel 34 on each side of the hull. The pad keel 30 begins at step 32 ', and the longitudinal step 33 and fillet 41 of the UHD panel 32 are similar. In the present embodiment, the forward portion of the hull includes the aforementioned strake 31 '. In addition, because the height of the UHD panel 34 is greater than 6 inches between step 33 and chine 37 (but preferably less than 12 inches), an additional strake 35 is provided to reduce slamming as described above. ease. In this case, the strake is shown as a flat plate member that extends laterally from the hull to the bottom with zero bottom slope, midway between the chine 37 and step 33, from the bow to the transom.

  As can also be seen in FIGS. 6a-6c, the Ama tunnel structure extends to the bow but merges with the bow surface.

  FIG. 7 is a schematic view of another embodiment of the present invention in which the main hull has a pad keel, a lower pair of UHD panels 31 and a first longitudinal step 33 thereon. In this case, the step tapers in the width direction as it goes forward, increasing the lift at the stern. A second set of UHD panels 34 is provided on the lower step. The second set of UHD panels 34 terminate in the hard chain of the main hull, and the amateur tunnel begins from above. In the present embodiment, the amateur keel is provided as a long and thin hull constructed in accordance with the present invention, a thin pad keel 30 ', a UHD panel 31' 'terminating on a longitudinal sliding step 33 thereon, With an additional UHD panel pair on top of the step.

  8c to 8f are similar to FIGS. 8a and 8b described above. FIGS. 8c to 8f show the effective bottom slope of the heeled hull of FIGS. 3 and 5 with a 15 ° heel at the center of the hull. As can be seen in the figure, the sides of the hull enter the water with a significantly larger average bottom slope during rough seas and mitigate jumping when compared to a conventional V-shaped hull.

  FIGS. 9a and 9b are bottom views of the hull of FIGS. 3a and 5a shaded to show the pressure distribution on the hull of the present invention (the darker shaded areas have higher pressure than the lighter areas). ). As can be seen, at a speed of 35 knots, the hull of the present invention has at least two stagnation lift planing surfaces between the pad keel and the chine planing plate for stability and wave resistance. Has split sliding stagnation lift lines.

  10a and 10b are similar bottom views showing the wet surface area on the hull of FIGS. 3a and 5a at a speed of 35 knots. These figures show that the wet surface area of such a hull is generally triangular and narrow, thus minimizing drag.

  As can be seen in FIG. 10a, the wetted surface is staggered as it goes to the stern because the longitudinal step prevents flow from the UHD panel just above it. In addition, the wetting ends with a step formed at the stern end of the pad keel, and the tunnel again reduces drag. A similar effect is also achieved with the hull shown in FIG. 10b, where the VASFI shut-off device acts as a step, greatly reducing if not lost the contact between the water and the lower fillet 41 behind the first set of VASFI interrupters. Reduce to.

  FIGS. 11a and 11b are similar to FIGS. 10a and 10b and show the wet surface area of the hull of FIGS. 5 and 6 at a speed of 35 knots. The hull pressure distribution pattern is substantially the same as that of the hull shown in FIGS.

  FIGS. 12a and 12b, FIGS. 13a and 13b are dotted lines, the position of the stagnation point on the hull stagnation line, pad keel, half-strike, longitudinal step, chine and amateur tunnel of FIGS. 5 and 6; and , Indicates the vertical spacing between successive stagnation points on the hull. The generation of segmented stagnation lines with vertically spaced stagnation points provided by the hull structure of the present invention maintains stability in rough seas, reduces jumping and breaks waves, while maneuvering at high speed Resulting in a hull that provides enough sliding surface area to do.

  Further variations of the present invention include multi-hull ships composed of two or more hull structures designed according to the present invention. For example, FIGS. 14 a and 14 b show one embodiment configured with a catamaran hull structure 60 that includes a catamaran hull 62 and a deck or upper hull structure 64 therebetween. In another embodiment shown in FIGS. 15 a and 15 b, the catamaran hull structure is formed by two half hull structures 66 connected by a deck or upper hull 68 and defining a central tunnel 70.

  While exemplary embodiments of the present invention have been described herein, the present invention is not limited to these specifically disclosed embodiments and can be made by those skilled in the art without departing from the scope or spirit of the invention. It should be understood that various changes and modifications can be made.

1: Keel 2, 4, 6: Flat panel 3, 5, 31 ': Stroke 7, 37: Chine 9, 11: Bow 10: Ship hull 12: Bottom 14: Center line 16: Transom 30: Pad keel 30 ': thin pad keels 31, 31'', 34, 36: UHD panel 32: first pair of longitudinal hull steps 32': stern step 33: second pair of longitudinal hull steps 33 ': semi-strike 33 ″: Step 39: Entrapment tunnel 40: Pad keel top 41: Fillet plate 42: Fore foot 42 ′: Design water line 45: VASFI device 50: Curved panel 51: Flat panel 60: Catamaran hull structure 62: Catamaran Hulls 64 and 68: Upper hull structure 66: Half hull structure 70: Central tunnel

Claims (40)

A ship including a deep V-shaped planing hull,
With a narrow entry bow,
The stern transom,
A pair of hard chins arranged symmetrically on the hull and defining a chine beam of the hull;
The transom has a beam that is between 15% and 25% of the chine beam in the transom, tapers from approximately the center of the hull to the top at the bow and curves upward to the top at the bow Paddle keel,
A pair of maximum bottom slope (UHD) hull panels, each having a minimum average bottom slope angle of 50 degrees or greater and extending symmetrically on either side of the centerline outwardly and upwardly from the flat pad keel When,
At least a pair of symmetrical longitudinal steps disposed between the UHD panel and the hard chain on opposite sides of the hull and having a flat running surface with a bottom slope of about 0 degrees;
A ship characterized by comprising:   The ship according to claim 1, wherein the hard chain includes a flat planing surface.   Longitudinal direction between the pad keel on the hull and the hard chine planing plate so that the vertical offset between any two planing surfaces along the hull stagnation line of the hull does not exceed 6 inches 3. A ship according to claim 2, characterized in that it comprises means for defining an additional flat planing surface having a bottom slope of about 0 degrees arranged at.   4. A ship according to claim 3, characterized in that the means for defining the additional flat running surface is a symmetrical triangular strake attached to the UHD panel.   The vessel according to claim 1, wherein the flat planing surfaces of the at least one pair of symmetrical longitudinal steps have a combined width of 14-20% of the hull's chine beam as measured by the transom. .   6. A marine vessel according to claim 5, wherein the flat stepping surfaces of the longitudinal steps are spaced an average of 4 inches or more above the pad keel as measured along its length.   2. The at least a second pair of UHD hull panels, each having a bottom edge connected to and extending upwardly and outwardly from each of the at least one pair of longitudinal step outer edges. Ship.   A plurality of pairs of UHD hull panels arranged symmetrically and vertically relative to each other, with the bottom set of panels connected to the pad keel and the top set of panels connected to the hard chin at the top edge And a plurality of longitudinal steps positioned between the remaining upper and lower edges of the panel to define a plurality of flat planing surfaces on the hull separated vertically by the UHD panel. The ship according to claim 1, wherein   The hull of a ship according to claim 8, characterized in that the flat planing surface of the lower longitudinal step has a combined width of 14-20% of the hull's chine beam.   The longitudinal step is curved upward at the bow of the hull to match the bow curvature, and means for defining the additional flat planing surface having a bottom slope of about 0 degrees includes: 9. Arranged on the UHD panel where at least the vertical spacing between the longitudinal steps is greater than 6 inches to improve pitch stability when maneuvering in rough seas. The hull of the ship described in 1.   The vessel according to claim 1, characterized in that the means for defining the additional flat running surface is a symmetrical triangular strake attached to the UHD panel.   A large bottom slope (HD) fillet panel having a bottom slope angle between 20 degrees and 35 degrees, disposed at the stern end of the hull, starting at the transom and extending forward therefrom; Is secured to the UHD panel adjacent to the outer edge of the pad keel and extends laterally, outwardly and upwardly to a position adjacent to the outer edge of the longitudinal sliding step immediately above it. The ship according to any one of claims 1 to 11.   The fillet tapers symmetrically toward the top at its forward end and is united at the contact between the longitudinal step and the UHD panel to which the longitudinal step is connected. The ship according to claim 12.   The top of the fillet connected between the pad keel and the longitudinal gliding step thereon terminates at a distance of less than 60% of the hull waterline from the transom. The ship according to claim 13.   15. A ship according to claim 14, comprising an HD fillet panel extending between the remaining UHD panel and the upper step of the lowest UHD in the stern portion of the hull starting at the transom.   The ship hull according to any one of claims 1 to 11, characterized in that it has a pair of outer hulls or ama or sponsons symmetrical about the hull centerline defining an entrapment tunnel. .   13. Ship hull according to claim 12, characterized in that it has a pair of outer hulls or ama or sponsons symmetrical about the hull centerline defining an entrapment tunnel.   The ship according to any one of claims 1 to 11, wherein the ship includes an extremely deep V-shaped hull that is spaced apart and connected to at least a pair of sides defined in the ship. Hull.   The ship's hull according to claim 12, wherein the ship includes at least a pair of laterally spaced V-shaped hulls defined in the ship.   The ship according to any one of claims 1 to 11, wherein the ship is a multi-hull ship including two or more extremely deep V-shaped half-hull structures defined for the ship. Hull.   The hull of a ship according to claim 12, wherein the ship is a multi-hull ship including two or more extremely deep V-shaped half-hull structures defined in the ship.   The ship hull according to claim 1, wherein the hull has at least one lateral step formed in the hull.   The hull of a ship according to claim 12, wherein the hull has at least one lateral step formed in the hull.   13. A pair of at least one ventilated stern sweep interrupter attached to the fillet between the pad keel and the longitudinal sliding step thereon. Ship hull.   25. A ship hull according to claim 24, wherein the top of the large bottom slope panel is in front of the center of the hull of the hull.   12. The hull of a ship according to any one of claims 1 to 11, wherein the maximum bottom slope panel has a bottom slope angle of about 50 [deg.] Or more along its length.   The hull of a ship according to any one of claims 1 to 11, wherein the flat stepping surfaces of the longitudinal steps are spaced 4 inches or more above the pad keel. A ship including at least one extreme deep V-shaped hull,
A hull centerline, a narrow entry bow, a transom, and a pair of hard chins arranged symmetrically on the hull to define a chine beam of the hull;
A centrally located pad keel having a width of about 15% to 25% of the chine beam of the hull at the chine as measured by the transom;
Each having a minimum average ship bottom slope angle of 50 degrees or more along its length, the top and bottom edges being connected to the pad keel, outside the pad keel and adjacent to the pad keel And at least a pair of lower maximum bottom slope (UHD) panels arranged symmetrically with respect to the center line of the hull;
At least a pair of longitudinal hull steps adjacent to and above the UHD panel and arranged symmetrically with respect to a centerline of the hull, connected to the upper edge of the UHD panel and connected to the UHD panel Facing downwards with an inner edge extending outwardly with respect to the panel, a bottom slope of about 0 degrees, and a combined width dimension between about 14 and 20 percent of the hull's chine beam as measured by the transom. At least a pair of longitudinal hull steps each having a flat planing surface;
A ship characterized by comprising:   29. The hull has a front hull and a curved bow, and the pad keel curves upward in the front hull of the hull and follows the curve of the bow. The hull of the ship described in 1.   The pad keel has a forward section in which the lower maximum bottom slope panel is united near the bow and tapers to the top located where it forms a bottom slope angle of about 50-60 degrees. 30. A hull of a ship according to claim 29, characterized in that   31. A ship hull according to claim 30, wherein the top of the pad keel is between the forefoot of the hull and the intersection of a design water line and the bow.   31. The hull of a ship according to claim 30, wherein the maximum bottom slope panel extends from a location adjacent to the transom to the top of the pad keel.   The pad keel, the at least one pair of UHD panels, and the at least one pair of longitudinal hull steps define a lower hull portion of the hull, and the hull is relative to a hull centerline outside the lower hull portion. Including at least one additional pair of upper maximum bottom slope panels, arranged symmetrically and connected to the outboard edges of the at least one pair of longitudinal hull steps, out and above the lower hull portion, 29. A ship hull as claimed in claim 28, wherein each of the upper maximum bottom slope panels has a bottom slope of about 50 [deg.] Or greater.   Outside and above the lower hull portion, each connected to the upper edge of the at least one pair of upper maximum bottom slope panels at the edge closest to the center line, and symmetrically arranged with respect to the center line of the hull 34. A ship hull according to claim 33, comprising at least a pair of upper longitudinal hull steps.   29. A ship hull according to claim 28, comprising a pair of outer hulls or ama or sponsons symmetrical about the hull centerline defining an entrapment tunnel.   29. A hull of a ship according to claim 28, wherein the hull has at least one lateral step formed in the ship.   29. The ship hull according to claim 28, wherein the ship includes an extremely deep V-shaped hull that is spaced apart and connected to at least a pair of sides defined in the ship.   29. The hull of a ship according to claim 28, wherein the ship is a multi-hull ship including two or more extremely deep V-shaped half-hull structures defined in the ship.   A plurality of flat longitudinally extending sliding surfaces separated by a maximum bottom slope (UHD) hull panel, said maximum bottom slope (UHD) hull panel being 50 degrees each when measured along the length or It has a minimum average ship bottom slope above it and is arranged to produce a divided stagnation line when maneuvered at sliding speed, and is spaced apart on the sliding surface along the stagnation line in a separate vertical direction. A ship including a hull including a flat pad keel having a defined stagnation point.   40. The vessel of claim 39, wherein the maximum bottom slope panel has a bottom slope angle of about 50 [deg.] Or greater along its length.

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