KR20080043357A - Open sea hydrofoil craft - Google Patents

Abstract

An open sea hydrofoil craft comprising a hull (A) with lateral vertically oriented blades (B1,B2) extending longitudinally along the two sides thereof, the interior surfaces of blades (B1,B2) lying one opposite the other being planar and defining in between them an initially convergent and subsequently divergent water flow channel, whilst their exterior surfaces have a curved configuration that dynamically changes in three dimensions (x, y, z) with variable angular parameter (41) formed by the bottom of blades (B1,B2) with (y) axis, (42) formed by the curved section of the exterior surfaces of blades (B1,B2) with (z) axis and (43,44) formed by an arcuate lateral edge (20) of blades (B1,B2) with (x) axis. Lift producing foils (C1,C2,C3) with a hydrofoil section are provided within the channel formed in between blades (B1,B2), these lift producing foils (C1,C2,C3) being connected to the hull (A) by means of supporting plates (Cl', C2', C3') respectively.

Description

Hydrofoil ship {OPEN SEA HYDROFOIL CRAFT}

The present invention relates to a hydrofoil that can be used as a high-speed passenger ship or a cargo ship that operates for recreation or various purposes by eliminating the disadvantages of existing catamarans and hydrofoils.

Although three types of ships are known in the field of ship construction, the hydrofoil proposed by the present invention solves the disadvantages of all three types of ships as follows:

First, there are several kinds of slide lines, which have excessive fuel consumption because the sowing resistance that increases as the speed increases accounts for 60 to 70% of the friction resistance.

The second is hydrofoils, which operate only in close or quiet seas due to the limitations of the combined effects of waves and impacts on both the hydrofoils and the hull as a whole. In addition, hydrofoils cannot carry large heavy cargoes such as automobiles, and space utilization is also reduced due to the limitations of engine rooms, pump rooms and fuel tanks. Finally, hydrofoils cannot adopt modern high efficiency propulsion methods, such as waterjet propulsion.

Third, there are catamarans that have buoys on both sides of the hull that do not need to be supported while the ship is in operation. This support minimizes the area of underwater contact, which is directly related to frictional resistance. Catamarans cause harmonic resistance and strike at the bottom of the hull. By design, catamarans are prone to rocking and vibrating, which compromises the structural strength of ships and installations.

Several attempts have been made to address the shortcomings of catamarans. In the catamaran introduced in US Pat. No. 2,917,754, the side buoys were convertible and flexibly connected to facilitate ship maneuvering when sailing the sea.

It is an object of the present invention to overcome the disadvantages and problems of existing vessels by combining the advantages of catamarans and hydrofoils.

This objective can be achieved by hydrofoils operating with modern waterjet propulsion, which has vertical wings on both sides, similar to the side buoys of catamarans, with vertical wings improving flight characteristics and reducing losses. It has a compound curved structure, and the floats are arranged horizontally in the channel formed between the vertical wings, and these horizontal floats can be operated on the high seas under the protection of both vertical wings while supporting the ship during operation similar to the floats of hydrofoils. This feature is not found in conventional hydrofoils.

Accordingly, the present invention eliminates the disadvantages of catamarans and hydrofoils, but provides a hydrofoil for combined pollution, but the hydrofoil of the present invention reduces the frictional resistance due to the contact area with the water during operation, and the aerodynamic structure of the bow and vertical wing. Air resistance is reduced, and most importantly, it reduces the wave resistance due to the curved structure of the vertical wing and the floating wing arranged horizontally. The hydrofoil of the present invention is therefore capable of high speed operation while minimizing fuel consumption even in bad weather.

Hereinafter, the present invention will be described in detail with reference to the accompanying drawings.

1 is a perspective view showing the bow portion of the hydrofoil of the present invention well;

2 is a perspective view showing the stern well;

3 is a perspective view of the bow side wing;

4 is a perspective view of a floating wing positioned in the middle;

5 is a perspective view of the stern side float;

6 is a hull structure diagram and a theoretical frame diagram of an existing portion of a hydrofoil of the present invention;

7 is a static curve diagram obtained from the structure of a test model according to the present invention;

8 is a cross-sectional view taken across the stern side flotation of the hydrofoil of the invention with side wings extending vertically in theoretical frames 0, 2, 4, 7, 8;

9 is a cross section of the vessel taken along theoretical frame 3;

10 is a side sectional view of a ship built with a cargo-passenger ship;

11 is a top perspective view of a test model of the present invention;

12 is a bottom perspective view of a test model of the present invention;

13 is a rear perspective view of a test model of the present invention;

14 is a photograph showing a test model of the present invention anchored in the sea;

15 is a front photograph of the test model of the present invention sailing the sea with little generation of waves;

Figure 16 is a side view of the test model of the present invention while turning at a 120 degree angle.

1 to 2, the hydrofoil of the present invention is composed of a lower hull (A) and the upper structure (D), a pair of vertical wings (B1, B2) in the longitudinal direction along both sides of the lower hull (A) hangs The inner surfaces of the wings B1 and B2 facing each other are flat.

It is a feature of the present invention to have a curved structure in which the outer surfaces of the blades B1 and B2 are dynamically changed in three dimensions (x, y, z). This curved structure is advantageous for reducing the resistance encountered during the performance. Due to the dynamic curved structure of the outer surfaces of the blades B1 and B2, the inner and outer surfaces of the blades B1 and B2 are gathered from the front to form a sharp shear point up and down (see FIGS. 1 and 14). The outer surfaces of the wings B1 and B2 gradually move away from the inner surface toward the stern to form a space 21, and form an engine room and a fuel tank in the space. This dynamic curved structure on the outer surface of the blades B1, B2 is formed in three dimensions (x, y, z), where the x axis is the longitudinal direction of the hull, the y axis is the lateral direction of the hull, and the z axis is the vertical direction.

The mechanical surface structure of the outer surfaces of the blades B1 and B2 depends on the following parameters:

1. The angle Φ ₁ between the bottom of each wing (B1, B2) and the y-axis increases slightly from 5 ° on the stern to 90 ° on the bow.

The variable angle Φ ₁ also contributes to creating a space 21 for the engine compartment and fuel tank, while reducing friction and wave resistance and contributing to the smooth navigation of the vessel (see FIG. 1). This angle variable Φ ₁ also contributes to the formation of the sharp side edges 20 in the longitudinal direction on the outer surface of each of the blades B1, B2.

2. The angle Φ ₂ consisting of the curved section and the z-axis of the outer surface of the blades B1 and B2 decreases slightly from 30 ° of the stern to 0 ° of the bow.

The angle Φ ₂ gives a curved structure to the outer surface of the wings (B1, B2) extending vertically, but narrowing the upper part reduces the amount and area of water contacting the hull, affecting the sinking tendency of the wings (B1, B2). give. This performance is particularly advantageous in special cases. For example, if the superstructure D is removed, if it is possible to construct a large and low vessel, then the hull can be floated above the water and operated at very high speed.

When the ship is turning, the angle variable Φ ₂ cooperates with Φ ₁ and the side blades 20 of the blades B1 and B2 to cause the side sliding motion of the ship, which in turn affects the turning motion through the movement of the bow. In this way, the ship of the present invention can reduce the turning radius even at high speeds.

3. The angles Φ ₃ and Φ ₄ between the side blades 20 of the blades B1 and B2 and the horizontal x-axis passing through the hull frame of the maximum line width portion halfway between the hulls. As shown in FIG. 2, the arch head of the side blade 20 passes through the hull frame at the maximum line width point, but forms Φ ₃ toward the bow, and the arch toward the stern forms Φ ₄ and inclines upward and inward. To make the wings (B1, B2) relatively thin in the bow and stern. The values of the angle variables Φ ₃ and Φ ₄ depend on the overall structure of the ship. For example, in the present invention, the side edges 20 of the blades B1 and B2 are largely in line with the draft line (from the middle of the ship toward the bow). Aim to match. In this structure, the formation of waves due to changes in the pressure and velocity of the currents hitting the side wings B1 and B2 can be reduced, thus avoiding the power loss associated with the formation of the waves. 15 is a photograph of a test model operating at high speed, and it can be seen that no waves are generated in the longitudinal direction along the outer surfaces of the side wings B1 and B2.

Both flat inner surfaces of the side wings B1 and B2 installed in the longitudinal direction along the side of the lower hull A form a channel that narrows gradually toward the stern from the bow and then opens gradually.

Combining the mechanical variables of the three-dimensional (x, y, z) curved structure of the outer surface of the side wings (B1, B2) further reduces the sinking of the side wings compared to the constant cross section of the floating body of the existing catamaran. Can be. This three-dimensional curved structure of the wings (B1, B2) greatly improves the utilization of the space near the ship's bow, while thinning the blade front, greatly reducing the wave resistance and air resistance of the bow and stopping. This can improve the balance of the ship, thus eliminating the possibility of sinking the fore end. The lower hull (A) protrudes more than the waterjet exit at the stern, further improving the ship's balance. The vessel of the present invention can settle without causing undesired high waves like conventional vessels when approaching the harbor, since the propulsion waterjet is at a significant depth.

The above-described side wings (B1, B2) interact with the floating wing (C1 ~ 3) arranged horizontally between the side wings, each of the floating wing is a hydrofoil section of the leading edge toward the bow, both wings (B1, B2) It has a support plate (C1 ', C2', C3 ') extending vertically in the center parallel to the inner surface of the. Central support plates C1'-3 'of the flotation blades C1-3 are fixed to the hull A. FIG.

Through the holes 10 drilled in each of the central support plates C1 'to 3' of the floating wing C1 to 3, water can pass freely in both directions, so that the pressure can be balanced even when the ship is inclined to either side. .

If there is no hole 10 in the support plates C1'-3 ', the pressure difference on both sides of the support plate not only deforms the support plates C1'-3' but also causes the torque to tilt the ship, which eventually leads to an optimal horizontal state. Delay the return of the ship.

The floating wing (C1 ~ 3) has a different configuration, a different distance from the waterline during operation, and a different distance to the side wings (B1, B2).

In particular, in the preferred embodiment of the present invention, the first flotation wing C1 on the bow side is located at a certain height at the lower edges of the wings B1 and B2, and the third flotation wing C3 on the stern side is the first flotation wing. Located at a height lower than (C1), there is little distance from the lower edge of the wing. These flotation blades C1 and C3 are disposed at right angles to the inner surfaces of both blades B1 and B2, and the counterclockwise moment occurs due to the difference in height from the lower edges of both blades B1 and B2. The moment increases as the ship's speed increases. These moments of rotation suppress the undesirable ups and downs of the ship's bow when the ship is operating at high speed, which is caused by the ship's periodic impact on the water mass and the ship It causes overturning.

In Figure 1, Ra is the frictional resistance of the mass and Rb is the lifting capacity of the vertical side wings B1, B2.

Both the bow and stern side floats C1 and C3 are arranged at right angles to the inner surfaces of the wings B1 and B2, while the middle flotation wing C2 has two identical wings C2a and C2b extending on both sides. And a central support plate C2 'extending vertically from the center thereof and connected to the hull A, and the symmetrical wings C2a and C2b are inclined with each other at an angle forming an inverted V shape when viewed from the front. The middle flotation wing (C2) is located higher at the lower edges of the blades (B1, B2) than the front and rear flotation blades (C1, C3), and in addition to the flotation effect, a water mass entering the central channel formed between the two wings (B1, B2). Kinetic energy is increased by causing laminar flow.

The middle flotation wing (C2) is preferably located at the end of the portion where the channel formed between the two vertical wings (B1, B2) is slightly narrowed. In this case, the width of the middle flotation wing (C2) is the bow support wing (C1) or the stern. It is smaller than the width of the floatation wing (C3).

The floats C1 to 3 arranged horizontally are surrounded by both wings B1 and B2 and are protected from high waves, while the flotation effect is transmitted to the entire structure of the ship. Therefore, it can be seen that when the horizontally arranged flotation wing is combined with the vertically arranged side wings and the ship's hull, the overall structure of the ship is significantly strengthened.

Arrange three flotation wings in the x-axis direction while varying their height and shape, and allowing laminar flow to flow through the channels formed between both vertical wings B1 and B2.

According to a preferred embodiment of the present invention, a spherical protrusion 11 protruding along the bottom side of the central support plate C1 ′ of the bow side float C1 is formed, and this protrusion 11 is the front of the float wing C1. It protrudes toward to avoid the impact gently across the water mass flowing in the hydrofoil (C1). If both sides of the spherical protrusion 11 are attached to the bottom surface of the flotation wing C1 in the longitudinal direction, the side rudders 11a to b are placed behind the protrusion 11 in order to alleviate the formation of waves to increase the effect of the spherical protrusion 11. Can be. The bow side wing (C1) regulates both torque in the longitudinal and lateral directions, also acting as a stable wing of the existing ship.

As described above, the intermediate flotation wing C2 having an inverted V shape contributes to optimizing the laminar flow characteristics, but is not necessary to obtain the flotation effect obtained only by the combination of the front and rear lift blades C1 and C3.

On the stern side floater C3 three conical rudder 12 protrudes forward, the first rudder along the central support plate C3 ', the other two rudders are arranged symmetrically on both sides. These three conical rudder (12) protrudes in front of the flotation wing (C3), eliminating turbulence caused by the waves generated by the two front flotation wing (C1, C2) and the pressure and speed of the water mass flowing through the flotation wing (C3) Serves to mitigate

The characteristic of the ship of the present invention, which can be clearly seen in the test model of FIG. 11, is that the lower hull A can operate without contacting the sea surface, and the cross section is square, thereby increasing the cargo loading capacity.

Claims (7)

In hydrofoils with a pair of vertical wings (B1, B2) installed longitudinally on both sides of the hull (A) with the superstructure (D), the inner surfaces of these wings being flat: The outer surfaces of the vertical wings (B1, B2) form a three-dimensional (x, y, z) curved surface, where the x axis is in the longitudinal direction of the hull, the y axis is in the hull side direction, and the z axis is perpendicular to these axes. The front ends of the inner and outer surfaces of the wings B1 and B2 converge (narrowing each other) to form a thin bow edge while gradually opening toward the stern to form a space 21, in which the engine compartment And a fuel tank, and the dynamically changing curved structure of the outer surfaces of the vertical blades B1 and B2 follows the following characteristics; The angle Φ ₁ , which is formed by the y-axis of the bottom of each of the vertical blades B1 and B2 and gradually increased from 5 ° on the stern to 90 ° on the bow side; An angle Φ ₂ formed by the curved section of the outer surface of the vertical wings B1 and B2 and the z-axis, and gradually decreasing from 30 ° of the stern to 0 ° of the bow; Angles Φ ₃ and Φ ₄ formed by the side blades 20 sharply formed in the longitudinal direction of each of the vertical blades B1 and B2 and the horizontal x-axis passing through the hull frame of the maximum line width portion in the middle of the hull; The arch head of the side blade 20 passes through the hull frame at the maximum line width point, but forms Φ ₃ toward the bow and the arch toward the stern is inclined upward and inward, forming Φ _{4 so} that the vertical blades at the bow and the stern part ( Make B1, B2) relatively thin, and the values of the angle variables Φ ₃ and Φ ₄ depend on the overall structure of the ship; The vertical wing (B1, B2) interacts with the floating wing (C1 ~ 3) arranged horizontally between the vertical wing, each of the floating wing is a hydrofoil section of the leading edge toward the player, both vertical wings (B1, B2) The support plate (C1 ', C2', C3 ') extending vertically in the center parallel to the inner surface of the), these central support plates (C1' ~ 3 ') are fixed to the hull (A), flotation wing (C1) ˜3) are hydrofoils having different configurations and located at different distances from the draft line while the ship is operating, and at different heights from the bottom of both vertical wings B1 and B2. The method of claim 1, wherein the first flotation wing (C1) on the bow side is positioned at the lower edge of the vertical wings (B1, B2), and the third flotation wing (C3) on the stern side is the first flotation wing (C1). It is located lower than) and there is no gap with the lower edge of the vertical wing, and these two flotation blades (C1, C3) are arranged at right angles to the inner surface of both vertical blades (B1, B2). The difference in height from the lower edges of the vertical blades (B1, B2) of C3) causes a counterclockwise rotation moment proportional to the speed of the ship. Hydrofoil, characterized in that the up and down phenomena of the bow of the ship which causes the ship to overturn is suppressed by this rotation moment. The method according to claim 1 or 2, wherein a hole is formed in the central support plates C1 'to 3' of each of the flotation blades C1 to 3, and water is transferred to both of the central support plates C1 'to 3' through the holes. The hydrofoil which flows freely and can balance the pressure which may arise by one slope of a ship. According to claim 1, wherein the flat inner surface of the vertical wings (B1, B2) installed in the longitudinal direction along the side of the hull (A) is narrowed slightly toward the stern from the bow and then again to form a channel that slightly opens again, the middle The flotation wing (C2) is located at the end of the narrowing portion of the channel, and the width of the middle float (C2) is smaller than the width of the bow support (C1) or the stern float (C3), and the middle float (C2) is It consists of two identical wings C2a and C2b extending on both sides and a central support plate C2 'extending vertically from the center thereof to the hull A. The symmetrical wings C2a and C2b are viewed from the front. Inclined to each other at an angle forming an inverted V, the middle flotation wing (C2) is located higher at the lower edges of the wings (B1, B2) than the front and rear floats (C1, C3), and in addition to the flotation effect, both vertical wings ( Laminar flow is generated by acting with water masses coming toward the central channel formed between B1 and B2). Hydrofoil characterized in that to increase the kinetic energy. The method of claim 1, wherein a spherical protrusion 11 is formed to protrude along the bottom side of the central support plate C1 'of the bow side float C1, and the protrusion 11 protrudes toward the front of the float C1. To smoothly cross the water mass flowing through the hydrofoil (C1) to avoid impact, and to the bottom surface of the floating wing (C1) on both sides of the spherical projection (11) in the longitudinal direction behind the projection (11) in the longitudinal direction (11a ~ b) A hydrofoil, characterized in that to increase the effect of the spherical protrusions (11) by reducing the wave formation by attaching). According to claim 1, three conical rudder (12) protrudes forward on the stern side flotation wing (C3), the first rudder is arranged along the central support plate (C3 ') and the other two rudders symmetrically on both sides, Hydrofoil characterized in that it eliminates turbulence caused by the waves generated by the two front flotation (C1, C2) and relieves the pressure and speed of the water mass flowing through the flotation (C3). The hydrofoil according to any one of claims 1 to 6, wherein the hull (A) operates without contact with the surface of the water and has a square cross section, thereby increasing the cargo loading capacity.

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