KR20220103160A - Ship - Google Patents

Abstract

A powered outrigger stabilization vessel includes a main hull extending in a fore-aft direction, a single outrigger arranged to stabilize the main hull, extending substantially parallel to the main hull, and laterally spaced from the main hull a single outrigger, and at least one hydrofoil positioned at or near the stern of the main hull.

Description

Ship

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to watercraft, and more particularly to outrigger stabilised watercraft.

Vessels having a catamaran arrangement (ie, having two symmetrical hulls joined together) are well known in the art. However, when such a vessel is used in harsh underwater conditions, the vessel may have poor seakeeping and may be subjected to large movements in response to waves. To improve seaworthiness, small waterplane area twin hull (SWATH) vessels may be used. However, such vessels are typically sensitive to changes in the load of the vessel, for example when used to transport heavy equipment. This may affect the trim of the vessel and it may be impractical for such vessels to carry large payloads (or 'payloads').

Monohull boats are known to have an improved response to changes in load. The drag of a single hull boat can be reduced by making the hull shape thinner (ie increasing its line width or length relative to its beam). Such boats may be provided with an outrigger (or 'outboard device') used to stabilize the boat. Such boats are known as "proa" construction boats. However, such boats may have high drag in water due to the outriggers, and their efficiency may be reduced.

SUMMARY OF THE INVENTION It is an object of the present invention to at least partially solve the above-mentioned problems.

According to the present invention, there is provided a powered outrigger stabilization vessel, the vessel having a main hull extending in a fore-aft, arranged to stabilize the main hull, and substantially parallel to the main hull and a single outrigger laterally spaced from the main hull and at least one hydrofoil positioned at or near a stern of the main hull. This can provide better seaworthiness, improved response to changes in load, and lower drag, improving fuel efficiency. The outriggers can also reduce the drag by allowing the use of a thinner hull, while the presence of the outriggers can provide improved static stability even when a slender hull is used.

Optionally, the hydrofoil is dynamically adjustable and arranged to apply a variable force to the main hull. This provides an improved response to changes in load and improves the seaworthiness of the vessel and makes it possible to control the trim of the vessel.

Optionally, the outrigger is a least waterline hull. This can reduce drag while maintaining stability.

Optionally, the outrigger comprises a first portion arranged to be submerged below the waterline during operation. This can provide buoyancy while avoiding large increases in drag.

Optionally, the outrigger comprises a coupling portion coupling the first portion to the vessel. The coupling portion may have a width perpendicular to the fore-aft direction that is smaller than that of the first portion. The engaging portion may also have a shorter length in the fore-aft direction than the first portion. This can provide a minimal waterline, which can reduce drag.

Optionally, the outrigger further comprises a second portion arranged to float during operation. In this case, the coupling portion may couple the first portion to the second portion.

Optionally, further comprising an arm connecting the outrigger to the main hull.

Optionally, the first portion has substantially the same length as the second portion in the fore-aft (or front-to-back) direction.

Optionally, the length of the outriggers parallel to the fore-aft direction is between 25% and 80% of the length of the main hull, preferably between 30% and 75% of the length of the main hull.

Optionally, the extent of the outriggers in the fore-aft direction is between a point 80% of the total length of the main hull in front of the stern and in the stern.

Optionally, the hydrofoil is mounted an aft of the stern.

Optionally, said dynamically settable hydrofoil mounted at said stern of said main hull or proximate said stern of said main hull is such that said hydrofoil is between 0% and 30% of the total displacement of said vessel, preferably of said vessel. They are arranged to be adjusted to support 0% to 20% of the total displacement.

Optionally, the hydrofoil comprises the main hydrofoil body and a trailing edge flap arranged to move relative to the main body to modify the force applied to the main hull and/or to adjust the angle of attack of the hydrofoil. to change the force applied to the main hull by adjusting it. In some arrangements, one or more trailing edge flaps may be provided.

Optionally, the angle of attack of the hydrofoil is adjustable to vary the force applied to the main hull. This may provide improved control over the lift generated by the hydrofoil.

Optionally, the hydrofoil is retractable. This may prevent damage to the hydrofoil when not in use and/or during shallow water operations.

Optionally, the width of the hydrofoil is greater than the line width of the main hull.

Optionally, the hydrofoil is further coupled to the outrigger. This can increase the lift of the hydrofoil and improve seaworthiness.

Optionally, the hydrofoil is arranged to control the trim of the vessel.

Optionally, the hydrofoil is arranged to compensate for variations in the load of the vessel.

Optionally, the main hull comprises a plurality of hydrofoils.

Optionally, the outrigger further comprises at least one hydrofoil. This can provide improved control over the roll of the vessel.

Optionally, the hydrofoil positioned on the outriggers is dynamically adjustable and arranged to apply a variable force to the outriggers.

Optionally, the hydrofoil positioned on the outrigger is positioned at or proximate to the stern of the first portion.

Optionally, said hydrofoil positioned on said outrigger extends towards said main hull.

Optionally, said hydrofoil positioned on said outrigger is arranged to control a roll of said vessel.

Optionally, the main hull supports at least 70% of the total static displacement of the vessel, preferably between 70% and 95% of the total static displacement of the vessel.

Optionally, the outrigger supports no more than 30% of the total static displacement of the vessel, preferably between 5% and 30% of the total static displacement of the vessel.

Optionally, further comprising a control system arranged to dynamically adjust the hydrofoil. The control system may optionally include an inertial measurement unit.

Optionally, further comprising a power propulsion device arranged to propel the vessel, wherein the power propulsion device is positioned in front of the hydrofoil in the fore-aft direction.

Hereinafter, the present invention will be described with reference to the accompanying drawings, but the present invention is not limited thereto.
1 shows a perspective view of a vessel according to the invention;
2 shows a second perspective view of a vessel according to the invention;
3 shows a third (rear) perspective view of a vessel according to the invention;
4 shows a profile view of a vessel according to the invention;
5 shows a plan view of a vessel according to the invention;
6 shows a front view of a vessel according to the invention;
7 shows a first perspective view of a ship comprising a minimum waterline hull outrigger according to the present invention;
FIG. 8 shows a second perspective view of a ship comprising a minimum waterline hull outrigger according to the present invention; FIG.
Figure 9 shows a third (rear) perspective view of a ship comprising a minimum waterline hull outrigger according to the present invention;
FIG. 10 shows a profile view of a ship comprising a minimum waterline hull outrigger according to the present invention; FIG.
11 shows a plan view of a ship comprising a minimum waterline hull outrigger according to the present invention.
12 shows a front view of a ship comprising a minimum waterline hull outrigger according to the present invention;
13 shows a modified version of the vessel of FIG. 3 with the hydrofoil extending to the outriggers according to the invention;

The present invention relates to an outrigger stabilization vessel. As shown in FIG. 1 , the vessel includes a main hull 10 and an outrigger 11 . The main hull 10 extends in a fore-aft (fore-aft of the ship-back of the ship, fore-aft) direction, and the outrigger 11 is laterally spaced from the main hull 10 (that is, , separated in a direction perpendicular to the fore-aft direction) extends substantially parallel to this direction. The outrigger 11 is a single outrigger. That is, the vessel has only one outrigger and, as in the case of a trimaran, does not have a second outrigger. The main hull 10 and the outrigger 11 are coupled by an arm 4 . The vessel further comprises a hydrofoil 12 mounted at or close to the stern of the main hull 10, as shown in FIG. 2 . In operation, the hydrofoil 12 is submerged underwater (ie below the waterline), so flow around the hydrofoil causes a resulting lift force, which in turn is transmitted to the main hull 10 . The vessel (and thus the main hull) can be used in displacement mode, emi-planing mode, or fully planing mode, for example depending on the speed of the vessel. You can switch between these modes accordingly.

It will be noted that, in the configuration shown in FIGS. 1-6 , the hydrofoil is shown mounted on the aft of the stern (ie the aft of the transom or the rearmost portion of the main hull 10 ). However, the hydrofoil 12 (which may be referred to as the main hull hydrofoil 12 ) may also be located at a location that is not proximate but not to the rearmost portion (ie the stern) of the main hull 10 . will understand For example, the hydrofoil may be positioned at a location within 25% of the rear of the main hull 10 . In addition, the point at which the hydrofoil is mounted (ie, attached) to the main hull 10 is the same front-rear (ie, fore-aft) as the position in the fore-and-aft direction of the hydrofoil itself. aft)) direction, or these two positions may be offset from each other. For example, the hydrofoil 12 may be mounted to the main hull 10 using struts, which may extend vertically downwards or at different angles to the vertical.

1-6, the outrigger has the form of a conventional displacement hull, wherein the lower portion of the outrigger hull is submerged and the upper portion of the outrigger hull is above the waterline. In other words, the hull of the outrigger 11 can be considered to act as a smaller displacement hull than the main hull 10 . However, as will be explained below, other arrangements of the outrigger 11 are possible, for example the arrangements shown in FIGS. 7 to 12 .

In the arrangements shown in FIGS. 7 to 12 , the outrigger 11 has the form of a hull at least waterline. Said least waterline hull comprises a first part 13 which is fully submerged during operation. Such a portion may be known as a “submarine” portion. The least waterline hull may further include a coupling portion 14 for coupling the first portion to the remainder of the vessel. In particular, the coupling portion 14 is a thin coupling portion having a width in the line width direction (ie, a horizontal direction perpendicular to the fore-aft direction) smaller than the width of the first portion 13 . That is, referring to FIG. 12 , the width of the coupling portion 14 is smaller than the width of the first portion 13 . The engaging portion may also have a shorter length in the fore-aft direction than the first portion. In some arrangements, the length of the engaging portion may vary with height. During normal operation, the thin joint portion is at the waterline, which provides a small cross-sectional area at the waterline. This provides a “small waterplane area” for this type of hull.

Said minimum waterline hull may further comprise a second portion 15 above said waterline and may float (in operation). The second part 15 may float in contact with the water, creating a restoring moment when the boat is at a large inclination (ie, wrist) angle. Such a large angle of inclination may occur due to wave motion or during rotation in a direction that causes the main hull 10 to roll towards the outrigger 11 . The second part may be coupled to the first part by the coupling part, and the second part may be coupled to the rest of the vessel by the arm 17 . It will also be understood that the second portion 15 may be omitted. When the second part 15 is omitted, the coupling part 14 may be directly coupled to the arm 17 .

As best shown in FIG. 7 , the first portion 13 of the outrigger and the second portion 15 of the outrigger will have substantially the same length as each other in the front-rear direction. can Alternatively, in some arrangements, the lengths of the first portion 13 and the second portion 15 may be different from each other. For example, the first portion 13 may be longer than the second portion 15 . This relative length may depend on the desired volume of the first part 13 , which may be selected according to the distance between the outrigger 11 and the main hull 10 .

Typically, minimum waterplane hulls are typically used on ships having a small waterplane area twin hull (SWATH) configuration, and two hulls of this type are joined together. However, the present invention provides an arrangement in which only the outrigger 11 has a minimum waterline hull, and the main hull 10 has a different hull shape. For example, the configuration of the arrangement of the outrigger stabilization vessel shown in FIGS. 7-12 has an outrigger 11 having a minimum waterline hull configuration and a main hull 10 having a conventional hull.

The combination of a conventional hull 10 (such as a displacement hull, semi-displacement/semi-smooth hull, or smooth hull) with a least waterline outrigger may provide particularly good stability and seaworthiness, e.g., in harsh underwater conditions. while being able to accommodate changes in load (eg from cargo) without compromising the trim or efficiency of the vessel. Furthermore, this configuration, when combined with the hydrofoils 12 mounted at or near the stern of the main hull 10, can provide particularly good seaworthiness due to the influence of the hydrofoils, while at the same time being able to provide a minimum waterline It can reduce fuel consumption due to the reduced drag associated with the cotton outriggers. Also, the use of the outriggers allows the main hull to be longer than that of a conventional catamaran for a given construction area (ie, the amount of material used in the construction) or deck area, which in turn results in resistance can reduce and improve seaworthiness.

It will be appreciated that all options and variations described below are equally applicable to the embodiments of the hull and outriggers shown in FIGS. 1 to 6 and 7 to 12 .

The main hull 10 may have a slender hull shape. In some arrangements, the outriggers 11 and hydrofoils 12 are slender (which can be measured by the ratio of length to displacement or the ratio of length to linewidth), which makes the use of a major hull shape unstable and impractical to use. can allow That is, the outrigger 11 and hydrofoil arrangement of the present invention can provide increased stability and improved seakeeping while allowing the reduced drag that such slender hull shapes provide.

In some arrangements, the hydrofoil 12 may be dynamically adjustable. In other words, the position of the hydrofoil can be varied when submerged, thereby applying a variable force to the main hull 10 . This may still allow for improved seaworthiness, where the trim of the boat may, for example, change the load of the boat due to, for example, the cargo being transported (eg waves) and/or changes in water conditions. In response, it may be allowed to be actively controlled.

In operation, the main hull hydrofoil 12 is typically capable of supporting 0% to 30% of the total displacement (ie, the weight of the vessel), preferably 0% to 20% of the total displacement of the vessel. When a dynamically adjustable hydrofoil 12 is used, the ratio of the displacement of the vessel supported by the hydrofoil (i.e. the force exerted on the main hull 10 by the hydrofoil 12) is It will be appreciated that hydrofoils may vary as they are dynamically adjusted. In some situations, the hydrofoil 12 may also provide negative lift. For example, in some arrangements, the hydrofoil 12 at the stern of the main hull 10 can typically support -30% to 30% of the total displacement depending on the underwater conditions.

In some arrangements, the hydrofoil 12 may include a main hydrofoil body and a trailing edge flap arranged to move relative to the main hydrofoil body. In this arrangement, the main hydrofoil can be fixed. The trailing edge flap can be moved relative to the main body to provide dynamic adjustment of the force applied to the main hull 10 by the hydrofoil 12 . Also, in some arrangements, multiple trailing edge flaps may be used on the hydrofoil 12 along its length (ie, along the width of the hydrofoil). This allows improved control over the force applied by the hydrofoil and thus the displacement of the vessel carried by the hydrofoil 12 by allowing the lift generated by the hydrofoil to vary along its width. can provide In particular, this may allow roll and trim to be controlled independently.

Or additionally, the angle of attack of the hydrofoil 12 itself may be varied. That is, the position (or angle) of the hydrofoil may be changed so that the force applied to the main hull 10 by the hydrofoil 12 is changed.

In some arrangements, the hydrofoil 12 may be arranged such that it can move to an out-of-water position when the vessel is in the water. For example, the hydrofoil may be arranged to rotate the aft about a pivot point such that the water is lifted out of the water. The hydrofoil may also be retractable into or near the main hull 10 to a location. In the retracted position, the hydrofoil may preferably still be below the waterline, although a retracted position at or above the waterline is possible. This allows the boat to operate in shallow water even if the water depth makes the hydrofoil unusable. This may also allow the hydrofoil to be protected when not in use (eg, when the boat is berthed, moored, or otherwise stored).

In some arrangements, the width (ie, the width as shown in FIG. 12 ) of the hydrofoil 12 may be greater than the beam (ie, the line width) of the main hull 10 . This can provide improved control over stability. In the arrangement shown in FIGS. 6 and 12 , the hydrofoil 12 extends inside the main hull towards the outriggers. It will be appreciated that the hydrofoil may alternatively or additionally extend outwardly of the main hull 10 (ie away from the outrigger 11 and to the left in the views shown in FIGS. 6 and 12 ). will be.

Also, in some arrangements, and as shown in FIG. 13 , the hydrofoil 12 may extend from the main hull 10 to the outrigger and may be coupled to the outrigger 11 . In other words, the hydrofoil 12 may span between the main hull 10 and the outrigger 11 .

In some arrangements, a plurality of hydrofoils may be mounted on the main hull. When more than one hydrofoil is present on the main hull, each hydrofoil may be used in any of the arrangements described above. For example, a plurality of hydrofoils may be mounted at or near the stern of the main hull. In such an arrangement, the hydrofoils may be mounted in the linewidth direction, each hydrofoil being individually controllable (ie dynamically adjustable). In other arrangements, there may be a mixture of fixed and dynamically adjustable hydrofoils.

6 and 12 , the outriggers may also include hydrofoils 16 . That is, in addition to the hydrofoil 12 provided on the main hull, a separate hydrofoil 16 (ie, the hydrofoil of the outrigger) may be provided on the outrigger 11 . The outrigger hydrofoil 16 may be positioned at any suitable location on the outrigger. In some arrangements, the outrigger hydrofoil 16 may be positioned at or proximate the stern of the outrigger 11 . In another arrangement, the outrigger hydrofoil may be positioned at or near the center or center of gravity of the vessel. This may provide improved roll control of the vessel.

As described above with respect to the main hull hydrofoil 12, the angle of attack of the outrigger hydrofoil 16 may be controllable to vary the force applied to the outrigger by the outrigger hydrofoil 16 and , and/or one or more trailing edge flaps may be provided on the outrigger hydrofoil 16 . It will be appreciated that the arrangement of FIG. 13 in which the hydrofoil 12 is also connected to the outrigger 11 can also be considered as the main hull hydrofoil 12 and the outrigger hydrofoil 16 coupled together. The main hull hydrofoil 12 extends to the outrigger 11 , and the outrigger hydrofoil 16 extends to the main hull 10 , between the main hull 10 and the outrigger 11 . It will be appreciated that arrangements with two full-width hydrofoils spanning over are also possible. Additionally, either of the main hull hydrofoils 12 and the outrigger hydrofoils 16 may span the entire width of the vessel (thus coupled to the outrigger or main hull, respectively), the other being the vessel may span only a portion of the width of , and may not be coupled to other components. Additionally, additional hydrofoils may be added, such that there are three or more hydrofoils. Such additional hydrofoils may be mounted to the main hull 10 , the outrigger 11 , or may span between both the main hull and the outrigger.

The outrigger hydrofoil 16 may have any suitable configuration. In the arrangement shown in FIG. 12 , the outrigger hydrofoil 16 is positioned inside the outrigger 11 . That is, the width of the outrigger hydrofoil 16 extends from the first portion of the outrigger 15 toward the main hull 10 in the line width direction. However, it will be appreciated that the hydrofoil outrigger 16 may also be provided external to the outrigger 11 (ie, extending away from the main hull 10 ). The outrigger hydrofoil 16 may provide improved control over the attitude of the vessel, in particular the balance (roll) of the vessel and the heave amplitude of the outrigger. In an arrangement in which the outrigger hydrofoil 16 extends and engages the main hull, the outrigger hydrofoil may support a portion of the main hull weight, thereby reducing the resistance of the vessel.

In some arrangements, one or both of the hydrofoils 12 , 16 may have an anhedral or dihedral arrangement. That is, the width of the hydrofoil may be at an angle to the horizontal rather than horizontal when in use. In the case of a polyhedral arrangement, the hydrofoil may have two parts inclined upward, and in the case of a polyhedral arrangement, the hydrofoil may have two parts inclined downward.

The hydrofoil may further comprise a control system arranged to provide dynamic control of the position of the hydrofoil 12 , wherein the outrigger hydrofoil 16 is present. As described above, the angle of attack of the hydrofoil(s) may be controlled by the control system, and/or the angle of the trailing edge flap on one or more of the hydrofoil(s) may be controlled by the control system. have. The control is to compensate for trimming of the hydrofoil, rotational motion of the boat (i.e. pitch, roll and yaw), translational motion of the boat (heave, sway and surge), and/or changes in the load of the vessel. can be optimized to control at least one of The control system may be arranged to provide the above control automatically and/or in response to input by a user. The control system may use an inertial measurement unit to measure the condition of the vessel and command the hydrofoils accordingly. The control system may use, for example, at least one of a rudder angle from the inertial measurement unit, an input steering angle, a yaw angle, and a velocity (eg, velocity from a GPS unit) to command the hydrofoils. have.

The upper surface of the arm 17 may be arranged to form part of the deck of the vessel. For example, it may be continuous with the deck of the main hull. This can allow for a larger usable deck space, thus increasing the vessel's capacity.

The outrigger 11 may be of any suitable length, but is typically between 25% and 80% of the length of the main hull 10 , preferably between 30% and 75% of the length of the main hull 10 . . The outrigger may be positioned to be positioned between the stern of the main hull 10 and 80% of the total length of the main hull 10 in front of the stern.

It will be understood that the static displacement (ie weight) of the vessel is carried by the main hull and the outriggers. In some arrangements, the main hull supports at least 70% of the total static displacement of the vessel, preferably between 70% and 95% of the total static displacement. Thus, in this arrangement, the outrigger can support up to 30% of the total static displacement of the vessel, preferably between 5% and 30% of the total static displacement. The proportion of the total static displacement supported by the main hull and the outriggers is not fixed, and as the vessel moves through water loading conditions (due to changes in external loads such as cargo, due to the use of fuel and burials, and may change due to the movement of the crew) and it will be understood to be able to change dynamically.

The vessel is a powered vessel (ie, a powerboat). In this arrangement, the vessel may be primarily propelled by any suitable powered propulsion system. For example, in any suitable configuration, one or more propellers, water jets or pod drives may be located on the main hull 10 . The type of propulsion system and its location may be selected to take into account the location of the main hull hydrofoil 12 so that the hydrofoil and propulsion unit do not interfere with each other. In particular, in some arrangements, the propulsion system (and in particular its propulsion device) is positioned in front of the hydrofoil in the fore-aft direction, or positioned flush with the hydrofoil in the fore-aft direction. It will be appreciated that other arrangements with different relative positions of the propulsion device and the hydrofoil are possible.

Further, a further pushing unit may be provided on the outrigger. Again, the propulsion unit on the outrigger may use any known suitable propulsion system. In an arrangement with a propulsion unit (ie, an additional propulsion unit) on the outrigger, the additional propulsion unit provides extra propulsion to propel the vessel, and/or (e.g., to act as a bow propulsion unit). ) can be used to provide additional propulsion.

The vessel according to the invention has been described as a mono-hull vessel stabilized by outriggers. However, it will be understood that the vessel may also be considered an "asymmetric catamaran" in which the main hull 10 and the outrigger 11 form the two hulls of a catamaran. It will be appreciated that the vessel of the present invention incorporates the advantages of both a mono-hull vessel (which can easily accommodate changes in load), and a multi-hull vessel, which may have improved seaworthiness characteristics and reduced drag. have.

While the present invention has been described with reference to exemplary embodiments, it should be understood by those skilled in the art that it is not limited to the disclosed exemplary embodiments. Various modifications, combinations, sub-combinations and changes may occur depending on design requirements and other factors so long as they fall within the scope of the appended claims or equivalents thereof. Features from any example or embodiment of the disclosure may be combined with features from any other example or embodiment of the disclosure.

Claims (26)

A motorized outrigger stabilised watercraft comprising:
a main hull extending in a fore-aft;
a single outrigger disposed to stabilize the main hull, the single outrigger being laterally spaced from the main hull and extending substantially parallel to the main hull; and
at least one hydrofoil positioned at or near the stern of the main hull;
comprising,
Ship. The method of claim 1,
wherein the hydrofoil is dynamically adjustable and is arranged to apply a variable force to the main hull;
Ship. 3. The method according to claim 1 or 2,
The outrigger is a small waterplane area hull,
Ship. 4. The method according to any one of claims 1 to 3,
wherein the outrigger comprises a first portion arranged to be submerged below the waterline during operation;
Ship. 5. The method of claim 4,
the outrigger comprises a coupling portion coupling the first portion to the vessel;
wherein the engaging portion is smaller than the first portion and has a width perpendicular to the fore-aft direction;
Ship. 6. The method of claim 5,
the outrigger further comprises a second portion arranged to float during operation;
wherein the coupling portion couples the first portion to the second portion;
Ship. 7. The method according to any one of claims 1 to 6,
an arm connecting the outrigger to the main hull;
further comprising,
Ship. 8. The method according to any one of claims 5 to 7,
wherein the first portion has substantially the same length as the second portion in the fore-aft direction;
Ship. 9. The method according to any one of claims 1 to 8,
the length of the outrigger parallel to the fore-aft direction is between 25% and 80% of the length of the main hull, preferably between 30% and 75% of the length of the main hull;
Ship. 10. The method according to any one of claims 1 to 9,
the extent of the outrigger in the fore-aft direction is between the stern and 80% of the total length of the main hull in front of the stern;
Ship. 11. The method according to any one of claims 1 to 10,
The hydrofoil is mounted on the aft of the stern,
Ship. 12. The method according to any one of claims 2 to 11,
The dynamically adjustable hydrofoil mounted at or close to the stern of the main hull is such that the hydrofoil is between 0% and 30% of the total displacement of the vessel, preferably between 0% and 20% of the total displacement of the vessel. arranged to be adjusted to support the %,
Ship. 13. The method according to any one of claims 1 to 12,
The hydrofoil comprises a main hydrofoil body and a trailing edge flap arranged to move relative to the main body, the force applied to the main hull and/or the angle of attack of the hydrofoil. adjustable to change the force applied to the main hull by changing the
Ship. 14. The method according to any one of claims 1 to 13,
The hydrofoil is retractable,
Ship. 15. The method according to any one of claims 1 to 14,
The width (span) of the hydrofoil is greater than the line width (beam) of the main hull,
Ship. 16. The method according to any one of claims 1 to 15,
The hydrofoil is further coupled to the outrigger,
Ship. 17. The method according to any one of claims 1 to 16,
wherein the hydrofoil is arranged to control the trim of the vessel and/or to compensate for changes in the load of the vessel;
Ship. 18. The method according to any one of claims 1 to 17,
The main hull comprises a plurality of hydrofoils,
Ship. 19. The method according to any one of claims 1 to 18,
The outrigger further comprises at least one hydrofoil,
Ship. 20. The method of claim 19,
the hydrofoil positioned on the outrigger is dynamically adjustable and arranged to apply a variable force to the outrigger;
Ship. 21. The method according to claim 19 or 20,
wherein the hydrofoil positioned on the outrigger is positioned at or proximate the stern of the first portion;
Ship. 22. The method according to any one of claims 19 to 21,
the hydrofoil positioned on the outrigger extends towards the main hull and/or the hydrofoil positioned on the outrigger is arranged to control a roll of the vessel;
Ship. 23. The method according to any one of claims 1 to 22,
wherein the main hull supports at least 70% of the total static displacement of the vessel, preferably between 70% and 95% of the total static displacement of the vessel,
Ship. 24. The method according to any one of claims 1 to 23,
wherein the outrigger supports no more than 30% of the total static displacement of the vessel, preferably between 5% and 30% of the total static displacement of the vessel,
Ship. 25. The method according to any one of claims 2 to 24,
a control system arranged to dynamically adjust the hydrofoil;
further comprising,
Ship. 26. The method according to any one of claims 1 to 25,
a motorized propulsion device arranged to propel the vessel;
additionally including
the power propulsion device is positioned in front of the hydrofoil in the fore-aft direction;
Ship.

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