TWI745902B - Retractable hydrofoil on vessel - Google Patents

Abstract

The invention provides a boat including a retractable hydrofoil and methods, systems and devices for the boat. The ship may include a hull and one or more hydrofoil elements connected to the hull. Each hydrofoil element may further include a support structure and a hydrofoil operatively connected to the hull via the support structure. Each hydrofoil element can be configured to retract or extend from the hull such that the hydrofoil in each hydrofoil element can be moved away from or close to the hull. During operation, one or more hydrofoils may be submerged below the waterline. Alternatively, during the ship's cruising speed, one or more hydrofoils retracted from being submerged below the waterline.

Description

Retractable hydrofoil on board

The present invention relates to the ship system and operation method, especially to a hydrofoil ship system and operation method.

[Cross reference to related applications]

This application requires the rights and interests of the U.S. Provisional Application No. 62/830,981 filed on April 08, 2019, and the entire content of the provisional application is incorporated into this application by reference.

A hydrofoil ship is a ship with wings, wing panels or hydrofoils that generate lift under the water. As the ship moves, the wings will generate hydrodynamic lift due to the movement of water on its surface. The amount of lift generated is proportional to the plane area of the wing, the contour of the wing, the angle of attack of the wing, and the square of the average fluid velocity on the wing.

As the speed of the ship in the water increases, the wings will generate more and more lift until the final lift exceeds the weight of the ship. At a certain moment, enough lift can be generated so that the lift is greater than or equal to the weight of the ship. At this time, the boat will accelerate vertically, lifting the entire hull from the water. This state is called the hydrofoil sailing state. The speed at which this happens is called the take-off speed. A hydrofoiled ship is advantageous because when the hull itself floats on the water, the ship will no longer experience resistance and friction on the hull.

On the other hand, as the ship continues to increase its speed, the lift generated by the wings also increases with the square of the ship's speed. If this lift exceeds the weight of the ship, vertical acceleration will occur. If the lift continues to be greater than the weight of the ship, the ship will continue to rise from the water until the wing breaks through the water surface. end. This is called the wing ventilation state. At this point, the lift will collapse and the ship will descend uncontrollably back to the surface. The maximum speed that the ship can travel before the wings start to ventilate due to the separation of the water surface is called the cruising speed.

Currently, ships equipped with hydrofoils have static hydrofoils. The hydrofoil element includes a hydrofoil fixed on the ship so that the distance from the hydrofoil to any point on the hull is always constant. For static wing elements, there is almost no difference between the take-off speed, the speed sufficient to elevate the sailing state of the hydrofoil (depending on the configuration of the hydrofoil), and the cruising speed. Due to the fixed position and configuration of the wings, the plane area, contour, shape and angle of attack to the waterline of the wings are always constant.

This means that the only variable that affects lift is ship speed. In these cases of ships with hydrofoils, the resulting lift is equal to the weight of the ship at only one point or one speed.

At any slower speed, the ship either cannot achieve the hydrofoil sailing state, or will descend from the hydrofoil sailing state, which violates the main purpose of the hydrofoil. At any higher speed, when the ship is transported in a hydrofoil sailing state, it will continue to rise vertically until the ship reaches the wing ventilation state.

Therefore, current ships using hydrofoils have neither considered the difference between cruise speed and take-off speed, nor have they achieved both take-off speed and another, mainly faster cruising speed.

The present disclosure generally relates to systems and methods for ships.

In one aspect, a method, system, or device may include a ship with a retractable hydrofoil. The ship may include a hull and one or more hydrofoil elements connected to the hull. Each hydrofoil element may further include a supporting structure and a hydrofoil operably connected to the hull via the supporting structure. Each hydrofoil element may be configured to retract or extend from the hull, so that the hydrofoil of each hydrofoil element may move away from or approach the hull. During operation, one or more of the hydrofoils are submerged below the waterline. Alternatively, during the cruising speed of the ship, one or more of the hydrofoils may Retract from the position submerged below the waterline.

In one aspect, the support structure of each of the one or more hydrofoil elements may include a pair of elongated booms. In one aspect, the hydrofoil may further include a leading edge, a trailing edge, and sides on opposite ends of the hydrofoil, such that the pair of elongated booms are operably connected to the opposite ends of the hydrofoil side. In one aspect, when the ship is operating at a given speed, at least the first hydrofoil can be submerged below the waterline. In one aspect, at least the second hydrofoil can be retracted to a position close to the hull, so that when the ship is operating at cruising speed, at least the second hydrofoil can be above the waterline and at least the first hydrofoil can be submerged between the waterline. Down. In one aspect, the positioning of each hydrofoil of the one or more hydrofoil elements may be configured to reduce the underwater plane area and maximize the lift/drag ratio of at least the first hydrofoil when in operation. In one aspect, each hydrofoil of the one or more hydrofoil elements may be configured to optimize the stability, balance, and travel of the ship. In one aspect, the positioning of each hydrofoil of the one or more hydrofoil elements may be based at least on the speed of the ship, the lift caused by the one or more hydrofoil elements during the operation of the ship, and the turbulence experienced by the ship during the operation of the ship. , Or a combination thereof.

In one aspect, a ship may include a hull and a plurality of hydrofoils operably connected to the ship, each hydrofoil of the plurality of hydrofoils having a planar area, and the hydrofoils are configured to be opposite to the ship The position of the body extends or retracts a certain distance so that when the ship is operating at a given speed, at least one first hydrofoil of the plurality of hydrofoils can be submerged under water.

In one aspect, the plurality of hydrofoils are operably connected to the hull, to a structure supported by the hull, or a combination thereof. In one example, at least a second hydrofoil of the plurality of hydrofoils may be retracted to a position close to the hull, so that the second hydrofoil may be above the waterline when the ship is operating at a cruising speed. In one aspect, the positioning of each hydrofoil of the plurality of hydrofoils may be configured to reduce the underwater plane area and maximize the lift and drag of one or more hydrofoils of the plurality of hydrofoils during operation. Compare.

In one aspect, a hydrofoil system may include a hydrofoil having a leading edge, a trailing edge, and two sides, and may include a first hydrofoil operably connected to one side of the two sides of the hydrofoil The supporting structure, and the second supporting structure operably connected to the other side of the two sides of the hydrofoil, such that the first supporting structure and the second supporting structure are operably connected to the ship.

In one aspect, the width of the beam may be substantially equal to the span of the hydrofoil. In one aspect, the first support structure and the second support structure may be connected to the ship at each of the opposite sides of the ship. In one aspect, the hydrofoil and the first support structure and the second support structure can be operatively extended and retracted vertically with respect to the position of the ship along an axis substantially perpendicular to the waterline.

In one aspect, a hydrofoil may include a thin U-shaped structure including a base that may be substantially flat along a horizontal axis; and two side portions that are operably connected to the base Opposite edges, each of the two side portions has an elongated and substantially flat surface hanging perpendicular to the opposite edge of the base.

In one aspect, the base may include two surfaces curved along the second horizontal axis. In one aspect, each of the two sides is operatively connected to the ship. And in one aspect, both of the side portions can be configured to extend or retract from the ship, so that the base can be moved away from or close to the bottom surface of the ship.

Other embodiments are directed to systems and computer-readable media related to the methods described herein.

The nature and advantages of the embodiments of the present invention can be better understood with reference to the following detailed description and drawings.

In order to have a more detailed understanding of the purpose, efficacy, features, and structure of the present invention, preferred embodiments are described below in conjunction with the drawings.

10: Floating device

100: Ship

102: Shipping container

110: Hull

115: Waterline

120: Hydrofoil element

122: Hydrofoil/wing plate

1221: first vertical side

1222: second vertical side

1223: base

123: Leading Edge

1231: trailing edge

124: Support structure

1241: First boom

1242: second boom

200: direction of travel

300: direction of travel

Illustrative embodiments will be described with reference to the following drawings.

Figure 1A is a schematic diagram showing one embodiment of a ship according to some embodiments of the present invention.

Fig. 1B is an additional diagram showing an alternative view of the embodiment of the ship according to Fig. 1A.

Figure 1C is a schematic diagram showing another embodiment of a ship according to some embodiments of the present invention.

Figure ID is an additional diagram showing an alternative view of the embodiment of the ship according to Figure 1C.

Figure 1E is a schematic diagram showing another embodiment of a ship according to some embodiments of the present invention.

Fig. 1F is an additional diagram showing an alternative view of the embodiment of the ship according to Fig. 1E.

Figure 1G is a schematic diagram showing another embodiment of a ship according to some embodiments of the present invention.

Fig. 1H is an additional diagram showing an alternative view of the embodiment of the ship according to Fig. 1G.

FIG. 1I is a schematic diagram showing another embodiment of a ship according to some embodiments of the present invention.

Fig. 1J is an additional diagram showing an alternative view of the embodiment of the ship according to Fig. 1I.

I‧Introduction

According to certain embodiments, the methods and systems disclosed herein involve ship and ship operations.

The challenge in designing a hydrofoil is to do this so that it has a low take-off speed and a high cruising speed.

The low take-off speed is desirable because it reduces the total engine power demand, which is required to achieve the low drag state of the hydrofoil sailing state. High cruising speed is desirable because it allows faster passage between the start and end points. As mentioned earlier, since the current hydrofoil ships have static hydrofoil elements, the lift generated is only a function of speed. The amount of lift generated on the ship can only be achieved by a single speed. Higher speeds and lifts will continue to exceed the weight of the ship, even if the ship is already hydrofoiled, and lower speeds will cause the ship to fall back into the water. Therefore, the take-off speed and the cruising speed are the same, and can only be one speed.

This configuration is not optimal, especially for commercial ships that travel long distances in the water. As mentioned above, once a commercial ship equipped with a hydrofoil boat becomes a hydrofoil sailing state, the speed at which the commercial ship becomes a hydrofoil sailing state is essentially the maximum speed of the ship.

Attempts have been made to take off by changing the lift experienced by the ship that has nothing to do with speed A speed range is established between speed and cruising speed. However, current attempts have obvious shortcomings.

Existing methods to increase the speed envelope between takeoff speed and cruising speed include changing one of the three parameters of the wing independent of speed: the plane area, the contour of the wing or wing, and the angle of attack. The plane area can be reduced by designing a wing plate that reduces the plane area as the speed increases, including introducing an anti-angle in the hydrofoil, and making the tip of the wing plate penetrate the water surface as the speed increases. However, these designs have considerable disadvantages, such as sensitivity to ventilation. The angle of attack can be changed by directly changing the angle of attack of the wings, or by changing the pitch of the entire boat, or by changing both. Additional flaps (similar to airplane ailerons) and other lift modifiers that can change the lift coefficient of the wing can be used to change the contour of the wing panel. Because lift is proportional to the square of speed, any increase in speed will result in a significant increase in lift. Subsequently, in order to provide a functional speed range so that the lift can be changed independently of speed, large and complex mechanical modifications are required to the wing panels.

In addition, even with the existing methods of increasing or decreasing the plane area of the submerged wing to change the planned surface area, changing the contour of the wing, and/or changing the angle of attack by changing the direction of the wing, the lift-to-drag ratio is still not optimized. When designing a hydrofoil, an important consideration is the minimization of drag, as it is the main driving force for fuel consumption. The drag generated by the wing is very similar to the lift generated by the wing and is proportional to the plane area, the wing profile, the angle of attack, and the average fluid velocity. The relationship between lift, drag, and angle of attack will change so that the lift-to-drag ratio is maximized at a certain angle of attack. It is desirable to operate the wings at or near this optimal angle of attack to promote the maximum lift/drag ratio.

In addition, current hydrofoil ships with fixed hydrofoils have greater drag than ships that do not use hydrofoils at low speeds. At low speeds, takeoff is impossible, so compared with the same ship without hydrofoils, a ship including a fixed-position hydrofoil will increase the cross-sectional resistance of the ship.

The following specifications describe a ship that is configured to operate over a wide range of speeds while maintaining the best lift/drag ratio.

Ⅱ‧Special hydrofoil vessel

In this specification, detailed reference is made to specific embodiments of the present invention. Some embodiments or aspects thereof are shown in the drawings. For clarity of explanation, the system has been described with reference to specific embodiments, but it should be understood that the system is not limited to the described embodiments. On the contrary, the system covers alternatives, modifications and equivalents that may be included within the scope defined by any patent claims. The following embodiments of the system are described, which will not cause any general loss to the claimed method, nor will it impose restrictions on it. In the following description, specific details are explained in order to provide a thorough understanding of the method. This method can be practiced without some or all of these specific details. In addition, well-known features may not be described in detail to avoid unnecessarily obscuring the system.

In addition, it should be understood that the steps of the exemplary system and method set forth in this exemplary patent may be performed in a different order from the order set forth in this specification. In addition, some steps of the exemplary systems and methods may be executed concurrently rather than sequentially.

The following description describes a system that includes a boat traveling on water that is configured to achieve a wide operating speed while maintaining an optimal lift-to-drag ratio.

A. Ships with hydrofoil elements

In one example, a ship with hydrofoil elements is provided, so that the hydrofoil elements allow the best lift/drag ratio in a wide range of operating speeds. Specifically, the ship is configured to operate a wide range of hydrofoil sailing speeds while achieving the best lift/drag ratio. In this example, a ship or ship is equipped with a hydrofoil element. When running at a certain speed, the hydrofoil element can generate lift on the ship and make the ship enter the hydrofoil sailing state. Once the ship enters the hydrofoil sailing state, the drag and drag imposed on the ship will be greatly reduced, and the ship can cross the water surface more effectively.

In one example, the boat can be propelled in the water by using an electric motor with a propeller. The electric motor can be installed on a ship, for example, so that the propeller on the electric motor is submerged below the waterline, regardless of whether the ship is in a hydrofoil sailing state. In another example, a gas turbine can generate thrust and move the ship with or without hydrofoil sailing. Show in another In an example, a gas turbine or internal combustion engine uses a propeller to generate electricity to an electric motor. When the ship is running, the motor can be submerged below the waterline. In another example, a water sprayer with a nozzle operably connected to the ship can push the ship. In another example, the hydrofoil element includes an electric motor system driven by an internal combustion engine, for example, wherein the propeller is operatively connected to the hydrofoil element or is part of the hydrofoil element.

In addition, in this example, the hydrofoil element can also be telescopic, so that the lift can be changed according to the speed. In this case, the hydrofoil element can be configured for maximum lift to achieve a low take-off speed. The hydrofoil element can also be configured to generate the precise lift required to maximize movement speed or cruising speed. In addition, the hydrofoil elements can also be configured to optimize the stability, balance and stroke of the ship.

In this example, the maximum speed is removed by removing part of the hydrofoil element itself from the water, so that a higher speed can be reached and still achieve the same lift, while the rest of the wing panels are approaching the optimal lift-to-drag ratio Or run under the best lift-to-drag ratio.

In one example, the hydrofoil vessel has one or more retractable and extendable hydrofoils. The total lift can be reduced as the speed increases by retracting one or more wings from the water when the ship increases speed. This will cause the plane area to be reduced by an amount equal to the plane area of each hydrofoil retracted from the water (for example, if two retractable hydrofoils out of four equal-sized hydrofoils are retracted from the water, the flat area 50% reduction). The wings left in the water can be kept at or close to their optimal angle of attack to minimize drag. Once retracted, the wings will be fixed to the hull with minimal air resistance. The hydrofoil may be retracted and extended by a mechanical system connected to the hydrofoil vessel, in one example, the mechanical system may be a hydraulic system, including a hydraulic system using hydraulic actuators.

Figure 1A shows an exemplary floating body or ship with a retractable hydrofoil according to an example of the present invention. Figure 1B shows the same exemplary ship as Figure 1A in a different view. As shown in FIGS. 1A to 1B, an exemplary floating device 10 or boat is provided. In this example, the floating device 10 includes a ship 100 having a hull 110, and the hull 110 rests on the waterline 115, including the ship A part of the ship 100 of the body 110 is submerged below the waterline 115, so that the ship 100 floats on the waterline. The ship 100 also includes a hydrofoil element 120 operatively connected to the ship at the hull 110 or on a structure attached to the hull 110. In one example, the ship 100 is a commercial ship containing a plurality of shipping containers 102. The ship 100 shown in FIGS. 1A to 1B is only illustrative. The ship can be any kind of ship, for example, a commercial ship, a merchant ship, a cargo ship, a military ship, a racing ship, a surfboard, a monohull, a catamaran, etc. As shown in the side view in FIG. 1A, the ship 100 includes four hydrofoil elements 120. In another example, depending on the size, shape, etc. of the ship 100, there may be any number of hydrofoil elements 120 on the ship 100. In this example, each of the four hydrofoil elements 120 are evenly spaced on the centerline of the ship 100. This configuration allows the lift exerted on the quality of the hull to be evenly distributed, thereby generating uniform lift when the ship 100 is working.

In one example, the ship 100 as shown in FIGS. 1A to 1B is in a stationary position. Each hydrofoil element 120 is fully retracted, and each hydrofoil element 120 is almost submerged under water. In another example, the boat 100 is in operation so that a propeller connected to an engine or any kind of power movement device enables the boat to move on the water. In this example, the ship 100 can be operated at a sufficiently slow speed so that obstruction does not need to occur, and therefore, the hydrofoil element 120 is in a fully retracted configuration.

In an example shown in FIGS. 1A to 1B, each hydrofoil element 120 includes a hydrofoil/wing plate 122 and a supporting structure 124. When the ship 100 is running and water flows over the surface of the hydrofoil/foil 122, the hydrofoil/foil 122 of the hydrofoil element 120 can cause lift. The support structure 124 connects the hydrofoil/wing panel 122 to the ship 100 on the hull 110 or another structure operably connected to the ship 100.

1. Wing board

In one example, the hydrofoil may include a leading edge 123 or a protrusion edge, and a trailing edge 1231 having a typical airplane wing profile or shape. In this exemplary configuration, the top surface of the wing plate is curved, and the bottom surface of the wing plate is also curved, so that when fluid flows above and below the wing plate, the pressure imbalance from the movement of the wing plate results in a net lift. Reach the wing panel. This particular configuration should only Is interpreted as illustrative. In another example, at least one surface of the wing plate may be flat or concave. For example, like a typical aviation aircraft wing, a surface, such as the bottom surface of an aircraft wing, will be flat or substantially flat, and a surface, such as the top surface of the wing, will be curved into a concave shape. From the cross-sectional view, other wing shapes may include, but are not limited to, straight, tapered, concave, crescent, and the like.

In one example, the wing can be pivoted about an axis so that the angle of attack of the wing can be changed. In some cases, depending on the specific configuration of the wing, the movement of the wing in the water will not cause lift, but according to the wing. Other structures of the plate, etc., the movement of the wing plate in the water will cause lift.

In one example, the hydrofoil/wing panel 122 may include winglets or ailerons or flaps at the trailing edge 1231 of the hydrofoil/wing panel 122. The flap can change the overall profile of the hydrofoil and the angle of attack to the water and therefore the lift.

2. Wing plate and supporting structure

In one example, the hydrofoil/wing panel 122 is operatively connected to the ship 100 at the hull 110 of the ship 100 or at different parts of the ship through one or more structures. The hydrofoil/wing plate 122 is connected to the hull 110 through a supporting structure 124. In one example, the support structure 124 may include a pair of support structures. The pair of supporting structures may be two elongated booms or struts, the cantilevers or struts are arranged substantially straight at opposite ends of the hydrofoil/wing plate 122 that is vertically configured and connected to the hull, including the first crane. The rod 1241 and the second boom 1242, the first boom 1241 is vertically arranged on the left side of the hull, and the second boom 1242 is vertically arranged on the right side of the hull. The two elongated booms of the support structure 124 can be moved up and down to extend and retract from the ship.

In one example, the support structure extends from each of the two sides of the hull below the ship, and is connected to a single wing structure at each of the two sides of the wing. In another example (not shown), a single support structure may extend along the centerline of the hull, relative to the center part of the beam or from the center part of the front view of the ship, and extend below the hull as seen from the front view. Connect to a part of the wing at the center of the wing.

In one example, the support structure is also as thin as that of the hydrofoil/wing plate 122. In one example, the hydrofoil element 120 is a U-shaped structure that includes a base 1223 that is substantially flat along a horizontal axis. In this example, the horizontal axis may be an axis parallel to the axis of the beam of the ship 100. The U-shaped structure may further include a first vertical side portion 1221 and a second vertical side portion 1222 operably connected to opposite edges of the base portion 1223, the first vertical side portion 1221 and the second vertical side portion 1222 having a similar On the slender and substantially flat surface of the base 1223. The first vertical side portion 1221 and the second vertical side portion 1222 are suspended perpendicular to the opposite edges of the base portion, thereby forming a U shape. In one example, the base 1223 is curved along the second horizontal axis, so that when the base 1223 flows through water at a certain angle of attack, the curvature generates lift. The second horizontal axis may be an axis parallel to the centerline axis of the ship 100. The U-shaped structure is configured to be operatively connected to the ship, so that the base 1223 serves as a hydrofoil, and the entire U-shaped structure can be variably suspended vertically below the hull and retracted vertically to the hull of the ship.

In one example, the span of the hydrofoil/wing plate 122 is substantially the same as the width of the beam of the ship 100.

In another example, not all hydrofoils/wing panels 122 must have the same shape, profile, orientation, or size. Multiple hydrofoil mechanisms may be configured such that some hydrofoil elements 120 are used to obstruct and generate a large amount of lift, and some hydrofoil elements 120 are configured to keep the ship 100 stable when the hydrofoil is sailing.

B. Operation

As shown in FIGS. 1C to 1D, the ship 100 includes a plurality of retractable and extendable hydrofoil elements 120. When extended, the hydrofoil/foil 122 of each hydrofoil element 120 is submerged below the waterline and is separated from the bottom surface of the hull 110 by a certain distance. In this extended configuration in which each of the plurality of hydrofoil elements extend, each hydrofoil/wing panel 122 can cause the ship 100 to rise when the ship 100 is in operation. As mentioned earlier, this speed will generate enough lift at some point to make the ship enter the hydrofoil sailing state, that is, the take-off speed. Once the ship 100 enters the hydrofoil sailing state, move along As the direction of travel 200 advances, the water resistance experienced by the ship 100 is only attributed to the part of the hydrofoil element 120 including all the hydrofoil/wing panels 122 and part of the supporting structure 124.

In the example shown in Figures 1C to 4D, there are four hydrofoil elements 120, and each hydrofoil element 120 is extended and the hydrofoil/foil 122 is completely submerged in water. In one example, when all four hydrofoil elements 120 are completely submerged, the minimum take-off speed that generates lift and makes the ship enter the hydrofoil sailing state is achieved.

C. High-speed operation

Once the ship 100 fully enters the hydrofoil sailing state under the configuration of the hydrofoil element 120 shown in Figures 1C to D, any increase in speed will cause greater lift. Once the lift lifts the ship 100 to such a high level, it will eventually This causes a problem, so that the hydrofoil/wing plate 122 reaches the waterline 115.

In an example, as shown in Figures 1E to 1F, once the ship 100 is in a hydrofoil sailing state, the ship 100 can run at a higher speed while reducing the hydrofoil plane area, so that the lift remains in line with the figure. Those of the exemplary configurations in 1C and 1D (the lift is the same as the weight of the ship) have the same lift. As shown in Figures 1E to 1F, the two retracted hydrofoil elements 120 will at least reduce the plane area of the total plane area of the hydrofoil/wing plate 122 (for example, by 50% because the four fully submerged Two of the hydrofoils/wing panels 122 have been completely retracted from the water). However, in order to maintain the same lift, the ship 100 can increase its speed in the direction of travel 300, so that the lift generated by the two external submerged hydrofoil elements 120 will increase, and the total lift experienced by the ship will continue to be the same as that of the ship 100. The same is the same when entering the hydrofoil sailing state for the first time, which is equal to the weight of the ship. The result will be that under the same hydrofoil sailing conditions, the ship 100 will experience a new, faster speed. This speed is the new cruising speed.

In addition, the lift-to-drag ratio in the configuration shown in FIGS. 1E to 1F is optimized, in which one or more hydrofoil elements 120 are fully submerged and one or more hydrofoil elements 120 are fully retracted. In this example, instead of changing the angle of attack or profile of each submerged hydrofoil/foil 122, 50% of the submerged hydrofoil element 120 is removed. Therefore, the water resistance experienced by all the submerged hydrofoil elements 120 Roughly 50% of the force is also removed, thereby optimizing the lift-to-drag ratio and optimizing the efficiency and power required to move the ship 100 at cruising speed.

In one example, in order to minimize the sudden impact of 1/4 or 1/2 of the entire plane area, that is, the number of wings in all wings removed from the water, the hydrofoil can also be constructed by pivoting around its own axis. To change the angle of attack, change the plane area or use the aileron to change the profile, or a combination thereof, so that when one or more hydrofoil elements 120 retract from the waterline 115 and the ship 100 suddenly lacks lift, the ship 100 will not suddenly Bumpy.

Since retracting the entire hydrofoil from the water usually produces a sudden and significant lift change, the lift generated by each wing on the ship can be pivoted around its own axis to change the angle of attack, change the plane area, and change the contour of the aileron. Or a combination of them to make changes. This will facilitate the smooth removal of the wings from the water without a sudden impact on the total lift generated.

D. Variable configuration of hydrofoil elements

Figs. 1G to 1J show basically the same concepts as Figs. 1C to 1F, but with slight changes respectively. In the examples shown in FIGS. 1G to 1J, the supporting structure 124 of the hydrofoil element 120 can be extended and retracted to any length between the minimum retracted length and the maximum extended length. For example, as shown in Figures 1G and 1H, the four exemplary hydrofoil elements 120 are only partially extended compared to the previous example. In this example, even if there is no vertical climb as the ship described in the previous example, the ship 100 can still achieve lift and enter the hydrofoil sailing state. In this example, the water can be non-turbulent or laminar, so that the wave profile is shallow, and the minimum lift force can make the entire ship hover over all water waves that the ship 100 is currently moving. This is advantageous because the water resistance of the ship 100 is less than that of a ship with a fully submerged hydrofoil element 120 compared to a hydrofoil element 120 with a hydrofoil, because at least a part of the support structure 124 will be above the waterline 115 . The support structure 124 extends completely below the waterline 115.

As shown in Figures 1I to 1J, the same concept applies to the transition of the ship 100 from the take-off speed to the cruising speed. In this example, compared to the hydrofoil element, one or more hydrofoil elements The resistance of 120 remaining extended is less than the resistance of the hydrofoil element 120 being fully extended, because at least a portion of the support structure will retract and be above the waterline compared to the hydrofoil element 120 where the support structure extends completely below the waterline 115. The one or more fully retracted hydrofoil elements 120 will still be fully retracted and located above the waterline 115.

In this specification, detailed reference is made to specific embodiments of the present invention. Some embodiments or aspects thereof are shown in the drawings.

For the sake of clarity, the present invention has been described with reference to specific embodiments, but it should be understood that the present invention is not limited to the described embodiments. The present invention covers alternatives, modifications and equivalents that can be included within the scope defined by any patent claims. It is stated that the following embodiments of the present invention will not cause any general loss to the claimed invention, and do not impose any limitation on the claimed invention. In the following description, specific details are set forth in order to provide a thorough understanding of the present invention. The invention can be practiced without some or all of these specific details. In addition, well-known features may not be described in detail to avoid unnecessarily obscuring the present invention.

In addition, it should be understood that the steps of the exemplary method set forth in this exemplary patent may be performed in a different order from that set forth in this specification. In addition, some steps of the exemplary method may be executed concurrently instead of sequentially. The invention can be practiced with different combinations of features in each of the described configurations.

The terms used herein are only for the purpose of describing specific aspects and are not intended to limit the present disclosure. As used herein, the singular forms "a", "an" and "the" are also intended to include the plural forms, unless the context clearly dictates otherwise. It should also be understood that when the terms "including" and/or "including" are used in this specification, they specify the existence of the described features, integers, steps, operations, elements, and/or, but do not exclude one or The presence or addition of multiple other features, integers, steps, operations, elements, components, and/or combinations thereof.

Although the present invention has been specifically shown and described with reference to specific embodiments of the present invention Invention, but it should be understood that the form and details of the disclosed embodiments can be changed without departing from the scope of the present invention. Although various advantages, aspects, and objects of the present invention have been discussed herein with reference to various embodiments, it should be understood that the scope of the present invention should not be limited to these advantages, aspects, and objects. Instead, the scope of the invention should be determined with reference to the patent claims.

Therefore, the present invention has excellent advancement and practicability among similar products. At the same time, after searching through domestic and foreign technical materials and documents about this kind, it is indeed not found that the same or similar structure or technology exists before the application of this case. Therefore, This case should have met the patent requirements of "inventiveness", "applicability for industrial use" and "progressiveness", and an application was filed in accordance with the law.

10: Floating device

100: Ship

102: Shipping container

110: Hull

115: Waterline

120: Hydrofoil element

122: Hydrofoil/wing plate

1221: first vertical side

1222: second vertical side

1223: base

124: Support structure

1241: First boom

1242: second boom

Claims (20)

A hydrofoil vessel, comprising: a hull; and one or more hydrofoil elements connected to the hull, each hydrofoil element comprising: a supporting structure including a substantially straight first boom and a second boom The first boom is vertically arranged on the left side of the hull, and the second boom is vertically arranged on the right side of the hull; and the hydrofoil operably connected to the hull through the supporting structure, wherein each The hydrofoil elements are all configured to retract or protrude from the hull, so that the base of the hydrofoil in each hydrofoil element can be away from or close to the bottom surface of the hull; wherein, the The hydrofoil includes a U-shaped structure having a first vertical side portion connected to the supporting structure and a second vertical side portion connection, and the U-shaped structure further includes: a horizontal axis and connected to the first vertical side portion. A vertical side and the base of the second vertical side, the base is located on the bottom surface of the hull, the first vertical side extends vertically on the left side of the hull, and the second vertical side The section extends vertically on the right side of the hull, wherein when water flows over the surface of the hydrofoil, the base of the hydrofoil can generate lift. The hydrofoil vessel according to claim 1, wherein the supporting structure of each of the one or more hydrofoil elements includes a pair of elongated booms. The hydrofoil vessel described in item 1 or item 2 of the scope of patent application, wherein the hydrofoil further includes a leading edge, a trailing edge, and side portions located on opposite ends of the hydrofoil, so that the pair of An elongated boom is operably connected to the opposite end of the side portion of the hydrofoil. The hydrofoil vessel described in item 3 of the scope of patent application, wherein, when the hydrofoil vessel runs at a given speed, at least the first hydrofoil is submerged below the waterline. The hydrofoil vessel as described in item 4 of the scope of patent application, wherein at least the second hydrofoil can be retracted To a position close to the hull such that when the ship is running at cruising speed, the at least second hydrofoil is above the waterline, and the at least first hydrofoil is submerged below the waterline . The hydrofoil vessel as described in item 5 of the scope of patent application, wherein the positioning of each hydrofoil of the one or more hydrofoil elements is configured to reduce the submerged plane area during operation and make the At least the lift-to-drag ratio of the first hydrofoil is maximized. The hydrofoil vessel as described in item 6 of the scope of patent application, wherein each hydrofoil of the one or more hydrofoil elements is configured to optimize the stability, balance and stroke of the hydrofoil vessel. The hydrofoil as described in item 7 of the scope of patent application, wherein the positioning of each hydrofoil in the one or more hydrofoil elements is based on at least the speed of the hydrofoil and the speed of the hydrofoil in the hydrofoil. The lift caused by the one or more hydrofoil elements during the operation of the hydrofoil, the turbulence experienced by the hydrofoil during the operation of the hydrofoil, or a combination thereof. A ship includes: a hull; at least one support structure, including a substantially straight first boom and a second boom, the first boom is vertically arranged on the left side of the hull, and the second boom is vertically arranged on the The right side of the hull; and a plurality of hydrofoils operably connected to the ship, each hydrofoil of the plurality of hydrofoils having a planar area, the hydrofoils configured to be positioned relative to the hull Extend or retract a certain distance so that when the ship sails at a given speed, at least the first hydrofoil of the plurality of hydrofoils can be submerged under water; wherein each hydrofoil includes a U-shaped structure, so The U-shaped structure has a first vertical side portion and a second vertical side portion connected to the support structure. The U-shaped structure further includes: a horizontal axis and connected to the first vertical side portion and the first vertical side portion. The two vertical sides of the The base, the base is located on the bottom surface of the hull, the first vertical side extends vertically on the left side of the hull, and the second vertical side extends vertically on the right side of the hull. When the surface of the hydrofoil is used, the base of the hydrofoil can generate lift. The ship according to claim 9, wherein the plurality of hydrofoils are operatively connected to the hull, connected to a structure supported by the hull, or a combination thereof. The ship described in item 9 or item 10 of the scope of patent application, wherein at least a second hydrofoil of the plurality of hydrofoils can be retracted to a position close to the hull, so that when the ship is cruising When running at speed, the second hydrofoil is located above the waterline. The ship as described in item 11 of the scope of patent application, wherein the positioning of each hydrofoil of the plurality of hydrofoils is configured to reduce the submerged plane area during operation and make the plurality of hydrofoils The lift-to-drag ratio of one or more hydrofoils in the wing is maximized. A hydrofoil system, comprising: a wing panel, the wing panel comprising: a U-shaped structure, the U-shaped structure includes a first vertical side, a second vertical side, and has a horizontal axis and connected to the first vertical The side portion and the base portion of the second vertical side portion, the first vertical side portion and the second vertical side portion extend vertically; wherein, when water flows over the surface of the hydrofoil, all of the hydrofoil The base can generate lift; the base has a front edge; the base has a rear edge; and a first support structure including a substantially straight first boom vertically arranged on the left side of the hull, the first support structure is operable Ground connected to the first vertical side of the wing; and a second support structure including a substantially straight second boom vertically arranged on the right side of the hull, the first Two support structures are operably connected to the second vertical side of the wing panel, so that the first support structure and the second support structure are operably connected to the ship. The hydrofoil system described in item 13 of the scope of patent application, wherein the width of the beam is approximately equal to the span of the wing plate. The hydrofoil system according to item 13 or item 14 of the scope of patent application, wherein the first support structure and the second support structure are connected to the ship at each of the opposite sides of the ship. The ship. The hydrofoil system as described in item 15 of the scope of the patent application, wherein the wing plate and the first support structure and the second support structure can be relative to the wing along an axis substantially perpendicular to the axis of the waterline. The position of the ship is vertically and operatively extended and retracted. A hydrofoil comprising: a thin U-shaped structure including: a first vertical side, a second vertical side, and a horizontal axis connected to the first vertical side and the The base of the second vertical side, the horizontal axis is an axis parallel to the beam axis of the ship; the first vertical side and the second vertical side extend vertically and away from the base, and the first The vertical side and the second vertical side are parallel to each other; a base that is substantially flat along a horizontal axis, wherein the base can generate lift when water flows over the surface of the hydrofoil; and the first vertical side Portion and the second vertical side portion are operatively connected to opposite edges of the base portion, and both the first vertical side portion and the second vertical side portion have elongated and Basically flat surface. The hydrofoil according to item 17 of the scope of patent application, wherein the base includes two surfaces curved along a second horizontal axis, and the second horizontal axis is an axis parallel to the centerline axis of the ship. The hydrofoil as described in item 17 or item 18 of the scope of patent application, wherein each of the two side portions can be operatively connected to a ship. The hydrofoil described in item 19 of the scope of patent application, wherein the two side portions are configured to extend or retract from the ship so that the base can move away from or approach the bottom surface of the ship.

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