UA147858U - CATAMARAN UNDERWATER - Google Patents

Abstract

Catamaran hydrofoil having: horizontal one-sided and symmetrical wings with aerodynamic profile, vertical one-sided and symmetrical wings with aerodynamic profile, air supply channels in the wings, openings, compressor, bow, middle, stern wing, distance between the wings, the body of the catamaran, the horizontal wings facing each other convex aerodynamic part, between which there are horizontal wings with a symmetrical aerodynamic profile, and fixed to them vertical wings with a symmetrical aerodynamic profile, thus forming a lattice structure in which there is a distance between the wings to allow the flow, the whole structure is attached to the catamaran hull at 4, 6, 8 and more points, using vertical wings having an aerodynamic profile, located in parallel and between them are the middle wings with a symmetrical aerodynamic profile, the wings have air supply channels. and openings through which air is supplied I gravity or using a compressor in the low pressure zone between two aerodynamic profiles in the low pressure zone.

Description

The utility model belongs to shipbuilding and applies to hydrofoil vessels, in particular - to the construction of hydrofoil catamarans (hereinafter referred to as PDA or hydrofoil catamaran), their attachment to the catamaran hull, namely, to the construction of double hydrofoils of the catamaran.

From the technical level, hydrofoil vessels (hereinafter referred to as SPK) are known, which have existed for a long time and are divided according to the shape of the wing of the scheme type: - Forlani, - Crocca, - Guidoni, - Schertel, -

Wendel, - Alekseeva and others, which allow to raise the ship above the surface of the water, when moving, and reduce the resistance of the ship's hull on the water. The main elements of the SPK are the wings and the schemes of the location of the wing along the length of the ship are: - "plane", "tandem"; - "duck"

There are also SPK schemes, depending on the design types of hydrofoils: - low-submerged, operating near the free surface ("Rocket" and "Meteor", designed under the leadership of R.E. Alekseev; - semi-submerged, crossing the free surface; - ladder ( storey); - mechanized controlled; - ventilated controlled (B.A. Barbanel, I.V. Kachanov,

Yu.P. Ledyan, M.K. Shcherbakov "Ships on underwater wings" Part 2 Educational edition.

Publisher: BYTU, Minek. - 2012).

Disadvantages of SPK are: - the occurrence of huge dynamic overloads when moving on waves. - the need to have a light weight SPK for climbing on the wings; - the need to have powerful and light engines; - high fuel consumption when entering the wing mode of the vessel's movement, when overcoming the hump of hydrodynamic resistance; - the occurrence of cavitation when moving at high speeds, - when the flow from the wings is interrupted, the hull of the vessel falls on the water, causing impacts; - high requirements for the strength of the case and the reliability of its manufacture

From the state of the art, SPKs are known, which have automatic hydrofoil control systems using flaps and rotary wings, and as engines, water jets will be increasingly used. (B.A. Barbanel, I.V. Kachanov, Y.P. Ledyan. M.K. Shcherbakova "Ships on underwater wings" Part 2. Educational edition. Publisher: BYTU. Minsk 2012).

The disadvantages of SPK wings with flaps are: - high cost, - a significant number of sensors (requirement of duplication); - the complexity of the control system during the movement of the ship in different modes, - the complexity of maintenance, debugging, - high requirements for the reliability of the installation and operation of the sensors, in case of incorrect operation, one of them may cause a violation of the ship's movement mode;

SPKs are known from the prior art, which use wing ventilation by controlling air access to the wings. Such systems, thanks to air access to the wings, will avoid a sharp drop in the lifting force of the wings, which occurs when cavitation occurs, and regulate the lifting force on the SPK wings, which is much cheaper than installing a significant number of flaps. (B.A.

Barbanel, I.V. Kachanov, Yu.L. Ledyan, M.K. Shcherbakov "Ships on underwater wings" Part 2.

Educational edition. Publisher: BNTU, Minek. - 2012).

The disadvantages of SPK wings with ventilation are - a significant number of holes in the wing to provide air access, - the occurrence of huge dynamic overloads when moving on waves, - the need to have a light weight SPK for lifting on the wings, - the need to have powerful and light engines; - high fuel consumption when entering the wing mode of the vessel's movement, when overcoming the hump of hydrodynamic resistance; - occurrence of cavitation when driving at high speeds; - when the flow from the wings is interrupted, the ship's hull falls on the water, causing shocks.

From the state of the art, a hydrofoil vessel is known, which contains bow and stern hydrofoils, located "in tandem" under the hull of the vessel, and the stern wing in the middle part has a span that reaches 0.6 of the span of the submerged part of the bow hydrofoil, made with a negative geometric twist wings | Patent NO Me 2060 197 C1 МПК 863 В 1/24. Vessel on underwater wings /Applicant: NPO "R.E. Alekseev TsKB on SPK" /Inventors:

Maly Yu.A., Matveev I.I., Vasyn A.I., Rebovsky V.E. /Patent owner: JSC "TsKB po

SPK named after RE. Alekseeva" //Application 5026377/11, 07/01/1991, Publication date: 05/20/1996, - P. 4.|.

Disadvantages of a hydrofoil vessel are: - occurrence of cavitation when moving at high speeds; because - high fuel consumption in motion with excitement,

- occurrence of cavitation when driving at high speeds; - when the flow from the wings is interrupted, the ship's hull falls on the water, causing shocks

A catamaran with a hydrofoil is known from the state of the art, the technical result consists in ensuring the rigidity of the catamaran structure, in particular the structure of the catamaran wing and the associated element of the power set of the catamaran hull. A catamaran with an underwater wing contains two half-hulls connected by a deck, and between these half-hulls, below the waterline, a wing is installed, the wing is fixed to the frame of the vessel, the wing can have three places of fixation to the frame, two of them are located on the edges of the wing and provide fixation of the wing to the surfaces located closer to the keels of the half-hulls of the catamaran, and the third place of fixation is located on the vertical rack in the center of the wing and provides fixation to the line of intersection of the two arches that form the outline of the catamaran between the half-hulls (Patent VO Mo 192 130 01 IPC: 8638 1 /12, 1/24 Catamaran with hydrofoil //Author V.V. Larkin / V.V. Larkin

Application 20191 17392, 05.06.2019, Date of publication: 04.09.2019 B Jul. Mo 25) Disadvantages of a catamaran with an underwater wing are: - vibration of the wing in motion during agitation, - occurrence of cavitation when moving at high speeds; - significant loads on the hull of the catamaran when the wing is raised, - high fuel consumption in motion during agitation.

From the state of the art, a hydrofoil catamaran vessel is known, which includes a horizontal frame consisting of transverse and longitudinal beams attached to the frame with floats, in order to increase the speed of the vessel, vertical or inclined struts are attached to the frame beams, to which hydrofoils are attached parallel to the transverse beams , in the form of plates with an aerodynamic profile, installed perpendicularly or at an angle to the longitudinal axis of the vessel and at an angle of attack to the oncoming flow, which provides maximum lifting force (Patent VO

Mo. 14 908 01 IPC: 863 1/00 Catamaran on underwater wings // Author: Epifanov P.P. /"Epifanov PP. //Application 2000103906/20, 21.02.2000, Date of publication: 10.09.2000.

The disadvantages of a hydrofoil catamaran are: - the heavy weight of the horizontal frame, which consists of longitudinal and transverse beams, to which the mast with the sail is attached;

Zo - plates with an aerodynamic profile, which are installed perpendicularly or at an angle to the longitudinal axis of the vessel, do not have parallel wings and work only to lift the catamaran. - significant loads on the hull of the catamaran when the wing is raised, - high fuel consumption in motion during agitation. The essence of a useful model.

The basis of a useful model is the task of creating a catamaran hydrofoil design that would provide high technical and economic indicators, namely: - strength, light weight, - a simple, reliable, repairable design; - convenience in production; ease of maintenance and repair; - increase in seaworthiness to the level of ordinary vessels; - reduction of resistance when the flow passes through the catamaran; - reduction of fuel consumption.

The task of a useful model: - to reduce the dynamic load on the catamaran hull that occurs during movement. - reduce fuel consumption while driving; - increase the reliability of the catamaran hydrofoil; - To increase the reliable level of operation and ease of maintenance; - to increase the reliability of the catamaran hydrofoil in various modes of movement, - to increase the reliability of fixing the wings to the catamaran hull, - to increase the stiffness of the catamaran and the reliability of the connection of the hulls, - to increase the stability of the catamaran during movement; - to increase the period of reliable operation of the hydrofoil of the catamaran.

The task is solved by the fact that the design of the PDA uses wings with an aerodynamic profile in the shape of "M", trapezoid, oval, and inside the aerodynamic profile of the wings there are air supply channels with regulating check valves that allow air to be supplied to the low pressure zone and increase aerodynamic properties of the wing

The horizontal aerodynamic surfaces of the wings are turned towards each other, between which are located horizontal biconvex aerodynamic wings, between which vertical symmetrical wings with an aerodynamic profile are installed, thus forming a lattice structure, inside which there is an opening to reduce the flow resistance. The size of the horizontal and vertical symmetrical airfoils forming a lattice structure is smaller than the extreme one-sided airfoils.

The fastening of the horizontal wings takes place on parallel vertical struts having an aerodynamic profile of the wing, which are turned towards each other by a convex part and between which symmetrical vertical struts are installed, thus forming additional zones of pressure reduction and force during movement.

Horizontal parallel wings are made of two, three, four or more airfoils, and have two, three, four or more symmetrical vertical wings between them, thus forming a lattice structure, inside which there is an opening to reduce the flow resistance.

Lattice construction of PDA is performed in the form of: parallel M-shaped wings; trapezoidal parallel wings, oval parallel wings; other

To reduce the dynamics of vibrations during the movement of the catamaran, damping inserts in the form of a circle made of rubber and composites are installed at the attachment points of the wings.

Fastening of the bow, side, stern double hydrofoils to the frame of the catamaran hull takes place at a greater number of points, which allows you to distribute the dynamic load evenly throughout the hull and achieve an increase in rigidity and reliability of the catamaran structure.

Double parallel wings are installed on the catamaran according to the scheme: "duck"; "tandem", "plane", the number of profiles in each scheme is different.

To increase the aerodynamic properties, the wings have air channels and holes for air supply inside, through which air is supplied "by gravity" or with the help of a compressor, check valves are installed in the channels to control the flow.

The twin bow wings have forward and reverse sweep, which gives the wings additional lift along the wing, reduces drag, and increases the longitudinal stability of the catamaran when trim on the nose/transom.

Horizontal and vertical symmetrical wings to reduce drag and increase the aerodynamic properties of the wing have a slit hole with a non-return valve, through which the flow passes into the air channels and further, through the air holes, enters the low pressure zone, and when the compressor is running, the flow rate increases , which reduces the frontal drag of the flow wing.

Z The starting wings are above the nose wings in the fresh flow and create flow acceleration when passing through vertical and horizontal aerodynamic profiles.

The hydrofoils are equipped with sensors and transmit a signal to the main computer to turn on/off the air supply and the compressor in automatic mode

To reduce the resistance of vertical wings, their front edges are made with a concave surface.

Wings are made: - of steel; polymers; composites; super high polymer (PVGI); balsa wood impregnated with an adhesive base; Kevlar; other materials.

When the flow rises, the ends of the wings have a toothed surface to reduce the size of turbulent eddies and resistance when the flow separates from the wing.

The double underwater wing of the catamaran in some cases has a construction in the form of a truss, to increase the rigidity of the fastening of the catamaran hulls; grids; closed form

The catamaran has stern, middle, bow twin wings, the bow wings are: straight sweep; reverse sagittality; direct

The double underwater wing of the catamaran is located on the hull according to the schemes: "plane", "tandem"; "duck" and has a different number of aerodynamic profiles in the wings: one, two, three or more tiers, they have starting wings that are in a clean flow

Middle wings are installed on both sides of the hull of catamaran 1 to reduce the roll moment.

The use of symmetrical parallel underwater wings of the catamaran allows to achieve the following technical results: - to reduce the dynamic loads that occur when moving on waves; - reduce dynamic loads on the catamaran hull; - reduce fuel consumption while driving; - To increase the reliability of the hydrofoil of the catamaran, due to strengthening and damping; - To increase the reliable level of operation and ease of maintenance, - to increase the reliability of the catamaran hydrofoil in various modes of movement; - increase the reliability of fastening by increasing the attachment points of the wings to the catamaran hull; because - Increase the rigidity of the catamaran and the reliability of the connection of the hulls,

- Increase the stability of the catamaran on roll and trim; - to increase the period of reliable operation of the hydrofoil of the catamaran. Brief description of the drawings.

A useful model is explained with drawings.

In Fig. 1 - View from the side of the wing;

In Fig. 2 - Bottom view of the wing;

In Fig. 3 - View from the side of the straight wing;

In Fig. 4 - View from the side of the reverse sweep of the wing;

In Fig. 5 - View A;

In Fig. 6 - View B;

In Fig. 7 - View B;

In Fig. 8 - Section A1-A1;

In Fig. 9 - Section A2-A2;

In Fig. 10 - Section AZ-AZ;

In Fig. 11 - Section A4-A4,

In Fig. 12 - Section A5-A5;

In Fig. 13 - Ab-Ab section;

On Fi, r. 14 - Section n B1-B1

In Fig. 15 - Section B2-B2

In Fig. 16- Section B1-B1;

In Fig. 17 - Section B2-B2,

In Fig. 18 - Section B3-B3;

In Fig. 19 - Section B4-B4;

In Fig. 20 - Section B5-B5;

In Fig. 21 - Section Bb6-B6;

In Fig. 22 - Section B7-B7,

In Fig. 23 - Section B8-B8,

In Fig. 24 - Section D1-D1;

In Fig. 25 - Section D2-D2;

In Fig. 26 - Section DZ-DZ;

From Fig. 27 - Section D4-D4;

Detailed description.

In Fig. 1 shows the view from the side of the swept wing, where 1 is the catamaran body, 2.4 straight swept bow wing; C - middle wing; 4 - aft wing, 5 - rudder, 6 water level. 7 - vertical wing; 9 - concave surface, 10 - air holes, 14 non-return valve

In Fig. 2 shows the bottom view of the swept wing, I - catamaran hull, 2.4 straight swept bow wing; C - middle wing; 4 - aft wing, 12 - toothed surface

In Fig. 3 shows the view from the side of the straight wing, where 1 is the catamaran body; 2.5 - nasal wing straight; C - middle wing; 4 - aft wing; 5 - steering wheel; 6 - water level; 7 - vertical wing; 9 - concave surface; 10 - air holes; 14 - check valve.

In Fig. 4 shows a view from the reverse wing, where 1 is the catamaran body; 2.6 - nose wing of reverse sweep; C - middle wing; 4 - aft wing; 5 - steering wheel; 6 - water level; 7 - vertical wing; 9-concave surface; 10 - air holes; 14 - check valve

In Fig. 5 shows view A, where 1 is the catamaran hull; 2.1 - upper nasal wing; 2.2 lower nasal wing; 6 - water level, 7 - vertical wing, 9 concave surface, 10 air holes; 14 - check valve.

In Fig. 6 shows view B, where 1 is the catamaran hull; 2.1 - upper nasal wing, 2.2 - lower nasal wing; 2.3 - average symmetrical nasal wing; 2.5 - nose wing straight, 6 - water level, 7 - vertical wing; 9 - concave surface; 10- air holes; 13 - compressor; 14 - check valve.

In Fig. 7 shows view B, where 1 is the catamaran hull; 2.1 - upper nasal wing, 2.2 - lower nasal wing; 2.3 - average symmetrical nasal wing; 2.6 - nose wing of reverse sweep; 6 - water level; 7 - vertical wing; 9 - concave surface, 10 air holes; 13 - compressor; 14 - check valve

In Fig. 8 shows the section A1-A1, where 1 is the catamaran hull; 2 1 upper nasal wing; 2.2 - lower nasal wing; 2.3 - average symmetrical nasal wing; b - water level, 7.1 left vertical wing; 7.2 - right vertical wing; 7.3 - average symmetrical vertical wing, 8 - distance between wings; 15 - damping insert.

In Fig. 9 shows the section A2-A2, where 1 is the catamaran hull; 2.1 - upper nasal wing; 2.2 - lower nasal wing; 2.3 - average symmetrical nasal wing; b - water level; 7.1 - left vertical wing; 7.2 - right vertical wing; 7.3 - average symmetrical vertical wing, 8 - distance between wings; 15 - damping insert.

In Fig. 10 shows a cross-section of AZ-AZ, where 1 is the catamaran hull, 2 I is the upper nose wing; 2.2 - lower nasal wing; 2.3 - average symmetrical nose wing, b water level, 7 1 left vertical wing; 7.2 - right vertical wing; 7.3 - average symmetrical vertical wing; 8 - distance between wings; 15 - damping insert

In Fig. 11 shows a section A4-A4, where 1 - catamaran hull, 2 1 - upper nose wing; 2.2 - lower nasal wing; 6 - water level; 7.1 - left vertical wing; 7.2 - right vertical wing; 7.3 - average symmetrical vertical wing; 8 - distance between wings; 15 - damping insert.

In Fig. 12 shows the section A5-A5, where 1 - catamaran hull, 2.1 - upper nose wing; 2.2 - lower nasal wing; 6 - water level; 7.1 - left vertical wing, 7.2 - right vertical wing; 7.3 - average symmetrical vertical wing; 8 - distance between wings, 15 - damping insert.

In Fig. 13 shows a cross-section of Ab-.Lb, where I hull of the catamaran, 2.1 upper nose wing, 2.2 - lower nose wing, 6 - water level; 7.3 - average symmetrical vertical wing; 8 distance between wings; 15 - damping insert.

In Fig. 14 shows the B1-B1 section, where 1 is the catamaran hull; 3.1 - upper middle wing; 3.2 - lower middle wing, 6 - water level; 7.1 - left vertical wing, 7.2 - right vertical wing; 8 - the distance between the wings.

In Fig. 15 shows the section B2-B2, where 1 is the hull of the catamaran; 3.1 - upper middle wing, 3.2 - lower middle wing; 6 - water level; 7.1 - left vertical wing; 7.2 - right vertical wing; 7.3 - average symmetrical vertical wing; 8 - the distance between the wings.

In Fig. 16 shows the B1-B1 section, where 1 is the catamaran hull; 4.1 upper aft wing, 4.2 - lower aft wing; 4.3 - average symmetrical aft wing; 6 - water level, 7.1 - left vertical wing, 7.2 - right vertical wing, 7.3 - middle symmetrical vertical wing, 8 - distance between wings; 15 - damping insert

From Fig. 17 shows the B2-B2 section, where 1 is the catamaran hull; 4.1 - upper aft wing, 4.2 - lower aft wing; 4.3 - average symmetrical aft wing, 6 - water level; 7.3 - average symmetrical vertical wing; 8 - distance between wings; 15 - damping insert

In Fig. 18 shows the B3-B3 section, where 1 is the catamaran hull; 4.1 - upper aft wing; 4.2 - lower aft wing; 4.3 - average symmetrical aft wing, 6 - water level; 7.3 - average symmetrical vertical wing; 8 - distance between wings; 15 - damping insert

In Fig. 19 shows a section B4-B4, where I is the catamaran hull, 4 1 upper aft wing; 4.1.1 - curved upper aft wing, 4.2 - lower aft wing, 4.3 - middle symmetrical aft wing; 6 - water level; 7.3 - average symmetrical vertical wing, 8 - distance between wings; 15 - damping insert.

In Fig. 20 shows the B5-B5 section, where 1 is the catamaran hull; 4.1 - upper aft wing, 4.2 - lower aft wing; 4.3 - average symmetrical aft wing, b - water level, 7.3 average symmetrical vertical wing; 8 - distance between wings; 15 - damping insert.

In Fig. 21 shows a section of Bb6-B6, where 1 is the catamaran hull; 4 1 - upper aft wing; 4.2 - lower aft wing; b - water level; 7.1 - left vertical wing; 7.2 - right vertical wing; 7.3 - average symmetrical vertical wing; 8 - distance between wings; 15 - damping insert

In Fig. 22 shows the B7-B7 section, where 1 is the catamaran hull; 4.1 - upper aft wing, 4.2 - lower aft wing; b - water level, 7.1 - left vertical wing, 7 2 - right vertical wing, 7.3 - middle symmetrical vertical wing; 8 - distance between wings; 15 damping insert.

In Fig. 23 shows the B8-B8 section, where 1 is the catamaran hull; 4 1 - upper aft wing; 4.2 - lower aft wing; b - water level; 7.1 - left vertical wing; 7.2 - right vertical wing; 7.3 - average symmetrical vertical wing; 8 - distance between wings; 15 - damping insert.

In Fig. 24 shows a section of D1-DI, where 2.1 is the upper nasal wing; 2.2 - lower nasal wing; 10 - air holes; 11 - channels for air.

In Fig. 25 shows a section D2-D2, where 2 1 upper nasal wing; 2 2 lower nose wing, 2.3 - middle symmetrical nose wing, 10 - air holes, 11 air channels; 16 - slot-shaped opening.

In Fig. 26 shows a section DZ-DZ, where 2.1 is the upper nose wing; 2.2 - lower nasal wing; 2.3 - average symmetrical nasal wing; 10 - air holes; 11 - channels for air; 16 - slot-shaped opening.

In Fig. 27 shows a section D4-D4, where 7.1 is the left vertical wing; 7.3 - average symmetrical vertical wing; 10 - air holes; 11 - channels for air; 16 - slotted hole with a non-return valve.

The work of a useful model. The double hydrofoil of the catamaran works as follows

The bow wing 2 is located between the two hulls of the catamaran 1 below the water level 6

The nose wing 2 of the catamaran has the shape of a wing in the form of: - "M"-shaped (fig. 9), - trapezoidal (fig. 68, 10, 12); - straight (fig. 11, 13), it has wings 2.1, 2.2, 2.3, which are located in the horizontal direction in the number of 1, 2, 3, 4 and more and vertical wings 7.1, 7.2, 7.3 (with a concave surface 9 to reduce flow resistance), which are connected into a spatial lattice structure. It is fixed between two catamaran 1 hulls inside at several points of fastening (fig. 8. 13), which provides a more reliable fastening, transfers forces from the sway to different points of the catamaran 1 hull and dampens them with the help of damping inserts 15.

The nose wing 2 has: - one tier structure (fig. 11, 12, 13); - two-tiered (Fig. 10), - three-tiered structure (Figs. 8, 9), inside there are the middle symmetrical nose wing 2.3 and the middle symmetrical vertical wing 7.3, which are connected to each other (Figs. 8,..., 13) and have smaller dimensions than the extreme wings 2.1.2.2, 7 1, 7.2 (fig. 24,..., 27), to reduce the flow resistance inside the nose wing 2 there is a distance between the wings 8 (fig. 8,..., 13).

The nose wing 2 is made in the form of a nose wing of a straight sagittal shape 2 4, to reduce the flow resistance and the amplitude of the nose duck (Fig. 1, 2, 5); - straight wing 2.5 (fig. C, 6); - nose wing of reverse sweep 2.6 to reduce the flow resistance and the amplitude of nose duck (Fig. 4, 7).

The nose wing 2 of different configurations 2.4, 2.5, 2.6 has air channels 11 inside, in which air is supplied with the help of a compressor 13 or by gravity to the low pressure zone through the non-return valve 14 and the air holes 10, reducing the cavitation properties of the wing and the flow resistance (Fig. 5, 6, 7).

The multi-tiered shape of the nose wing 2 (fig. 8,..., 13) allows: - to increase the speed of the flow,

Zo (fig. 5, 6, 7); - rigidity of the catamaran hull 1 (fig. 8,..., 23); - the reliability of the attachment of the nose wing 2 between the hulls of the catamaran I, due to the increase of attachment points, - to reduce the dynamics with the help of damper inserts 15 (fig. 8,..., 23)

The middle wing Z is located near the middle of the hull of the catamaran 1 on the vertical wings 7 (Fig. 1, 4) and has a toothed surface 12 to reduce the size of turbulent eddies when leaving the wing (Fig. 2). The flow, passing through the horizontal upper middle wing 3.1 and the lower middle wing 3.2, and the left vertical wing 7.1 and the right vertical wing 7.2, is accelerated (Fig. 14).

The flow, passing through the horizontal upper middle wing 3.1 and the lower middle wing 3.2, and the left vertical wing 7.1 and the right vertical wing 7.2, between which the middle symmetrical vertical wing 7.3 is located, is accelerated (Fig. 15), while ensuring the free passage of the duct between the bodies catamaran 1.

The stern wing 4 is located between the two hulls of the catamaran 1 below the water level 6 in front of the rudder 5 (fig. 1, 2, 3, 4) and has a different wing shape: "M"-shaped (fig. 16, 19), to increase longitudinal stability at differentials; - trapezoidal (fig. 17, 20, 21) to increase the longitudinal stability during trim, - straight (fig. 18, 22, 23) to increase aerodynamic properties.

The stern wing 4 is fixed in the stern of the catamaran hull 1 below the water level 6 in front of the rudder 5 and has a vertical wing 7 with a concave surface 9, air holes 10 (Fig. 1, 2, 3, 4) for supplying air to the rarefied zone in vertical and horizontal wings "self-propelled", or with the help of a compressor 13, adjustment is performed using a non-return valve 14 (fig. 1, 3, 4).

The aft wing 4 has a single-tier structure (fig. 21, 22, 23), a two-tier structure (fig. 16, 17, 18, 19, 20), inside there are an average symmetrical aft wing 4.3 and an average symmetrical vertical wing 7.3, which are connected between itself (Fig. 16,..., 23), to reduce the flow resistance through the grid structure of the aft wing 4 inside there is a distance between the wings 8 (Fig. 16,..., 23)

The upper aft wing 4.1, the lower aft wing 4.2, the middle symmetrical aft wing 4.3 are attached to the catamaran body 1 through damping inserts 15 (fig. 17, 19, 20, 23). and together, with the help of the left vertical wing 7.1, the right vertical wing 7.2, the middle two-sided vertical wing 7.3, are attached through the damping inserts 15 (510) (fig. 16, 18, 21, 22).

To reduce the flow resistance through the lattice structure of the aft wing 4 inside, the distance between the wings 8 is increased by means of a curved upper aft wing (Fig. 19).

To reduce draft, the ship has a straight stern wing 4 (Fig. 18, 23), to increase aerodynamic properties, the stern wing 4 has a long structure through the entire bottom (Fig. 22).

Internal symmetrical wings 4.3, 7.3 have smaller dimensions than wings 2.1, 2.2, 3.1, 3.2, 41, 4.1.1, 4.2, 7.1, 7.2 to reduce flow resistance and increase aerodynamic properties (Fig. 1, C, 4).

Wings 2.1, 2.2, 3.1, 3.2, 4.1, 4.1.1, 4.2, 7.1, 7.2 all have an airfoil, and wings 2.3, 4.3, 7.3 have a symmetrical airfoil and are turned airfoils towards each other, thus forming a lattice structure, all this allows you to significantly accelerate the flow through the wings, due to the increase of low pressure zones

Symmetric wings 2.3, 4.3, 7.3, in some cases, in order to reduce the frontal resistance of the wing flow and increase the properties of the wing, have a slit hole with a non-return valve 16, through which the flow passes into the air channels 11 and further through the air holes 10 into the zone of low pressure, during operation of the compressor 13, the speed of this flow increases even more and the frontal resistance of the wing of the flow decreases.

To reduce the resistance of the vertical wings 7, their front edges are made with a concave surface 9 (Fig. 1, C, 4, 5, 6, 7).

Middle wings 3.1, 3.2 are installed on both sides of the catamaran hull 1 to reduce the roll moment (Fig. 2, 14, 15).

Wings are made of steel, polymers, high-performance polymer composites (PVP), wood, balsa impregnated with an adhesive base, Kevlar, and other materials

All these design features of the work allow to achieve the stated technical results most efficiently.

The list of items according to the drawing: 1. The hull of the catamaran; 2. Nose wing, 2.1. Upper nasal wing; 2 2 Lower nasal wing; 2.3. Average symmetrical nasal wing;

From 2.4. Nose wing of direct sweep; 2.5. Nasal wing straight; 2.6. Nose wing of reverse sweep; 3. Middle wing; 3.1. Upper middle wing, 3.2. Lower middle wing; 4. Aft wing; 4.1. Upper aft wing; 4.1.1. Curved upper aft wing; 4.2. Lower aft wing, 4.3 Middle symmetrical aft wing; 5. Steering wheel; 6. Water level; 7. Vertical wing; 7.1 Left vertical wing; 7.2. Right vertical wing; 7.3. Average symmetrical vertical wing; 8. Distance between wings; 9. Concave surface, 10. Air holes, 1 1. Air channels, 12. Serrated surface; 13. Compressor; 14. Non-return valve; 15. Damping insert. 16. Slotted hole with non-return valve.

Claims (4)

USEFUL MODEL FORMULA 1. An underwater wing of a catamaran, which has: parallel horizontal one-sided and symmetrical wings having an aerodynamic profile, vertical one-sided and symmetrical wings having an aerodynamic profile, channels for air supply in the wings, holes, compressor, bow, middle, aft wing, distance between wings, catamaran body, which is characterized by the fact that the horizontal wings are turned towards each other by a convex aerodynamic part, between which there are horizontal wings with a symmetrical aerodynamic profile, and vertical wings with a symmetrical aerodynamic profile are fixed on them profile, thus forming a trellis structure, in which there is a distance between the wings for the passage of flow, this whole structure is attached to the catamaran hull at 4, 6, 8 or more points, by means of vertical wings having an aerodynamic profile, located in parallel, and between they have middle wings with a symmetrical aerodynamic profile, the wings have channels for air supply and holes through which air is supplied by gravity or with the help of a compressor to the low-pressure zone between the two aerodynamic profiles to the low-pressure zone. 2. Catamaran underwater wing according to claim 1, which is distinguished by the fact that it is made of metal, polymers, ultra-high polymer (PVP), Kevlar and has: one, two, three or more intermediate vertical symmetrical wings, which are parallelly located between horizontal wings, and have holes for supplying air to the low pressure zone, have a concave front edge, are equipped with sensors and transmit a signal to the main computer to turn on/off the air supply in automatic mode. 3. Catamaran underwater wing according to claim 1, which is characterized by the fact that the vertical and horizontal wings have an aerodynamic profile, which are attached to the catamaran body through damping inserts, and can have a structure in the form of a truss, lattice, and have a closed form and aft, middle, nasal twin wings, nasal wings are: straight, reverse, straight. 4. The catamaran underwater wing according to claim 1, which differs in that the underwater parallel wings are located on the catamaran body according to the schemes: "plane", "tandem", "duck" and has a different number of aerodynamic profiles in the wings: one, two, three or more tiers, have starting wings that are in a clean flow, have a toothed wing surface for the descent of the flow. from 14 Y KA Chia BE I I slo DYN mit Sha baditt I nin penya pis ee vya Sh m-n ro still code ny HNN mes yav i V i-i JAK m VI AYU i Y zzhyutsyuyussya I sh-- boyah 7 th in NN NN INNA I; I Th t Koh t ley 12 now cal ti cha Z Z j g th day of MU; Ch-5 Fig. 1 x ! Sht i My - y enrya o: I t y 5 SHE: I vi y On Ki y Jh hom MY Sho Ko I won B 2 more shk nya Fig. 2