JP2007522032A - Transonic hull and transonic hydrofield (III) - Google Patents

Abstract

A transonic hull includes a bow, a stern, a longitudinal length therebetween, a side surface extending from the bow to the outboard portion of the stern, and a lower surface extending between the side surfaces. It has an underwater volume having a generally triangular shape with an adjacent apex and a base adjacent to the stern, and a substantially triangular shape with a base adjacent to the bow and an apex adjacent to the stern in a side view when moving.

Description

  The present invention relates to water, including merchant ships, warships, submarines, yachts, surfacecraft hulls of seaplanes operating in and out of surface effects, and boats in general, including the operation of such ships at high speeds in opposite waves. Regarding supported ships.

The technology relating to the present application may be related to the technology of Jane's High Speed Marine Craft. Further, in the technology related to the present application, a transonic hull (TH) and a transonic hydrofield ( TH ) specified in US Patent Application No. 08/814418, and a transonic hull specified in US Patent Application No. 08/814417. Propulsion, control and shape.

  Certain types of ships have been prepared in the past that have a triangular hull plan view shape that is apparently similar to TH in some respects (for example, those certified by the United States Patent Office in the examination of US application Ser. No. 08 / 814,418). However, they have been designed to have approximately equal drafts adjacent to the bow and stern, similar to normal ship designs. Mitsubishi Heavy Industries, Japanese Patent No. 61-125981A teaches that in all of its embodiments, the stern and bow drafts of this approximately triangular hull plan figure are approximately equal and identical to the midbody draft. is doing. In this patent, the inventor followed previous design criteria up to as much as the design criteria of 1859 US Pat. No. 23626, which also showed equal draft at the bow, stern and midbody. Deep stern draft with wide stern at the stern is extremely inefficient.

  In both of the above-mentioned patents, the position of the hull's buoyancy center (CB), and hence the center of gravity (CG), is also referred to as a longitudinal center of flotation (LCF) because of its plan view and equal draft. , At or very close to the center of the planographic area and the waterline plane, which is 66% of the waterline length from the bow to the stern unless a bow valve is used. This proximity of CG, CB, and LCF is typical of conventional hulls. Furthermore, such prior art does not take into account the effects of CB and CG positions on drag under forward movement.

  With regard to the proximity of CG, CB, and LCF, I have found that proximity with conventional hulls is not feasible with respect to TH. This is because this proximity makes this type of hull have a tendency to be unstable in pitch under high speed motion, even when exposed to small pitch disturbances. Such bad behavior is similar to the self-supporting fugoid vibration of the aircraft when the center of gravity is close to the neutral point. In ships, such vibrations not only increase drag, but can be undesirable and dangerous to structures, loads, and passengers.

  Such basic problems are serious. The Mitsubishi Heavy Industries patent teaches a solution to this problem with bow valves. Therefore, the Mitsubishi Heavy Industries patent mixes valve technology that is developed and useful for a wide range of low speed ships with different types of hulls. This adds drag as well as volume to the design, and drag issues are not a priority for the prior art.

In contrast, TH and TH in US patent application Ser. No. 08 / 814,418 create a completely different and innovative solution that combines a deep draft forward and a shallow draft back in the underwater portion of TH. In normal structural ship design, it should be considered dangerous with inherent diving potential unless a bow valve is used. However, following the model test, the author confirmed that the TH theory was correct in that the diving tendency was not measured with a triangular plan figure. The TH solution changes the inherent distance between the LCF and the buoyancy center and thus has a substantially center of gravity in front of the LCF. In addition, as I did in part of the continuation application regarding the limits on the distance between LCF, CB, CB and the impact on static drafts, hydrostatic stern conditions and sterns in the supercritical and subcritical regions That the quantitative aspects of the relationship between CB, CG, LCF, and stern draft depend on the distinction between the hydrodynamic conditions and the lack of diving tendency was established and established with respect to the effective load capacity . In addition, these important relationships are established in this study with respect to hydrodynamic drag results of incoming and outgoing flow angles in different velocity regions.

  The present invention provides a new and unique design shape, features, and method of operation that qualitatively improves and extends the scope of previous patent applications for the transonic hull (hull) TH and transonic hydrofield TH inventions. specify. The scope of the present invention is summarized below.

  1. A new hydrodynamic region beyond the previous subcritical and supercritical regions in the displacement mode, ie, the hypercritical region, the transplanar region, and the x region and the new design characteristics The expansion of the operating speed envelope of TH over a very wide speed range is increased. With these improvements, a single TH hull can operate with good efficiency over a wide velocity spectrum that would otherwise require two or three ships with different conventional hulls. For example, conventional displacement ships at lower speed ranges and V-bottom or semi-planing hulls for higher speeds.

  2. Another important feature of the present invention relates to the hull characteristics and shape above and below the quiet waterline, which are heavy in the hull, preferably in the opposite waves, such as engines, fuels and weapons. Even in an optional combination with a special longitudinal distribution of large components, it is critical to enable successful operation over a wide speed range.

  3. The third feature of the present invention is the special shape, trim, balance, necessary to enable, enhance and improve the performance and maneuverability of transonic hulls in quiet water and counter waves. It relates to the position of the center of gravity, the position of the vertical surface, and various types of flaps and strips.

  4). In addition, another important feature of the present invention is the hull shape with inherent low detectability by radar and other sensors and a low visibility and thermal content wake, which provides stealth characteristics to the hull. Still, compatible with efficient hydrodynamics and good behavior in the opposite wave.

Thus, the new invention is an all-weather stealth transonic hull capable of operating in a new high speed hydrofield region of a transonic hull that currently includes a hypercritical region, a transplanar region, and an x region. For simplicity of explanation, the hull of the present invention is also referred to as TH-II in one important case, and its expanded hydrofield is TH-III . Another embodiment of the invention is an improvement applicable to TH and TH-II.

  Because the present invention is general and powerful, it is not necessary to incorporate each and every feature and method and improvement of the present invention in a single ship, nor does each of them need to be incorporated into every claim.

  The nature and scope of the present invention will review the important characteristics of conventional hulls with certain serious inherent problems, such as still water and the opposite waves, and the conceptual questions solved by the present invention. A better understanding can be obtained by also examining the limitations and possibilities of the transonic hull TH and its hydrofield in the US patent application Ser. No. 08 / 814,418 and US application Ser. No. 08 / 814,417.

1. Traditional hull characteristics and problems:
In this review, it is necessary to separate the conventional hull design by hull type according to the operating speed envelope. For each hull type, the envelope is expressed in terms of weight-to-drag ratio as a function of the speed-to-length ratio that is best considered along with the corresponding capacity factor. The velocity-to-length ratio and the capacity factor indicate the vertical surface distribution and volume distribution with respect to the velocity envelope.

1a. Displacement hull:
The displacement hull supports the weight of the boat by buoyancy lift. In past and present designs, the displacement hull has an upper speed limit, referred to as “hull speed”, in the vicinity of and above, hydrodynamic resistance (drag) is shown, for example, in FIG. As you can see, it increases at a high exponential rate. “Hull speed” is generated by a moving hull and occurs when the length between the bow and stern waves moving with it is equal to the geometric length of the hull. This situation is numerically represented when the ratio of boat speed in knots divided by the square root of boat length in feet is equal to 1.34.

  The displacement hull is very efficient at full hull speed and has a weight to drag ratio of over 100. At extremely low speeds, the drag reaches zero but the weight remains constant, so this efficiency ratio increases to a much larger value. However, near or above hull speed, the weight-to-resistance ratio drops quickly and becomes physically and economically unacceptable. Therefore, higher speeds of the displacement hull can be achieved mainly by increasing the hull length. Unfortunately, the speed advantage of length is not great. For example, the nominal “hull speed” of a 50 foot hull is 9.5 knots, but for a 300 foot hull speed it is only 23 knots.

  The “hull speed” limit is inherent to the displacement hull because of the wave generation characteristics when the displacement hull moves underwater or “wave-making”. When the length of the waves generated by the hull exceeds the geometric length of the hull, the situation becomes critical, as shown in FIG. The increasing size of the bow wave, along with the increasing speed, induces further reduction of the trough near the midbody, leading to incremental hull sinking and increased hull angle of attack. There is also additional subsidence with increased speed due to the hull curvature under local water levels. Increasing the angle of attack prevents further speed increase unless very high power is available to climb over the bow and enter the gliding area, the limit of which will be discussed later.

  The high drag caused by wave formation can add to and exceed the friction drag, which is a very serious problem in the shipping economy. Therefore, considerable research has been done in various ways to overcome this, but unfortunately only a few improvements have been obtained. For example, a spherical bow can reduce drag slightly at a certain speed. Also, a long and slender hull is less sensitive than a wide hull, but carries less cargo and has other problems to be reviewed later.

  The important characteristics of the displacement hull that cause and determine the maximum operating speed envelope of the displacement hull are available from a variety of sources (eg, “A Comparative Evaluation of Novel Ship by MIT Prof. Philip Mandel”). Types "), summarized on the left side of FIGS. The operating speed envelope includes a speed to length ratio from 0.8 to about 1.0 or 1.1 for merchant ships, which is well below the merchant ship's 1.34 “hull speed”. . Warships have a velocity envelope that includes "Hull Speed" (eg, 1.35 cruiser) and even above "Hull Speed" (eg, an elongated destroyer operating at a speed to length ratio of about 1.7). . Above the speed ratio described, the required size and weight of conventional power plants and the propulsion hydrodynamic problems at lower weight-to-force ratios are unacceptable with respect to the ship's mission.

  Accordingly, there remains an urgent need to improve the high speed efficiency and range of the displacement hull, at least within current speed limits, preferably with record updates exceeding these limits. There is a need for a practical solution that does not rely on conventional hydrodynamic gliding, especially when the type of wave drag that limits the conventional hull can be eliminated.

1b. Planing hull
A different type of hull, called a planing hull, whose weight is supported by hydrodynamic lift from momentum changes (unlike buoyancy lift), can overcome the displacement hull speed limit, and There is a widely held opinion that it is efficient. In practice, sliding allows for high boat speeds, but does so only for boats that have a relatively light weight, a high thrust, and a substantially flat underwater section. The limiting characteristic of this hull is the presence of dynamic drag due to momentum changes, as shown in FIG. 5 for the limiting case of non-viscous gliding. In practice, these hulls operate at angles of attack of 3 ° to 6 °. The viscosity-free weight-to-force ratio for optimal plate sliding is 19 and 9.5, respectively.

  When viscous drag is added to dynamic drag, the fact is that the best ratio of boat weight to resistance is on the order of 6 to 9 as shown on the right side of FIGS. It is a unique hydrodynamic region. This is less than half the best weight-to-resistance ratio of a modern jet airliner flying about 10 times faster, and a tenth of a “moderate” length displacement hull close to but less than hull speed. (Or less). The operating speed envelope of a planing hull is best exemplified by ski boats and similar sports craft, which are less than their planing speed (eg, less than about 4 speed to length ratio) and have a large construction in the displacement mode. It requires a nose-high attitude with wave drag, a condition similar to that shown for the lowest but longer hull in FIG.

  The decrease in the gravity-to-force ratio with speed in FIG. 3 appears to be continuous with the increasing speed-to-length ratio, but the left and right sides of FIG. Discontinuous with respect to shape and type (displacement and gliding), these are discontinuous and have significantly different capacity factors, as clearly shown in FIG. Thus, on the left side of FIGS. 3 and 4, when including a destroyer, the displacement hull includes an operating speed-to-length envelope of about 0.8 to 1.8, where the gravity-to-force ratio is It smoothly decreases from over 120 (higher for low speed tankers) to about 25, and the corresponding capacity factor decreases smoothly from about 80 (higher for low speed tankers) to about 55 for destroyers. In contrast, on the right side of FIGS. 3 and 4, the planing hull has an operating speed-to-length ratio of about 3 to well over 4 (FIG. 3), but a weight to drag ratio of about 6-8 and about 100 Capacity factor (Figure 4), which is clearly much higher than the displacement hull just because the displacement hull is much longer. The higher capacity factor reflects the fact that the gliding design is not intended or impossible for sustained operation near or below “hull speed”, and at hull speed, the low weight resistance of the gliding design The ratio should be prohibitive compared to the displacement hull.

  As reviewed above, the displacement hull is strongly associated with velocity near and above hull speed, in addition to the friction drag generated by the nearly constant wetting area, which generally increases with the square of velocity. Has a wave drag component that increases. These drag sources are combined with the high total exponential drag increase near and above “Hull Speed” shown in FIG. As a result, the operating speed to length ratio is about 1 for merchant ships and slightly less than 2 for warships.

  The percent distribution of frictional resistance and wave resistance is often referred to as residual resistance because it may contain other minor resistance components, as shown in FIG. FIG. 6 shows that at a speed exceeding the “hull speed” of 1.34, 60% of the resistance is residual resistance and most is wave drag.

  In hydrodynamic contrast, a net lift with a dynamic drag component that is roughly equal to the weight, with a high dynamic drag component that depends on the large angle of attack required for vertical equilibrium, and a friction drag ratio that decreases with speed, if desired. A planing hull operates at a speed-to-length of about 3.5 or higher and a low weight-to-force ratio of about 8 or lower, and operation at a lower speed-to-length ratio is an inefficient transient condition. Also has a very bad weight to drag ratio.

  Various hybrid ships that have attempted to mix the displacement and planing hull characteristics of a single hull ship have been proposed in the past, trying to reach a single ship type that can operate efficiently over the velocity envelope, Unfortunately, as reviewed below, there wasn't much success.

1c. Semi-planing hull:
Unlike displacement hulls, which have a bent over stern and bow curvature, causing suction that sinks the center of gravity (increases the apparent weight) with forward speed, and also tends to increase with almost flat underside and forward speed Unlike a planing hull with a certain CG, a semi-planing hull usually has a V-bottom and is heavier than a pure planing hull for practical reasons. Semi-planing hulls can produce the appearance of “flat” wakes at high speeds, but their lift is generated by a combination of buoyancy and dynamic forces, which is inherently inefficient. These hybrids are longer and have a lower capacity factor compared to the planing hull, but are still much higher than the capacity factor of the displacement hull, for example as shown in the middle of FIG.

  The wake boundary of a semi-planing hull appears flat from a bird's-eye view and appears to connect together at a distance from the stern, creating a subsequent “dent” on the surface of the water, From the perspective of a fish that has learned mechanics, it can be interpreted as a virtual displacement hull that is longer than the length of the dynamic waterline of the moving semi-planing hull. Conventional semi-planing hulls are inefficient hybrids, which are slow and have excessive drag compared to good displacement hulls. Conventional semi-planing hulls require very high power to reach half-sliding speed and in that area are not as fast as pure planing hulls and are less efficient than pure planing hulls. On the other hand, a deep V semi-planing hull provides a smoother ride with more effective load capacity in rough seas and is more seaworthy than a planing hull. However, deep V semi-planing hulls have a rougher ride than displacement hulls, have less desirable wave surpassing characteristics, and are not commercially feasible for most large shipping applications.

1d. Semi-displacement hull:
When the length-to-ship ratio is increased in a narrow hull, the wave drag is reduced. According to Saunders, elongated displacement powerboats were common in the 1910s. Later, the German Schnell Boote (high-speed boat) with a round bottom hull was successfully developed as an S-boat for the Second World War and operated well at high speed in the rough North Sea. However, when the length of the half-displacement boat is further increased, the lateral stability and effective loading capacity are further reduced. At the extreme, an 8-person rowing shell relies on all in terms of lateral stability. At a length to ship width ratio of about 30, the wave resistance is only 5% of the total resistance at 10 knots, but the weight to drag ratio is only about 20. A suitable comparison on an aircraft is a modern glider with a span to chord ratio of 25. It can operate with a weight to drag ratio of 40 at 6 times the speed.

  Within the limits, when the width of the elongated hull approaches zero, the wave drag tends to zero, but there is viscous drag and the effective load capacity is lost. Thus, recent developments of high speed semi-displacement boats have generated hydrodynamic lift components at higher speeds, reducing buoyancy lift components and their wave resistance, e.g. nose high due to lateral instability and / or lift In order to compensate for other shortcomings of elongated hulls at high speeds, such as attitude and high drag tendencies, mixed lateral or other additions to the elongated hulls have been used to propose mixed lift modes. As with the semi-planing hull, its speed potential is lower than that of the planing hull, its weight to drag ratio is not very satisfactory, and as a result, the effective payload is not high. These appear to have performance benefits over half-slide at speeds near and above "Hull Speed" and are less sensitive to pitch, but their complex shape has inherent size limitations as well as lower speed potential Seems to have.

1e. Additional resistance of single hulls due to bad sea conditions:
The various types of single hull ships reviewed above have different responses to sea level conditions, which set a significant additional limit on efficiency in most practical operations. This is an important issue. This is because it sets important limits on the operating speed envelope and can impose structural weight and power penalties, do it in practice, and these penalties only work for quiet water This is because it is worse than the hull design.

  From this author's point of view, drag and structural penalties on the opposite waves of the displacement and semi-displacement hulls stem from their inherent undesirable longitudinal distribution of volume and buoyancy reserves, which is traditional Applicable to the slower velocity envelope of a ship (possibly with an improper velocity margin for ocean wave propagation velocity) designed to climb waves. Furthermore, the inertia value of a conventional ship penalizes its performance with respect to such higher speed envelopes, where higher speeds are otherwise achievable with conventional displacement and half displacement hulls. Should give. Obviously, breakthroughs to reduce additional drag penalties and weight penalties for displacement-related hulls in the waves, especially the well-known “bottom-bottom impact” in the opposing waves, the gliding-related hulls meet in the opposite wave It is highly desirable if you do not incur a worse penalty. The bow impact occurs when it encounters a quasi-instantaneous increase in angle of attack with respect to incoming waves and reaches a very large transient angle outside the design range, which slows down the speed and reduces the structure of the hull. Increase the mechanical load and weight significantly.

1f. Multi-hull ship:
The wave drag and other bad drag problems (including additional resistance in the waves) of the various types of single hulls reviewed above are so serious that considerable recent efforts have led to the new multihull Has been devoted to ship development. This area is outside the scope of this document on single-hull ships, but some observations are appropriate. Catamaran's very narrow and elongated displacement hull pairs, widely separated laterally for stability, have been successfully developed and used at high speeds for various commercial applications, especially in Asia. The calculation of the capacity factor may be unreliable because there are two hulls, each having half the weight but full length. Thus, each hull has a capacity factor that is more desirable than a single hull, but has two such hulls. Published information on the lift-drag ratio of modern catamaran is not readily available. Still, drag estimates based on installed power and operating weights can achieve a weight / drag ratio on the order of 10 for a large semi-sliding lightweight catamaran at a speed of 50 knots and a ratio of 16 at 25 knots. However, it is shown to have a very low effective load capacity with respect to its overall length and total weight. These weight / drag ratios are not high and are close to the weight / drag ratio of a planing hull, but are achieved at higher speeds than conventional single hull displacement hulls.

  Trimarans may have similar characteristics with certain structural benefits and also have a large traditional forward buoyancy reserve, but this relates only to the central hull. Recent multihull trends include a very long displacement central hull to maintain the low speed-to-length ratio of the central hull, and high speed-to-length for roll stability and to support a wide deck. Exploring a trimaran with a narrow hull with a small ratio. A wave-piercing multihull may have a central body with water contact only in undulations, which results in a normal large buoyancy reserve in the opposite wave, but in the middle Wave penetration is possible. SWATHS is also a multihull with a wet area and speed penalty that relies on a fully submerged main displacement for a smooth ride.

These multihull developments and other high-speed hull developments (see, for example, Jane's High Speed Marine Craft) have so far been limited to special commercial or military applications, and ship manufacturing for new single hull ship designs. Emphasizing the needs of suppliers. Such a design, together with a drawing showing the water level in quiet conditions, is the subcritical velocity and criticality defined in that application of US patent application Ser. No. 08 / 814,418 and US application Ser. No. 08 / 814,417. It is specified in my transonic hydrofield TH and transonic hull TH, which allow efficient operation at super acceleration.

2. Transonic hull characteristics, US Patent Application No. 814418 and US Patent Application No. 814417:
As previously stated, in order to understand the nature and scope of the present invention, in addition to the conventional hull problem, a U.S. Reexamination of limits and potential of application No. 08/814418 and U.S. Patent application No. 08/814417 No. transonic hull TH and its hydro field TH is also required.

2a. Properties and characteristics of TH and TH :
TH is a triangular waterline shape with a vertex at the front in static and dynamic conditions, a triangular longitudinal section or a modified triangular longitudinal section in a side view, with a maximum draft in front and a minimum draft after, And having an underwater portion having a flat lateral surface with a large inclination or perpendicular to the water. Thus, the underwater portion has a double wedge volume distribution with a narrow narrow entrance angle in plan view and a narrow narrow exit angle in side view. Therefore, the shape of TH and its associated hydrofield TH is characterized by the absence of surface wave sources such as shoulder, midbody, or quarter curvature in plan view, which have a narrow front entrance and this The inlet is on the side of the flow subduction that minimizes the volume of water transferred per unit time, induces a special sub-floor subflow, and eliminates the conventional wave pattern of the displacement hull. Enables a new type of hydrodynamic ray phenomenon, greatly reduced size and absence of midbody troughs. TH has a desirable anti-skid propulsion component on its underside, a desirable shrinking streamline on the side, a desirable gravitational pressure gradient on the lower surface of the hull, and a wide stern submersible that prevents pitch up and eliminates stern waves And is on the side of the recovery of the energy below the water line as well as the recovery of energy from the trailing wave.

Therefore, a very important feature of TH and TH , as specified in my earlier US patent application Ser. No. 08 / 814,418, is the construction under water for high speed operation in quiet water within its displacement mode. It is to eliminate the wave source and thus prevent or reduce the high exponential increase in wave drag that characterizes conventional hulls near and above “hull speed”. As explained previously, the nominal “hull speed” is 1.34 when expressed in terms of knot speed divided by the boat length squared in feet. In this speed range, for example, as shown in FIG. 1, the wave drag component of the total hull drag of the conventional hull is greatly increased so that the total drag is the hull shape, beam loading, and fluid. Depending on the number range (fluid number is defined as the velocity in feet per second divided by the square root of the product of gravitational acceleration and the length of the water line drawn into feet of water), it is usually 3 By the above power, it increases in a large exponential form.

Therefore, as in the case of my earlier US patent application Ser. No. 08 / 814,418, the original source of TH and TH, when the main source of wave drag increase with speed is removed, The main remaining source of drag increase is due to friction: (a) TH has a clean water exit, so it does not have pressure drag problems at the stern; (b) TH Note that it has a much reduced shape drag because it does not have a curved surface that greatly increases the local dynamic pressure along its submerged surface, and thus the average dynamic pressure.

In summary, the purpose and characteristics of the TH prototype is that its total drag only increases with the square of the speed at speeds near and beyond its “hull speed” while in displacement mode. The displacement mode of operation is featured in US patent application Ser. No. 08 / 814,418 and US patent application Ser. No. 08 / 814,417 in drawings relating to supercritical and subcritical speeds. For example, in TH,
The flooded surface remains nearly constant for a given weight,
As shown in FIGS. 13 and 14 of the original application 08/814418, the water flow at the side of the hull continues as a small ray and the lateral flooded surface remains nearly constant,
The underside of the hull has a substantially constant negative angle of attack with respect to the water surface and actually contributes to the forward propulsion pressure component, which is shown in FIG. 13 of the original application 08/814418 and this application As shown in FIG. 7 of FIG. 7, it opposes the water blocking pressure component acting on the underwater side surface of TH.

2b. TH and TH tank test data:
The curve from the towing tank test of the TH prototype model (without adjuncts) is shown in Figure 8 of this application, which is the supercritical region starting at a speed corresponding to the critical hull speed of the conventional displacement hull, Shows that the total drag increases substantially with the square of the speed exceeding the “hull speed” within the speed limit of the test, during which the pitch angle of the hull does not change significantly, the bottom and sides It was observed that the submerged surface was substantially unchanged. The drag increase up to the power of 2 can occur only when there is no increase in wave drag within that speed range. The conventional critical speed of a hull occurs when the length between the bow wave and the corresponding stern wave is equal to the hull line length, which is the knot of the speed in knots relative to the square root of the length in feet. Occurs when the ratio is 1.35.

  For comparison, the drag behavior of a refined International America's Cup Class hull (canoe only, no add-on) tested in the same tank with a length, width and weight equal to TH is also shown in FIG. The critical hull speed of a conventional hull shows a drag that is substantially equal to TH, but at a speed that exceeds the hull speed, a drag increase that is greater than the power of 2 and much greater than TH is shown. The IACC hull also experienced a significant increase in angle of attack with speed.

  The test data in FIG. 8 shows that the IACC hull has a drag of 40% higher than the TH prototype at a speed to length ratio of about 1.55 and a 28% higher drag at a speed to length ratio of about 1.75. Indicates. Due to the speed limit of the trolley, the TH model test failed to investigate hydrofields at speed / length ratios greater than about 1.8.

  The initial design speed selected for the squared increase in the TH total drag depends on the shape of the TH and the ratio of the boat weight to the cube of the hull length, eg changing the angle in a plan view on the side of the TH Or by changing the weight, it can be less than 1.35 shown in FIG. For example, a 20% weight reduction reduces the starting speed / length ratio of the TH supercritical speed region to 1.1, where the drag increase only follows the square of the speed.

2c. TH characteristics regarding shape and propulsion:
US patent application Ser. No. 08 / 814,417, as originally filed, includes critical alternative shapes for the lower surface of TH below the surface of TH and shapes on the surface of TH that were not shown in US Patent Application No. 08 / 814,418. Multiple drawings are included, which are important with respect to the stealth characteristics of the present invention and important with respect to the hull shape of the present invention regarding the ability of TH to overcome the opposite wave and operate successfully therein. A review of these previous features and their extensions and improvements under the present invention will be made later in this document.

3. Conceptual questions about conventional hulls leading to the present invention:
The above review of the speed envelope characteristics and speed limit characteristics of the various types of conventional hulls included in Sections 1-6 of this application and the transonic hull included in Section 7 leads to the following conceptual questions and the present invention: Answers this.

3a. Considering FIGS. 3 and 4, these figures show that three different types of optimized conventional hulls with known hydrodynamic domains such as displacement, semi-displacement, and planing are less than 1 to 5 Shows that it is required to operate in quiet water with a speed-to-length envelope that exceeds, but is it possible to design a single hull that can operate with that wide speed envelope?
3b. If the answer to 3a is affirmative, the weight-to-force ratios of the three types of hull types that are efficiently optimized separately and cover the entire breadth of the speed-to-length ratio of FIG. A single hull type covering the same wide speed range can be used to make equals, or can be reached over at least the major segments of the entire speed range, or at least one of the wide speed ranges can be reached. Can reduce or improve the weight-to-force ratio of the new hull in the area?
3c. A single new one that can operate over the wide speed range that currently requires two or three different hull types, each optimized over 100 years of development, such as the present TH-III and TH-III inventions When a hull type is established, the new hull type has a penalty in speed and weight on the opposite wave that is larger than the penalty that the three types of hulls optimized for the opposite wave in the respective speed envelopes suffer. Or can the new hull penalty be made less severe, or perhaps almost eliminated?
3d. Assuming that the innovative new hull type achieves the desirable characteristics described above 3a and / or 3b or up to 3c, how this should be trimmed and controlled, the quiet sea and the opposite Which method must be driven and steered by the waves?
The above conceptual questions were ambiguous and were investigated, focusing on the transonic hull TH of US patent application Ser. No. 08 / 814,418 as a starting point of reference, as reviewed below.

  Focus on the reformulation of the conceptual questions from 3a to 3c in more specific terms below.

3e. Is there an upper speed range that meets efficiency recovery with reduced practical operation of TH US patent application Ser. No. 08 / 814,418 in displacement mode?
3f. If the 3e holds for TH and TH of U.S. Patent Application No. 08/814418, it is required, feasible qualitative changes, improvements, methods or discoveries.

  For 3e, the author first considers the supercritical region without the wave drag increase with speed. There must remain an increase in drag with velocity derived from viscosity, called incomplete friction drag, but this always increases with the square of the velocity for a given hull size. Therefore, it is possible to encounter practical limits due to power plant size requirements, weight, and cost, which occurs when the output is drag, even if the TH drag increase should be the square of the speed. This is because the output is a cubic function of the speed increase.

  Further, since the weight of the hull is substantially constant, the propulsive pressure component on its lower surface of the TH prototype shown in FIG. 7a is substantially constant, so there may be a performance limit as speed increases. Thus, there is a decreasing percentage contribution of propulsion pressure—N sin β shown in FIG.

3g. Decreasing benefit of TH propulsion pressure with increasing speed:
The quasi-constant magnitude of the propulsive pressure component of TH is an important issue with respect to the magnitude of the overall TH power requirement, which is shown below with a specific example.

  Assuming a reasonable weight-to-resistance ratio of 100 for a 700 foot TH ship having a weight of 30000 tons with a speed to length ratio of 1.2 in displacement mode. According to FIG. 72, the TH hull of US patent application Ser. No. 08 / 814,418 experiences a propulsive pressure component -Nsin β on its lower surface in this region. A high weight to drag ratio indicates that a low total power is required.

• The total drag in the above example is clearly 30000/100 = 300 tons at a reference speed of 1.2 route 700 = 31.75 knots. The dynamic pressure based on remote speed is 2879 lb / ft ² . The net propulsion pressure GPF on the lower surface is −Nsin β according to FIG. 7a, where β is the negative value of the lower surface to the remote water. When β is −4 °, GPF = 2097 tons, which is largely canceled out by the opposing backward components of the TH side pressure shown in FIG. 7b. Thus, the net propulsion NPF at the bottom is, by definition, much less than GPF and much less than 300 tonnes total drag. Assume that the NPF faces 20% of the total drag, or 60 tons.

In this example, the total drag increase with the speed of the TH prototype corresponds to the total drag increase of the optimal TH hydrofield, ie the drag increase is only the drag increase due to friction exceeding “Hull Speed”, Assume that it only increases with the square of the velocity. This assumption is verified by the test data shown in FIG. 8 up to a speed-to-length ratio of 2 to determine the effect of increasing speed in the relative helplessness of propulsion pressure on the TH weight-to-friction drag ratio. In this example, it is extrapolated beyond that ratio.
If the initial speed is doubled to 63.5 knots, the drag will be four times or 1200 tons, and if the change in propulsion pressure is not taken into account, the weight-drag ratio will be reduced to 50 and the speed to length ratio will be 63 .5 Route 700 = 63.5 / 26.45 = 2.40. The corresponding dynamic pressure is 11516 lb / ft ² . However, NPF, which remains a constant function of weight at a constant angle of attack of the hull, decreases from 20% to 5% of the total drag.
When the speed is tripled to 92.25 knots, the drag increases by (92.25 / 31.75) ² = 9 times to reach 2700 tons and the weight-drag ratio is substantially 11. The speed to length ratio is 92.25 / 26.45 = 3.48. The corresponding remote dynamic pressure is 25911 lb / ft ² and the NPF contribution is a negligible proportion of the total propulsion required.
• When the speed is increased to 127 knots, the drag is (127 / 31.75) ² times or 16 times larger, resulting in 4800 tons, and the weight to drag ratio is 127 / route 700 = 4.80 The speed to length ratio is reduced to 30000/4800 = 6.25. The remote dynamic pressure is 46064 lb / ft ² and the percentile NPF contribution is virtually zero.

  The above analysis allows determination of the following limiting properties of the TH prototype of US patent application Ser. No. 08 / 814,418 and answers some of the conceptual questions of 3a and 3e of the present application.

3h. The friction drag term D of the weight to total drag ratio at a higher speed to length ratio reaches a very large value under a huge remote dynamic pressure q. The viscous drag D _f is governed by the equation D _f = KC _f qA, where A is the wetting area, C _f is the coefficient of viscosity depending on the Reynolds number, and K is A factor to take into account shape drag and pressure drag. At a speed-to-length ratio that is about two to four times higher than “Hull Speed”, the assumed weight-to-force ratio of the TH prototype is reduced, and is as low as a planing hull. In the analyzed example, it is about 8 or less. be able to.

  3i. The propulsive pressure on the lower surface of TH is important in the displacement mode near “hull speed” and is always a function of the apparent weight of TH and the sine of the negative angle β on the lower surface of TH, but overcomes the drag as the speed increases. Becomes less important as a percentage of the total propulsion thrust required. This is because the viscous drag that must be overcome by the total thrust continues to increase with the square of speed at a constant wetting area, but the change in weight with speed is under subduction flow at high dynamic pressure. Taking into account the apparent weight increase in the case, it is clearly not so large, so the change in the partial pressure under the net propulsion water line is obviously not so large.

  3j. The subduction flow resulting from the negative angle of attack at the bottom of the hull (eg, flow f in FIG. 14c of US patent application Ser. No. 08 / 814,418) may increase the apparent weight of the hull and increase the propulsion pressure component. , Should increase the wetted area of the sides of the hull, which is undesirable.

3k. Benefits of TH with decreasing percentile propulsion pressure:
Reaching high speeds for TH under displacement mode with reasonable power plant cost and weight, despite the percentage of propulsion pressure decreasing with increasing speed, as reviewed in section 3G above TH is different from a planing hull and includes a “hull speed” range, even if TH's weight resistance is not as high as the weight and drag ratio of the planing hull. Have a very desirable weight to drag ratio at a lower speed,
• If the trim and control are appropriate for TH and the behavior on the opposite wave is acceptable, use a single TH hull rather than two or three types of conventional hulls to achieve comparable efficiency It should have a very important benefit that a wide speed envelope with can also be achieved.

3l. Summary of the results of the above conceptual question:
The answer to the conceptual question in Section 3e is yes, in order to overcome the problem of viscous drag that increases with speed (causing a reduced result of the propulsion pressure component), TH of US patent application Ser. No. 08 / 814,418. And there is a necessary improvement in TH . Also, regarding question 3d, the answer is still yes regarding the effects of trim, control, and the opposite wave. Solutions to these problems, although extremely difficult, have been achieved theoretically and empirically and are included in the teachings and embodiments of the present invention described in the next section.

4). Objects of the invention:
The purpose of the TH-III and TH-III invention arises from the need to solve conceptual questions, ie
4a. Establishing new hydrodynamic conditions and velocity regions for TH, with weight to drag ratios for increasing speed to length ratios greater than 2 with improved efficiency.

  4b. Achieving objective 5a in a manner that does not degrade the desired results already achieved for TH under US patent application Ser. No. 08 / 814,418 at a speed to length ratio of less than 2.

  4c. As a result of 5a and 5b, expanding the speed range of operation of a single transonic hull TH-III that may be required with special shapes, features, powered propulsion means, and various design devices, Include a wide speed range that usually requires multiple types of conventional hulls with acceptable efficiency. For example, a conventional efficient displacement hull speed-to-length range of less than 1.35 and a conventional planing hull speed-to-length range of more than 3.

  4d. Achieving the desired objectives 5a, 5b, and 5c with such design characteristics in a manner that does not exceed, preferably less than, the conventional hull and does not degrade in the presence of the opposite waves.

  4e. Achieving most or all of the above objectives with a TH-III configuration that is stealth with respect to radar and other sensing methods.

  4f. Using hull shape, trim features, control devices, and output arrangements that allow for favorable operation and maneuvering of TH-III under various sea conditions including opposite waves and winds to achieve all-weather operating capability Achieve the above objectives or a combination of these objectives.

5). The substance and details of the invention:
In order to specify a new range of speeds developed by this author's R & D work to extend TH hydrofield to TH-III , as well as innovative improvements, refinements, and certain very important properties of TH-III. First, the TH hydrodynamic and velocity regions of US patent application Ser. No. 08 / 814,418 shown in FIGS. 10 and 11 of this application within the scope of US patent application Ser. No. 08 / 814,418 are reviewed.

5a. Review of the supercritical region in TH US patent application Ser. No. 08 / 814,418:
This is the preferred hydrodynamic design condition for an underwater transonic hydrofield with respect to near and above the hull speed under US patent application Ser. No. 08 / 814,418. The appearance of the surface is shown in FIG. The surface flow in the wake area is almost flat and tends to be equipotential in the gravitational sense in the area behind the stern, but due to the friction below the lower surface of TH that occurs after the stern, molecular agitation ( molecular agitation). Nevertheless, region 1 continues to expand in a unique way because of the highly directional and stable momentum that represents a successful anti-wave subduction with respect to the optimum performance of TH. The flow due to the main volume that is rejected by the moving TH occurs mainly in region 1 and the minimum surface change is the minimum high indicated by the hump 7 in the downstream wake cut 9. Appears as left and right three-dimensional rays 3 and 5 having a height. This was observed in towed tank tests up to a speed-to-length ratio of 2, the tank speed limit.

5b. Review of the subcritical region within the scope of US patent application Ser. No. 08 / 814,418:
This velocity region is shown in FIG. 11 where the TH surface flow field is substantially flat in region 11. However, the underside viscous force related to the momentum content of the flow at subcritical speed limits the shape and area of the wake at 11 to the Gothic arch type with stern boundary 11. Rays 13 and 15 have a larger hump. Downstream of the flat wake 11 is some vortex and hump formation 17 and a central hump 21. In this subcritical region, even though there is no conventional displacement hull type traverse stern and bow waves for TH, in some cases higher than the power squared due to the vortex and height, There may be drag increases with speed.

  At both supercritical and subcritical speeds, the underside of TH in US patent application Ser. No. 08 / 814,418 is at a substantially negative angle to the remote flow and experiences significant thrust.

5c. Development of hypercritical regions of TH-III and TH-III :
To achieve a TH operating capability beyond the tested supercritical range, change the initial large negative angle to the surface towards a much smaller negative angle to generate new hydrodynamic properties A new test exceeding the speed / length ratio of 2 was required to verify the theoretical consideration that the TH subline angle had to be adjusted, but now with constant weight, It was estimated that the lateral flooding area of TH must be significantly reduced in the presence of reduced flow subduction. This, along with reduced lateral wetting area,
・ Hydrofield and hull without shoulders, midbody, or quarter curvature,
• The lateral outward flow and lack of splash are maintained, leading to more efficient and different 3D flow behavior with increasing speed and dynamic pressure.

  These properties trade off the decreasing percentage of propulsion sub-section pressure for greatly reduced drag from a reduced laterally submerged surface, with higher weight resistance than for speed-to-length ratios greater than 2 and 3 Achieved with new and improved hydrodynamic properties in towed tanks that yield force ratios. This special different area is that (a) the lower surface of TH is greatly reduced, but still remains at a negative angle, so dynamic lift is not possible, and (b) a reduction in laterally submerged surfaces still occurs. To show the fact, it is called hypercritical. This region is uniquely efficient and, as explained in detail later with the help of FIG. 13, under a higher level of effect to achieve higher dynamic pressure in the hypercritical region, It is a unique characteristic of TH's special triangular plan figure and its longitudinal section to a critical degree.

5d. Development of TH-III and TH-III transplanar regions:
In a new model test, the speed is further increased beyond hypercritical and a very small critical positive angle that still results in large dynamic lift due to very high dynamic pressure acting on a very large wet plane figure When the underwater part is controlled to achieve a low planographic load, a fourth hydrodynamic condition and velocity region results, which is still TH-III compared to the hypercritical case. Has a substantial reduction in the wet length of the lower surface of the hull. This region retains the in-flow characteristics with the supercritical region of the transonic hull, ie the direction of flow does not produce a normal mainly outward flow for the run shown in FIG. 14f. In this regard, I call this area “transplanar”.

  In summary, in the R & D for this author's transonic hull, the operating area established in US patent application Ser. No. 08 / 814,418 to include subcritical and supercritical cases is named hypercritical and transplanar. Extended and specified to higher speed ranges, Hypercritical and Transplanar are powered by TH in US patent application Ser. No. 08 / 814,418 to achieve the same speed / length ratio range in displacement mode. It has a substantially preferred weight to drag ratio than would be required and requires a lower power.

5e. Supercritical region as an introduction to the hypercritical case:
In FIG. 12a, as an introduction, a hydrostatic surface (V / route L = O), a water surface 24 and about 60 representing TH with a length / ship width ratio of 4.25 (ship width not shown). A stern draft 23 having a draft to stern width ratio of about 0.015 for a weight / length ratio (ton / [length in feet / 100] ³ ). The underside provides a draft of the bow much larger than the stern. Has a negative angle β to establish.

  With dynamic conditions exceeding “hull speed”, the side view for the TH remote waterline in the supercritical region changes to that shown in FIG. 12b. Note that the dynamic stern draft 25 is zero, but the bottom angle β and stern draft and deck angle remain substantially unchanged, but the propulsion pressure 27 is high. The corresponding surface of the hydrofield has already been shown in FIG.

5f. Specification of TH-III body and TH-III flow in the hypercritical region:
In order to increase speed over a speed / length ratio of 2, the authors found that the higher momentum content of the TH-III wake would have a draft to ship width ratio of about 0.02, as shown in FIG. 13a. It was theorized that a backward shift in the center of gravity as an increase in the hydrostatic (V / root L = O) draft 29 was allowed and justified, while maintaining a deep draft at the bow. However, under dynamic conditions, the hydrodynamic draft for the stern wake is substantially zero in FIG. 13b, as in FIG. 12b, and the bottom angle is substantially less than β in FIG. 12b in FIG. 13b. Reduce to β ¹ . β ¹ is negative but can reach 0. This change in angle of attack is not predictable using conventional hull bow and shoulder waves because there is no shoulder wave in TH-III and its bow wave is minimal (see FIG. 2). Wanna) Although a small angle β reduces the total propulsive force, new model tests have confirmed that this small angle β also reduces the viscous or frictional drag on the side of the TH. The corresponding flow surface appearance appears as shown in FIG. 10 but has different three-dimensional flow field components that cannot be related to gliding. This is because the surface component of the hull does not have a positive angle of attack with respect to the remote flow and still reduces the wetting area on the side of the TH. The achievement of this condition (the hydrodynamic weight must be substantially equal to the excluded water) is achieved by greatly reducing subduction and reducing propulsion pressure without significant degradation in the surface or wake of the hydrofield. Due to the reduction in apparent weight due to This new area is named “Hypercritical” and uses no more than 0.5 units (0.007% LOA) of arm 37 to provide a nose up pitch up couple for TH-III drag. This was achieved using propulsion thrust below the lower surface, generally parallel to the lower surface, placed within the propeller shaft 33 to provide. Alternatively, when the thrust line is tilted upward as in the propeller shaft 35, a lifting force equal to the product of the thrust and the sine of the angle 39 can be provided. For example, if the weight to drag ratio is 75, the drag will be W / 75, and a 10 ° angle at 39 should result in a lifting force of 0.0024 W.

The specification of FIG. 13b differs from FIG. 12b as follows and is improved with respect to FIG. 12b. A large change in the angle of the bottom surface from β to β ¹ , a large reduction in bow draft from approximately length 26 to a much smaller value 38, and in this case a thrust that is from a propeller but can also be a water jet Combined with the effect of a line, a substantial reduction in lateral wetting area and underside propulsion pressure, an increase in dynamic pressure and momentum content at the wake, and a stern shift in the center of gravity. The complex combined effect of the above changes creates a hypercritical area, with a speed / length ratio of about 3 or more, i.e., usually in the range assigned to larger V-bottom semi-planing boats Provides improved weight to drag ratio. However, the performance in the hypercritical region did not detract from the surface appearance of the wake of FIG. 10, and TH-III operated in three regions: subcritical, supercritical, and hypercritical, and was greatly depressed. Note that wakes with surfaces are prevented.

  The above description of FIG. 13b is feasible with respect to the TH configuration, and is unique to the TH configuration because its flat sides do not have the shoulder, midbody, and quarter curvature, which are normally wave sources, and TH Because the maximum stern width is adjacent to the stern and therefore collects the entire underwater partial momentum flow and discharges it to a flat exit wake with a high momentum content that continues to prevent traverse stern wave formation.

  The caveat with respect to FIG. 13b is the limit of the back center of gravity shift because the back center of gravity shift must satisfy both the supercritical and hypercritical regions. Incorrect selection can create a tendency for free-standing pitch vibration similar to the “fugoid vibration” mode of an aircraft, which can be unstable and divergent. The CG location in FIG. 13b requires a certain limit that will be reviewed later.

5g. Specification of TH body and flow in the TH-III and TH-III transplanar regions.

When the speed of TH is further increased beyond the hypercritical region of FIG. 13b, a completely new hydrodynamic is theorized, which is the type of outward sideways flow that does not penalize traditional semi-sliding or sliding In this specification, “transplanar” is used in that it allows for independent and efficient partial dynamic lift conditions while at the same time creating supercritical and hypercritical regions and maintaining the transonic hull characteristics that enable them. ". The hydrodynamics and hull conditions will be described with the help of FIG. However, prior to describing FIG. 14, a review of the conventional planing boat design of the advanced design, for example, FIG. 14f, will result in an understanding of the qualitative differences in the transplanar area. Conventional sliding is characterized as follows.
A gliding hull below the gliding speed sinks at the stern and increases the angle of attack due to large bow and shoulder waves, as shown at the bottom of FIG.
• If the lower part of the waterline of the boat has a suitable surface and there is sufficient power, the planing boat will climb over its bow and shoulder waves and enter the planing region of FIG. 14f.
• The outward flow 41 with side splash in FIG. 14f is the result of the lift requirement due to the conventional sliding shape momentum change.
The minimum sliding area Ap, shown as 43 in FIG. 14f, in contact with water results in lift using a minimum wet area and is a quotient by dividing the high area load, ie the boat weight W by the sliding area Ap. Bring.
The relatively large gliding angle caused by the small area Ap results in a large momentum drag component due to lift, as already explained with the help of FIG.
A small sliding area Ap, 43 compared to the overall area 43 + 45 of the hull plan view results in a large bow bottom impact load in the area 45 in the opposite wave and is amplified by the large hull volume above the area 45 Cause large pitch vibration.
• Large beam loading at the stern, ie the quotient obtained by dividing the weight W by the stern width 47 results in a deep wake and a large angle of attack.
A disturbed wake that includes indentations 49 and protrusions 51 in a cross-sectional view is a manifestation of a large momentum drag in addition to crossflow loss
A wake plan with a dent normally closed downstream of the stern with a large hump 53 that is a manifestation of drag unless disturbed by the wake of the propeller.
As previously explained, the large area 45 and its associated volume, which is dry only in quiet water and is repeatedly drawn in the waves, is responsible for large bow impact loads and buoyancy. Causes significant changes, leading to excessive periodic structural loads, intense pitches, and vertical acceleration, which can make the occupants and loads unbearable, and the speed of a traditional planing hull's operating speed in the opposite waves May need to be lowered.

The TH-III of FIG. 14, which overcomes all of the above problems of a conventional planing hull, is illustrated in side view in FIG. 14b and in plan view in FIG. 14a in its transplanar region. Differences and significant benefits of the TH-III transplanar region are evident in the following description.
There is no TH shoulder wave that must be climbed in order for TH to enter the transplanar area.
The large sliding area Ap 61 compared to the small dry plane figure area 63 allows the generation of suitable momentum lift using a small positive angle α, which is the maximum stern width at TH-III stern. Because of the position of cannot be enlarged.
-Since Ap 61 is large, the transplanar area load W / Ap is small.
The inherently small angle of attack α of the hull that makes it possible to achieve moderate lift with a low area load W / Ap.
• Small momentum drag with moderate momentum lift due to the inherently small value of α.
-Sideways from TH-III in the transplanar region, sideways to normal TH side rays, which cannot resist moderate momentum lift, which is the unique benefit of TH-III plane figures in transplanar flow Lack of flow to dissipate energy.
• Small beam loading at the stern, which also allows for low area loads, achieved by placing a large maximum width at the stern.
As noted in the relevant transplanar claims, small α and small W / Ap and small W / B ¹ , lack of outward flow, alternative low energy ray, and absence of outward lateral splash flow Excellent low energy wake achieved using
The ratio of the dry planographic area 63 to the wet sliding area 61 and to the total area 63 + 61 is small in smooth waves, and therefore the dry volume corresponding to the area 61, as pointed out in the relevant transplanar claims This also reduces the bow impact at the opposite wave and the lift of the additional buoyancy to have a minimal effect on the pitch, thereby avoiding high structural loads and accelerations. Excellent behavior.

Specifically, in FIG. 14a, a transonic hull with its original triangular shape, similar to FIGS. 10 and 11, is shown in plan view. However, the hydrodynamic region of FIG. 14a is completely different from FIG. 12 and is different from the conventional planing hull. In FIG. 14 b, in the transplanar region, the hull has a very small positive angle β ¹¹ , indicated by reference numeral 65, and has a wet length 61 and a dry length 69. Contrary to conventional high speed planing hulls, it is clear that the dry area 63 is much smaller than the area 61, which greatly reduces the bow bottom impact load on the opposite waves. Also, the volume above the length 69 is much smaller than the volume above the length 67, reducing additional buoyancy on the opposite wave. In quiet waves, the surface of the wake shows a unique lack of side-splash, and in fact, the type of horizontal lay of FIG. 10 is maintained, which is the opposite of a conventional planing hull, Impossible. These unique features of TH-III are the subject of the related transplanar claims.

  Limited to some critical geometric relationships that lead to TH-III's unique hydrodynamics and superior surpassability applied to the hypercritical, transplanar, and x regions (see below) The following example is not specified. In this example, the number associated with FIG. 14 and the number identified as a unit may be feet, 10 feet, meters, or other units.

・ LWL = LOA = sign 67 + 69 = 70 units ・ B, ship width, sign 62 = 16 units ・ LWL / B = 4.375
-Entrance plane figure angle 60 = 13 °
・ Sliding length, code 67 = 35 units ・ Dry length of FIG. 14, code 69 = 35 units ・ Total plane figure area of hull = square of 560 units ・ Wet water surface area, subcritical, supercritical, Hypercritical = 560 units squared-Transformer in front of a dry plan graphic, quiet water = 140 unit squared-Wet planar diagram transplanar, quiet water, 560-140 = 420 unit squared-% water Line surface area, loaded hypercritical = 100%
•% waterline area with additional load on opposite wave = 0%
•% waterline surface area, loaded, quiet water, transplanar, 420/560 = 75%, transplanar •% area with transplanar transient additional load on opposite waves = 140/560 = 25%
・ Boat weight = W
Plane graphic load = W / 420, quiet water, transplanar Plane graphic load = W / 560, hypercritical Beam loading, all conditions, W / 16
-Mean free boat height, sign 64 = 5 units-Volume above the waterline surface, transplanar = cubed 2100 units-Volume above the forward-facing dry plane figure, transplanar = cubed 700 units, Partially drawn only with rough water. Ratio of previous volume to volume above waterline surface 700/2100 = 0.33.

  The design criteria and characteristics above TH are unique but not limiting. In addition, they require the correct location of the center of gravity (GC), longitudinal float center (LCF), and thrust lines so that quiet and opposite wave behavior is appropriate for safe transplanar operation. And The center of gravity required to satisfy the necessary conditions in the transplanar flow depends on the hull shape and the thrust line position in the plan view in the longitudinal section. A good value for the CG position in the above example is 28 units measured forward from the stern, ie 40% of LWL, and the thrust line is approximately parallel to the bottom surface and 1.25 units below it, ie below it. 1.78% LOA. The unique features above are the properties related to the claims.

  Furthermore, in order to achieve a transition from the hypercritical region to the transplanar region in TH-III with stable CG, the corresponding stern profile must be tilted up at about -5 ° as indicated by the angle -α. The last approximately 2.0 units of the length of the bottom surface, shown as 73, having a length of 2.5-3.5% of the LWL that must be shown as 71 in FIG. 14c. This is qualitatively different from the longitudinal profile of a high-speed planing boat and is the opposite practice, which facilitates sliding without excessive angles of attack, such as the nose at the bottom of FIG. In order to reduce the up tendency, an opposite downward warp at the stern is recommended to reduce the hump drag before the run.

  The critical importance of the hull shape, CG, and control flaps specified in the next section is included in the pitch balance as the hydrodynamic region changes from zero speed to the transplanar in quiet water and waves. You can better understand by recognizing variables. Hydrostatic buoyancy center, hydrodynamic buoyancy center during hull movement, longitudinal buoyancy center (LCF, waterline surface area centroid) that changes dramatically in the transplanar region, dynamic pressure center due to momentum change The effects of hull angle-of-attack changes on hydrodynamic subduction, quiet water and all the above-mentioned interactions with opposite waves must be considered.

  For example, in the example reviewed above where the CG is 28 units from the stern, or 40% LWL, the vertical buoyancy center (waterline surface centroid) is 23.3 units from the stern in the supercritical region (LWL 33%) to about 15 units (21% of LWL) from the stern in the transplanar area. Therefore, the critical distance between CG and LCF varies from (28-23.3) units = 4.7 units (6.7% LOA) to (28-15) in the transplanar region for the supercritical and hypercritical regions. ) Unit = changes to 13 units (18.5% of LOA). The approximate position is shown as 70 in FIG. 14a.

  These important parameters and relationships related to longitudinal trim, stability, and control include a trailing flap of the type shown in FIG. 14d, described below, and a radius that is 6.25% of the stern width. A review of a proportioned transonic hull with a hull having a rounded angle between the side and bottom surfaces of one unit was illustrated.

  The hull geometry variations in the above example slightly alter the longitudinal trim, stability, and control parameters and relationships. These also depend on the weight to volume ratio, for example, the weight in tons to the cube of the length in feet / 100 units. An example given is a guide for ratios on the order of 50 to 85. As a reference, a 30000 ton 750 ft LWL ship has a weight to volume ratio of 71.1. In this regard, it is important to distribute the transonic hull load so as to cause hydrostatic drafting at the bow much larger than the stern.

  In order to realize the unusual characteristics of TH and TH-III, where the levitation on the static waterline surface is made so that the lower surface of TH is parallel to the waterline surface, as is usual in conventional ships In addition, the buoyancy center is contained in about 33% LOA and requires CG in the same position, which causes excessive drag in the displacement supercritical region and the transonic hull CG and LCF in various regions. It should invalidate large distances between them and cause unstable pitch behavior at high speeds. Also, the stern wake of TH in the supercritical region should be destroyed. In such parallel ascents, a remedy that moves the CG forward for pitch stability requires a transonic hull underwater nose valve, which impairs drag and is undesirable in the opposite wave, It should result in large fluctuations in impact load and structural bending moments in the midbody.

  5h. A stern device for operating a single TH in various speed ranges.

  To enable flexible and efficient use of a single transonic hull TH over a wide speed range, i.e. subcritical, supercritical, hypercritical and transplanar areas, for example, conventional Stern longitudinal sections of various geometries are important and optimal results, such as having stern trailing edge flaps used in a critical and opposite form qualitatively different from the stern tab of a planing or semi-sliding boat It is.

  FIG. 14d is adjacent to stern 77 with stern flap 76 having an upward flap angle Sf of approximately −6 ° and a stern flap chord of 2.5% LWL smoothly mounted at the corners of surfaces 77 and 75. Fig. 5 shows the underside of TH with a flat stern longitudinal section 75; This negative angle is necessary to generate and control the critical small angle 65 of FIG. 14b in the transplanar region with a stable 40% CG and in some cases in the subcritical region. Undesirable in excess and hypercritical areas.

  FIG. 14e shows the stern flap of FIG. 14d installed on the stern of FIG. 14c of a type modified to accept an optimized hull stern profile. Specifically, there is a hull flat longitudinal stern 78 that gently bends to the rear at a sector 79 of 4.2% LOA, and this bending reduces the stern draft to about 0.18, which causes excessive Without a local stern draft, the inundation volume contribution at the rear of TH-III is increased. At the corner 83, a stern flap 82 of about 2.1% string, which is operated from the torque tube 86 by a connecting rod between the arm 85 and the bracket 84, is fixed by a hinge. The flap has an angle of about −5 ° for transplanar flow and optionally a subcritical flow angle of up to about −8 °. However, this flap reverses the effect of the upward curvature 79 to the exit angle of about zero at the stern flap position 88 for the supercritical and hypercritical areas, and has a special brake position 89, which It is especially useful for sinking TH bows and lifting sterns for drag increments from both stern sources, and for braking in the hypercritical and transplanar speed regions.

  With the help of FIGS. 12, 13, and 14, the hydrostatic and hydrodynamics of TH in the shape, supercritical region, hypercritical region, and transplanar region, centroid position, LCF position, thrust line position , Specifications for plane geometry, beam loading, TH rear profile, TH stern flaps and combinations, dry and wet bottom area and corresponding volume distribution and their impact on hull behavior in opposite waves And reviewed. In the latter case, the increase in weight allows a more stern CG position, for example, for a weight to length ratio of 76, the CG can be moved back from 0.40 to 0.39, and more This can be done with a light weight-to-length ratio to allow easier entry into the transplanar region.

5i. Additional X velocity range for TH:
FIG. 15 shows a new area developed by R & D for this author's transonic hull. Although this is a very unique property, even the relationship to the assumption and understanding of transonic hydrofields has not been fully explored, but the absence of TH shoulder, midbody, and quarter curvature is critical and most It remains useful. However, this water surface condition seems to refuse full understanding and is therefore identified as the X region, which meets in a higher range of speed, and the evidence is that the stern 91 of the TH body 90, its surroundings, and behind it FIG. 16 is a photograph showing the surface conditions specified in FIG. The wake has a flat, even indentation with a smooth left edge 93 and a smooth right edge 97 projecting back as a water extension on the flat side of the body 90. The cross sections of the wakes at 96 and 95 show the flatness of the wake below the level of the 97 unobstructed undisturbed flat water surface area 92 and the undisturbed flat water surface area 94 of the indentation 95. Shows the surface. There is no evidence of Ray's wake protruding behind the transom 91, except for the wake zone boundaries that were depressed. Note that for this x region, TH has a deeper draft on the front side, as outlined by the dashed line in FIG. The overall flat surface of the flow field outside the wake range as well as inside the wake is evidence of a special hydrodynamic region where the fully lateral flow component within the V sin 4 wake is It can be assumed that V is the boat speed and 4 is half the bow angle of the plane figure.

5j. TH roll control with stern flaps, side flaps, and bottom strip:
FIG. 16 shows a special value TH trim and control device for TH turning in hypercritical and transplanar modes. TH 13 has a wide stern 100 with three stern flap segments hinged to a collinear shaft 107 at its lower edge. The central flap segment 103 primarily serves to provide a turning nose-up trim and is therefore raised by an angle 102 with respect to the protrusion of the flat lower TH surface 112. These flaps are illustrated for a right turn. The right flap 101 is lifted by an angle 104 greater than 102 and sinks the right side of the hull 113, and the left flap 105 is lowered by an angle 106 in the direction opposite to the angle 104 and lifts the left side of the TH 113. Thus, TH tilts to the right, and the bottom surface of TH experiences a centripetal force component to the right when swung to the right under the action of a conventional rudder, which is under Newton's second law To produce a route that turns to the right (the rudder is not shown in FIG. 16).

  An alternative pivoting method is shown in FIG. 16, which includes a retractable lateral flap that is hinged to a shaft 109 that is tilted in side view so as to have a positive angle of attack α for the side flow of TH. 108 is included. The deployed position of the flap 108, shown in FIG. 16, creates additional lift on the right side of the TH 113 and the left flap 114 remains retracted, causing the right side of the TH to be lifted and causing a left turn. . For linear motion, the right flap 108 is retracted by its actuation piston 111 and is smoothly seated in the indentation 109 on the TH side.

  Another detail of FIG. 16 is the cross-sectional curvature used at the lower horizontal corner of the hull. The right curvature corresponds to a local elliptical sector with a vertical main axis and a 2: 1 ratio used in the velocity region of FIG. 14a to minimize the subduction sinking effect. A different embodiment with a substantially sharp corner 116, most commonly used in the x region of FIG. 15, is illustrated on the left. As a result, the left lateral flap 114 can be placed at a lower position on the side of the TH 113, which has a stronger effect.

  The mode of use of the stern flap of FIG. 16 is described below in tabular form, where β represents the angle with respect to the rearward protrusion of the hull lower surface 112 in degrees.

右旋回に関する船尾フラップのトランスプレーナ使用および臨界超過使用は、ハイパークリティカルに似ている。

Transplanar and supercritical use of stern flaps for right turn is similar to hypercritical.

  The areas of use of lateral flaps in FIG. 16 are supercritical, hypercritical, and transplanar areas, for example, as outlined below, for a preferred speed region, the length that can be optimized if desired. Have.

5k. Transverse flaps for hydrodynamic functions:
FIG. 17 shows a lateral device having various applications as follows.

  a. Dry deck function. The lateral flap of TH 120 is deployed when operating on poor water surface compared to the quiet water level 121, for example when waves 122 are present. Under these conditions, a correctly designed TH penetrates the swell with minimal velocity loss, but some of the water from the swell may reach the top of the freezer during penetration. This situation is minimized by the left and right lateral flaps of the front 123, midbody 124, and stern 125. These flaps may be similar to the flap 18 of FIG.

  b. Pitch control function. Selective use of lateral flaps can be used for pitch control, even in chopped water or swells or in quiet water, at high speeds, for example only in the case of pitch up. The front lateral flap pair 123 is deployed, and the stern lateral flap pair 125 is deployed for the hull nose down pitch.

  c. Horizontal control function. Only one flap of the midbody flap pair 124 can be used to roll the hull without the pitch effect, or only one flap of the pair 125 can be rolled to the opposite side where the flap is not deployed and nose down Can be deployed for pitch.

  d. Vertical floating control. In the high speed range, deployment of the entire flap set produces some vertical float, or deployment of the midbody flap pair 124 produces midbody vertical float adjacent to the CG with minimal pitch effects.

  e. Fixed lateral flap as a walking path. As an alternative (lower cost), permanent lateral flaps can be used for normal and opposite wave operation, with some loss of performance in still water, It can also be used as a route for the crew to walk in the bow and stern directions for inspection of window seals, such as before forward anchor manipulations forward.

5l. Roll control using vertical bottom fence:
Also shown in FIG. 17 is a surface 127 that resembles a vertical fence, which can be adapted to a retractable bottom flap for minimal drag in a straight forward motion. When the rudder 126 is rotated, the rudder generates a centrifugal force at the stern, for example, outward of the paper. This swings the stern to the right. When an outward movement is deployed, an inward transverse stream component toward the fence 127 is developed, which increases the pressure on the right side of the fence 127 and thus rolls the TH so that the right side is up. The combined action of the yaw by the rudder and the roll by the fence 127 causes the hull's centripetal force to move to the left, causing a left-turning path that follows Newton's second law. The centripetal force has two parts, one is the inward component below the hull and the other is the inward force on the right side of the hull. Combined, these two forces can produce a very small radius of rotation.

5 m. Unique size effect on the efficiency of full size TH vessels:
In my analysis of my test, I also found a very subtle but very important in the estimation of the TH ship weight-to-force ratio applicable to certain hydrodynamic regions as determined by model tests. I found a profit. This benefit is a unique function of TH hull size increase that does not exist in conventional hull size increase. The increase in drag with the TH velocity in the displacement supercritical region, hypercritical region, and hydrofield region is mainly due to the viscosity, and the wave-making phenomenon or wave-induced drag of momentum change is in the same velocity range. Since it is much less important in these speed ranges compared to conventional displacement or planing hulls, the TH weight to drag ratio improves with increasing size for a variety of reasons. One important reason is that as the size increases with a constant Froude number, the viscous drag decreases with a strong Reynolds number. For example, if the drag coefficient associated with an increasing scale from model to ship is reduced by 50%, and the viscous drag is estimated using the cube of the scale for simplicity, the viscous drag is only 50%. Although reduced, wave drag and weight should be calculated using the cube of the scale. Furthermore, there should be a further decrease in viscous drag as the wetting area increases with the square of the scale. The practical result of the wave drag TH reduction in the displacement mode in the model test is that the weight-to-ship ratio of the TH ship predicted from the model test is the same as the conventional speed of the same speed, size and weight. It can be estimated that it will be 20% or more of the value predicted from the model test of the displacement ship.

5n. TH shape to solve the general problem with the opposite wave:
Ships and displacement boats were designed with substantial buoyancy reserves in the past and present, which is larger from near the midbody to the bow, and this reserve is temporarily pulled into the opposite wave And lift the bow of the ship when the waves are encountered. Displacement ships, such as destroyers with sharp entrances at the waterline level and narrow waterlines, are flared outward and forward on the waterline to provide buoyancy reserves. At the same time, it enables a forward open deck that is protected from counter waves by a fence above the deck level.

  Single hulls and planing boats with V-bottoms also have substantial buoyancy reserves and planing type surface reserves from midbody to bow for the same reason.

  It has also been the practice of conventional ships and boats to place heavy components in the middle of the ship to reduce pitch inertia.

  The TH design deviates from, and is contrary to, these traditional single hull ship approaches for shape and volume for opposite waves, and a number of important deviating TH design features illustrated in FIGS. Have

FIG. 18a shows a plan view 130 of TH with a length of 70 units and a maximum stern of 16 units. FIG. 18 b shows a side profile 132 above the stationary water 134 and an underwater longitudinal section 136. 18c to 18g show a cross section of TH. Note the following unique features:
--A very sharp total entrance angle to the wave in the plan view at all levels above and below the waterline plane, as shown in FIG. 18a and confirmed by cross-sectional views 18c, 18d, and 18e.
-Reduced psoriasis and side view height above the static waterline in the front 1/3 of the hull, as shown in Figure 18b.
-A greatly reduced volume in the front region of the hull above the static waterline surface, evident in the cross-sectional views 18c to 18f.
-Traversing above the static waterline in the front region of the hull with a falling shoulder or inverted V shape to dissipate the vertical load from the penetrated wave, as shown in Figures 18c to 18f Cross-sectional shape distribution.
-Closed habitable volume at the front of the hull to allow wave penetration, as shown in Figures 18c to 18f, rather than the conventional design of putting water on the open forward deck.

The particular shape of TH that has been successfully tested on the opposite wave is shown in FIG. 18, reviewed above, and has the following features:
-In FIG. 18a, the inlet angle that extends across the length of the hull to the sides of the hull above and below the waterline at a total angle 138 of about 13 °
-Low profile with forward vertical drought of about 4.2% of hull length at 80% profile from stern, in Figures 18b and 18d.
--On a waterline surface with a reverse low V in FIGS. 18d and e or a reverse U in FIG. 18f having a smooth low overall longitudinal section with a maximum height above the waterline surface of about 7% of the total length Cross section of the hull.

  The critical parameter is the resulting volume of buoyancy reserve in the front region of the hull above the quiet waterline 134 that can be eliminated during transient conditions, such as transient diving encounters to large waves such as wave 131 in FIG. 18b. It is. This additional volume must be related to the volume of water that is eliminated by the weight of the ship with still water. TH's successful test shows that the volume ratio of about 13% for the additional volume between the 80% cross section and the bow of FIG. 18b and the volume ratio of about 32% for the additional volume between the 57% cross section and the 80% cross section. And using the center of gravity of the hull at about 40% cross section. These ratios are always obtained by rough graph estimation in nature and can be refined by computerized calculations using software with wave simulations, but the latter criterion is forward-looking on the waterline surface Incomplete due to asymmetry in the stern area. These ratios result in minimal up / down and pitch disturbances.

Referring to the TH-III plan view and longitudinal section of FIG. 18, the dynamic loading of the hull at high speed, for example under the action of waves 131, was reported in the November 1994 Sea Horse publication for the following reasons: It is very important and critical to reveal that it is much smaller than a traditional very long boat, such as the one shown.
• At high speeds, TH has an angle of attack close to or very small, such as that shown in FIGS. 13 and 14, so that the vertical momentum change of TH is a very elongated hull with dynamic lift assistance. Much smaller, this tends to be nose-high with a high volume of the hull dry area and high volume exposed to wave impact, and can therefore produce very large loads.
・ In addition, the plan view of TH is not a lenticular side with a maximum hull width near the center of the hull as shown in other US patents, but a triangle with a maximum hull width at the stern. Much sharper about a given hull width. Thus, for a given longitudinal section, the TH buoyancy reserve volume is less in the front region.
-The front cross-section is an extremely high local load under dynamic water impact or wave on the hull when penetrating the wave to do so if it is a reverse cup rather than having a reverse V It has an inverted V shape to prevent it from being rubbed.

  Using the TH geometry property, the longitudinal moment of inertia, ie the inertia about the traverse axis through the center of gravity in the 40% cross section of FIG. 18b and the alternative axis through the vertical float center at 33% of the cross section of FIGS. 18a and b. While it is particularly advantageous to distribute the heavy components of the ship to maximize the moment, the latter criterion is incomplete due to the asymmetry of the waterfront bow and stern areas. It is important to place power stations, heavy weapons, fuel tanks, and other heavy areas adjacent to the bow and stern. Model tests have shown very desirable results by assigning around 40% of the total boat weight near the edge of the hull. This may in some cases require the unusual power plant arrangement shown in FIG.

  5o.TH weight distribution.

  FIG. 19a shows in side view a TH 150 with a previously placed engine 152 driving a midbody propeller 154 driven through a conventional shaft, both of which are in yaw. Protected by vertical fins 156 that can also provide good tracking and centripetal force. At the rear is a pair of left and right engines, only one of which is shown as engine 156. The engine drives a vertical shaft 158 that is submerged in the rudder 160 to drive a propeller 168 that is attached to or separate from the rudder and in front of the rudder. Thus, the engine system can include three engines. Fuel tanks 151 and 153 are also placed at both ends of the hull so that heavy components maximize the pitch inertia of the hull. The upper part 161 of the hull 150 is similar to the upper part of FIG. 18 in the front half, but in the stern half there is an open deck with two additional features that are uniquely combined with a wide stern width. One is a helicopter landing pad 164 on the deck. Another feature is the stern garage 170 of FIG. 19b, where the auxiliary power boat 172 is launched and recovered during the TH ship's movement. FIG. 19b also shows how the right engine 156 and the right tank 151 of the garage fit together with the left engine 174 with the left tank 176 on the left side of the garage and the stairs 178 exiting the garage. All of this is possible independently, possibly by the maximum stern width.

5p. TH stealth and low observability properties:
With reference to FIG. 18, the Th stealth anti-radar surface arrangement on the water surface 134 will now be described. Specifically, the hull envelope follows the low radar signature faceted criteria, which is reviewed on the right side of the hull, but with the flat panel shown in cross-sectional views 18c to 18g. This panel includes a flat panel 138 inclined about 45 ° with respect to the water surface, a flat panel 139 inclined about 90 ° with respect to the water surface, and a top flat panel 140. included. Thus, directly from the top of the hull, there are only three panels: a left 138 and a right 138, both tilted 45 °, and a substantially horizontal flat panel 140. In the oblique side view from the top right side, there are only three large panels, the right 138, 139, and 140. From the front view, due to its nature, the TH shape is extremely stealth. From the back, its detectability is limited to four scattering diagonal planes: the right 141 and 142 and the corresponding unsigned left pair.

5q. TH center of gravity and waterline centroid:
Other important details of FIG. 18 are the center of gravity 145 CG position, which is 40% of the hull length from the stern and the vertical center of gravity 143 LCF, 33% of the length from the stern, in fact, the waterline. Provides a dynamic stabilization arm between CG and LCF of 40% -33% = 7% of the boat length in the displacement mode, as already described for other figures, It is a number that is fundamentally larger than what is possible on ships, and can be uniquely realized using TH, which is advantageous to TH. In the transplanar mode, this margin can increase substantially to over 7% and can reach as high as 14% for the transplanar LCF 143TP.

5r. TH bottom surface shape and configuration method:
As specified in the original application US patent application Ser. No. 08 / 814,417, modern construction methods using composite materials or pressed metal sheets and / or welded plates may be used for TH. Yes, you can use wood.

  However, TH takes advantage of the unique simplicity of its shape, particularly using the use of pre-fabricated composite sheets, marine plywood, or thin plates (which can be used for flat elements). And / or can be designed for low cost manufacturing methods that use loose single curvature panels to obtain a hydrodynamically smooth surface.

  In the original US patent application Ser. No. 08 / 814,417, without modification (except for continuous signs and minor grammatical corrections), FIGS. 20a, 20b, 21, 22, 23, 24, 25, 26, and 27 are also shown. Designated.

  FIG. 20a is an isometric view of TH that includes a flat rectangular side surface 200 and 203 converging at the bow 204 in a triangular plan shape, a flat triangular bottom 205 having a centerline 202, and a flat stern region 206. A bottom view is shown. This shape, along with the wet triangular profile reviewed previously, exceeds the wave resistance of conventional hulls, but may have excessive wetting area and viscous drag.

  To reduce viscous drag by introducing an additional triangular flat panel on the underside of the hull in FIG. 20b and having a hull with flat unequal square sides 221 and 223 converging at the bow 224. The refined TH is shown using a simple construction method of The bottom surface includes three triangular left flats 229, a central triangular flat 225 having a centerline 222, and a right triangular flat 227. These triangles end in a flat stern region 226.

  FIG. 21 shows a pure triangular surface development of TH, where the hull sides and bottom are defined by triangular flat planar elements 231, 232, 233, 234, 235, and 236 that converge at the bow 237 and end at the stern region 238. Indicates.

  FIG. 22 shows a shape developed from FIG. 21 but refined to further reduce the viscous drag. Its lower and side surfaces include main quasi-triangular surfaces 241, 243, 245, and 247, between which there are non-equal quadrilateral or triangular fairing strips 242, 244, and 246, these Are fused at the bow 248, which extends at an angle 250 relative to the vertical to reduce the rate of volume engagement as a function of draft. Surfaces 242, 243, 244, 245, and 246 extend back toward a small depth flat transom 249 that is illustrated vertically for the sake of clarity only. The upper deck surface adjacent to the transom is at an angle 240 with respect to the front deck surface and defines a rearward, partially triangular end to the side surface 241. For ease of construction, in FIG. 22, elements 242-246, and even 244, can be very high aspect ratio rectangles, the main benefit being the lower cost of manufacture.

  FIG. 23 shows practical constraints on hull length and / or hull hull width (design rules, dock lengths available for docking, or maximum hull width for trailer transport, all of which relate to a given amount of drainage. Fig. 6 shows a variation of TH when there is a water length and / or a moment that can affect the restoring moment. It may be necessary to change the TH prototype of FIG. For example, the hull shape shown in FIG. 20 satisfies a greater drainage for a given maximum hull width using a modified quasi-triangular arrangement for a given maximum hull width.

  Specifically, in FIG. 23, the main components of the hull include a main triangular body of length 254 that extends between the bow 251 and the triangular base section 252 in the form shown in the previous figure. However, in FIG. 23, the hull is extended to the stern using a stern body of length 255 extending between the triangular bottom cross-section 252 and the stern region 253. This extension is quasi-rectangular with a top level plan figure along 255, the underwater underwater surface remains flat, the main triangular surface components 256 and 257, and the flat, generally triangular surface components 258 and 259. Note that extends to transom 260.

  The special feature of TH shown in FIG. 23 is that it extracts energy from the fan-like underwater flow field along surfaces 258 and 259, thereby moving the hull geometrically in a trailer case with vertical winglets. The use of winglets 261 and 262 with rear or hull vertical or diversion angles that increase the hull's effective hull width at transom 260 without increasing the possible hull width. These winglets can start to act as rear hydrofoil support parts for the weight otherwise supported by the hull extension 255 when tilted by a dihedral angle as on the left side of FIG. Can work.

  In FIGS. 20 to 23, the underwater surface is flat or nearly flat, guided by surface elements having a triangular feature and hydrodynamic waterline surface, and a draft and increase that decreases as the water moves backwards Note that the preferred gravitational hydrostatic pressure gradient is set for flows that have ship width and remain active at hydrodynamic conditions.

  The development of geometries using flat surface components helps reduce manufacturing costs and reveal design features. The penalty is small because of the unique cooperation between the simple shape of the TH prototype that allows the use of flat and / or single curvature elements to obtain a moderately smooth double wedge TH body.

  FIG. 28A shows a multihull ship using two parallel TH hulls 301 and 303 that are above the supercritical speed and have no wake interference near the ship, as can be seen from the inboard ray patterns 309 and 311. Outboard rays are 313 and 315. This hull is driven by propellers 305 and 307. Therefore, the hydrodynamic TH benefit is sufficiently maintained.

  FIG. 28B illustrates a radically different multihull technique that is illustrated using a TH hull but applied to other hulls. Specifically, the left and right hulls 310 and 312 have a longitudinally symmetric axis directed outward at a toe-out angle with respect to a symmetric overall axis. As a result, outboard lays 320 and 322 have reduced size and drag effects with fewer wet side surfaces, while inboard lays 324 and 326 tend to interfere, increase water levels and drag, There is a tendency to increase the flooded surface. This can be recovered by the desired interference at the rear ends of the hulls 310 and 312. However, the multihull ship of FIG. 28 includes propulsion means 330 that accelerates the water, illustrated as a series of five water jets between the hulls, which propel the energy content of the rays 324 and 326 in operation. Recover, reduce the tendency to increase water level, reduce drag contribution, reduce inboard lateral flooding surface, and increase the efficiency of thrust generation in that the boundary layer from the hull does not enter the prime mover. This clean acceleration flow is shown as 332.

  FIG. 28C is a trimaran with three TH hulls 340, 342, and 344, but could be a conventional hull without toe out. This is because, in either case, two propulsion sets 346 and 348, each of the type of FIG. 28B, provide unique interactive benefits of reducing drag and increasing thrust. In the case of smaller multihulls, power groups can be created using a set of outboard marine engines.

  The design criteria described above are representative values for the hull characteristics that have been reviewed and are included in the full-size weight, corresponding thrust line position, and the spirit and scope of the present invention. Can be adjusted for specific TH hull shapes with other design features.

  The specification and drawings relate to hydrodynamics and TH geometry, do not include structural details of the mechanism, and model testing is used to determine the stability or other safety-related issues of full-sized manned TH of unknown weight. As inadequate, these issues must be investigated and determined only by a licensed manufacturer who has full responsibility for such issues.

  Changes may be made to the drawings and the specification without departing from the teachings as included within the scope of the claims of the present invention.

It is a top view of TH of the prior art example related to the present invention and TH. It is a top view of TH of the prior art example related to the present invention and TH. It is a top view of TH of the prior art example related to the present invention and TH. It is a top view of TH of the prior art example related to the present invention and TH. FIG. 6 includes additional examples. At speeds exceeding the “Hull Speed” of 1.34, 60% of the resistance is the surplus resistance, indicating that most are the wave drag. FIG. 6 includes additional examples. FIG. 6 includes additional examples. FIG. 5 is a diagram specifying the relationship between TH and IACC hull drag and V / route L. FIG. 6 includes additional examples. FIG. 6 includes additional examples. FIG. 6 includes additional examples. FIG. 6 includes additional examples. FIG. 6 includes additional examples. It is a figure disclosing TH-III and TH-III in a hypercritical region. It is a figure disclosing TH-III and TH-III in a hypercritical region. FIG. 3 discloses TH-III and TH-III in the transplanar region. FIG. 4 discloses TH-III and TH-III in the transplanar region. It is a figure which discloses a stern longitudinal cross-sectional view and a flap. It is a figure which discloses a stern longitudinal cross-sectional view and a flap. FIG. 6 discloses a combination of stern flaps and side views thereof. FIG. 6 includes additional examples. Is a diagram which discloses the TH-III and TH-III in the X region. FIG. 3 discloses a control stern and side flaps. It is a figure disclosing TH and TH in a sea wave with a lateral flap for control. a to g disclose TH 3-D shapes for operation with opposite waves and stealth operation. FIG. 7 discloses further embodiments and structures related to TH and TH of the present invention. FIG. 7 discloses further embodiments and structures related to TH and TH of the present invention. FIG. 7 discloses further embodiments and structures related to TH and TH of the present invention. FIG. 7 discloses further embodiments and structures related to TH and TH of the present invention. FIG. 7 discloses further embodiments and structures related to TH and TH of the present invention. FIG. 7 discloses further embodiments and structures related to TH and TH of the present invention. FIG. 7 discloses further embodiments and structures related to TH and TH of the present invention. FIG. 7 discloses further embodiments and structures related to TH and TH of the present invention. Is a diagram disclosing further embodiments and structures associated with TH and TH of the present invention. FIG. 7 discloses further embodiments and structures related to TH and TH of the present invention.

Claims (22)

  A transonic hull having a bow, a stern, a longitudinal length therebetween, a side surface extending from the bow to the outboard portion of the stern, and a lower surface extending between the side surfaces, wherein the transonic hull is planar An underwater volume having a substantially triangular shape having a vertex adjacent to the bow on the side surface and a bottom adjacent to the stern; and adjacent to the bottom and the stern adjacent to the bow on the side surface when moving A transonic hull having a generally triangular shape with a vertex.   The moving hydrodynamic region includes a supercritical region having a velocity to length ratio greater than about 1.35, a hypercritical region having a velocity to length ratio greater than about 2.0, and about 3.0. The transonic hull of claim 1 further comprising a transplanar region having a speed to length ratio exceeding.   The transonic hull of claim 1 wherein the weight to displacement ratio is within a range having an upper value of about 100 and a lower value of about 50.   The lower surface has a main length extending from a first cross section adjacent to the bow to a second cross section upstream of the stern and a rear surface extending from the second cross section toward the bottom of the stern on the side surface. A trim guide segment length, the segment length having a local width substantially equal to the width of the base adjacent to the stern, and the lower surface of the trim guide segment length is up by a small negative angle. Tilted with respect to the rear of the main length so that downward forces adjacent to the stern tend to lift the bow of the hull when moving in the hypercritical and transplanar hydrodynamic regions The transonic hull of claim 1 further characterized.   The transonic hull of claim 4, wherein the small angle is about 5 °.   The angle between the main length and the water surface is about 2 °, the bow is deeper than the stern when operating in the hypercritical hydrodynamic region, and the small negative angle of the segment length is the main length 5. A transonic hull according to claim 4, wherein the transonic hull is about 4 degrees.   A trailing flap having a total athwarship flap width approximately equal to the width of the base adjacent the stern and a flap anchor approximately equal to 2.5% of the longitudinal length of the hull includes: The transonic hull of claim 1 provided at the bottom.   The trailing flap is set at a first angle substantially parallel to the lower surface in the supercritical region and reset to a second angle tilted up with respect to the first angle when in the hypercritical region; The transonic hull of claim 7 reset to a third angle tilted upward with respect to the second angle in the transplanar region.   The hull has a waterline surface area with a center of gravity located at a position about 40% of the length of the waterline surface as measured from the stern when floating in the water without movement; The transonic hull of claim 1, wherein the center of the area is located at about 33% of the length of the water surface as measured from the stern.   A trailing flap is provided at the lower edge of the transom and is set at a first angle that is tilted downward by a small amount with respect to the trim guide segment length at the supercritical speed and is substantially at the segment in the hypercritical region. The transonic hull of claim 6 reset in parallel and reset to tilt at a small negative angle with respect to the segment in the transplanar region. Different types of hydrodynamics having a shallow stern draft in static conditions and generating forward motion in the hull in at least two velocity regions, thereby having correspondingly different levels of hydrodynamic efficiency, including supercritical regions In order to expand the field in dynamic conditions, it has a propulsion means that can give propulsion,
The propulsion means provides a first propulsive force by which the hull thereby reaches a supercritical speed;
The speed substantially eliminates the draft at the stern with respect to the supercritical dynamic water level below the stern,
The deep draft of the bow with respect to the adjacent supercritical dynamic water level is substantially the same as the deep draft in the static condition;
The supercritical dynamic waterline surface of the hull remains in a substantially triangular shape;
The wet side surface area and the lower submerged surface area in the supercritical region remain substantially the same as the static conditions;
A substantial portion of the lower surface is maintained at approximately the same negative angle with respect to the supercritical dynamic water level at the static condition;
The hull in cooperation with the propulsion means in the substantial portion of the lower surface provides the forward movement in the supercritical region that provides a first level of hydrodynamic efficiency in the dynamic conditions. The transonic hull of claim 1 experiencing a substantially upward pressure with a force component directed before pushing forward. The hydrofield further comprises a hypercritical region that is faster than the supercritical region,
The propulsion means provides a second propulsive force higher than the first propulsive force;
The draft of the hull in the hypercritical region adjacent to the bow and the wetted area of the side surface of the hull are substantially reduced with respect to those in the supercritical region;
The dynamic waterline shape of the hull in the hypercritical region remains substantially the same as the supercritical region;
The stern draft of the lower surface in the hypercritical region remains substantially unchanged from that in the supercritical region;
The angle between the substantial portion of the lower surface in the hypercritical region and the dynamic waterline surface remains negative, but substantially with respect to the negative angle in the supercritical condition Reduced to
The forward pressure component at the bottom surface is substantially reduced;
The transonic hull of claim 11, wherein the combined effect of the conditions specified above creates an efficient hypercritical region that is faster than the supercritical region. Further characterized in that the hull achieves an efficient transplanar area;
The propulsion means provides a third propulsion force higher than the second propulsion force;
In the transplanar region, the draft of the hull adjacent to the bow is removed and the lower portion of the bow is raised above the dynamic water level;
A dynamic waterline surface of the hull has left and right side surfaces that are substantially symmetrical in the transplanar region, an assorship side surface located adjacent to the stern, and a shorter side surface adjacent to the bow. Changed to a substantially polygonal shape with at least four sides,
The rear stern draft of the lower surface remains substantially the same as the hypercritical region in the transplanar region;
The wetted side surface is reduced in the transplanar region with respect to the hypercritical region;
The wetting area of the lower surface of the hull is substantially reduced in the transplanar region with respect to that in the hypercritical region;
The angle between the main portion of the lower surface and the dynamic water level is a small positive angle less than the negative angle in the transplanar region;
The pressure component of the wet lower surface is facing backwards;
13. The transonic hull of claim 12, wherein the combined effect specified above creates a transplanar region that is faster than the hypercritical region. A transonic hull having a bow, stern, and an underwater portion having a length therebetween, wherein the underwater portion comprises:
A generally triangular waterline surface at a water level having a vertex adjacent to the bow and a base adjacent to the stern;
A generally triangular longitudinal section on the side surface when moving, having a vertex adjacent to the stern and a deep draft adjacent to the bow;
A transonic hull comprising: a bottom surface adjacent to the stern; and a vertex facing the bow; a downward facing surface having left and right triangular longitudinal surface elements.   15. The transonic speed of claim 14, further comprising a third central triangular longitudinal surface element having a base adjacent to the stern, wherein the third element is located between the right element and the left element. Hull.   Connecting and connecting the longitudinal left and right side surface elements and the side surface elements and corresponding left and right generally triangular elements of the lower facing surface of the underwater portion of the hull The transonic hull according to claim 15, further comprising left and right elongated polygonal vertical elements. An all-weather transonic hull having a bow, stern, length between, and static waterline at the water level when floating in quiet water without movement, said hull comprising:
A generally triangular shape in the static water surface having a vertex adjacent to the bow and a base adjacent to the stern;
A side surface extending from the bow to the outer portion of the stern;
A lower surface extending between lower regions of the side surface;
An upper surface portion extending between at least a front portion of an upper region of the side surface, and the upper surface portion, a portion of the bottom surface below the upper surface portion, and a portion between the side surface Enclose the front hull volume in it,
The front volume has an upper volume portion above the static water surface and a lower volume portion below the static water surface;
The entrance angle of the static waterline adjacent to the bow is about 13 °, and the freeboard is about 4.2% of the length of the hull in front of the 80% cross section of the hull as measured from the stern. All-weather transonic hull that does not exceed. An all-weather transonic hull having a bow, stern, length between, and static waterline of water level when floating in quiet water without movement, said hull comprising:
A generally triangular shape in the static water surface having a vertex adjacent to the bow and a base adjacent to the stern;
A side surface extending from the bow to the outer portion of the stern;
A lower surface extending between lower regions of the side surface;
An upper surface portion extending between at least a front portion of an upper region of the side surface, and the upper surface portion, a portion of the bottom surface below the upper surface portion, and a portion between the side surface Enclose the front hull volume in it,
The front volume has an upper volume portion above the static water surface and a lower volume portion below the static water surface;
All-weather transonic hull, wherein the ratio of the volume of the upper volume to the lower volume does not exceed about 2.8.   The structure of claim 18 further characterized in that the ratio of the upper volume portion to the lower volume portion decreases in front of an 80% cross section measured from the stern.   The volume enclosed by the hull above the waterline between the 50% and 80% longitudinal sections measured before from the stern is about 40% of the volume of the hull below the static waterline. 18. A hull according to claim 17, further characterized in that the pitch and up and down floating characteristics of the hull at opposite waves are further enhanced by not exceeding%. A portion of the hull below the static waterline surface includes a first volume of water to be excluded;
The volume enclosed by the hull above the waterline in front of the 80% longitudinal section as measured from the stern forward does not exceed about 20% of the first volume, thereby penetrating sea waves and 18. The hull of claim 17, further characterized in that the pitch characteristics of the hull at opposite waves are preferred.   A heavy component of the hull, including powered propulsion engine means for moving the hull and fuel tank means, is placed away from the midbody region of the hull adjacent to one of the stern and the bow. 18. The hull of claim 17 further characterized in that this increases pitch inertia and yaw inertia of the hull and enhances the pitch and control characteristics of the hull at opposite waves.

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