CN1044991C

CN1044991C - Flying fish type waterborne craft hull

Info

Publication number: CN1044991C
Application number: CN94114846A
Authority: CN
Inventors: 陈振诚
Original assignee: Individual
Current assignee: Individual
Priority date: 1994-08-13
Filing date: 1994-08-13
Publication date: 1999-09-08
Anticipated expiration: 2014-08-13
Also published as: CN1121882A

Abstract

A flying fish type overwater vehicle ship hull has the characteristics that the front part of the ship body comprises two equilateral triangles, and the rear part of the ship body is a plane ship bottom composed of rectangles. The vertical and concave base plane is provided with one or a plurality of surging diversion facilities, wherein the facilities penetrate from the ship head to the ship bottom and are parallel to the middle axle line of the ship bottom, and the top line of the facilities has a pitch angle of which the front is low and the back is high. Two shipboards are respectively provided with wave-pressing splash-preventing facilities, and the wave-pressing splash-preventing facilities are inlaid on the surface of the shipboards or embedded into the shipboards and integrate with the shipboards. The ship body uses the self movement to stir the hydrodynamic buoyancy force to load the total weight, can meet the requirements of ships with various tonnage, can fully break away the resistance force of water, and can increase the sailing velocity; the sailing direction and transverse direction of the ship body are stable, and the ship body has favorable maneuverability, seaworthiness and seakeeping qualities.

Description

Water surface navigation device hull

The invention belongs to a waterway transportation tool, in particular to a ship body of an underwater vehicle.

The vehicles used for water transportation at present, namely various boats, are as follows:

1) the displacement ship has the advantages of self weight and load of Archimedes buoyancy load, good stability and capability of meeting the requirements of various tonnages. But the draught is deeper, and the larger the tonnage is, the deeper the draught is (see figure 10-1). The density of water is about 10 of the density of air³Multiple (≈ 836 times). The water resistance of the ship in motion is in direct proportion to the density of the ship, and the wave making resistance is in direct proportion to the 6 th power of the motion speed, so that the ship has high energy consumption and is difficult to improve the navigation speed. CN1036734A, a flow field stern, which can improve sailing ability and sailing thrust under certain conditions, has certain advantages compared with the corresponding water-displacement ship, but its performance is in the frame of the water-displacement ship and has the disadvantage of large water resistance when the water-displacement ship moves forward.

2) Hydrofoils, which are free of most of the hydraulic drag, are known to support the total weight by the hydrofoils (see figure 10-2). For small boats, there are certain advantages, such as low water resistance and increased speed. However, the distribution of the lifting surface of the device causes great limitations on maneuverability, maneuverability and the like. The lifting surface of the hydrofoil is small, and the limitation of tonnage is obvious. The speed of flight is also greatly limited due to the limitations in the strength of the hydrofoil support structure. Furthermore, hydrofoils are difficult to navigate smoothly in high winds and waves.

3) The existing ships utilizing the water surface effect take hovercraft as an example, the ships can not use the large buoyancy load of moving water but use the dynamic air cushion load with the density far less than that of water (see fig. 10-3) although the ships get rid of the large resistance of water. Therefore, the tonnage is greatly limited, and high power is needed to form the power air cushion, so that the energy consumption is high; such ships have poor wind and wave resistance.

4) Existing planing boats. Although the boat applies hydrodynamic buoyancy load to part or all of the dead weight and the loaded weight, the boat has shallow draft in a gliding navigation state, so that the boat is largely free from the resistance of water. However, in order to improve the stability of the self course, the stability of the transverse direction and the operation performance, a ship body with a V-shaped bottom cross section is adopted, and the ship body is shown in the attached figure 11; wherein figure 11-1 is a rear view of the hydroplane, 11-2 is a bottom view, and 11-3 is a side view. Thus, the wetted area of the ship body is increased, and the friction resistance is increased; besides, the boat body has large fore lift and small stern lift. Therefore, a larger tail inclination angle is caused, so that the water surface surge height at the head of the boat is increased, and the resistance is greatly increased. The device has unstable pitching in the waves and poor wind and wave resistance (figure 14-1); it is not suitable for sailing in shallow watercourses where the current is turbulent and on rough seas. Other improved hydroplanes, such as us 5265554,5016552,4722294,5231949, generally have some advantage with some degree of shallow V-shaped or partially deep V-shaped bottoms. But the performance of the planing boat is still in the frame of the general planing boat, and the improvement is not large; in particular, such hull arrangements are still sensitive to wave response and have poor wind and wave resistance.

5) The existing sea-knife boat is one of the planing boats, and has the advantages over the common planing boat in the aspects of speed and wind and wave resistance. However, the boat adopts a pure triangular flat-bottom hull, has poor course stability and poor maneuverability and seaworthiness, and is not superior to a common planing boat adopting a hull with a V-shaped bottom cross section in this respect.

In order to overcome the defects of various vehicles for waterway transportation in the prior art, the invention provides a novel hull of a water surface vehicle. The ship body of the water surface vehicle consists of a ship bottom (1), a ship side (2), a deck (3), a surge flow guiding facility (4), a wave pressing and splashing resisting facility (5), a cabin and an upper layer structure. (the figures from FIG. 1 up to FIGS. 9-4 are the lower portion of the deck level of the hull of the present invention)

FIG. 1 is a side view of a hull of an surface vehicle, wherein (1) -bottom, (2) -side, (3) -deck, (4) -surge diversion facility, (5) -surge arresting and spattering facility, the angle of the apex of the α -surge diversion facility to the bottom plane, the angle of the β -surge arresting and spattering facility to the bottom plane, and θ₁Angle of attack of the bottom plane of the hull against the horizontal plane at rest, R-radius of curvature of the bow.

Fig. 2 is a bottom view of the hull, where 2 r-the width of the bottom surface of the surge diversion facility.

Figure 3 is a front view of the hull in which (5) -the wave-pressing splash-preventing facility, the surface recessed into the side (2) and the side (2) are integral.

Figure 4 is a rear view of the hull in which (5) -the wave-suppressing splash-arresting facility is recessed into the surface of the side (2) and the side (2) is integral.

Figure 4-1 is a front view of the hull of an underwater vehicle with a wave-pressing splash-preventing facility (5) embedded on the surface of a ship board (2).

Figure 4-2 is a rear view of the hull of an underwater vehicle with a wave-pressing splash-preventing facility (5) embedded on the surface of the ship board (2).

Fig. 4-3 are schematic rear views of hydrodynamic flow fields excited by the hull in motion, wherein vertical arrows indicate additional lift provided by the surge diversion facility, and two arrows symmetrically inclined inward indicate additional force provided by the surge splash prevention facility.

FIG. 5 is a schematic plan view of the bottom (1) of the hull of the surface vehicle, wherein 2a represents the total length of the bottom (1), 2b represents the width of the bottom (1), S represents the length of the sides of the two equilateral sides of the triangular part of the bottom (1), O represents the midpoint of the central axis of the bottom (1), OX represents the X-axis with the O point as the origin of coordinates on the central axis, OZ represents the Z-axis perpendicular to OX, l represents the projection of S on the OX axis, t represents the length of the rectangular part of the bottom (1) in the direction of OX, and O represents the length of the rectangular part of the bottom (1) in the direction of OX₁-floating center coordinates of hydrodynamic buoyancy, O₂-barycentric coordinates of the gross aircraft weight; thus, O₁,O₂Will move with changes in the load and changes in the attitude of the aircraft.

Figure 6-1 is a side view of an underwater vehicle hull equipped with two surge diversion facilities.

Fig. 6-2 is a bottom view of the hull.

Fig. 6-3 are front views of the hull, wherein (5) -wave-pressing splash-preventing facilities, the recessed side (2) surface and the side (2) are integrated.

Figures 6-4 are rear views of the hull in which (5) -the wave-suppressing splash-arresting feature, the recessed side (2) surface and the side (2) are integral.

Figures 6-5 are front views of the hull of an underwater vehicle having a wave-suppressing splash-blocking facility mounted on the side surface of the vessel.

Figures 6-6 are rear views of the hull of an underwater vehicle having a wave-suppressing splash-blocking facility mounted on the side surface of the vessel.

Fig. 6-7 are schematic diagrams of a rear view of a hydrodynamic flow field excited in motion by a hull of an underwater vehicle equipped with two surge deflectors, wherein the vertical arrows indicate the additional lift provided by the surge deflectors and the symmetrically inward-inclined arrows indicate the additional force provided by the surge arresting deflectors.

Figure 7-1 is a bottom view of a hull of an underwater vehicle equipped with three surge diversion facilities.

Fig. 7-2 is a schematic diagram of a rear view of a hydrodynamic flow field excited in motion by a hull of an underwater vehicle provided with three surge diversion facilities, wherein vertical three arrows indicate additional lift provided by the surge diversion facilities, and two arrows symmetrically inclined inward indicate additional force provided by the surge splash prevention facilities.

Figure 8-1 is a bottom view of an underwater vehicle hull equipped with surge diversion facilities of greater width.

Figure 8-2 is a front view of an underwater vehicle hull equipped with a surge diversion facility of greater width.

Fig. 8-3 are rear views of an underwater vehicle hull provided with surge diversion facilities of greater width.

Fig. 8-4 are schematic diagrams of a rear view of a hydrodynamic flow field activated by a hull of an underwater vehicle having a relatively wide surge diversion facility in motion, wherein the additional force provided by the surge diversion facility is indicated by two arrows that are symmetrically inclined outward and the additional force provided by the surge diversion facility is indicated by two arrows that are symmetrically inclined inward.

Figure 9-1 is a bottom view of a hull of an underwater vehicle equipped with a wide surge diversion facility.

Figure 9-2 is a front view of an underwater vehicle hull equipped with a wide surge diversion facility.

Fig. 9-3 are rear views of a hull of an underwater vehicle equipped with a wide surge diversion facility.

Fig. 9-4 are schematic diagrams of a rear view of a hydrodynamic flow field activated by a hull of an underwater vehicle equipped with a wide surge diversion facility in motion, wherein the inner arrows symmetrically inclined inward represent additional force provided by the surge diversion facility, and the outer arrows symmetrically inclined inward represent additional force provided by the surge diversion facility.

Fig. 10-1 is a schematic view of the draft during the voyage of a displacement type ship, wherein (7) -hull.

Fig. 10-2 is a schematic view of a hydrofoil craft, wherein (7) -hull and (8) -hydrofoil.

Fig. 10-3 is a schematic view of a hovercraft navigation, wherein (7) -hull and (9) -air cushion apron.

Figure 11-1 is a rear view of a planing boat employing a V-bottom cross-sectional hull.

Fig. 11-2 is a bottom view of the hull.

Fig. 11-3 are side views of the hull.

FIG. 12 is a schematic representation of the dynamic equilibrium of the hull of an surface vehicle during navigation, wherein the L-hydrodynamic buoyancy, W is shown₁Hull dead weight, W₂-load, F-total thrust, R_TTotal resistance, O₁Position of center of buoyancy of hydrodynamic buoyancy, O₂-position of centre of gravity of gross aircraft weight.

FIG. 13 is a schematic side view of the additional force provided by the surge diversion facility in the hydrodynamic flow field activated by the hull of an surface vehicle during navigation, wherein the angle of inclination of the apex of the α -surge diversion facility to the bottom plane, L₀Additional lift provided by surge deflectors, F₀-an additional thrust.

Fig. 14-1 is a schematic view of a planing boat with a generic hull in a sea state, in which the arrow indicates the heading of the craft.

FIG. 14-2 is a schematic representation of an underwater vehicle having hull features of the present invention in a state of flight in the presence of wind and waves, wherein the arrow indicates a forward heading.

Fig. 15,16 and 17 are cross-sectional top structural views of a surge deflector in a hull of a surface vehicle, wherein fig. 15 is an arc-shaped top (10), fig. 16 is an inverted V-shaped top (11), and fig. 17 is a top (12) composed of three arc-shaped arc sections which are middle-high and symmetrically lower at two sides.

Fig. 18 is a schematic longitudinal section (13) of the surge deflector, with the top line low in front and high in back.

Fig. 19 is one of the cross sections (14) of the wave splash facilities.

The following parts of the deck plane of the hull of the surface vehicle are characterized in that: the bottom (1) is a plane bottom (see figure 5) with the front part of an isosceles triangle and the rear part of a rectangle. One or more surge diversion facilities (4) are arranged in a space between the bottom surface of the vertically recessed ship bottom (1) and the deck (3), the facilities (4) penetrate from the bow part to the stern part, the longitudinal axis of the bottom surface of the facilities is parallel to the central axis of the ship bottom (1) (if one surge diversion facility is arranged, the longitudinal axis of the bottom surface of the facilities is coincident with the central axis of the ship bottom (1)), the top of the cross section of the facilities is arc-shaped (10) or inverted V-shaped (11) or consists of three arch-shaped arc sections (12) which are middle-high and symmetrical and low in two sides, and the front part of the top line of the longitudinal section (13) is low and the rear part of the top line of the longitudinal. Wave-pressing splash-preventing facilities (5) are arranged on two ship boards (2) above a ship bottom (1) below a ship body deck (3), the wave-pressing splash-preventing facilities (5) are baffles with certain inclination angles at the front, the back and the front, and can be embedded on the surfaces of the ship boards (2) (see the attached figures 4-1,4-2,6-5 and 6-6) or recessed into the surfaces of the ship boards (2) and the ship boards (2) to form a whole (see the attached figures 6-4,6-3, 3 and 4). The hull of the water surface vehicle with the structure can excite the hydrodynamic flow field and hydrodynamic distribution required by design in the forward motion (see attached figures 4-3,6-7, 7-2, 8-4, 13 and 9-4); therefore, the aircraft can swing the large resistance of dehydration to the maximum extent and improve the navigation speed; meanwhile, the self-weight and the load can be loaded by fully utilizing hydrodynamic buoyancy force excited by the self-movement, so that the requirements of various tonnages are met; the device has good stable course, lateral stability, maneuverability and seaworthiness; the wind wave resistance performance of the boat is superior to that of various ships in the prior art, and the boat can reach a supercritical navigation state in the wind waves and smoothly sail in the wave breaking manner (see the attached figure 14-2).

The purpose of the invention is realized by the following scheme:

the invention provides a ship body of an underwater vehicle, which mainly comprises a ship bottom (1), ship sides (2), a deck (3), a surge flow guiding facility (4) vertically recessed into a space between the ship bottom (1) and the deck (3), a wave pressing and splashing preventing facility (5) arranged on the two ship sides, a cabin and an upper layer structure; FIG. 1 is a side view, FIG. 2 is a bottom view, FIG. 3 is a front view and FIG. 4 is a rear view of the lower portion of the deck of the hull of the surface vehicle of the present invention; wherein, the device comprises (1) -a ship bottom, (2) -a ship side, (3) -a deck, (4) -a surge diversion facility and (5) -a wave-pressing splash-preventing facility. As shown in figure 2, the shape of the ship bottom (1) is a combination of an isosceles triangle at the front part and a rectangle at the rear part, and 2r is the width of the bottom surface of the surge diversion facility. The specific dimensions of the bottom (1) of the ship are determined as follows with reference to fig. 5:

arranging a coordinate origin O on a central axis of the ship bottom (1), wherein the O is the middle point of the total length 2a of the ship bottom (1), OX is a ordinate axis, and OZ is an abscissa axis; the length S of two equal sides of the triangular part of the ship bottom (1) is projected on an OX axis as l, the length of the rectangle in the direction of the OX axis is t, and the width in the direction of an OZ axis is 2 b. The specific size of l,2b, t is determined according to the design requirement by referring to the formula (1) and the formula (2): formula (1) is L =2 ρ U²α²Psin theta, (L is hydrodynamic buoyancy),

wherein,

<math> <mrow> <mi>P</mi> <mo>=</mo> <munderover> <mo>&Integral;</mo> <mrow> <mo>-</mo> <mi>a</mi> </mrow> <mrow> <mi>a</mi> <mo>-</mo> <mi>i</mi> </mrow> </munderover> <msub> <mi>T</mi> <mn>1</mn> </msub> <mrow> <mo>(</mo> <mi>x</mi> <mo>)</mo> </mrow> <mi>dx</mi> <mo>+</mo> <munderover> <mo>&Integral;</mo> <mrow> <mi>a</mi> <mo>-</mo> <mi>i</mi> </mrow> <mi>a</mi> </munderover> <msub> <mi>T</mi> <mn>2</mn> </msub> <mrow> <mo>(</mo> <mi>x</mi> <mo>)</mo> </mrow> <mi>dx</mi> <mo>,</mo> <msub> <mi>T</mi> <mn>1</mn> </msub> <mrow> <mo>(</mo> <mi>x</mi> <mo>)</mo> </mrow> <mo>=</mo> <munderover> <mo>&Integral;</mo> <mrow> <mo>-</mo> <mi>b</mi> <mrow> <mo>(</mo> <mi>x</mi> <mo>)</mo> </mrow> </mrow> <mrow> <mi>b</mi> <mrow> <mo>(</mo> <mi>x</mi> <mo>)</mo> </mrow> </mrow> </munderover> <mi>p</mi> <mrow> <mo>(</mo> <mi>x</mi> <mo>,</mo> <mi>z</mi> <mo>)</mo> </mrow> <mi>dz</mi> <mo>,</mo> </mrow> </math>

k_{0} R_{n} \cos B_{n} z (B_{n} \cos C_{n} x - k_{0} \sin C_{n} x) + k_{0} Gb J_{n} \cos D_{n} z (D_{n} \cos E_{n} x

- k_{0} \sin E_{n} x)]},

R_n=l/(k₀ ²+B_n ²)cosB_nb,J_n=l/(k₀ ²+D_n ²)cosE_n,B_n=GC_n,

C_n=(2n-1)π/2,D_n=C_n/b′,E_n=C_n/Gb′,b(x)=bx/l,x=X/α,z=Z/α,

K=g/U²,

<math> <mrow> <msub> <mi>T</mi> <mn>2</mn> </msub> <mrow> <mo>(</mo> <mi>x</mi> <mo>)</mo> </mrow> <mo>=</mo> <munderover> <mo>&Integral;</mo> <mrow> <mo>-</mo> <mi>b</mi> </mrow> <mi>b</mi> </munderover> <mi>p</mi> <mrow> <mo>(</mo> <mi>x</mi> <mo>,</mo> <mi>z</mi> <mo>)</mo> </mrow> <mi>dz</mi> <mo>,</mo> <mi>ϵ</mi> <mo>=</mo> <mn>0.0045</mn> <mo>.</mo> </mrow> </math>

G=k₀g, b' = b/α; the formula (2) is X = M/L, (X is the center point O of the central axis to the floating center O of the hydrodynamic buoyancy₁Distance between)

Wherein M =2 ρ U²α³Nsinθ,

<math> <mrow> <mi>N</mi> <mo>=</mo> <munderover> <mo>&Integral;</mo> <mrow> <mo>-</mo> <mi>a</mi> </mrow> <mrow> <mi>a</mi> <mo>-</mo> <mi>i</mi> </mrow> </munderover> <mi>x</mi> <msub> <mi>T</mi> <mn>1</mn> </msub> <mrow> <mo>(</mo> <mi>x</mi> <mo>)</mo> </mrow> <mi>dx</mi> <mo>+</mo> <munderover> <mo>&Integral;</mo> <mrow> <mi>a</mi> <mo>-</mo> <mi>i</mi> </mrow> <mi>a</mi> </munderover> <mi>x</mi> <msub> <mi>T</mi> <mn>2</mn> </msub> <mrow> <mo>(</mo> <mi>X</mi> <mo>)</mo> </mrow> <mi>dx</mi> <mo>;</mo> </mrow> </math>

Rho-water density, U-speed, theta-angle of attack of the bottom of the vessel on the horizontal in motion, W₁Hull dead weight, W₂Load weight, M-moment of the pressure increase p (x, z) on the bottom of the vessel to the mid-point O of the mid-axis of the bottom of the vessel; theta₁The angle of attack of the bottom plane of the hull on the horizontal plane when the hull is stationary can be generally about 5 degrees, and can also be determined according to the requirements on the static draft of the stern endpoint, the length of the ship and other factors, if the gravity center of the aircraft is above the total thrust action direction line, theta does not need to be considered₁；0.1≤k₀Less than or equal to 1 (or determined by design requirements), g is the gravity acceleration, and delta is 1/2 (determined by design requirements) of the immersion depth of the tail end of the ship body. L = W after the aircraft enters the taxiing attitude₁+W₂。

One or more surge flow guiding facilities (4) are arranged in a space between the vertically recessed ship bottom (1) and the deck (3), and the surge flow guiding facilities (4) are concave arc-shaped grooves (10) with a lower taper in the vertical direction, or concave inverted V-shaped grooves (11), or concave grooves (12) consisting of three arc-shaped arc sections which are symmetrically lower at the middle and the lower sides. The depth of the front end of the concave groove vertically recessed into the plane of the ship bottom is the same as the position of a waterline of the ship body in a static state; for a ship body with deep draft in a static state, the recess depth can be considered to be lower than the draft line position and determined according to design requirements. The front part of the top line of the surge diversion facility (4) is low and the rear part is high, and the inclination angle alpha is formed on the plane of the bottom of the ship.

The inclination angle alpha and the width 2r of the bottom surface of the surge diversion facility (4) are determined according to the design requirements and by referring to the formula (3) and the formula (4): formula (3) is F₀=4ρU²α²Q sinθsinα,(F₀Additional thrust provided by surge diversion facilities),

wherein,

H₁=4r′+Ak₀ ²,

A=2r′b′²+4b′r′²+8r′³3, r' = r/α; formula (4) is L₀=4ρU²α²Q sinθcosα,( L₀Additional lift provided for surge diversion facilities).

As can be seen from fig. 1, 3 and 4, the two ship boards (2) are respectively provided with wave-pressing splash-preventing facilities (5), the wave-pressing splash-preventing facilities (5) are low in front and high in back, and form a beta inclination angle to a ship bottom plane through the head and the tail of the ship boards, the beta angle is a complementary angle of an alpha angle, and the specific degree is determined according to the design requirement and by referring to the alpha angle. The lowest point of the wave-pressing splash-preventing facility (5) at the front end is the same as the waterline position of the ship body in a static state; for the ship body with deep draft in a static state, the lowest point of the ship body at the front end can be considered to be lower than the draft line and determined according to design requirements. The wave-pressing splash-preventing device (5) can be a baffle which is longitudinally low in front and high in back and transversely is arc-shaped or inverted V-shaped or downward low-inclined (14) and is embedded on the surface of the two ship boards (2) (figures 4-1,4-2,6-5 and 6-6), and can also be recessed at the corresponding position of the ship boards (2) and is integrated with the ship boards (2) (figures 3 and 4, figures 6-3 and 6-4).

The ship bottom (1) is designed into a flat bottom consisting of an isosceles triangle and a rectangle instead of a V-shaped cross section with an oblique lifting angle, the corresponding shape of the ship body is sharp in head and tail, one corner is cut at the bottom of the ship head, the ship head is in an arc line, the curvature radius is R (shown in figure 1), and therefore, the lifting area of the ship head is small in the planing navigation state. When the bow enters the waves, the flapping disturbance is not too large; when it continues to pass through the waves, it will generate a small moment of heeling, but this moment of heeling is eliminated by the moment of heeling caused by the lift force generated by the stern with a relatively large base area, so the trim is small. And because the front heel is cut off at the head part (figure 1), the lower part of the side wall is nearly vertical (figures 3,4,4-1 and 4-2), thereby greatly reducing the sensitivity to wave response and providing an important condition for realizing smooth wave-breaking navigation in stormy waves (figure 14-2). The front part of the ship bottom (1) is designed into an isosceles triangle, which is beneficial to resisting wind and waves; the rear part is designed to be rectangular, which is beneficial to increasing the effective space of the ship body and enabling the floating center O of hydrodynamic buoyancy₁Suitably advanced so as to make O₁At the aircraft center of gravity O₂Slightly forward (when thrust and resistance constitute a counterclockwise moment, see fig. 12A) or slightly rearward (when thrust and resistance constitute a clockwise moment, see fig. 12B), resulting in a good sliding angle of attack.

In order to reduce resistance, increase thrust and improve course and transverse stability, one or more 2r wide surge diversion facilities (4) are vertically recessed and penetrate through the ship bottom (1) end to end in parallel with the central axis of the ship bottom (1). When the ship advances, floats upwards and reaches a sliding navigation state, part of water flow pushed by the bow enters the surge flow guiding facility (4) and smoothly flows to the stern; thus, the water surface surge at the bow is reduced to reduce the resistance to a large extent. When viewed from the bottom plane of the ship bottom (1) (figure 2), the ship is equivalent to a sliding double plate with 2r width intervals, the pushed water flow only floods the two sides of the double plate and has a part of the water flow gushing into a space with 2r width of a middle seam of the double plate, and then the water surface gushing height of the side part caused by the water flow pushed to the two sides by the ship bottom is also reduced because part of the water flow gushes into the surge diversion facility (4), thereby reducing energy dissipation and reducing resistance. The water flow rushing into the surge diversion facility (4) not only reduces the resistance, but also generates additional lift force and transverse stabilizing moment (figures 4-3,6-7, and the like), thereby increasing the course stability and the transverse stability and improving the operation performance. The low front and high back inclined top of the surge diversion facility (4) causes the additional force component to provide a part of forward thrust (figure 13), so that the navigation speed is increased. Although the sum of two sides of the triangle is larger than the third side (when the cross section of the surge diversion facility (4) is designed into a concave inverted V shape), the arc length is larger than the diameter (when the cross section of the surge diversion facility (4) is designed into a concave arc shape), that is, the surge diversion facility increases the soaking area, which may cause the increase of the friction resistance; however, the additional thrust provided by the surge diversion facility is far greater than the increased frictional resistance under certain conditions, and the reduction of the water surface surge height at the bow and the water surface surge height at the two side sides greatly reduces the resistance. The advantages of drag reduction and thrust augmentation of the surge diversion facility (4) are shown.

The cross section of the surge diversion facility (4) is designed to be composed of three arch arc sections (12) with middle and high symmetrical sides and lower sides (figures 9-2,9-3 and 9-4), and the sum of the lengths of the two sides of the surge diversion facility is smaller than the width 2r of the bottom side (figures 9-4); thus, when the hull enters the planing mode, the water current rises and rolls up along both sides (fig. 9-4), reducing the wetting of the top edge arc. Therefore, the surge diversion facilities are arranged, so that the wetting area is actually reduced, the frictional resistance is reduced, and the navigation speed is further improved. For the ship bottom with a ratio a to b large, the bottom plane of the surge diversion facility can be made into a narrow front part and a wide back part with certain taper, but the taper is limited in a small range so as to reduce the water surface surge height of the outer sides of the two sides more and prevent the water in the tank from flowing out to generate turbulent vortex, and the resistance reduction and the thrust increase are really superior to those of the long rectangular bottom plane through experimental calculation.

For medium and large ships, multiple surge diversion facilities (see fig. 6-2,6-3,6-4,7-1,7-2, or more surge diversion facilities) can be arranged as required, and surge diversion facilities with larger width (see fig. 8-1,8-2,8-3) or surge diversion facilities with large width (see fig. 9-1,9-2,9-3) can also be arranged. One, two or three surge diversion facilities can be arranged for the medium and small ships (figure 1,2,3,4,4-1, 4-2; figure 6-1,6-2, …, 6-6; figure 7-1, 7-2). When three or more surge flow guide facilities are arranged, the inclination angles of the top lines of the surge flow guide facilities (4) to the bottom plane of the ship can be completely consistent or not completely consistent; if the inclination angles are not completely consistent, surge diversion facilities with consistent inclination angles are required to be symmetrically arranged on two sides of the central axis of the ship body in pairs; similarly, the width of each surge diversion facility can be completely consistent or not completely consistent; if the width is not completely consistent, the surge diversion facilities with consistent width must be symmetrically arranged on two sides of the central axis of the ship body in pairs. The height and the top line inclination angle of the surge diversion facility (4) can be properly increased: the height and the top line inclination angle of a pair of surge diversion facilities (4) which are symmetrically parallel to the central axis of the bottom of the ship are increased, so that the ship body has the performance of a multi-hull ship, but is superior to the multi-hull ship in the prior art. When the number of the surge diversion facilities (4) is odd, the height and the top line inclination angle of the surge diversion facilities (4) of which the bottom surface longitudinal axis is coincided with the central axis of the ship bottom are increased, so that the ship body structure has the performance of a catamaran, but is superior to the catamaran in the prior art. This is advantageous in terms of speed and lateral stability because the surge deflector installation, which is of greater height and inclination, serves both to space the side sections and to connect them firmly and to provide additional lift and additional thrust which are not possible in the movement of prior art catamarans or multi-hulled vessels. It is therefore desirable to use the hull structure of the present invention to achieve the functionality of a catamaran or a multi-hulled vessel. If two or more broken lines with different inclination angles are adopted to form the top line of the surge diversion facility, the connection of the two broken lines is in streamline arc transition.

In a word, the arrangement of the surge diversion facility (4) can greatly reduce the resistance and increase the additional lift force and the thrust; therefore, the navigation speed is improved, the stable course and the transverse stability are increased, the maneuverability and the seaworthiness are improved, and the sensitivity to wave response is reduced.

The invention provides wave-pressing splash-proof facilities (5) (figures 1,2,3,4,4-1,4-2, and the like) on two ship sides (2), wherein the facilities gradually form a beta angle downwards when extending forwards from the tail part, are fixed on the two ship sides, and can also be integrated with the two ship sides by being recessed into the surfaces of the two ship sides. The waves or splashes rising along the sides are then turned downwards (figures 4-3,6-7, etc.) by the action of this wave-pressing splash-resisting facility (5), which not only reduces the side wall wetted area and thus the frictional resistance of the water, but also generates additional lift, thrust and lateral stabilizing moments. And the view of the occupant is protected from interference by splashed water.

The hull of the water surface vehicle provided by the invention can have a fault level at the tail part (figure 1, figure 6-1), and can also be designed into a streamline or other types without the fault level. If the tail part has a fault stage, a corresponding movable rigid or semi-rigid or flexible fault stage air guide sleeve can be arranged; covering the broken stages by using the air guide sleeve during low-speed water drainage navigation, and retracting the air guide sleeve after the ship body enters a sliding navigation state and is lifted out of the water surface to expose the broken stages; the tail part with the fault stage can be provided with no air guide sleeve.

The ship body, particularly the hydrodynamic layout in the space between the ship bottom (1) and the deck (3), causes small tailing moment and small resistance, so that the ship can enter a planing navigation state quickly. For some boats, shallow draft can be designed, so that the boats can sail in shallow river channels, overcome turbulent water flow and cross submerged reefs, and have good maneuverability and seaworthiness, good course and transverse stability, stability and safety.

In conclusion, the ship body of the surface vehicle provided by the invention adopts the ship bottom (1) formed by combining the isosceles triangle and the rectangle, so that the lift coefficient is maximum, the wetted area and the frictional resistance are minimum, the fore lift area is small, and the aft lift area is large; in addition, due to the arrangement of the surge diversion facilities, the trim is small, the water surface surge height at the bow and the water surface surge height outside the two sides are reduced, so that the resistance is greatly reduced, the stable course and the transverse stability are improved, and the device has good maneuverability, maneuverability and navigability; and the "response" to waves is dull and smooth across waves, enabling "supercritical" navigation (see fig. 14-2).

Compared with various existing hulls, the hull of the water surface vehicle can swing the resistance of dehydration to the maximum extent during movement, so that the navigation speed is greatly improved; meanwhile, the requirement of various tonnages can be met, so that the ship is far superior to a drainage type ship body. The lift area and the layout of the bottom of the water surface vehicle can overcome various defects caused by the lift surface of the hydrofoil boat and the layout and the structure of the hydrofoil, can overcome various defects brought by the gross weight of the load of the hovercraft depending on the power air cushion, can overcome the defects brought by the layout of the hull of a common planing boat by the layout of the combination of an isosceles triangle and a rectangle at the bottom of the hydrofoil boat and the arrangement of a surge diversion facility, and can overcome the defects of stable course, stable transverse direction and poor maneuverability brought by the simple isosceles triangle flat bottom of the sea knife boat. Accordingly, surface vehicle hulls are advantageous over the various prior art hulls. It has the beneficial effects that: compared with various ships, the water surface aircraft has higher speed, stable course and stable transverse direction under the condition of the same total weight and the same energy consumption; and the maneuverability, seaworthiness, wind wave resistance and other performances are superior to those of the conventional boat.

The ship bottom (1) of the ship body adopts a streamline arc section to be transited from a triangle at the front part to a rectangle at the rear part (figure 2,6-2,7-1,8-1, 9-1). The respective compartments and superstructures can be provided for different purposes. The deck plane has special use requirements, and corresponding plane area layout can be made according to the use. The ship can be built into ships of different types and different purposes based on various characteristics of the ship body.

Example 1: one of the yachts designed according to the various features of the present invention:

1) a plane ship bottom (1) formed by combining an isosceles triangle and a rectangle;

2) arranging a surge diversion facility (4) from the bow part to the stern part in the axial line position of the ship bottom (1);

3) wave-pressing splash-resisting facilities (5) are respectively arranged on the two ship sides (2); the total length of the boat body is 9 meters, the water line length is 8 meters, the width of the boat is 3 meters, the height of the boat is 2.2 meters (including the part above a deck (3)), the draught is 0.5 meter in a drainage state, the load is 3.5 tons, the draught is less than or equal to 0.2 meter in a sliding state, the number of passengers is 14, and the total weight is 8.6 tons. See figures 1,2,3, 4.

Example 2: the second tourist boat designed according to various characteristics of the invention:

2) two surge diversion facilities (4) are symmetrically arranged in parallel with the central axis of the bottom of the ship;

3) the two ship sides (2) are respectively provided with a wave-pressing splash-resisting facility (5); the boat body has the total length of 5.5 meters, the width of 2.2 meters, the height of 1.8 meters (including the part above the deck), the length of a water line is 4.8 meters, 8 passengers have the water intake of 0.2 meter in a drainage state, the water intake of about 0.1 meter in a sliding state, and the total weight of 1.5 tons. See fig. 6-1,6-2,6-3, 6-4.

The effect is as follows: compared with the prior various planing boats, the speed of the two kinds of the cruise boats can be greatly improved under the same energy consumption, and the course stability, the transverse stability, the maneuverability, the seaworthiness and the wind wave resistance are all superior to those of the various planing boats. Because of shallow draft, it can not only sail on the general sea and inland river, but also can sail on the inland river with turbulent water flow and submerged reef. Low energy consumption, large controllable range of speed change, and stable and safe sailing.

Claims

1. The surface navigation ware hull comprises hull bottom (1), ship board (2) and deck (3) and cabin and superstructure, its characterized in that: the ship bottom (1) is a plane ship bottom with the front part of an isosceles triangle and the rear part of a rectangle; one or more surge diversion facilities (4) are vertically recessed into a space between the ship bottom (1) and the deck (3), the facilities penetrate from the bow part to the stern part, the bottom longitudinal axis of the facilities is symmetrically parallel to the central axis of the ship bottom (1) (if one surge diversion facility is arranged, the bottom longitudinal axis of the facilities is superposed with the central axis of the ship bottom (1)), the top of the cross section of the facilities is arc-shaped (10), or the facilities are inverted V-shaped (11) or consist of three arc-shaped arc sections (12) which are as high as possible and have symmetrically lower two sides, and the top line of the longitudinal section (13) is low in front and high in back and has an inclination angle; wave-pressing splash-resisting facilities (5) are arranged on two ship boards (2) above a ship bottom (1) below a ship body deck (3), the wave-pressing splash-resisting facilities (5) are baffles with certain inclination angles at the front, the back and the front, can be embedded on the surfaces of the ship boards (2), and can also be recessed into the surfaces of the ship boards (2) to be integrated with the ship boards (2);

the size of the projection l of the side length S of two equilateral sides of the triangular part in the ship bottom (1) on the OX axis, the length t of the rectangle in the OX axis direction and the width 2b of the rectangle in the OZ direction is determined according to the design requirements by referring to the formula (1) and the formula (2):

formula (1) is L =2 ρ U²α²Psin theta, (L is hydrodynamic buoyancy),

wherein,

<math> <mrow> <mi>P</mi> <mo>=</mo> <munderover> <mo>&Integral;</mo> <mrow> <mo>-</mo> <mi>a</mi> </mrow> <mrow> <mi>a</mi> <mo>-</mo> <mi>i</mi> </mrow> </munderover> <msub> <mi>T</mi> <mn>1</mn> </msub> <mrow> <mo>(</mo> <mi>x</mi> <mo>)</mo> </mrow> <mi>dx</mi> <mo>+</mo> <munderover> <mo>&Integral;</mo> <mrow> <mi>a</mi> <mo>-</mo> <mi>i</mi> </mrow> <mi>a</mi> </munderover> <msub> <mi>T</mi> <mn>2</mn> </msub> <mrow> <mo>(</mo> <mi>x</mi> <mo>)</mo> </mrow> <mi>dx</mi> <mo>,</mo> <msub> <mi>T</mi> <mn>1</mn> </msub> <mrow> <mo>(</mo> <mi>x</mi> <mo>)</mo> </mrow> <mo>=</mo> <munderover> <mo>&Integral;</mo> <mrow> <mo>-</mo> <mi>b</mi> <mrow> <mo>(</mo> <mi>x</mi> <mo>)</mo> </mrow> </mrow> <mrow> <mi>b</mi> <mrow> <mo>(</mo> <mi>x</mi> <mo>)</mo> </mrow> </mrow> </munderover> <mi>p</mi> <mrow> <mo>(</mo> <mi>x</mi> <mo>,</mo> <mi>z</mi> <mo>)</mo> </mrow> <mtext>dz,</mtext> </mrow> </math>

k_{0} R_{n} \cos B_{n} z (B_{n} \cos C_{n} x - k_{0} \sin C_{n} x) + k_{0} Gb J_{n} \cos D_{n} z(D_{n} \cos E_{n} x

R_n=1/(k₀ ²+B_n ²)cosB_nb,J_n=1/(k₀ ²+D_n ²)cosE_n,B_n=GC_n,

,C_n=(2n-1)π/2,D_n=C_n/b′,E_n=C_n/Gb′,b(x)=bx/l,x=X/α,z=Z/α,

K=g/U²,

<math> <mrow> <msub> <mi>T</mi> <mn>2</mn> </msub> <mrow> <mo>(</mo> <mi>x</mi> <mo>)</mo> </mrow> <mo>=</mo> <munderover> <mo>&Integral;</mo> <mrow> <mo>-</mo> <mi>b</mi> </mrow> <mi>b</mi> </munderover> <mi>p</mi> <mrow> <mo>(</mo> <mi>x</mi> <mo>,</mo> <mi>z</mi> <mo>)</mo> </mrow> <mi>dz</mi> <mo>,</mo> </mrow> </math>

ε=0.0045. G=k₀g, b' = b/α; the formula (2) is X = M/L, (X is the center point O of the central axis to the floating center O of the hydrodynamic buoyancy₁Distance between)

Wherein M =2 ρ U²α³Nsinθ,

Note: the above equations are established: arranging a coordinate origin O on a central axis of the ship bottom (1), wherein the O is the middle point of the total length 2a of the ship bottom (1), OX is a ordinate axis, and OZ is an abscissa axis;

rho is water density, U is navigational speed, and theta is an attack angle of the ship bottom to the horizontal plane in motion;

W₁is the dead weight of the ship body, W₂In order to carry the load,l = W after the aircraft enters the taxi state₁+W₂；

M is the moment of the boosting pressure on the bottom surface of the ship to the middle axis central point O;

θ₁the attack angle of the bottom plane of the ship to the horizontal plane can be about 5 degrees generally when the ship body is static, if special requirements are provided in design, the attack angle is determined according to the allowable depth of static draft of a stern endpoint, the length of the ship body and other factors, and if the gravity center of the aircraft is positioned above a thrust action direction line, theta does not need to be considered₁；

0.1≤k₀Not more than 1 (or determined by design), g is gravity acceleration;

delta is 1/2 (determined by design requirements) of the immersion depth of the tail end of the ship body.

2. The hull of an surface vehicle according to claim 1, characterized in that said surge deflector means (4) can be a concave arc-shaped groove (10) with a certain conicity in the longitudinal direction, or a concave inverted V-shaped groove (11), or a concave groove (12) consisting of three arched segments with a middle height and symmetrically lower sides, the depth of the concave groove at the front end point vertically recessed into the bottom plane of the hull bottom (1) being the same as or lower than the waterline at the waterline position of the hull in the resting state. The longitudinal top line of the surge diversion facility (4) is low in front and high in back, and an inclination angle alpha is formed between the plane of the ship bottom (1), and the alpha and the width 2r of the bottom surface of the surge diversion facility (4) are determined according to the formula (3) and the formula (4) according to design requirements: formula (3) is F₀=4ρU²α²Qsinθsinα,(F₀Additional thrust provided by surge diversion facilities),

wherein,

H₁=4r′+Ak₀ ²,

A=2r′b′²+4b′r′²+8r′³3, r' = r/α; formula (4) is L₀=4ρU²α²Qsinθcosα,( L₀Additional lift provided for surge diversion facilities).

3. The hull of an underwater vehicle according to claim 1, characterized in that said wave-suppressing splash-preventing means (5) are arranged on the two side plates (2) with low front and high back, and form an inclination angle β to the plane of the bottom (1) through the end and the tail of the side plates (2), the β angle being the angle of the distribution of the α angle, the specific degree being determined according to the design requirements and with reference to the α angle; the lowest point of the front end of the wave-pressing splash-resisting facility (5) is the same as or slightly lower than the draft line position of the ship body in a static state.

4. The hull for an waterborne vehicle according to claim 1, wherein said surge deflector means is further tapered in width from a narrow front to a wide back.

5. The hull of an underwater vehicle as recited in claim 1, wherein: the dimensions of s, t, b can be adjusted when combining the bottom planes of the vessel, so that the fore lifting surface is small, the rear lifting surface is large, and the position of the propulsion and the gravity center position O of the gross weight of the aircraft are considered₂And the position of the total resistance, the position of the center of buoyancy O of the hydrodynamic buoyancy₁In the optimum range, O when the thrust and total resistance constitute a counterclockwise moment₁At O₂Slightly before, when the thrust and the total resistance constitute a moment in the clockwise direction O₁At O₂Slightly later, resulting in a good sliding angle of attack; the tail of the ship body can be designed into a broken stage, also can be designed into a streamline or other types without a broken stage.

6. The hull of an underwater vehicle as recited in claim 1, wherein: the ship bottom (1) adopts a streamline arc section to be transited from a triangle at the front part to a rectangle at the rear part; the top line of the surge diversion facility (4) can also be formed by two or more sections of broken lines with different inclination angles, and the junction of the broken lines adopts streamline arc section transition.

7. The hull of an waterborne vehicle according to claim 1, wherein said surge deflector (4) has a height and a top line dip that are suitably increased: the height and the top line inclination angle of a pair of surge flow guiding facilities (4) which are symmetrically parallel to the central axis of the bottom of the ship are increased, so that the ship body has the performance of a multi-hull ship, but is superior to the multi-hull ship in the prior art; when the number of the surge diversion facilities (4) is odd, the height and the top line inclination angle of the surge diversion facilities (4) overlapped on the central axis of the bottom of the ship are increased, so that the ship body structure has the performance of a catamaran, but is superior to the catamaran in the prior art; when three or more surge flow guide facilities (4) are arranged, the inclination angles of the top lines of the surge flow guide facilities to the bottom plane of the ship can be completely consistent or not completely consistent; if the inclination angles are not completely consistent, surge diversion facilities with consistent inclination angles are symmetrically arranged on two sides of the central axis of the ship body in pairs; the width of each surge diversion facility can be completely consistent or not completely consistent; if the width is not completely consistent, the surge diversion facilities with consistent width must be symmetrically arranged on two sides of the central axis of the ship body in pairs.

8. The hull of an underwater vehicle as recited in claim 1, wherein: cabins and upper-layer structures with different purposes can be arranged; a special plane area layout can be made for the deck plane; can be built into ships of different types and various purposes.