CN1142804A - Vessels with high-speed planing or semi-planing hulls - Google Patents

Abstract

A vessel having high-speed planing or semi-planing hull comprising: (a) a first portion (12) located at the bow and configured to provide a forward planing portion; (b) a second portion (13) aft of the first portion comprising a shallow cavity (14) having a forward end defined by a step (15) extending across the hull at the forward end of the second part, a rib (16) located to each side of the hull for the length of the second portion; (c) a pressurised air source provided in the vessel and connected to the cavity (14) to deliver air under pressure to the cavity through an outlet (17) whereby the air is distributed substantially evenly into the cavity and in a manner which does not disturb the surface of the water below the cavity (14); and (d) a third portion aft of the cavity (14) providing a seal at the aft end of the cavity in the form of an aft profiled surface formed with one or more channels (20) extending from the cavity (14) to the stern to permit the controlled flow of air from the cavity (14) such that a substantial portion of the third portion has no contact with the air flowing from the cavity.

Description

Vessels with high-speed planing or semi-planing hulls

The invention relates to the hull shapes of single-hull and multi-hull high-speed sea-going ships.

In particular, the present invention relates to the hydrodynamic enhancement of high-speed sea-going vessels, primarily single-hull or multi-hull vessels otherwise having planing or semi-planing characteristics, by introducing a shallow but pressurized air cavity in the rigid hull bottom of the vessel. Efficiency, improving the overall hydrodynamic efficiency of the hull has always been the subject of various studies, and the concept of introducing air under the hull in an attempt to improve its hydrodynamic efficiency is not new. The non-amphibious sidewall hovercraft (otherwise known as Surface Effect Vehicle, SES) is a prime example of such an application, although there are many others. Some other examples of this prior art include US 3742888, US 4393802, US 1824313, US 1389865, AU-A-33446/84, AU-A-87515/83, AU-A-44236/79, GB 2112718, GB2060505, GB 1311935, JP 3-243489, DE-A-3208884, DE-A-2831357, WO-A-85/00332 and EP-A-0088640.

However, with prior art, the power requirement to maintain the air chamber at its operating pressure has always been a relatively large proportion (typically 15% to 50%) of its main propulsion power requirement. Many of these designs also have the disadvantage of requiring a resilient seal to hold the air cavity in place. Another characteristic of these existing designs is the use of large air cavity volumes or depths, which makes it difficult to maintain design air pressure in disturbed sea conditions where air can escape rapidly from the air cavity. This difficulty is a contributing factor to the often high power demands of air supply systems.

The invention relates to improving the hydrodynamic efficiency of a single or multi-hull high-speed sea-going ship. This is accomplished by supporting a significant portion of the ship's weight on pressurized air in the form of a thin film of air that remains under the bottom of the hull. This air film is maintained within a shallow cavity incorporated into the lower hull of the vessel. This arrangement reduces the resistance (both frictional and residual) to the forward motion of the vessel compared to an equivalent vessel not employing the present invention.

Thus, the present invention pertains to a ship with a high-speed planing or semi-planing hull, comprising:

(a) a first section, located forward and designed to provide a forward planing section;

(b) a second section, aft of the first section, including a forward end formed by a shoulder extending across the hull at the forward end of the second section, and a Shallow cavities in floors of two ship lengths;

(c) A source of pressurized air disposed within the vessel and connected to the shallow chamber to deliver pressurized air to the shallow chamber through an outlet so that the air is substantially evenly distributed within the shallow chamber without disturbing the underlying chamber the surface of the water; and

(d) a third section, aft of the shallow chamber, forming a seal at the rear end of the shallow chamber and forming one or more channels extending from the shallow chamber aft to allow controlled release of air from the shallow chamber Leakage, so that a considerable part of the third section is not in contact with the air flowing out of the shallow cavity.

According to a preferred feature of the invention, the forward planing section is formed with a central sideboard extending to either side of the central longitudinal axis and from a position in or forward of the waterline region to a shoulder or a position forward of the shoulder . The lower surface of the ribs has substantially a profile corresponding to the profile of the hull on each side of the central rib, while the sides of the central rib form a step in the hull profile. If desired, the depth of the step may vary along its length so as to have its maximum at an intermediate position along its length. If desired, the bottom transverse laterality of the ribs may vary along its length, having its minimum value near its aft end. Furthermore, the ribs may terminate in front of the shoulder, in which case the hull may have a substantially constant profile between the rear end of the ribs and the shoulder. If desired, the lower edges of the ribs can protrude beyond the surface of the step. According to a preferred feature of the invention, the ribs are formed as a member supported from the hull which is adjustable to vary the degree of protrusion of the ribs from the hull. The ribs can be resiliently supported from the hull when required.

According to a preferred feature of the invention, the central axis of the forward planing section is provided with a plurality of auxiliary ribs on each side, designed and arranged to control the flow of water through the forward planing section so that the flow is substantially axial.

According to a preferred feature, the substantial part of the third section is made with one or more regions of positive lateral sides.

According to another preferred feature, the third section has a negative lateral deadness so that a substantial portion of the third section is on both sides.

According to a preferred feature, each rib extends along at least a portion of the third section.

According to a preferred feature, the surface of the third section slopes downwards from the second section to the stern. Furthermore, the upper wall of the shallow chamber slopes downwards towards the stern when required.

According to another preferred feature of the invention, a substantial portion of the third section is adapted to accommodate propulsion means.

According to a preferred feature of the invention, the second section is formed with a plurality of longitudinally spaced shallow chambers, each shallow chamber being defined by a shoulder extending across the hull at its forward end and a shoulder on each side of the hull. The ribs form, and a source of pressurized air is provided in the vessel and connected to each shallow chamber to deliver pressurized air to each shallow chamber through an outlet. The air source for each shallow chamber can be independent from the other shallow chambers, and the air pressure maintained in each shallow chamber can be different from or equal to the air pressure in the other shallow chambers, if desired. In addition, the air pressure in each shallow chamber can vary.

In addition, each of the preceding shallow cavities communicates with the adjacent rearmost shallow cavity through channels, as required. If desired, each passageway may be coupled to means for adjusting the degree of communication, where the adjustment is governed by various aspects of hull motion such as hull speed, pitch and roll.

One of the benefits of the invention is that drag is reduced by up to 35%, and the total air supply power requirement is less than 5% of the propulsion power design requirement, which means that the air supply system can be very small relative to the main propulsion equipment of the ship .

Although the present invention can be used on high speed vessels that would otherwise have a V-shaped or rounded bottom, the introduction of the present invention changes the underwater shape of the vessel so significantly that those usual descriptions may no longer apply. A vessel incorporating the present invention would be a substantially flat-bottomed vessel with small side ribs and a submerged V-shaped bow with very low bottom lateral sides. It is the nature of these dramatic changes and the various effects it has to offer a high gain in overall efficiency that makes the present invention so different from the prior art. As a result, the hull can have a higher speed than is available in an equivalent vessel without adding power, which would be expected from an equivalent vessel of conventional shape.

According to a preferred feature, the shallow cavity is sealed on both sides by straight or inclined side ribs. The inner edge of each side rib and the trailing edge of the front sliding shoulder are shaped to promote clean water separation and minimal disturbance.

According to a preferred feature, the upper surface of the roof of the shallow cavity, which forms the upper boundary of the air cavity, may be inclined from its foremost forward end towards its rearward end, and the third section may also be inclined at an increasing angle of inclination. As a result, due to the increased angle of inclination compared to the second section, the third section is at least water-touched to form a sort of seal at the aft end of the shallow cavity, which is shaped to be hydrodynamically efficient and control air flow from the shallow cavity omission. The third section of the hull is formed with one or more channels to allow air to escape to the stern of the hull through the one or more channels formed in the third section. The presence of the channels serves to control and minimize the air flow rate out of the shallow chambers and greatly reduce the shallow chamber air refill rate in rough sea conditions. Furthermore, the channels ensure that the remainder of the third section is substantially free of air from the shallow cavity. This enables the propulsion units to be located at the remainder of the third section so that the performance of the units is not hampered by air flowing out of the shallow cavity.

According to a preferred feature of the invention, at least a rear portion of the third section is vertically displaceable relative to the hull to vary the inclination of the third section. In this regard, the entire surface of the rear part of the third section between the side ribs may be movable or it may be divided into several sections located between the channels. The movable rear part may have or may be provided with one or more channels positioned to correspond to one or more channels on the third section. The support of the movable rear part may be elastic in order to ensure at least partial absorption of shocks and the like. The movable rear section serves to enhance the stability of the vertical movement and reduce overloading on the stern section of the vessel.

A kind of ship according to above-mentioned design has an outstanding feature, and promptly the total volume of shallow air cavity is smaller than the static displacement volume of hull. Typically, the ratio of the total volume of the air shallow cavity to the total static drainage volume is from 0.05 to 0.2.

An example of a ship designed as above has the remarkable feature that the power required to provide the film of air is only a small percentage of the power required to propel the ship. Although, the design flow rate of the air supply is related to the sealing device of the specific shallow chamber design, the design flow rate of the air supply is still, when multiplied by the design air pressure and divided by the efficiency of the pressurized air supply system, the resulting power is never greater than 5% of the output power required to propel the ship at its design speed under the design conditions of the ship (the output power here is the power that needs to be delivered to the propulsion device to propel the ship at a certain speed).

A ship designed according to the above has a remarkable feature, that is, the pressure of the air in the shallow cavity is equal to a large proportion of the design weight of the ship after multiplying this pressure by the area of the unwetted platform in the shallow cavity. Class is 30% to 60% of the ship's design weight.

According to a preferred feature, the front end of the upper surface of the shallow cavity is formed with a transverse second shoulder, which reduces the depth of the shallow cavity near the front end, the air passing through the end surface of the shoulder and from the lower surface of the shoulder A number of orifices are exhausted to shallow cavities, preferably with most of the airflow coming through the end faces of the shoulders. According to a preferred feature, the second shoulder is formed by a plate mounted across the cavity. Air enters the shallow cavity in such a way that the water surface below the shallow cavity is not deformed by the airflow from the second shoulder.

In one embodiment of the invention, pressurized air is introduced behind a plate mounted horizontally in the front end of the shallow cavity. This plate has holes on its underside to allow some air to enter the front of the shallow cavity. Air is contained in shallow cavities from each planing section of the hull at the front end terminating in a straight or inclined planing shoulder. This shoulder forming the forward end of the shallow cavity is substantially forward of the vessel, a distance behind the forward perpendicular of 3% to 35% of the length of the vessel's still waterline. This forward planing section of the hull is made into a V-section shape with a low bottom transverse side.

The plate may be inclined and may extend rearwardly a distance not exceeding half the length of the air chamber if required, and may be provided with a sharp trailing edge to ensure that any water falling on it escapes cleanly. The bottom lateral side angle of this plate may be equal to or less than the value at the forward planing shoulder. This feature leads to improved performance of the air chamber in disturbed sea conditions.

Next, if desired, the plate can be made in an inclined anti-ladder shape all the way to the stern so that the lateral side angle of each shoulder is equal to or less than the value of the shoulder immediately preceding it, the forwardmost The shoulder has a dead side angle equal to or less than the value of the forward planing shoulder. This feature can lead to improved performance in both calm and disturbed sea conditions, especially for vessels with high aspect ratios.

According to a preferred feature of the invention, each channel is provided with regulating means capable of regulating the air flow from the shallow cavity. The adjustment means may comprise vanes or the like which are movable to vary the cross-sectional area of the channels. Regulation of the airflow can be used to provide control over the trim and heave of the vessel.

According to a feature of one embodiment of the invention, each rib has a substantially constant width throughout its length. Also in another embodiment, the width of each rib may gradually decrease from the shoulder to the rear.

According to a preferred feature of the invention, the transverse distance between the hull spines in the region of the shoulders is at most equal to the distance between the midship spines.

The present invention will be more fully understood by the following descriptions of several specific embodiments. The description is made with reference to the attached drawings in each frame, in which:

Fig. 1 is the bottom plan view of the hull of the first embodiment;

Fig. 2 is the sectional view of the hull of the first embodiment;

3A, 3B and 3C are cross-sectional views of the hull of FIG. 2 on straight lines A-A, B-B, and C-C, respectively;

Figures 4A, 4B, 4C, 4D, 4E, 4F, 4G and 4H show various profiles along line D-D in Figures 2 and 10 of corresponding embodiments;

Figures 5A and 5B respectively show the relationship between the depth of the anterior cavity and the depth of the sliding shoulder area in the front and rear sections of the shallow cavity;

Figure 6 is a bottom plan view of a second embodiment with extension panels;

Figure 7 is a bottom plan view of a third embodiment having a set of extension panels;

Figure 8 illustrates the results of a model test of an example of the first embodiment in which drag, trim, heave, and compressed air pressure and flow rate are all expressed as a function of the forward velocity of the vessel;

Figure 9 is a bottom plan view of the hull of the fourth embodiment;

Fig. 10 is a sectional view of the hull of the fourth embodiment;

Figures 11A, 11B, and 11C are cross-sectional views of the hull of Figure 10 at straight lines A-A, B-B, and C-C, respectively;

Fig. 12 is a side view of a hull front section structure that can be used in each embodiment;

Figures 13A, 13B, 13C, 13D, 13E, 13F, and 13G are cross-sections along the straight lines A-A, B-B, C-C, D-D, E-E, F-F, G-G shown in the front section of Figure 12;

Figure 14 is a schematic view of the stern of a ship of another embodiment.

In all figures, CL means centerline and SWL means still water line.

The first embodiment of the invention shown in Figures 1, 2 and 3 comprises a high-speed planing hull 11 formed with a forward section 12 which, in addition to including a low deadrise planing section at its lower portion, has a generally conventional planing structure; and a second section 13 comprising a shallow cavity 14 . The forward section 12 is separated from the second section 13 by a shoulder 15 which forms the forward boundary of the shallow cavity 14 . The shallow cavity 14 is bounded on both sides by narrow ribs 16 on both sides of the hull, which are of equal width, or gradually widen as they go from the stern to the front of the shallow cavity and form a transverse extension of the forward section. The wetted area of the hull under the design conditions is indicated by section lines in Figure 1.

Figures 3A, 3B, and 3C show the cross-sectional shape of the hull along the lines A-A, B-B, and C-C in Figure 2 .

As shown in Figures 3B and 3C, the upper surface of the shallow cavity 14 is substantially planar, and as shown in Figures 2 and 3B and 3C, the upper surface slopes downwardly towards the stern of the hull. The ribs forming both sides of the shallow cavity in the middle section extend to the third ship section behind the shallow cavity and may have a positive low bottom transverse side on the inner side of the ribs. In addition, the middle portion of the third section may be made to have a portion having a positive transverse side to each side of the central axis.

Due to the structure of the shallow cavity and the third hull section, the air in the shallow cavity is kept in the shallow cavity and any loss of air is substantially controlled. Secondly, the leakage of air from the rear of the shallow chamber through the third ship section is realized through the channel 20 formed between the shallow chamber and the stern, and Fig. Various profiles of three sections, the third section at line D-D is formed with channels 20 extending between the shallow cavity and the stern. The channels are provided to control the loss of air from the shallow cavity and to ensure that a substantial portion of the third section does not come into contact with air or air bubbles flowing from the shallow cavity. This makes it possible to house propulsion means such as propellers inside the basic part so that they are not affected by the air flowing out of the shallow cavity. If desired, each channel may be provided with flow control means in the form of vanes which may be used to vary the cross-sectional area of each channel. In this case some control is also provided for the trim and list of the vessel.

The shallow chamber 14 is pressurized by a pressure source (not shown) installed in the ship, and the pressure source is connected to an outlet 17 arranged on the upper wall of the shallow chamber 14 near its front end. The outlet is associated with a plate 18 which extends across the shallow cavity in the middle of the depth of the shallow cavity, in the region below the outlet 17 . The air expelled from the outlet 17 is sent from the rear edge of the plate 18 into the shallow cavity.

5A and 5B show the proportional relationship between the depth _H1 of the front and rear sections of the air chamber when compared with the depth _H2 of the sliding shoulder region of the rib portion 16, respectively. The relationship between these values in the front section of the shallow cavity region is that the depth H1 of the air cavity in this region is 10% to 40% greater than the depth _H2 of the rib sliding shoulder region. Preferably, the ratio of _H1 to _H2 is substantially less than 0.5 in the front section of the air chamber and may increase to more than 0.5 in the rear section of the air chamber.

The relationship between the forward sections 12 is that the distance _L2 between the shoulder 15 forming the forward end of the air cavity and the waterline forward end of the vessel 19 is of the order of 0.05 and 0.40 compared to the waterline length of the vessel.

If desired, the plate 18 can be extended so that it extends a distance equal to up to half the length of the cavity, as shown in FIG. 6 .

Furthermore, according to the third embodiment shown in FIG. 7, a plurality of air outlets may be provided on the upper wall of the air chamber 14 and each may be associated with the ventilation plate 18 at intervals along the air chamber.

FIG. 8 shows test results for an example of the embodiment shown in FIGS. 1, 2 and 3. FIG. The test model represents a vessel with a length of 74 meters and a displacement of 700 tons. The graph shows drag values, pitch, heave, chamber pressure changes and air supply or flow rate changes. In Fig. 8A, the solid line represents the resistance curve of a ship with the corresponding structure but does not contain an air cavity, while the dashed line shows the resistance versus hull speed of the example described in the embodiment.

Also, with respect to Fig. 8B, the graph shows in solid lines the trim angles of an ordinary ship having a structure corresponding to the example, while the dashed line shows the trim angles of the example hull of the embodiment.

Likewise, Figure 8C shows the heave variation for a vessel without the present invention (solid line) compared to a vessel with the present invention (dashed line).

Figures 8D and 8E show the variation of air chamber pressure and air supply flow rate as a function of hull velocity in a hull incorporating the present invention.

The fourth embodiment of the present invention, as shown in Figures 9, 10 and 11, has a high-speed planing hull 111 forming a forward section 112 which has a substantially a conventional planing structure; and a second ship section 113 comprising a plurality of shallow cavities 114 spaced longitudinally. The forwardmost shallow cavity 114 is separated from the forward section 112 by a first shoulder 115 which forms the forward boundary of the forwardmost shallow cavity 114 . In addition, each successive shallow cavity is formed with a frontmost shoulder 115 , each representing the upper surface termination of the adjacent frontmost shallow cavity 114 . In Fig. 9, the wetted area of the hull under design conditions is drawn with section lines.

11A, 11B, and 11C show the cross-sectional shape of the hull at the lines A-A, B-B and C-C in FIG. 10 .

The sides of each shallow cavity are defined by narrow ribs 116 on both sides of the hull, which are of equal width, or gradually widen from the stern to the front of the shallow cavity and form the lateral sides of the hull portion in front of the corresponding shoulder, respectively. and longitudinal extensions.

The upper wall of each shallow cavity 114 is substantially planar, but, as shown in Figure 9, slopes downwardly towards the stern of the hull so that the ribs 116 of the corresponding shallow cavity terminate at the intersection of the planes of the ribs. On the upper wall of that shallow chamber. This point occurs just before the transverse axis of the shoulder of the next shallow cavity. Each shallow cavity 114 communicates with each other by means of each second channel 125, so that air can flow between each shallow cavity. When necessary, each second channel can be equipped with some regulating blades or similar elements, which can be adjusted to control the passage of air through each shallow cavity. The degree of flow of the second channel 125 . The adjustment of the individual adjusting blades or similar elements can be carried out manually or automatically according to the hull of the ship and to the degree of rolling of the ship.

The ribs forming both sides of the shallow chamber in the middle section may extend to a third section behind the shallow chamber and may have a positive low lateral side on the inside. Additionally, the midsection of the third section may be made to have a pair of central axes each side having a positive low dead side.

Due to the structure of the shallow cavity and the third hull section, the air in the shallow cavity can be kept within the shallow cavity and any loss of air is substantially controlled. Second, the loss of air from the rear of the shallow cavity through the third section is allowed in a controlled manner through the channels 125 between the shallow cavity and the stern.

The relationship with the front section 112 is that the ratio of the distance L ₂ between the front plumb line of the front section of the waterline, marked as FP, and the front shallow cavity shoulder 115 to the length L ₁ of the waterline of the ship is between 0.03 and between 0.35.

Each shallow chamber 114 is pressurized by a pressure source (not shown) installed in the ship, and the pressure source is connected to an outlet 117 disposed on the upper wall of each shallow chamber 114 near its front end. Each outlet 117 is associated with a plate 118 which extends across the shallow cavity in the region below the outlet 117 in the middle of the depth of the shallow cavity. Air expelled from outlet 117 is sent over the rear edge of plate 118 into shallow cavity 114 .

The delivery of air to each outlet 117 can be accomplished through a common pressure source, if desired. Alternatively, air can be exhausted to each shallow cavity by a separate pressure source. Doing so improves the performance of this embodiment in rough sea conditions and in some cases enables the air delivery to each shallow chamber to be varied for sea conditions by varying the shallow chamber air volume in each shallow chamber. Optimized control over ship motion and attitude. Furthermore, the pressure maintained in each shallow chamber may be different from the pressure in adjacent shallow chambers.

As shown in Figures 12 and 13, the forward planing section 12 of each embodiment of the hull can be formed with a central rib 26 extending to either side of the central axis. A floor has a cross-sectional profile that is an extension of the outline of the hull to each side of the floor, however, at any particular point along the floor, the floor is designed so that its profile projects outwardly from the outline of the rest of the hull . Furthermore, the ribs extend towards the shoulder 15 from a position forward of the waterline B-B.

The function of the central ribs is to shape the water surface in the region of the shallow cavity and to form the lower wall of the shallow cavity so that this surface cannot be damaged and thereby the integrity of the shallow cavity is maintained. The ribs can make the transverse side of the bottom of the ship gradually decrease along the rear of the hull. If desired, the ribs may terminate forward of the shoulders, in which case the hull profile between the center ribs and the shoulders remains substantially unchanged.

In addition, the ribs can be made as bearings which can be moved inwards and outwards relative to the hull according to the operating characteristics and water conditions, if desired. Alternatively or additionally, the support body may be resiliently supported from the hull so as to form some shock-absorbing arrangement.

In addition, the front planing section can be provided with a plurality of auxiliary ribs (not shown) in the form of fins or thin spines on both sides of the central rib, so as to further control the water flow through the front section to the second section.

A combined benefit of these features is reduced vertical forces and heave on the vessel in rough sea conditions.

If desired, the plates of each embodiment can be omitted, and the upper surface of the shallow cavity can be stepped, with air conveyed through the rear end of the shoulder. The stepped upper wall of the shallow cavity can be combined with the characteristics of the plates of the previous embodiments as an integral characteristic of the hull. Of course, suitable means must be provided to equalize the air distribution across the rear face of the shoulder.

Air in each embodiment is fed into the shallow chamber at a pressure such that the vertical force applied to the interior of the shallow chamber is roughly equal to 30% to 60% of the design weight of the vessel. Furthermore, the total shallow chamber volume of the shallow chamber is of the order of 5% to 20% of the displacement volume of the ship.

According to another embodiment shown in Fig. 14, the surface of the third section is made displaceable. The surface of the third ship section is formed by several strip segments 230 pivotally supported at their leading edges and can be pivoted downwards to change the inclination of the surface of the third ship section. The plate segments 230 are spaced apart to form one or more channels corresponding to the one or more channels in the third ship section. The support of each plate segment (indicated schematically at X in Figure 14) is elastic in order to provide some shock absorbing properties. The elastically displaceable plate segments are used to provide some stability against vertical motion and to reduce shock loads on the third section in rough seas.

It should be understood that the scope of the present invention is not limited to the specific scope of the above-mentioned embodiments. In particular, the invention is applicable to multi-hull ships, each hull being formed with a shallow chamber of the type described above.

Claims (45)

1, a kind of boats and ships have and slide at a high speed or partly slide hull, comprising:

(a) one first ship section is positioned at fore and designs to such an extent that an advancing slip section of navigating can be provided;

(b) one second ship section in the first ship section back, comprises having a front end that is formed by a shoulder that extends across hull at the second ship section front end place and be positioned at the every side of hull and along the shallow chamber of the floor of second ship segment length extension;

(c) one be arranged in the boats and ships and be connected in the pressurized air source in shallow chamber, in order to transmitting forced air to shallow chamber, thereby make the water surface that air is evenly distributed within the shallow chamber basically and the shallow chamber of unlikely disturbance is following via an outlet; And

(d) the 3rd a ship section in back, shallow chamber, form at shallow cavity rear end and a kind ofly to have one or the sealing of the rear portion molded surface form of many conduits, conduit passes through with the controlled airflow that allows to come from shallow chamber from shallow chamber to the stern extension, so that the different air contacts of flowing out shallow chamber of the essential part of the 3rd ship section.

2, according to the described boats and ships of claim 1, wherein, the advancing slip section of navigating is formed with a center and helps plate, stretches to the both sides of central longitudinal axis, and from the waterline zone or a certain position of waterline fwd stretch to shoulder or position of shoulder fwd.

3, according to the described boats and ships of claim 2, wherein, center floor lower surface has and the corresponding profile of the hull of the every side of floor basically, and the both sides of center floor form a step in the hull profile.

4, according to the described boats and ships of claim 3, wherein, the degree of depth of step is along the length variations of shoulder.

5, according to the described boats and ships of claim 4, wherein, the degree of depth of step from an extreme depth of shoulder front end to the shoulder rear end a least depth and change.

6, according to the described boats and ships of claim 4, wherein, step has extreme depth at the midway location place along its length.

7, according to each described floor in the claim 2,3,4,5 or 6, wherein, the hull bottom cross side degree of center floor is in its minimum value in its back-end along its length variations.

8, according to each described boats and ships in the claim 2,3,4,5,6 or 7, wherein, central floor ends at the shoulder front, and the hull profile between floor end, center and shoulder is the unmodified profile basically.

9, according to each described boats and ships in the claim 3 to 8, wherein, each lower edges of center floor is stretched out outside the ledge surface.

10, according to each described boats and ships in the claim 2 to 8, wherein, the center floor is made for a member from the independent supporting of hull, and can move to change the projecting degree of center floor from hull from hull.

11, according to the described boats and ships of claim 10, wherein, the center floor is flexibly supported from hull.

12, according to the described boats and ships of aforementioned each claim, wherein, the advancing slip section of navigating is formed with many auxiliary floors in the every side of central axis, their designs and lay may command through the current of the advancing slip section of navigating so that passing through each auxiliary floor, to cross the current of the advancing slip section of navigating be vertically basically.

13, according to the described boats and ships of aforementioned each claim, wherein, the essential part machine-shaping of the 3rd ship section be have one or more on the occasion of the zone of hull bottom cross side degree.

14, according to each described boats and ships in the claim 1 to 11, wherein, the 3rd ship section machine-shaping is the hull bottom cross side degree with a negative value, so that the essential part of the 3rd ship section is positioned at the central axis both sides, and is provided with described one or many conduits along the center of described the 3rd ship section.

15, according to the boats and ships described in aforementioned each claim, wherein, every side in each online chamber of floor is extended the length of the second ship section and is arrived at and extend at least a portion the 3rd ship section.

16, according to the described boats and ships of aforementioned each claim, wherein, the essential part machine-shaping of the 3rd ship section is for holding the propelling unit of described boats and ships.

17, according to each described boats and ships in the claim 1 to 16, wherein, the surface of the 3rd ship section has a down dip to stern-on from the second ship section.

18, according to the described boats and ships of aforementioned each claim, wherein, the upper wall in shallow chamber has a down dip towards stern-on.

19, according to the described boats and ships of aforementioned each claim, wherein, the second ship section is formed with a plurality of shallow chambeies that are spaced along the longitudinal and, each shallow chamber forms across hull shoulder that extends and the floor that is positioned at the every side of hull at its front end by one, pressurized air source is arranged among the boats and ships and is connected in each shallow chamber, so that send forced air by an outlet to each shallow chamber.

20, according to the described boats and ships of claim 19, wherein, each shallow chamber is independent of the air source in other each shallow chambeies.

21,, wherein, remain on air pressure in each shallow chamber and be different from air pressure in other each shallow chambeies according to claim 19 or 20 described boats and ships.

22, according to claim 19,20 or 21 described boats and ships, wherein, the air pressure in each shallow chamber can be changed.

23, according to claim 19,20,21 or 22 described boats and ships, wherein, each shallow chamber is by adjacent each the shallow chamber of each channel connection.

24, according to the described boats and ships of claim 23, wherein, each passage is furnished with control apparatus to regulate the connection degree.

25, according to the described boats and ships of claim 24, wherein, control apparatus is controlled by a control setup, so that according to the connection degree of controlling such as the various aspects of hulls such as hull speed, trim and rolling motion via each passage.

26, according to the boats and ships described in aforementioned each claim, wherein, the front end of shallow chamber upper surface is formed with horizontal second shoulder, and this shoulder has reduced the degree of depth of shallow chamber front end, described air pass the end face of described shoulder and the many apertures from the shoulder lower surface by dispatch to shallow chamber.

27, according to the described boats and ships of claim 26, wherein, most of air-flow passes the end face of shoulder.

28, according to claim 26 or 27 described boats and ships, wherein, second shoulder is formed by a plate of installing across shallow chamber.

29, according to the described boats and ships of claim 28, wherein, the length of second shoulder boats and ships calm water line length 3% to 35% between.

30, according to the described boats and ships of aforementioned each claim, wherein, the shallow chamber of air volume for the ratio of the quiet displaced volume of boats and ships between 0.05 to 0.2.

31, according to claim 26,27,28 or 29 described boats and ships, wherein, the upper surface in shallow chamber is formed with many second shoulders that are spaced along the longitudinal and, and air is gone out from the end face and the lower surface dispatch of each second shoulder.

32, according to the described boats and ships of aforementioned each claim, wherein, the waterline length of the advancing slip section of navigating has 0.05 to 0.40 magnitude to the ratio of boats and ships waterline length.

33, according to the described boats and ships of aforementioned each claim, wherein, air is sent into the second ship section under a certain pressure, thereby puts on rough 30% to 60% of the ship design weight that equals of shallow chamber in-to-in vertical forces.

34, according to the described boats and ships of aforementioned each claim, wherein, described one or the surface forming of the 3rd ship section of many every sides of conduit for providing one to continue the stabilized contact slipsurface with water.

35, according to the described boats and ships of aforementioned each claim, wherein, one or many conduits dispose a control apparatus, be suitable for changing one or the cross-sectional area of many conduits.

36, according to the described boats and ships of aforementioned each claim, wherein, the rear portion of at least the three ship section can produce displacement to change the inclination angle at the 3rd ship section rear portion along vertical direction.

37, according to the described boats and ships of claim 36, wherein, the rear portion is flexibly mounted.

38, according to claim 36 or 37 described boats and ships, wherein, the rear portion is formed with one or many conduits, corresponding to one or many conduits in the 3rd ship section.

39, according to the described boats and ships of aforementioned each claim, wherein, each floor has unmodified width basically on its whole length.

40, according to each described boats and ships in the claim 1 to 38, wherein, the width of each floor reduces backward gradually from shoulder.

41, according to the described boats and ships of aforementioned each claim, wherein, the transverse distance between each epimere in the land areas of hull equals the distance between each epimere of amidships of hull at most.

42, according to the described boats and ships of aforementioned each claim, wherein, the preceding vertical line of the leading portion of waterline and the distance between the shoulder to the ratio of boats and ships waterline length between 0.03 to 0.35.

43, according to the described boats and ships of aforementioned each claim, wherein, boats and ships are a kind of single hull boats and ships.

44, according to each described boats and ships in the claim 1 to 42, wherein, boats and ships are a kind of multihull boats and ships.

45, a kind of basically as herein with reference to the described boats and ships of each accompanying drawing.

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