HK1078297A - Integrated entry air cushion marine vessel and marine platform - Google Patents

Description

Integral passage air cushion ship and ship flat plate

Technical Field

The present invention relates generally to the field of surface vessels. The invention relates to a surface ship which provides compressed air to an air cushion through a blower to obtain support.

Background

There are a variety of surface vessels, some of which utilize compressed gas, such as air, to form an air cushion to reduce friction with water. Some such vessels operate under surface effect conditions, for example, by using multiple blowers in flexible recesses in the bottom of the vessel to trap manual compressed air cushions between the vessel and the water surface. Others utilize the atmospheric plunger effect of a ship sandwiched between the ship's water surfaces when the ship is traveling at higher speeds. The first type of vessels are known as hydrofoils or Surface Effect vessels (SES's), the latter being called Ground Effect Wings (WIG), Surface Effect Wing vessels (Wing Craft) or more simply Wing vessels (Wingship). Other ships use a combination of blowers and ram effects to provide a cushion of compressed air under the ship. In general, a common feature of all these vessels is that compressed air is distributed between the vessel and the surface of the water, which supports most of the weight of the vessel. The SES ship has much higher working efficiency than the common ship.

Burg in 1990 1, 2, U.S. patent No. 4890564 discloses a ship using compressed air to obtain air cushions in pairs of lower grooves. Burg teaches a surface vessel including a central bow and side hulls supported at least in part by air cushions of compressed air supplied by a powered blower. The compression cushions are confined within a pair of longitudinally extending grooves on the underside of the hull separated by parallel center spacers. The grooves are adjacent to each other at the respective bow ends of the hull by respective forwardly movable seals which increase the life of the movable seals. The grooves are adjacent to each other at the respective stern ends by respective movable stern seals which control the depth, pressure and other parameter characteristics of the air cushion. The water impact cushion ports through the side hulls spread the wave impact energy through the side hulls. The central bow terminates the flexible seal forward. However, flexible seals are subject to impact damage, fatigue and wear. On rough seas they dramatically increase the drag and drag of the vessel, thus slowing it down.

Burgin, U.S. patent No. 3893406, 7/8/1975, discloses a ship for generating air cushions using a compressor in lower grooves covered under a plurality of louvers provided for discharging compressed air downwardly and rearwardly. Burgin teaches a bi-axial keel-dependent vessel having a bottom, an extended bottom length adjacent to the sides of the bottom. Each keel includes an axially extending passageway having a water inlet at a forward end and a water outlet at a stern end. The engine drives the respective jet pumps allocated to the respective channels to draw water from the respective water inlets and discharge the water by pressure from the respective water outlets. The motor drives the pair of rotary cutters of the respective water inlet so that waste does not enter the water inlet. Forming a bottom of the vessel with a recess closing the top, sides and bottom. A compressor driven by the engine delivers a flow of compressed air into the recess. A plurality of louvers are disposed over the recess and are configured to discharge compressed gas downwardly or rearwardly to lubricate a hull moving on the water. The central bow extends forwardly beyond the keel terminating at the front end of the groove. However, since the keel line of the ship extends downward and the keel is lower than the bow, the compressed air in the plenum escapes ahead of the highest point in the plenum. The keel causes significant drag.

Burg In 1997 at 3/18 discloses In us patent No. 5611294 a multi-hull "surface Effect craft (SES) used In combination with" Wing In Ground Effect boat (WIG) ". The ship has three elongated hulls with a knife bow that can cut into the waves. Each hull includes a lower trough having a very small entrance and a low angle sidewall diverter that includes a corresponding compression cushion. The side hull includes a spray means to raise the outside water high onto the side hull and a reclaimed water stabilizer in the form of an inverted T-foil to increase stability in harsh sea environments. Corresponding inverted V-shaped air cushions and wet deck stern seals are provided to ensure minimal wave impact effects at those locations. Compressed air is supplied to the grooves by corresponding powered blowers, and the grooves are sealed by corresponding sealing baffles. Each recess can be maintained at a positive pressure relative to the ambient air pressure to ensure maximum air flow, or negative pressure to achieve the minimum water distribution described above, such as for use in patrol fleets requiring minimal radar characteristics. Venturis are connected to the conduits to interconnect the respective recesses to cushion the pressure differential between the recesses and to supply compressed air to the cavity, the respective blower not allowing the ship to continue to travel (the respective sealing flap is closed) prior to repair. The ship may include a pair of retractable free or fixed side wings to increase the aerodynamic lift of the ship as it travels. The side wings may include outboard support hulls to increase stability. However, the SES capability of the vessel is only capable of elevating the vessel and crew, and payload is not possible due to SES plant limitations. Since the air cushion area is too small, the drag on the hull and channel of the in-flight device is too great to derive any benefit from WIG technology. WIG technology has the same limitations as SES, i.e. the inability to do payload. The combination of both is a high technology design, but the cost of construction, operation and maintenance is high.

Burg in 1991, 3/19, U.S. patent No. 5000107 discloses a ship that uses a blower to obtain air cushions in a lower groove pair. This is a continuation-in-part application of U.S. patent No. 4890564 to burg. The improvement over previous devices is that the compressed air cushion is restrained by a hull trim groove and a plurality of forward moving seals so that 80% to 90% of the hull weight is supported by the resulting compressed air cushion to separate its functions. The differential air cushion portion pressure improves the ride for the occupant. The lower front part of the side ship body or the lower surface of the stern seal forms an angle of 0 degree or a low angle with the sea level, so that good compressed air seal and higher ship body efficiency are ensured. The angled stern sealing surface and the forwardly extending bow also provide a higher ride quality. The stern moveable sealing member may be controlled to change hull direction using a compressed air cushion. The narrower forward hull rail than the stern makes the fore portion more attractive and easier to steer. However, the boat is an improvement over previous patents, but has the same inherent limitations.

Us patent No. 5746146 issued 5/1998 discloses a "surface effect" cargo ship (SES, two stiff side walls) with a flat bottom design pontoon (SEPPS) using a hydrofoil type lift system, alleged to have the same horsepower-to-weight ratio as a conventional cargo ship, but traveling at twice to three times the speed. Bixel jr. teaches a zero draft cargo vessel with open sea high speed travel capability. The ship is of catamaran design. A hydrofoil blower system that gently lifts the vessel out of the water is combined with air escaping from the compressed air cushion wetting the bottom of the respective pontoon when it is desired to reduce the water drag. The floating pontoon is provided with a soft hydrofoil air sealing gasket and is fixed by the floating pontoon. However, the vessel, purportedly an SES design vessel operating under hydrofoil drag. Hydrofoils are an extremely inefficient device. Such designs never achieve the speed and efficiency required in cargo ship operation. The high speed planning surface itself does not provide sufficient flotation to allow the boat to float like a shallow draft boat. If they are so large that they can pick up a load-carrying vessel, the drag forces generated during travel will be so great that the impact forces in the direction perpendicular to the intended surface can break the vessel. Furthermore, the forward seal is so blunt that it will stop when encountering a slightly larger wave at sea.

U.S. patent No. 5850793, issued to Bronson at 12/22 of 1998, discloses a racing boat in which the position of the hull of the boat is adjusted along the length of the boat by means of a water tank containing air. Bronson teaches a trimaran that utilizes air and water together to control the formation of a river by its own means to increase speed and stability while traveling through the water. A pair of structural wings connect the outer housing to the central housing and include respective baffles that are adjustable to direct the ambient airflow in a desired direction and into the pair of air inlet openings. Air entering the air inlet passes through a respective air passage of each housing and enters a respective water trough formed in the bottom of each housing. The above-water air flowing out through each of the troughs provides an upward force on the rear portion of each of the hulls, producing a downward force on the bow of the trimaran, thereby improving stability at high speeds. Adjustable airflow damper valves are used to provide controlled airflow into the sink, with several sub-flaps under each housing providing thrust. However, in competition, racing boats utilize gas-containing tanks that extend the length of the boat to stabilize and control its position. The water tank raises the front end of the ship and lowers the tail end of the ship. This is not suitable for use on cargo ships.

It is therefore an object of the present invention to provide powered and non-powered ships and barges with an integral pathway surface effect ship plate having reduced drag as it passes through the water.

It is another object of the present invention to provide a ship integral passage surface effect ship plate having superior wave propulsion when traveling in a severe marine environment.

It is yet another object of the present invention to provide an integral access surface effect ship plate for a single hull vessel.

It is a further object of the present invention to provide an integrated pathway surface effect ship plate that uses compressed air to reduce friction with water.

Disclosure of Invention

The above objects and other objects of the present invention are achieved through a careful reading and understanding of the specification.

The invention provides an integral passage surface effect ship flat plate, comprising: (1) a plurality of bows, each bow comprising a corresponding bow slope starting at an upper tangent and sloping continuously downward; (2) a plurality of water flow passages, each passage being disposed between each pair of the plurality of bows; (3) the keel of each bow starts from the corresponding base of the bow and continues to the stern and the outboard from the corresponding central line of the bow; (4) a plurality of bow seals and outboard seals starting at the corresponding base of the bow and the corresponding front ends of the keels and continuing to the stern and outboard along the corresponding keels until the keels bend into the water flow channel; (5) the stern inclined lifting surface is positioned in front of the stern seal and extends forwards to the surface of an upper air cavity, the surface of the upper air cavity extends into the corresponding water flow channel to form an air cavity below the upper air cavity, and the air cavity starts from the corresponding front ends of the stern seal, the stern base and the keel and continues to the stern and the outboard along the corresponding keel until the curved water flow channel and the outboard seal are formed; (6) compressed air is sent into the air cavity through at least one exhaust pipe at the top of the air cavity elevator; and (7) wherein the stern inclined lifting surface provides hydrodynamic lifting to lift one end of the ship plate as it passes through the water surface, the air chamber is filled with compressed air from the exhaust pipe, the air chamber confines the compressed air cushion against the lower end of the ship plate during travel to reduce contact with water, thereby reducing laminar friction, the water flow channel directs the flow of exhaust water from wave impingement into the air chamber, wherein the air cushion and compressed air flow remain in reduced contact with water to reduce drag and drag.

Drawings

Various other objects, advantages and features of the present invention will become readily apparent to those skilled in the art from the following discussion of the drawings. Wherein:

figure 1 is a bottom plan view of a first preferred form of power boat, integrated access air cushion ship and ship plate.

Fig. 2 is a side view of the powered boat.

Fig. 3 is a front view of the powered boat.

Fig. 4 is a rear view of the powered boat.

Fig. 5 is a longitudinal vertical cross-section of the powered boat of fig. 3 taken along line 5-5.

Fig. 6 is a longitudinal vertical cross-section of the powered boat of fig. 3 taken along line 6-6.

Figure 7 is a longitudinal vertical cross-section of the powered boat of figure 3 taken along line 7-7.

Fig. 8 is a top plan view of the power boat fragment.

Figure 9 is a side vertical cross-section of the powered boat of figure 5 taken along line 9-9.

Figure 10 is a side vertical cross-section of the powered boat of figure 5 taken along line 10-10.

Figure 11 is a bottom end plan view of a second preferred unpowered barge form integrated access air cushion ship and ship platform.

FIG. 12 is a front elevation view of the unpowered barge.

FIG. 13 is a rear elevational view of the unpowered barge.

Figure 14 is a top plan view of a third preferred integral access air cushion ship and ship platform in the form of an unpowered ship and unpowered barge.

Detailed Description

As required, specific embodiments of the present invention are described herein in detail, with the understanding that the embodiments disclosed herein are merely examples of corresponding implementations of the invention. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a basis for the claims and as a representative basis for teaching one skilled in the art to variously employ the present invention in virtually any appropriately detailed structure.

Reference is made to the drawings wherein like features and parts are designated by like numerals throughout.

First preferred embodiment

Referring to figures 1-10, a first preferred integrated access air cushion ship and ship plate, preferably in the form of a powered ship, is depicted.

Fig. 1 includes a powered vessel 20 having a hull 23 of a one-piece vessel arrangement and a top deck 26. The hull 23 includes a plurality of passageways or bows in the form of a central bow or main bow 29 (hereinafter "bow") and a pair of lateral or outboard bows 30 and 31, 30 and 31 interconnected by a pair of bow connectors 32 and 33. A pair of sidewalls 34 and 35 extend aft along outboard bows 30 and 31 to a cross-beam 36. The bows 29, 30 and 31 are staggered with respect to each other in order to break through a wake formed when flowing through the water surface.

The pair of main bow slopes 38 and 41 of the main bow 29 start at a shear line 44 provided on the hull 23 and the top deck 26 and continue aft down to a main keel 47. The main keel 47 is flat, starts at the bottom 50 of the main bow 29, and continues and curves to and from outboard and aft of the centerline 53 of the main bow 29 to widen to respective flow passages 56 and 59 outboard of the main bow 29 and inboard of the outboard bows 30 and 31. The main keel 47 includes a right angle forward floating and hydrodynamic lifting surface 62. A pair of main spines 65 and 68 originate at the main stem bevels 38 and 41 of the centerline 53 of the main stem 29 and curve to widen to the respective flow channels 56 and 59. The major spines 65 and 68 are angled upwardly on the major bow 29 to reduce impact forces in the vertical direction. The main spines 65 and 68 also assist in obtaining hydrodynamic lift of the main bow 29 and include supporting the main bow 29 in the following sea conditions.

The corresponding outboard bow slopes 71 and 74, 77 and 80 of outboard bows 30 and 31 begin at the shear line and continue down toward the stern to respective outboard keels 83 and 86. The outboard keels 83 and 86 are flat and together with the main keel 47 serve as the lowest part of the power boat 20, defining a plane or keel line 89 which functions as a front seal or outboard seal. Outboard keels 83 and 86 originate at respective bases 91 and 92 of outboard bows 30 and 31 and continue aft and outboard from centerlines 95 and 98 of outboard bows 30 and 31, curve to widen into outboard sloped lifting surfaces 117 and 118 on the outboard side of outboard bows 30 and 31, and also extend inwardly toward the aft from respective centerlines 95 and 98 of outboard bows 30 and 31, curve and widen into respective water flow passages 56 and 59 in the inboard side of outboard bows 30 and 31 and on both sides of main bow 29. The outboard keels 83 and 86 include corresponding right angle forward floating and hydrodynamic lifting surfaces 101 and 104. Respective outboard spines 107 and 110, 113 and 116 originate from respective pairs of outboard bow ramps 71, 74, 77 and 80 of respective centerlines 95 and 98 of outboard bows 30 and 31. On the outboard side of outboard bows 30 and 31, spines 107 and 116 extend aft to form outboard angled lift surfaces 117 and 118, and respective outboard keels 83 and 86 form lower seals 119 and 120 at the base of outboard angled lift surfaces 117 and 118, at keel line 89. On the inboard side of outboard bows 30 and 31, spines 110 and 113 curve inwardly and widen downwardly to water flow channels 56 and 59. Pairs of outboard spines 107 and 110, 113 and 116 are angled upwardly on respective outboard bows 30 and 31 to reduce impact forces in the vertical direction. Pairs of outboard spines 107 and 110, 113 and 116 also facilitate hydrodynamic lifting of respective outboard bows 30 and 31 and include supporting outboard bows 30 and 31 under the following sea conditions.

Outboard bow ramps 71 and 80 extend aft and outboard to a transverse stern seal 122. The stern ramp or hydrodynamic lifting surface 128 is forward of the stern seal 122 and extends forward to a more horizontally disposed upper surface 129. Upper surface 129 extends forwardly to an air cavity 131 below which respective main bow 29 and outboard bows 30 and 31 form. The air chamber 131 is filled with a flow of compressed air from one or more compressors or blowers (not shown). Respective forward or bow seals 132, 133 and 134 originate at the forward ends of the main runners 47 and outboard runners 80 and 81, the respective bases 50, 91 and 92 of the main bow and outboard bows 29, 30 and 31, and extend aft and outboard along the main runners 47, 83 and 86 until the main runners 47, 83 and 86 bend into the outboard seals 119 and 120 and the water flow channels 56 and 59. Air chambers 131 begin at the forward bow seals 132, 133 and 134, the front lifting surfaces 62 of the keel 47 and the lifting surfaces 101 and 104 of the outboard keels 83 and 86, the respective bases 50, 91 and 92 of the main bow and outboard bows 29, 30 and 31, and the forward ends of the main keel and outboard keels 47, 83 and 86. The air chamber 131 extends aft or outboard along the main and outboard keels 47, 83 and 86 until curving into the outboard seals 119 and 120 and the water flow channels 56 and 59. The respective side walls 135 and 136 of the air cavity 131 are inclined inwardly to provide maximum hull flotation. The slopes of the sidewalls 135 and 136 slowly become horizontally flat as the stern seal 122 is bent in. When driving, the stern inclined lifting surface 128 provides flotation and dynamic lifting for the hull 23 to raise the stern end of the powered boat 20 reducing wetted surface area and resulting drag and drag. The stern inclined surface 128 also reduces the impact of water and waves in the air cavity 131. A plurality of exhaust ducts 137, 138, and 140 distribute air from respective blowers (not shown) to the air chamber 131. The power boat 20 is propelled along a thrust line starting at the stern seal 122 and advancing through the main bow 29 to the shear line 44.

The powered vessel 20 is supported by buoyancy during static operation in water and is supported by hydrodynamic lift action provided by main bow 29, outboard bows 30 and 31, water flow channels 56 and 59, forward lift surfaces 62, 101 and 104, outboard seals 119 and 120, aft tilt lift surface 128, forward bow seals 132, 133 and 134, outboard seals 119 and 120, and aft seal 120 during dynamic operation (motion).

As the hull 23 flows through the water surface, the air cavity 131 is filled with a flow of compressed air from the exhaust pipes 137, 138 and 140 distributed by the blowers. The air flow rate and thus the air pressure in the air chamber 131 is controlled by adjusting the blower speed or by using corresponding valves (not shown) that regulate the compressed air entering the air chamber 131. When the air cavity 131 is compressed, it supports most of the weight of the powered vessel 20. The stern seal 122 creates a physical seal between the compressed air in the air cavity 131 and the water at the aft end of the power vessel 20. The stern ramp up and down surface 128 provides hydrodynamic lift to raise the stern height of the powered boat 20 as it travels, reducing wetted surface area and resulting drag and drag. The stern inclined lifting surface 128 reduces the water and wave impact forces in the air cavity 131. Compressed air is released from forward bow seals 132, 133 and 134 and gas-containing outboard seals 119 and 120, lubricating the wetted surface area of the vessel including main bow and outboard bow 29, 30 and 31, water flow channels 56 and 59 and outboard sloped lifting surfaces 117 and 118, avoiding the laminar friction caused by water. The stern seals 122 may be level with the main and outboard keels 47, 83 and 86 and stern seals 119 and 120 on the keel line 89 or may be slightly raised from their position to induce a greater flow of compressed air and entrained water induced by the stern 122 to wet the stern of the powered boat 20. The water flow channels 56 and 59 slope downwardly towards the front end of the power boat 20 and are flattened towards the rear, thereby creating a floating and hydrodynamic lifting action during travel. In the event of an emergency stop, the powered boat 20 can be rapidly slowed down if the air cushion is depressurized.

The water flow channels 56 and 59 guide water and energy against wave impact into the air cavity 131. The wave impact energy is spread by the application of a compressed air flow, which also separates the water from the hull. The inclined arrangement of outboard inclined lifting surfaces 117 and 118 further reduces the impact force in the vertical direction when the hull encounters wave impacts.

As noted, a typical powered vessel 20 has three bows 29, 30 and 31, but there may be other numbers of bows, usually more. The number of bows may be odd or even, although an even number is preferred and staggered fore-aft as shown to achieve a more compact device. The forward most points of the main bow 29 and outboard bows 30, 31 may or may not be staggered fore-aft as shown. The main bow 29 and outboard bows 30 and 31 may be at the aft end of the main bow 29 as shown, or linear or forward of the main bow 29. Main bow 29 may be wider or less wide than outboard bows 30 and 31. The main bow, outboard bow and intermediate bows 29, 30 and 31 are preferably designed to be sharp so that waves can be penetrated in an efficient manner to reduce impact forces and drag.

Second preferred embodiment

A second preferred integrated access air-cushion barge and ship flat, preferably unpowered barge, shape is described with reference to fig. 11-13.

Fig. 11 includes a non-powered barge 146 with a hull 149 and a top deck 152 of the single hull assembly. The hull 149 includes a plurality of main bows 155 and 158 in pairs, outboard bows 160 and 161, and a bow of a mid-bow 162, interconnected by a plurality of bow connectors 163, 164, 165, and 166. The bows 155, 158, 160, 161 and 162 are staggered to aid in breaking the wake formed by the vessel while driving.

The two pairs of main bow slopes 170 and 173, 176 and 179 of the respective main bows 155 and 158 originate at a shear line 180 provided between the hull 149 and the top deck 152 and continue aft down to the respective main runners 182 and 185. The main runners 182 and 185 are flat, start at respective bases 188 and 191 of the main bows 155 and 158 and continue aft and outboard from the respective bases 188 and 191 of the main bows 155 and 158, curving and widening into the outboard flow channels 200 and 203, 206 and 209 of the respective main bows 155 and 158, the intermediate bow 162, and the inboard side of the outboard bows 160 and 161. Main runners 182 and 185 include right angle forward floating and hydrodynamic lifting surfaces 212 and 215. The two pairs of main spines 218 and 221, 224 and 227 originate from the respective pairs of main bow ramps 170 and 173, 176 and 179, curve and widen to respective centerlines 194 and 197 of the main bow portions 155 and 158 outboard of the respective flow channels 200 and 203, 206 and 209 inboard of the respective main bow portions 155 and 158, the intermediate bow portion 162, the outboard bow portions 160 and 161. The respective pairs of spines 218 and 221, 224 and 227 are angled upward on the respective main bows 155 and 158 to reduce the impact force in the vertical direction. The main spine pairs 218 and 221, 224 and 227 also assist the respective main bows 155 and 158 in providing hydrodynamic lift and support for the main bows, including under the following sea conditions.

The respective pairs of outboard bow slopes 230 and 233, 236 and 239 of outboard bows 160 and 161 begin at shear line 180 and continue down toward the stern to respective outboard keels 242 and 245. Outboard keels 242 and 245 are flat, starting at respective bases 248 and 251 of outboard bows 60 and 61 and continuing aft and outboard from respective centerlines 254 and 257 of outboard bows 160 and 161, curving and widening into respective outboard sloped lifting surfaces 300 and 301 on the outboard sides of outboard bows 162 and 161, and also extending aft and inward from respective centerlines 254 and 257 of outboard bows 160 and 161, curving and widening into respective water flow passages 200 and 209 in outboard bows 160 and 161 on respective outboard sides of main bows 155 and 158. Outboard keels 242 and 245 include respective right angle forward floating and hydrodynamic lifting surfaces 260 and 263. Respective pairs of outboard spines 266 and 269, 272 and 275 originate at respective pairs of outboard bow ramps 230 and 233, 236 and 239 at centerlines 254 and 257 of outboard bows 160 and 161. On the outboard side of outboard bows 160 and 161, spines 266 and 275 extend aft forming outboard angled lifting surfaces 300 and 301, and respective outboard keels 242 and 245 at the base of outboard angled lifting surfaces 300 and 301, forming outboard seals 302 and 303 at keel line 285. On the inboard side of outboard bows 160 and 161, spines 269 and 272 curve and widen into water flow passages 200 and 209. Outboard spines 266 and 269, 272 and 275 are angled upward on respective outboard bows 160 and 161 to reduce the impact force in the vertical direction. Pairs of outboard spines 266 and 269, 272 and 275 also assist in hydrodynamic lifting of respective outboard bows 160 and 161 and provide support for outboard bows 160 and 161 under the ocean conditions described below.

A pair of intermediate bow slopes 278 and 281 of the intermediate bow 162 originate at the shear line 180 and continue down the stern to the intermediate keel 284. The center keel 284 is flat and the outboard keels 242 and 245 are the lowest portions of the barge 146, defining a plane or keel line 285 which functions as a front seal or outboard seal. The intermediate keel 284 begins at the base 287 of the intermediate bow 162 and continues from the centerline of the intermediate bow 162 aft and outboard, curving into the inboard side of the respective water flow channels 203 and 206 of the main bows 155 and 158 on the respective outboard sides of the main bows 155 and 158. The middle keel 284 includes a triangular forward floating and hydrodynamic lifting surface 293. The intermediate pairs of spines 296 and 299 start from the intermediate pairs of bow spines 278 and 281 at the centerline 290 of the intermediate bow 162. Outboard of the medial bow 162, the spines 296 and 299 extend aft and curve into the respective water flow passages 203 and 206. Intermediate spines 296 and 299 slope upward on intermediate bow 162 to reduce the impact force in the vertical direction. Intermediate spines 296 and 299 also facilitate hydrodynamic lifting of intermediate bow 162 and include supporting intermediate bow 162 during ocean conditions described below.

Outboard bow slopes 230 and 239 of outboard bow spines 160 and 161 extend aft and outboard to lateral stern seal 304. The stern inclined floating or hydrodynamic lifting surface 311 leads the stern seal 304 which extends forward to a more horizontally disposed upper surface 312 where it extends forward to the respective water flow channels 200, 203, 206 and 209 forming an air cavity therebelow. Respective forward and aft seals 315, 316, 317, 318 and 319 originate at the respective bases 188, 191, 248, 251 and 287 of the main runners 182 and 185, outboard runners 242 and 245, forward-facing main bow of the center runner 284, outboard bow and center bow 155, 158, 160, 161, 162 and continue aft and outboard along the main, outboard and center runners 182, 185, 242, 245 and 284 until the runners 182, 185, 242, 245 and 284 curve into the outboard angled lift surfaces 230 and 239 and water flow passages 200, 203, 206 and 209. Air cavity 314 begins with forward bow seals 315, 316, 317, 318 and 319 at forward riser surfaces 212 and 215 of main runners 182 and 185 and forward riser surfaces 260, 263 of outboard runners 242 and 245, forward riser surface 293 of center runner 284 at the respective bottoms of main bows 155 and 158, bottoms 248 and 251 of outboard bows 160 and 161, and center bow bottom 287 at forward ends of main runners 182 and 185, outboard runners 242 and 245, center runner 284. The air cavity 314 continues along the main, outboard and intermediate keels 182,185, 245 and 284, extending aft and outboard until curving over the outboard seals 302 and 303, the water flow passages 200 and 209. The respective sidewalls 320 and 321 of the air cavity 314 are inwardly angled to provide greater hull flotation. As the sidewalls 320 and 321 curve into the stern seal 304, their slopes gradually flatten out. The stern ramped lift surface 311 provides flotation for the hull 149 and hydrodynamic lift to raise the stern of the barge 146 when towed forward by a tug (not shown) or other powered boat, thereby reducing the wetted surface area and resulting drag and drag forces of the towing process. The stern inclined lifting surface 311 also reduces the impact force of waves and water in the air cavity 314. A plurality of discharge pipes 322, 323, 324, 325 and 326 send compressed air from a blower (not shown) into the air chamber. The barge 146 is pulled along the dash-dot line 327 from the stern seal 304 and moves forward through the medial bow 162 to the shear line 180.

Hull 149 is supported by buoyancy when at rest in the water, and hydrodynamic lift provided by main bows 155 and 158, outboard bows 160 and 161, intermediate bow 162, water flow channels 200, 203, 206 and 209, forward lift surfaces 212, 215, 260, 263 and 293, aft tilt surface 311, forward bow seals 315, 316, 317, 318, 319, outboard seals 302 and 303, and aft seal 304 when power operated (moving).

As the barge 146 moves through the water surface, the air cavity 314 is filled with air streams from the exhaust pipes 322,323, 324,325 and 326 which distribute the compressed air streams from the blowers. The flow rate and thus the air pressure generated in the air cavity 314 is controlled by adjusting the speed of the blower or using a corresponding valve (not shown) that regulates the flow of compressed air into the air cavity. When the air cavity 314 is compressed, the air cavity supports most of the weight of the barge 146. The stern seal 304 creates a physical seal between the compressed air in the air cavity 314 and the water at the stern of the barge 146. The stern ramped lift surface 311 provides hydrodynamic lift to raise the stern of the barge 146 as it travels, thereby reducing wetted surface area and resulting drag and drag. The stern inclined elevating surface 311 reduces the impact force of water and waves in the air cavity 314. Compressed air is released from forward bow seals 315, 316, 317, 318 and 319, outboard seals 302 and 303 exposed to the water, lubricating the wetted surface area of barge 146 including main bow, outboard and intermediate bows 155, 158, 160, 161 and 162, water flow channels 200, 203, 206 and 209, outboard sloped lifting surfaces 300 and 301, thereby avoiding the effects of laminar friction with the water. The stern seals 304 may be level or slightly elevated with the keels 182, 185, 242, 245 and 284 and outboard seals 302 and 303 at the keel line 285 to induce a high flow of compressed air and gas-containing water aft through the lubrication barge 146. The downwardly sloping surfaces of the water flow channels 200,203, 206 and 209 towards the forward ends are flat and facing backwards to produce a floating and hydrodynamic lifting action during travel. When an emergency stop is encountered, the barge 146 can be rapidly slowed down if the air cushion is depressurized.

The water flow channels 200, 203, 206 and 209 direct energy and flowing water due to wave impact into the air cavity 314. Wave impact energy within air cavity 314 may be dissipated by applying a compressed air flow. The compressed air flow also causes separation between the water and the hull 149. The inclined arrangement of the outboard inclined lifting surfaces 300 and 301 reduces the impact force in the vertical direction when the hull 149 encounters a wave strike.

On a ship platform such as barge 146, multiple main bows 155 and 158 may be used in conjunction with outboard bows 160 and 161, and intermediate bow 162, separated from each other by water flow passages such as 322, 323, 324, 325, and 326. The number of bows may be odd or even. Although an even number and a staggered arrangement of the stern forward as shown is preferred to achieve a more compact arrangement. The barge 146 may have three bows as with the power ship 20, although more than three bows are preferred for higher cargo handling capacity. The forward most position of each of the main bows 155 and 158, outboard bows 160 and 161, and intermediate bow 162 may or may not be staggered aft as shown. The outboard bows 160 and 161 and the intermediate bow 162 may be positioned aft of the main bows 155 and 158 as shown, or straight, or forward of the main bows 155 and 158, and the intermediate bow may or may not be shorter than the outboard bows 160 and 161. The main bows 155 and 158 may or may not be wider than the outboard bows 160 and 161 and the intermediate bow 161. The main, outboard and intermediate bows 155, 158, 160, 161 and 162 are preferably designed to be sharp to facilitate penetration of waves in an efficient manner to reduce impact and drag forces.

Third preferred embodiment

Referring to fig. 14, a third preferred integrated tunnel air cushion ship and ship plate, preferably in the form of a powered ship and a non-powered barge, is illustrated. The design of the barge approximates that of the powered vessel 20 and barge 146, so only the general configuration will be described.

Fig. 14 includes a powered or non-powered barge 330 with a hull 332 and a top deck (not shown) of the single unit. The hull 332 includes a pair of main bows 334 and 336, and a pair of outboard bows 338 and 340 configured as described above, interconnected by a plurality of bow connectors 342, 344, and 346; the main bows 334 and 336 are staggered from the outboard bows 338 and 340 to help disrupt the wake formed when passing from the surface; a plurality of water flow passages 348, 350 and 352 are distributed between main and outboard bows 334 and 336, 338 and 340. A pair of sidewalls 354 and 356 extend aft along outboard bows 338 and 340 to a transom 358. A pair of flat main keels 360 and 362 and a pair of flat outboard keels 364 and 366 are the lowest portion of the barge 330, defining keel lines (not shown) that function as a front seal and outboard seals. Outboard bow ramps 368 and 370 of main bows 338 and 340, respectively, extend aft and outboard to a transverse stern seal 372. The stern fluid power take-up surface 374 is forward of the stern 372 which extends forward to a more horizontally disposed upper surface 376, the upper surface 376 extending forward into the respective water flow channels 348, 350 and 352 forming an air cavity 378. A plurality of exhaust pipes 380, 382, 384 and 386 send air from respective blowers (not shown) to the air chamber 378. The barge 330 operates in the same manner as the powered vessel 20 and barge 146.

The powered boat and powered barge or non-powered barge of the present invention represent a significant improvement in surface effect ship technology. They are the first example of a suitable efficient combination of flotation, pneumatic lifting, hydrodynamic lifting and wave penetration that makes surface effect technology economical and feasible. There are no soft, flexible seals to retain and replace parts that wear or slow down the vessels from their blunt entry in rough seas. The present invention provides a ship with optimal performance, best ride quality, low wake generation, capability to carry heavy cargo vessels due to high bearing capacity, light hold down capability and extreme economy of operation and maintenance. Thus, the present invention has great commercial and military value.

More particularly, high speeds can be achieved and maintained with engines that are smaller than a comparable size boat, resulting in significant fuel savings. Ships are used daily in commercial operations, and driving costs of about two to three years can be paid for fuel savings alone. The ship of the invention has excellent driving quality, and has a large air cavity for restricting the shaking and reducing the force in the vertical direction. In windy and stormy seas it is not necessary to lift or hold the boat with a steering control attachment such as a hydrofoil, because very little wake is generated when the boat and barge are traveling on or near the surface of the water. This is an environmental advantage because weak damage to shorelines, seawalls and seamouths is a major problem in high speed marine transport.

Testing and analysis of the inventive ships and barges compared to similar size surface effect multi-hull and catamaran vessels of the same length and weight strongly indicated that the ship and barge of the present invention would have 25% to 30% less heave at 10% loading. Such an arrangement provides greater flotation and aerodynamic lift than the monohull SES and catamaran SES arrangements, resulting in better slight push down operating potential. The air cavity is larger (square feet) to support more objects than the payload of the seg and seg units. The result is the most efficient cargo vessel of the invention to date. The vessel and barge according to the invention also provide a safer and faster deceleration if the air entry into the air cavity is terminated when an emergency stop is encountered.

By comparison, the applicant is a co-developer and test driver of a 65 foot surface effect catamaran. Such vessels have drawbacks in flotation, aerodynamic lifting and hydrodynamic lifting. The performance of catamarans is somewhat improved through multiple modifications to the hull, but it is still necessary to add two hydrofoils to it to provide sufficient hydrodynamic lifting to carry the normal loads of a commercial ship. Hydrofoils create considerable sinking forces that sharply slow the catamaran. This was followed by careful study by building, testing and analyzing a large number of test models of multi-and catamarans.

Catamaran SES or multi-hulled SES type vessels have internal defects. For example, a suitable combination of aerodynamic and hydrodynamic lifting is used to assess that a commercially viable cargo ship carries cargo with minimal drag and sinking forces. The combination of aerodynamic and hydrodynamic lifting has a load bearing limit beyond which either excessive increase in the amount of aerodynamic lifting (i.e. square footage of the air cavity under the hull vessel) or hydrodynamic lifting (i.e. square footage of the wetted surface area of the hull) will increase the hull's sinkage through the water surface. When the hull is too wide, widening the hull will result in significantly increased sinkage forces. We have also found that the tunnels of the multi-hull and catamaran resurfacing arrangements are a source of considerable sinking forces, unlike conventional multi-hulls and catamarans which utilise a narrow hull and rely solely on hydrodynamic lifting. The sinkage force of the ship of the invention is about 35% less than that of the conventional bottom catamaran and the wave-perforated catamaran of the same weight. The advantages of the waterline of the wave-perforated catamaran are not applied to surface effect multi-hulls and catamarans. Conventional catamarans and wave-perforated catamarans require inactive or active steering control systems, such as hydrofoils, to carry passengers.

Various modifications may be made to the vessels and barge bodies of the invention within the spirit of the invention. For example, high speed power vessels typically have three bows and two flow channels, barges have five bows and four flow channels, other odd and even numbers are possible, although even numbers and staggered arrangements as shown are preferred for newer configurations. The intermediate vessels are however also primarily intended for use in barges, they may also be used in combination with a power vessel having, for example, five bows. Especially for barges, whether of the tow or powered type, three or more bows can be used together to create a surface effect ship slab to meet the width and maximum width required for a full ship. The increased number of bow and current passageways used with the barge results in less impact forces and less drag and subsidence in harsh marine environments. Likewise, when the vessel and barge have main bows that extend forward beyond the outboard bow and the intermediate bow, the lengths of all bows may or may not be equal. The main bow may be shorter than the outboard bow. On the other hand, it may be modified to seal, when raised from the keel, at the same level as the keel. Air can escape from the water and air, the highest point of the overall physical seal between the stern nose and outboard, but because of the high water flow contacting the stern sealing surface, the stern seal seals better than other seals. However, if the stern seal is lifted slightly, the sinking force with the water is less. The most stable footprint of the stern sealing surface area caused by water is stronger and more uniform than any other seal in the operational dynamic model. The motion and draft differences of the ship or barge indicate the physical phenomenon that this water is deposited over the stern seal, while other seals are lifted from the water surface during operation of the ship or barge. Further modifications include, but are not limited to, measures used in conjunction with hull sidewalls as the boundaries of the air cushion (air cushion sidewalls) and stern inclined planning surfaces to break laminar friction and reduce hull to water drag and sinkage as water flows along the hull. Spray fences may be incorporated into the side walls of the air mattress and positioned one-quarter way up from the keel to the top of the air mattress. The spray guard reduces the spray and wetted area of the hull through the water, thereby reducing the laminar frictional resistance and drag of the hull.

The invention has been described with reference to several embodiments. The foregoing detailed description and examples have been provided for clarity of understanding only. No unnecessary limitations are to be understood therefrom. It will be apparent to those skilled in the art that many changes can be made in the embodiments described without departing from the scope of the invention. Thus, the scope of the present invention should not be limited to the exact details and structures described herein, but rather by the structures described by the language of the following claims and the equivalents of those structures.

Claims (22)

1. A hull plate for a powered and unpowered ship and barge that reduces drag through water and increases wave penetration when traveling over rough seas, the hull plate being a one-piece ship apparatus that utilizes compressed air to reduce friction with water, provides support by a combination of flotation, gas powered lift, and hydrodynamic lift when traveling forward, and utilizes superior wave penetration, the hull plate comprising:

a plurality of bows, each bow including a respective pair of bow diagonals starting at an upper shear line and continuing down aft, outboard and to a transverse stern seal forming a respective outboard seal;

a plurality of water flow passages, one said passage being disposed between each pair of said plurality of bows;

a keel for each bow, said keel starting at a respective base of said bow and extending aft and outboard from a respective centerline of said bow;

a plurality of bow seals originating at respective forward ends of said keel, at respective bases of said bow, and extending aft and outboard until said keel curves into said water flow channel and outboard seals;

extending forward at the forward end of said stern seal to the surface of an upper air cavity and to the stern ramp surface of an air cavity below which the corresponding water flow channel forms, said air cavity beginning at said bow seal and continuing aft and outboard at the base of said bow, said keel, and the corresponding forward end of said air cavity until curving into said water flow channel and said outboard seal;

at least one air outlet pipe passing through the surface of the upper air cavity, and compressed air is sent into the air cavity through the air guide pipe;

wherein the stern ramp surface provides hydrodynamic lifting to raise the stern end of the hull plate as the hull plate passes over the surface, the air chamber is filled with compressed air from the air duct, the air chamber restricts the compressed air cushion from being located beneath the hull plate during travel to reduce contact with the water and thereby reduce laminar friction, the water flow channel directs water flow to avoid impact on the air chamber, and wherein the air cushion and compressed air flow maintain such reduced contact with the water to reduce drag and drag.

2. The hull plate of claim 1 in which the keel is substantially flat, said keel and said outboard seal being the lowest portions of the hull plate defining the keel line of the hull plate.

3. The hull plate of claim 2 in which the stern seal is raised slightly from the keel line level to induce a greater flow of compressed air and entrained water to flow sideways to lubricate the stern end of the ship.

4. The hull plate of claim 1 in which the bow includes centerlines originating from respective pairs of bow diagonals, the bow, and a majority of the spines extending outboard from respective centerlines of the vessel toward the stern and outboard, forming respective outboard sloped lifting surfaces on respective outboard sides of the outboard bow, while also extending from respective centerlines of the bow toward the stern and inward, and curving into respective water flow channels.

5. The hull plate of claim 4 in which the respective pairs of spines and outboard inclined lifting surfaces are inclined upwardly and outwardly to reduce vertical impact forces and produce hydrodynamic lifting and lowering action and provide support for the hull plate.

6. The hull plate of claim 1 in which each keel includes a respective forward hydrodynamic lifting surface.

7. The hull plate of claim 6 in which the forward hydrodynamic lifting surface is generally triangular.

8. The hull plate of claim 1 in which the respective side walls defining the air cavity are inwardly inclined, slowly turning horizontally flat and curving into the stern seal.

9. The hull plate of claim 1 further including a top deck added over the shear line.

10. The vessel hull panel of claim 1 in which the water flow passages are downwardly inclined toward the front end and flat toward the rear end to produce a buoyant and hydrodynamic lifting action when the ship is moving.

11. The hull plate of claim 1 in which the bow number is odd.

12. The hull plate of claim 1 in which the bow number is even.

13. The hull plate of claim 1 in which the bow is sharp in design so that it penetrates waves efficiently to reduce impact and drag forces.

14. The hull plate of claim 1 in which the hull plate includes three bows and two water flow channels for self-propulsion.

15. The hull panel of claim 14 in which the three bows include a main bow and a pair of outboard bows, the main bow being disposed between the outboard bows.

16. The hull plate of claim 15 in which one main bow and two outboard bows extend forwardly beyond the other members.

17. The hull plate of claim 16 in which the main bow extends forward to the outboard bow front.

18. The hull plate of claim 15 in which one main bow and two outboard bows are wider than the other members.

19. The hull panel of claim 16 including at least one additional main bow disposed laterally adjacent and spaced from said main bow, at least one intermediate bow disposed between said main bows, and at least three additional flow channels disposed adjacent said intermediate bow.

20. The hull plate of claim 19 including a barge having five or more bows to provide a surface effect ship plate of a desired width for cargo tugging and overall hull width.

21. The hull plate of claim 20 including a powered barge.

22. The hull plate of claim 20 including a non-powered barge that is not towed by a powered boat.