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WO2005090150A1 - Coque transsonique et hydroptere iii - Google Patents

Coque transsonique et hydroptere iii Download PDF

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Publication number
WO2005090150A1
WO2005090150A1 PCT/US2004/004485 US2004004485W WO2005090150A1 WO 2005090150 A1 WO2005090150 A1 WO 2005090150A1 US 2004004485 W US2004004485 W US 2004004485W WO 2005090150 A1 WO2005090150 A1 WO 2005090150A1
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Prior art keywords
hull
stern
regime
bow
approximately
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PCT/US2004/004485
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English (en)
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Alberto Alvarez-Calderon
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Individual
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Priority to CNA2004800427707A priority Critical patent/CN1984811A/zh
Priority to PCT/US2004/004485 priority patent/WO2005090150A1/fr
Priority to AU2004317357A priority patent/AU2004317357A1/en
Priority to JP2006554063A priority patent/JP2007522032A/ja
Priority to EP04775773A priority patent/EP1718520A1/fr
Publication of WO2005090150A1 publication Critical patent/WO2005090150A1/fr
Anticipated expiration legal-status Critical
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/04—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with single hull
    • B63B1/06—Shape of fore part
    • B63B2001/066—Substantially vertical stems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T70/00—Maritime or waterways transport
    • Y02T70/10—Measures concerning design or construction of watercraft hulls

Definitions

  • the art related to the present application may relate to the art in Jane's High
  • Transonic Hull TH
  • Transonic Hydrofield TH
  • propulsion, controls, and shapes of Transonic Hulls specified in Patent Application 08/814,417.
  • certain vessels having triangular hull planform shape apparently similar in some respect to TH have been prepared in the past (for example, those cited by the Patent Office in the examination of Application 08/814,418), these have been designed to have approximately equal drafts adjacent the stern and the bow, as in conventional ship design.
  • the Japanese Patent 61- 125981 A of Mitsubishi Heavy Industries teaches, in all its embodiments, that the draft at stern and bow of this approximately triangular hull planform are approximately equal and the same as midbody draft.
  • TH and J_H of Application 08/814,418 make a totally different and innovative solution; it combines, in the submerged portion of TH, a deep draft forward and a shallow draft to the rear, which normal architectural ship design would consider dangerous with an inherent dive potential unless a bow bulb were used.
  • this writer confirmed that TH theory is correct in that dive tendencies are not determined on a triangular planform.
  • the TH solution renders an inherent distance between LCF and center of buoyancy and therefore has a center of gravity substantially ahead of the LCF.
  • the quantitative aspects in the relation between CB, CG, LCF, and stern draft is dependent, I have discovered in relation to iack of dive tendency and established in respect to payload, with reference to the distinctions between the hydrostatic stern condition and the stern's hydrodynamic condition in the supercritical and subcritical regimes, as is done in the present CIP patent application in respect to limits of distances between LCF, CB, CB, and effect on static draft.
  • these key relations are established in the present work in relation to the hydrodynamic drag consequence of entry and exit flow angles in its various speed regimes.
  • the present invention specifies new unique design shapes, features, and methods of operation which qualitatively improve and extend the scope of the transonic hull TH and the transonic hydrofield TH inventions of previous patent applications.
  • the scope of the present invention is summarized below: 1.
  • An extension of the operational speed envelope of TH over a very broad speed range increase by means of new design characteristics and new hydrodynamic regimes beyond the previous subcritical and supercritical regimes in the displacement modes, namely: the hypercritical, the transplanar, and the x-regimes.
  • a single TH hull can operate with good efficiency over a large speed spectrum which otherwise would require two or three ships with different conventional hulls; for example, a conventional displacement ship at lower range of speed and a vee- bottom or semi-planing hull for higher speeds.
  • Another important feature of the invention pertains to hull characteristics and shapes above and below calm-water waterplane which are critical to permit , successful operation over the broad speed regime in adverse seas, preferably also in optional combination with special longitudinal distribution of heavy mass components inside the hull, such as engines, fuel, and weapons.
  • a third feature of the invention pertains to special shapes, trim, balance, center of gravity location, location of longitudinal center of flotation, and various kinds of flaps and streaks needed to make feasible and enhance and improve the performance and maneuverability of the transonic hull in calm water and adverse seas. 4. Additionally, other important features of the invention are its hull shapes which have inherent low detectability by radar and other sensors, as well as a wake of low visibility and thermal content, which yields stealth properties to the hull which are nevertheless compatible with efficient hydrodynamics and good behavior in adverse seas. Thus, the new invention is an all weather stealth transonic hull capable of operating in new high speed hydrofield regimes of the transonic hull, which now includes the hypercritical, transplanar, and X regimes.
  • the hull of the present invention is also referred to in certain important cases as TH-II, and its broadened hydrofield is TH-III.
  • Other embodiments of the present invention are improvements applicable to TH and TH-II. Because the invention is broad and powerful, it is not necessary to incorporate in a single vessel each and all features and methods of the inventions and improvements, nor is it necessary to incorporate each of them in all claims.
  • Figures 1 , 2, 3 and 4 are examples of the prior art related to this invention; TH, and planview of TH of the present invention; Figures 5, 7a, 7b, 9, 10, 11, 12a, 12b and 14f cover additional examples;
  • Figure 8 specifies the relation between drag and V/ L for TH and IACC hulls
  • Figures 13a and 13b disclose the TH-III and TH-III in hypercritical regime
  • Figures 14a and 14b disclose the TH-III and TH-III in transplanar regime
  • Figures 14c and 14d disclose the stern profile and flap
  • Figure 14e discloses the combination of the stern flap and profile thereof
  • Figure 15 discloses the TH-III and TH-III in X-regime
  • Figure 16 discloses the stern and side flap for control
  • Figure 17 discloses the TH and TH in sea waves with lateral flaps for control
  • Figures 18a-g disclose the TH 3-D shape for operation in adverse seas and stealth operation; and Figures 19-28c disclose further embodiments and structures associated with the TH and TH of the present invention.
  • Displacement Hulls Displacement Hulls. Displacement hulls sustain boat weight by buoyant lift. As designed in the past and present, they have an upper speed limit called "hull speed," near and above which hydrodynamic resistance (drag) grows at a high exponential rate, for example, as in Fig. 1.
  • the "hull speed” occurs when the length between bow and stern waves generated by and traveling with the translating hull equals the geometric length of the hull.
  • the "hull speed” limit is intrinsic of displacement hulls, because of their wave generation properties as they translate in the water, i.e., "wave making.”
  • the length of waves generated by the hull exceed the geometric length of the hull, as shown in Fig. 2, the situation becomes critical..
  • the increasing size of bow wave with increasing speed induces a further drop of the trough near midbody, leading to incremental sinkage of the hull and an increase of hull's angle of attack.
  • the increase of angle of attack impedes further speed increase unless very large power is available to climb over the bow wave and enter the planing regime, the limitations of which will be discussed later on.
  • the operational speed envelope covers speed-to-length ratios of 0.8 to about 1.0 or 1.1 for commercial ships, which is well below their "hull speeds" of 1.34.
  • Military ships have speed envelopes that include "hull speed” (for example, a cruiser ship at 1.35) and even above "hull speed” (for example, the slender destroyer operating at speed-to-length ratio of about 1.7).
  • hull speed for example, a cruiser ship at 1.35
  • hull speed for example, the slender destroyer operating at speed-to-length ratio of about 1.7
  • the required size and weight of conventional power plants and hydrodynamic problems of propulsion at the lower weight-to-drag ratios become unacceptable for the missions of the ships. Accordingly, there remains an urgent need for improving the high speed efficiency and range of displacement hulls, at least within their current speed limits and preferably in a breakout above those limits.
  • planing Hull There is a widely held view that a different type of hull, called planing hull, in which weight is supported by a hydrodynamic lift force from momentum change (as distinct from buoyant lift), can overcome the speed limits of displacement hulls, and furthermore that they are efficient at high speed. Actually, while planing permits high
  • Fig. 2 Although the decrease of weight-to-drag ratio with speed in Fig. 3 appears to be continuous with increasing speed-to-length ratio, the left and right sides in Fig. 3 are not continuous, but discontinuous as to shape and type of hulls — displacement and planing — which have discontinuous and widely different volumetric coefficients, as is clearly shown in Fig. 4. Thus, on the left in Figs. 3 and 4, displacement hulls, if one includes destroyers, cover an operational speed-to-length envelope from about 0.8 to 1.8, in which the weight-to-drag ratio decreases smoothly from over 120 (higher for slow
  • planing hulls have an operational speed-to-length ratio of the order of 3 to well above 4 (Fig. 3), but with weight-to-drag ratios of about 6- 8, and with a volumetric coefficient of above 100 (Fig.4), which is evidently much higher than displacement hulls only because the latter are much longer.
  • the higher volumetric coefficient reflects the fact that planing designs are not intended for nor are capable of sustained operation near or below "hull speed" in which their low weight-to-drag ratio would be prohibitive compared to displacement hulls.
  • the displacement hull has a wave-making drag component which increases strongly with speed near and above hull speed, in addition to an approximately constant wetted area generating friction drag which increases roughly with square of speed.
  • These drag sources combine into a high total exponential drag growth near and above "hull speed” which was shown in Fig. 1.
  • operational speed-to-length ratios are about one for commercial ships and somewhat below two for military ships.
  • the percent distribution of frictional resistance and wave-making resistance, often referred to as residuary resistance because it may include other minor resistance components, is shown in Fig. 6. It shows that above "hull speed" of 1.34 more than 60% of resistance is residuary — mostly wave making drag.
  • the semi-planing hull Unlike displacement hulls which have upwardly curved sterns and curvatures at the bow, causing suction which sinks their center of gravity with forward speed (increasing their apparent weight), and unlike planing hulls having mostly flat undersurfaces and a CG which tends to rise with forward speed, the semi-planing hull usually has a Vee bottom and, for practical reasons, is heavier than a pure planing hull. Although the semi-planing hulls can generate the appearance of a "flat" wake at high speeds, their lift is generated by a combination of buoyancy and dynamic forces, which is inherently inefficient.
  • weight/drag ratios of the order of 10 are feasible for large semi-planing light catamarans at speeds of 50 knots and ratios of 16 for 25 knots, but with very small payloads relative to their overall length and overall weight.
  • These weight/drag ratios are not high and are close to those of planing hulls, but are achieved at higher speeds than for conventional monohull displacement hulls.
  • Trimarans may have similar characteristics with some structural gains, and they also have large traditional buoyancy reserves forward, but only on the center hull.
  • Wave-piercing multihulls may have a center body which has water contact only in swells, providing the usual large buoyancy reserves in adverse seas, but permitting wave piercing in middle seas.
  • SWATHS are also multihulls which rely on totally submerged primary displacement for smooth riding, with penalties in wetted area and speed.
  • TH is characterized in having a submerged portion with a triangular waterplane shape with apex forward in static and in dynamic conditions, a triangular profile, or modified triangular profile in side view with maximum draft forward and minimum draft aft, and planar lateral surfaces at large inclination or vertical to the water.
  • the submerged portion has a double-wedge volume distribution with a fine narrow entry angle in planview and a fine exit angle aft in profile view.
  • the shape of TH, and its associated hydrofield TH is characterized in absence of surface wave-making sources such as shoulder, midbody, or quarter curvatures in planview; they have a narrow entry forward which minimizes the water volume displaced per unit of time, and induces special inboard underbody flow, favoring flow subduction which eliminates the conventional wave-making pattern of displacement hulls, and allows for new types of hydrodyamic ray phenomenon of very reduced size and an absence of midbody trough.
  • TH has a favorable anti-planing propulsive pressure component at its undersurface; favorable contracting streamline on the sides; favorable gravitational pressure gradients on the hull's lower surface; broad stern underflow which prevents pitch up and eliminate stern wave, and favors the recovery of underbody energy as well as that from following seas.
  • a very important feature of TH and TH as specified in my prior Patent Application 08/814,418 is the elimination of the below-water wave-making sources for high speed operation in calm water within its displacement mode, thus preventing or reducing the high exponential rise of wave-making drag which characterizes conventional hulls near and above their "hull speed.”
  • nominal "hull speed" is 1.34 when expressed with speeds in knots divided by square root of boat length in feet.
  • TH's principal remaining source of drag growth with speed is that due to friction, it being noted that (a) TH has no pressure drag problems at the stern since it has a clean water exit, and (b) TH has greatly reduced form drag, because it has no curved surface to significantly increase local and therefore average dynamic pressure along its wetted surfaces. Summarizing, it is the objective and feature of TH's archetype that near and above its "hull speed" while in the displacement mode, its total drag grows with only the second power of speed.
  • the displacement operational mode is characterized in Patent Applications 08/814,418 and 08/814,417 in its figures related to the supercritical and subcritical speeds.
  • TH The wetted surface remains approximately constant for a given weight; The water flow on the hull's sides continue as small rays, and the lateral wetted surface remains approximately constant, as is shown in Figs. 13 and 14 of original Application 08/814,418; and
  • the undersurface of the hull has an approximately constant negative angle of attack to the water surface, and actually contributes a forward propulsive pressure force component, which is opposing the retarding pressure components of the water acting on the submerged sides of TH, as is shown in Fig. 13 of original Application 08/814,418 and in Fig. 7 of the present Application.
  • the critical speed of a conventional hull occurs when the length between the bow wave and its corresponding stern wave is equal to hull's waterline length, and this occurs at a ratio of speed in knots to quare root of length in feet of 1.35.
  • the drag behavior of a refined International America's Cup Class hull (canoe only; no appendages) tested in same tank at equal length, beam and weight as TH is also shown in Fig. 8, showing substantially equal drag as TH at the critical "hull speed" of a conventional hull, but a drag growth above its "hull speed" greater than the second power and much greater than TH, the IACC hull having experienced also a significant increase of angle of attack with speed.
  • the initial design speed to be selected for the square speed growth of TH's total drag depends on TH's shape and on its ratio of boat weight to cube of hull length, and can be lower than the 1.35 shown in Fig. 7, for example, by changing the angle in planview of the sides of TH or changing the weight.
  • the single new hull type is established, for example, as in the present TH-III and TH-III invention, capable of operating over the broad speed range currently requiring two or three different hull types, each optimized in over 100 years of development, could that new hull type have penalties in speed and weight in an adverse sea which are larger than the penalties suffered by the three types of hulls optimized also for adverse seas in their respective speed envelopes, or could the penalties for the new hull be less severe, or perhaps mostly eliminated? 3d. Assuming that a revolutionary new hull type achieves the favorable characteristics described in 3a and/or 3b or to 3c above, how should it be trimmed and controlled, and by what methods driven and steered in a calm sea and in an adverse sea?
  • the quasi-constant magnitude of propulsive pressure force component of TH is a problem of significance for TH's overall power requirement, which is illustrated below with a specific example: • Assume a reasonable weight-to-drag ratio of 100 for a 700 foot long TH ship in displacement mode at a speed-to-length ratio of 1.2 with a weight of 30,000 tons. According to Fig. 72, the TH hull of Application 08/814.418 experiences in this regime a propulsive pressure force component in its lower surface -Nsin ⁇ . The high weight-to-drag ratio indicates that low total power is required.
  • the dynamic pressure based on remote speed is 2,879 lb/ft 2 .
  • the corresponding dynamic pressure is 11 ,516 lb/ft 2 '.
  • the NPF which remains a constant function of weight at constant angle of attack of the hull, is now diminished from 20% to 5% of total drag.
  • the friction drag term D for the weight-to-total-drag ratio at higher speed- to-length ratio reaches very high values under enormous remote dynamic pressure q.
  • the weight-to-drag ratio of the assumed TH archetype decreases and could be as low as that of a planing hull, about 8 or less for the example analyzed. 3i.
  • the propulsive pressure force on the lower surface of TH which is important in the displacement mode near "hull speed” and necessarily a function of the apparent weight of TH and the sine of the negative angle ⁇ of TH's lower surface, becomes less and less significant as percentage of total propulsive thrust needed to overcome drag as speed increases, since the viscous drag, which total thrust must overcome, continues to grow with the square of speed at constant wetted area, whereas changes of weight with speed, even considering apparent weight increases under subduction flows at high dynamic pressure, and therefore of net propulsive underbody pressure forces, are obviously not as significant. 3j.
  • the subduction flows for example, flows f in Fig.
  • the regime is uniquely efficient and to a critical measure a unique property of the special triangular planform of TH, and its profile, under effect of higher levels to achieve the higher dynamic pressure in hypercritical regime, as will be described later on in greater detail with aid of Fig. 13. 5.d Development of the Transplanar Regime for TH-III and TH-III.
  • the undersurface has a negative angle ⁇ establishing a draft at the bow much larger than at the stern.
  • the side elevation in respect to remote waterplane of TH in supercritical regime changes to that shown in Fig. 12b. Notice that although dynamic stern draft 25 is zero, the undersurface angle ⁇ and draft at bow as well as deck angle remains substantially unchanged, but propulsive pressure 27 is significant.
  • Fig. 13b differs from and is improved in respect to Fig. 12b as follows: large change of angle of undersurface from ⁇ to ⁇ 1 ; a large reduction of bow draft from approximately length 26 to a much smaller value 38; a substantial reduction of lateral wetted area and of propulsive pressure on the undersurface, an increase of dynamic pressures and momentum content on the wake, and an aft shift of center of gravity, combined with certain effects of thrust line in this case from propeller but could be water jets as well.
  • Fig. 13b is feasible for and unique to the TH configuration because its flat sides are devoid of shoulder, mid-body, and quarter curvatures which are usual wave-making sources, and because the maximum beam of TH is adjacent the stern, and therefore collects the entire underbody momentum flows and discharges it in flat exit wake with high momentum content which continues to prevent transverse stern wave formation.
  • a word of caution in respect to Fig. 13b is the limit of center of gravity shift to the rear, since it has to meet both supercritical and hypercritical regimes. Wrong choice can produce a tendency for self-sustained pitch oscillations similar to an aircraft "phugoid" mode, which can become unstable and divergent.
  • the CG location for Fig. 13b requires certain limits, reviewed later on. 5g.
  • Conventional planing is characterized as follows: A planing hull below the planing speed sinks at the stern, increasing angle of attack due to large bow and shoulder waves as shown on bottom of Fig. 2. If the boat's underbody has suitable surfaces and there is sufficient power, the planing boat climbs over its bow and shoulder wave and enters the planing regime of Fig. 14f. Outward flow 41 in Fig. 14f with lateral spray is a consequence of lift requirement by momentum change of conventional planing shapes. Minimal planing area Ap shown as 43 in Fig. 14f in contact with water provides lift with minimum wetted area, resulting in high area loading, a quotient made by dividing boat weight W by planing area Ap.
  • the large area portion 45 and associated volume above it which is dry only in calm water but becomes engaged repeatedly in waves, causes high slamming loads plus large change of buoyant forces, leading to excessive cyclic structural loads, severe pitch and heave accelerations which can be intolerable for occupants and cargo, and require slowing the operational speed of conventional planing hulls in adverse sea.
  • TH-III of Fig. 14 is shown in its transplanar regime in profile in Fig. 14b and in planview in Fig. 14a.
  • Fig 14a shows in planform a transonic hull having its archetype triangular shape, similar to that of Fig. 10 and 11. However, the hydrodynamic regime in Fig. 14a is entirely different from Fig. 12, and also different from conventional planing hull.
  • Fig.14b in the transplanar regime, the hull is at a very small positive angle ⁇ 11 , shown with numeral 65, with a wetted length 61 and a dry length 69.
  • the dry area 63 is considerably smaller than area 61 , which greatly reduces slamming loads in an adverse sea.
  • volume above length 69 is much smaller than above length 67, reducing added buoyant forces in an adverse sea.
  • surface of wake shows a unique absence of lateral spray, indeed retaining lateral rays of the type of Fig. 10, which is contrary to, and not possible in, conventional planing hull.
  • the corresponding aft profile shape is shown as 71 in Fig. 14c, for approximately the last 2.0 units of length of the undersurface, shown as 73, having a length of 2.5-3.5% of LWL which should be inclined upwards at approximately -5 degrees, as shown by angle - ⁇ .
  • This is qualitatively different and contrary practice to profile shape of high speed planing boats, which recommend opposite downward camber at stern to facilitate planing without excessive angle of attack, and also reduce hump drag before planing; for example, to alleviate nose-up tendency at bottom of Fig.
  • the center of longitudinal flotation (waterplane area centroid) varies from 23.3 units from stern (33% of LWL) in supercritical regime, to roughly 15 units from stern (21 % of LWL) in transplanar regime.
  • An approximate position is shown as numeral 70 in Fig. 14a.
  • FIG. 14d shows TH's undersurface with a flat aft profile 75 adjacent stern 77, with a stern flap 76 mounted smoothly at the corner of surfaces 77 and 75, with an upward flap angle Sf of about -6°, and a stern flap chord of 2.5% LWL.
  • This negative angle is needed to generate and govern the critical small angle 65 in Fig. 14b in transplanar regime with a stable 40% CG, and in certain cases in subcritical regimes, but not desired in supercritical or hypercritical regimes.
  • Fig. 14e shows the stern flap of Fig. 14d installed in the type of stern of Fig. 14c modified to accept an optimized hull aft profile.
  • stern flap 82 of about 2.1 % chord operated from torque tube 86 by a connecting rod between arm 85 and bracket 84.
  • the flap has an angle of about -5° for transplanar flow, and optionally for subcritical flow up to about -8° .
  • the flap reverses the effect of upwards curvature 79 to about zero exit angle at stern flap position 88 for supercritical and hypercritical regimes, and has a special brake position 89 which buries the bow of TH and raises its stern for a drag increment from both sources, especially beneficial for braking in hypercritical and transplanar speed regimes.
  • Wake cross-sections at 96 and 95 show a flat surface of wake below the level of undisturbed flat water-surface areas 92 outboard of depression at 97, and 94 outboard of depression 95.
  • TH has a deeper draft forward as outlined with dash-lines in Fig. 15.
  • the pervasive flat surfaces of the flow field outside the confines of the wake, as well as inside the wake, is evidence of an extraordinary hydrodynamic regime, in which it is possible to postulate a fully lateral flow component in the wake of V sin 4 with V being boat speed and with 4 being half the planform's bow angle.
  • Fig. 16 shows trim and control devices for TH of special value for turns of TH in the hypercritical and transplanar modes.
  • On TH 13 there is wide stern 100 having at its lower edge three stern flap segments hinged at collinear axis 107.
  • the center flap segment 103 acts principally to provide nose-up trim during a turn, and is therefore raised up by angle 102 in respect to a projection of flat lower TH surface 112.
  • the flaps are shown for right turn.
  • Right flap 101 is raised by angle 104 larger than 102, to sink right side of hull 113, and left flap 105 is lowered by angle 106 in opposite direction than angle 104, to raise the left side of TH 113.
  • TH banks to the right and the bottom surface of TH experiences, when yawed to the right underaction of conventional rudder, a centripetal force component to the right, which generates a curved path to the right, under Newton's second law.
  • FIG. 16 An alternative turning method is shown in Fig. 16, comprising a retractable lateral flap 108 hinged at an axis 109 inclined in profile view to have a positive angle of attack ⁇ relative to the flow on the sides of TH.
  • the deployed position of flap 108 shown in Fig. 16 causes an added lift on right side of TH 113, and since the left flap 114 remains retracted, the right side of TH is raised, causing a turn to the left.
  • FIG. 16 Another detail of Fig. 16 is the cross-sectional curvature used at the lateral lower corner of the hull.
  • the right side curvature corresponds to a local ellipse sector with major axis vertical and 2:1 ratio used in certain speed regimes of Fig. 14a to minimize sinking effects of subduction.
  • a different embodiment is shown at left side with a nearly sharp corner 116, which is best used for x-regime of Fig. 15.
  • the left lateral flap 114 can be placed at a lower position on the sides of TH 113, with more powerful effect.
  • ⁇ represents angles relative to the rearward projection of hull's undersurface 112 in degrees.
  • Transplanar and supercritical use of stern flaps for right turns is similar to hypercritical.
  • the regimes of use of lateral flaps of Fig. 16 are in the supercritical, hypercritical, and transplanar regimes, with a longitudinal length that can be optimized, if desired, for the preferred speed regime, for example, as outlined below.
  • Fig. 17 shows lateral devices which have various applications, as follows: a. Dry deck function: the lateral flaps on TH 120 are deployed when operating in adverse waters, for example, in presence of wave 122, compared to calm water level 121.
  • a properly designed TH will penetrate the swells with minimal loss of speed, but there may be some water from the swells reaching the top of the freeboard during the penetration.
  • This situation is minimized by right and left lateral flaps 123 forward, 124 at midbody, and 125 aft.
  • the flaps may be similar to flaps 108 in Fig. 16.
  • b. Pitch control function In high speed regimes in chopped water or in swells, or even in calm water, selective use of lateral flaps can be used for pitch control; for example, deploying the forward lateral flap pair 123 only for pitch up, or the aft lateral flap pair 125 for nose down pitch of the hull.
  • Lateral control function In high speed regimes in chopped water or in swells, or even in calm water, selective use of lateral flaps can be used for pitch control; for example, deploying the forward lateral flap pair 123 only for pitch up, or the aft lateral flap pair 125 for nose down pitch of the
  • lateral flaps as walking paths: As an alternative (of lower cost), and at some loss of calm water performance, permanent lateral flaps can be used for operation in normal and adverse seas, and also to serve as paths to have crew walk on them in the fore and aft direction for inspection of window seals for forward anchor manipulations forward, etc. 51.
  • Fig. 17 also shows a vertical fence-like surface 127, which can be adapted to be retractable bottom flap for minimum drag in rectilinear motion. When rudder 126 is rotated, it will generate a centrifugal force at the stern, say outward of the paper. This will yaw the stern towards the right.
  • a lateral water flow component inwards towards fence 127 is developed which raises the pressure on the right side of fence 127 and therefore rolls TH right side upwards.
  • the combined action of yaw by the rudder and roll by fence 127 causes the generation of a centripetal force on the hull towards the left, causing a left turn path in accordance to Newton's second law.
  • the centripetal force has two parts: one is the inward component on the bottom of the hull, and the other is the inward force on the right side of the hull. Combined they can generate very tight radius of turn. 5m. Unique Size Effect on Efficiency of Full Size TH Vessels.
  • TH's weight-to-drag ratio improves with increasing size for various reasons; one important reason is that viscous drag decreases strongly with Reynolds number as size increase at constant Froude number. For example, if drag coefficient with increasing scale from model to ship decreases 50%, and if, for simplicity, the viscous drag were estimated with the cube of the scale, it would be diminished by 50%, but the wave-making drag and the weight would be calculated with the cube of the scale.
  • FIG. 18a shows planview 130 of TH with a length of 70 units and max beam aft of 16 units.
  • Fig. 18b shows side view contour 132 above static water 134; and submerged profile line 136.
  • Figs. 18c to 18g show cross-sections of TH. The following unique features are noted: A very sharp total entry angle in planform into waves at all levels above and below waterplane as shown in Fig. 18a, and confirmed by cross- section 18c, 18d, 18e. A reduced free-board and profile height above static waterplane in the forward third of hull as shown in Fig. 18b. A greatly reduced volume in forward region of the hull above static waterplane, evident in the transverse cross-section Figs. 18c to 18f.
  • FIG. 18 A traverse cross-sectional shape distribution above static waterplane in the forward region of the hull that has falling shoulders or an inverted vee shape to dissipate vertical loads from waves being pierced, as shown in Figs. 18c to 18f.
  • the specific shapes of TH successfully tested in adverse seas are shown in Figs. 18 reviewed above, characterized further in the following: In Fig.
  • a critical parameter is the resulting volume of buoyancy reserve in the forward region of the hull above calm waterplane 134 which can be displaced as a transient condition, for example, during a transient diving encounter into a large wave, such as wave 131 in Fig. 18b.
  • This additional volume should be related to the water volume displaced by the weight of the ship in calm water.
  • Successful tests of TH have been made with volume ratios in the order of 13% for the additional volume between 80% station and bow in Fig 18b, and on the order of 32% for the additional volume between station 57% and station 80%, with a hull's center of gravity at approximately 40% station.
  • the change of vertical momentum of TH is much smaller than with very slender hulls having dynamic lift assist and which at speed tend to ride nose high with a large portion of the hull's dry area and volume exposed to wave's impact and therefore capable of generating very large loads.
  • the planview of TH is much sharper for a given hull beam, because it is triangular with max beam at stern, rather than with lenticular sides with max beam near midship, as is shown in other U.S. patents.
  • the volume of buoyancy reserves of TH is less in forward region.
  • Cross-section forward has an inverted vee shape to prevent extremely high local loads under dynamic water impact when piercing a wave or from waves breaking on top of the hull such as would be in the case if, instead of having an inverted vee, there would be an inverted cup.
  • TH geometric properties it becomes especially advantageous to distribute the heavy components of the ship to maximize the longitudinal moment of inertia, i.e., that about a transverse axis through the center of gravity at 40% station in Fig. 18b, and an alternative one through the longitudinal center of flotation at 33% of station in Fig. 18a and b, although the latter criteria is incomplete because of he asymmetry of the fore and aft areas of waterplane.
  • Fig. 19a shows in side view a TH 150 having a forwardly located engine 152 driving a midbody propeller 154 driven through a conventional shaft, both protected by vertical fin 156 which can also provide good tracking and centripetal forces in a yaw.
  • engine 156 At the rear are a pair of left and right engines, only one of which is shown as engine 156. It drives a vertical shaft 158 which is submerged in rudder 160 to drive propeller 168 mounted on the rudder, or separate and ahead of the rudder.
  • the power plant system can comprise therefore three engines.
  • Fuel tanks 151 and 153 are also located at extremes of the hull, so that heavy components maximize pitch inertia of the hull.
  • the upper part 161 of hull 150 is similar to that of Fig.
  • Fig. 19b shows how to fit right engine 156 and tank 151 on right side of garage with left engine 174 with left tank 176 on left of garage, and stairway 178 out of garage. All of which is uniquely possible by max beam at stern. 5p. Stealth and Low Observable Characteristics of TH Returning to Fig. 18, I now describe the stealth anti-radar surface arrangement of Th above waterplane 134.
  • the envelope of the hull follows a faceted criteria of low radar signature, which I review on the right side of the hull, having flat panels shown in the cross-sectional views 18c to 18g, comprising flat panels 138 inclined at about 45° to the waterplane, flat panel 139 inclined at about 90° to the waterplane and top flat panel 140.
  • flat panels 138 inclined at about 45° to the waterplane flat panel 139 inclined at about 90° to the waterplane and top flat panel 140.
  • 138 left and 138 right both inclined at 45°
  • flat panel 140 approximately horizontal.
  • From an oblique side view from above on right there are only three significant panels: 138 right, 139, and 140.
  • the TH shape is extremely stealthy.
  • Fig.20a shows an isometric bottom view of TH comprising flat rectangular lateral sides 200 and 203, converging at bow 204 in triangular planform; a flat triangular bottom 205, with centerline 202; and a flat stern region 206.
  • This shape with a wetted triangular profile, as reviewed earlier, transcends wave-making drag of conventional hulls , but may have excessive wetted area and viscous drag.
  • FIG. 20b shows TH refined with simple construction methods to reduce viscous drag by introducing additional triangular flat panels at the undersurfaces of the hull, modified to have a hull with flat trapezoidal sides 221 and 223 converging at bow 224.
  • the undersurface comprises three triangular flats 229 at left, 225 at middle with center- line 222, and 227 at right.
  • the triangles terminate in flat stern region 226.
  • Figure 21 shows a pure triangle surface development of TH in which its sides and undersurfaces of the hull are defined by triangular flat surface elements 231 , 232, 233, 234, 235, and 236 converging at bow 237 and terminating at stern region 238.
  • Figure 22 shows a shape developed from Figure 21 , but more refined to further reduce viscous drag.
  • Its undersurface and side surfaces comprise main quasi-triangular surfaces 241 , 243, 245 and 247, between some of which there are trapezoidal or triangular fairing strips 242, 244 and 246, all of which blend in bow 248, now extending at an angle 250 to the vertical to reduce the rate of volume engagement per unit of time as function of draft.
  • Surfaces 242, 243, 244, 245 and 246 extend rearwardly towards a flat transom 249 of little depth, shown vertical only for clarity of drawing.
  • the upper deck surface adjacent to the transom is now at an angle 240 to the forward deck surface, defining a rearward sub-triangular termination to side surfaces 241.
  • Figure 22 shows a variation of TH, in which, when there are practical restrictions to hull length and/or hull beam (such as design rules, or available dock length for docking, or maximum beam for trailering purposes, all of which may impact on water length and/or righting moments for a given displacement). It may be necessary to modify the TH archetype of Figure 19. For example, hull shape shown in Figure 20 meets greater displacement for a given maximum beam with a modified quasi-triangular arrangement for a given maximum beam.
  • the main component of the hull comprises a main triangular body of length 254 extending between bow 251 and the triangle's base station 252 in the manner shown in previous figures.
  • the hull is now extended aft with an aft body of length 255, extending between triangle's base station 252 and stern region 253. Note that although the extension is quasi rectangular in planform at deck level along 255, the submerged undersurface remains flat with main triangular surface components 256 and 257, and flat neartriangular surface components 258 and 259, extending to transom 260.
  • a special feature for TH shown in Figure 23 is the use of vertical or anhedraled winglets 261 and 262 at the rear and of the hull, to extract energy from the fan-like submerged flow field along surfaces 258 and 259, thereby increasing the hull's effective beam at transom 260, without increasing its geometric trailerable beam for the case of vertical winglets. If these winglets are inclined by an anhedral angle as on the left side of Figure 23, they can begin to act as rear hydrofoils supporting part of the weight otherwise supported by hull extension 255, and they can also serve for directional control.
  • FIG.28A shows a multihull using two parallel TH hulls 301 and 303 which at supercritical speeds and above have no wake interference in the vicinity of the vessel, as can be seen by inboard ray patterns 309 and 311. Outboard rays are 313 and 315. The hulls are driven by propellers 305 and 307. Hence, the hydrodynamic TH benefits are retained in full.
  • Fig.28B shows a radically different multihull approach exemplified with TH hulls, but applicable to other hulls. Specifically, right and left hulls 310 and 312 have their longitudinal axis of symmetry outwardly oriented in a toe out angle in respect to a general axis of symmetry.
  • outboard rays 320 and 322 have diminished size and drag effect, with less wetted side surface, but inboard rays 324 and 326 tend to interfere tending to raise water level and drag, and increase inboard wetted surfaces.
  • This may be recovered by favorable interference at the rear end of hulls 310 and 312.
  • the multihull of Fig. 28B is equipped with water accelerating propulsive means 330 shown as a battery of five water jets between the hulls which when operational recover certain energy content of rays 324 and 326, reducing their tendency to increase water level, reducing their drag contribution, reducing inboard lateral wetted surfaces, and increasing efficiency of thrust generation in that in addition no boundary layer from hulls falls into the powerplant.
  • Fig. 28C is a trimaran with three TH hulls 340, 342, and 344, but also could be conventional hulls with no toe out, since for either case, the two propulsion batteries 346 and 348, each of the type in Fig. 28B, which provide unique interactive benefits of decreasing drag and increasing thrust.
  • the power groups can be made with batteries of outboard marine engines.
  • the numerical values of the design criteria mentioned above are representative for the hull characteristics reviewed, and may be adjusted for specific TH hull shapes with full size weights, corresponding thrust line positions, and other design features within the spirit of the invention and its claims.

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)

Abstract

Selon l'invention, une coque transsonique comprend une proue, une poupe, une longueur longitudinale entre les deux, des surfaces latérales s'étendant depuis la proue jusqu'à des parties extérieures de la poupe, une surface inférieure s'étendant entre les surfaces latérales, la coque transsonique présentant un volume submergé de forme approximativement triangulaire, vue en plan, avec un sommet adjacent à la proue et une base adjacente à la poupe, ainsi qu'une forme approximativement triangulaire, vue de profil, lors du déplacement, avec une base adjacente à la proue et un sommet adjacent à la poupe.
PCT/US2004/004485 2004-02-17 2004-02-17 Coque transsonique et hydroptere iii Ceased WO2005090150A1 (fr)

Priority Applications (5)

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CNA2004800427707A CN1984811A (zh) 2004-02-17 2004-02-17 跨声速船体和流体场
PCT/US2004/004485 WO2005090150A1 (fr) 2004-02-17 2004-02-17 Coque transsonique et hydroptere iii
AU2004317357A AU2004317357A1 (en) 2004-02-17 2004-02-17 Transonic hull and hydrofield III
JP2006554063A JP2007522032A (ja) 2004-02-17 2004-02-17 遷音速船体および遷音速ハイドロフィールド（ｉｉｉ）
EP04775773A EP1718520A1 (fr) 2004-02-17 2004-02-17 Coque transsonique et hydroptere iii

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Cited By (2)

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JP2016536218A (ja) * 2013-10-11 2016-11-24 ウルスタイン デザイン アンド ソリューションズ アーエスＵｌｓｔｅｉｎ Ｄｅｓｉｇｎ ＆ Ｓｏｌｕｔｉｏｎｓ Ａｓ 改良船体形状を有する船舶
CN112339956A (zh) * 2020-09-30 2021-02-09 浙江理工大学 一种仿生海马运动装置及其驱动方法

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JP5104515B2 (ja) * 2008-04-21 2012-12-19 株式会社Ｉｈｉ 多胴船の減揺装置
IT1400217B1 (it) * 2009-01-26 2013-05-24 Fb Design Srl Scafo planante ad alte prestazioni dotato di un sistema correttore d'assetto
CN111332420B (zh) * 2018-12-18 2022-04-15 英辉南方造船（广州番禺）有限公司 一种高速单体船航向稳定鳍及其安装方法
CN113501099B (zh) * 2021-08-26 2022-12-02 哈尔滨工程大学 一种减纵摇槽道螺旋桨

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US514835A (en) * 1894-02-13 Francis e
US1729446A (en) * 1927-09-28 1929-09-24 Erich R F Maier Ship hull
US2520645A (en) * 1946-07-09 1950-08-29 Meier Gustav Ship hull construction
US3241511A (en) * 1964-02-20 1966-03-22 Otto V Drtina Boat hulls, motor-propeller units and hydrofoil combinations
US3661109A (en) * 1970-04-27 1972-05-09 Carl W Weiland Boat hull
JPS61125981A (ja) 1984-11-22 1986-06-13 Mitsubishi Heavy Ind Ltd 高速艇の船型
JPS6271790A (ja) * 1986-03-17 1987-04-02 Yamaha Motor Co Ltd 遊戯用船艇
US6158369A (en) * 1996-03-13 2000-12-12 Calderon; Alberto Alvarez Transonic hydrofield and transonic hull
US6843193B1 (en) * 1997-03-11 2005-01-18 Alberto Alvarez-Calderon F. Transonic hull and hydrofield (part III)

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US23626A (en) 1859-04-12 tucker
US514835A (en) * 1894-02-13 Francis e
US1729446A (en) * 1927-09-28 1929-09-24 Erich R F Maier Ship hull
US2520645A (en) * 1946-07-09 1950-08-29 Meier Gustav Ship hull construction
US3241511A (en) * 1964-02-20 1966-03-22 Otto V Drtina Boat hulls, motor-propeller units and hydrofoil combinations
US3661109A (en) * 1970-04-27 1972-05-09 Carl W Weiland Boat hull
JPS61125981A (ja) 1984-11-22 1986-06-13 Mitsubishi Heavy Ind Ltd 高速艇の船型
JPS6271790A (ja) * 1986-03-17 1987-04-02 Yamaha Motor Co Ltd 遊戯用船艇
US6158369A (en) * 1996-03-13 2000-12-12 Calderon; Alberto Alvarez Transonic hydrofield and transonic hull
US6843193B1 (en) * 1997-03-11 2005-01-18 Alberto Alvarez-Calderon F. Transonic hull and hydrofield (part III)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016536218A (ja) * 2013-10-11 2016-11-24 ウルスタイン デザイン アンド ソリューションズ アーエスＵｌｓｔｅｉｎ Ｄｅｓｉｇｎ ＆ Ｓｏｌｕｔｉｏｎｓ Ａｓ 改良船体形状を有する船舶
CN112339956A (zh) * 2020-09-30 2021-02-09 浙江理工大学 一种仿生海马运动装置及其驱动方法

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EP1718520A1 (fr) 2006-11-08
CN1984811A (zh) 2007-06-20
AU2004317357A1 (en) 2005-09-29

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