Source: https://patents.google.com/patent/RU2624142C2/en
Timestamp: 2020-02-24 14:45:59
Document Index: 158708026

Matched Legal Cases: ['art 13', 'art 13', 'art 13', 'art 13', 'art 13', 'art 13', 'art 13', 'art.\n1']

RU2624142C2 - Hybrid single-body glassing vessel - Google Patents
Hybrid single-body glassing vessel Download PDF
RU2624142C2
RU2624142C2 RU2013156616A RU2013156616A RU2624142C2 RU 2624142 C2 RU2624142 C2 RU 2624142C2 RU 2013156616 A RU2013156616 A RU 2013156616A RU 2013156616 A RU2013156616 A RU 2013156616A RU 2624142 C2 RU2624142 C2 RU 2624142C2
RU2013156616A
RU2013156616A (en
Фредерик Чарльз ХЕРРИНГТОН
Марк Джордж ХОТЕРИ
Брунсвик Корпорейшн
2012-12-21 Priority to US201261745066P priority Critical
2012-12-21 Priority to US61/745,066 priority
2013-08-27 Priority to US201314011284A priority
2013-08-27 Priority to US14/011,284 priority
2013-12-19 Application filed by Брунсвик Корпорейшн filed Critical Брунсвик Корпорейшн
2015-06-27 Publication of RU2013156616A publication Critical patent/RU2013156616A/en
2017-06-30 Publication of RU2624142C2 publication Critical patent/RU2624142C2/en
SUBSTANCE: design of the hull shape of the vessel is proposed, which contains side flaps, which are projections located on both sides of the V-shaped central part of the hull. The side half-projections are limited by longitudinal ledges extending below the bottom of the hull at an equal distance from the centerline, and on opposite sides of the hull.
EFFECT: design is a hybrid of conventional V-shaped bodies and catamarans and has the advantages of a significantly improved stroke, handling, maneuverability at both low and high speeds.
The present invention relates generally to ship hulls and, in particular, to an improved form of a hybrid hull for a single hull planing vessel with hybrid characteristics of both catamaran hulls and conventional V-hull hulls.
The bottoms of the V-shaped hulls are well known in shipbuilding, including the not completely V-shaped bottoms of the hulls and the fully V-shaped bottoms of the hulls both with respect to planing vessels and displacement vessels. Gliding hulls as a single-hull catamaran, or of another type, are usually used both in conditions not on the bearing surface, and on the bearing surface. It is known that the weight of the vessel not on the bearing surface is opposed by the buoyant force created by the hull configuration. However, planing hulls are also structurally designed to create significant lifting forces at higher speeds, which allows you to slide on the water surface with the front of the hull above the surface, which is known as the planing mode. When planing single-hull vessels are “on a bearing surface” (“in planing mode”), hydrodynamic lifting force, rather than displacement, counteracts the weight of the vessel. The specific dimensions, deadlift, characteristics of the skin belt and the “sharp cheekbone” line (the junction of the bottom and side walls of the vessel) of the hulls vary greatly depending on the type of vessel. These characteristics can greatly affect the propulsion, speed and maneuverability of the vessel, along with other characteristics and functions. Such vessels include, without limitation, a recreational vessel, pleasure boats, yachts, and speed boats.
Compared to single-hull vessels, conventional catamarans are double-hull sailing and motor vessels, which usually use two separate half-hulls with a large ratio of the length and width of the vessel, which are separated from each other by a central platform, steering, passenger cabin or wheelhouse. Catamarans are very different in size, equipped with sails and / or an engine and are known in the art. Catamarans have advantages as recreational vessels because of their preferred stability and speed; however, some maneuverability characteristics are insufficient and maneuverability is generally inferior to the maneuverability of a single hull vessel.
Separate attempts have been made to combine the characteristic features of various known housing designs to optimize stroke, control, and operating speed; however, none of them has neither preferably improved control characteristics and stability of single-hull structures, especially when maneuvering, nor other advantages, as set forth in relation to the present invention.
For example, in US Pat. No. 6,629,507 for the DEVICE OF A SHARK CHEE (PLACES FOR CONNECTING THE BOTTOM AND SIDE WALLS OF THE VESSEL), a device for the construction of a sharp cheekbone for a vessel is disclosed in which the element of the sharp cheekbone is connected to the bottom of the hull along the “base rib” and protrudes in a vertical direction at a distance from the hull. A curved element connects the widened edge of the first sharp cheekbones configuration with the angled elements of the boat hull panel. The purpose of this design is to reduce noise levels and reduce speed by otherwise protecting the sharp junction of the bottom and side walls of the vessel through a curved configuration. As a result, noise is reduced, but the driving dynamics are not improved.
US Pat. No. 6,213,824 to "METHOD FOR REDUCING DRAINING OF A SHIP" illustrates a boat hull providing a structure to reduce draft of a ship and containing peculiar tunnels that are open downward in one part and extend longitudinally within the hull to create "inclined passages" for the parts hulls located lower in the stern of the vessel. A super-cavitating propeller is mounted with a location at the rear of the tunnel. An inclined passage is defined in cross section as a channel that opens downward and can be generally rectangular. The inlet of the inclined passage becomes the bearing surface for the vessel. The invention claims that the operation of a ship in shallow water is improved without the disadvantage usually associated with a small draft of drive systems or water cannons. While a tunnel with an axial propeller can reduce thrust and drag, the vessel contains one standard V-shaped hull and, thus, can have lower handling characteristics than specified.
US Pat. No. 4,492,176 to “SHIP'S HOUSING” illustrates a structure for a ship’s hull containing a pair of sheathing belts that protrude in the opposite direction from the ship’s transom with the goal of improving planing capabilities. The lining strips contain internal surfaces that are supposed to contribute to lateral flow with the gliding of the vessel, and the patent describes variable ratios of the length and width of the optimal design. While some expansion of operational capabilities through such a design may be noted, yet such a traditional V-shaped chassis floor lacks the required stability under certain conditions.
US Pat. No. 5,191,853 describes a step-shaped housing for a planer in which the aft has a positive balancing angle and the bow has either a flat or positive balancing angle, with the bow being smaller than the aft. The housing also contains directly behind the redan (ledge) a section that communicates with the atmosphere through air channels bordering the ledge above the waterline to reduce the resistance (medium) at speeds before entering the planing mode when the redan is completely immersed in water. The air ducts are not in the longitudinal direction, and the ventilation communication actually takes place through the housing. As for the traditional stepped-type hull designs, the hull keel is also stepped, reducing steering stability at high speeds.
US Pat. No. 7,055,451 to “SHIP'S BODY” describes a vessel containing a pair of ventilation holes made on the “sharp cheekbone” of the rear portion, providing air to the bottom of the vessel. However, according to this patent, it is simply a ventilated pocket that complements the traditional shape of the V-shaped body, and it does not have a configuration of a half side protrusion (or sponson), which would otherwise improve the static and dynamic capabilities of the body, as described in the present invention.
Other examples of particular features of the hull are found in US Pat. No. 3,996,869, which contains limited side protrusions that are not integrated throughout the entire length of the body, and US Pat. No. 4,192,248, which describes limited, very narrow side protrusions only in the bow of the body. The side protrusions according to the aforementioned inventions are not used for lifting so as to create an aerated tunnel at the bottom of the casing, and accordingly the structures are implemented with very little stability advantages.
JP 6-227478 describes a hull structure comprising a front stepped portion, a keel oriented in the longitudinal direction, a transverse hydrofoil, and side catamaran hulls. As a result, the hull obtains stability by means of smaller half hulls with a hydrofoil connecting the half hulls, with a hydrofoil, which creates a lift gliding force.
Also on the market there are a number of flat-bottom models and “jon” type boats, which are usually “more stable” (reduced roll movements outside the planing mode). Usually they have a rectangular body shape in the plane. Although such structures outside the planing mode are somewhat stable, these structures experience very sharp acceleration in adverse conditions and can only be used appropriately in very calm water. In addition, such rectangular cases have difficulties in maintaining a steady course due to a flaw in the hydrodynamics of the proposed V-shaped body.
Therefore, there is a definite need for an improved hull design that improves the overall performance and stroke quality of a planing V-shaped hull. Such vessels often experience significant roll movements due to the movement of passengers' weight not in the planing mode. There is also a tendency to roll (tilt toward the center of the turntable) in turns at high speed. These two roll movements tend to create discomfort for the passengers of the vessel, with respect to which the present invention is directed to minimize or eliminate.
The present invention, therefore, is directed to an effective solution to the above problems and disadvantages of the prior art. However, taking into account the currently existing housing designs according to known inventions, for persons who are not specialists in the relevant field of technology, it was not obvious which preferred method can satisfy certain needs and how to develop a hybrid housing with the structural and functional features set forth in this document.
The present invention contemplates a hybrid hull shape for single hull planing vessels that provides optimum speed and handling characteristics. In various embodiments of the invention in the form of a hull, features of both catamaran hulls and conventional V-shaped hulls are considered. The main difference is the use of a half side protrusion along the entire bottom of the hull. To some extent, it imitates the actions to ensure the stability of the planing catamaran (small roll angles in turns, etc.), while maintaining the operational qualities of a traditional V-shaped hull. Most single-hull structures that provide stability simply have an increased crosshead (width) or have a reduced deadlift (the angle of the bottom of the hull above a horizontal plane). This design of the hybrid hull provides the vessel with higher stability than traditional V-shaped hulls with an acceptable hull width, and without sacrificing the keel of the bottom, which is critical for smooth running.
In some embodiments, the implementation of the present invention provides a hull with the shape of a planing vessel containing a V-shaped central part and two half side protrusions, in which half side protrusions are located on both sides of the central part and extend along the entire length of the form of the hull. The central part and half side protrusions, each, define a sliding surface, thus providing a combination of the advantages of a V-shaped single hull and a catamaran design. In some embodiments, the central portion comprises a central pitch angle, and each of the half side protrusions comprises a pitch angle of the side protrusion. The central part and each of the mentioned half side protrusions is limited by a longitudinal ledge in the shape of the ship hull. In some embodiments, half side protrusions extend below the V-shaped central portion.
Accordingly, it is an object of the present invention to provide a new form of hull structure suitable for a single hull planing vessel.
Another objective of the present invention is to provide a hybrid hull form with improved structural and functional qualities comprising components and catamaran hulls and traditional V-shaped hulls.
Another object of the present invention is to provide a hybrid body shape that has the advantages of significantly improved travel, handling and maneuverability, both at low and high speeds.
Another objective of the present invention is to improve the performance of a single-hull vessel by combining the capabilities of a catamaran to ensure stability, not previously registered in the known field of technology.
In accordance with these and other objectives, which are obvious from the following, the present invention is described with specific reference to the accompanying drawings.
FIG. 1 is a perspective view of one embodiment of a hybrid hull form of a ship according to the present invention.
FIG. 2 is a rear perspective view of an embodiment of a hybrid hull form according to the present invention.
FIG. 3 is a schematic cross-sectional view of the stern of a ship’s hull according to one embodiment of a hybrid ship’s hull according to the present invention.
FIG. 4 is a detailed schematic cross-sectional view of a hybrid ship hull according to one embodiment of the present invention shown relative to a waterline.
FIG. 5 is a table showing the characteristics of the recovery moment of a ship’s hull according to the present invention, compared with other typical forms of a single hull vessel.
FIG. 6A is a diagram showing a roll angle and a turn initiation time for a typical single housing design; and
FIG. 6B is a diagram showing a roll angle and a turn initiation time for the hull of the ship of the present invention, showing a significant improvement over the image in FIG. 6A.
A perspective view of one embodiment of a hybrid hull form is shown in FIG. 1. The hull form 10 typically comprises a bow 11 and aft 12. The hull form 10 typically comprises a V-shaped center section 13 and half side protrusions 14 and 15 located on both opposite sides. Half side protrusions 14 and 15 are located on both sides of the Central part 13 and extend along the entire length of the hull form 10 to increase the stability of the hull form 10. The half side protrusions 14 and 15, in some embodiments of the invention, are configured as sliding surfaces of the catamaran and serve as bearing surfaces. The half side projections 14 and 15 along the entire length provide a significant advantage for calming the roll of a vessel with a hull shape 10, while making it possible to ensure the efficient use of the V-shaped central section 13. This is because, unlike the existing catamaran vessel, the central part 13 of the form 10 of the hull while maintaining contact with the surface of the water. Thus, the present invention uniquely combines the advantages of a V-shaped hull and a catamaran hull in one highly efficient form 10 of the hull.
According to a perspective view from the rear of the hull form 10 of the ship of FIG. 2, the central pitch angle α of the pitching of the V-shaped central part 13 may vary depending on the tonnage and dimensions of the vessel and the desired controllability and performance. Similarly, the pitch angle β of the onboard overhang may vary depending on the tonnage and dimensions of the vessel and the desired controllability and performance. Thus, the half side protrusions 14 and 15 act as planing catamarans, have an angle β of keevability of the side protrusion along the entire line of “sharp cheekbones” 14 'and 15', respectively.
In FIG. 3 is a cross-sectional view of a ship hull form 10 according to the present invention. Also shown is a V-shaped central portion 13 and side protrusions 14 and 15 on both sides. Sharp cheekbones 14 'and 15' are also shown, bounding the end side or cutting edge of the planing half side protrusions 14 and 15. The transition section between the V-shaped central part 13 and half side protrusions 14 and 15 is limited by the steps 13 'at the edge of each side the central part 13. The stepped elements 13 'are located in the longitudinal direction along the entire length of the hull form 10, as shown in FIG. 1-3.
In FIG. 4 is a more detailed cross-sectional view of another vessel hull shape 10 according to the present invention. The hull shape 10 is shown here relative to the static water line 17. In some embodiments, the half side protrusions 14 and 15 extend downward with an elevation angle below the lowest point of the center portion 13. As mentioned, the hull shape 10 of the present invention is thus configured that all three working surfaces, that is, the central part 13 and half side projections 14 and 15 remain in contact with water throughout the entire working area of the vessel. This makes it possible to provide the vessel with controllability characteristics of a conventional single-hull structure while maintaining the dynamic and static stability inherent in the design of catamarans.
In particular, the shape of the hull of the vessel according to the present invention improves driving performance and stability by shaping to reduce the heel of the vessel both during and without gliding. Unlike a conventional single-hull vessel or catamaran, the hull form 10 of the vessel of the present invention provides three separate sections of the sliding surface, the central part 13 and half side protrusions 14 and 15, separated by ledges 13 '. When the vessel using the hull form 10 according to the present invention is not on the bearing surface due to the two side flanges 14 and 15 located on two sides, the distribution of the working volume of the hull form 10 is farther from the side compared to the traditional V-shaped hull structure. This leads to an increase in the recovery moment / degree of shape 10 of the hull, giving the ship a sense of greater stability at low speeds. In the position on the bearing surface, the half-side protrusions 14 and 15 on both sides of the ship’s hull form 10, according to the present invention, enable the ship to turn with a reduced roll angle (i.e., tilt inward or with the ship at an angle to the center of bending) compared to standard vessels with a similar V-shaped hull. In this regard, the vessel, however, acts like a single-hull structure when turning and does not roll outward from the center of inclination, as most catamarans usually do.
Empirical evidence shows that the recovery moment of the hull form 10 of the hull of the present invention is much more significant than that of the hull of a standard form. The restoring moment is a direct indicator of the vessel's tendency to resist roll movement in case of deviation, that is, in the operating mode “not on the bearing surface”. A higher recovery moment indicates an increase in roll resistance, and therefore stability and comfort are better. In FIG. 5 shows an example of a comparison of the present invention, designated as “Element 160”, with three other single-shell structures. In some configurations, the object of the present invention, the recovery moment is more than twice as compared with single-housing structures of similar dimensions.
Under the action "on the bearing surface" the lifting force created by the half side protrusions 14 and 15 reduces the maximum angle of heel achieved during maneuvering, in comparison with similar-sized V-shaped bodies. The angle of heel created when cornering at high speed not only decreases, but also leads to an increase in angle of heel, while taking longer. In FIG. 6A and 6B show a comparison of the hull form 10 (of the present invention) with a similarly sized standard single hull during a left turn at high speed on a “bearing surface”. Reducing the angle of maximum roll and a longer transitional section of the mold 10 of the body reduces the forces acting on the user during maneuvering. Testing shows that the present hull form 10 (called the “Bayliner 160 Element” in FIG. 6B) reduces the angle of maximum roll during cornering by at least 33% compared to a traditional single-hull vessel of similar dimensions and power plants (called “ Bayliner 160 OB "in Fig. 6A). In addition, the time between the start of a turn and reaching the maximum roll angle is increased from approximately 1 second to 12 seconds. This creates a very stable, even and predictable user skill, without sudden roll movements even during sharp maneuvers. Accordingly, the advantages of the hull form 10 according to the present invention are obvious and significant in comparison with traditional single hull structures.
It should be noted that the relative size and shape of a vessel constructed in accordance with hull form 10 according to the present invention can be changed depending on the general characteristics of the structure without going beyond the essence and scope of the present invention. In addition, the hull form 10 in accordance with the present invention may contain a variety of materials that can be spatially arranged as airborne, outdoor or airborne / outdoor equipment of the vessel without going beyond the essence and volume. The materials mentioned are also subject of the invention, although the present invention is particularly applicable to the production of a standard fiberglass body known in the art.
The present invention is shown and described herein as one of the most practical and preferred embodiments of the invention. However, it is recognized that derogations can be made without departing from the scope of the invention and that obvious modifications can be made by a person skilled in the art.
1. Form (10) of the hull, containing:
A V-shaped central part (13) extending substantially along the entire length of the body shape,
two side half-protrusions (14, 15), which are protrusions located outward from the central part (13), and extending essentially along the entire length of the body mold (10) on each side of the central part (13),
moreover, the central part (13) of the housing and each of the side half-protrusions (14, 15) are limited by a longitudinal ledge (13 ') extending along the length of the mold (10) of the housing, and the central part (13) and side half-protrusions (14, 15) form a supporting a surface for the shape of the body, and
side half-protrusions (14, 15) are made with the possibility of ensuring buoyancy and hydrodynamic lifting force of the ship's hull.
2. The shape of the ship's hull according to claim 1, in which the central part (13) has a central pitch angle (α) and each side half-protrusion (14, 15) has a pitch angle (β) of the side half-protrusion.
3. The shape of the ship’s hull according to claim 1, in which the side half-protrusions (14, 15) extend below the V-shaped central part (13) of the hull.
RU2013156616A 2012-12-21 2013-12-19 Hybrid single-body glassing vessel RU2624142C2 (en)
US201261745066P true 2012-12-21 2012-12-21
US61/745,066 2012-12-21
US201314011284A true 2013-08-27 2013-08-27
US14/011,284 2013-08-27
RU2013156616A RU2013156616A (en) 2015-06-27
RU2624142C2 true RU2624142C2 (en) 2017-06-30
ID=49911265
RU2013156616A RU2624142C2 (en) 2012-12-21 2013-12-19 Hybrid single-body glassing vessel
US (1) US9517813B2 (en)
EP (1) EP2746145A1 (en)
CA (1) CA2837399C (en)
RU (1) RU2624142C2 (en)
RU192097U1 (en) * 2019-06-18 2019-09-03 Владимир Владимирович Ларькин Glossing catamaran
RU169055U1 (en) * 2016-10-26 2017-03-02 Акционерное общество "Катав-Ивановский приборостроительный завод" Hull of a Gliding Ship
US5125352A (en) * 1990-11-06 1992-06-30 Shields John E Boat hull with bottom sloping upwardly and rearwardly between sponsons
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JPH06227478A (en) 1993-02-01 1994-08-16 Kawasaki Heavy Ind Ltd Small-sized high speed vessel
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US7055451B2 (en) 2003-05-02 2006-06-06 Anthony Kalil Vessel hull
2013-12-18 CA CA2837399A patent/CA2837399C/en active Active
2013-12-19 RU RU2013156616A patent/RU2624142C2/en active
2013-12-20 EP EP13198768.7A patent/EP2746145A1/en not_active Ceased
2015-07-28 US US14/811,333 patent/US9517813B2/en active Active
US20150329179A1 (en) 2015-11-19
CA2837399C (en) 2017-08-29
US9517813B2 (en) 2016-12-13
RU2013156616A (en) 2015-06-27
CA2837399A1 (en) 2014-06-21
EP2746145A1 (en) 2014-06-25
US5038696A (en) 1991-08-13 Ship&#39;s hull having monohull forebody and catamaran afterbody