Abstract:
The hull design for this invention includes a sharp bow, deep V concave shape (“VC”) monohull with a reverse curvature running from a flat straight keel to the upper rail and also encompassing the entire hull length from the bow to the stern. The pointed bow with a bow rudder and a deep flat keel results in a smooth hull for guiding a water column free of a wave and water turbulence to the stern. A mainsail mast and a mizzen shroud slide transversely within limits to promote sail proximity and to achieve increased speed via an improved draft. The mizzen foresail is tacked by moving the mast windward; detaching the mizzen shroud; moving it forward to perform a tacking maneuver, and then moving it aft to a leeward position in relation to the mainsail; and re-attaching the mizzen mast to the moveable traveler.

Description:
BACKGROUND OF THE INVENTION 
     This invention is made by a sole inventor without any sponsorship of government funds. 
     PREVIOUS FILING INFORMATION 
     This is an original filing of a regular utility patent application. 
     FIELD OF THE INVENTION 
     This field of the invention relates generally to marine craft, and more particularly to low resistance hull technology which adds speed and safety for racing. The invention provides an improved passage time and fuel savings in shipping as well. More specifically, the field of this invention relates to a radical departure in hull design together with running rigging, sails, spars, and mast and bow rudder improvements. In short, this invention teaches that many of the rigging connections that are fixed in position for a conventional sail boat are movable for the VC racer. The new hull profile alone—or in combination with the other novel improvements hereof—provides non obvious features well advanced over the known prior art. 
     EXPLANATION OF TERMS 
     Set out below are brief descriptions of certain relevant terms which further the understanding of the invention. These terms provide a basis for a detailed teaching of the improvements of this invention in the relevant arts. Such terms are not intended to replace the claims but rather serve as helpful guides in understanding our novel improvements in these arts. 
     Reverse Curvature. 
     The hull design for this invention includes a concave or “hollow” shape monohull on a marine craft having a symmetrical deck rail. The hull has a reverse curvature running from a flat straight keel to the deck rail and also encompassing the entire hull length from the bow to the stern of the hull. While a generalized concave hull shape may arguably be known—it is only present is some limited foremost portions of certain prior art hulls. 
     This invention features a sharp pointed bow and a deep flat keel having a reverse V curvature hull with an area of maximum constriction for guiding a water column along the wetted surface of the craft. This reverse V curvature, covers the hull surface from the flat keel to the rail where the maximum constriction collects water from above and below for movement along the hull free from significant water disruption. 
     Collection and Dispersion Laminar Flow 
     The deep VC monohull of the invention differs from conventional hydroplaning approaches in that rather than trying to force water underneath the hull—or spread the water in curled waves away from the hull—this concave hull invention strives to collect the water in a column along a direct line along the entire wetted hull surface. That direct line is below the waterline from bow to stern at an area defined by a series of points of maximum arc constriction. 
     The term “collection” is the function provided by the reverse or concave VC curvature; while, “dispersion” by “laminar flow” is the function of moving the water, with minimum disturbance, along the entire wetted hull surface with a minimum drag coefficient. The end result is a high speed craft with a deep V monohull exhibiting a reduced drag coefficient that allows the speed and stability limits to be pushed higher than those achieved by the prior art. A reduced amount of fuel consumption and enhanced performance are direct results from this novel invention. 
     Pinched 
     “Collection and laminar flow” is my newly introduced technology applying to a hull being concave from the keel to the rail and all other faired surfaces in contact with the water. These concave changes are often referred to in the marine art as “pinched.” Pinched as used herein means gradually squeezed down and it will become more readily apparent from further description in connection with certain selected station locations in the Drawing as described further hereinafter. 
     Hull Characteristics 
     The inventive keel is flat. A non rocker keel, at first blush, may seem out of place for a high speed racer until one is exposed to the above-mentioned teaching of “collection and laminar flow” wherein the concept for a deep, flat keel VC hull is to avoid water disruption as much as possible. A knife edge bow and stern and keel-to-rail slightly V concave hull surface achieves less disruption in the water than those of the prior art discussed herein. 
     Bow Rudder 
     Since my knife edge profile hull design tends to favor straight line movement, I have invented an improved bow rudder with a pivot taking the form of a full draft matching column-and-socket relationship. This bow rudder is located just in front of the hull&#39;s most forward watertight bulkhead, and is shaped as though it were a forward portion of the overall hull profile. In a side view the leading edge of my novel bow rudder is kicked back five degrees (almost vertically parallel) to the forward perpendicular of the hull. Port to starboard pivot movements of about 13 degrees each direction (as per  FIGS. 6   a  and  6   b ) before reaching a pair of stop shoulders  280 ,  285  located on either side of column  257 , together with an aft rudder, achieves ample steering control for my new hull design. The aft rudder is also full draft and it is located just behind the hull&#39;s aft perpendicular. 
     BACKGROUND 
     Description of Prior Art 
     Wakes and water disruption are generally conceded to be the major limiting factors in hull design for marine craft of all types. Concave hull forms for a forward hull portion are arguably known, but they are primarily limited to partial sections of the hull on most marine craft. Sailing ships have generally been characterized by convex surfaces from the handrail to the keel. Also, most hulls have a rocker-shaped keel. The prior art hull designs promote wave movement away from or under the craft and result in extreme water turbulence. 
     For the above-mentioned reasons, the general direction of the prior art is to turn to various flat bottom approaches directed toward hydroplaning and/or multi hull approaches. A limited prior art search has turned up some art and articles of interest that is listed hereinafter. Copies of such art are submitted herewith. 
     Certain art known to the inventor by a search includes the following: 
     
       
         
               
               
               
               
             
           
               
                   
                   
               
             
             
               
                   
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                 USPub 2005/0022713 A1 
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         Structural Aspects of a High-speed Pentamaran; The Naval Architect, September 2003. 
         M Ship Co. Specializing in Next Generation Hull Technology; 
         The Cutting Edge of Yacht Design Today by John Browning; 
         CBTF Underwater Appendage Package; 
         VanGorkom Yacht Design, Volvo Ocean 70; 
         FastShip Atlantic Inc. Fast Container Ships. 
         Faster Ships for the Future, Scientific American, October 1997 Copyright Registration Number DVH 0009, Apr. 17, 2000. 
       
    
     A detailed description of each of the above-noted art/articles is not believed to be warranted. Instead, we shall summarize the above noted patents and publications together as a group. Such art generally teaches the concept of throwing the water away or forcing the water down and under the craft. Prior art wave generating approaches cause the stern to sink and the craft generally moves uphill in the water. Severe waves are created by the structures set out in this art. In one specific reference, waves are deliberately created to try to nullify the inevitable waves associated with these approaches. 
     In addition, most of the art noted above has either convex and/or multi-hull catamaran or pentamaran type structures. In any event, however, the novel features of the invention are not disclosed or suggested. 
     In conclusion, what has not yet been provided, in order to fill a long sought for need, is an essentially wave free craft with a hull shape and novel improvements in running rigging, sails, spars, mast and rudder technology. The new hull and the other novel improvements of this invention provide non obvious features well advanced over the known prior art. 
     SUMMARY OF THE INVENTION 
     My invention involves a very deep concave V hull of smooth continuous reverse curvature shape. This new and improved hull shape runs the full length from the bow to stern and from a flat keel to the rail symmetrically on both sides of the monohull craft. I refer to my invention as a VC racer. It shows promise, however, to chine and turn of the bilge hulls for larger ships. 
     My novel hull shape favors a straight line movement pattern. For steering purposes I have provided a bow rudder which is formed as though it were a continuation of the novel hull shape. My bow rudder is pivoted along the extreme forward most portions of the craft and directly in front of the foremost bulkhead. The pivoting bow rudder of the invention swivels within stopped limits either to starboard or port, and is employed, together with a stern rudder, for steering this deep VC sailboat or ship. 
     Also lying along the longitudinal axis for the craft are a transversely moveable mast base and a moveable mizzen shroud. Both are moveable within limits to promote sail tack changes and to adjust sail proximity relationships between the two sails. Additionally, my mizzen headsail has a boom that reaches all the way back to the aft end of the mainsail boom. 
     My invention with this extra long mizzen boom is tacked by moving the mast windward and detaching the mizzen shroud. Once detached the shroud and boom are winched sufficiently forward toward the bow that my long mizzen boom will clear the mast. When clear, the mizzen sail is moved leeward to the opposite side of the craft. The mizzen shroud also, like the mast, moves port and starboard to facilitate slot adjustment or sail proximity relationship changes with the mainsail. Such transverse shifts allow this and similar sail changes to take place safely and with a minimum of interruption in sailing maneuvers. 
     The novel features of the disclosed invention provide many unusual benefits. Achieved by this invention are some of the following features and benefits:
         High nautical speed, free from a wake.   Low coefficient hull surface promoting fuel economy.   A V-shaped vortex, rather than a turbulent wave, is created as the VC racer moves in water.   Rigging fixtures fixed in position in conventional craft are moveable in the VC racer invention.   Water is collected as a column at an area of maximum constriction where it moves with a minimum of disruption along the wetted surface of my VC hull.   A reduced hull resistance achieves superior speeds in comparison to the known prior art.   While the prior art has a propensity to “pound” on the water, such pounding is virtually eliminated by my VC racer invention.   A narrow angle turn is achieved easily within a few boat lengths by employing both a full draft bow and a full draft stern rudder.   Simply by increasing the relative proportions, the novel VC racer profile and collection and laminar flow water dispersion may be applied to shipping and other similar marine craft.   Reduction in ballast weight and minor modifications allow the VC racer to fit within so called “Box Rules” for racing classes.       

    
    
     
       DRAWING 
         FIG. 1  is a side view of a VC racer in accordance with the invention; 
         FIG. 2  includes  FIGS. 2A and 2B .  FIG. 2A  shows a top view of the VC racer of  FIG. 1  and  FIG. 2B  is a simplified top view useful in explaining sail tacks and slot or sail proximity relationship changes between the mainsail and mizzen sail; 
         FIG. 3  depicts a side view showing both station and hull contour lines for my VC racer; 
         FIG. 4  is a partial top half view of station and hull profile contour lines of  FIG. 3 ; 
         FIG. 5  is a cross sectional view of half breadth body lines, of  FIGS. 3 and 4  for my VC racer; 
         FIG. 6  includes  FIGS. 6   a  and  6   b  which depict a top view of my improved bow rudder; 
         FIG. 7  is a form coefficient chart for an 80 foot VC racer in accordance with my invention; and 
         FIG. 8  is a simplified cross sectional view of the body lines for my invention as applied to a container shipping vessel. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
       FIG. 1  depicts a side view of a VC racer  100  which is helpful in understanding my rigging spars and mast improvements and shows in broad terms my flat keel  210  and hull  200 . Mast support wires return to the mast  110  instead of the prior art style of being terminated on the deck. 
     Bulbous ballast  300  may be of any suitable type typically known in the art. In my invention, however, the ballast  300  will likewise be profiled as closely as practical so as to mimic the profile of my improved hull  200 . In describing the Figures of my drawing, it is not my intention to flood the reader with nautical marine terms, but rather to set the description in sufficient generality that the novel features of my invention can be understood by those skilled in the marine art and others not so skilled as well. 
     Turning now to  FIG. 1  and focusing on hull  200 , please note that my hull shape is flat and straight along the keel  210 . Also please note that the bow rudder  250  is a full draft rudder in that it is as deep as the hull  200  and is essentially a forward portion of my hull  200 . More will be described about this bow rudder  250  later in conjunction with a detailed description of my  FIG. 6 . 
     Mast  110 ,  FIG. 1 , is selected to be of the crane type in that is has a stronger column and is understood to be provided with sufficient spreaders and wire members (not shown) for increased stiffness and stability. Such stability members are well known in the art and need not be explained further. 
     The mainsail is  125  and is flat topped. The mizzen sail  135  is shown with part of the mizzen boom and the leech edge of the mizzen sail dashed since it is hidden behind the mainsail  125 . The foresail  140 , in this depiction, is about a 70% sail ending abreast the edge of mizzen sail  135 . Other foresails are obviously available for my VC racer. 
     Mast  110 —rather than being fixed in position—rides in a traveler  115 . Traveler  115  is set upon suitable rails  128 ,  FIG. 2A , so that it and mast  110  may travel transversely port to starboard and visa versa under control of any suitable mover such as, for example, a block and tackle winch assembly  130 . This transverse mast movement is representatively indicated in  FIG. 2A  by the double headed arrow  132 . Such travelers  115  and winch assemblies  130  are available from major marine supply houses such as Annapolis Performance Sailing and need not be described further. Just forward of the cabin  140 ,  FIG. 2A , is an arced track  146  for movably retaining the boom control line  148  (main sheet) of  FIG. 1 . 
     The rigging, sails and spars of  FIG. 1 , are used in an improved method in accordance with this invention. My method allows a VC racer  100  to sail an extremely narrow angle windward while achieving an adjustable as well as a uniform slot between the mainsail  125  and the mizzen sail  135 .  FIG. 2B  is a modified top view showing how my mast and the boom control line  148  (main sheet of  FIG. 1 ) moves for a sail position change, or tack. 
     Assume a wind direction as shown by arrow  90 ,  FIG. 2B . This simplified  FIG. 2B  shows that the mast  110  has moved windward (via movement of traveler  115 ,  FIG. 1 ) and the mizzen shroud deck traveler  136  has moved leeward. In the well accepted art of winching by known traveler systems, the foot of the mizzen sail boom is detachable from traveler  136  at the deck. 
     To tack, the mizzen shroud and the mizzen boom are both detached from traveler  136  so that they may move together move forward and up in the air several feet so that the mizzen sail  135  can clear the mast and shift leeward. The mizzen boom to achieve this position shift is restrained fore and aft in a commonly employed string lining maneuver. 
     Turning now to  FIGS. 3 ,  4  and  5  my novel hull design is shown as spaced apart contour lines  500  that represent a concave or “hollow” shape monohull with a novel reverse VC curvature. Although shown as a series of soft lines it should be understood that my improved hull surface is smooth and continuous and faired in all directions to avoid creating turbulence in the water when the VC racer is moving. 
     In the longitudinal views of  FIGS. 3 and 4  one sees an equally spaced series of vertical lines  400 . It is understood in this art that such vertical station lines  400  and contour lines  500  are taken at intervals along a smooth uninterrupted hull surface  200 . These vertical lines  400  are often referred to as station lines as they are useful in the actual layout and construction of a craft. 
     The same contour lines  500  and station lines  400  of  FIGS. 3 and 4  are also shown in my  FIG. 5 .  FIG. 5  includes a prominent vertical axis  550  and a horizontal axis  570 . The vertical axis  550  represents the craft vertical, while the horizontal axis  570  represents the designed water line, DWL. The half breadths on the right hand side of  FIG. 5  (the bow lines) depict the series of individual contour lines  501 ,  502 , etc. through  515 . These lines may be envisioned as though the viewer was at the bow and looking aft to the point of maximum beam width  537  as shown in  FIGS. 3 and 4 . 
     The left hand side of  FIG. 5  (the stern lines) represents the contour lines  520  through  527  when one is at the aft vertical facing forward and looking toward the bow. Again at maximum beam width  537  such contour lines are hidden from view. The number of body lines for both the right and left hand portions of  FIG. 5  are equal to the number of vertical station lines  400  along the longitudinal views of  FIGS. 3 and 4 . 
     The reverse curvature of my hull profile is best shown in this  FIG. 5  which displays a series of individual contour lines but may best be thought of as repeated cross sectional views taken at various station lines along the entire length of  FIGS. 3 and 4 . While there is some difficulty of a mathematically precise definition in words alone, the novel hull profile of  FIG. 5  differs from the prior art by use of my concave curved profile lines having an area of maximum arc constriction below the craft&#39;s water line. Again, I use smooth concave transitions and avoid using any of the straight or convex lines which are so prevalent in the prior art. Moreover, my novel hull shape tends to avoid straight parallel lines, as well, in accordance with the collection and laminar flow dispersion technology for my invention. 
     Collection and laminar flow is achieved by the  FIG. 5  half breadths presentation of a slightly V concave shape profile for both the sharp bow and stern portion of my novel hull. The aft portion of my hull profile (lines  520  through  527 ) is a reverse slightly concave V shape which blends into a lazy S shape near the transom of my improved hull. The lazy “S” profile lines  520  through  522  are additionally characterized by graduating into an asymptotically approach to the hull aft vertical perpendicular  550  at about ten percent above the water line, WL, at  570 . 
     To the extent that the “S” lines  520  through  522  may be considered partially convex, please note that lines  520  through  522  are near the transom and they are above the water line. Thus, these lazy S line portions  520  through  522  are not in a wetted hull surface. 
     As noted earlier, the deep V monohull of the invention differs from more conventional wave creating approaches in that rather than trying to force water underneath or away from the hull, this concave hull invention strives to collect the water in a column along the entire wetted hull surface. Lines  501 ,  502  . . . through  515  in the right hand portion of my  FIG. 5  show how such a water column is formed by slightly concave V profile lines. Each line, such as  501 , when compared to line  502 ,  503 , etc. differs only slightly and thus major water disruption and turbulence is avoided. 
     The aligned points of maximum arc constriction are labeled at the approximate location which serves to guide this column of water. This aligned series of points are in a direct line from bow to stern. The maximum arc constriction serves as the water column guide from bow to stern. 
     I have solved favoritism for straight line travel in the VC racer, by the use of my new improved bow rudder  250 . As shown earlier in my  FIG. 1 , the bow rudder  250  is of the full draft type.  FIG. 6  includes top view  FIGS. 6   a  and  6   b  wherein the pivot pin  255  for bow rudder  250  is shown just forward of the foremost watertight bulkhead. For straight line travel, rudder  250  is centered on the longitudinal mid ship axis  350 . My water tight bulkhead is formed with a number of hemi-cylindrical receiving cups  257  which are spaced and interleave with matching hemi-cylindrical plates that form column  256 . Angular movement for bow rudder  250  is achieved by the column and cup relationship of elements  256  and  257 . 
     Also formed in the bulkhead on either side of column  257  are rudder shoulders  280  that limit the amount of pivot travel for the bow rudder  250 . These shoulders  280  ride within a pair of matching pie-shaped indents  285  on the bulkhead structure. As an angular steering movement is made under control of unit  260 , the bow rudder  250  moves port or starboard as required. 
       FIG. 6   b  shows a bow rudder  250  moved hard to port about thirteen degrees to turn that direction. Such steering movements may be done by any conventional control such as hydraulic pistons  260 , screw and traveler units, or the like. 
       FIG. 7  sets forth, in table format, the hydrostatic properties for an 80 foot VC racer  100 . The table is mostly self explanatory and it has been included merely for sake of completeness. Included in the  FIG. 7  table are the various coefficients as labeled by the abbreviated headings along the top of the table. The terms forming the heading of the table have accepted definitions well recognized for this art. Examples include the GMT as shown based upon a predicted vertical center of gravity for one half loads for an 80 foot long VC racer. Other examples include CP—the prismatic coefficient; GM—the position of the longitudinal metacenter, etc. These coefficients are in common use in the ship building art and no further explanation is believed warranted. 
       FIG. 8  is a simplified view taken in the form as fully described for my  FIG. 5 .  FIG. 8  shows the application of the invention to container shipping vessels. While my earlier Figures and presentation have mostly focused on a sail boat of the VC racer type, please understand that my invention is not so limited. Container ships require high capacity for commercial reasons. 
     Such container ships have hulls generally characterized by chines on smaller boats and turn of the bilge on larger ships. Again by employing a hull half breadth presentation in accordance with my  FIG. 8  the sides, bottom and chine and/or turn of the bilge portions are smooth, continuous and faired with my concave curvature. Improvements in speed together with decreased fuel consumption for such larger vessels are to be expected. 
     While my invention has been described with reference to particular examples of some preferred embodiments, it is my intention to cover all modifications and equivalents within the scope of the following claims. It is therefore requested that the following claims, which define my invention, be given a liberal interpretation commensurate with my contribution to the relevant technology.