GR20230100150A - Keel for wave damping and bow anti-sinking deterrence - Google Patents

Abstract

The wave damping and bow sinking prevention torpedo replaces the torpedo (I) by creating a recess (1e) in the deepest part of the bow and optional tunnels (1t) along the entire length of the propeller, in order to deal with the longitudinal oscillation of the ship or of the boat, the reduction of the pitching period, the damping of the wave as far forward and as low as possible and in extreme conditions, the prevention of sinking of the bow and consequently the improvement of the stability of the ship, especially while sailing. The construction of the rudder (1e) can contribute the most to dealing with the wave, as it is a substantial difference from the design concept existing over time as a small opposing surface is created in front and low on the hull and concerns the majority of ships with semi-displacement hulls and planing with a large draft, even sailboats but also ships with many floats.

Description

description

Title, wave-damping keel and bow anti-submergence prevention.

The invention relates to the application of the keel, the bow, of ships and boats, as a small opposite angle, the tunnel or the recess, which helps to dampen the wave, as far forward and as low as possible and at the same time prevents the bow from sinking during the wave. It particularly concerns the oscillation in height.

As an invention it is simple but extremely important for all types of ships, small and large. In reality what happens is the numerical increase in the perimeter of the transverse lines of the bow by applying a reverse - upside down surface to the keel. In a sense the keel (1) at the bow becomes from V or U to W, the rafts fully clarify the change in the keel (1). Essentially the keel becomes a small opposite surface of type L or upside down U or type P. in this way the surface of the keel at the maximum draft of the ship acquires a larger surface, this larger surface prevents the bow from sinking during the wave and generally serves to dampen the wave as far forward and lower as possible. This differentiation is placed at the maximum draft of the keel (1) of the bow.

This type of keel is applicable to all types of displacement or planing hulls, from large ships to pleasure boats. The planing hull must be of the deep V type. There must be a draft in the ship or the vessel. This invention does not refer to raft-type planing hulls constructed for rivers, swamps, etc., it refers to V-type hulls as well as ships or displacement and planing ships. The invention concerns ships with displacement and or semi-displacement hulls, pleasure boats with V-type hulls over ten meters, that is, the vessel should not be affected in terms of the waterline by the passengers (e.g. if all the passengers sit back, the vessel should not sit back, this will happen to the boat, therefore it concerns small vessels with draft and weight that are not affected by the expected number of passengers - roughly over 10 meters). The design requires the existence of displacement - weight and draft, it cannot be applied to keels that are very close to the surface. In short, it concerns all ships that have a keel and draft. In all designs and in all types of hulls, the recess (1e, 1t) is at a great depth in relation to sea level, in a hull (displacement or semi-displacement) ship it is several meters below. It does not refer to rowboats, fishing boats and wooden canoes and rafts, it refers to ships made of metal and to plastic boats, the hull must be at least planing with a draft of approximately 1 meter and above (it can also be applied to a smaller draft but the vessel must be categorized as a planing or semi-planing hull and have a draft, it does not apply to a vertical outrigger (1) as it is the exact opposite of the invention I am presenting.

Nowadays and throughout history, ships are built with U and V-shaped hulls. The two parts of the ship, the left and the right, are simply joined at the keel of the ship. The only thing that can happen in terms of design is for the keel to be a little wider. In some smaller ships this is almost the norm, while some inventions in high-speed ships try to raise the stern with tunnels, from the middle and back. The lines towards the bow converge on all ships, giving the advantage of the hydrodynamics of the bow, but there is a problem with the waves as the narrow and hydrodynamic surfaces of the bow cannot dampen the wave and cannot prevent the bow from sinking. In the waves, the bow is the most important part, but also in terms of hydrodynamics. A ridge at the bow is the opening of the lines on high-speed vessels (chines or ramps) at the bow, but it is not always effective, especially in difficult weather conditions. Also, the overall shape of the bow is made in such a way as to create a ridge in terms of its sinking with open lines above sea level (3). Over time, the ridge (1) is also constructed as an outcrop, metal or wooden, which is visible above the surface of the sea as it does not negatively affect the hydrodynamics of the ship, such an example in our days, is clearly visible on ships and boats such as caiques and barques.

This invention combines the hydrodynamics of the ship with the most effective treatment of waves, how? by applying the opposite surface to the keel of the bow. The placement of this invention-recess (1e) is done in the front part, at the maximum draft of the ship's hull. If it is placed before the maximum draft, the ship will brake. It is placed at the maximum draft of the bow, the surface increases numerically and when the ship rises and falls, the resistance to sinking is greater. Even if the wave is large and the keel of this type takes in air, it will still sink more slowly. But even if this part of the keel does not ventilate, it will dampen the waves and the walling will be reduced. A characteristic of this invention is the small size of the recess or the opposite surface, as well as the point where it is located, at the bow. For example, on a large ship it can be placed at the bottom of the bulb.

The conditions for applying the plan are that the ship sails in seas and in conditions with waves, has a draft and a length of the hull (1) that is, has a length of draft and displacement, has a displacement hull, a half displacement hull and a planing hull in large vessels. In no case does it concern boats and vessels that are affected by the weight of the occupants, for example, it does not concern the boat or the vessel where one or two people will sit in the back and the bow will be raised, which, therefore, does not meet the other conditions.

That is, the invention works even when the waves are not large, with damping at the front and bottom, but also when they are large or very large - extreme conditions - so that the front and lower part of the keel is out of the water.

Therefore, the midship line (1) is the middle longitudinal line of the ship that connects the two parts, the left and right parts of the ship.

The basic design is the recessed keel (1e) which is placed at the maximum draft of the bow and gradually fades out, gradually becoming one with the keel of the ship.

In figure 1 I show the front view of a ship with a displacement hull and the keel (1) as it is constructed to this day. In figure 2 I show the front view of the same ship with a recess (1E) or (1T). In the front view of the ship the keel (1e), (1t) bow is always visible at the deepest and lowest point of the hull, in contrast to the side views where the keel recess (1e) or tunnel (1t) are shown with dashed lines.

In figure 3 I show a side view of a ship without a bulb (4) in the bow and with a dashed line keel recess (1E). In figure 4 I show a ship that has a bulb (4) in the bow with a keel recess (1E). In figure 5 I show the ship with a tunnel keel (1T), which extends throughout the keel, throughout the deepest part of the ship. In figure 6 I show the ship with a tunnel recess (1T) in a ship that has a bulb in the bow. In cases where the ship has a bulb (4) the recess (1E) or (1T) is also placed below the bulb (4) and always at maximum draft. In figure 7 I show the plan view of a ship with a displacement hull and a keel with a recess (1e) which extends only to the forward part of the keel (1). In figure 8 I show the plan view of a displacement ship with a tunnel keel (1T) which extends throughout the keel (1) to the maximum draft of the hull. In the plans, the hull, the keel (1e) (1t) is visible. In the above plans and figures the displacement hull is shown, in the plans a ship with a flat bottom is shown because the recess (1e) and the tunnel (1t) are more easily distinguished.

The recessed keels (1e) cover the forward part of the keel (1) in all the ships in which they are applied, this recessed keel (1E) gradually fades, fades harmoniously and gradually and becomes one with the keel as it is constructed to date. Figure 9 shows the recessed keel (1e) on a ship without a bulb (4) and figure 10 on a ship with a bulb. The recess (1e) of this type is almost parallel to the keel, the dashed lines show that it is not visible in the side views of figures 9 and 10.

The application to planing hulls in fast boats, faster hulls, is the same. These boats do not have a bulb and their characteristic is the somewhat triangular hull. In figure 11 I show a 3 d planing ship, the stern (1) and the waterline (3) are visible. In figure 12 the recessed keel (1e) in side view and of course with dashed lines. In figure 13 the tunnel keel (1t) which extends throughout the stern (1) and is not visible. In figure 13 I show the front view of such a triangular hull with the keel (1e) or (1t). The recessed keel (1e) which is placed only at the bow and its cross-section is larger in front and smaller in back and gradually fades out. This invention treats the wave either as a damping or as a prevention of bow sinking, in these vessels it is very important because it will help greatly in these two issues, the hull that will be placed will offer great advantages in the journey of the ship - vessel. In many cases of application in a planing hull the keel recess (1e) is out of the water or touches the sea surface with some inclination, as in this type of hull the ship - vessel travels with the bow raised. The majority of these structures are plastic and this triangular keel recess (1e) or tunnel (1t) is very easily unmolded. Finally, in these boats, because they plan, the bow is raised, the size and application of the invention must be studied a lot, as if the ship is raised too much at the bow it will act as a "brake", but this invention paves the way for better lines, better planing and a clearly upgraded ship in all weathers. Finally, this invention will favor the construction of a vertical bow. This invention will exert a lifting force on the bow (so a rear mirror with fewer degrees may be needed - in any case, it changes a lot that I will not talk about as there are subsequent designs..) during movement, while in many cases and types, mainly recreational boats, the keel (1e) and (1t) will be easily exposed to the wind and again the ups and downs during sailing will be very smooth and greatly upgraded. Figure 14 shows the front view of the V-type planing hull with a recess (1e) or (1t) as the recess but not its length can be seen from this view.

The same applies to the semi-planing or semi-displacement hull, the difference is that this hull has more curved side surfaces and vertical cross-sections than the planing hull which is triangular or almost triangular. In figure 15 I show the front view of a ship with this hull, in all front views the outline of the ship is visible, so its average vertical cross-section is visible and the length cannot be determined, that is, whether it is a recess (1e) in the deepest part of the bow or a tunnel (1t) throughout the deepest part of the keel (1). This is an intermediate hull, between planing and displacement. The common denominator in all these hulls is the keel or centerline (1), on which the system I mention in this invention is placed.

In figure 16 I show a front view of a ship or boat, sailboat or motor vehicle with two pontoons, commonly a catamaran, and in this type of vessel the system is placed either with a recess (1e) or with a tunnel (1t) in the keel of each pontoon.

In figure 17 I show the application of the invention on a sailboat, with dashed lines I show the invisible recessed keel (1e), due to the type of hull, only the recessed keel (1e) is placed, the difference is that it has a certain slope following the line of the keel (1) is the exception, the recessed keel (1e) can be placed as long as the slope of the keel (1) is smooth from front to back so that it does not slow down the boat.

In figure 18 I show the keel (1) outboard, whether metal or plastic or wooden, is the opposite concept - idea and philosophy from the invention I present, it is the exact opposite of the invention I present which is also mentioned on page one. In fact, it is a timeless application on ships, from the triremes and the era of Columbus to the present day, this invention overturns a timeless design concept, revises the keel completely. Either by changing only the bow section (1e) or by applying it to the entire length of the keel (1t)

In figure 19 I show a three-dimensional view of the bow of a ship with a rudder (1e or 1t). In figure 20 a front view of a ship with a deep V-hull type with a rudder (1e or 1t), in which I show the transverse lines of the bow and the recess (1e) placed on the transverse line of the bow at maximum draft.

Exceptionally, the keel recess (1t) is also installed on high-speed vessels before reaching maximum draft, provided that the slope of the keel allows it, i.e. it is smooth and does not slow down the vessel. In these types of hulls, the keel recess (1e) 'tunnel keel (1t) can be partially (or even completely) out of the sea, while sailing, in conditions without waves due to the way they travel, the recess will work when it encounters a wave, it will dampen the small waves and prevent the bow from sinking in large waves, in all types of ships and hulls where it will be installed, the size, shape and whether it will cover only the front of the keel or the entire keel is a design choice after a study for each ship.

In short, the keel is the middle line (1) of the ship that connects the left and right parts of the hull. With this invention, it is joined in a different way, it is joined by creating a relatively small and in relation to the size of the ship - vessel opposite surface of the P or L type. This differentiation is placed either only in the front part of the keel (1e) and at its maximum draft or extends throughout the keel (1t) in the form of a tunnel (1t). The purpose of this differentiation is to dampen the waves as far forward and lower as possible and in the event of large or huge waves to prevent the bow from sinking in all hulls that will be applied, to all types of ships and vessels, even to sailboats and to ships with many floats.

This invention helps with the longitudinal oscillation or pitching, or pitching. In large ships, the small change in the keel (1) in the form of a tunnel (1t) can be closed, I emphasize that this is a small increase in the walls of the keel (1) at the maximum draft of the bow, in other words, a small opposing surface is created on the keel of the bow.

This opposite surface is placed on the bow in all types of ships, with the aim of damping the wave of the pitching and the up-and-down movement forward and down. Finally, it prevents the bow from sinking in very large wave conditions - in such conditions the bow rudder (1) whether it has a recess (1e) or not can be found out of the water - it goes without saying that the speed of the ship is minimized - and as the bow sinks the opposite surface makes the up-and-down movement on the bow smoother - it functions as a damper for the upcoming impact with the wave. Finally, the continuation of the recess (1e) into a tunnel (1t) is optional.

In a sense this invention, reduces the period of pitching, whether it is entirely in the water or out of the water, the recess (1e) in the bow of the hull. The aim is to dampen the waves and heave, forward and low. Generally I design a small size of recess (1e) even in large ships but the size of the cross section can be increased or changed, if a greater benefit is calculated.

Drawing numbers

1 ship's keel or centerline along the deepest part of the hull

1e, keel with recess in the bow that gradually fades out

1t, tunnel keel which is placed from bow to stern throughout the keel (1) and at the maximum draft of the hull

2 hull the part of the ship or vessel below sea level.

3 water level, sea level

raft,

Fig. 1 the ship today (3D front view)

Fig. 2 the ship with recess in the keel (3D front view)

Fig. 3 ship without bulb with keel recess (1e) at maximum draft of the bow not visible in side view.

Fig. 4: Bulb ship with keel recess (1e) at maximum draft of the bow not visible in side view.

Fig. 5 ship without bulb with keel recess (1m) at maximum draft of the bow not visible in side view.

Fig. 6: Bulb ship with keel recess (1m) at maximum draft of the bow not visible in side view.

Fig. 7 plan view of a ship with a recessed keel (1e)

Fig. 8 plan view of a ship with a tunnel keel (1m)

Fig. 9 ship - a vessel without a bulb with a keel recess (1e) at the maximum draft of the bow not visible in a side view, which gradually disappears.

Fig. 10 ship with bulb with keel recess (1e) at maximum draft of the bow not visible in side view, which gradually fades away.

Fig. 11: 3D plan view of a speedboat, showing the keel, with the walls above the waterline in dark color.

Fig. 12 planing hull of a speedboat with recessed rudder (1E) - side view

sch13 speedboat hull with tunnel keel (1t)

Fig. 14 front view of a speedboat, planing hull with visible recess (1e)

Fig. 15 ship with a semi-displacement hull and a visible recess in the front view.

Fig. 16 application of a tropid (1e) or (1t) in a polygastro

Fig. 17 application of a recessed keel (1e) on the bow of a sailboat hull, provided that the inclination of the bow allows the creation of a recess

Fig. 18 keel elevation, the opposite case from the invention

Fig. 19 the ship with recess in the keel (3D front view)

Fig. 20 front view of a V hull in which the recess is placed in the transverse section of maximum draft, the transverse lines are visible, at the bow, before the maximum draft.

Claims (8)

Claims 1. In the forward part of the hull, in its deepest part and in the position of the keel (1), a recess (1e) is placed, as a small opposing surface, which extends lengthwise and which does not exceed the middle of the hull, as the recess (1e) gradually fades and becomes one with the keel (1). 2. according to claim 1 the opposite surface can be recessed rudder (1e) can be placed on a ship with a displacement hull in the deepest part of the bow and below the bulb, if it has 3. According to claim 1, the recess (1e) in the keel can be placed in the deepest part of the half-displacement hull and below the ship's bulb if it has one. 4. According to claim 1, the opposite surface can be a rudder recess (1e) placed in a planing hull and high-speed boats in the deepest, forward part of the bow. 5. According to claim 1, the opposite surface of the rudder recess (1e) can be placed on all ship and boat hulls before the deepest part of the hull as long as the slope of the rudder (1) is small and does not hinder the hydrodynamics and movement of the ship or boat. 6. According to claim 1, the opposite surface can be a recessed rudder (1e) and according to claim 5, the opposite surface recess (1e) can be placed on the rudder (I), in the bow of the hull of sailing vessels. 7. According to claim 1 and claim 5, the opposite surface can be recessed (1e) the opposite surface recess (1e) can be placed on the keel, centerline (1) of planing hulls and high-speed vessels. 8. According to claim 1 the opposite surface can be a keel recess (1e) and according to claim 5 the opposite surface recess (1e) can be placed in the keel, the centerline (1) can be extended to the entire deepest part of all types of hull except sailing ships. The opposite surface in this case becomes a small tunnel (1t) which extends to the deepest part, of the entire keel.