US1599312A - Marine vessel and ship - Google Patents

Description

Sept. 7,1926. 1,599,312

R. M. ZU LYNAR PASSY-DE CHIMANG MARINE VESSEL AND SHIP Original F le 8 25, 1921 2 Sheets-Sheet 1 w a t MAM awa 511 61 6 60014211 1 Sept. 7

R. M. ZU LYNAR PASSY-DE CHIMANG MARINE VE SSEL AND SHIP Original Filed Dec. 23, 1921 2 Sheets-Sheet 2 Patented Sept; 7, 1926.

UNITED STATES PATENT OFFICE.

ROGHU'S MAX zU LYNAR IPASSY-DE CHIMANG, OF NEW YORK, N. Y., ASSIGNOR TO MAR-DE-PASSY CORPORATION, OF NEW YORK, N. Y., A CORPORATION OF NEW v YORK.

MARINE VESSEL AND SHIP.

Refiled forabandoned application Serial No. 524,478, filed December 23, 1921. This application filed December 19, 1925., Serial No. 76,562.

My invention relates to marine vessels, more particularly to new and useful improvements in the construction of. the hulls of marine vessels.

The principal objects of my invention are: (1) The provision of a hull embodying such novel features of construction as will involve a marked diminution of the resisting forces opposing the progress of the vessel through the water, and thereby to enable a substantial increase in speed; (2) the provision of a hull of this character having improved features of stability, designed to moderate undesirable angular oscillation, whether about a horizontal longitudinal axis or about a horizontal transverse axis; and (3) the provision of a hull of this character,

with which the propeller and rudder are associated in such manner that while sheltered from surface and wave disturbances, they canreceive, nevertheless, a free and solid flow of water for their efficient operation, these parts being arranged so that they will be wholly submerged under all conditions of lading and in all kinds of weather.

' With the foregoing objects in view and others, the inventionresides in the combination, arrangement, and construction of parts hereinafter described, defined in the appended claims, and illustrated in the accompanying drawings, forming a material part of this specification; and it will be understood that changes and alterations in the precise embodiment of the invention as herein dis closed, may be made, to which changes and alterations the inventor is entitled, provided the same are effected within the scope "of what is claimed.

The preferred embodiment of my invention, as reduced to practice, is illustrated in the accompanying drawings, in' which Fig. 1 is a view'in side elevation of a vessel constructed in accordance with my invention; Fig. 2 is an underneath bottom plan view thereof. Figs. 3 to 14 represent a series of partial cross-sectional views, taken on Fig. 1, each view being taken onaline thereof, which is indicated by a numeral of reference corresponding to the numeral of its respective figure; thus, Fig. 3 is takenon a line 3-3 of Fig. 1; Fig. 4 on the line 4-4 thereof; Fig. 5 on the line 55; and so on. throughout the series. 1 Some of the academic considerations with the details of construction of In improved hull are the following :That t e form of the hull structure and the manner in which It PlOWS through and rides upon the water have much to do with the rapid movement of the vessel; that the series of wave-impulses of the sea and the many wakes and eddies resultlng partly therefrom and partly from the form of the hull and its underwater fittings constitute serious obstacles to the rapid progress of the vessel; and that the extension laterally with respect to the greatest possible distance of the center of gravity, of concentrating weights, bilges and keels has an important bearing in reference to controlling the rolling and pitching which I have been concerned in working out 65' oscillations of the vessel, and more particularly when considered in relation to the contour and lines of continuity of the hull, and in relation as well to the location of the propeller and rudder. Those skilled in the art will, of course, readily understand that by the term weights I mean the relation which the body parts, extensions, keels, load and the like bear to both the longitudinal and transverse axes.

Having these principles in mind, my improved hull is designed to cleave the water with'the'least possible resistance and to float ts greatest breadth of beam, which occurs in the forebody, upon a substantially flat bottom then by weights, bilges and keels to stabilize the vessel, employing as means conducive to that end a pair of longitudinal water channels which unite aft of the longitudinal center to form a single channel defined by uniformly diverging bilges andkeels and a uniformly flattening hull bottom; and then finally to have the single channel open in an area spread wider than the rounded stern. Inthis construction also, an essential feature is the location of the propeller and the rudder underneath the hull aft of its longitudinal center and at the confluence of the two channels with the single one.

In the accompanying drawings, the hull of the vessel, denoted as an entity by the numeral 15, has-its bow formed with a sharp cutwater 16, the sides 17 of the bow, more particularly the freeboard region thereof,

expanding hurriedly'but along fine :lines to forebody of the vessel. From this point the sidesconverge along very gentle stream-lines towards the stern 19, which is gently rounded as shown.-

lVith the cutwater 16' is formed at the water-line a sharp nose 20, which merges by a gentle curve with a deep main or central keel 21, the latter after a relatively short distance gently inclining upwardly to lie flush with the substantially flat bottom 22, which occurs below and somewhat in ad- Vance of the greatest width of the beam.

At 23, Where the substantially fiat bottom region 22 merges gently into channels, as will presently appear, the keel 21 recommences and gradually projects until it reaches its original depth; and then after I continuing for a distance it expands latorally to produce an elliptical part 24, which is hollow and has communication with the interior of the hull to accommodate the propeller shaft 25 with the fittings therefor. Carried by the shaft 25 aft of the elliptical part is a propeller screw 26; and aft of this screw is a rudder 27, operatively supported by suitable brackets, secured both to the bottom of the hull and to the elliptical figure.

Adjoining the cutwater, the bottom regions 28 of the sides, below the water-line bilge 29, slope rather precipltously to merge into the central keel as shown in Fig. 3.

Here the sides of the hull are concaved as at '30, and the top of the hull is of considerably greater width of beam than at the curves of the bilges at the water-line. Proceeding towards the stern, the bilge 29 gradually' increases in size, while the precipitously sloped regions 28 gradually become horizontal, as shown in Figs. 4 and 5,1 the bilge 29 eventually providing the commencement of an underneath bilge 31. At the same time the freeboard sides are gradually transformed as shown (Figs. 4 to 6) until there occurs the greatest width of beam at the forward ends of bilges 31. 7

Continuing further, the flat bottom is somewhat concaved (Fig. 7); and still further the underneath bilge. 31 becomes more pronounced and shows the beginning of 'an underneath side keel 32 (Fig. 8); while the bottom at the point of the recommencement of the central keel merges into two concavities, one on each side of the said central keel to provide two longitudinal channels 33 and 34, as best seen in F i 2.

Both longitudinal sides of the hulli eing, of course, constructed precisely alike, both of the channels 33' and 34 are defined on their outer sides by a bilge 31- with its ac- ,companying keel 32. As illustrated in Fig.

2,.these bilge and keel structures do not extend in parallelism, but they very gradually diverge as they proceed aft, ultimately termlnating as at 35 on opposite sides of the 1,5ee,a 12

points 35, and which spreads over an area corresponding to that of the rounded stern 19. The arches or concavities defining the channels 33 and 34 are transformed in the channel 36 into a single arch 0r concavity, the curvature of which gradually lessens until at the stern there is almost a flat bottom 37 (Fig. 14).

In the present invention, the engine room 38 with its engine mechanisms is located aft of the longitudinal center over the elliptical part, so that the vessel will incline with the stern downwardly and the bow upwardly, and thereby enable it, through a reduction of friction, in an obvious manner to obtain a higher speed.

When a vessel, having a hull with the herein-described features of construction, advances through the Water, the bow cleaves the water with a minimum of resistance and disturbance, producing only relatively small Waves to hamper the vessel in its progress. The provision in the forebody of a substantially flat bottom, where occurs the greatest width of beam, enables the water to effect a wedging action for elevating the forebody without the production of a progress hampering waves, and tends at the same time to prevent rolling and pitching oscillations. By means of the channels, the propeller and rudder are constantly supplied with a free and solid flow of water on which to act efficiently, in all kinds of weather and under all kinds of lading conditions. By locating the propeller underneath the hull and by providing a substantially fiat stern bottom, I moderate the wake as well as the stern waves. The specific contour and lines of continuity of the hull, designed both to lessen frictional resistance and to concentrate th weights, and the relative arrangement of the bilges and keels combined in effect to make :it more diflicult for wave-impulses to impart rolling oscillations to the vessel; and when the vessel does roll, these features ten'd to produce a slow periodic time or period of natural roll.

From the foregoing it appears that the construction is as follows: The forward underwater portion is V-shaped at the stem, joining the sides at the top parts of the V by bilges, which top parts gradually 'drop with the descending bilge 29 until the V- shaped portion becomes substantially flat at line-7 (Fig. 1), where the bilges 29 merge into bilges 31, the latter being providedwith keels 32. Just forward of the keels 32, the keel 23 starts and these keels form channels 3334 which mer e into a single channel 36 aft of the propel er and rudder, the channel being substantially flat at the stern.

Having thus described my invention, what I claim is: v

1. The herein-described vessel-hull having in the forebody its greatest width of beam rising over a substantially flat bottom region, channels having commencement at said fiat bottom region and extending aft and eventually uniting to discharge as a single channel at the stern.

' 2. The herein-described vessel-hull having in the forebody its greatest width of beam rising from a substantially flat bottom region, a keel having curvature to lie substan-. tially flush with said flat bottom region and terminating aft of the longitudinal center, channels having commencement at said fiat bottom region and extending along said keel one channel on each side thereof, said channels merging at the termination of the keel to form a single channel which discharges at the stern. I

3. The herein-described vessel-hull having its greatest width of beam in the forebody and from which the sides converge gently 'towards the stern, bilges and accompanying keels having commencement on the bottom below said greatest width of beam and extending aft along gently diverging lines, the same ultimately running. out at the gently converging sides of the afterbody.

4. The herein-described vessel-hull having a substantially flat bottom area ,under its forebody, a central keel extending to a point aft of the longitudinal center, and a side keel on either side of the central keel extend- Ro'cnus MAX a mum rAssv-a. CHIMANG.

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