JP2001018883A - Lift generating structure of ship and ship having lift generating structure - Google Patents

Abstract

PROBLEM TO BE SOLVED: To inhibit the increase in the hull resistance by forming a front water contact surface curved into the concave shape and having the downward gradient at a lower part, and forming a rear water separation surface adjacent to a rear end of the front water contact surface through a corner part, and kept in a non-water contact state in navigation. SOLUTION: A float body 2 is provided with a lift generating part 5 consisting of a front water contact surface 3 and a rear water separation surface 4 in a state that it is downwardly projected, and the front water contact surface 3 and the rear water separation surface 4 are connected through a projecting part 5c in a bent state. The front water contact surface 3 is curved into the concave shape, and provided with the downward gradient. Whereby the big lift can be generated without increasing the resistance in navigation, and the high-speed navigation can be stably provided. By connecting the rear water separation surface 4 with the front water contact surface 3 through the projecting part 5c, the air can be easily guided to a rear part of the rear water separation surface 4, which prevents the generation of the negative pressure in accompany with the generation of the lift on the front water contact surface 3.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention enables high-speed navigation by positively generating lift by means of a lift generating structure utilizing contact with the water surface to levitate a hull and reduce resistance to water. The present invention also relates to a lift generating structure for a ship capable of reducing fuel consumption by improving fuel efficiency and a ship having the same lift generating structure.

[0002]

2. Description of the Related Art Conventionally, a ship generates a large propulsion force as a means for navigating at high speed over water, or
Either approach has been taken to reduce the resistance to reduce propulsion.

[0003] When a large propulsion force is generated, the output engine itself has a high output, the number of propellers is increased, or the propeller for generating the propulsion force is a cavitation propeller or a surface propeller to increase the rotation speed. Some have been developed to enable high-speed navigation.

However, increasing the output engine itself, increasing the number of propellers, or using a special form of propulsion mechanism causes an increase in cost. It is often used and rarely used for general-purpose ships.

On the other hand, a general-purpose ship is often configured to reduce the hull resistance so as to effectively utilize a limited propulsion force.

The hull resistance includes a wave resistance generated by generating a wave, a friction resistance generated by friction with water, and a pressure resistance other than these. In the region where the navigation speed is low, the wave resistance is the largest, and in the region where the navigation speed is high, the frictional resistance is the largest.

[0007] Accordingly, for ships navigating at relatively slow speeds, the development of hull forms that reduce wave resistance, such as long hulls, barbas bows, or numerically or theoretically minimizing wave resistance, is desirable. The development of a ship shape that can be done
It prevents the loss of propulsion.

On the other hand, in a ship traveling at a relatively high speed,
In many cases, the frictional resistance is reduced by raising the trim angle of the hull to raise the bow as much as possible above the water surface, or by reducing the water contact area as a stepped hull form.

Further, instead of reducing the hull resistance by changing the hull form, the hull is made lighter by reducing the volume, water contact area, and projected area of the hull below the water surface.
It has also been used to reduce hull resistance.

[0010] In particular, there is a limit to the weight reduction of the hull,
Like a hydrofoil or hovercraft, or a WIG configured to levitate with wings in the air, an additional mechanism generates lift to lift the hull and has the same effect as weight reduction. Some high-speed boats have been designed to reduce hull resistance and enable high-speed navigation.

However, hydrofoils, hovercraft, WI
High-speed boats such as the G had a problem that the mechanism and configuration were complicated and tended to be expensive, and were susceptible to the wind, resulting in a high cancellation rate.

[0012]

As described above, all of the mechanisms for high-speed navigation performed on conventional ships increase the cost, and the complexity of the mechanism and structure leads to maintenance. Was also reduced.

The inventor of the present invention has conducted various studies to provide a ship that can operate at high speed at low cost and that is easy to maintain. As a result, the present inventors have found that the lift from the water surface can be reduced while suppressing an increase in the hull resistance. Thus, the present invention has led to the invention of a lift generating structure of a ship capable of reducing the resistance equivalent to weight reduction, and a ship having the same lift generating structure.

Further, as the hull resistance is reduced, fuel consumption can be reduced and fuel efficiency can be improved.

[0015]

According to the present invention, there is provided a lift generating structure formed in a water contact portion of a hull, wherein a downwardly sloped forward water contact surface which is concavely curved and has a downward slope to generate lift during navigation is provided. The ship's lift generating structure is characterized in that it is formed adjacent to the rear weir surface, which is in non-water contact state during navigation, through the corner at the rear end of the front water contact surface. Is what you do.

Further, the present invention provides a ship having a lift generating structure, wherein at least one of the lift generating structures is disposed on the bottom of the ship in front of the center of gravity of the hull. Furthermore, it is characterized in that it is configured to send air to the rear of the rear weir surface of the lift generation structure, and that a movable flap for adjusting lift is arranged at the rear end of the front water contact surface of the lift generation structure. Have

Further, there is provided a ship having a lift generating structure, wherein at least one lift generating structure is provided at a bottom of the hull in front of the center of gravity of the hull and at a bottom of the hull behind the center of gravity of the hull. It is something you want to do. Furthermore, that it was configured to send air behind the rear weir surface of the lift generation structure, and at the rear end of the front water contact surface of the lift generation structure,
Another feature is that a movable flap for adjusting the lift is provided.

[0018]

BEST MODE FOR CARRYING OUT THE INVENTION The lift generating structure of a ship according to the present invention is formed at a water-contacting portion of a hull, has a forward water-contacting surface formed below, and has a corner at the rear end of the front water-contacting surface. The rear water separation surface is formed adjacent to the water separation surface.

The front water contact surface is curved in a concave shape and has a downward slope so as to generate lift during navigation.
The ship provided with the lift generating structure is levitated by the obtained lift to reduce the contact area with water and reduce the forward projected area to reduce the hull resistance. By reducing the resistance of the hull, it is possible to prevent a reduction in the propulsion force, enable high-speed navigation, and improve fuel efficiency.

The rear water separation surface is adjacent to a state bent to the front water contact surface, and is configured to be in a non-water contact state during navigation. By making the rear weir surface non-water-contacting, the negative pressure generated due to the generation of lift at the front weir surface can be reduced by the air existing behind the rear weir surface, and the negative pressure is lifted. To prevent hindering high-speed navigation.

The concave curved surface formed on the front water contact surface has a substantially arc shape or a shape in which a plurality of substantially circular arcs having different curvatures are smoothly connected in a cross-sectional view in the front-rear direction, and the resistance increases as the sailing speed increases. , And a large lift is efficiently generated on the front water contact surface.

The concave curve formed on the front water contact surface is more strictly defined as follows.

First, the length of the front water contact surface in the front-rear direction is L, and as shown in FIG. 1, the sectional shape of the front water contact surface is drawn on a complex plane (z plane) with y = 0 as the water surface. Line
Let y = y (x).

Next, assuming that z = x + iy, the effect of gravity is ignored,

[0025]

[Formula 1]

By performing the following conversion, and by setting z ′ = x ′ + iy ′, y = y (x) is converted into a thin blade of y ′ = y ′ (x ′) on the z ′ plane. be able to. The vortex distribution γ of this thin wing is

[0027]

[Formula 2]

The conditions under which no peeling occurs on the surface

[0029]

[Equation 3]

[0030] In the curve shape -A ₂ / A ₁ is maximum or rear portion of the curved shape -A ₂ / A ₁ to be obtained becomes maximum when the censored series of γ with a suitable finite, It is the shape of. The same shape is called a theoretical shape.

Although the above-mentioned theoretical shape is the most ideal cross-sectional shape of the front water contact surface, even if the theoretical shape is approximated by a substantially circular arc or a plurality of substantially circular arcs of different curvatures smoothly connected to each other, The associated lift reduction is practically negligible. Therefore, the cross-sectional shape of the front water contact surface in the front-rear direction may be a substantially arc shape or a shape in which a plurality of substantially arcs having different curvatures are smoothly connected.

A ship having a lift generating structure according to the present invention has the above-described lift generating structure disposed at the bottom of the ship. In particular,
At least one is disposed on the bottom of the hull in front of the center of gravity of the hull, and at least one is disposed on the bottom of the hull in front of the center of gravity of the hull and at the bottom of the hull behind the center of gravity of the hull. It is not limited to one, and a plurality of lift generating structures may be provided as necessary.

In particular, by arranging the lift generating structure before and after the center of gravity of the ship, a larger lift can be obtained, and the front and rear length of the portion that comes in contact with water during high-speed navigation can be reduced to reduce the water contact area. The hull resistance can be reduced.

[0034] Further, the lift generating structure is configured to supply air behind the rear water separation surface, and the air is positively supplied behind the rear water separation surface to generate lift at the front water contact surface. Thus, the negative pressure generated thereby is definitely canceled to prevent the negative pressure itself from being generated, thereby preventing the lift from decreasing. Also, even at low sailing speeds, the water can be forcibly released from the rear weir surface, so that the contact area between the ship bottom and the water surface can be reduced and the ship can be quickly shifted to high speed sailing, improving acceleration performance. Can be.

Further, by providing a movable flap for adjusting the lift at the rear end of the front water contact surface of the lift generating structure, the largest lift can be obtained in accordance with the traveling speed. Further, the hull posture, such as the trim of the hull, which occurs when a heavy object is mounted on the ship, and the roll at the time of turning, can be adjusted by the movable flap, so that the best lift can always be obtained.

In the following, embodiments of a ship's lift generating structure and a ship having the lift generating structure according to the present invention will be described in detail with reference to the drawings.

[0037]

FIG. 2 shows a state in which floating bodies 2 and 2 each having a lift generating structure are disposed on the left and right sides of a normal ship 1, respectively.

FIG. 3 shows a cross section of the floating body 2 in the front-rear direction. The floating bodies 2, 2 are provided with a lift generating portion 5 composed of a front water contact surface 3 and a rear water separation surface 4 so as to protrude downward, and the front water contact surface 3, the rear water separation surface 4, Are connected in a bent state via the protrusion 5c.

Reference numeral W in FIG. 2 indicates a water surface in a stopped state. When the navigation starts, the front water contact surface 3 acts in a direction of pressing the water surface W downward, and as a reaction, the floating body 2 A lift is generated.

The floating body 2 floats by the same lifting force, and
By connecting the rear water separation surface 4 to the front water separation surface 3 via the protrusion 5c, air can be easily guided to the rear of the rear water separation surface 4, and the negative pressure caused by the generation of the lift of the front water separation surface 3 is reduced. The occurrence is prevented.

Also, the floating of the floating body 2 causes the ship 1 itself to float, and the contact area between the bottom of the ship 1 and the water surface can be reduced, so that the resistance can be further reduced.
High speed navigation can be enabled.

In particular, as shown in the cross-sectional view in the front-rear direction of FIG. 3, since the front water contact surface 3 is curved concavely and has a downward slope, a large lift can be generated without increasing resistance during navigation. It is possible to perform stable high-speed navigation. Further, as described above, the front water contact surface 3 may be a theoretical shape obtained from a mathematical expression, but in reality, the theoretical shape is a substantially arc shape, or a shape in which a plurality of substantially circular arcs having different curvatures are smoothly connected. , It is possible to obtain substantially the same lift. However, the resistance slightly increases.

In this embodiment, the floating bodies 2 and 2 are
Is shown on the left and right sides, respectively. However, the present invention is not limited to this form. For example, it may be arranged at the bottom of the ship or more floating bodies 2 may be arranged at a required position. Each of them may be arranged as necessary to generate lift. Further, the floating body 2 of this embodiment is
Although the cross-sectional shape in the left-right direction is substantially horizontal, it may be formed in a concave shape.

Further, in the present embodiment, the front water contact surface 3 and the rear water contact surface 4 are connected in a bent state via the protrusion 5c, but the rear water contact surface 4 and the front water contact surface 3 are smoothly connected. Then, the protrusion 5c may be formed by providing a protrusion at the connection portion.

<Ship A with lift generating structure>
FIG. 4 is a right side view of the ship A in which a lift generating structure is formed on the ship bottom a to enable high-speed navigation, FIG. 5 is a bottom view of the ship A, and FIG. 7 is a front view of the ship A, FIG. 8 is a rear view of the ship A, FIG. 9 is a sectional view taken along line II of FIG. 7, and FIG. 10 is a sectional view taken along line II-II of FIG. 4 to 1
In the drawing of No. 0, components such as a propeller and a rudder are omitted, and the shape of a ship bottom, which is a main part of the present invention, is drawn so as to be clearly understood. In the figure, reference numeral C denotes a cabin, and reference numeral D denotes a mounting base for a communication antenna and lights. 4 and 7
10 indicates a water surface during high-speed navigation.

On the bottom a of the ship A, a front lift generator 6 is disposed at a position forward of the position of the center of gravity of the ship A.
The rear lift generators 7, 7 are disposed symmetrically to the rear of the center of gravity of the vehicle. In particular, the rear lift generators 7, 7 are arranged symmetrically at the stern portion so as to enhance the stability of the ship A during high-speed navigation. However, the rear lift generators 7, 7 are not limited to the arrangement on the stern, and the ship A
The position may be any position as long as it is a position behind the center of gravity of.

At the time of high-speed navigation, only the front lift generating section 6 and the rear lift generating sections 7, 7 are in contact with the water surface w, so that the water contact area can be reduced and the resistance can be reduced.

5 and 6, reference numeral 8 denotes a ship bottom a.
The rear ship bottom has a relatively concave shape due to the rear lift generating portions 7, 7 protruding therefrom. By forming the rear lift generating portions 7 and 7 symmetrically so as to form the concave rear bottom 8, the rear bottom 8 removes air drawn into the rear of the front lift generating portion 6 during high-speed navigation. It can be sent smoothly to the rear of the hull. Also, the rear lift generators 7, 7
Thus, the left and right balance of the hull can be balanced, so that the roll angle of the hull can be prevented from becoming unstable.

The front lift generating section 6 includes a front front water contact surface 6a.
And a front rear water separation surface 6b, and a front front water contact surface 6a and a front rear water separation surface 6 via a front protrusion 6c.
b. As shown in FIG. 5, the front projection 6c is retracted rearward from the center of the bottom of the ship toward the side edge. By forming the front projection 6c by gradually retreating toward the side edge, it is possible to prevent the center of lift from moving due to the lifting of the hull due to the generated lift, thereby preventing the hull balance from changing with the sailing speed. It is configured as follows.

In this embodiment, the front rear water separation surface 6
As shown in FIGS. 9 and 10, the front rear water separation surface 6b is arranged substantially in parallel with the vertical direction to guide air behind the b and easily separate the front rear water separation surface 6b. . However, the present invention is not limited to this, and the front forward water contact surface 6a and the front rear water separation surface 6b may be connected in a bent state via the front protrusion 6c. That is, the front forward water contact surface 6
It is sufficient that the angle formed between a and the front rear water separation surface 6b is 0 ° to 170 °. However, even if the angle is 170 ° to 180 °, the front protrusion 6c may be formed in a pseudo manner by arranging the protrusion at the connecting portion.

As shown in FIGS. 9 and 10, the front front water contact surface 6a is formed to have a concavely curved shape and a downward slope in a cross-sectional view in the front-rear direction so as to generate lift efficiently during navigation. ing. In particular, by making the concave curvature the above-described theoretical shape, it is possible to obtain lift from the water surface w without increasing the resistance. In addition, substantially the same lift can be obtained even if the theoretical shape is approximated by a substantially arc shape instead of the theoretical shape, or a shape obtained by smoothly connecting a plurality of substantially circular arcs having different curvatures. However, the resistance slightly increases.

The rear lift generating section 7 also has a rear front water contact surface 7a.
And a rear rear water separation surface 7b, and a rear front water contact surface 7a and a rear rear water separation surface 7 via a rear protrusion 7c.
b.

As shown in FIG. 10, the rear rear water separation surface 7b is also arranged substantially in parallel with the vertical direction as much as possible, and guides air to the rear of the rear rear water separation surface 7b during high-speed cruising so that the rear rear water separation surface 7b is easily provided. The water separation surface 7b is configured to separate water.
However, in the rear lift generating section 7, similarly to the front lift generating section 6, the rear front water contact surface 7a and the rear rear water separation surface 7b may be connected in a bent state via the rear protrusion 7c. That is, the angle formed between the rear front water contact surface 7a and the rear rear water separation surface 7b may be 0 ° to 170 °. However, 1
Even if it is 70 ° to 180 °, the rear projection 7c may be simulated by arranging a projection on the connecting portion.

As shown in FIGS. 9 and 10, the rear front water contact surface 7a is also formed to have a concavely curved shape and a downward slope in a cross-sectional view in the front-rear direction so as to efficiently generate lift during navigation. I have. In particular, by making the concave curvature the above-described theoretical shape, it is possible to obtain lift from the water surface w without increasing the resistance. Even if the theoretical shape is not the same as the theoretical shape but is a substantially circular arc shape, or a shape approximated by a shape in which a plurality of substantially circular arcs of different curvatures are smoothly connected, substantially the same lift can be obtained. However, the resistance slightly increases.

As described above, the ship A according to the present invention in which the lift generating structure including the front lift generating section 6 and the rear lift generating section 7 is formed on the bottom a of the boat, the front water contact surface 6a and the front front water contact surface 6a are increased as the traveling speed increases. A lift is generated at the rear front water contact surface 7a to float the hull, and the front rear water separation surface 6b and the rear rear water separation surface 7b are separated from each other so as to be in a non-contact state with the water surface w. The contact area with the ship bottom a is reduced. Therefore, the hull resistance can be reduced, and high-speed navigation can be achieved. In addition, fuel consumption can be reduced by reducing the resistance, so that fuel efficiency can be improved.

In particular, the water contact area is changed in accordance with the traveling speed, a large lift is generated at a large water contact area at low speed navigation, and the contact area is significantly reduced at high speed navigation to reduce the resistance. Navigation at a speed higher than that of other vessels.

Further, the front front water contact surface 6a and the rear front water contact surface 7a are curved in a concave shape and have a downward slope. In particular, the concave curve has a substantially arc shape or a plurality of different curvatures in a cross-sectional view in the front-rear direction. By forming the substantially circular arc into a smoothly connected shape, even if the navigation speed increases, without increasing the resistance, it is possible to obtain lift with a small contact area, so that the hull is reliably levitated,
Stable high-speed navigation with low fuel consumption is possible.

On a windy day, etc., the navigation speed can be reduced to increase the water contact area, so that the boat can sail in a stable manner like a conventional ship, so that it is hardly affected by the weather. Can be. Conversely, by simply forming the front lift generating section 6 and the rear lift generating section 7 on the bottom surface of the conventional vessel, the conventional vessel can be easily navigated at high speed, and at low cost. A ship A capable of high-speed navigation can be provided.

Further, as shown in cross-sectional views in FIGS. 11 and 12, an intake port 9 is disposed on the upper surface of the ship A in the traveling direction, and air is sucked from the intake port 9 using dynamic pressure. And a front rear separation surface 6b of the front lift generator 6 via the air guide tube 10.
May be configured to send air behind. Reference numeral 11 denotes an air supply port.

By blowing air behind the front rear water separation surface 6b, the front rear water separation surface 6b can be operated even at a low navigation speed.
Since b can be separated by air pressure, the contact area can be reduced and the resistance can be reduced. Therefore, the vehicle can be accelerated to the maximum traveling speed in a short time, and the acceleration performance can be improved. In addition, the air pressure of the supplied air can also contribute to the levitation of the hull,
Further, the front air contact surface 6a is provided by the supplied air.
Can completely cancel the negative pressure generated by the generation of the lift, and can prevent the generation of resistance due to the negative pressure.

In this embodiment, only the air is sent from the air inlet 11 by using the dynamic pressure of the ship A. May be configured to be forcibly supplied, or the high pressure exhaust of the engine unit may be supplied from the air supply port 11.

Although not shown, air is supplied not only behind the front rear water separation surface 6b of the front lift generation unit 6 but also behind the rear rear water separation surface 7b of the rear lift generation unit 7. The air inlet 9, the air guide 10, and the air outlet 11 may be provided. Alternatively, an air supply port 11 may be provided to supply high-pressure exhaust gas from the engine section to the rear of the rear rear water separation surface 7b.

Further, as shown in FIGS. 13 and 14,
The movable flaps f1 and f2 may be disposed at the rear end of the front front water contact surface 6a of the front lift generator 6 and the rear end of the rear front water contact surface 7a of the rear lift generator 7, respectively.
FIG. 15 shows a side surface state of the rear lift generating unit 7 provided with the movable flap f2, and the movable flap f2 is provided so as to be rotatable in the vertical direction. Although not shown, the movable flap f1 disposed at the rear end portion of the front front water contact surface 6a is also disposed so as to be rotatable in the vertical direction.

The movable flaps f1, f according to the traveling speed
By rotating 2, the magnitude of the lift received from the water surface w can be adjusted, and the trim of the hull generated when a heavy object is mounted on the hull can be adjusted by the movable flap. You can always get the best lift.

As shown in FIGS. 13 and 14, a movable flap f provided at the rear end of the front front water contact surface 6a is provided.
1, and the movable flaps f2 provided at the rear end portion of the rear front water contact surface 7a are provided in a pair symmetrically with each other, so that the roll angle of the hull can be adjusted, and the navigation stability of the hull can be improved. In particular, stability during turning can be improved.

In the present embodiment, as shown in FIG. 6, a description has been given of a case in which a concave rear hull 8 is provided at the stern and the rear lift generating portions 7, 7 project symmetrically.
The present invention is not limited to this form. As shown in FIG. 16, the large rear lift generating unit 12 is formed to protrude downward without providing the concave rear hull 8 at the stern.
It may be configured to obtain lift.

Alternatively, as shown in FIG. 17, a plurality of water-hulled hulls 13 each having a lift generating structure may be disposed on the bottom a 'to form a multihull A'. By using the multihull A ', it is possible to increase the wide deck, the wave surpassing performance, and the stability against rolling. In particular, in the case of a hull having three or more hulls, the stability against pitching can be enhanced by arranging the water-contacting hulls 13 in front and rear so as to sandwich the position of the center of gravity.

[0068]

According to the present invention, the following effects can be obtained.

A downwardly inclined forward water contact surface is formed downward and curved so as to generate lift during navigation.
A wide lift generation area is provided with a simple structure by forming a lift generation structure in which a rear separation surface that is not in water contact during navigation is formed adjacent to the rear end of the front water contact surface via a corner portion. Thus, lift can be effectively generated even in a low navigation speed range.

In particular, by connecting the front water contact surface and the rear water separation surface via the corner, the rear water separation surface is easily released, and even at a low sailing speed, the rear water separation surface is located behind the rear water separation surface. By guiding the air, the negative pressure generated due to the lift generated on the front water contact surface can be reduced, and resistance can be prevented from being generated by the negative pressure. Furthermore, since the front water contact surface is concavely curved and has a downward slope, a large lift can be obtained without increasing the resistance.

Further, by providing the lift generating structure of the present invention at the bottom of the hull, the hull can be easily levitated and navigated, and the area in contact with the water surface can be reduced to reduce the hull resistance. it can. Therefore, high-speed navigation can be easily performed, and fuel consumption can be reduced to achieve low fuel consumption. In particular, by arranging the lift generating structure before and after the center of gravity of the hull, the contact area with the water surface during high-speed navigation can be greatly reduced, and the resistance can be reduced.This enables higher speed navigation and improved fuel efficiency. Can be measured.

Further, by providing air to the rear of the rear water separation surface of the lift generating structure, the rear water separation surface can be forcibly separated by the supplied air even at a low sailing speed. And the contact area with them can be reduced. In particular, since the negative pressure generated by the front water contact surface generating lift can be canceled, stable high-speed navigation can be achieved.

Further, by providing a movable flap for adjusting the lift at the rear end of the front water contact surface of the lift generating structure, the movable flap can obtain the largest lift in accordance with the traveling speed. Can be adjusted. Further, the trim and roll of the hull generated when a heavy object is mounted on the ship can be adjusted by the movable flap, so that the best lift can be obtained.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram illustrating theoretical lines of force on a front water contact surface.

FIG. 2 is an explanatory view showing a state in which a floating body having a lift generating structure according to the present invention is provided.

FIG. 3 is a longitudinal sectional view of a levitation body having a lift generating structure according to the present invention.

FIG. 4 is a right side view of a ship having a lift generating structure according to the present invention.

FIG. 5 is a bottom view of a ship having a lift generating structure according to the present invention.

FIG. 6 is a perspective view of the bottom of a ship having a lift generating structure according to the present invention.

FIG. 7 is a front view of a ship having a lift generating structure according to the present invention.

FIG. 8 is a rear view of a ship having a lift generating structure according to the present invention.

FIG. 9 is a sectional view taken along line II of FIG. 7;

FIG. 10 is a sectional view taken along line II-II of FIG.

FIG. 11 is a cross-sectional view showing an air guide tube provided to supply air to a front rear water separation surface side.

FIG. 12 is a cross-sectional view showing an air guide tube provided to supply air to the front rear water separation surface side.

FIG. 13 is a side view showing a state where movable flaps are provided on a front front water contact surface and a rear front water contact surface.

FIG. 14 is a bottom view showing a state where movable flaps are provided on the front front water contact surface and the rear front water contact surface.

FIG. 15 is an explanatory diagram of a movable flap provided on a rear front water contact surface.

FIG. 16 is a perspective view of a ship having a lift generating structure according to another embodiment.

FIG. 17 is a perspective view of a ship having a lift generating structure according to another embodiment.

[Explanation of symbols]

 Vessel A a Bottom w Water surface during high-speed navigation 6 Front lift generator 6a Front front water contact surface 6b Front rear water separation surface 6c Front protrusion 7 Rear lift generator 7a Rear front water contact surface 7b Rear rear water separation surface 7c Rear Projection 8 Rear hull bottom

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Hideyuki Ota 506-2 Urashi, Maehara City, Fukuoka Prefecture

Claims (7)

[Claims] 1. A lift generating structure formed in a water contact portion of a hull, wherein a forward water contact surface which is concavely curved and has a downward slope is formed at a lower portion to generate lift during navigation. A lift generating structure for a ship, characterized in that a rear separation surface which is in a non-water-contact state during navigation is formed adjacent to a rear end of the ship via a corner. 2. A ship having a lift generating structure, wherein at least one lift generating structure according to claim 1 is disposed at a bottom of the ship ahead of the center of gravity of the hull. 3. The ship having a lift generating structure according to claim 2, wherein air is supplied to a rear side of a rear weir surface of the lift generating structure. 4. The ship having a lift generating structure according to claim 2, wherein a movable flap for adjusting lift is disposed at a rear end of the front water contact surface of the lift generating structure. 5. The lift generating structure according to claim 1, wherein at least one lift generating structure according to claim 1 is provided at a bottom of the hull in front of the center of gravity of the hull and at a bottom of the hull behind the center of gravity of the hull. Ships with. 6. The ship having a lift generating structure according to claim 5, wherein air is supplied to the rear of the rear weir surface of the lift generating structure. 7. A ship having a lift generating structure according to claim 5, wherein a movable flap for adjusting lift is disposed at a rear end of the front water contact surface of the lift generating structure.