hull and deep v-knuckle semi-planing catamaran

Abstract

The application discloses a ship body and a deep V-shaped corner semi-small water plane catamaran, and belongs to the technical field of ships. The ship body comprises a first diving body, a second diving body, a first anti-rolling bilge keel, a second anti-rolling bilge keel, a first deadwood structure, a second deadwood structure and a V-shaped structure, the bottom longitudinal section shape of the first diving body and the second diving body is a V-shaped structure. The two included angle sides of the V-shaped structure are flat plate lines, the wave making resistance is small, and the ship body is beneficial to rapid navigation; the comprehensive reaction force of the first anti-rolling bilge keel and the second anti-rolling bilge keel will force the ship body to be righted and stand upright, the wind and wave resistance of the ship body is enhanced, and the sea keeping quality, the seaworthiness and the riding comfort of the ship are improved; a propeller tunnel is formed between the bottom of the stern of the ship body and the tail of the deadwood structure, the ship body has the soft beach landing ability during the ebb tide, and the propeller and the rudder blade are protected.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of ship technology, and in particular to a ship body and a deep V-angle semi-small water plane catamaran. BACKGROUND

[0002] With the rapid development of offshore wind power construction, the cumulative installed capacity has been increasing year by year. From the initial near-shore wind farm to the continuous deepening of the near-shore wind farm, the scale, output and offshore transportation demand have also rapidly grown, and the offshore wind power maintenance ship has also developed rapidly. However, the existing ship type cannot fully meet the growing maintenance needs of wind farm developers, owners and operators for newly built wind farms.

[0003] The development of domestic wind power maintenance ships has been very rapid. From simple speedboats, transport boats and tugboats used in very near-shore areas to specialized single steel maintenance ships and professional high-speed aluminum alloy catamaran maintenance ships. However, the existing technology is still mainly based on steel low-speed maintenance ships with a speed of about 10 knots, while high-speed aluminum alloy catamaran maintenance ships, such as Figure 1 The submarine body at the bottom of the ship body is a composite body formed by the inclined plate 200 and the outward convex arc-shaped plate 100. Although the speed has been gradually developed to a high speed of about 25 knots, the overall wave resistance of the personnel transport maintenance ship is about 2 meters, which is still in a technical state of a coastal near-shore ship type.

[0004] At the present stage, the ship speed is low, the wind and wave resistance is small, and the passenger comfort is poor, so that the passengers are very prone to seasickness, and some ship types do not have beach sitting ability.

[0005] Therefore, it is urgent to provide a ship body and a deep V-angle semi-small water plane catamaran to solve the above problems. SUMMARY

[0006] The purpose of the present application is to provide a ship body and a deep V-angle semi-small water plane catamaran to enhance the wind and wave resistance of the ship, improve the seakeeping ability, seaworthiness and passenger comfort.

[0007] To achieve the above purpose, the following technical solutions are provided:

[0008] The ship body comprises:

[0009] The double-piece body comprises a first submarine body and a second submarine body, and the bottom longitudinal section shape of the first submarine body and the second submarine body is a V-shaped structure;

[0010] The first anti-rolling bilge keel is provided on the side of the first submarine body away from the second submarine body, and the first anti-rolling bilge keel extends along the length direction of the first submarine body;

[0011] The second anti-rolling keel is arranged on the side of the second diving body away from the first diving body and extends along the length direction of the second diving body;

[0012] The first anti-rolling keel and the second anti-rolling keel are arranged at the same height and are symmetrical with respect to the ship body;

[0013] The bottom of the first diving body is provided with a first deadwood structure extending along the length direction of the first diving body;

[0014] The bottom of the second diving body is provided with a second deadwood structure extending along the length direction of the second diving body.

[0015] As an optional solution of the ship body, the top longitudinal section shape of the first diving body and the second diving body at the bow of the ship body is an inwardly recessed circular arc structure, and the first anti-rolling keel and the second anti-rolling keel are arranged at the deep V corner line between the inwardly recessed circular arc structure and the V-shaped structure.

[0016] As an optional solution of the ship body, the included angle between the inwardly recessed circular arc structure and the deep V corner line of the V-shaped structure gradually decreases from the bow to the stern along the length direction of the ship body, and the inwardly recessed depth of the inwardly recessed circular arc structure gradually decreases.

[0017] As an optional solution of the ship body, the side of the first diving body close to the second diving body is also provided with the first anti-rolling keel, and the side of the second diving body close to the first diving body is also provided with the second anti-rolling keel.

[0018] As an optional solution of the ship body, the first deadwood structure comprises a first part, an intermediate mounting part and a second part, the intermediate mounting part is used for mounting a propeller blade, and inwardly recessed flow guide grooves are symmetrically arranged on the left and right sides of the first part and the second part, and the flow guide direction of the inwardly recessed flow guide grooves is directly opposite the propeller blade.

[0019] As an optional solution of the ship body, the width of the minimum narrow surface of the first part and the second part is half of the width of the intermediate mounting part.

[0020] As an optional solution of the ship body, the bottom of the ship body is inwardly recessed with a propeller avoiding concave surface.

[0021] As an optional solution of the ship body, the distance L1 between the two CD points of the propeller avoiding concave surface is 1.3 times the diameter of the propeller blade, and the distance L2 between the two GH points of the blade tip of the propeller blade and the vertex of the propeller avoiding concave surface is not less than 0.2 times the diameter of the propeller blade.

[0022] As an optional solution for the hull, the angle E between the front end of the bow of the hull and the front deck surface is 90 degrees.

[0023] A deep V-angle semi-small waterplane area catamaran comprises operation and maintenance equipment and a hull as described above, wherein the operation and maintenance equipment is arranged on the hull, and the hull has a square stern.

[0024] Compared with the prior art, the present invention has the following beneficial effects:

[0025] The hull provided by the present invention has the bottoms of the first and second submerged bodies of the double-piece body both arranged into a V-shaped structure, and the two angled sides of the V-shaped structure are flat-plate linear, so that the hull obtains appropriate stabilizing force during navigation, especially at a high speed of not less than 25 knots, with low wave-making resistance, which is conducive to the rapid navigation of the ship; a first anti-roll bilge keel is arranged on the side of the first submerged body away from the second submerged body, and a second anti-roll bilge keel is arranged on the side of the second submerged body away from the first submerged body, the first anti-roll bilge keel and the second anti-roll bilge keel are located at the same height and are symmetrical relative to the left and right of the hull, and as the ship longitudinally rotates Rolling and heaving will cause more parts of the hull to be immersed in water, and the combined reaction force of the first anti-roll bilge keel and the second anti-roll bilge keel will force the hull to stand upright, thereby enhancing the hull's ability to resist wind and waves, and improving the ship's wave resistance, seaworthiness and ride comfort; a deadwood structure is set at the bottom of the lower body, and a propeller tunnel is formed between the bottom of the stern of the hull and the tail of the deadwood structure, so that the hull has the ability to ground on a soft beach at low tide, protecting the propeller and rudder blades; the deadwood structure is extended along the length direction of the first lower body, which reduces the flow resistance produced by the addition of the deadwood structure, and is conducive to increasing the ship's speed.

[0026] The deep-V-shaped semi-small waterplane area catamaran provided by the present invention causes more of the hull to be immersed in water as the ship pitches and rolls. The combined reaction force of the first and second anti-roll bilge keels forces the hull to stand upright, thereby providing strong wind and wave resistance and improving the ship's seakeeping, seaworthiness, and driving comfort. The two angled sides of the V-shaped structure are flat-plate lines, which enable the hull to obtain appropriate stabilizing force during navigation, especially at high speeds of not less than 25 knots, with low wave-making resistance, which is conducive to the ship's rapid navigation. A wooden structure is provided at the bottom of the submerged body, forming a propeller tunnel between the submerged body at the rear and the wooden structure. This enables the hull to be beached on soft beaches at low tide, protecting the propeller and rudder blades while allowing for use on near-shore shallows. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed to be used in the description of the embodiments of the present application will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of the contents of the embodiments of the present application and the drawings.

[0028] Figure 1 A structure schematic diagram of a submersible in the prior art;

[0029] Figure 2 A structure schematic diagram of a first perspective of a ship body in the embodiments of the present application (a propeller blade is not shown);

[0030] Figure 3 A plan view of the ship body in the embodiments of the present application;

[0031] Figure 4 An elevation view of the ship body in the embodiments of the present application;

[0032] Figure 5 A compound body line type diagram of a V-shaped structure and a concave circular arc structure of the ship body in the embodiments of the present application;

[0033] Figure 6 A structure schematic diagram of a second perspective of the ship body in the embodiments of the present application (a propeller blade is not shown);

[0034] Figure 7 A structure schematic diagram of a third perspective of the ship body in the embodiments of the present application (a propeller blade is not shown);

[0035] Figure 8 A sectional view of a tail of a first deadwood structure in the embodiments of the present application;

[0036] Figure 9 A structure schematic diagram of a fourth perspective of the ship body in the embodiments of the present application;

[0037] Figure 10 A Figure 9 A local enlarged view of a position B in FIG. 8;

[0038] Figure 11 A rear view of the ship body in the embodiments of the present application;

[0039] Figure 12 A Figure 11 A local enlarged view of a position A in FIG. 9;

[0040] Figure 13 A structure schematic diagram of a fifth perspective of the ship body in the embodiments of the present application (a propeller blade is not shown);

[0041] Figure 14A structure schematic view of a square stern in the embodiment of the present application.

[0042] Reference signs:

[0043] 100, arc-shaped plate; 200, inclined plate;

[0044] 1, double plate; 2, first anti-rolling keel; 3, second anti-rolling keel; 4, first deadwood structure; 5, second deadwood structure; 6, propeller tunnel; 7, V-shaped structure; 8, concave circular arc structure; 9, deep V corner line; 10, propeller blade; 20, stern shaft tube; 30, stern shaft;

[0045] 11, first diving body; 12, second diving body; 13, bow; 131, front deck surface; 14, stern; 141, rear deck surface; 15, propeller blade avoiding concave surface.

[0046] 41, first part; 42, middle mounting part; 43, second part; 44, concave flow guide groove. DETAILED DESCRIPTION

[0047] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme of the embodiments of the present application will be described clearly and completely below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are some embodiments of the present application, but not all the embodiments. The components of the embodiments of the present application described and shown in the drawings can be arranged and designed in various different configurations.

[0048] Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the claimed present application, but only represents selected embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0049] It should be noted that: similar reference signs and letters represent similar items in the following drawings, therefore, once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0050] In the description of the present application, it should be noted that the terms "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of the present application is usually placed, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms "first", "second", "third" and the like are only used to distinguish the description and cannot be understood as indicating or implying relative importance. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0051] In the description of the present application, it should also be noted that, unless otherwise specified and limited, the terms "provided", "connected" should be understood broadly, for example, it can be fixedly connected, or it can be detachably connected, or integrally connected; it can be mechanically connected, or it can be electrically connected. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0052] In the present application, unless otherwise specified and limited, "on" or "under" of the first feature to the second feature can include that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, "on", "above" and "above" of the first feature to the second feature includes that the first feature is directly above and obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. "Below", "below" and "below" of the first feature to the second feature includes that the first feature is directly below and obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0053] The embodiments of the present application are described in detail below, examples of which are shown in the drawings, wherein the same or similar reference signs represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by reference to the drawings are exemplary and are only used to explain the present application, and cannot be understood as limiting the present application.

[0054] With the rapid development of domestic offshore wind power construction, the cumulative installed capacity increases year by year, from the beginning of the coastal offshore wind farm to the continuous deepening of the nearshore wind power, the scale, output and offshore transportation demand are also rapidly growing, and the offshore wind power support ship has also developed rapidly. However, the existing ship type cannot fully meet the operation and maintenance demand of the offshore wind farm developers, owners and operators for the increasingly expanding newly built wind farms.

[0055] The development of domestic wind power operation and maintenance ships can be said to be a hundred flowers blooming, and the overall development momentum is very rapid. From the simple speedboat, transport boat and tugboat used in very near shore to the professional single steel operation and maintenance ship, to the professional high-speed aluminum alloy catamaran operation and maintenance ship, the market is still a composite development situation, and various ship types are in use, but the steel low-speed operation and maintenance ship is still the main one, with a speed of about 10 knots. Although the speed of the high-speed aluminum alloy catamaran operation and maintenance ship has been developed to a high speed of about 25 knots, the overall anti-wave capacity of the personnel transport operation and maintenance ship is about 2 meters, which is still in a technical state of a coastal near shore ship type. In order to adapt to the use demand of high sea conditions in coastal, offshore waters, while maintaining good speed, the ship also needs to have good wind and wave resistance and passenger comfort, reduce the passenger seasickness rate, and have a certain beach landing capacity to consider the use of near shore shoal, and have the feasibility of construction technology

[0056] In order to consider the rapidity, seakeeping, maneuverability and comfort of the offshore wind power operation and maintenance catamaran ship, the offshore wind power operation and maintenance catamaran ship can be applied to the offshore wind power operation and maintenance catamaran ship in the coastal shoal, coastal and offshore navigation area, especially the high-performance offshore wind power operation and maintenance catamaran ship for offshore long-distance wind farms. The embodiment provides a ship body and a deep V-shaped angle semi-small water plane catamaran ship, which is described in detail below Figures 2 to 14 The specific content of the embodiment is described in detail.

[0057] As shown in Figures 2 to 7 The ship body includes a double plate body 1, a first anti-rolling keel 2, a second anti-rolling keel 3, a first deadwood structure 4, a second deadwood structure 5 and a V-shaped structure 7. The double plate body 1 includes a first submerged body 11 and a second submerged body 12, and the bottom longitudinal section shape of the first submerged body 11 and the second submerged body 12 is a V-shaped structure 7. The first anti-rolling keel 2 is provided on the side of the first submerged body 11 away from the second submerged body 12, and the first anti-rolling keel 2 extends along the length direction of the first submerged body 11. The second anti-rolling keel 3 is provided on the side of the second submerged body 12 away from the first submerged body 11, and the second anti-rolling keel 3 extends along the length direction of the second submerged body 12. The first anti-rolling keel 2 and the second anti-rolling keel 3 are located at the same height and are symmetrical with respect to the left and right of the ship body. The bottom of the first submerged body 11 is provided with the first deadwood structure 4, and the first deadwood structure 4 extends along the length direction of the first submerged body 11. The bottom of the second submerged body 12 is provided with the second deadwood structure 5, and the second deadwood structure 5 extends along the length direction of the second submerged body 12.

[0058] Briefly, the ship body provided by the present application sets the bottom of the first and second diving bodies of the double-piece body 1 into a V-shaped structure, and the two included angle sides of the V-shaped structure are flat plate linear, so that the ship body obtains suitable stability in the process of sailing, especially in the high speed state of not less than 25 knots, the wave making resistance is small, which is beneficial to the fast sailing of the ship; the first anti-rolling keel is arranged on the side of the first diving body away from the second diving body, the second anti-rolling keel is arranged on the side of the second diving body away from the first diving body, the first anti-rolling keel and the second anti-rolling keel are located at the same height and are left-right symmetrical with respect to the ship body, and more parts of the ship body will be immersed in water with the longitudinal and lateral rolling of the ship, the comprehensive reaction force of the first anti-rolling keel and the second anti-rolling keel will force the ship body to be upright, thereby enhancing the wind and wave resistance of the ship body and improving the sea-keeping ability, seaworthiness and riding comfort of the ship; the deadwood structure is arranged at the bottom of the diving body, the propeller tunnel 6 is formed between the bottom of the stern of the ship body and the tail of the deadwood structure, the ship body has the soft beach landing ability at ebb tide, and the propeller and the rudder blade are protected; the deadwood structure is arranged along the length direction of the first diving body, the flow resistance generated by the added deadwood structure is reduced, and the ship speed is improved.

[0059] Specifically, as shown in Figure 2 in the embodiment, the bow of the ship body includes a sharp corner part at the front end of the diving body, the sea water is separated by the sharp corner part, the sea water flows quickly from the left and right sides of the diving body, and in the embodiment, the bulb bow is not arranged, thereby reducing the manufacturing difficulty and cost of the ship body.

[0060] Further, as shown in Figure 4 and Figure 5 , the top longitudinal section shape of the first diving body 11 and the second diving body 12 at the bow of the ship body is an inner concave circular arc structure 8, and the first anti-rolling keel 2 and the second anti-rolling keel 3 are arranged at the deep V corner line 9 of the inner concave circular arc structure 8 and the V-shaped structure 7. Specifically, in the middle front part of the deep V ship body, near the designed waterline height, according to the need of improving the sea-keeping ability, the inner concave circular arc structure 8 (inner concave half small waterline line type) is arranged, so that the ship type has the sea-keeping ability of the small waterline ship type, and also takes into account the speed of the deep V ship type, which is a composite line type of the deep V ship type and the small waterline ship type.

[0061] Understandably, the depth of the inner concave circular arc structure 8 can be appropriately adjusted according to the arrangement need of the ship bottom warehouse, thereby balancing the arrangement function of the ship, and higher speed than the small waterline ship type can be obtained, and better sea-keeping ability than the conventional deep V corner ship type can be obtained.

[0062] Specifically, as shown in Figure 5 in combination with Figure 6As shown, in the embodiment, the included angle between the concave circular arc structure 8 and the deep V-shaped corner line 9 of the V-shaped structure 7 gradually decreases from the bow 13 to the stern 14 along the length direction of the hull, and the concave depth of the concave circular arc structure 8 gradually decreases. Figure 6 As shown, the concave depth of the concave circular arc structure 8 near the stern 14 is zero.

[0063] As shown, the height of the front deck surface 131 is greater than the height of the rear deck surface 141. Figure 2 As shown, the height of the front deck surface 131 is greater than the height of the rear deck surface 141.

[0064] Further, as shown, the included angle E between the front end of the bow 13 of the hull and the front deck surface 131 is 90 degrees. Figure 13 As shown, the height of the front deck surface 131 is greater than the height of the rear deck surface 141.

[0065] The ship type of the present application combines the deep V-shaped corner line 9, the semi-small waterline surface bow 13 (i.e. the vertical bow 13 with the concave circular arc structure 8), the square stern line type, and the inner and outer anti-rolling bilge keels of the double-piece body 1, the deadwood structure at the stern, and the concave propeller tunnel 6, etc.

[0066] Further, as shown, the first lower body 11 also has a first anti-rolling bilge keel 2 on the side close to the second lower body 12, and the second lower body 12 also has a second anti-rolling bilge keel 3 on the side close to the first lower body 11. Figure 4 That is, the first lower body 11 has the first anti-rolling bilge keel 2 on both the inner and outer sides, and the second lower body 12 has the second anti-rolling bilge keel 3 on both the inner and outer sides.

[0067] Specifically, the first anti-rolling bilge keel 2 and the second anti-rolling bilge keel 3 are located at the middle stern of the entire hull.

[0068] Further, the first anti-rolling keel 2 and the second anti-rolling keel 3 are both of the folded corner structure. Specifically, the first anti-rolling keel 2 and the second anti-rolling keel 3 are both of the long strip plate structure, and the first anti-rolling keel 2 is arranged at an angle with the surface of the first submergence body 11, and the second anti-rolling keel 3 is arranged at an angle with the surface of the first submergence body 11.

[0069] In other embodiments, the first anti-rolling keel 2 and the second anti-rolling keel 3 are both of the circular arc structure. The circular arc structure here includes a circle or an ellipse.

[0070] Further, as shown in Figure 7 and Figure 8 , the first anti-rolling structure 4 includes a first part 41, an intermediate mounting part 42, and a second part 43, the intermediate mounting part 42 is used for mounting the propeller blade 10, and the left and right sides of the first part 41 and the second part 43 are both symmetrically provided with a concave flow guide groove 44, and the flow direction of the concave flow guide groove 44 directly faces the propeller blade 10. Specifically, the flow guide height of the concave flow guide groove 44 directly faces the half of the radius of the propeller blade 10, which is convenient for directly guiding seawater to the main rotating part of the propeller blade 10, and increases the thrust of the propeller blade 10 on the ship body.

[0071] Specifically, as shown in Figure 9 and Figure 10 , the first part 41 and the second part 43 are both recessed to a certain depth towards the bow 13 of the ship body, the intermediate mounting part 42 is embedded with a stern shaft tube 20, the stern shaft 30 is rotationally arranged in the stern shaft tube 20, one end of the stern shaft 30 is in transmission connection with the engine inside the ship body, and the other end of the stern shaft 30 is provided with the propeller blade 10.

[0072] Further, as shown in Figures 8 to 13 , the minimum width of the first part 41 and the second part 43 is half of the width of the intermediate mounting part 42, which is conducive to the smooth flow of the incoming flow of the propeller blade 10, and improves the propelling efficiency of the propeller blade 10.

[0073] As shown in Figures 10 to 12 , further, the bottom of the stern 14 of the ship body is recessed with a blade avoiding concave surface 15. Specifically, the distance L1 between the two CD points where the line type of the blade avoiding concave surface 15 intersects with the ship bottom line type is set to 1.3 times the diameter of the propeller blade 10, and the distance L2 between the two GH points between the blade tip of the propeller blade 10 and the vertex of the blade avoiding concave surface 15 is not less than 0.2 times the diameter of the propeller blade 10. The blade avoiding concave surface 15 is set to an elliptical line type. This recessed design of the blade avoiding concave surface 15 can ensure to reduce the installation angle of the stern shaft 30 axis, so that the propeller blade 10 has higher efficiency and effective thrust, and the line type of the propeller tunnel 6 corresponding to the structure modeling has more favorable seakeeping performance than the line type of the conventional round bilge type ship bottom.

[0074] The embodiment also provides a deep V-angle catamaran, which comprises operation and maintenance equipment and the above-mentioned ship body, the operation and maintenance equipment is arranged on the ship body, and the ship body is a square stern. Specifically, as shown in Figure 13 and Figure 14 the angle F between the rear end of the stern 14 and the rear deck surface 141 of the ship body is 90 degrees, and the rear deck surface 141 is square as a whole in the top view. The square stern is combined with the customized propeller tunnel 6 and the deadwood, so that the influence of the ship body on the propeller efficiency is minimized, the square stern increases the under-water buoyancy and the displacement, thereby reducing the heave and roll of the ship, achieving better seakeeping performance and improving the comfort of passengers.

[0075] In summary, the working principle of the ship type is as follows: the deep V-angle ship body can obtain stability and minimum swing in sailing, the small semi-small water plane is arranged in the front part of the ship body, the anti-rolling keel is arranged on the inner and outer sides of the tail part of the ship body, and as the ship longitudinally and laterally swings, more and more ship bodies and appendages are immersed in water, and the comprehensive reaction force will force the ship body to be upright, and the seakeeping performance of the ship in the high-speed and low-speed top-contact state is superior.

[0076] Technical effects of the ship type are as follows: 1. The technology improves the comprehensive seakeeping performance of the ship, reduces the seasickness rate, and improves the comfort of passengers; 2. The technology reduces the ship resistance, improves the speed, reduces the fuel consumption, improves the economy of the ship, and prolongs the service life of the main engine; 3. The technology has the intertidal soft beach landing capacity due to the design of the deadwood, and protects the propeller blade 10; 4. The technology improves the efficiency and reduces the maximum draft of the ship due to the design of the propeller tunnel 6; 5. The technology has low material cost: the same materials of the ship are used, and the technology is completely integrated into the ship building process, and no maintenance is required after installation.

[0077] Note that the above are only the preferred embodiments of the present application and the applied technical principles. Those skilled in the art will understand that the present application is not limited to the specific embodiments described herein, and those skilled in the art can make various obvious changes, readjustments and substitutions without departing from the protection scope of the present application. Therefore, although the present application has been described in detail through the above embodiments, the present application is not limited to the above embodiments, and more other equivalent embodiments can be included without departing from the concept of the present application, and the scope of the present application is determined by the scope of the appended claims.

Claims

1. Hull, characterized in that include: A double-piece body (1) comprising a first lower submerged body (11) and a second lower submerged body (12), wherein the bottom longitudinal cross-sections of the first lower submerged body (11) and the second lower submerged body (12) are both V-shaped structures (7); a first anti-roll bilge keel (2), the first anti-roll bilge keel (2) being protrudingly provided on a side of the first lower body (11) away from the second lower body (12), the first anti-roll bilge keel (2) extending along the length direction of the first lower body (11); A second anti-roll bilge keel (3), the second anti-roll bilge keel (3) being protrudingly provided on a side of the second lower body (12) away from the first lower body (11), the second anti-roll bilge keel (3) extending along the length direction of the second lower body (12); The first anti-roll bilge keel (2) and the second anti-roll bilge keel (3) are located at the same height and are symmetrical with respect to the hull; A first wooden structure (4) is provided at the bottom of the first lower submerged body (11), and the first wooden structure (4) extends along the length direction of the first lower submerged body (11); A second wooden structure (5) is provided at the bottom of the second lower submerged body (12), and the second wooden structure (5) extends along the length direction of the second lower submerged body (12).

2. The hull according to claim 1, characterized in that At the bow (13) of the hull, the top longitudinal cross-sections of the first lower body (11) and the second lower body (12) are both concave arc structures (8), and the first anti-roll bilge keel (2) and the second anti-roll bilge keel (3) are both arranged at a deep V-angle line (9) between the concave arc structure (8) and the V-shaped structure (7).

3. The hull according to claim 2, characterized in that The angle between the inwardly concave arc-shaped structure (8) and the deep V-angle line (9) of the V-shaped structure (7) gradually decreases from the bow (13) to the stern (14) along the length direction of the hull, and the inwardly concave depth of the inwardly concave arc-shaped structure (8) gradually decreases.

4. The hull according to claim 3, characterized in that The first anti-roll bilge keel (2) is also provided on the side of the first submerged body (11) close to the second submerged body (12), and the second anti-roll bilge keel (3) is also provided on the side of the second submerged body (12) close to the first submerged body (11).

5. The hull according to any one of claims 1 to 4, characterized in that: The first wooden structure (4) includes a first part (41), an intermediate mounting part (42) and a second part (43), wherein the intermediate mounting part (42) is used to mount the propeller blade (10), and the first part (41) and the second part (43) are symmetrically provided with concave guide grooves (44) on the left and right sides, and the guide direction of the concave guide grooves (44) is directly facing the propeller blade (10).

6. The hull according to claim 5, characterized in that The widths of the smallest narrow surfaces of the first portion (41) and the second portion (43) are both half the width of the middle mounting portion (42).

7. The hull according to claim 5, characterized in that The bottom of the stern (14) of the hull is indented with a blade avoidance concave surface (15).

8. The hull according to claim 7, characterized in that The distance L1 between two points CD of the blade avoidance concave surface (15) is 1.3 times the diameter of the propeller blade (10), and the distance L2 between two points GH between the blade tip of the propeller blade (10) and the vertex of the blade avoidance concave surface (15) is not less than 0.2 times the diameter of the propeller blade (10).

9. The hull according to claim 5, characterized in that The angle E between the front end of the bow (13) of the hull and the front deck surface (131) is 90 degrees.

10. Deep V-angle semi-small waterplane area catamaran, characterized by: It comprises operation and maintenance equipment and a hull as described in any one of claims 1 to 9, wherein the operation and maintenance equipment is arranged on the hull, and the hull has a square stern.

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