Cycling Hull with Slow-Relative-Motion Hydrodynamics

Abstract

Device (1) creates slow-relative-motion hydrodynamics in a cycling hull (10) when multiplicity of hull sections (11) moves between multiplicity of rotatable end waterline turnabouts (20) and multiplicity of rotatable keel turnabouts (30). When device (1) moves across water, multiplicity of hull sections (11) cycles via connection to pivotable connection (12), which pivots about multiplicity of rotatable end waterline turnabouts (20) and multiplicity of rotatable keel turnabouts (30). This puts cycling hull (10) in motion. Since the bottom of multiplicity of rotatable keel turnabouts (30) is lower than the bottom of multiplicity of rotatable end waterline turnabouts (20), the portion of cycling hull (10) moving between multiplicity of rotatable end waterline turnabouts (20) and multiplicity of rotatable keel turnabouts (30) also travels the full draft of device (1). As there is no relative motion between the water and multiplicity of hull sections (11) as it cycles along the keel line set up between first keel turnabout with axle (31) and second keel turnabout with axle (32), so there is slow relative motion between the water and multiplicity of hull sections (11) as they cycle between multiplicity of rotatable end waterline turnabouts (20) and multiplicity of rotatable keel turnabouts (30). The slow relative motion can be quantified as the product of dividing the vertical distance between the waterline and the keel line by the horizontal distance between rotatable end waterline turnabouts (20) and rotatable keel turnabouts (30), which produces a percentage of the overall speed of device 1 as it moves across water.

Description

CROSS REFERENCE TO RELATED APPLICATIONS[0001]Not ApplicableFEDERALLY SPONSORED RESEARCH[0002]Not ApplicableSEQUENCE LISTING OR PROGRAM[0003]Not ApplicableBACKGROUND[0004]1. Field[0005]This invention pertains to boat hull design by facilitating a slow-relative-motion area between end turnabouts and keel turnabouts in a cycling hull.[0006]2. Prior Art[0007]The idea of eliminating relative motion at the water interface between the turnabouts of a cycling hull has been recognized as possible since George H. Young's patent for an “Improved Marine Car,” U.S. Pat. No. 000,056,660, was issued on Jul. 24, 1866. While the aim of Young's invention was to reduce skin friction by eliminating relative motion, “residual resistance” (wave and turbulent resistance considered together) is typically a bigger source of watercraft resistance than is water friction, since residual resistance increases exponentially with increases in watercraft speed. Thus, the churning of the water at the end turnabouts ...

AI Technical Summary

Benefits of technology

The present invention is a new kind of watercraft design that creates smooth motion through the water, reducing resistance from skin friction, turbulence, and waves. This is achieved through a finely graded entry and exit for the hull sections, which is similar to the fine entries at the bow and stern of efficient displacement watercraft hulls. The invention uses a relatively simple technology, such as a caterpillar track, making it a unique solution for increasing watercraft efficiency.

Problems solved by technology

Thus, the churning of the water at the end turnabouts of a cycling hull, where the hull sections are planted and pulled, presents a crucial challenge.

As a result, the potential of a cycling hull to create unprecedented efficiencies for marine transportation has gone unsuspected and unrealized.

That said, the prior art affects an ironic squandering of efficiency through poor design choices.

Several design ironies with respect to efficiency are universal in the first or “cycling hull” branch of the prior art, but a transverse contouring of the hull sections is especially damaging.

But if care is not taken to “streamline” the overall contour of the hull sections, increasing air resistance may outstrip the decrease in water skin friction.

But since the primary goal is more efficient conveyance through water, a design uninformed by the need to minimize aerodynamic drag is clearly counterproductive.

A second universal flaw in the prior art, however, provides a more telling reason for the primitive state of the prior art: The prior art does not address the main class of resistance to a vessel's movement through water (residual resistance).

Thus, sophisticated designers can be presumed to have surmised that cycling hulls are not worth the trouble.

But since the entire first branch prior art is ironic with respect to efficiency, it is pointless to consider it further.

In these designs the track is either not buoyant or does not provide full buoyancy to the vessel—as the hull or hulls provide some or all of the buoyancy.

(As used herein, unlike a “cycling hull,” a “cycling track” does not provide full design displacement by itself.)

And as the speed of the hull / water interface rises, movement at the boundary layer of water (where skin friction occurs) gains kinetic energy, which spreads out from the boundary layer, creating turbulence.

So, if increasing watercraft efficiency is the goal, an approach which neglects residual resistance constitutes a mostly ineffective strategy.

So there is no example of a mostly effective strategy to address hydrodynamic resistance, as both branches of innovation fail to address residual resistance.

But Dong's underlying rationale is flawed, which made it seem that his creation of a very sophisticated innovation to reduce residual resistance was needed.

So, yes, Dong's point is well taken that it is the “lessening of the friction between the hull of a vessel and the water through which it is passing” which expresses the primary goal; but that does not eliminate the fact that the vessel's full displacement presents the best possible opportunity to create efficient propulsion, and that the full displacement should often be used for propulsion in conjunction with a cycling hull or track, as a cycling hull uniquely makes that possible.

It will virtually eliminate water friction over most of its “wetted surface,” but has little ability to address wave making and turbulence at the turnabouts.

It can set up a fine angle of entry to reduce wave resistance, but it has limited ability to address water friction and turbulent resistance.

The prior art does not set up a finely graded entry into and exit from the water for the cycling hull sections, which is analogous to the fine entries at the bow and stern of efficient displacement watercraft hulls.

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