Electric hydrofoil wantun wheel

Abstract

According to the invention, hydrofoils are additionally arranged below a flat-bottomed ship with a ship bottom air cushion cabin and double-gyroscope-group cabin pressing stones, so that a million-tun-class hydrofoil ship is realized. The air cushion bin below the flat-bottomed ship enables the lowest face of the wet ship body to be filled with air and not to make contact with the ship bottom, and resistance is greatly reduced. The double-gyroscope-group ballast stone is designed and mounted on the two sides of the ship, so that the self weight and the gyroscope coaxiality are achieved, the stability is improved, and the weight of the ballast stone is reduced. And when the hydrofoil lifts the ship body to be close to the water surface and does not leave the water surface, the resistance of the whole ship is close to a full-water-leaving state. The three-in-one hydrofoil design of lifting, propelling (propellers) and controlling the direction of a high-pressure water column (rudder) is the characteristic of the patent.

Description

Technical Field

[0001] This invention belongs to the field of energy-saving manufacturing technology in shipbuilding. Technical Background

[0002] Electric hydrofoils have achieved remarkable success in Europe, but are limited to small speedboats and cannot be used on vessels larger than a thousand. Summary of the Invention

[0003] Aircraft wings are designed with a curved top and a straight bottom, resulting in faster airflow above and slower airflow below during flight. Based on the principle that the faster a fluid flows, the lower the pressure on a solid surface, the pressure difference between the top and bottom of the wing creates lift. Similarly, hydrofoils are mounted on supports at the bottom of a boat. During high-speed travel, the lift generated by the water on the hydrofoils raises the boat above the water, reducing water resistance and allowing for higher speeds. The world's first fully electric hydrofoil boat was unveiled on Lake Lucerne. It features a hull that leaves the water, high speed, low energy consumption and noise, and minimal rocking. However, the largest existing hydrofoil boats do not exceed 1,000 tons, while those exceeding 1,000 tons have drafts of tens to hundreds of meters. Raising the hull above the water presents significant challenges, even just in terms of the hydrofoil support structures.

[0004] As we discussed in the section on air-cushioned cabins of flat-bottomed boats, the presence of air-cushioned cabins allows the lowest of the three wet sides of the boat's bottom to be filled with air, preventing water from contacting the bottom and thus reducing resistance. The other two sides remain submerged in water, resulting in significant water resistance.

[0005] If we use hydrofoils to raise a flat-bottomed boat with an air-cushioned cabin by tens to hundreds of meters, such as Figure 1 The center line is raised from the dotted line to the solid line, while the boat remains on the water. This significantly reduces the contact area between the boat and the water on both sides, bringing the total resistance of the boat close to that of a completely water-free state. At this point, only a very short support rod is needed to attach the hydrofoil to the bottom of the boat; it is short, thin, and strong enough. If necessary, we also make the cross-section of the support rod into an airfoil shape, curved at the top and straight at the bottom. The support rod is connected to the bottom of the boat in a diagonal triangular manner, so that the support rod also generates some upward lift.

[0006] We adopted a double-gyro ballast design for the flat-bottomed boat, eliminating the need for a separate water tank. The double-gyro ballast system has two types: a fixed type, with dozens of gyro fixedly installed on both sides of the boat; and a mobile type, consisting of six sets, with movable and lockable sections at the front and rear, and two movable and lockable pairs in the middle. This is used to adjust the balance of each compartment. See [link / details omitted]. Figure 2 The ballast stones in the gyro assembly combine the weight of ballast stones with the axial stability of a gyro, and are arranged on both sides of the ship. Therefore, this not only significantly reduces the overall weight of the ballast stones but also increases the ship's stability during navigation and reduces the burden on the hydrofoils.

[0007] The high-speed water flow above the hydrofoil can be utilized for water propulsion of the hull, as specifically implemented as follows: Figure 3A water inlet is located in the rear half above the forward-moving part of the hydrofoil. Water is drawn into the shaft of a centrifugal booster pump, pressurized by the pump, and then ejected through a water flow direction controller (rudder) at the nozzle, serving as the propulsion for the boat (propeller). The more water drawn in through the inlet, the faster the water flow over the hydrofoil, and the greater the lift. The hydrofoil functions as a three-in-one unit: lifting the hull, propelling the hull, and controlling its forward direction. All of this is concealed within the hydrofoil. The heat generated by the motor and other heat-generating components is converted into hot water, which is then pumped away by the centrifugal pump for propulsion. Electrical wiring is also routed through a support rod. This eliminates the need for a propeller and rudder, reducing their resistance to water and their weight, which is highly beneficial for energy saving and speed improvement. To further enhance energy efficiency, the flat bottom section below the hydrofoil is also converted into an air cushion chamber, with smaller, more closely spaced guide vanes. Attached Figure Description

[0008] Figure 1 A schematic diagram of a flat-bottomed boat with an air-cushioned cabin after the addition of hydrofoils. 1 represents the hull, 2 the air-cushioned cabin, 3 the air supply system for the cabin, 4 the guide vanes slightly shorter and spaced closer together than the cabin to prevent the boat from tilting and exposing the hull bottom, thus increasing drag, 5 the hydrofoils, and 6 the support rods.

[0009] Figure 2 Schematic diagram of using double gyroscope ballast stones to replace water ballast stones. 7 represents the double gyroscope flywheel, and 8 represents the six traveling wheels (front and rear movable and lockable, the middle two pairs also movable and lockable). This is used to adjust the balance of each compartment.

[0010] Figure 3 This is a schematic diagram of a hydrofoil that also functions as a water propulsion unit (propeller) and a rudder for controlling the direction of water flow. 9 represents the motor, 10 the centrifugal booster pump, 11 the water flow direction controller, and 12 the air cushion chamber. Detailed Implementation

[0011] First, determine the location and type of hull. A wide-bodied, flat-bottomed hull is best, as this will ensure that the overall height of the hull above water is not too high after being raised by the hydrofoils, reducing the impact of wind and waves. The ballast should also be a double-gyro ballast design. Removing the propeller and rudder reduces the overall weight of the hull.

[0012] Multiple hydrofoils can be used to disperse the combined force to lift the hull. Water propulsion is also accomplished by multiple dispersed forces, and the direction of water flow is also accomplished by multiple dispersed forces, mainly at the bow and stern. A controller is generally not installed in the middle to improve efficiency. The positions of hydrofoils and support rods can be distributed in three-point or four-point configurations or other ways at the bow and stern.

Claims

1. An electric hydrofoil swivel wheel, characterized in that: A hydrofoil is added to a flat-bottomed boat with a bottom air cushion chamber and a double gyro ballast stone design to raise the bottom of the boat to a position close to the water surface without leaving the water surface; including a flat-bottomed boat design unit with a bottom air cushion chamber and a double gyro ballast stone design; and a hydrofoil design unit that integrates lifting the hull, propelling the hull, and controlling the hull's forward direction. The flat-bottomed boat design unit with a bottom air cushion chamber and a double gyro ballast stone is characterized in that: the flat-bottomed boat has a low hull, large loading capacity, and the double gyro ballast stone makes the transport stable and the hull weight is reduced. The air cushion chamber has a good drag reduction effect. After being lifted by the hydrofoil, the hull has a small contact area with the water and the total resistance is also very small, which facilitates the lifting by the hydrofoil. The hydrofoil design unit serves as a three-in-one unit for lifting the hull, propelling the hull, and controlling the hull's forward direction. Its features include: using multiple hydrofoils to disperse the combined force to lift the hull; water propulsion is also accomplished by multiple dispersed forces; and controlling the direction of water flow is also accomplished by multiple dispersed forces, mainly at the bow and stern. All three functions are concentrated within a small hydrofoil.

2. The flat-bottomed boat design unit with a bottom air cushion chamber and a double gyro ballast stone assembly as described in claim 1, characterized in that: As we discussed in the section on air-cushioned cabins of flat-bottomed boats, the presence of air-cushioned cabins allows the lowest of the three wet sides of the boat's bottom to be filled with air, preventing water from contacting the bottom and thus reducing resistance. The other two sides remain submerged in water, resulting in significant water resistance. If we use hydrofoils to raise a flat-bottomed boat with an air-cushioned cabin by tens to hundreds of meters, as shown in Figure 1 from the dotted line to the solid line, while the boat remains on the water, the contact area between the boat and the water on both sides is greatly reduced, and the total resistance of the boat is close to that of a completely water-free state. At this time, only a very short support rod is needed to mount the hydrofoil on the bottom of the flat-bottomed boat. It is short, thin, and strong enough. If necessary, we can also make the cross-section of the support rod into an airfoil shape with a curved upper part and a straight lower part. The support rod is connected to the bottom of the boat in a diagonal triangular manner, so that the support rod will also generate some upward lift. We adopted a double-gyro ballast design for the flat-bottomed boat, while eliminating the water tank; the double-gyro ballast has two types: a fixed type, in which dozens of gyro are fixedly installed on both sides of the boat; and a mobile type, in which there are six sets, which are movable and lockable at the front and rear, and the two pairs in the middle are also movable and lockable. Used to adjust the balance of each compartment; see Figure 2; the ballast stones of the gyroscope assembly have both the weight of ballast stones and the axial stability of gyroscopes, and are arranged on both sides of the ship; therefore, it not only greatly reduces the total weight of the ballast stones, but also increases the stability of the ship during navigation, and also reduces the burden on the hydrofoils.

3. The hydrofoil design unit as described in claim 1, which integrates lifting, propulsion, and control of the hull's forward direction; characterized in that: The high speed of the water flow above the hydrofoil can be used to propel the hull. As shown in Figure 3, an inlet is opened in the rear half of the hydrofoil's back. The water is sucked into the booster pump shaft, pressurized by a centrifugal pump, and then ejected through the water flow direction controller of the nozzle to power the boat. The more water is sucked in through the inlet, the faster the water flow on the hydrofoil's back, and the greater the lift of the hydrofoil. All of this is embedded inside the hydrofoil. The heat generated by the motor and other heat-generating components is converted into hot water, which is pumped away by the centrifugal pump and used for the boat's propulsion. The electrical wires are also introduced through the support rod. This eliminates the propeller and rudder, reducing their resistance to water and their own weight, which is very beneficial for energy saving and speed increase. To further save energy, we also converted the flat bottom part below the hydrofoil into an air cushion, and there are also guide vanes that are slightly shorter and more spaced than the air cushion. The hull is lifted by the combined force of multiple hydrofoils, and the water propulsion is also accomplished by multiple combined forces. The direction of water flow is also controlled by multiple combined forces, but mainly at the bow and stern. The controller is generally not installed in the middle to improve efficiency. The positions of the hydrofoils and support rods can be distributed in three-point or four-point configurations or other ways at the bow and stern.

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