Vessel

Abstract

A vessel, comprising a deckhouse (3), wherein ballast water tanks (7) are arranged on two sides below the deckhouse (3); a gravity tank (8) is arranged in the middle between the ballast water tanks (7) on the two sides; an air chamber (9) is provided between each of the ballast water tanks (7) on the two sides and the gravity tank (8); a watertight compartment (23) is provided below the tank bottom of each ballast water tank (7); a pressure-boosting bulkhead (48) is provided below each watertight compartment (23); a vertical surface of each pressure-boosting bulkhead (48) is provided with a pressure-equalizing opening (17); an arched gravity block (14) is provided below each pressure-boosting bulkhead (48); flow diversion plates (4) are arranged on a bow (2) in a manner of extending downwards and backwards; a dual-flow conversion plate (18) is arranged between the tank bottom of the gravity tank (8) and an enclosure plate; a pressure-balancing pocket (49) is provided on the inner lower edge of each air chamber (9) from an intersection point in the air chamber (9) below an outer hull board (6) of the bow (2) backwards to a junction point at the compartment bottom of the corresponding watertight compartment (23); and a combination of a dual-flow conversion force and propellers (25) is used for improving the traveling speed of the hull (1) of a flat structure.

Description

A ship

[0001] A new type of ship, prediction of dual-flow conversion force and buoyancy distribution, application in ship drag reduction technology and structural methods; prediction of the influence of buffer vector value on navigation speed; hull achieves the purpose of reducing ship drag through mutual conversion of air flow and water flow; overall change of existing hull structure, converting the overall gravity and buoyancy, which are all concentrated and distributed underwater at a depth on the same plumb line, into a horizontal distribution in a superposition state above the horizontal plane in the front, back, left and right directions; according to Archimedes' theorem, "the buoyancy of a ship is equal to the weight of an equal volume of water displaced by the hull; the gravity and buoyancy of the ship are equal in magnitude and opposite in direction, and the two forces should act on the same plumb line." Background Art

[0002] The existing hulls include monohulls, catamarans, trimarans and multi-hulls. We regard the structures of catamarans, trimarans or multi-hulls as the superposition of gravity and buoyancy horizontally, left and right, or front and back. Combining multiple hulls or designing them into a catamaran, trimaran or multi-hull structure under the deck means distributing the center of gravity and buoyancy of the total mass in a superposition state horizontally, front and back, left and right, and dividing the total weight into two, three or more parts, thereby increasing the horizontal and horizontal buoyancy area. The gravity of the total mass is still on the buoyancy compartments vertically underwater. Taking a catamaran as an example, there are two thin sheets on top of the two buoyancy compartments. Suppose the two thin sheets are designed to be relatively thin sheets to reduce the resistance of the incoming water. However, its total mass is still distributed on the two buoyancy compartments underwater. Compared with a monohull with the same mass, a catamaran The total mass is divided into two parts, and the underwater buoyancy tank is designed to be a longitudinal streamlined structure. The entire deck tank is raised above the water surface to expose two thin sheets. The transverse cross-sectional area of ​​the two thin sheets and the two buoyancy tanks is reduced as much as possible to reduce the incoming flow resistance area, reduce friction resistance, and reduce viscous pressure resistance. The buoyancy tank can generate a certain lift when the hull is accelerating, raise the hull, reduce the wet surface area, reduce friction resistance, reduce viscous pressure resistance, and relatively reduce a certain resistance to increase the speed. Compared with a monohull ship, when the same power is added and the acceleration is moving, the speed of the catamaran will be faster, and the deck area can be relatively increased; catamarans or trimarans are only suitable for relatively small ships, and are only used for ships with special requirements; the reality is large cargo ships, and large ships still use monohull structures.

[0003] The gravity of a monolithic ship is concentrated underwater at the same depth on the plumb line. Taking the existing monolithic ship with a bulbous bow as an example, its center of gravity is low, and its center of buoyancy is low, which can relatively maintain the center of gravity of the hull and improve stability. However, its draft is deep, and the deep draft means a large wet surface area, large friction resistance, and large viscous pressure resistance. The angle of attack of the bow relative to the incoming flow is θ1 ≥ 67°, as shown in Figure 1-ab. The angle of attack is large, the transverse cross-sectional area is large, and the resistance is large. The bulbous bow is set underwater, and its function is to solve the problem of fore and aft tilt and longitudinal tilt generated by the ship during navigation, also known as kowtow. The wave resistance generated by the ship during navigation is caused by the pressure difference caused by the alternating wave crests at the bow and troughs at the stern. The fore and aft tilt increases the resistance. The waves generated by the bulbous bow are three-dimensional under the water surface. The bow wave and the bulbous bow wave have different sizes and periods. Only by controlling the value within the speed range and making the trough of the upper wave overlap with the crest of the lower wave to reduce the pressure difference between the crest and the trough, and reduce the pressure difference between the bow wave and the stern wave, and maintaining a certain speed range, can the wave-making resistance value be reduced and the fore and aft tilt problem be solved. Because the speed must be controlled within a certain range to reduce the pressure difference between the bow wave and the stern wave, it is difficult to increase the speed. The main reason is that the resistance value generated by the draft is large. Summary of the Invention

[0004] A new type of ship, the application of dual flow conversion force and gravity, buoyancy distribution in ship propulsion resistance reduction technology and its structural method; the total mass gravity and buoyancy are concentratedly distributed underwater at a depth on the same plumb line, and then converted into a horizontal distribution in a horizontal front-back left-right superposition state above the horizontal plane; the bottomless air cabin is used to completely isolate the friction resistance and viscous pressure resistance of water on the hull by ≥80% to reduce the hull resistance; 25% to 35% of the energy of the same power is used to power the axial flow air compressor or air compressor, and the generated air flow and water flow are converted into dual flow conversion The invention can convert power into force, and increase the speed by ≥70% under the premise of equal power, thereby achieving the purpose of dual-flow conversion force; it can save ≥65% of the energy consumption of water ships; utilize the gravity of the gravity blocks of the hull appendage structure, the gravity of the water body, the negative pressure constraint of the air cabin, the buoyancy of the water and the atmospheric pressure to improve the speed and stability of the hull; improve the hull's wind and wave resistance level to ≥17 levels; increase the deck area by 50% to 100%; and lay a good foundation for utilizing the combination of the wind power of the sail and the flat structure hull of the dual-flow conversion force of the invention.

[0005] The invention utilizes a combination of the Karman vortex street and the fishtail jump skirt structure to reduce wave resistance and oblique wave resistance; the resistance is converted into propulsion force to maintain the speed; a leaky airbag is used to reduce the hull resistance; a telescopic gravity block appendage structure is used to maintain the stable balance of the hull; the wind power of the sail is combined with the flat structure hull of the double-flow conversion force of the invention, and 25% to 35% of the energy of the same power is used to power the axial flow air compressor or air compressor. Without using a propeller, large ships can sail at a speed of 10 to 25 knots.

[0006] 1. The impact of cache vector value on speed

[0007] 1. The cache vector value of the present invention refers to the energy value gradually accumulated and cached in the water after the energy of the hull is diffused through the water body during navigation; the hull is a floating structure between air and water, and on the free liquid surface, part of the hull is above the water surface and part is below the water surface; the kinetic energy of the hull is mutually disturbed on the water surface, and the wind also disturbs the hull and the water. When the hull is moving, there is no other structure to restrain the shaking of the hull. The kinetic energy of the hull during movement will generate waves, which will increase the resistance; there are many types of waves, including gravity waves, capillary waves, wind waves, swells, etc. Waves are three-dimensional and are cached vector values. The cached vector values ​​are gradually released into resistance; when the hull is disturbed when moving on the sea, There are many factors that cause interference, which are very complicated. Taking the existing bulbous bow monohull as an example to analyze and compare the flat structure hull, the gravity and buoyancy distribution of the monohull are concentrated deep underwater. When the hull is moving, Figure 3-fg, (A→B) vector mark in the figure, the bow V-shaped attack angle θ1 angle ≥ 67°, set △, A, B, C, θ1 angle corresponding to ∠A.sin67°: ∠B.cos23°, ∠A>∠B, vertical axis y axis>horizontal axis x axis; the bow transverse left and right waterline z axis form an angle inward, set △, A', B', C', ∠A'sin47°: ∠B'cos43°, ∠A'>∠B', vertical axis y axis>horizontal axis z axis; the bow side transverse section The surface is a U-shaped structure, with the left and right sides forming an inward angle; the vertical axis y-axis of the two combined forces F is greater than the horizontal axis z-axis, and the vertical axis y-axis is greater than the horizontal axis x-axis; because 80-90% of the resistance is concentrated below the vertical waterline on the horizontal z-axis and the longitudinal x-axis on both sides of the depth, the bow has to displace two components of resistance relative to the incoming flow, so when the hull is moving, the bow has to split 80%-90% of the incoming water to the left and right sides, and the ratio of the gravity back of the vertical axis y-axis of the hull to the buoyancy back of the horizontal axis x-axis is sin.A value>cos.B value; according to the law of conservation of energy, the greater the force applied to the water by the kinetic energy of the hull, the greater the vector value of the reaction force generated; monohull ≥85% of the hull is underwater at depth, forming a buffer vector value far behind the incoming flow, forming a buffer vector value released by the same reaction force, which presents a wave-making at the V-shaped tip of the bow above the horizontal plane, Figure 3-fg; the vector value generated by the gravity of the hull is large because it is concentrated at depth underwater, and the resistance value of the reaction force per unit area of ​​the hull is large due to sin.A; the hull has a large wet surface area at depth, large friction resistance, large viscous pressure resistance, and a low center of gravity. When moving, the upward force is large, and ≈15% of the force applied to the water by the kinetic energy of the hull can generate lift. The hull cannot generate large lift and cannot maintain a high speed under the premise of rated power;When the hull is moving at a constant speed, part of the resistance to the incoming flow directly forms a resistance with the V-shaped tip of the bow as the center of the circle, part of the water body is transferred and diffused to the surrounding in the form of waves under the action of inertia, and the diffused water body partially collapses and sinks under the action of gravity, and part of it forms a buffer vector value in the form of waves or breaking waves far behind the incoming flow due to the inertia of the wave energy; when the hull continues to move, the reaction force of the buffer vector value released far behind the incoming flow is superimposed on the S-shaped curve of the bulbous bow side relative to the bow angle of attack θ1 ≥ 67° to form a cyclic resistance; and because the stern of the hull moves forward, the bow pushes the water in front forward and displaces it, and the water around the bow tip as the center of the circle is higher than the horizontal plane, forming a buffer vector value, Figure 4, and the stern The water behind forms a stern wave due to the forward displacement of the hull. The stern wave is a negative value below the horizontal plane, forming a pressure difference between the front and rear of the hull; and due to the release of the buffered vector value behind the incoming flow of the V-shaped tip of the bow, it is transferred to the left and right sides of the hull in the three-dimensional form of wave making or breaking to fill the negative water field behind the stern, forming a stern wave, transverse wave, vortex and turbulence, which leads to increased resistance. The magnitude of the increased resistance here depends on the hull's draft depth and the size of the transverse cross-sectional area and the size of the angle of attack θ1, and the ratio of the hull's displacement distance per unit time to the speed; from a macro perspective, the size of the wave amplitude of this water field viewed from outside this area is determined by the difference between the wave crest and the wave trough; the wave amplitude near the V-shaped tip of the bow is small, and the difference between the wave crest and the wave trough is large. The larger the draft of a single-hull ship and the larger the angle of attack θ1, the larger the wave amplitude is at a distance away from the V-shaped tip of the bow, and the smaller the difference between the wave crest and the wave trough. Such action and reaction forces show the direction and magnitude of energy transfer in the form of waves. By inferring from this, combined with the draft of the hull and the size of the angle of attack θ1, the power output when the hull is moving and the actual distance traveled, the size of the power-to-speed ratio can be calculated. The draft of a single-hull ship is deeper and the angle of attack θ1 is larger. The farther away from the V-shaped tip of the bow, the larger the wave amplitude is, and the larger the energy transferred is. Macroscopically, the entire water field is pushed by the reaction force released by the buffered vector value to displace the hull behind the bow, and the hull is displaced behind the bow along with the entire water field. It is because people on the boat use the hull as the coordinate to connect with the water flow. From a passing perspective, the ship appears to be moving forward, but the displacement distance behind the bow is not visible to humans. The actual speed per unit time does not reach the corresponding displacement distance. Only by comparing the ratio of longer time to longer distance can we know the difference between the output power and the actual distance traveled per unit time. A single hull has a relatively low speed, but consumes a lot of energy. This energy is consumed by the resistance of the water it must displace underwater and the reaction force of the buffer vector released far behind the incoming flow, forming a cyclic resistance. The deeper the draft and the larger the angle of attack θ1, the greater the energy consumption. Each knot increase in speed requires a power increase of ≥3 times, and the energy consumption is even greater if accelerating.

[0008] 2. Compared with the monohull, the flat hull converts the total mass gravity and buoyancy that are concentrated underwater on the same plumb line into a horizontal superposition state above the horizontal plane, forming a flat hull. Figure 2-cde compares the draft of the monohull. The draft of the flat hull is only 1 / 4 to 1 / 5 of the monohull. Because the total mass is distributed above the horizontal plane, the cross-sectional area of ​​the bow relative to the incoming flow increases, and the resistance of the bow relative to the incoming flow is distributed on the cross-sectional area. First, part of the resistance is converted into lift by setting the bow angle of attack θ of 3° to 15°...°, combined with the buoyancy of water; the flat hull has a small draft, and combined with the bow angle of attack θ of 3° to 15 The setting of °……° can generate greater lift when accelerating than a monohull structure. It converts the deep underwater resistance of the monohull into an increase in the displacement distance per unit time above the horizontal plane through the setting of a flat hull structure, thereby increasing the speed. Compared with a monohull structure, the energy consumed is less, the vector value of the kinetic energy of the hull is small, the value of the buffer vector released is small, and the superimposed resistance of the reaction force relative to the hull is small. From a macroscopic perspective, the horizontal transverse cross-sectional area of ​​the flat hull structure increases, and the resistance of the bow relative to the incoming flow is distributed on the transverse cross-sectional area. In fact, under the premise of the same displacement, the transverse resistance area of ​​the flat hull relative to the incoming flow is smaller than that of the monohull structure under the deep underwater The lateral resistance area is 40% to 45% smaller; and because the draft of the flat structure hull is only 1 / 4 to 1 / 5 of that of the monohull, the underwater resistance at a depth of 3 / 4 to 4 / 5 is reduced; the flat structure hull has a bow angle of attack θ of 3° to 15° relative to the incoming flow...°, as shown in Figure 5-hi, let: △a, b, c, the angle of attack θ corresponds to ∠a.sin8° to 15°: ∠b.cos82° to 75°, ∠a is 1 / 10 to 1 / 5 of ∠b; because the resistance of the angle of attack θ ∠a is less than 85% of the resistance ∠b, the resistance on the y-axis perpendicular to the horizontal axis is less than the resistance on the x-axis of the horizontal longitudinal axis; the bow and the starboard and port waterlines form an angle inward with the z-axis, let △, a', b', c', ∠a'si n40°: ∠b' cos 50°, ∠a' < ∠b'; that is, the vertical axis y-axis < the horizontal axis z-axis and the vertical axis y-axis < the horizontal axis x-axis. Combined with the bow angle of attack θ of 3° to 15°..., ∠b converts ≥70% to 80% of the resistance into lift through the buoyancy of the water. Furthermore, the transverse cross-sectional area is 1 / 2 to 3 / 5 of the monohull, thus reducing the cross-sectional area resistance by another 1 / 2 to 2 / 5. The reduction in the three drag vectors allows the hull to generate greater lift at a small angle θ of 3° to 15°... during acceleration, resulting in a smaller vector relative to the kinetic energy of the hull and a smaller buffer vector released by the reaction force. The weight of the hull's gravity ∠a per unit area is reduced.The smaller the sin value, the smaller the wetted surface area, the smaller the frictional resistance, the smaller the viscous pressure resistance, and the smaller the upward force restraining the hull when it moves. Combined with the buoyancy of the water, some of the resistance is converted into lift. The displacement distance per unit time of the hull is greater when it moves at an accelerated speed.

[0009] 3. The position and value of buoyancy are distributed by superimposing the gravity and buoyancy in the horizontal plane of the flat structure hull. Figure 6-jkl converts the resistance generated by the kinetic energy of the hull's gravity into lift by setting the bow angle of attack θ at a small angle of 3° to 15°... degrees, combined with the buoyancy of the water; according to the full load displacement, that is, the total mass, M is used to represent the total mass, and the total load M is distributed horizontally in the horizontal plane in the horizontal superposition state. It is set to 1000 kg / m with a length L, width B, and height H of one cubic meter. 3 As deck area, M1000Kg / m 3 As the total deck area S, S is used to represent the area, S / m 2 As the base number, arrange the total mass M load on the horizontal plane in the horizontal direction. 3 % of the percentage, the aspect ratio is the deck horizontal area S / m 2 The base number, formula 1, M%m 3 =S / m 2 The percentage of L:B is the deck horizontal area S / m 2 Formula 2: Divide the total mass M by the horizontal deck area M / S / m 2 =H / m 3 High H / m as minimum draft 3 , which is used as the base number of deck cabin height; the draft is divided into multiple levels according to the sea conditions and wind level when the hull is moving. When the wind level exceeds a certain level, the center of gravity of the hull is lowered, the entire hull is sunk to a certain depth, and the draft is increased to maintain the stability of the hull; the purpose of the ship, the size of the displacement, and whether it is operating in the sea or inland waters are used to determine the shape of the hull structure to distribute the gravity, buoyancy position and size; Formula 3 is based on the deck horizontal area S / m 2 Divide by length L, S / m 2 / L=L:B determines the deck width B, and uses this ratio as the base number as the gravity and buoyancy distribution coefficient; Table 1 is used as a reference coefficient for calculation;

[0010] Gravity buoyancy distribution coefficient Table 1

[0011] M represents the total mass M1000Kg / m 3 , S represents the deck area S / m 2 ; M%m 3 =S / m 2Formula 1, M / S / m 2 =H / m 3 Formula 2, S / m 2 / L=L:B Formula 3.

[0012] 4. Comparison of the size of the buffer vector value between the flat structure hull and the monohull structure hull; the draft of the flat structure hull is only 1 / 4 to 1 / 5 of the monohull structure, and the bow of the flat structure is set to a trapezoid relative to the horizontal direction of the incoming flow. Figure 6-jkl forms an angle Δ of 21° to 25° from both sides of the bow front edge to the outer side edge, and the two sides are curved edges to form a bow shape, and the bow chord height h' is 0.3m to 5m; longitudinally, the curve from the bottom of the ship to the front edge of the bow is tangent to the curve with an angle of 3° to 15°...° with the bow attack angle θ; laterally, from the front edge of the bow to the left and right sides of the outer side, downward to the bottom of the ship with the angle of attack θ as the intersection point, an elliptical curve is formed to connect the left and right sides to form a curved surface; with the corner points on both sides of the bow trapezoid front edge from the bow bottom to the bow trapezoid front edge in the horizontal direction. The intersection is outwardly deflected at an angle of β of 93° to 95° and extends downward to form an angle with the bottom line of the trapezoid as the intersection point. The horizontal plane is downward and forms an upper and lower angle ζ of 30° to 33° with the intersection point of the bottom line of the transverse inclined surface of the bottom of the ship. A splitter is added on each side. One side of the splitter is vertically connected to the lower inclined surface of the bow. The other side of the splitter extends downward and backward to the bottom of the ship at an angle of attack θ. The transverse intersection point δ angle is ∠6° to 7°. It extends to the bow at the intersection δ angle and forms an intersection point with the extension line of the ζ angle to form an angle λ of ∠152° to 151°, forming △δ, λ, σ splitter plates; the left and right sides of the longitudinal section of the splitter plate are connected to the bottom of the ship to form two splitter plates, and the cross section of the △δ, λ, σ splitter plates is a knife-edge inclined vertical surface; the inclined vertical surface section of the splitter plate is offset downward and backward from the bow by ≥1 / 4 The distance is the intersection point, and the arcs outside the two surfaces are tangent to the inclined plane at the angle of attack θ to the bottom surface of the ship, forming a curved surface connection; from the flat structure hull, analyze the resistance of the hull to the movement of the buffer vector value generated by the kinetic energy when it is moving and the reaction force generated by the released buffer vector value; when the flat structure hull is moving at a uniform speed, the displacement of the total mass is above the horizontal plane, and the transverse cross-sectional area of ​​the hull relative to the incoming flow increases; the outer side of the bow to the front edge of the bow is trapezoidal and forms an angle Δ of 21° to 25° with the longitudinal direction of the hull, combined with the setting of the front edge of the bow downward angle of attack θ of 3° to 15°...° to reduce the resistance area of ​​the bow angle of attack θ. The smaller angle of the inclined plane is greater than that of the monohull bow angle of attack θ1 ≥ 67°, and the transverse cross-sectional resistance of the flat structure hull The area is 40% to 45% of the monohull. The incoming flow resistance is converted into upward lift through a small angle. This lift means that the flat hull reduces the upward restraint of the water on the hull by ≥75% when the hull is moving compared to the monohull. The partial resistance of the incoming flow in the middle of the bow is then diverted to both sides through the diverter plates on both sides, reducing the partial resistance of the incoming flow. According to the law of conservation of energy, the greater the force exerted by the kinetic energy of the hull on the water, the greater the kinetic energy of the reaction force generated, and the greater the vector value that the water will buffer. The flat hull has a smaller buffer vector value than the monohull, and the released buffer vector value is smaller because the inertia of the water and the gravity of the water are relatively smaller, Figure 7-n.The monohull is a relatively flat structure hull. In Figure 7-m, the reaction force of a part of the water body and the bow when moving becomes the main resistance of the hull. The hull draft is relatively deep, the angle of attack θ1 is relatively large, the energy required is large, the buffer vector value generated by kinetic energy is larger, and the resistance formed is larger; a part of the water body is diffused to the bow flow around and far behind in the form of waves due to the inertia of the water body. The diffused part is the buffer vector value. These buffer vector values ​​are in the form of waves. Due to the reaction force far behind, they return from the far behind to the hull and the rear of the bow to the stern to form a pressure difference resistance; a part of the water body collapses and sinks due to the action of gravity. If the sinking water body is superimposed on the hull with a deeper draft and a larger angle of attack θ1, such as the monohull and the hull with a bulbous bow, it will form a pressure difference resistance. Larger resistance; three components of resistance are formed, which remain essentially unchanged when the hull is moving at a constant speed in still waters. A flat hull, compared to a monohull, converts these three components of resistance (Figure 7-n). The distribution of the flattened structure changes the resistance values ​​of the three components. The incoming flow resistance is converted into upward lift through a small angle, θ. This lift only represents the fact that the flat hull, compared to a monohull, reduces the upward restraining force of the water on the hull by ≥75% when moving, thus reducing resistance. The above does not include other resistance variables caused by air resistance, rough sea resistance, and appendage resistance. The placement of the splitter depends on the displacement. Small and medium-sized ships can install a splitter in the middle of the ship, or no splitter at all.

[0013] 5. The flat structure hull has only 1 / 4 to 1 / 5 of the draft of the monohull, as shown in Figure 7-mn. The cross-sectional area is 1 / 2 to 2 / 5 less than that of the monohull. The kinetic energy of the flat structure hull is distributed on the transverse cross section above the horizontal plane, and the small angle of the bow relative to the incoming flow angle θ makes the vector value of the kinetic energy of the hull relatively small by 40%-45%, and the reaction force of the buffer vector value is also relatively small by 40% to 45%. These buffer vectors are distributed on the horizontal plane above the horizontal plane. Compared with the flat structure hull, the release of the buffer vector value is that part of the water body is in contact with the hull when it is moving. The reaction force directly becomes the main resistance of the hull. The flat bow forms a small angle of 3° to 15°...° relative to the incoming flow angle θ, so that this part of the resistance is lifted up on the y-axis by the buoyancy of the water. The upward restraint force on the hull is relatively small, and there is only the gravity of the hull itself. When the crest of the wave collides with the bow, the resistance is an incremental value. At this time, the bow of the hull can be lifted upward by the buoyancy and the lift generated by the small angle of θ, so that the incremental resistance is converted into lift, and it can maintain a relatively uniform speed. When the hull travels with acceleration, compared with other single hulls at the same power, Figure 26-p1-q1, the same Under the condition of displacement, the speed can be increased by ≥30% relatively; part of it is diffused to the distant rear area around the bow flow due to the inertia of the water flow in the form of waves, Figure 8-op, the vector generated by the flat structure of the hull is small, and the buffer vector value is above the horizontal plane, Figure 25-n1-o1, when these buffer vector values ​​are returned to the surrounding area of ​​the hull and the rear of the bow to the stern in the form of waves with reaction force to form pressure difference resistance, the three-dimensional wave energy of the turbulent waves or breaking waves is transferred to the left and right sides of the hull with the buffer vector value to fill the negative water field behind the stern, forming vortex and turbulence, resulting in increased resistance; and the buffer vector value generated by the kinetic energy of the flat structure hull is The storage vector value is 40% to 45% smaller, and the pressure difference resistance returning to the hull and from the bow to the stern is also relatively smaller by 40% to 45%; a part of it collapses and sinks due to the gravity of the water body. If the sinking water body is superimposed on the bow of the flat structure hull to form resistance, and the draft of the flat structure hull is only 1 / 4 to 1 / 5 of the monohull, Figure 26-p1-q1, thereby reducing the underwater superimposed resistance by 3 / 4 to 4 / 5 of the depth. Combined with the small angle of the bow attack angle θ and the lateral cross-sectional area being 40% to 45% less, the resistance of 60% to 70% of the total resistance value can be reduced relatively.

[0014] 6. The size of the buffer vector value will also affect the size of the stall ratio of the hull during navigation. The reasons for the hull stall are also different, including active stall and natural stall. Active stall is related to the hull structure and transmission mechanism. Under the premise of the same displacement, the draft of the flat structure hull is 3 / 4 to 4 / 5 smaller than that of the monohull structure hull, and the bow resistance area relative to the transverse cross-section of the incoming flow is 40% to 45% less (Figure 25-n1-o1). The wet surface area is reduced, the friction resistance is reduced, and the viscous pressure resistance is reduced. The area of ​​40% to 45% is the resistance area of ​​the small angle of the bow attack angle θ relative to the incoming flow, which can generate lift during acceleration and reduce the vector value of the kinetic energy of the hull. When the hull is moving at a constant speed, the total amount can reduce the buffer vector value by 50% to 60%. When the turbulent wave energy generated by the strong wind and the buffer vector value of the wave generated by the hull are superimposed on the reaction force returned to the water field around the hull, The buffer vector value of a flat hull is 50% to 60% less than that of a monohull (Figure 26-p1-q1). When the reaction force is transferred back to the water field around the hull, it is 50% to 60% less. Furthermore, because the cross-sectional resistance area of ​​a flat hull is 40% to 45% less than that of a monohull, the relative stall ratio is 60% to 70% smaller. The draft of a monohull is 3 / 4 to 4 / 5 greater than that of a flat hull. The lateral resistance area of ​​the bow relative to the incoming flow is 40% to 45% greater than that of a flat hull. When the bow angle of attack θ1 relative to the incoming flow is ≥67°, which is ≥8 times greater than the flat hull's angle of attack θ of 3° to 15°..., the relative stall ratio is 60% to 70% greater. These estimates are relative to the hull structure and do not include the wind load ratio brought by structures above the wetted surface area.

[0015] 2. Dual-flow conversion power

[0016] (1) The dual-flow conversion force of the present invention refers to the force generated by the mutual conversion of two different fluids. Since the hull is a floating structure between air and water, part of the hull is above the water surface and part is below the water surface on the free liquid surface. The hull disturbs each other on the water surface, and the wind and waves disturb each other between the hull and the water. When the hull is moving, there is no other structure to constrain the disturbance of the hull. The kinetic energy of the hull during movement will generate waves, which will bring resistance. There are many types of waves, including gravity waves, capillary waves, wind waves, swell waves, etc. The waves are three-dimensional and are cached vector values. The draft of a flat-structured hull is only 1 / 4 to 1 / 5 of that of a monohull, thus reducing the draft by 3 / 4 to 4 / 5 (Figure 2-cde). Because the hull is a floating structure between air and water, the draft of a flat-structured hull is very small. When there are wind and waves, it will produce large rolls and pitches, leading to an increase in instability and resistance. If the cargo is unevenly distributed during storage, it will cause the hull to capsize. To ensure that the hull does not capsize, the solution is To maintain the stability of the hull by rolling and pitching, the center of gravity must be lowered, the center of buoyancy must be raised, and the hull structure that distributes gravity, center of gravity, buoyancy, and center of buoyancy must be re-set. Figure 23-k1-l1-m1 shows that ballast tanks are extended downward from the bow outboard to the lower edge of the deck tanks on both sides of the stern. The height of the ballast tank in Figure 9-qr is based on H multiplied by twice the height of the deck tank, and 2·H is the height of the ballast tank h. The length of the ballast tank from the bow outboard to the ends on both sides of the stern is the ballast tank l. The angle of attack θ between the lower edge of the bow outboard at the front end of the ballast tank and the bow is The angle extension line forms the same angle θ of 3° to 15° with the bottom of the ballast tank; the width of the ballast tank is 8% to 13% of the width of the entire deck tank B, which is the width of the ballast tanks b on both sides; a gravity tank (cargo hold) is added in the middle between the ballast tanks on both sides, and 3% to 5% of the width of the deck tank B is reserved between the gravity tank and the sides of the ballast tank as the width of the air tank b'. The remaining width b1 is the width of the gravity tank b1. The width of the gravity tank b1 is divided equally on both sides with the center line of the width of the deck tank B as the center axis; the height of the gravity tank is expressed in H / m 3The height of the gravity tank h1 is obtained by multiplying the base by 3·H times the height, and then subtracting 2% to 4.5% of 3·H times the height. The length of the gravity tank is set by setting the end face of the gravity tank inward by 1.1% to 2% / m of the ballast water tank length l. The downward transverse section from the end face to the bow outer side forms a curved surface with the same angle as the extension surface of the bow attack angle θ, which is the length of the gravity tank l1. With the center line of the deck tank width B as the central axis, extend downward from the bottom of the gravity tank bilge 3·H times the height of the gravity tank. 5%~8% are provided with a central vertical bulkhead h2, and a vertical air balance plate h2' with a height of 3·H times the deck tank is provided on the left and right edges of the gravity tank, and a vertical bulkhead l1 and two vertical air balance plates l1 with a length equal to the front and rear of the gravity tank bottom l1 are provided; extending downward from the vertical surface on both sides of the ballast tank, as shown in Figure 10-stu, from the intersection of the bottom line of the bow outer side and the extension line of the angle of attack θ at the same angle to the stern, add the same height of the deck tank ≥ H height, which is the coaming h A coaming h3 is set at a height of 3; the front and rear sides between the ballast water tanks and the gravity tanks on both sides are sealed, and the front sealing plate forms a curved surface at the same angle as the extension line of the bow angle of attack θ; the rear sealing plate and the bottom of the gravity tank are sealed at the same height and on the same vertical plane, and a double-flow conversion plate is set between the bottom of the gravity tank and the height of the coaming h3, with the same height as the coaming h3, to form a bottomless air tank h3 with no solid material sealing the bottom surface; the overall bottomless air tank is an open cavity made of solid material, which is like an inverted open container placed on the water surface. The bottomless air tank formed uses the liquid horizontal surface as one surface of the sealed closed-loop cavity to form an openable and closable closed-loop cavity. Due to the gravity of the entire hull, the bottom of the bottomless air tank is a certain depth below the horizontal surface; the bottomless air tank is hereinafter referred to as the air tank h3; the gas is a compressible fluid, the gas pressure P of the air tank bottom is P = P0 + ρwatergh, the depth of the air tank bottom is equal to ρwatergh, and the volume of the air tank is expressed in L / m 3 The horizontal area is represented by s2, P0 = 1 standard atmospheric pressure, the gas pressure in the air chamber is equal to: the volume of the air chamber is L / m 3 ·ρ 气 gh / s2; P0+ρ water gh / s2=P0+L / m 3 ·ρ 气 gh / s2 is greater than 1 standard atmospheric pressure, and its value depends on the draft depth h; the width of the overall air compartment is 70% to 80% of the width of the deck compartment B, which is the overall air compartment b ψ ' width, the whole air tank is a space with a certain thickness of air gas layer to completely isolate the water from the deck tank and the bottom of the gravity tank; the whole air tank is divided into four air tanks in the longitudinal direction, and the two air tanks in the bottom of the gravity tank are ψIndicates that the vertical surface of the stern gravity tank to the air tanks b' on both sides of the bow are separated into multiple air tanks l2 at intervals of 10% to 20% of the longitudinal length before and after. The height of the vertical partition h1 is level with the bottom of the gravity tank. The lower edge of the vertical partition can be tilted at a certain angle to the rear of the stern depending on the different ships. Figure 11-vwx, the length of l2 is the length of each air tank. Through the above distribution, the center of gravity is relatively lowered and the center of buoyancy is raised. Some centers of buoyancy are higher than some centers of gravity. Moreover, the force acting on this center of buoyancy is relatively the buoyancy added outside the hull deck tank. Figure 12-yz is the buoyancy support force raised by the buoyancy added directly by gas as the medium in the three-dimensional structural space outside the hull. The force surface of its support surface is at the bottom of the deck tank. The two force arms on both sides are formed by gas to support and lift the ballast water tanks on both sides and the middle gravity tank.

[0017] (2) How to use the flat hull structure to achieve the effect of double flow conversion force and maintain the stability of the hull; while reducing the water resistance of the flat hull structure, maintaining the stability of the hull is an important node; because the flat hull structure has a small draft, it is easily attacked by waves of different sizes and loses stability; to overcome the attacks of waves of different sizes, the width of the deck tank B is retracted from the outside of the ballast tank on both sides of the stern to the inside by 1.5% to 2.5% m, and the longitudinal direction is streamlined from the bow outer side to the stern to reduce the friction resistance in the boundary layer, Figure 10-stu; with the intersection point of the lower bottom of the deck tank being retracted as the intersection point, go down and inward to 1 / 2 of the width of the bottom line of the ballast tank B as the intersection point, and the upper and lower sides are connected by arc surfaces; Figure 23- k1-l1-m1, set the width of watertight compartment b2 at the intersection of the bottom line width of ballast water tank b, and then extend downward H times the height of the deck tank as the height of watertight compartment h4. The length of the watertight compartment in Figure 11-vwx is the center between the two points of the intersection of the stern end face and the bottom line of the extension line of the bow angle of attack θ 3·H times the deck tank height as the central axis, and the two ends of the side are indented inward by 5% to 8% / m of the ballast water tank bottom length l, which is the length of watertight compartment l3; the two ends of the watertight compartment are connected to the watertight compartment bottom surface from the ballast water tank bottom surface downward to the center bottom of the ballast water tank with a ratio of height to length 1m:6m~12m as the intersection curve; extend downward from the bottom line of the inner side coaming on both sides of the ballast water tank to increase the height by 0.03m~0.25m. Set the height of the supercharged wall h5, and the supercharged wall width of 0.06m~0.7m is the supercharged wall b3 width; starting from the bottom line of the lower edge of the supercharged walls on both sides, the horizontal length line from the stern end face to the intersection of the bow outer side and the bow angle of attack θ angle extension line is the length of the supercharged wall l4; take the horizontal height line of the bottom line of the supercharged wall h5 as the chord, and extend the center of the length of the watertight compartment l3 as the central axis of the chord vertically downward 5~3·H times the height of the deck cabin as the chord height h", set the chord height of the vertical bow gravity block h", the two longitudinal left and right gravity blocks are parallel to each other, and the chord length of the gravity block is the distance between the two points with the intersection of the curved surfaces of the bottom of the watertight compartment at both ends as the chord length of the gravity block l5. The longitudinal cross section of the gravity block is a thin sheet with a thickness of 0.005 m~0.7m is the longitudinal width of the gravity block b4; starting from the chord of the two gravity blocks, the horizontal baffle chord height h6 is extended longitudinally downward to the deck tank 2.2~1.8·H times the height h6 as the intersection point. The horizontal baffle is perpendicular to the gravity blocks. The width of each longitudinal side is 0.2m~1.6m, which is the width of the baffle b5. The longitudinal length is the distance between the front and rear arched edges of the gravity blocks. The height h7 of the baffle, that is, the upper and lower thickness is 0.005m~0.35m. The width of the baffle on both sides and the draft are increased or decreased according to the value and position of the structure height above the waterline and the distribution of the load center of gravity; it extends downward from the bottom line of the coaming 0.02m~0.A balancing air port is provided on the vertical surface of the pressurized wall h5, with a height of 1m as the intersection point. In Figure 11-vwx, the intersection point is the line of the front transverse vertical bulkhead h1 of each air compartment l2. The length of the balancing air port l7 is 1.5% to 3.5% of the air compartment length / m, and the width is the width of the pressurized wall b4. The balancing air port is a rectangular perforation, with a height of 0.02m to 0.2m. Two holes are provided at the top of each air compartment b' on both longitudinal sides, and two holes are provided on the bottom of the two air compartments below the gravity compartment. One is an air intake and the other is an exhaust. Valves are installed. The air intake is connected to an axial-flow air compressor or air compressor. In Figure 13, a dual-flow transfer plate l8 is provided, with a length equal to the entire air compartment b, at the intersection point at the height line of the lower edge of the stern gravity compartment cover. ψ The width of the double-flow conversion plate is equal, and the upper and lower widths are expressed as height h9. 2% to 4% of the height of 3·H is the height of the double-flow conversion plate h9. The side shape is a horizontal downward and backward arc curve to form an arc surface body. Figure 13 is an "Archimedes spiral" double-flow conversion plate surface body; connect the horizontal side of the double-flow conversion plate l8 with the height line of the lower edge of the vertical cover plate of the stern gravity cabin as the intersection. The hinge at the connection of Figure 11-vwx is used to connect multiple hinge structures horizontally and rotate up and down with the hinge. The axis is used as the axis to adjust the up and down stroke of the rotating double-flow conversion plate l8; 2-20 hydraulic push-pull rods, shock absorbers, and connecting rods are horizontally arranged and installed on the concave surface of the double-flow conversion plate; the shock absorber is connected to the concave surface of the double-flow conversion plate, and the shock absorber is connected to the connecting rod, one end of the connecting rod is connected and fixed to the rotating axis on the vertical sealing surface of the stern gravity cabin, and the other end of the connecting rod is connected to the hydraulic push-pull rod, and the other end of the hydraulic push-pull rod is fixed on the vertical sealing surface of the stern gravity cabin; the convex surface of the double-flow conversion plate is a curved airbag.

[0018] (3) When the hull floats on the free liquid surface, the hull disturbs each other on the water surface and the wind and waves disturb the hull and the water. There is no other structure to restrain the disturbance of the hull. The flat structure hull has a small draft and cannot resist the disturbance of wind and waves when floating on the liquid surface and becomes unstable. The center of gravity and center of buoyancy of the hull are not concentrated on the central vertical line. The center of gravity and center of buoyancy are divergent. How to distribute the gravity, center of gravity, buoyancy and center of buoyancy to improve the stability of the hull? Ballast tanks h of equal volume are added on both longitudinal sides of the flat structure to lower the center of gravity, as shown in Figure 9-qr. However, the center of gravity is on both sides. When wind and waves hit one side of the hull, the center of gravity on one side is lifted and shifted upward to the other side. The instantaneous gravity on the other side increases relatively, and the center of gravity tilts and shifts downward to one side, causing the hull to become unstable. For this reason, gravity is added to the center of the hull, and a gravity tank h1 is set to shift the center of gravity position to balance the center of gravity of the ballast tanks on both sides. The depth of the gravity tank bottom is lower than the height of the ballast tank bottom, thereby further lowering the center of gravity of the hull, adjusting the center of gravity position and increasing stability. Air tanks b' are left between the two sides of the gravity tank and the ballast tank to raise the center of buoyancy, as shown in Figure 10-stu. The center of buoyancy is higher than the center of gravity of some parts, and the force acting on this center of buoyancy is relatively the buoyancy added outside the hull cabin. It is the buoyancy support force of the three-dimensional structural space outside the hull cabin that directly uses gas as the medium to raise the center of buoyancy, and its support surface is at the bottom of the deck tank. In order to use the double-flow conversion force to reduce the friction resistance and viscous pressure resistance of water on the hull, an air layer is set to isolate the friction resistance of water on the hull. Watertight compartments are extended downward on both sides of the ballast tank bottom. The watertight compartments increase the buoyancy on both sides, and the hull will not capsize due to the attack of wind and waves, thereby improving the stability of the hull. With the bottom of the watertight compartment as the bottom line height, the front and rear air compartments on both sides of the bow and stern are closed to form an overall air compartment b ψ 'It is possible to achieve a wet surface area of ​​≥80% of the hull by completely isolating the water outside the outer surface of the hull compartment through the air layer; there is a height difference between the lower edge of the vertical cover plate of the stern gravity compartment and the bottom line of the coaming h3. The double flow conversion plate l8 is set to compensate for the height difference between the lower edge of the stern gravity compartment cover plate and the coaming h3 and the bottom line of the watertight compartment h3 (Figure 13), so that the overall hull bottom and the coaming are at the same height, forming an integrated air compartment b ψ'; When the air gas input into the air tank reaches 95% to 99.5% of the unit volume, the hull is relatively balanced in a static state in still waters, which is the minimum waterline of the hull; because the gravity and buoyancy of the entire hull are divergent and not on the same vertical centerline, the distribution of gravity and buoyancy of all horizontal points is not absolutely equal, resulting in the bottom of the air tank not being on the same horizontal line, and the gas will flow out from the side or corner closer to the water surface, making the hull unstable. It will take multiple rounds of gas outflow from the opposite side or corner to reduce The gas in the air tank is reduced and enters the water body with a relative unit volume to balance the local gravity difference to maintain the balance of the hull. When the hull starts to move, the stern double-flow conversion plate is raised by 0.5% to 1.5% through the shock absorber connecting rod and the hydraulic push-pull rod. The axial flow air compressor or air compressor is circulated into the air tank through the air inlet hole at the top of each air tank. The gas pressure in the air tank is greater than 1% of the atmospheric pressure outside the cabin. The gas pressure is increasing. When the air pressure in the air tank exceeds 95% to 99.When the unit volume is 5%, the air will be discharged from the outlet closer to the water surface, and the hull will move in the opposite direction; the function of the dual-flow conversion plate is to allow the gas to be discharged from one of the outlets closer to the water surface, so that the hull can be displaced in one direction; when the dual-flow conversion plate is lifted when the hull starts to move, the pressure in the air chamber will decrease instantly after the gas is discharged, and the stern and the dual-flow conversion plate will sink instantly, causing the stern to trim; when the gas is repeatedly circulated and input into the air chamber, high-frequency flutter will be generated, and the stern trim of the hull will cause the hull to become unstable due to the pitching, which increases the resistance; the damping buffering is generated by the convex curved airbag of the dual-flow conversion plate and the shock absorber on the concave surface, which can reduce the high-frequency flutter and the stern. The buoyancy of the flat structure watertight compartment is the buoyancy inside the hull compartment. Under sealed conditions, the unit volume is a fixed value and is not affected by external variables to change the size and position of the fixed value of the unit volume inside. When the stern of the ship produces the instantaneous stern trim, the supporting force relative to the buoyancy of the watertight compartment can reduce the up and down stroke amplitude of the stern trim, while maintaining the stability of the hull and the speed. The double flow conversion plate (18) can control the speed of the hull. The reaction force of the gas discharged from the air compartment through the double flow conversion is relative to the water body. The density of the water body is more than 800 times that of the air. The hull will move in the opposite direction of the gas discharge. The reaction force of the air flow relative to the water body pushes the ship to move in the opposite direction, generating The displacement is under the action of the double-flow conversion force; if the exhausted gas is relative to the air, it can also be displaced in the opposite direction, but its reaction force is ≤800 times smaller; ≥80% of the flat structure of the entire hull floats on the air in the air compartment, reducing ≥80% of the friction resistance and viscous pressure resistance. Combined with the bow angle of attack θ of 3°~15°...°, when the air gas exceeding the unit volume is further input into the air compartment, the displacement distance and speed per unit time will be further increased. Theoretically, under the premise of not using propeller power, when the air gas per unit volume is continuously input into the air compartment with infinitely increased power, without considering other resistance factors, Under these conditions, the speed is infinite. Depending on the ship's purpose, a typical ship only needs to maintain a uniform outflow of air, maintaining a minimum uniform outflow from the 18-curved surface of the dual-flow conversion plate while the ship is moving. This requires only 25% to 35% of the same power to power the axial-flow air compressor or air compressor. Combined with propeller power, this reduces resistance while increasing the ship's speed from 15 to 35 knots to 25 to 65 knots. The speed is even higher during acceleration. For speedboats over 1,000 tons, increased power and air input can be used. Combined with propeller power, theoretically, speeds of over 100 to 150 knots are possible, effectively acting as a dual-flow conversion force.

[0019] (4) The gravity and buoyancy of the flat structure hull are distributed in a horizontal superposition state in the front, back, left and right directions. Its center of gravity and buoyancy are divergent, which will produce an unstable balance when there are strong winds and waves. By adding gravity blocks, the divergent center of gravity and buoyancy are transferred to the air cabin b' gravity block; the buoyancy of the air cabin b' on both sides of the three-dimensional structure space outside the hull cabin is formed by taking the bisector of the chord length of the bow-shaped gravity block as the midline to the lowest height arc edge and the buoyancy of the air cabin b' on both sides of the hull cabin to form the relative highest buoyancy and lowest center of gravity. In accordance with the hull structure of Archimedes' theorem, the divergent center of gravity and buoyancy are transferred to the relative highest buoyancy and the relative lowest height arc edge gravity blocks of the air cabin b' on both sides of the three-dimensional structure space outside the hull cabin; the two gravity and buoyancy on both sides are equal in size and opposite in direction. , and the two forces act on the same plumb line; the flat structure hull has a small draft, and there is no other structure to constrain the hull when it is moving, and it will become unstable due to wind and wave disturbances; the horizontal height of the bottom line of the pressurized wall h5 is taken as the chord, and Figure 11-vwx extends vertically downward from the central axis to 5 to 4·H times the height of the deck cabin as the chord height h", and a vertical bow-shaped gravity block h" is set to lower the overall center of gravity and increase the wet surface area constraining the hull; the gravity block is an attached structure, with a telescopic gravity block and a fixed gravity block and a water-shed; the telescopic gravity block is suitable for special ships, such as those that need to have a high speed, a small turning drift distance, a fast turning, and flexible turning while having good heading stability and good maneuverability, and can maintain the stability of the ship under various adverse sea conditions. The characteristics of the sluice gate are relatively high in cost. Taking the fixed gravity block and water-shielding plate as an example, the chord height of the gravity block, that is, the draft of the gravity block, should be increased or decreased according to the structural height of the upper deck cabin H1 above the waterline and the size of the load to resist the unstable balance caused by wind loads. The chord height h6 of the horizontal water-shielding plate is set by extending the gravity block by 2.2 to 1.8 times the deck cabin height h6 as the intersection point. The horizontal water-shielding plate h6 is perpendicular to the gravity block, that is, the draft of the water-shielding plate. The horizontal water-shielding plate and the gravity block are perpendicular to each other, and the width of each side is 0.2m to 1.6m, which is the width of the water-shielding plate b5. The horizontal width of the water-shielding plate b5 should be increased or decreased according to the structural height of the upper deck cabin H1 above the waterline and the size of the load: when one side of the hull is affected by wind When the wave disturbance causes unstable balance, it will drive the weight block and the water-guard plate to rise. The gravity ballast of the water body between the water surface on both sides of the water-guard plate and the water surface at the bottom of the air compartment and the horizontal surface outside the compartment acts on the water-guard plate to dampen and restrict the lifting height of the hull. When the lifting height of the hull and the inclination exceed the relative air balance port on the lower side of the air compartment coaming on one side, the gas in the air compartment will automatically be discharged through the air balance port, and combined with the action of the hull's own gravity, it will automatically sink and restore balance. There are three vertical partitions under the bottom of the gravity compartment, Figure 24, the vertical partition h2 in the center of the gravity compartment and the vertical air balance plates h2' on the left and right sides, forming four air compartments. When the wind and waves cause the gas to be discharged on one side, the air compartment on the other side b' will also discharge gas less than the volume of one side, because the air compartment b ψThe central vertical partition is higher than the depth of the air balance plate h2' on both sides, so the air compartment b on the other side ψ Exhaust gas < air chamber b on one side ψ The volume of gas discharged, Figure 27-r1-s1-t1, makes the sinking stroke of the other side smaller, and when one side of the hull falls back, it can quickly and automatically adjust the balance with the other side to maintain a relatively stable balance; compared with other single-body hull structures, the support forces of gravity and buoyancy are all distributed on the same central axis, which are two opposite forces at a point on the same horizontal line, Figure 28-u1-v1-w1, when the cabin is instantly lifted to a certain height by the impact of waves, the other side is relatively offset by the rotation of gravity and buoyancy on one side, and the gravity and buoyancy on the other side will rotate with the center of gravity perpendicular to the central axis as the rotation axis, resulting in a metacentric shift and instability; the flat structure hull has two buoyancy forces and two gravity forces with the same horizontal height, one is the buoyancy within the three-dimensional structural space of the hull and the other is the buoyancy outside the three-dimensional structure, Figure 23-k1-l1-m1, part of the buoyancy support force is distributed in the three-dimensional structural space air compartment b outside the hull cabin ψ 'Inside, part of the buoyancy support force is transferred to the bottom of the deck tank H, and part of the buoyancy support force is at the bottom of the gravity tank; and the support points of the air tanks b' on both sides are higher than the gravity tank b ψ The supporting point of the supporting force raises the buoyancy center relative to the gravity center depth of the gravity cabin and the two gravity blocks. Part of the gravity of the hull is lower than the buoyancy support height, and part of the gravity is transferred through the three-dimensional structure space air cabin b ψ 'The gas support force is transferred to the water body, Figure 27-r1-s1-t1, assuming that one side of the hull is instantly lifted due to the impact of wind and waves, the other side will also change its original height and sink a certain height, but the relative sinking stroke is small. It does not rotate with the center of the vertical central axis of the hull. Its rotation center is offset to the gravity on the other side. The center of gravity of the buoyancy rotates around the rotation center and is based on the horizontal buoyancy line as a reference, so that the hull maintains stable balance; even when there is no circulating air gas input into the overall air tank b ψ'When one side is instantly lifted too high by the impact of wind and waves, and the unit volume of air discharged through the air balance port is too large, one side will fall back and sink below the horizontal height of the other side, and the other side will tilt due to the excessive sinking of one side, and will discharge air less than the unit volume of the opposite side to restore the balance of the entire hull; if strong winds continue to push the hull, the whole process is an automatic reciprocating cycle to restore balance. The size of the hull's reciprocating up and down stroke depends on the size of the wind and waves, but compared with the single-structure hull, the recovery process has a smaller up and down stroke per unit time and restores balance faster because the volume of gas discharged from the other side in each cycle is relatively smaller than the volume of gas discharged from one side; [one side and the other side are a statement of interchangeable positions]; the above process is a steady state automatically completed in a natural environment with wind and wave impact; it plays the role of dual-flow conversion force.

[0020] (5) When a ship is sailing on the sea, it often encounters strong winds, hurricanes and waves of different levels, which increase the instability of the hull. For flat-structured hulls, the draft is small, which leads to greater instability. This is an important link. The several methods described above can play a better role in stabilizing the balance. When a flat-structured hull encounters a strong wind of ≥ level 8, various winds, waves, oblique waves, and rough waves will appear, leading to unstable balance such as roll and pitch. First, close the air tank b ψ'The valve of the air inlet at the top opens the valve of the exhaust hole at the top of the air tank to discharge a certain unit volume of gas, Figure 14, and the dual-flow conversion plate l8 is lifted to a certain height by the hydraulic push-pull rod, so that a certain height of water enters the air tank, the entire hull is lowered to a certain height, the hull draft is increased, and then the exhaust hole valve is closed. There is still some air in the air tank. At this time, the air pressure in the chamber is ≈ equal to the external atmospheric pressure; when the wind and waves push one side of the hull to lift the hull, the water in the air tank will cause the air in the air tank chamber to produce negative pressure as the water drops under the external atmospheric pressure. The water will rise with the wind and waves and be adsorbed in the chamber to pull the hull. At this time, the instantaneous weight of the hull when one side of the hull is lifted plus the weight of the water is a wind and wave impact vector greater than 1, which pulls the hull; combined with the effect of the gravity block and the water-shielding plate, the hull will alternate with the crests and troughs of the waves The ship will fluctuate with the wind and waves, but the ups and downs of the hull are less than the ups and downs of the vector of the impact of the wind and waves, and the relative ups and downs are small. The hull can continue to travel at a low speed and maintain a relatively stable balance. When the wind and waves further increase to level 17 or above, various wind and wave oblique waves and rough waves are high, which further increase the unstable factors of the hull rolling, pitching and hammering. In such a sea condition, the ship will drop anchor and stop sailing, but for cargo objects with lighter weight and structural objects of the upper deck cabin H1 are higher, some ships will inject water into the ballast tank to lower the center of gravity of the hull and increase the draft to resist the attack of wind and waves, reduce the risk, and relatively maintain a stable balance within a certain range, but the reduced height is limited and cannot completely eliminate the risk. Some ships are not equipped with ballast tanks, the risk will be greater, and some will cause the hull to capsize. Compared with the flat structure hull, first close the air tank b ψ The top air inlet valve (Figure 15) opens the exhaust valve at the top of the air tank. The dual-flow transfer plate is pushed down to the bottom line of the coaming via a hydraulic push-pull rod, filling the air tank with water. The exhaust valve is then closed, and the ballast tank is filled with water. The entire hull is lowered to within ± ± of the deck tank H level. When the wind and waves push one side of the hull upward, the water in the air tank (Figure 16) creates a negative pressure in the air tank chamber under the external atmospheric pressure. The weight of the entire hull plus the weight of the water in the chamber form a wind and wave vector greater than 1, which pulls the hull in. In the event of a hurricane, the rise of high waves beyond the upper deck tank H1 will cause the hull's metacenter to deviate slightly. Combined with the gravity blocks and waterboards, the metacenter can be quickly restored. The hull can withstand attacks from hurricanes above Category 17 and maintain stability. The amount of water entering the air tank is gradually increased according to the wind and wave level, and the hull height is gradually lowered and the draft is increased to ensure that the hull remains stable and balanced. ψThe dual-flow conversion process of gas discharge and water entry takes 5 to 20 minutes, which buys time for the ship to resist the risks of wind and waves. For the special requirements of special-purpose ships, the ship can be sunk to a certain depth below the horizontal plane. Its advantages are fast diving speed, safety and reliability, and it plays the role of dual-flow conversion force.

[0021] (6) Use the combination of double-flow conversion force and propeller to improve the speed of the flat structure hull; install the propeller with the stern end face offset 0.5m to 20m from the center, and install a propeller on each of the left and right ballast tank bottoms in the longitudinal direction of Figure 11-vwx, Figure 17-a1-b1-c1. According to the purpose of the ship, 1 to 2 propellers can be installed on the bottom of the gravity tank, and the propellers are installed at the intersection of the vertical surface of the air tank cover plate offset 1m to 70m from the center in the longitudinal direction; ultra-large ships can install 3 to 5 propellers depending on the displacement. One of them can be installed on the longitudinal center axis 1 / 6 to 1 / 5 of the ship's length backward near the center of the bow bilge; a circular hatch is opened at the corresponding position, Figure 17-c1. A cylindrical spur planetary gear is installed inside the circular hatch of the bilge. The horizontal axis of the propeller is at 90 degrees to the vertical transmission shaft of the bilge. The two ends of the shaft are matched with bevel gears to drive the propeller to rotate. The electric motor planetary gear and the vertical center axis are installed on the rudder chassis and fixed with a sealing cover. The same number of engines are configured to drive the vertical center axis and the horizontal axis of the propeller, Figure 18; the whole The propeller rudder chassis mechanism drives the planetary gear and rudder chassis mechanism through the electric motor and can rotate 360 ​​degrees, with good maneuverability. The front and rear propellers can be manipulated by reverse rudders to form a rotation with the center between the two axes, so that the entire hull can rotate and displace at any angle; the bow-shaped gravity block is perpendicular to the central axis amidships as the rotation axis. In Figure 20-d1-e1, the arc-shaped external tangent lines of the longitudinal front and rear edges of the bow-shaped gravity block are at an angle of ω∠170°~175° with the bottom line of the supercharged wall. When the hull rotates, the front and rear opposite tangent lines of the left and right gravity blocks form a resistance angle γ of 10°~5° The two gravity blocks on both sides are parallel to each other front and back, the overall hull draft is small, the wet surface area is small, the two gravity blocks are thin sheets with a thickness of 0.005m to 0.7m, the resistance area is small, the resistance value is small, the turning radius when the hull turns is small, and the turning drift distance is small; it has good heading stability and good turning performance. When the hull turns, the horizontal inclination angle of the deck is 1° to 3°; the flat structure hull has a small overall draft, small wet water area, small resistance area, and small resistance value; the bow angle of attack θ is small, and combined with the double flow conversion force, it can move towards the air compartment b when moving. ψAir is input into the ship to lift the entire hull to the minimum draft line, so that ≥80% of the entire hull floats above the air, reducing ≥80% of friction resistance and viscous pressure resistance. Combined with propeller power, compared with monohull ships, such as those with bulbous bows, the speed can be increased by 50% to 70% under the premise of equal power and displacement; the bow attack angle θ is a small angle of 3° to 15°...° degrees. When accelerating, the buoyancy of the water lifts the hull upward on the y-axis, converting resistance into lift, and the upward restraining force on the hull. Small, making the speed faster; the flat structure hull has good maneuverability, and the propeller rudder chassis can rotate vertically 360 degrees through the electric motor planetary gear. For super ships, the front and rear propeller rudder chassis are used to rotate in opposite directions, so that the hull turning radius is small, the turning drift distance is small, the turning time is short, and it can be rotated in the opposite direction at any angle. The front and rear propeller rudder chassis can be displaced in the same direction of the rudder to form a non-circular trajectory displacement and rotation; for the transmission mechanism of different ships in different waters, the propeller transmission mechanism can be selected by yourself, and the best operation plan for the flat structure hull with dual-flow conversion force can be matched.

[0022] (7) Analysis of the gravity, center of gravity, buoyancy and center of buoyancy of the flat structure hull and the monohull under the same wind load conditions; When the flat structure hull is moving, the wind and waves will continue to blow towards the hull in one direction for a long time, and the combined force of the f compartment will cause the unstable balance of the hull; Figure 27-r1-s1 The buoyancy of the flat structure ballast tank, watertight compartment and gravity compartment is inside the hull compartment. Under the sealed condition, the unit volume is a fixed value, which is not affected by external variables and changes the size of the fixed value of the unit volume inside. There is also an air compartment b of the unit volume of the three-dimensional structure space outside the cabin. ψ 'buoyancy; when the wind blows on one side of the deck tank superstructure and the wind and waves continue to push one side of the hull for a long time, the hull on one side will be lifted higher than the original horizontal height, and the center of gravity will shift to the other side. After the gas in the air tank on one side is discharged from the air balance port, the buoyancy will automatically decrease. At the same time, the pressure on the other side of the hull will increase due to the transfer of load. The original buoyancy support force of the watertight compartment and the buoyancy support force of the gravity compartment are at the same level. The air tank on the other side will also discharge less gas due to the tilt of the hull. The hull will sink to a certain height, but the shift of the center of gravity can be kept small. It is the air tank b in the three-dimensional structural space of the watertight compartment, gravity compartment and the outside of the hull. ψThe superposition of the two buoyancy forces of the inner and outer cabins maintains the vector value of the stable balance of the hull and maintains the stable balance of the hull; when the wind force increases to above level 8 to 10, it continues to blow on one side of the upper structure of the upper deck cabin H1 and the wind and waves continue to push one side of the hull for a long time, and the hull on one side will be lifted higher than the original horizontal height. At the same time as the large up and down stroke, the center of gravity shifts greatly and approaches the bottom of the deck cabin of the other side air cabin b', Figure 27-s1-t1, and the other side will sink to a greater height; the buoyancy value of the three-dimensional structure space outside the flat structure cabin directly using gas as the medium is a variable. The buoyancy value per unit volume of the three-dimensional structure space outside the cabin will change due to the influence of external variables. When tilted 3° to 6°, under the action of the combined force of cabin f, the air cabin b on one side ψ The bottom of the three-dimensional structure space outside the cabin has been raised above the horizontal plane. The air tank on one side of the hull has no buoyancy support, causing the hull on one side to quickly fall back and sink under the action of gravity, with a larger up-and-down stroke. On the other side, the buoyancy value per unit volume of the three-dimensional structure space outside the cabin has a relatively small change in position, so the support force on the hull is relatively reduced less, and the sinking is smaller. On the other side, the axial flow air compressor or air compressor circulates gas to the air tank b ψ 'After that, it will quickly restore the horizontal height relative to one side. The buoyancy value of the three-dimensional structural space unit volume outside the entire hull cabin is large and the position automatically reciprocates to maintain stable balance. Analysis and comparison of the three-dimensional structural space unit volume of the monohull is a fixed value in the cabin. Its gravity and buoyancy are concentrated and distributed underwater at the same plumb line. Figure 28-u1-v1 shows that the center of gravity shift is not large when the wind is ≤ level 6. It can relatively maintain a stable balance and travel at a low speed. When the wind and waves further increase to level 8 to 10 or above, the shift is large. In such sea conditions, the ship will anchor and stop sailing. The rotation axis of the longitudinal horizontal axis of the monohull is on the vertical center axis of the hull. The three-dimensional structural space unit volume of the hull is It is a fixed value in the cabin; when the structure above the upper deck cabin is blown by the wind for a long time, resulting in the displacement of the center of gravity, under the action of the combined force of the f cabin, the gravity, center of gravity, buoyancy and center of buoyancy of the hull rotate and transfer in the same direction with the rotation axis of the vertical central axis of the hull as the rotation center. At this time, the high center of gravity will cause the hull to capsize, Figure 28-v1-w1, depending on whether it is fully loaded or empty. If it is empty, the ballast tanks need to be filled with water to lower the center of gravity and increase the draft, increasing the wet surface area to restrain the hull from the attack of wind and waves. Most ships can withstand the attack of wind and waves above level 8 to 10. If the wind and waves blow to one side of the hull for a long time, a very small number of monohull structures will capsize due to the lack of ballast tanks, resulting in a high center of gravity.

[0023] (8) Compared with the monohull, the flat hull is a ship that concentrates the total mass gravity and buoyancy on the same plumb line underwater and converts them into a horizontal superposition state above the horizontal plane. The bow has a larger transverse cross-sectional area relative to the incoming flow. The relative transverse resistance is large in Figure 21-h1. In addition to the small-angle drag reduction technology of the bow attack angle θ of 3°~15°...°, the maximum drag reduction value is sought to reduce the total resistance value of the hull; a diverter is added on the left and right relative to the incoming flow resistance. The diverter is tilted outward at an angle β of 93°~95° in Figure 21-f1-g1, which is to divert the bow relative to the incoming flow. The water in the center of the incoming flow is diverted to the outside on both sides, which appropriately reduces the overall resistance of the hull. At the same time, the diverter can reduce the impact of the wind and wave oblique waves on both sides of the bow on the bow, which causes the resistance to increase. When the diverter is deflected outward at an angle of β too large, it will cause resistance to increase when traveling at a constant speed. If the angle is too small, it will not have the effect of diverting and reducing the resistance. Choosing a relatively reasonable deflection angle can increase the speed when traveling at an accelerated speed. The diverter outward deflection angle of β of 93° to 95° is only suitable for some ships and certain waters, including the shape and structure as a design reference, and the reference value for specific ship use is modified.

[0024] (9) The hull is a floating structure between air and water. The flat hull has a very small draft. When the hull is moving, there is no other structure to constrain the disturbance of the hull. When there are wind and waves, it will produce large roll and pitch. Hammer swing will increase the instability factor and increase the resistance. If the cargo is unevenly distributed during storage, it will cause the hull to capsize. To ensure that the hull does not capsize and solve the roll and pitch to maintain the stability of the hull, it is necessary to lower the center of gravity, raise the center of buoyancy, and reset the hull structure to distribute the center of gravity and the center of buoyancy. Add a pressurized wall h5 below the hull coaming h3 and a horizontal water-retaining plate h7 on the gravity block h". Use the double-piece structure of the hull appendage to constrain the flat hull. The unstable balance is used to achieve the stability of the hull. Figure 22-i1-j1 further lowers the center of gravity by adding gravity blocks, increases the wet surface area, and increases the restraint force on the hull. Due to the small draft of the flat structure, the buffer vector value generated when the hull moves is in the form of waves, which forms a reaction force from far behind the incoming flow. When it returns from far behind the incoming flow to the surrounding area of ​​the hull and from the rear of the bow to the stern to form a pressure difference resistance, the three-dimensional wave energy of the wave-making or wave-breaking is transferred to the left and right sides of the hull to fill the negative water field behind the stern. At the same time, eddies will be generated, and turbulence will cause the stern to swing horizontally from side to side, increasing the resistance value. The two gravity blocks added on both sides are flat straight plates, parallel to each other front and back, and are regarded as appendages of the hull. The stern of the ship increases its draft and also increases its resistance, but the added resistance is limited; when the water flows through the left and right sides of the horizontal water-shielding plates of the two gravity blocks and between the horizontal water-shielding plates and the upper and lower parts of the hull bottom and the middle flow field, except for the water resistance and viscous resistance of the thickness of the gravity block sheets and the water-shielding plates themselves relative to the incoming flow, which account for ≤4% to 7% of the total resistance, the water flows on both sides and in the middle are irrotational linear motions and will not generate a greater increase in resistance; when the vortex and turbulence generated at the stern of the ship cause the horizontal lateral swing to the left and right, the mass gravity of the water bodies on both sides of the two gravity blocks and in the middle can block and reduce the vortex, the resistance increase of the amplitude of the left and right swing caused by the turbulence, and enhance the heading stability; when the wind and waves further When the force increases to level 17 or above, various wind and waves, such as oblique waves and turbulent waves, are higher. Hurricanes and wild waves rise beyond the upper deck cabin H1, as shown in Figure 16, causing the unstable factors of the hull rolling, pitching, and hammering to increase further. When the hurricane or wild waves instantly push one side of the hull up, the weight of the water on the waterboard is applied to the waterboard, and the pressure of gravity reduces the rising stroke. On the other side, the buoyancy of the water supports the waterboard, reducing the sinking stroke. The gravity blocks and waterboards on both sides automatically adjust and restrict each other, further increasing the upper and lower restraint force of the hull, making the upper and lower undulation of the hull relatively small to maintain the stability of the hull. The upper and lower thickness of the waterboard is 0.005m to 0.At 35m, the thinner sluices contribute less than 1% to 2% of the total resistance, while the combined water resistance and viscous resistance of the thin weight blocks relative to the incoming flow contribute ≤4% to 7% of the total resistance. The sluices' longitudinal ends form an arc with the arched edges of the weight blocks, creating a lift curve that generates lift, maintaining upward lift during hull propulsion. The sluices' horizontal longitudinal length is parallel to the bottom of the horizontal deck tank and the watertight compartment. The two weight blocks and the sluices are thin, flat, straight plates that are relatively parallel in the vertical, horizontal, and horizontal directions. The water flowing through them is in an irrotational, linear motion, generating no additional resistance, maintaining a relatively minimal resistance value. At the same time, the maximum restraining force can be used to minimize the hull's up-and-down travel, maintaining both speed and stability.

[0025] (10) In order to reduce the incoming flow resistance and make the double flow conversion force play a better role in the flat structure hull, the bow attack angle θ is set to a small angle of 3°~15°……°, so that it can produce the effect of lift. When the hull is moving and generating lift, when the bow is offset against the wave resistance, the bottom line of the bow bilge coaming h3 will be higher than the bottom line of the whole coaming h3 and tilted backward. This is because when the hull starts to move, the double flow conversion plate at the stern needs to be raised to a certain height, which is less than the depth of the bottom line of the whole coaming h3, so that the air gas can be transported from the double flow conversion plate to the bottom of the double flow conversion plate. The air flows out of the flow conversion plate l8, and the hull moves in the opposite direction; the lower edge of the double flow conversion plate at the stern sinks at the moment of exhausting gas, causing the bow coaming h3 to lift up or one side of the bow to lift up, and the gas flows out of the bottom line, resulting in the whole air tank bilge not being on the same horizontal line; the air will flow out from the bottom line of the bow coaming h3, and the bow sinks rapidly at the moment of outflow, causing forward tilt and causing pitch or roll; the three edges of the whole air tank are provided with an air balance pocket from the intersection point within the bottom line of the air tank coaming h3 downward from the bow outer side to the intersection point of the watertight compartment bottom, Figure 29 -x1-y1, the air balancing bag is made of soft fiber cloth, and the intersection point is from the lower edge of the air compartment at the intersection of the bottom of the watertight compartment on both sides to the downward transverse edge of the bow outer side. The three edges are connected to form a U-shaped air balancing bag when viewed from above. The width of the air balancing bag is 0.2m~1.5m, Figure 30. The other side of the air balancing bag is connected to the lower edge of the transverse vertical partition of the air compartment on both sides and the bottom of the gravity compartment at multiple points in the longitudinal direction. The air balancing bag is made into an elliptical curve shape. When the air balancing bag is under air pressure, it can form an elliptical curve or a parabolic shape, so that the bottom of the air balancing bag extends downward beyond the coaming h 3 bottom line depth, to achieve the same horizontal depth of the front and rear of the overall air tank bottom, buffering and damping the longitudinal tilt caused by the bow tilting forward; when there are strong winds and waves, the bow will have different periodic forward tilts during the movement of the hull. When it periodically falls back to the wave trough, the bottom of the bow balance air bag can automatically rise to above the bottom line h3 of the bow coaming, so that the bow and stern are kept on the same horizontal line. During the movement of the hull, the balance air bag and the incoming flow resistance exchange the resistance reduction value of the upper and lower positions with each other, which plays a role in keeping the stable balance of the hull while playing the role of relatively minimizing the resistance value.

[0026] (11) Under the premise of equal power and equal displacement, the deck area can be increased by 50% to 100%; the flat structure hull distributes the total mass gravity and buoyancy on the upper side of the horizontal plane in a horizontal superposition state, thus forming a flat structure hull, which increases the horizontal area; according to the needs of different ships, there is room for increasing the deck area and increasing the deck cabin; such as large container ships, which require both large displacement and large deck area, the flat structure hull can increase the deck area by ≥5 under the premise of equal power and equal displacement. 0%, it can increase the container cargo capacity by ≥50% without affecting the speed; similarly, large cruise ships need both large displacement and large horizontal area and enough space to add more cabins and entertainment venues. The relative speed can be reduced by one to five knots, but safety and reliability are the top priority; by comparing the flat structure hull in Figure 27-r1-s1-t1 with the monohull in Figure 28-u1-v1-w1, the flat structure hull can increase the horizontal area by ≥50% and increase the speed under the premise of equal power and equal displacement. Sufficient cabin space and entertainment area can be added. Because a flat hull has increased horizontal area, it can reduce the width-to-height ratio and height compared to a monohull, thereby enhancing stability. Under the same conditions, reducing speed can increase overall displacement or increase unladen weight. Figure 16 shows that in severe sea conditions with strong winds and waves, the hull's bow can be lowered to within ±± of the horizontal plane to resist wind and wave attacks and maintain hull stability. Compared to a monohull, this can improve defense capabilities by 3 to 6 wind and wave levels. For small and medium-sized ships with special requirements, a flat hull can increase deck area and cabin space by 50% to 100% while maintaining the same power and displacement. Some ships require increased power due to special requirements for larger horizontal area and more functional features to increase displacement or speed, so the actual required load capacity is not that large. While meeting the required deck area and cabin space, a flat hull can increase speed by 50% to 70% while maintaining the same power and displacement, while maintaining hull stability.

[0027] (12) For modern warfare, it is necessary to build a super-generation warship that can be used for long-distance operations, be flexible and maneuverable, have high speed, and have a large enough platform and space. The warship's volume should reach 250,000 to 400,000 tons. This volume refers to the length, width, and height required for the ship to reach the same displacement and speed. The technical advantages of the present invention are used to achieve high speed, maneuverability, and the ability to carry more advanced weapons, ammunition, equipment, personnel, materials, energy, etc., and to be used for long-distance operations, not just to carry objects of the same weight; the speed is increased to more than 70 knots, and the deck length should be long enough for fighter jets to take off and land directly without the need for catapult takeoff. A combination of one long and one short or one long and two short can be used, and they can cruise separately. The design allows for single-ship takeoff and landing, and only requires the addition of arresting cables for landing, without the need for catapult takeoff. The width reaches four to five channels directly connected to the deck for simultaneous takeoff and landing. A double island is set up, equipped with advanced defense weapons, and carries micro-unmanned ships or micro-unmanned submarines and satellite communications. In wartime, the unmanned ships and The mother ship maintains a certain distance and emits strong magnetic waves to induce enemy radar or missiles. Unmanned ships communicate with the mother ship using long waves or medium waves to evade enemy radar searches. Thousand-ton small and medium-sized landing craft can be equipped with electric-driven wheels to land ashore; creating a mobile military base far exceeds the value of a fixed military base; the flat-structured hull with dual-flow conversion force can meet the technical requirements of all the above conditions; conventional power systems or nuclear power systems can be used; the overall flat-structured hull and its functions create a good foundation for the future propulsion of the hull with sails and wind power, and leaky airbags can also be configured to reduce resistance; different structural distributions are used for ships of different purposes and different waters, such as seas, rivers, rivers, and lakes. The relative position and size of gravity and buoyancy can be partially modified to reduce incoming flow resistance and reduce cache vector values; if the world's ship speed maintains the speed of existing ships to apply the dual-flow conversion technology of flat-structured hulls, the energy consumption of water ships can be saved by ≥65%. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1-a main view diagram,

[0029] Figure 1-b right view,

[0030] Figure 2-c is a schematic diagram of the main view,

[0031] Figure 2-d right side view,

[0032] Figure 2-e is a top view diagram,

[0033] Figure 3-f is a partial schematic diagram of the main view,

[0034] Figure 3-g right view,

[0035] Figure 4 is a top view,

[0036] Figure 5-h is a partial schematic diagram of the main view,

[0037] Figure 5-i right view partial schematic diagram,

[0038] Figure 6-j is a partial schematic diagram of the main view,

[0039] Figure 6-k right side view,

[0040] Figure 6-1 is a partial schematic diagram viewed from above,

[0041] Figure 7-m Schematic diagram of the main view of the monohull,

[0042] Figure 7-n Partial schematic diagram of the flat structure hull,

[0043] Figure 8-o Main view partial diagram,

[0044] Figure 8-p is a partial schematic diagram from above,

[0045] Figure 9-q is a partial schematic diagram of the main view,

[0046] Figure 9-r left side view,

[0047] Figure 10-s main view diagram,

[0048] Figure 10-t left side schematic diagram,

[0049] Figure 10-u top view,

[0050] Figure 11-v ​​main view diagram,

[0051] Figure 11-w left view,

[0052] Figure 11-x bottom view,

[0053] Figure 12-y is a partial cross-sectional view,

[0054] Figure 12-z is a partial cross-sectional view,

[0055] FIG13 is a partial cross-sectional view,

[0056] FIG14 is a partial cross-sectional view,

[0057] FIG15 is a partial cross-sectional view,

[0058] Figure 16: Schematic diagram of the stern.

[0059] Figure 17-a1 is a partial diagram of a propeller.

[0060] Figure 17-b1 is a partial diagram of a propeller.

[0061] Figure 17-c1 Partial propeller diagram,

[0062] Figure 18: Schematic diagram of the engine.

[0063] Figure 19 Schematic diagram of air compressor,

[0064] Figure 20-d1 is a partial schematic diagram of the main view,

[0065] Figure 20-e1 right view,

[0066] Figure 21-f1 is a partial schematic diagram of the main view,

[0067] Figure 21-g1 is a partial schematic diagram from the bottom up.

[0068] Figure 21-h1 is a partial schematic diagram from above.

[0069] Figure 22-i1 is a partial schematic diagram of the main view,

[0070] Figure 22-j1 left view,

[0071] Figure 23-k1 main view,

[0072] Figure 23-11 Schematic diagram from bottom up,

[0073] Figure 23-m1 left view,

[0074] Figure 24: Schematic diagram of the stern.

[0075] Figure 25-n1 Main view partial diagram,

[0076] Figure 25-o1 Schematic diagram from top,

[0077] Figure 26-p1 main view,

[0078] Figure 26-q1 top view,

[0079] Figure 27-r1 Schematic diagram of the stern,

[0080] Figure 27-s1 Schematic diagram of the stern,

[0081] Figure 27-t1 stern diagram,

[0082] Figure 28-Schematic diagram of the stern of U1,

[0083] Figure 28-Schematic diagram of the stern of v1,

[0084] Figure 28-w1 Schematic diagram of the stern,

[0085] Figure 29-x1 partial schematic diagram,

[0086] Figure 29-y1A-A cross-sectional view,

[0087] Figure 30A-A is a schematic partial cross-sectional view. 3. Specific Implementation Methods

[0088] The present invention will be further described below in conjunction with the accompanying drawings:

[0089] ① According to Figure 1-ab, the angle of attack θ1 of the bow of the hull 38 relative to the incoming flow is ≥67°, and the bulbous bow 39 is underwater, with a large transverse cross-sectional area, large resistance, and a large buffered vector value; in Figure 3-fg, it is assumed that the angles △, A, B, C, and θ1 correspond to ∠A.sin67°:∠B.cos23°, ∠A>∠B, and the vertical axis y axis>the horizontal axis x axis; the bow 2 forms an angle inward with the waterline z axis on both sides of the bow, and it is assumed that △, A', B', C', ∠A'sin47°:∠B'cos43°.

[0090] ② According to Figure 2-cde of the flat structure hull 1, Figure 26-p1-q1, and Figure 8-op, the vector generated by the flat structure hull 1 is small, Figure 25-n1-o1, forming waves 41, sinking water bodies 42, rough waves 43, transverse waves 45, stern waves 44, vortices 46, and turbulence 47, which lead to increased resistance; and the buffer vector value generated by the kinetic energy of the flat structure hull 1 is 40% to 45% smaller, and the pressure difference resistance returned to the surroundings of the hull 1 and behind the bow 2 to the stern 5 is also relatively smaller by 40% to 45%. 45%; the flat bow 2 angle of attack θ is set at 3°~15°……°, Figure 5-hi, ∠b converts ≥70%~80% of the resistance into lift through the buoyancy of water; let: △a, b, c, the angle of attack θ corresponds to ∠a.sin8°~15: ∠b.cos82°~75°, ∠a is 1 / 10~1 / 5 of ∠b; because the resistance of the angle of attack θ ∠a is less than 85% of the resistance of ∠b, the resistance perpendicular to the horizontal axis y axis is less than the horizontal longitudinal axis x axis Resistance; the bow 2 and the starboard and port 6 waterline z-axis form an angle inward, assuming △, a', b', c', ∠a'sin40°: ∠b'cos50°, ∠a'<∠b'; that is, the vertical axis y axis < horizontal axis z axis and the vertical axis y axis < horizontal axis x axis; combined with the buoyancy of water 36 to convert it into lift; and the transverse cross-sectional area is 1 / 2 to 3 / 5 of the monohull 38, thereby reducing the cross-sectional area resistance by 1 / 2 to 2 / 5; the three component resistance vectors The value of the magnitude is reduced. When the hull 1 is moving at an accelerated speed, a small angle θ of 3° to 15°...° can generate a larger lift. The vector value generated by the kinetic energy of the relative hull 1 is smaller, and the buffer vector value released by the reaction force is smaller. The value of the gravity ∠a.sin of the hull 1 per unit area is small. The upward force constraining the hull 1 when moving is small. Combined with the buoyancy of the water 36, part of the resistance is converted into lift. The displacement distance per unit time of the relative hull 1 when moving at an accelerated speed is larger.

[0091] ③ Figure 6-jkl According to the full load displacement, that is, the total mass, M is used to represent the total mass. The total load M is distributed horizontally in the horizontal plane in a superimposed state, front, back, left, and right directions. One cubic meter / m 3 The length L, width B and height H are set to 1000 kg / m3 as the deck area S / m2 , using the gravity and buoyancy distribution coefficient table (1) as the reference coefficient for calculation; distributing the gravity and buoyancy horizontal plane in a horizontal superposition state above the horizontal plane in the front, back, left and right directions, the deck area can be increased by 50% to 100% under the premise of equal power and equal displacement.

[0092] ④ The flat bow 2 is set to be trapezoidal in a horizontal top view relative to the incoming flow, with an angle Δ of 21° to 25° from both sides of the front edge of the bow 2 to the edge of the outer side 6, and the two sides are curved edges to form a bow shape, and the bow chord height h' is 0.3m to 5m; the intersection point of the two corner points of the front edge of the trapezoid from the bottom of the ship to the bow is deflected outward at an angle β of 93° to 95° and extends downward to form an angle with the intersection point of the bottom line of the trapezoid, and the horizontal plane is downward to form an upper and lower angle ζ of 30° to 31° with the intersection point of the bottom line of the horizontal inclined surface of the bottom of the ship. A splitter 4 is added on each side, and one side of the splitter 4 is perpendicular to the curved surface of the lower inclined surface of the bow 2. The other side of the diverter plate 4 extends downward and rearward at the angle of attack θ to the bottom of the ship, with the horizontal intersection point δ at an angle of ∠6°~7°, and extends to the bow 2 at the intersection point δ to form an angle λ at a point of ∠152°~151° with the extension line of the angle ζ, forming a △δ, λ, σ diverter plate; the left and right sides of the longitudinal section of the diverter plate 4 are connected to the bottom of the ship to form two diverter plates 4, and the section of the △δ, λ, σ diverter plate 4 is a knife-edge inclined vertical surface; the diverter plate at the bow 2 is used to reduce the resistance of the incoming water 36. The setting of the diverter plate 4 depends on the size of the displacement. Small and medium-sized ships can install a diverter plate 4 in the middle of the ship, or no diverter plate 4 can be installed.

[0093] ⑤ How does the flat structure hull 1 solve the rolling and pitching to maintain the stability of the hull 1? To lower the center of gravity, raise the center of buoyancy, and reset the hull 1 structure that distributes gravity, center of gravity, buoyancy, and center of buoyancy, Figure 23-k1-l1-m1, extending downward from the bow 2 outer side 6 to the lower edge of the deck cabin 3 on both sides of the stern 5, adding a ballast water tank 7; Figure 9-qr The height of the ballast water tank 7 is based on H multiplied by twice the height of the deck cabin 3, 2·H is the height of the ballast water tank 7h; the length of the ballast water tank 7 from the bow 2 outer side 6 to the ends on both sides of the stern 5 is the ballast water tank 7l, and the front end of the ballast water tank 7 is connected to the bow 2 outer side. The extension line of the angle θ of the lower side of 6 and the bow 2 to the bottom of the ballast tank 7 forms the same angle θ of 3° to 15°...°; the width of the ballast tank 7 is the width of the entire deck tank 3, and 8% to 13% of the width B is the width of the ballast tanks b on both sides; a gravity tank 8 (cargo hold) is added in the middle between the ballast tanks 7 on both sides, and 3% to 5% of the width of the deck tank B is reserved between the gravity tank and the ballast tank 7 on both sides as the width of the air tank 9b'. The remaining width is the width of the gravity tank 8b1. The width of the gravity tank b1 is divided equally on both sides with the center line of the width of the deck tank B as the center axis; the height of the gravity tank 8 is H / m 3The base is multiplied by 3·H times the height, and then 2% to 4.5% of 3·H times the height is subtracted to obtain the height of the gravity compartment h1; the length of the gravity compartment 8 is 1.1% to 2% / m of the length l of the ballast water tank 7 inwardly from the end face of the stern 5, and the downward transverse section of the gravity compartment 8 from the stern to the outer side 6 of the bow 2 forms a curved surface at the same angle as the extension surface of the attack angle θ of the bow 2, which is the length of the gravity compartment 7l1; with the center line of the width B of the deck compartment 3 as the center axis, 5% to 8% of the 3·H times the height of the gravity compartment is extended downward to the outside of the bottom of the gravity compartment 8 A central vertical bulkhead 40h2 is provided on the left and right edges of the gravity tank 8, and a vertical air balance plate 9h2' is provided, which is 3·H times the height of the deck tank 3 and has a length equal to the front and rear of the bottom of the gravity tank 8l1, and two vertical air balance plates 9l1 on both sides; the vertical surfaces on the inner sides of the ballast tank 7 extend downward, and from the intersection point of the lower bottom line of the outer side 6 of the bow 2 and the extension line of the angle of attack θ at the same angle to the stern 5, the same height as the deck tank 3·H is added, and the height of the coaming 9h3 is provided. The ballast water tanks 7 and the gravity tanks 8 on both sides are sealed at the front and rear sides with vertical sealing plates 19. The front sealing plate forms a curved surface at the same angle as the extension line of the angle of attack θ of the bow 2. The rear sealing plate 19 and the bottom of the gravity tank 8 are at the same height and on the same vertical plane. A double flow conversion plate 18 is set between the bottom of the gravity tank 8 and the height of the coaming 9h3, and the height is equal to that of the coaming 9h3, forming a bottomless air tank 9h3 with no solid material sealing the bottom surface. The entire bottomless air tank 9 is an open cavity formed by a solid material. , compared to an inverted open container placed on the water surface, the bottomless air chamber 9 formed uses the liquid horizontal surface as one surface of the sealed closed-loop cavity to form an openable and closable closed-loop cavity. Due to the gravity of the entire hull 1, the bottom of the bottomless air chamber 9 is below the horizontal surface; the bottomless air chamber 9 is hereinafter referred to as the air chamber 9h3; the gas 37 is a compressible fluid, the pressure of the gas 37 at the bottom of the air chamber 9 is P = P0 + ρwatergh / s2, the depth of the bottom of the air chamber 9 is equal to ρwatergh, and the volume of the air chamber 9 is expressed in L / m 3 The horizontal area is represented by s2, P0 = 1 standard atmospheric pressure, the pressure of the gas 37 in the air chamber 9 is equal to: the volume of the air chamber 9 is L / m 3 ·ρ 气 gh / s2; P0+ρ water gh / s2=P0+L / m 3 ·ρ 气 gh / s2 is >1 standard atmospheric pressure; the width of the entire air compartment 9 is 75% to 85% of the width of the deck compartment B, which is the entire air compartment 9b ψ 'width, the whole air cabin 9 is a space with a certain thickness of air gas 37 layer to completely isolate the water 36 from the deck tank 3 and the bottom of the gravity tank 8; the whole air cabin is divided into four air cabins 9 in the longitudinal direction, and the two air cabins at the bottom of the gravity tank 8 are b ψIndicates that the vertical surface of the stern 5 gravity tank 8 to the air tanks 9b' on both sides of the bow 2 are separated into multiple air tanks 9l2 at intervals of 10% to 20% of the longitudinal length before and after. The height of the vertical partition 13 is level with the bottom of the gravity tank 8h1. In Figure 11-vwx, the length of l2 is the length of each air tank 9b'. Through the above distribution, the center of gravity is relatively lowered and the center of buoyancy is raised. Some centers of buoyancy are higher than some centers of gravity, and the force of this center of buoyancy is relatively the buoyancy added outside the hull 1 deck tank 3. Figure 12-yz is the buoyancy center raised by the buoyancy support force directly added by the three-dimensional structural space outside the hull 1 using gas 37 as the medium. The support point is on the bottom surface of the deck tank 3, and two force arms are formed on both sides by the gas 37 to support and lift the ballast water tanks 7 on both sides and the middle gravity tank 8.

[0094] ⑥ How to use the flat structure hull 1 to achieve the effect of double flow conversion force and maintain the stability of the hull 1; to overcome the attack of wind and waves of different sizes, the width of the deck tank 3B is retracted from the outside of the ballast tank 7 on both sides of the stern 5 to the inside by 1.5% to 2.5% of the width of the deck tank 3B, and the longitudinal structure is streamlined from the outer side 6 of the bow 2 to the stern 5 to reduce the friction resistance in the boundary layer; Figure 10-stu; with the intersection point of the retracted lower bottom of the deck tank 3 as the intersection point, downward and inward to 1 / 2 of the bottom line width of the ballast tank 7b as the intersection point, the upper and lower sides are connected by arc surfaces; the intersection point is set at the bottom line width of the ballast tank 7b to the width of the watertight compartment 23b2, and then the deck tank 3 is extended downward. , H times the height is taken as the height of the watertight compartment 23h4. The length of the watertight compartment 23 in Figure 11-vwx is the center between the two points of the intersection of the bottom line of 3·H times the height of the deck cabin 3 of the extension line of the stern 5 end face and the bow 2 angle of attack θ. The two ends of the side are indented inward by 5% to 8% / m of the length of the ballast water tank 7l bottom, which is the length of the watertight compartment 23l3; the two ends of the watertight compartment 23 are connected to the bottom of the watertight compartment 23 from the bottom surface of the ballast water tank 7 downward to the center bottom, with a ratio of height to length 1m:6m~12m as the intersection surface; a pressurization wall is set at a height of 0.03m~0.25m extending downward from the bottom line of the inner coaming 9h3 on both sides of the ballast water tank 7. The height of 48h5 is 48h5, and the width of the supercharged wall 48 is 0.06m~0.7m, which is the width of the supercharged wall 48b3; the horizontal length line starting from the bottom line of the lower edge of the supercharged wall 48 on both sides, from the end face of the stern 5 to the intersection of the outer side 6 of the bow 2 and the extended line of the attack angle θ of the bow 2 is the length of the supercharged wall 48l4; the horizontal height line of the bottom line of the supercharged wall 48h5 is the chord, and the central axis of the chord with the center of the length of the watertight compartment 23l3 as the chord is vertically extended downward by 5~4·H times the height of the deck cabin 3 as the chord height h", which is set as the chord height of the vertical bow gravity block 14h", and the two longitudinal left and right gravity blocks 14 are parallel to each other, and the chord length of the gravity block 14 is the intersection of the bottom curved surfaces of the watertight compartment 23 at both ends. The distance between the two points of intersection is the chord length of the gravity block l5. The longitudinal section of the gravity block 14 is a thin sheet, and the thickness of the gravity block 14b4 is 0.005m to 0.7m, which is the longitudinal width of the gravity block 14b4. Starting from the chord of the gravity blocks 14 on both sides, the horizontal water-retaining plate 15 is set at the chord height h6, which is 1.5 to 1.1 times the height of the deck tank h6. The horizontal water-retaining plate 15 is perpendicular to the gravity block 14. The width of each side is 0.2m to 1.6m, which is the width of the water-retaining plate b5. The longitudinal length is the distance between the front and rear arc-shaped edges of the gravity block 14, which is the length of the water-retaining plate 15l6. The height h7 of the water-retaining plate 15, that is, the upper and lower thickness is 0.005m to 0.3m; the width of the water-retaining plate 15 on both sides and the depth of the water; the thinner water-retaining plate (15) accounts for 1% to 2% of the total resistance, and the water resistance and viscous resistance of the weight block (14) itself relative to the incoming flow account for 4% to 7% of the total resistance; the water flow passing through the sides and the middle is a non-rotating linear motion, which will not produce a greater resistance increase; the increase or decrease is based on the size and position of the structure height above the waterline and the distribution of the load gravity; the pressurized wall 48 vertical opening balancing air port 17 extending downward from the bottom line of the coaming h3 at a height of 0.02m to 0.2m is the intersection point, and Figure 11-vwx takes the front horizontal vertical partition 13h1 line of each air compartment 9 as the intersection point, and The length of the horizontally extending rear air compartment is 1.5% to 3.5% of its length per meter, and the width is the width of the pressurized wall 48b4. The air balancing port 17 is a rectangular perforation with a height of 0.02 to 0.2 meters. Two holes are drilled at the top of each longitudinal air compartment 9b', and two holes are drilled above the two air compartments 9 below the gravity compartment 8. One is an air intake 11, and the other is an air exhaust 10. Valves 12 are also installed. The air intake 11 is connected to the axial-flow air compressor 27 or air compressor 27 (Figure 19). A dual-flow conversion plate 18l8 is installed at the intersection of the lower edge of the gravity compartment 8 cover plate at the stern 5, with the length equal to the entire air compartment 9b. ψ ' is equal in width, and the upper and lower widths are expressed in height h9. 2% to 4.5% of the height of 3·H is the height of the dual-flow conversion plate 18h9. The side shape is a horizontal downward and backward arc curve to form an arc surface body. Figure 13 is an "Archimedes spiral" dual-flow conversion plate 18 curved surface body; connect the horizontal side of the dual-flow conversion plate 18l8 with the height line of the lower edge of the vertical cover plate 19 of the stern 5 gravity cabin as the intersection. The hinge 20 is used at the connection of Figure 11-vwx, and multiple hinge 20 structures are connected horizontally, and the rotation is adjusted with the upper and lower rotation axes of the hinge 20 as the axis. The up and down stroke of the double-flow conversion plate 18; 2 to 22 hydraulic push-pull rods 24, shock absorbers 21 and connecting rods 22 are installed horizontally on the concave surface of the double-flow conversion plate 18; the shock absorber 21 is connected to the concave surface of the double-flow conversion plate 18, and the shock absorber 21 is connected to the connecting rod 22, one end of the connecting rod 22 is connected and fixed to the rotating shaft on the vertical cover plate 19 of the stern gravity cabin 8 5, and the other end of the connecting rod 22 is connected to the hydraulic push-pull rod 24, and the other end of the hydraulic push-pull rod 24 is fixed on the vertical cover plate 19 of the stern gravity cabin 8 5; the convex surface of the double-flow conversion plate 18 is a curved airbag 16.

[0095] ⑦ When the flat structure hull 1 encounters a gale of force 8 or higher, various wind and waves, oblique waves, and rough waves 43 will appear, resulting in unstable balance such as rolling and pitching. First, close the air chamber 9b ψThe valve 12 of the top air inlet 11 opens the valve 12 of the top air exhaust 10 of the air chamber, discharging a certain unit volume of gas 37. In Figure 14, the hydraulic push-pull rod 24 raises the dual-flow conversion plate 1818 to a certain height, allowing a certain height of water 36 to enter the air chamber. This lowers the hull 1 to a certain height, increasing the hull's draft. The valve 12 of the exhaust 10 is then closed. Some air 37 remains in the air chamber 9, and the pressure inside the chamber is now equal to the external atmospheric pressure. When the wind and waves push one side of the hull 1 to lift the hull, the water in the air chamber 9 will cause the air gas 37 in the air chamber 9 to generate negative pressure as the water body drops under the external atmospheric pressure, and the water body 36 will rise with the wind and waves and be adsorbed in the chamber to pull the hull 1; when the wind and waves further increase to level 17 or above, various different wind and waves, oblique waves, and rough waves 43 have higher wave heights, which further increase the instability factors of the hull 1 rolling, pitching, and hammering; compared with the flat structure hull 1, the air chamber 9b is closed first. ψ’ The valve 12 of the air inlet 11 at the top (Figure 15) opens the valve 12 of the exhaust 10 at the top of the air compartment. The hydraulic push-pull rod 24 presses the dual-flow conversion plate 18 downward to the bottom line height of the coaming 9, filling the air compartment 9 with water 36. The valve 12 of the exhaust 10 is then closed. Combined with the filling of the ballast tank 7 with water 36, the entire hull 1 is lowered to the level of the deck compartment 3, H ± ± horizontal plane. When the wind and waves push the ship 1 on one side, the water 36 in the air compartment 9 (Figure 16) will be pulled up by the negative pressure of the airless air compartment 9 under the external atmospheric pressure. The gravity of the entire hull 1 plus the gravity of the water in the chamber is greater than 1, thus pulling the hull. In the event of a hurricane, the rise of the waves will exceed the upper deck compartment H1, and the metacenter of the hull 1 will be slightly offset and swung. Combined with the action of the gravity block 14 and the water shield 15, the metacenter can be quickly restored. The ship can withstand the attack of hurricanes above level 17 on the hull 1 and maintain its stable balance.

[0096] ⑧ Use the combination of double-flow conversion force and propeller 25 to increase the speed of the flat structure hull 1; install the propeller 25 with the stern 5 end face offset 0.5m to 20m from the center, and install two propellers 25 on the bottom of the ballast water tank 7 on the left and right sides of the longitudinal direction in Figure 11-vwx, as shown in Figure 17-a1-b1-c1. According to the purpose of the ship, 1 to 2 more propellers 25 can be installed on the bottom of the gravity tank 8. The propeller 25 is installed at the intersection of the air tank 9 cover plate 19 face offset 1m to 70m from the center in the longitudinal direction; super-large ships can install 3 to 5 propellers 25, one of which can be installed near A circular hatch 30 is opened at the corresponding position on the longitudinal center axis of the bow bilge center 1 / 6 to 1 / 5 of the ship's length. A cylindrical spur gear 32 is installed inside the circular hatch 30 of the bilge. The horizontal shaft 33 of the propeller 25 is at 90 degrees to the vertical transmission shaft of the bilge. The two shaft ends are matched with bevel gears 34 to drive the propeller 25 to rotate. The motor 50 is installed on the rudder chassis 35. The planetary gear 32 and the vertical center shaft 29 are installed in the circular hatch 30 and fixed with a sealing cover 31. The same number of engines 26 are configured to drive the vertical center shaft and the horizontal shaft 33 of the propeller 25. The overall propeller The rudder chassis 35 mechanism drives the planetary gear 32 and the rudder chassis 35 mechanism through the motor 50 to rotate 360 ​​degrees, with good maneuverability. The front and rear propellers 25 can be reversed to rudder, forming a rotation between the two axes as the center of the circle, so that the entire hull 1 can rotate and displace at any angle. The bow-shaped gravity block 14 is perpendicular to the central axis amidships 28 as the rotation axis. The arc-shaped external tangent line of the longitudinal front and rear edges of the bow-shaped gravity block 14 is at an angle of ω∠170°~175° with the bottom line of the supercharged wall 48. When the hull 1 rotates, the front and rear opposite tangent lines of the left and right gravity blocks 14 form a resistance angle γ of 10°~5°. The turning radius is small, the turning drift distance is small, and the turning performance is good. When the hull 1 turns, the deck horizontal inclination angle is 1° to 3°. The two gravity blocks 14 on both sides are parallel to each other front and back, and have good heading stability. The draft of the overall hull 1 is 1 / 4 to 1 / 5 of the single-structure hull 38, thereby reducing the underwater resistance by 3 / 4 to 4 / 5 of the depth. The wet surface area is small, the two gravity blocks 14 are thin sheets with a thickness of 0.005m to 0.7m, the resistance area is small, and the resistance value is small; the attack angle θ of the bow 2 is a small angle of 3° to 15°, combined with the double flow conversion force, to the air compartment b when moving. ψ Air 37 is input into the hull 1 to lift the entire hull 1 to the minimum draft line, so that ≥80% of the entire hull 1 floats on the air 37, reducing ≥80% of the friction resistance and viscous pressure resistance. Combined with the power of the propeller 25, compared with a monohull 38 ship, such as a hull with a bulbous bow 39, the speed can be increased by 50% to 70% under the premise of equal power and equal displacement.

[0097] ⑨ When the hull is moving and generating lift, the bow 2 is offsetting the wave-making resistance 41, and the bottom line of the bow 2 bilge coaming 9h3 will be higher than the bottom line of the whole coaming 9h3, and will be tilted backward. When the hull 1 starts to move, the double-flow conversion plate 18 of the stern 5 will be raised to a certain height, higher than the bottom line of the whole coaming h3, so that the air 37 will flow out from the lower edge of the double-flow conversion plate 18l8, and the hull 1 will move in the reverse direction; the lower edge of the double-flow conversion plate 18 of the stern 5 will sink to be lower than the bottom line of the bow 2 coaming 9h3 , resulting in the whole air compartment 9 bottom not being on the same horizontal line, air 37 will flow out from the bottom line of the bow 2 coaming 9h3, and the bow 2 will sink rapidly at the moment of outflow, causing forward tilting or rolling; an air balancing bag 49 is set at the lower edge of the whole air compartment h3 from the intersection point to the bottom intersection point of the watertight compartment 23 in the air compartment 9 downward from the bow outer side 6, as shown in Figure 29-x1-y1. The air balancing bag 49 is made of soft fiber cloth, and it extends from the lower edge of the air compartment 9 at the intersection point of the bottom intersection point of the watertight compartment 23h3 on both sides to the bow outer side 2. 6 downward transverse edge is the intersection, the three edges are connected to form a U-shaped balance air pocket 49, the width of the balance air pocket is 0.2m ~ 1.2m, Figure 30, the other side of the balance air pocket 49 is connected to the lower edge of the horizontal vertical partition 13 of the air cabin 9 on both sides and the bottom of the gravity cabin 8 at multiple points in the longitudinal direction, the balance air pocket 49 is made into an elliptical curve shape. When the balance air pocket is subjected to the pressure of air 37, it can form an elliptical curve or a parabolic shape, so that the bottom of the balance air pocket 49 goes downward beyond the depth of the bottom line of the coaming 9h3 cabin to reach the front and rear level of the bottom of the entire air cabin 9 The depth is consistent, which buffers and damps the longitudinal tilt caused by the forward tilt of the bow 2; when there are strong winds and waves, the bow 2 will tilt forward in different periods during the movement of the hull 1. When it periodically falls back to the trough, the bottom of the bow balancing air bag 49 can automatically rise above the bottom line of the bow coaming 9h3, so that the bow 2 and the stern 5 are kept on the same horizontal line. During the movement of the hull 1, the balancing air bag 49 and the incoming flow resistance exchange the upper and lower positions and values ​​of the resistance reduction, which plays a role in keeping the stable balance of the hull 1 while playing the role of relatively minimizing the resistance value.

[0098] ⑩ The buoyancy of the flat structure ballast tank 7, watertight compartment 23, and gravity compartment 8 is inside the hull 1. Under sealed conditions, the unit volume is a fixed value. Figure 27-r1-s1 is not affected by external variables and changes the size of the fixed value of the unit volume inside. There is also an air compartment 9b with a unit volume of the three-dimensional structure space outside the cabin. ψ' buoyancy; when the wind blows on the deck cabin 3, H superstructure and the wind and waves continue to push one side of the hull for a long time, the hull 1 on one side will be lifted higher than the original horizontal height, and the center of gravity will shift to the other side. After the gas 37 in the air cabin 9 on one side is discharged from the balance port 17, the buoyancy will automatically decrease. At the same time, the pressure on the other side of the hull 1 will increase due to the transfer of load. The original buoyancy support force of the watertight compartment 23 and the buoyancy support force of the gravity compartment 8 are at the same level. The air cabin on the other side will also discharge less gas 37 due to the tilt of the hull 1. The hull 1 will sink to a certain height, but the shift of the center of gravity can be kept small. It is the watertight compartment 23, the gravity compartment 8 and the air compartment 9b in the three-dimensional structure space outside the hull. ψ The superposition of the two buoyancy forces of the inner and outer cabins maintains the vector value of the stable balance of the hull 1 and maintains the stable balance of the hull 1; when the wind force increases to above level 8 to 10, it continues to blow on one side of the upper structure of the upper deck cabin H1 and the wind and waves continue to push one side of the hull 1 for a long time, and the hull on one side will be lifted higher than the original horizontal height. At the same time as the large up and down stroke, the center of gravity shifts greatly and approaches the bottom of the deck cabin 3 of the other side's air cabin 9b', Figure 27-s1-t1, and the other side will sink to a greater height; the buoyancy value of the three-dimensional structure space outside the flat structure cabin directly using gas 37 as the medium is a variable. The buoyancy value per unit volume of the three-dimensional structure space outside the cabin will change due to the influence of external variables. When tilted 3° to 6°, the air cabin 9b on one side ψ The bottom of the three-dimensional structure space outside the cabin has been raised above the horizontal plane. The air chamber 9 on one side of the hull 1 has no buoyancy support, so that the hull 1 on one side quickly falls back and sinks a larger up and down stroke under the action of gravity, while the buoyancy value per unit volume of the three-dimensional structure space outside the cabin on the other side is relatively small, and the position changes relatively little, so the support force on the hull 1 is relatively reduced less and the sinking is smaller. On the other side, the axial flow air compressor 27 or the air compressor 27 circulates the gas 37 to the air chamber 9b. ψ'After that, it will quickly restore the horizontal height relative to one side. The buoyancy value of the three-dimensional structural space unit volume outside the cabin of the entire hull 1 is large and the position automatically reciprocates to maintain stable balance. Analysis and comparison of the three-dimensional structural space unit volume of the monohull 38 is a fixed value in the cabin. Its gravity and buoyancy are concentrated and distributed underwater at the same plumb line. Figure 28-u1-v1 shows that the center of gravity shift is not large when the wind is ≤ level 6. It can relatively maintain a stable balance and travel at a low speed. When the wind and waves further increase to level 8 to 10 or above, the shift is large. In such sea conditions, the ship will anchor and stop sailing. The rotation axis of the longitudinal horizontal axis of the monohull 38 is on the vertical center axis of the hull. The three-dimensional structural space unit volume of the hull is fixed in the cabin. Its gravity and buoyancy are concentrated and distributed underwater at the same plumb line. Figure 28-u1-v1 shows that the center of gravity shift is not large when the wind is ≤ level 6. It can relatively maintain a stable balance and travel at a low speed. When the wind and waves further increase to level 8 to 10 or above, the shift is large. In such sea conditions, the ship will anchor and stop sailing. The volume is a fixed value within the cabin; when the structure above the upper deck cabin is exposed to wind for a long time, resulting in a shift in the center of gravity, the gravity, center of gravity, buoyancy, and center of buoyancy of the hull 38 rotate and transfer in the same direction as the rotation axis of the vertical central axis of the hull 1. At this time, a high center of gravity will cause the hull 38 to capsize, as shown in Figure 28-v1-w1, depending on whether it is fully loaded or empty. If it is empty, the ballast tank needs to be filled with water 36 to lower the center of gravity and increase the draft, increasing the wet surface area to restrain the hull 1 from resisting the attack of wind and waves. Most ships can withstand the attack of wind and waves above level 8 to 10. If the wind and waves blow to one side of the hull for a long time, a very small number of single-structure hulls 38 will capsize due to the high center of gravity caused by the lack of a ballast tank.

[0099] The above description is only a preferred embodiment of the present invention and does not limit the present invention. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention are included in the scope of protection of the present invention.

[0100] References

[0101] 【1】Ship Fluid Mechanics: Zhu Renqing, Yang Songlin, Wang Zhidong, Shanghai Jiaotong University Press, 2nd edition, 2022.8

[0102] [2] Invention Patent: "Super Aircraft Carrier Mobile Platform and Its Structure" Patent No.: 201710426367.3 Inventor: Hu Xiangyu Patent Application Date: May 31, 2017

[0103] 【3】Invention patent: "Three-dimensional greening forest, three-dimensional reservoir and its structure and comprehensive utilization of wind power" PCT International Title: "Three-dimensional greening structure" Patent number: ZL200810172654.7 Inventor: Hu Xiangyu Patent application date: November 5, 2008

[0104] [4] Invention Patent: "Independent Water-Floating Wind-Driven Rotating Wooden Tower and Its Rotating Structure" Patent No.: 200710007156.2 Inventor: Hu Xiangyu Patent Application Date: February 4, 2007

Claims

1. A new type of ship, wherein the hull (1) structure and the method for distributing the dual flow conversion force and the gravity and buoyancy force are characterized by: The hull (1) further comprises (a), wherein one end of the hull (1) relative to the incoming flow is a bow (2) and the other end is a stern (5); The hull (1) further comprises (b) a deck cabin (3); The hull (1) further comprises (c), ballast water tanks (7) are arranged on both sides below the deck tank (3), and a gravity tank (8) is arranged in the middle between the two ballast water tanks (7); The hull (1) further comprises (d), an air compartment (9) being arranged between the ballast water compartments (7) and the gravity compartment (8) on both sides; The hull (1) further comprises (e), a watertight compartment (23) is provided below the bottom of the ballast water tank (7); a pressure wall (48) is provided below the watertight compartment (23); and a balancing air port (17) is provided on the vertical surface of the pressure wall (48); The hull (1) further comprises (f), a bow-shaped gravity block (14) being provided below the pressurization wall (48); The hull (1) further comprises (g), wherein a diverter plate (4) is provided on the bow (2) of the hull (1) extending downward and rearward relative to the incoming flow; The hull (1) further comprises (h), a double flow conversion plate (18) is provided between the bottom of the gravity cabin (8) and the height of the coaming (9) h3, and the double flow conversion plate (18) is equal to the height of the coaming (9) h3; The hull (1) further comprises (i) an air balance pocket (49) provided at the lower edge of the integral air compartment (9) h3 from the intersection point in the downward air compartment (9) of the outer side (6) of the bow (2) to the intersection point of the bottom of the watertight compartment (23); The hull (1) further includes (j), utilizing a combination of dual-flow conversion force and a propeller to increase the traveling speed of the flat structure hull; The hull (1) further comprises (k) a monohull structure hull (38), the bow attack angle θ1 of which is ≥67°, and the buffer vector value generated by the kinetic energy of the bulbous bow (39) is large; The hull (1) further includes (1) a buffer vector value whose size will cause the hull to have a stall ratio value when sailing.

2. A new type of ship according to claim 1, wherein the hull (1) further comprises (a), wherein one end of the hull (1) relative to the incoming flow is a bow (2) and the other end is a stern (5), and wherein: The flat bow (2) is arranged in a trapezoidal shape when viewed horizontally relative to the incoming flow. An included angle Δ of 21° to 25° is formed from both sides of the front edge of the bow (2) to the edge of the outer side (6). The two sides are arc-shaped edges to form a bow shape. The bow chord height h' is 0.3m to 5m. The longitudinal direction is a curve from the bottom of the ship to the front edge of the bow, which is tangent to a straight line with an angle of attack θ of 3° to 15°. The transverse direction is an elliptical curve extending from the front edge of the bow of the bow (2) to the left and right sides of the outer side (6) downward to the bottom of the ship and the inclined plane extending at the angle of attack θ as an intersection point, connecting the left and right sides to form a curved surface.

3. A new type of ship according to claim 1 or 2, wherein the hull (1) and the bow (2) are tangent to a curve at an angle of attack θ of 3° to 15°, and is characterized by: The elliptical curve extending from the leading edge of the bow of the ship (2) to the left and right sides of the outer side (6) downward to the bottom of the ship and the angle of attack θ is connected to form a curved surface; compared with the monohull (38), the flat structure hull (1) actually has a lateral resistance area to the incoming flow that is 40% to 45% less than the deep underwater resistance area of ​​the monohull (38) under the premise of the same displacement. In addition, the draft of the flat structure hull (1) is only 1 / 4 to 1 / 2 of that of the monohull (38). 1 / 5, thereby reducing the underwater resistance at a depth of 3 / 4 to 4 / 5. The flat structure hull (1) is set at an angle of attack θ of 3° to 15° relative to the incoming bow (2). △a, b, c, the angle of attack θ corresponds to ∠a.sin8° to 15°: ∠b.cos82° to 75°, ∠a is 1 / 10 to 1 / 5 of ∠b, because the resistance of the angle of attack θ ∠a is less than 85% of the resistance ∠b, the resistance perpendicular to the horizontal axis y is less than the resistance of the horizontal longitudinal axis x, the bow transverse waterline z The axial direction forms an included angle, assuming △, a', b', c', ∠a'sin40°: ∠b'cos50°, ∠a'<∠b', that is, the transverse vertical axis y axis<horizontal axis z axis and the longitudinal vertical axis y axis<horizontal axis x axis, combined with the setting of the bow (2) angle of attack θ angle 3°~15°……°, so ∠b converts ≥70%~80% of the resistance into lift through the buoyancy of water (36); and the transverse cross-sectional area is 1 / 2~3 / 5 of the single hull (38), thereby reducing 1 / The cross-sectional area resistance is 2 to 2 / 5; the three components of the resistance vector value are reduced, and the small angle θ of 3° to 15° when the hull is moving at an accelerated speed can generate a larger lift, the vector value generated by the kinetic energy of the hull (1) is smaller, the buffer vector value released by the reaction force is smaller, the value of the gravity ∠a.sin of the hull (1) per unit area is small, the wet surface area is small, the friction resistance is small, the viscous pressure resistance is small, the upward constraint force of the hull (1) is small when moving, and the buoyancy of the water is combined to convert part of the resistance into lift; The displacement distance per unit time relative to the hull is greater when it is moving at an accelerated speed.

4. A new type of ship according to claim 1, wherein the hull (1) further comprises (b), a deck cabin (3), characterized in that: According to the full load displacement, that is, the total mass, M is used to represent the total mass. The total load M is distributed horizontally on the upper side of the horizontal plane in a horizontal superposition state, with one cubic meter / m 3 The length L, width B and height H are set to 1000Kg / m 3 As deck area, M1000Kg / m 3 As total deck area S / m 2 , use S to represent the area, S / m 2 As the base number, arrange the total mass M load on the horizontal plane in the horizontal direction. 3 % percentage, aspect ratio as deck horizontal area S / m 2 The base number, formula 1, M%m 3 =S / m 2 The percentage of L:B is the deck horizontal area S / m 2 Formula 2: Divide the total mass M by the horizontal deck area M / S / m 2 =H / m 3 High H / m as minimum draft 3 , which is used as the base of deck cabin height; Formula 3 is based on the horizontal deck area S / m 2 Divide by length L, S / m 2 / L=L:B Determine the deck width B, take this ratio as the base number, and use the gravity and buoyancy distribution coefficient table (1) as the reference coefficient for calculation; distribute the gravity and buoyancy horizontal plane in a horizontal, front-back, left-right and superimposed manner. Under the premise of equal power and equal displacement, the deck area can be increased by 50% to 100%; Gravity buoyancy distribution coefficient Table 1 M represents the total mass M1000Kg / m 3 , S represents the deck area S / m 2 ; Mm 3 % = S / m 2 Formula 1, M / S / m 2 =H / m 3 Formula 2, S / m 2 / L=L:B Formula 3.

5. A novel ship according to claim 1 or 4, wherein the gravity and buoyancy are distributed horizontally in a superimposed state in the horizontal direction of the upper surface, front, back, left, and right directions, characterized by: The total mass gravity and buoyancy are concentrated and distributed underwater at a depth on the same plumb line, and then transformed into a horizontal distribution in a horizontal front-back left-right superposition state above the horizontal plane, forming a flat structure hull (1) deck cabin (3) H. The deck cabin is used as the base number to adjust the center of gravity, the position and size of the center of buoyancy, reduce the draft depth, reduce the wet surface area, reduce the incoming flow resistance, reduce the friction resistance, reduce the viscous pressure resistance to increase the speed. Because the vector generated by the flat structure hull (1) is small, the buffer vector value is above the horizontal plane. When these buffer vector values ​​are returned from the far back of the incoming flow in the form of wave (41) with the reaction force to form transverse waves (45) and pressure difference resistance from the rear of the bow (2) to the stern (5), the three-dimensional wave energy of the wave (41), the breaking wave (43) or the rough sea (43) is transferred to the left and right sides of the hull to form the stern wave (44) to fill the negative water field behind the stern. The formation of vortex (47) and turbulence (47) leads to resistance increase. The buffer vector value generated by the kinetic energy of the flat structure hull (1) is 40% to 45% smaller, and the pressure difference resistance returned to the surrounding of the hull and the rear of the bow (2) to the stern (5) is also relatively smaller by 40% to 45%; a part of it collapses and sinks due to the gravity of the water body (36). If the sinking water body (42) is superimposed on the bow (2) of the flat structure hull to form resistance, the draft of the flat structure hull (1) is only 1 / 4 to 1 / 5 of the bulbous bow (39) of the monohull (38), thereby reducing the underwater superimposed resistance by 3 / 4 to 4 / 5. Combined with the small angle of attack θ of the bow (2) and the lateral cross-sectional area being 40% to 45% less, the total resistance value can be reduced by 65% ​​to 70%. Under the premise of equal power and equal displacement, the deck area can be increased by 50% to 100%.

6. A new type of ship according to claim 1, wherein the hull (1) further comprises (c) ballast water tanks (7) arranged on both sides below the deck tank (3), and a gravity tank (8) arranged in the middle between the ballast water tanks (7); wherein: The ballast water tank (7) is provided from the outer side (6) of the bow (2) to the lower edge of the deck cabin (3) on both sides of the stern (5); the height of the ballast water tank (7) is based on H multiplied by twice the height of the deck cabin (3), 2·H is the height of the ballast water tank (7) h, the length of the ballast water tank (7) from the outer side (6) of the bow (2) to the ends on both sides of the stern (5) is the ballast water tank (7) l, the lower side of the outer side (6) of the bow (2) at the front end of the ballast water tank (7) and the extension line of the angle of attack θ of the bow (2) to the bottom of the ballast water tank (7) form the same angle θ of 3° to 15°, and the width of the ballast water tank (7) is the width of the entire deck cabin (3) B 8% to 13% of the width is the width of the ballast water tanks (7) b on both sides, a gravity tank (8) (cargo hold) is added in the middle between the ballast water tanks (7) on both sides, and the width of the deck tank (3) B is retracted from the outside of the ballast water tanks (7) on both sides of the stern (5) to the inside by 1.5% to 2.5% m, forming a streamlined structure from the outer side (6) of the bow (2) to the stern (5) in the longitudinal direction to reduce the friction resistance in the boundary layer; 3% to 5% of the width of the deck tank (3) B is reserved between the gravity tank and the ballast water tanks (7) on both sides as the width of the air tank (9) b', and the remaining width b1 is the width of the gravity tank (8) b1.

7. A new type of ship according to claim 1 or 6, wherein the width of the gravity compartment (8) b1 is divided equally on both sides by the center line of the width of the deck compartment (3) B, and is characterized in that: The height of the cabin (8) is based on the deck cabin (3) H and multiplied by 3·H times the height, and then 2% to 4.5% of the 3·H times the height is subtracted to obtain the height of the gravity cabin (8) h1. The length of the gravity cabin (8) is 1.1% to 2% / m of the length l of the ballast water tank (7) inwardly indented from the stern (5) end surface. The downward transverse section from the stern of the gravity cabin (8) to the outer side of the bow (2) forms a curved surface with the same angle as the extension surface of the attack angle θ of the bow (2), which is the length of the gravity cabin (8) l1. The center line of the width B of the deck cabin (3) is used as the center axis, and the length of the gravity cabin (8) is outwardly directed to the bottom of the gravity cabin (8). A central vertical partition (40) h2 is set at 5% to 8% of the height of the gravity cabin 3·H times, and a vertical air balance plate (9) h2' is set at the left and right edges of the gravity cabin (8) with a height of 3·H times the deck cabin (3), and a vertical partition (40) l1 and two vertical air balance plates (9) l1 with a length equal to the front and rear of the bottom l1 of the gravity cabin (8); there are three vertical partitions under the bottom of the gravity cabin (8), the central vertical partition (40) h2 of the gravity cabin and the vertical air balance plates (9) h3 on the left and right sides, forming four air cabins (9) as the overall air cabin b ψ '; When the wind and waves cause the gas (37) on one side to discharge the unit volume, the air compartment (9) on the other side will also discharge the gas (37) which is less than the unit volume. ψ The central vertical partition (40) is higher than the height of the air balance plates (9) h3' on both sides, so the air compartment b on the other side ψ The amount of gas discharged per unit volume is less than the air compartment b on one side ψ The gas (37) of a unit volume is discharged, so that the other side has a smaller sinking stroke. When the hull (1) on one side falls back, it can quickly automatically adjust the balance with the other side and maintain a relatively stable balance.

8. A new type of ship according to claim 1, wherein the hull (1) further comprises (d), an air compartment (9) is provided between the ballast water tanks (7) and the gravity compartment (8) on both sides, and is characterized in that: The vertical surfaces on the inner sides of the ballast tank (7) extend downward from the bow outer side (6) to the intersection of the bottom line and the angle of attack θ extension line at the same angle to the stern (5), and the same height of the deck tank ≥ H is increased. A coaming h3 is set at the coaming h3 height, and the front and rear sides between the ballast tanks (7) and the gravity tank (8) on both sides are closed. The front sealing plate (19) and the angle of attack θ extension line of the bow (2) form a curved surface at the same angle. The rear sealing plate (19) and the bottom of the gravity tank (8) are sealing plates (19) at the same height and the same vertical plane. A double flow conversion plate (18) is set between the bottom of the gravity tank (8) and the coaming h3 height. ) is equal in height to the coaming h3, forming a bottomless air chamber (9) h3 whose bottom surface is not sealed by solid materials. The whole bottomless air chamber (9) is an open cavity formed by a circle of solid materials, which is like an inverted open container placed on the water surface. The bottomless air chamber (9) h3 formed uses the liquid horizontal surface as a surface of the sealed closed-loop cavity to form an openable and closable closed-loop cavity; the bottom of the bottomless air chamber (9) is a certain depth below the horizontal surface; the bottomless air chamber (9) is hereinafter referred to as the air chamber h3; the gas (37) is a compressible fluid, and the pressure of the gas (37) at the bottom of the air chamber (9) is P = P0 + ρ water gh / s 2 The bottom of the air tank (9) is equal to the depth of the water gh. The volume of the air tank (9) is expressed in L / m 3 The horizontal area is represented by s 2 Indicates that P0 = 1 standard atmospheric pressure, the pressure of the gas (37) in the air chamber (9) is equal to: The volume of the air chamber (9) is L / m 3 ·ρ 气 gh / s 2 ; P0+ρwatergh / s 2 =P0+L / m 3 ·ρ 气 gh / s 2 Is> 1 standard atmospheric pressure, the overall air chamber (9)b ψ The width is 70% to 80% of the width of the deck compartment (3) B, which is the entire air compartment (9) b. ψ ' width, the whole air cabin (9) is a space with a thickness of 1.5% to 3.5% of the air gas (37) layer to completely isolate the water from the deck tank (3) and the gravity tank (8) bottom. The whole air cabin (9) is divided into four air cabins (9) in the longitudinal direction; the two air cabins (9) at the bottom of the gravity tank (8) are b ψ Indicates that: the vertical plane of the gravity compartment (8) at the stern (5) to the air compartments (9) b' on both sides of the bow (5) are separated into a plurality of air compartments (9) l2 at intervals of 10% to 20% of the longitudinal length thereof; the height of the vertical partition (13) h1 is level with the bottom of the gravity compartment (8); the lower edge of the vertical partition (13) can be tilted at a certain angle to the rear of the stern (5) depending on the different ships; the length of l2 is the length of each air compartment (9); two holes are opened at the top of each air compartment b' on both sides of the longitudinal direction and two holes are opened on the bottom of the two air compartments (9) under the bottom of the gravity compartment (8), one air inlet (11) and one exhaust hole (10); a valve (12) is installed at the same time; the air inlet is connected to the axial flow air compressor (27) or the air compressor (27).

9. According to the novel ship of claim 1 or 8, the integral air compartment (9) is characterized by: Through gravity, the buoyancy level is distributed horizontally in the superposition state of front, back, left, and right, which relatively lowers the center of gravity and raises the center of buoyancy. Some centers of buoyancy are higher than some centers of gravity. Moreover, the force of this center of buoyancy is relatively the buoyancy added outside the hull (1) deck tank (3) cabin. It is the buoyancy support force increased by the three-dimensional structural space outside the hull (1) cabin directly using gas (37) as the medium to raise the center of buoyancy. The force surface of its support surface is at the bottom of the deck tank (3). The gas (37) forms two force arms on both sides to support and lift the ballast water tanks (7) on both sides and the middle gravity tank (8).

10. A new type of ship according to claim 1, wherein the hull (1) further comprises (e), a watertight compartment (23) is provided below the bottom of the ballast water tank (7), characterized in that: The intersection point of the lower bottom of the deck cabin (3) is set as the intersection point, and the intersection point is 1 / 2 of the bottom line width of the ballast water tank (7) b. The upper and lower sides are connected by arc-shaped surfaces. The width of the watertight compartment (23) b2 is set at the bottom line width of the ballast water tank (7) b as the intersection point, and then the height of the watertight compartment (23) h4 is extended downward by H times the height of the deck cabin (3) and is the same height as the coaming h3. The length of the watertight compartment (23) is the intersection point of the bottom line of 3·H times the height of the deck cabin (3) at the extension line of the angle of attack θ of the bow (2) at the stern (5) end face. The center between them is the central axis, and the two ends of the side are indented inward by 5% to 8% / m of the length l of the ballast water tank (7) bottom, which is the length of the watertight compartment (23) l3. The two ends of the watertight compartment (23) are connected to the bottom of the watertight compartment (23) from the bottom surface of the ballast water tank (7) downward to the central bottom surface with a ratio of height to length of 1m:6m to 12m as the intersection surface. The bottom surface of the watertight compartment (23) is downward, and a pressurization wall (48) h5 is set at a height of 0.03m to 0.25m extending downward from the bottom line of the inner side panels (9) h3 on both sides of the ballast water tank (7).

11. A new type of ship according to claim 1 or 10, wherein a pressure wall (48) is provided below the watertight compartment (23), a gas balancing port (17) is provided on the vertical surface of the pressure wall (48), and a bow-shaped gravity block (14) is provided below the pressure wall (48), wherein: The bottom line of the inner side panels (9) h3 on both sides of the ballast water tank (7) is extended downward to increase the height of the booster wall (48) h5 by 0.03m to 0.25m. The booster wall (48) vertical surface has a balance air port (17). The booster wall (48) h5 vertical surface has a balance air port (17) extending downward from the bottom line of the panel (9) h3 by 0.02m to 0.1m as the intersection point. The front horizontal vertical partition (13) h1 line of each air compartment (9) l2 is used as the intersection point. The balance air port (17) l7 is extended horizontally backward by 1.5% to 3.5% / m of the length of the air compartment (9). The width is the width of the booster wall (48) b4. The balance air port (17) l7 is set. The air inlet (17) and the balance air inlet (17) are rectangular perforations, and the height of the balance air inlet (17) h8 is 0.02m to 0.2m. A bow-shaped gravity block (14) is provided below the pressurized wall (48); assuming that one side of the hull (1) is instantly lifted due to the impact of wind and waves, the other side will also change its original height and sink to a certain height, but the relative sinking stroke is small. It does not rotate with the center of the vertical central axis of the hull (1). Its rotation center is offset to the gravity of the other side. The center of gravity of the buoyancy rotates around the rotation center, so that the hull (1) maintains stable balance; even when there is no circulating air gas (37) input into the overall air compartment (9) b ψ 'When one side is instantly lifted too high by the impact of wind and waves, when the unit volume of air (37) discharged through the balance port (17) is too large, one side will fall back and sink below the horizontal height of the other side, and the other side will tilt due to the excessive sinking of one side and discharge air (37) less than the unit volume of the opposite side to restore the balance of the entire hull; if the strong wind continues to push the hull (1), the whole process is a process of automatically restoring balance through multiple reciprocating cycles. The size of the reciprocating up and down stroke of the hull (1) depends on the size of the wind and waves, but compared with the recovery process of the monohull (38), the up and down stroke per unit time is smaller and the balance is restored faster because the volume of gas (37) discharged from the other side in each cycle is relatively smaller than the volume of gas (37) discharged from one side; [one side and the other side are a statement of interchangeable positions]; the above process is a steady state automatically completed in a natural environment with wind and wave impact; it plays the role of dual flow conversion force.

12. A new type of ship according to claim 1, wherein the hull (1) further comprises (f), a bow-shaped gravity block (14) is provided below the pressurized wall (48), wherein: Integral air compartment (9)b ψ A gravity block (14) of an attached structure is added under the bottom of the watertight compartment (23), with the horizontal height line of the bottom line of the pressurized wall (48) h5 as the chord, and the center of the length of the watertight compartment (23) l3 as the center axis of the chord vertically extending downward by 5 to 3·H times the height of the deck compartment (3) as the chord height h", and the chord height of the vertical bow-shaped gravity block (14) h" is set. The two longitudinal weight blocks (14) on the left and right are parallel to each other. The chord length of the gravity block (14) is the distance between the two points at the intersection of the curved surfaces of the bottom of the two ends of the watertight compartment (23) as the chord length of the gravity block (14) l5. The longitudinal cross section of the gravity block (14) is a thin sheet, and the thickness is 0.005m to 0.7m as the longitudinal width of the gravity block (14) b4. With the chord of the two weight blocks (14) on both sides as the starting point, it extends longitudinally downward to the deck compartment (3) 2.2 to 1.8·H The horizontal water-retaining plate (15) is provided with a chord height h6 at the intersection of the gravity block (14), and the horizontal water-retaining plate (15) is provided downwardly and is extended longitudinally downwardly to the deck cabin (3) by 2.2 to 1.8 times the height h6, and the horizontal water-retaining plate (15) is provided with a chord height h6 at the intersection. The horizontal water-retaining plate (15) and the gravity block are perpendicular to each other, and the width of each longitudinal side is 0.2m to 1.6m, which is the width of the water-retaining plate (15) b5. The longitudinal length is the distance between the front and rear arched edges of the gravity block (14) as the length of the water-retaining plate (15) l6. The height h7 of the water-retaining plate (15), i.e., the upper and lower thickness is 0.005m to 0.35m. The width of both sides of the water-retaining plate (15) and the draft are increased or decreased according to the size and position of the structure height above the waterline and the distribution value of the load gravity center.

13. A new type of ship according to claim 1 or 12, wherein the hull (1) is added with an additional structural gravity block (14), characterized in that: The weight of the block (14), the weight of the water body (36), the negative pressure constraint of the air chamber (9), the buoyancy of the water and the atmospheric pressure are integrated to improve the speed and stability of the hull (1). There are telescopic weight blocks (14) and fixed weight blocks (14) and water-retaining plates (15). Now, taking the fixed weight blocks (14) and water-retaining plates (15) as an example, the flat structure hull (1) has a small draft. When there are large winds and waves, the hull is prone to roll and the unstable balance caused by pitching is stabilized. In the overall air chamber (9)b ψ An appendage structure gravity block (14) is added under the bottom of the watertight compartment (23), and a horizontal water-retaining plate (15) is added to the upper middle part of the gravity block (14). By adding the gravity block (14), the center of gravity is further lowered, the wet surface area is increased, and the gravity is increased to restrain and reduce the unstable balance caused by the roll and pitch of the hull (1). The two gravity blocks (14) added on both sides are flat plates, parallel to each other front and back, and are regarded as appendages of the hull (1). The appendages increase the draft. When water flows through the left and right sides and the middle flow field of the two gravity blocks (14), in addition to the resistance of the gravity block (14) thin sheet itself to the incoming water (36) and the viscous resistance accounting for 3% to 5% of the total resistance, the upper and lower thicknesses of the water-retaining plate (15) are 0.005m to 0.3m, and the thinner water-retaining plate (15) accounts for 1% to 2% of the total resistance. In addition, the thin sheet of the gravity block (14) The water resistance and viscous resistance relative to the incoming flow account for 4% to 7% of the total resistance; the water flow passing through the sides and the middle is a non-rotating linear motion, which will not produce a greater resistance increase; when the vortex (46) and turbulence (47) generated by the stern (5) cause the horizontal lateral swing to the left and right, the mass gravity of the water body (36) on both sides of the two weight blocks (14) and the middle can block and reduce the resistance increase of the amplitude of the left and right swing caused by the vortex (46) and turbulence (47), thereby enhancing the heading stability; when the wind and waves further increase to level 17 or above, the various wind and wave oblique waves, the wave height of the turbulent waves (43) is higher, and the hurricane and the high waves exceed the upper deck cabin H1, causing the unstable factors of the hull (1) to roll, pitch, and hammer swing to increase further; in such a sea condition, the ship will anchor and stop sailing; the flat structure hull (1) first closes the air cabin (9)b ψ The valve (12) of the air inlet (11) at the top is opened to open the valve of the exhaust hole (10) at the top of the air compartment (9). The double flow conversion plate (18) is pressed down to the bottom line height of the coaming (9) h3 by the hydraulic push-pull rod (24). The air compartment (9) is filled with water (36). The exhaust hole valve (12) is then closed. The ballast water tank (7) is filled with water (36). The whole hull is lowered to the level of the deck tank (3) H positive and negative ±. When the wind and waves push one side of the hull (1) to lift the hull (1), the water (36) in the air compartment (9) will be under the external atmospheric pressure and will be in the air compartment (9) cavity without air (37). The interior is under negative pressure, and the weight of the entire hull (1) plus the weight of the water (36) in the chamber is a vector greater than 1, which pulls the hull (1); when a hurricane or a violent wave instantly pushes one side of the hull (1) up, the weight of the water (36) above the waterboard (15) is applied to the waterboard (15), and the weight ballast reduces the uplifting stroke. On the other side, the buoyancy of the water supports the surface below the waterboard (15), reducing the downward sinking stroke, further increasing the upward restraining force of the hull (1) on one side, making the up and down stroke of the hull relatively small to maintain the stability of the hull (1); while relatively reducing water resistance, the stability of the hull (1) is maintained.

14. A new type of ship according to claim 1, wherein the hull (1) further comprises (g), wherein a diverter plate (4) is provided extending downward and rearward from the bow (2) of the hull (1) relative to the incoming flow, and wherein: The flat bow (2) is set to be trapezoidal in a horizontal view relative to the incoming flow, and an angle Δ of 21° to 25° is formed from both sides of the front edge of the bow (2) to the edge of the outer side (6), and both sides are arc-shaped edges to form a bow, and the bow chord height h' is ≥ 0.3m to 5m; longitudinally, the curve from the bottom of the ship to the front edge of the bow is tangent to a straight line that is 3° to 15° tangent to the angle of attack θ of the bow (2), and transversely, an elliptical curve is formed from the front edge of the bow of the bow (2) to the left and right sides of the outer side (6) downward to the bottom of the ship with the angle of attack θ as the intersection point, and the curved surface is formed. The curved surface is extended downward from the bottom of the bow (2) to the corner points of the two sides of the trapezoidal front edge of the bow as the intersection point, and the curved surface is extended downward at an outward deflection angle β of 93° to 95° to form an angle with the bottom edge line of the trapezoid as the intersection point, and the horizontal plane intersects with the bottom line of the transverse inclined surface of the bottom of the ship downward. The upper and lower angles ζ are 30° to 33°, and a splitter (4) is added on each side. One side of the splitter (4) is vertically connected to the lower inclined surface of the bow (2). The other side of the splitter (4) extends downward and backward with the angle of attack θ to the bottom of the ship. The horizontal intersection point δ is ∠6° to 7°. The intersection point δ is extended to the bow (2) and the intersection point with the ζ angle extension line forms a λ angle ∠152° to 151°, forming △δ, λ, σ splitter (4). The left and right sides of the longitudinal section of the splitter (4) are connected to the bottom of the ship to form two splitter plates (4). The section of the △δ, λ, σ splitter (4) is a knife-edge inclined vertical surface. The inclined vertical surface section of the splitter (4) is offset downward and backward from the bow by ≥1 / 4 of the distance as the intersection point. The arc outside the two surfaces is tangent to the inclined surface of the angle of attack θ to the bottom surface of the ship, forming a curved surface connection.

15. A novel ship according to claim 1 or 14, wherein the bow (2) has an increased transverse cross-sectional area relative to the incoming flow, resulting in a relatively large transverse resistance. In addition to a small-angle drag reduction technology in which the bow (2) has an attack angle θ of 3° to 15°, the maximum drag reduction value is sought to reduce the total resistance value of the hull (1), and the ship is characterized by: A diverter plate (4) is added to each side relative to the incoming flow resistance. The diverter plate (4) is deflected outward at an angle of 93° to 95° to divert the water flow of the bow (2) relative to the center of the incoming flow to the outside on both sides, appropriately reducing the total resistance value of the hull (1). At the same time, the diverter plate (4) can reduce the impact of the wind and wave oblique waves on both sides of the bow (2) on the bow (2), resulting in resistance increase. When the angle of the diverter plate (4) is deflected outward at an angle of β too large, resistance increase will be formed when traveling at a uniform speed. When the angle is too small, it will not play the role of diverting and reducing the resistance value. Selecting a relatively reasonable deflection angle can increase the speed when traveling at an accelerated speed. The diverter plate (4) is deflected outward at an angle of β 93° to 95° only for some ships and certain waters, including the shape and structure as a design reference. The specific ship use is referenced. The flat structure hull (1) is relative to the monohull (38), and the resistance values ​​of the three components are changed by the distribution of the flat structure shape; the future flow resistance is converted into an upward lift through a small angle. This lift only represents the lift generated by the flat structure hull relative to the monohull, which reduces the restraining force of the water body (36) on the hull by ≥80% when the hull is moving upward; thereby reducing the resistance, the diverter plate (4) is tilted outward at an angle of β 93° to 95°, and the left and right sides of the longitudinal section are connected to the bottom of the ship to form two diverter plates. The cross-section of the △δ, λ, σ diverter plates is a knife-edge inclined vertical surface, which diverts part of the resistance of the incoming flow in the middle of the front of the bow (2) to both sides through the diverter plates (4) on both sides, reducing part of the resistance of the incoming flow to increase the speed; The arrangement of the diverter plate (4) depends on the size of the displacement. For small and medium-sized ships, a diverter plate (4) may be installed in the middle of the ship, or no diverter plate (4) may be installed.

16. A new type of ship according to claim 1, wherein the hull (1) further comprises (h), a double flow conversion plate (18) is provided between the bottom of the gravity cabin (8) and the height of the coaming (9) h3, and the height is equal to that of the coaming (9), wherein: With the lower edge height line of the gravity cabin (8) sealing plate (19) of the stern (5) as the intersection point, a double flow conversion plate (18) l8 is set, the length of which is the same as the overall air cabin (9) b ψ The width of the double-flow conversion plate (18) is equal, and the upper and lower widths are expressed as height h9. 2% to 4% of the height of 3·H is the height of the double-flow conversion plate (18) h9. The side shape is a horizontal downward and backward arc curve, forming an arc surface body of the double-flow conversion plate (18) curved surface body of "Archimedes spiral". The double-flow conversion plate (18) l8 is connected to the stern (5) gravity cabin (8) vertical sealing plate (19) at the intersection of the horizontal side. The connection is connected with a hinge (20). Multiple hinge (20) structures are connected horizontally, and the upper and lower rotation axes of the hinge (20) are used as the axis to adjust the up and down stroke of the rotating double-flow conversion plate (18) l8. 2 to 20 hydraulic push-pull rods (24), shock absorbers (21), and connecting rods (22) are horizontally arranged and installed on the concave surface of the double-flow conversion plate (18). The shock absorbers (18) are connected to the concave surface of the double-flow conversion plate (18), and the shock absorbers are connected to the connecting rods (22). One end of the connecting rod (22) is connected and fixed to the rotating shaft on the vertical sealing plate (19) surface of the stern (5) gravity cabin (8), and the other end of the connecting rod (22) is connected to the hydraulic push-pull rod (24). The other end of the hydraulic push-pull rod (24) is fixed on the vertical sealing plate (19) surface of the stern (5) gravity cabin (8), and the convex surface of the double-flow conversion plate (18) is a curved airbag (16).

17. The novel ship according to claim 1 or 16, wherein the dual-flow conversion force refers to the force generated by the mutual conversion of two different fluids, and is characterized by: When the hull (1) starts to move, the double-flow conversion plate (18) at the stern (5) is raised upward by 0.5% to 1.5% through the shock absorber (21), the connecting rod (22), and the hydraulic push-pull rod (24). The valve (12) is opened through the air inlet (11) at the top of each air cabin (9) to circulate air (37) from the axial flow air compressor (27) or the air compressor (27) into the air cabin (9). The pressure of the gas (37) in the air cabin (9) is greater than 1% of the pressure outside the cabin. Atmospheric pressure, the pressure of the gas (37) is increasing; when the air gas (37) input into the air chamber (9) reaches more than 95% to 99.5% of the unit volume, the air gas (37) will be discharged from the outlet at a distance closer to the water surface, and the hull (1) will move in the reverse direction; the double flow conversion plate (18) allows the gas (37) to be discharged from one of the outlets at a distance closer to the water surface, so that the hull (1) can move in one direction; when the hull (1) starts to move, the double flow conversion plate (18) is raised. After the plate (18) is replaced, the pressure in the instantaneous air chamber (9) of the gas (37) after being discharged is reduced, and the stern (5) and the double-flow conversion plate (18) sink instantaneously, resulting in a stern trim. When the gas (37) is repeatedly circulated and input into the air chamber (9), high-frequency flutter is generated, and the stern trim of the hull (1) causes the hull (1) to become unstable due to the pitching, thereby increasing the resistance. The damping buffer is generated by the convex curved airbag (16) of the double-flow conversion plate (18) and the shock absorber (21) on the concave surface, which can reduce the high Frequency of flutter, stern trim, the dual-flow conversion plate (18) can control the speed of the hull (1), the reaction force of the gas discharged from the air cabin through the dual-flow conversion is relative to the water body (36), the density of the water body (36) is more than 800 times greater than the density of the air (37), the hull (1) will be displaced in the opposite direction of the gas (37) discharge, the air (37) flow relative to the reaction force of the water body (36) to push the ship in the opposite direction, and the displacement is generated under the action of the dual-flow conversion force; If the discharged gas (37) is opposite to the air (37), it can also be displaced in the opposite direction, but its reaction force is smaller by ≤800 times; ≥80% of the flat structure of the entire hull (1) floats on the gas (37) in the air compartment (9), reducing ≥80% of the friction resistance and viscous pressure resistance. Combined with the small angle of attack θ of the bow (2) of 3° to 15°, when the air gas (37) exceeding the unit volume is further input into the air compartment, the displacement distance and speed per unit time will further increase. Theoretically, under the premise of not using the propeller (25) power, when the air gas (37) per unit volume is continuously input into the air compartment (9) with infinitely increased power, the speed will be infinite without considering other resistance factors.

18. A new type of ship according to claim 1, wherein the hull (1) further comprises (i), a balance air pocket (49) is provided at the lower edge of the integral air compartment (9) h3 from the intersection point to the intersection point of the bottom of the watertight compartment (23) in the air compartment (9) downward from the outer side (6) of the bow (2), wherein: An air balancing bag (49) is provided on the lower edge of the integral air compartment (9) h3 from the intersection point of the bow (2) outer side (6) to the watertight compartment 23 bottom junction point. The air balancing bag (49) is made of soft fiber cloth. From the lower edge of the air compartment (9) at the bottom junction point of the watertight compartment (23) h3 on both sides to the horizontal edge of the bow (2) outer side (6) downward, the three edges are connected to form a U-shaped air balancing bag (49). The width of the air balancing bag (49) is 0.2m to 1.5m. The other side of the air balancing bag (49) is connected to the lower edge of the horizontal vertical partition (13) of the air compartment (9) on both sides and the bottom of the gravity compartment (8) at multiple longitudinal points. The air balancing bag (49) is made into an elliptical curve shape. The air balancing bag (49) ) can form an elliptical curve or a parabolic shape when subjected to the pressure of the air (37), so that the bottom of the air balancing bag (49) goes down beyond the bottom line depth of the h3 cabin of the coaming, so that the horizontal depth of the front and rear of the bottom of the air cabin (9) is consistent, and the longitudinal tilt caused by the bow tilting forward is buffered and damped. When there are strong winds and waves, the bow (2) will tilt forward in different periods. When it falls back to the trough periodically, the bottom of the bow (2) air balancing bag (49) can automatically rise to above the bottom line h3 of the bow (2) coaming (9), so that the bow and stern (5) are kept on the same horizontal line. During the movement of the hull, the air balancing bag (49) and the incoming flow resistance exchange the upper and lower positions and values ​​of the resistance reduction, while maintaining the stable balance of the hull (1), playing the role of relatively minimizing the resistance value.

19. A new type of ship according to claim 1 or 18, wherein the depth of the bottom of the entire air compartment (9) is consistent, and the longitudinal tilt caused by the bow tilting forward is buffered and damped, and the ship is characterized by: When there are strong winds and waves, the bow (2) will tilt forward in different periods. When it falls back to the trough periodically, the bottom of the bow (2) balance air bag (49) can automatically rise to above the bottom line h3 of the bow (2) coaming (9), so that the bow and stern (5) are kept on the same horizontal line. During the movement of the hull, the balance air bag (49) and the incoming flow resistance exchange the upper and lower positions and values ​​of the resistance reduction, while maintaining the stable balance of the hull (1), playing a role of relatively minimizing the resistance value. The buffer damping during the movement of the hull (1) is a stable balance in the automatic reciprocating cycle, playing a role of dual-flow conversion force.

20. A novel ship according to claim 1, wherein the hull (1) further comprises (j), utilizing a combination of dual flow conversion force and a propeller (25) to increase the traveling speed of the flat structure hull (1), characterized in that: The propeller (25) is installed at a position offset 0.5m to 20m from the center of the stern (5). Two propellers (25) are installed at the bottom of the ballast water tank (7) on the left and right sides in the longitudinal direction. One or two more propellers (25) can be installed at the bottom of the gravity tank (8) according to the purpose of the ship. The propeller (25) is installed at an intersection point offset 1m to 70m from the center of the air tank cover (19) in the longitudinal direction. A super large ship can be installed with 3 to 5 propellers (25), one of which can be installed on the longitudinal center axis at 1 / 6 to 1 / 5 of the ship length backward from the center of the bow (6) bottom. A circular hatch (30) is opened at the corresponding position. The circular hatch (30) in the bottom of the bilge is installed. A cylindrical spur planetary gear (30) is installed, the horizontal shaft (33) of the propeller (25) and the vertical transmission shaft of the cabin bottom are at 90 degrees, and the two shaft ends are bevel gears (34) that cooperate to drive the propeller (25) to rotate. The motor (50), planetary gears (32) and vertical center shaft (29) are installed on the steering plate chassis (35) and are installed in the circular hatch (30) and fixed with a sealing cover (31). The same number of engines (26) are configured to drive the vertical center shaft and the horizontal shaft (33) of the propeller (25). The entire propeller (25) steering plate chassis (35) mechanism can rotate 360 ​​degrees by driving the planetary gears (32) and the steering plate chassis (35) mechanism through the motor (30).

21. A new type of ship according to claim 1 or 20, wherein the rudder chassis (35) mechanism can rotate 360 ​​degrees, and is characterized in that: The steering plate chassis (35) mechanism can rotate 360 ​​degrees, and has good maneuverability. The front and rear propellers (25) can be manipulated by reverse rudders to form a rotation with the center between the two axes, so that the entire hull (1) can be rotated and displaced at any angle. The bow-shaped gravity block (14) is perpendicular to the central axis midship (28) as the rotation axis. The longitudinal front and rear edge arc tangents of the bow-shaped gravity block (14) and the bottom line of the supercharged wall (48) form an angle of ω∠170° to 175°. When the hull (1) rotates, the front and rear reverse tangent horizontal lines of the left and right gravity blocks (14) form a resistance angle γ of 10° to 5°. The turning radius when the hull (1) rotates is small, and the turning is smooth. The drift distance is small and the turning performance is good. When the hull (1) turns, the deck is tilted horizontally at an angle of 1° to 3°. The two weight blocks (14) on both sides are parallel to each other front and back, and have good heading stability. The draft of the whole hull (1) is 1 / 4 to 1 / 5 of the single-structure hull (38), thereby reducing the underwater resistance by 3 / 4 to 4 / 5. The wet surface area is small. The two weight blocks (14) are thin sheets with a thickness of 0.005m to 0.7m, a small resistance area, and a small resistance value. The attack angle θ of the bow (2) is a small angle of 3° to 15°. Combined with the double-flow conversion force, the bow (9) is directed to the air compartment (9)b when traveling. ψ Air (37) is input into the vessel to elevate the entire hull (1) to the minimum draft line, so that ≥80% of the entire hull (1) floats on the air (37), reducing ≥80% of the friction resistance and viscous pressure resistance. Combined with the propeller (25) power, the vessel can increase its speed by 50% to 70% compared with a monohull (38) ship, such as a ship with a bulbous bow (39), under the premise of equal power and equal displacement.

22. A new type of ship according to claim 1, wherein the hull (1) further comprises (k) a monohull structure hull (38) having a bow attack angle θ1 of ≥ 67°, and a large buffer vector value of kinetic energy generated by the bulbous bow (39); wherein: The size of the buffer vector value will lead to the size of the stall ratio of the hull during navigation; the buffer vector value refers to the energy value that is gradually accumulated and cached in the water after the energy of the hull is diffused through the water body during navigation; the bow angle of attack θ1 ≥ 67° is relatively superimposed on the S-shaped curve of the bulbous bow to form a cyclic resistance, a part of which directly forms the resistance with the bow V-shaped tip as the center of the circle. The water body (36) is transmitted and diffused to the surrounding in the form of waves under the action of inertia. After diffusion, a part of the water body collapses and sinks under the action of gravity, sinking water body (42), and a part of the water body is in the form of waves (41) far behind the incoming flow due to the inertia of wave energy. The buffer vector value is formed; due to the release of the far buffer vector value behind the incoming flow of the V-shaped tip of the bow, it is transferred to the left and right sides of the hull in the three-dimensional form of wave (41) or wave breaking (43) or turbulent wave (43) to fill the negative water field behind the stern, forming stern waves (44), transverse waves (45), vortices (46) and turbulence (47), resulting in increased resistance; the deeper the hull draft and the larger the angle of attack θ1 angle ≥ 67°, the greater the energy consumed. Each increase in speed requires an increase of ≥ 3 times the power. If the ship is traveling at an accelerated speed, the energy consumed is even greater; due to the hull (38) draft and the larger the angle of attack θ1 angle ≥ 67° , the heading stability is moderate. If there is no bulbous bow (39) to balance the pressure difference resistance between the front and rear, there will be a large longitudinal tilt, resulting in unstable balance; the draft of the hull (38) and the angle of attack θ1 ≥ 67° are large, the turning drift distance is large, and the draft is difficult to improve the speed and maneuverability of the hull (38). The center of gravity is too low and the resistance is large. The center of gravity is too high and it is easy to capsize. The size of the buffer vector value will lead to the size of the stall ratio of the hull during navigation. The buffer vector value generated by the kinetic energy of the flat structure hull (1) is 40% to 45% smaller, and the pressure difference resistance returned to the hull and the rear of the bow (2) to the stern (5) is also relatively small by 40%. %~45%; the draft of the flat structure hull (1) is only 1 / 4~1 / 5 of that of the monohull (38), thereby reducing the underwater superimposed resistance by 3 / 4~4 / 5; combined with the small angle of attack θ of the bow (2) and the lateral cross-sectional area being 40%~45% less, the resistance of the total resistance value can be reduced by 65%~70%; the angle of attack θ1 of the monohull bow (38) relative to the incoming flow is ≥67°, which is greater than ≥8 times the angle of attack θ of the flat structure hull (1) of 3°~15°, and the relative stall ratio is 65%~70% greater; the wind load ratio brought by the structure above the wet surface area is not included.

23. A novel ship according to claim 1 or 22, wherein the draft of the flat structure hull (1) is only 1 / 4 to 1 / 5 of that of the monohull (38), thereby reducing the underwater superimposed resistance by 3 / 4 to 4 / 5 of the depth, and is characterized by: The buffer vector value generated by the kinetic energy of the flat structure hull (1) is 40% to 45% smaller, and the pressure difference resistance returned to the periphery of the hull and the rear of the bow (2) to the stern (5) is relatively 40% to 45% smaller; the draft of the flat structure hull (1) is only 1 / 4 to 1 / 5 of that of the monohull (38), thereby reducing the underwater superimposed resistance by 3 / 4 to 4 / 5 of the depth; combined with the small angle of attack θ of the bow (2) and the 40% to 45% smaller transverse cross-sectional area, the resistance of the total resistance value can be relatively reduced by 65% ​​to 70%; the angle of attack θ1 of the monohull bow (38) relative to the incoming flow is ≥67°, which is greater than ≥8 times the angle of attack θ of the flat structure hull (1) of 3° to 15°, and the relative stall ratio is 65% to 70% larger; the wind load ratio brought by the structure above the wet surface area is not included.

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