S. Pat.

201431170
Author:
Antonio Snchez
Mlaga. Espaa
asmotor@gmail.com
1
State of the art.
This invention relates to a WI !oat t"pe# li$te% on &ater an% air# an% propelle% on &ater#
a!le to ta'e o$$ &ater# $l" an% propels over it at short %istance using groun% e$$ect.
In conventional high(spee% marine transportation# the !oat li$ts an% propels !oth on &ater.
The su!merge% area o$ the !oat moves $or&ar% an% %isplaces large masses o$ li)ui%# that
slo& the !oat# an% &aste% energ". The h"%ro%"namic %rag increases %ramaticall" &ith
spee%. This increases $uel consumption proportionall". With !a% &eather or strong &aves
e$$icienc" an% spee% %ecreases %ramaticall"# i$ not prevent its operation. When
transporting people# &aves# !esi%es slo&ing %o&n# causes %iscom$ort to passengers. To
avoi% these %ra&!ac's# there are currentl" $l"ers !oats that use the groun% e$$ect on its
movement on &ater# e'ranoplan t"pe or WI *Wing In roun% e$$ect+.
Ekranoplan A-90 Orlyonok WIG SH-5
The groun% e$$ect occurs &hen a cra$t $lies over a $lat sur$ace to a height appro,imatel"
e)ual to its &ing span. Then in%uce% %rag %ecreases an% li$t increases# !oth %rasticall". In
turn# the circulating air !et&een the &ing an% the sur$ace is compresse% *%"namic cushion
e$$ect+# increasing the pressure %i$$erence !et&een the top sur$ace an% the !ottom sur$ace
o$ the &ing# &hich come to cause a $urther li$t increase.
Technical discussion
-urrentl"# all WI ships have air propulsion using propellers or tur!ines. These ships
have %i$$erent %ra&!ac's $or using aircra$t con$iguration# &ith large &ing span an%
c"lin%rical $uselage. This con$iguration %oes not ma,imize the sur$ace $acing the &ater
an% there$ore the groun% e$$ect# an% $urthermore &oul% have little cargo space. The
&ingtips pose a signi$icant ris' i$ the" impact &ith the &ater at high spee%. Another
critical challenge is its poor maneuvera!ilit". In $light at cruise spee% can not !e ma%e
sharp turns as the &ingtip &oul% impact the &ater &hile li$t is lost. This $orces to have
much $oresight in navigation# since it is not possi!le to a!ruptl" change course or slo&
%o&n to avoi% hitting a $loating o!.ect. In &ater# maneuvera!ilit" is also poor# !ecause it is
%one &ith the &ing control sur$aces an% var"ing engine po&er. The aerial propulsion
prevents them $rom ma'ing )uic' accelerations an% %ecelerations# this is another ris' in its
operation insi%e or outsi%e ports. The %isplace% &ater# !esi%es hin%ering ta'eo$$#
generating a &ave $ront. In%ee%# to ta'e o$$ these ships must !e availa!le engine po&er
several times higher than nee%e% $or its operation in $light. /ecause o$ this %ra&!ac'# is
nee%e% install heavier engines $or a%%itional po&er that increases $uel consumption. The
onl" air propulsion is not a%e)uate to achieve an% maintain high spee%s $loating on the
&ater to get the ta'eo$$ spee%. This ma" !e one o$ the main pro!lems the" have# an% can
0
!e solve% &ith the strong response o$ a)uatic propulsion 123s propose% here. Another
important limitation o$ this t"pe o$ ship is their ina!ilit" to travel over &ater &ith strong
&aves# !eing restricte% to )uieter &aters. I$ $or an" reason lose li$t or splash%o&n on &ater
&ith some &aves# not onl" coul% not ta'e o$$ again# !ut enter into %angerous situation. In
some ships o$ this t"pe &ith onl" aerial li$t an% poor %esign have !een pro!lems &ith its
longitu%inal sta!ilit"# $l"ing over rough seas# !" stalling an% $ailure to recover onl" its
aerial propellers or tur!ines.
4o&ever the &ater is much %enser than air an% there$ore propulsion on it is much more
e$$icient using the correct techni)ue. The WI cra$t moving over the !o%" o$ &ater a short
%istance at all times# so it is possi!le to have a more e$$icient propulsion on it# that also
provi%e %irect li$t. This is onl" possi!le &ith a%e)uate technical %esign that onl" maintains
su!merge% the propeller part# since moving sur$aces in contact &ith &ater# inclu%ing
h"%ro%"namicall" shape%# represent the main !arrier to have e$$icient high spee%. Even
the air near the &ater sur$ace is %ense an% $ull o$ moisture# so that the !oat %esign shoul%
minimize the e,ternal sur$aces.
4igh spee% !oats.
To%a" it is evi%ent that the $uture o$ marine vessels# !oth civilian an% militar"# goes to the
%evelopment o$ e$$icient high(spee% !oats. -urrentl" there are catamaran(t"pe that
%evelop spee%s o$ 56 'nots &ith conventional %iesel engines. -urrent shipping re)uires
$aster !oats that can operate in shallo& &ater &ith $ull capacit" an% sa$et". With this !oat
ma" !e possi!le to $l" sa$el" at cruising spee%s aroun% 56(76 'nots &ith a conventional
engine an% an e$$icienc" $ar superior to an" other maritime light transport. The !oat
e$$icienc" &oul% $urther improve !" coating the upper sur$ace o$ the $uselage &ith
integrate% solar cells# to unloa% the engine %uring navigation %a"time. With the
con$iguration o$ 8igure 9# the !oat# measuring o$ 57#5m. length , 0:.0m. &i%e an% 0.0m.
strut coul% carr" more than 1#066 passengers com$orta!l" an% sa$el".
With this invention# the %esign o$ these ships is compacte% to ma,imize li$t $or groun%
e$$ect# sa$et" an% use$ul space# 'eeping the aerial %isplacement &ith its a%vantages# an%
onl" %ipping the propeller to improve e$$icienc"# li$t an% maneuvera!ilit". With &ater
propulsion# the !oat have $ast accurate an% po&er$ul acceleration# %eceleration an% $orce%
li$t in rough &ater. So ta'e o$$# splash%o&n# !ra'ing an% %irection changes can !e
energetic an% &ell controlle%. The ta'eo$$ ma" !e possi!le in a $e& secon%s# an% at spee%s
aroun% ;6 'nots. This ena!les the !oat to operate sa$et" at high spee% in har!ors# rivers or
<
estuaries# an% ta'e o$$ or splash%o&n &ithin sheltere% &aters $or passenger sa$et" an%
com$ort. The longitu%inal sta!ilit" is ensure% to !e controlle% in coor%inate% actuation !"
the tail plane an% tilt o$ propeller mo!ile arm. The engine t"pe is not critical# to ta'e
a%vantage o$ cheaper conventional $uels. Weight an% engine t"pe is not a pro!lem. /eing
a!le to var" %istance an% angle o$ propeller thrust &ith respect to the $uselage# the cra$t
can $l" levele% at all times# even on &aters &ith strong &aves. =pper sur$ace o$ the
$uselage provi%es a nearl" $lat sur$ace# ma,imize% in relation to the total size# &hich can
!e coate% &ith electric solar panels integrate% into the ma'e coat# to provi%e an au,iliar"
energ" to get a !oat e,tremel" e$$icient. Another important a%vantage o$ this t"pe o$ !oat
is given !" a compact $orm an% lo& prop# &hich gives goo% $eatures >stealth> as a vehicle
$or %e$ense. With an onl" level# access to all parts $or repair or con$iguration changes is
greatl" $acilitate%.
AShiplane. /o& vie&
High speed airfoil ship
This invention is characterize% !" !eing a !oat !uilt as a light&eight aircra$t structure#
&ith high %ensit" aluminium# or even !etter car!on $i!er# $orme% as a fuselage (1) &ing(
shape% air$oil# arche% $or&ar%# an% $lattene% at the a$t. This $uselage is completel" seale%
%uring navigation. /oth ca!in ventilation as the engine inta'e is per$orme% on %ucts
having his mouth in the tail assem!l". Each si%e o$ the $uselage is e,ten%e% at its lo&er
part on a float (2) o$ &ing vertical pro$ile. These t&o $loats sta!ilize the path o$ the !oat in
the %irection o$ travel# giving !uo"anc"# an% also have the $unction o$ increasing the
groun% e$$ect# to contain air $lo&ing !et&een the &ater sur$ace an% the un%ersi%e o$ the
$uselage &hen the !oat $lies. The con$ormation o$ the $or&ar% $uselage is tilte% up&ar%s to
increase an% raise the &ing lea%ing e%ge# !eing in $light &ill create a%%itional pressure an%
%epression to its un%ersi%e an% top respectivel". 2ver &ater# the high !o& avoi%s contact
&ith this an% $acilitates the ta'eo$$ an% splash%o&n. Another $unction o$ this con$iguration
is to increase the $or&ar% visi!ilit" o$ the pilot# !eing locate% cockpit (3) at the $ront en%
o$ the !o&. The un%ersi%e o$ the $uselage near the stern is li$te% at an angle an% e,ten%s
verticall" %o&n&ar%s in a pluralit" o$ longitudinal floats (4)# the" also have the $unction
o$ acting as h"%ro%"namic sta!ilizers an% mattress in ta'eo$$ an% splash%o&n.
The $uselage is e,ten%e% in the central part o$ the stern in a queue (5) hol%ing the elevator
() locate% in the upper position. This is %ivi%e% into t&o s"mmetrical coa,ial halves &ith
separate action# $or the $ull sta!ilization o$ the !oat in motion at high spee%# var"ing the
vertical an% horizontal inclination# to $acilitate navigation levele%# splash%o&n an%
ta'eo$$s.
?
8or energizing the propeller# this !oat $eatures a generator (!) &ith its do"e cooling (#).
This %ome is the heat e,changer an% engine e,haust valve protecte%. As in an aircra$t# the
&eight %istri!ution is critical in this !oat. The &eight shoul% !e limite% an% %istri!ute% to
ta'e $light an% allo& the proper operation o$ the control mechanisms. The generator
occupies the center o$ the $uselage# a !it a$t %ela"e%. In this position# an% !ecause o$ its
high &eight relative to the rest o$ the $uselage ma'es the center o$ gravit" o$ the !oat is
also %ela"e%. The fuel tanks ($) occup" the central !ase o$ the $uselage# !eing %ivi%e%
into a pluralit" o$ receptacles that prevent movement o$ the $uel &hen the $uselage is
tilte%# an% there$ore to !e altere% !ecause o$ this the center o$ gravit" o$ the !oat.
The "o%ile ar" of propeller (1&) is positione% longitu%inall" un%er the $uselage an%
having h"%ro%"namic pro$ile. This arm is hinge% at its upper en% supporting the sha$t at a
point slightl" ahea% o$ the $uselage relative to the center o$ gravit". This a,is rotates to !e
per$orme% up to <6 %egrees verticall". At its lo&er en%# the mo!ile arm has t&o a,es or
actua!le .oints. A .oint rotates verticall" an% another horizontall". The horizontal .oint
rotates azimuthall" up to <56 @ an% hol%s the thruster '() (11). This engine is
electricall" po&ere% an% is capa!le o$ pushing &ater in the t&o %irections o$ its channel !"
s&itching the motors. The horizontal a,is acts as ru%%er controlling the %irection o$ the
!oat. The vertical sha$t acts !" var"ing the vertical thrust angle o$ the propellers (12)#
&hich are t&o an% rotate on its a,is each in a %i$$erent %irection an% at %i$$erent spee%s to
counteract counterrotating thrust on the $uselage an% the %i$$erent spee% o$ $lo& over
propeller !la%es respectivel". 8urthermore# the mo!ile arm o$ the propeller can rotate
a!out its sha$t that connect it on the upper $uselage to var" the %istance an% angle to it. So
"ou can 'eep pushing su!merge% propeller &hile the !oat increases its average %istance to
the &ater sur$ace level $l"ing over it. With this capa!ilit"# the cra$t can $l" &ithout the
&ater reaches the $uselage in heav" sur$ con%itions. The cra$t can even !e reache% !"
&aves &ithout a$$ecting its operation.
With these $eatures# this !oat is a!le to $loat an% move in the &ater &ith its propeller
su!merge%# then accelerate an% then rotate an% li$t his $ront hal$# &hich separates the
&ater. When accelerating up enough spee% to get li$t an% capa!ilit" o$ actuation in rear
elevators# li$ts the rear hal$# ta'ing o$$ the $uselage completel" o$ &ater# &hile retaining its
propeller su!merge% permanentl" to ac)uire an% maintain cruising spee% o$ a sta!ilize%
$orm. The propeller pushes horizontall" an% also verticall" to li$ting the $uselage.
Simpli$ie% protot"pe
;
(peration.
This invention is per$orme% as %escri!e% !elo&:
AEST. In *igure 1 the !oat is at rest# &ith its mo!ile arm retracte% to the highest position
an% the elevator in neutral position.
A--EBEAATI2C. In *igure 5 the !oat starts ta'eo$$ on the &ater at mo%erate spee%.
The elevator is still in neutral an% the mo!ile arm propeller is rotate% ; %egrees %o&n. The
propellers are acting an% the propellant is pushing the !oat $or&ar% an% up&ar%# li$ting the
$ront hal$ an% separating it $rom the &ater. =n%er these con%itions# air enters the un%er
!o& at mo%erate spee%# pushing up the !ase o$ the !oat# an% &hile %ecreasing the sur$ace
in &ater contact# increases the spee% o$ the !oat.
TADE288 AC3 8BI4T. In *igure the !oat has alrea%" accelerate% enough to allo&
unstuc' completel" o$ &ater. The propeller has increase% its thrust an% the !oat is
traveling at high spee%. To ta'e o$$ the !ac' hal$ o$ the !oat# the rear elevators has turne%
%o&n 1; %egrees on its sha$t an% no& cuts the air that passes through it# that push up#
li$ting the rear hal$ o$ the !oat. When the !oat ta'es o$$ &ater# %ramaticall" re%uces %rag#
accelerates its spee% an% simultaneousl" increases the transmitte% aerial li$t on the !oat
!asis $or the groun% e$$ect. Then# the elevator is actuate% to level the cra$t a!out its
vertical an% horizontal a,is# !ase% on the &in%s con%itions.
8BEIC WIT4 A2=4 SEA. In *igures !a and !% the !oat level is set to $l" at high
spee% on &ater in rough sea con%itions. The mo!ile arm thruster is turne% %o&n to 06
%egrees an% 'eep propeller su!merge% at all times &hile the !oat remains high an% out o$
touch &ith the &aves. In turn# the elevator an% the vertical sha$t o$ propeller actuates
continuousl" to 'eep the !oat li$te%# levele% an% separate o$ the &aves. When the sur$ is
e,tremel" strong an% the &ave length allo&s# or &ill# the !oat can !e governe% &ith the
elevators# $l"ing stic'ing to the sur$ace o$ the &ave# 'eeping this %istance up automaticall"
or manuall"
5
'+,TS-
1.( 8uselage
0.( Si%e $loats
<.( -oc'pit
?.( A$t $loats
;.( Tail
5.( Elevators
7.( enerator *Engine+
:.( -ooling %ome
9.( 8uel tan's
16.( Mo!ile arm o$ propeller
11.( 123 propeller
10.( 4eli,
1<.( Aa%ome
*./0,1S-
8ig. 1.( Bongitu%inal vie& in rest position.
8ig 0.( =pper vie& o$ the !oat.
8ig <.( 1revious perspective.
8ig ?.( Bongitu%inal section o$ the $uselage.
8ig ;.( /oat in acceleration on the &ater setting.
8ig 5.( /oat in acceleration an% ta'eo$$ setting.
8ig 7a an% 7!. /oat in $light over strong &aves setting.
8ig :.( Mo!ile arm o$ propeller perspective.
8ig 9.( /oat con$iguration $or1.066 passengers.
8ig 16.( -enter $uselage cross section# in passenger con$iguration.
8ig 11.( Bongitu%inal central section
8ig 10.( /o& vie&.
8ig 1<.( -entral longitu%inal section.
8ig. 1?.( Simpli$ie% one(man protot"pe
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