DE1966569U - BOAT HULL. - Google Patents

Description

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PATENT LAWYERS

^: 'de.ing. H. NE GE NDAjNTK dipl.-ing.H. HATJCK · dipe-phys. W, SCHMITZ

HAMBURG-MUNICH HAMBURG 36 NEW WALL 41

TEL. 3 6 74 38 TTND 86 4 115 TELEGH-NEGEDAPATENTHAMBUKG

C 15 982 / 65a ffbm some 10. mozartstk.ss

».« .____ — __ — _.—. - ——. Part. 5 88 05 86

Chrysler Corporation Texegh. negedapatent Munich

HAMBUEG, June 2, 1967

B ο ο tsrum ρ £ The innovation "relates to a better" hull.

A number of suggestions for improvement for the formation of a boat hull are known. These suggestions for improvement can be mainly divided into two groups, from one of which relates to improvements that look to a reduction in the drag of the boat hull in one Relate to movement through or over the water while the other such improvements "concerns that deal with the increase in Directional stability of the boat hull "when driving through or over deal the water. The attempts so far, both tasks, namely to solve the reduction of the flow resistance while achieving maximum directional stability, did not lead to a satisfactory result, as the designs for the hull were mostly a compromise, the one-sided on the more desired performance characteristics was aligned.

For example, should the. Drag of the boat hull be decreased, it is desirable that the hull be slidable is trained. The usual flabby Eumpf is a

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Example of a. Hull of a sliding construction} a boat with such a hull seeks to rise from a water displacement position to the full glide position on the water surface, when it is moved forward. Among other disadvantages, however, a boat hull of the flat bottom type is not directionally stable.

The most common type of hull currently available However, it is a modification of the flat G-lead hull and has a Y-shaped or round bottom. Although the gliding ability of such a boat hull compared to the Slidability of the flat bottom type has not been improved, "in such a construction, it is advantageous that because of the shock-absorbing and wave-flattening properties of the bow a smoother run is achieved «In addition, it is due to the V-shaped or rounded design of the bottom compared to the flat-bottomed design, a leveling stability is achieved.

Just replacing a flat swamp floor with a V-shaped one or round bottom, however, usually leads to a considerable loss of sliding properties, since the against water particles impacting the guide section of the sliding surface do not impinge at a simple angle with respect to such a sliding surface, but at one compound angle, which is largely determined by the angle of the keel in relation to the water and the sharpness of the V or the narrowness of the curve of the hull. The against such V-shaped or round bottom boat hulls impacting water particles will be to the outside? across the keel of the hull, deflected. Consequently the lifting effect of the water decreases and the gliding ability decreases.

It has also been found that the stability of a V-shaped or rounded swamp-bottom, although better than that of a flat-bottomed hull, in such situations not sufficient in which the hull has to drive through or over waves that are not perpendicular to the direction of movement of the hull or in which the boat makes a sharp turn. In both cases the hull has the Tendency to slide sideways or to tip over and capsize. This Nedgung, designed for such a V-shaped or rounded Hull floors usually characteristic is determined by a number of factors, such as the inge of the turn that is in the turning force, as well as amplified by the height and the approach angle of the waves through which the boat hulls travel.

When trying to improve directional stability, are various types of multi-keeled hulls developed been. In such hulls, two or more parallel keels are provided, each of which is of the type a V-shaped or rounded bottom. Such boat hulls are, however, in the rarest of cases, slippery and also have the disadvantage that they have a relatively high frictional resistance compared to the hater, since the multiple Keels typically displace water in all operating conditions and the area lying in the water is greatly enlarged, resulting in a correspondingly increased frictional resistance results.

The innovation is based on the task of an improved To create a boat hull, through the construction of which a sliding of the boat "occurs with a minimum of frictional resistance and maximum stability and driving characteristics can be achieved.

According to the example, the object is described in claim 1 dureh Boat hull solved »To further develop the solution to the problem, the claims 4-7 and 8-17 described facilities. Created.

I have a boat hull built according to the model teaching an unusually high degree of directional stability independently on the direction of movement of the boat and the tightness of the tack taken, even when driving through waves or rough Water. In addition, the boat hull according to the invention still goes within a very short period of time after insertion the full drive power in the planing state if the stern was loaded in a disadvantageous manner. In addition to This highly desirable characteristic ensures that the boat hull conforms to the pattern for an extremely high level of air visibility or Foaming of the water so that the friction resistance between Water and hull is reduced very significantly, and the foaming of the water happens regardless of whether the hull makes waves, makes sharp turns or moves in a relatively straight line over a smooth surface of water. In addition, the additional inventive Facilities the alignment stability in such Driving conditions in which this is necessary increased.

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Further properties and advantages of the innovation arise from the following description, in which the hiring to ^ Hand of the accompanying drawing is explained, for example. Is pointing

Pig, FIG. 1 is a side view of the boat hull according to the model, iigo 2 the bottom view of the in fig. 1 shown boat hull,

Fig. 3 is a view of the transom of the fuselage - along the Line 3-3 in the direction of the arrow,

Figure 4 is a bow view of the hull along line 4-4 of Fig. 1 in arrow direction,

5 shows a cross section through the fuselage according to the model along the line 5-5 of FIG. 2 in the direction of the arrows,

Fig. 6 is a side view of the boat hull shown in Fig. 1. pfesj where the hull is shown in a position which he takes roughly when the boat starts at full power from a boom in the water,

Figs. 7 and 8 are side views of the in Figs. 1 and 6 shown boat hull, each showing the boat hull in a position that it approximately shortly after the in Fig. 6 shown Tollgasstart or .. at full cruising speed occupies, and

FIG. 9 is a partial bottom plan view of that shown in FIG. 1 Boat hull in which the mixing of the Water is shown with air, which is most desirable during certain operating conditions caused by the stump,

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- 6 - 7

The hull described here "can be replaced by various materials and processes known to those skilled in the art can be produced. For example, it can consist of individual, suitable Way to be made of wood planks attached to an inner frame or wholly or partially from plywood. The invention does not, however, relate to the material or process used, and therefore it was assumed that the one described below Hull made in one piece of suitable plastic material and / or overglass for the sake of simplicity would.

1 and 2 show a boat hull 10 with a stern 12, a bow 14 and side parts 16 and 18. The side parts 16, "18, the stern 12 and the bow 14 merge into a fuselage floor 20, the near the bow 14 has a V-shaped training and ziim. Stern 12 gradually becomes an ever flatter V-shaped Apprenticeship accepts.

For example from the Pig. 1, 2 and 4 is evident the hull 10 has an essentially straight keel line 22, which merges into the leading edge 24 of the bow 14 * As shown in the fig » As shown in FIGS. 2 and 3, the transom 12 has a recessed portion 26 for mounting an outboard motor.

The floor 20 of the fuselage 10 is provided with gangways 28 and 30 Mistake? which run from the stern to the bow 14 and meet at point 32. Since it was assumed that the boat hull was cast planks 28 and 30 form an integral part of the hull., This is of course one preferred Training, as no separate fasteners are required

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are borrowed to "attach the planks to the floor 20 of the fuselage. As can be seen from Figures 1, 2, 3 and 4, the planks 28 and 30 have transverse surfaces 34 and 36 and also perpendicular outer surfaces 38" or. 40t Each of the transversely extending outer surfaces 34 ″ and 36 grows continuously in width from a minimum amount ″ at 32 to a maximum amount at the stern end 12 (S ¹ Ig. 3). As can best be seen from FIGS. 1 and 4, the lateral surfaces 34 and 36 of the planks 28 and 30, although they are essentially horizontal, gradually rise from the horizontal towards the bow end 14.

In addition to the plank gangways, an essentially triangular or delta-shaped surface 42 is arranged on the fuselage floor 20. As can best be seen from FIG. 2, the delta-shaped surface has a guide tip 44? which is located at a point on the keel line 22 which is substantially in the middle between the ends of the hull. In the ideal case, the tip 44 is only a point on the keel line 22. In the side elevation of the fuselage (FIG. 1), the delta-shaped outer surface 42 therefore continues the target edge 22 and also runs essentially horizontally. The delta-shaped surface 42 is delimited laterally by vertically arranged surfaces 46 and 48 which open into the bottom 20 of the fuselage. As can be seen from FIGS. 1 and 4, the vertical side surfaces 46 and 48 are inclined with respect to the keel line 20 and taper in width from a maximum amount at the stern to a minimum amount at point 44 o Preferably the baths 50 are of the delta-shaped area 42

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and the corresponding ends 42 and 44 of the planks 28 "and 30 designed so that they with the outer surface of the tail ~ bar 12 lines »

According to the innovation, a guide fin is also provided on each side of the fuselage. For example, as can be seen from Figures 1, 2 and 4, the guide fin 56 is preferably designed so that it begins at point 58 of the side surface 16 of the fuselage and then gradually proceeds with progressive course to the stern of the hull toward downward. In one embodiment, the pattern according to the fuselage, which was successfully tested, was the length of the guide fin, measured from their foremost point 58 until its end surface 60, between a Tiertel and Third of the entire length of the body.

How best from Pig. 4, the guide fin 56 has diverging exterior and "inboard surfaces 62 and 64, the T ** are arranged like ₀ The Innenbordfläehe 64 forms together with the between the strake 28 and the guide fin 36 lying bottom surface of the hull a channel-like passage 66» The outboard surface 62 preferably opens into a substantially laterally extending surface 68, which can also begin at point 58 and can extend to the end surface 60 of the guide fin in such a way that it has essentially the same shape as the guide fin 56 in the side view (Pig. 1) shows or which can run to the stern 12 «-

Its second fin is in the same way on the other Side of the hump, and this is the second guide fin as well as all associated parts with the same reference

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sign, but indicated by a comma. As already established are the previous attempts to resist movement To reduce the position of the boat hull and still achieve maximum directional stability, not successful been. The model boat hull, however, combines a number of features, both of which by combining them substantial reduction of the flow resistance with a Movement of the boat hull through water is achieved and at the same time a maximum amount of equilibrium stability is obtained, not only in conditions where the boat is in either a curved or a straight line through or over relatively calm Water travels, but also in those conditions where the boat has to traverse rough water, for example at times of strong Wave formation.

w
When the boat is in the water at rest, the waterline opposite the other parts of the hull is along the line 70 shown in Fig. 1. As can be seen, in this condition the guide fins 56 and 56 'are wetted and parts of them are under water. However, if the swamp is moving at full cruising speed and assuming the full marching position, it is subject to further reference to Pig. 1, the mirror of the waterline opposite the hull parts essentially on the line marked 70a.

From this it can be seen that between the two states, that of standing still in the water and that of full travel or Marching speed, a tremendous reduction in the wetted hull area takes place.

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It has already been mentioned that one of the ways to reduce the drag of the boat as it moves through the water is to make the hull move more along the surface of the water than to plow through the water It has been found that the delta-shaped surface 42 gives the boat hull this characteristic, which lies in the fact that, as shown in FIGS ) passes over an intermediate layer (Fig. 7) into a position at full cruising speed (Fig. 8) The position of the boat hull shown in Pig, β resulted from a test which was carried out on a particularly advantageous exemplary embodiment, an outboard motor and the maximum power was applied almost abruptly while the hull was in a resting position in the water Heck to that? what could perhaps be called cavitation | therefore, as shown, the stern plunged deeper into the water, while the bow end rose. Immediately afterwards the boat passed through a series of different intermediate positions, from which one by the pig. 7, and finally took up the full marching position of Pig'8. It is estimated that a total of about 1 1/2 seconds elapsed between applying full force (Pig. 6) and taking up the position at full marching speed (Pig. 8) Load weight at the stern end of the boat hull was loaded, this period of time is relatively kPES and primarily

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the delta-shaped roof 42 to be ascribed to the delta-shaped As already mentioned, the delta-shaped sliding surface 42 is essentially triangular and begins from a tip or point 44 and widens laterally to an area of considerable width at their end 50 off. Therefore, the same tendency becomes the stern of the boat hull due to cavitation or the like The phenomenon of pulling close to the bottom, overcome as quickly as possible by the sliding surface 42, which the boat hull when moving caused to move forward to see the surface of the water.

It should be noted that the delta-shaped slide surface has vertically arranged side edges 46 and 48, which are at a relatively flat angle with respect to the keel line 2.2 run, which means that they "have very little frictional resistance when the boat moves through the water.

In addition to the delta-shaped sliding surface 42, the laterally extending surfaces 34 and 36 of the planks 28 and 30 provide additional surfaces that are designed in a similar manner to the delta-shaped surface 42 * Just like the delta-shaped sliding surface 42, its foremost point is in the form of a point and increases in width towards the stern of the boat, the surfaces 34 and 36 also have a steadily increasing width, starting from their connection point 32 and to their corresponding ones. Ends 52 and 54 running towards.

In contrast to the sliding surface 42, the laterally extending plank surfaces 34 and 36 are inclined slightly upwards,

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as already mentioned and shown for example in FIGS. 1 "and 4, so that the surfaces 34" and 36 not only act as a flat boat bottom, but also seek to capture air in the water flowing below so as to mix the water with air and to reduce the frictional resistance that might otherwise exist. As a result, check ₅ that the surfaces 34 and 36 cooperate with the delta-shaped sliding surface 42 to a lifting force at precisely that point exercise of the hull where it is most effective for achieving a sliding condition "

The planks 28 and 30 also take care of the same delta-shaped sliding surface 42 for increasing the alignment stability of the boat hull not only when it is Moved in a straight line through the water, but also on sharp turns and even when driving through waves or choppy Lake. This is made possible by the steps provided at plank aisles 28 and 30, perpendicularly aligned surfaces 38 and 40 and by the attached to the delta-shaped sliding surface 42 perpendicularly aligned surfaces 46 and 48 achieved.

For example, the directional stability during those operating states in which the boat hull is essentially moved straight direction, through the vertical surfaces 38 and 40 and the surfaces 46 and 48 achieved in that the The amount of water that flows past these vertically aligned surfaces serves to cause a lateral movement of the hull to prevent in the water »If, on the other hand, the boat hull executes a turn, whether it is narrow or wide, they look for it vertically arranged surfaces 38 or »40 and 46 or 48,

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~ 13 -

which are on the outside of the turning arc "to prevent the stern of the boat from slipping sideways in situations in which the degree of turning is unusually high In such a position, however, the side surface on the outside of the turning arc and belonging to the delta-shaped sliding surface is still in the water and prevents the hull from slipping sideways. This state of a tight turn is primarily in Pig represented by lines 70b and 70g, the line 70c schematically illustrates the position of the water line in relation to the hull during a sharp turning maneuver. the line 70b in RLg ₀ 4 line corresponds 70a of the Pig. 1 and provides the boot location in the state of the normal full Cruising speed »

As noted and from the various figures can be seen, the bow end of the boat hull 10 has a relatively sharp. V-shaped design, which, as already explained, merges into a flat V-bottom of the swamp when the Ground approaching the stern. The V-shape of the bow gives the Boat hull smoother sailing characteristics as it and can cut through it = Attention is drawn to the fact that the planks 28 and 30 are also tapered, as represented by the decreasing width of the laterally projecting surfaces 34 and 36 to a minimum width at point 32 is, whereby a minimum area is created at their respective, front, extreme ends and thus

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at these points a possible inclination of the planks, against Pounding or pounding any waves passing through the bow end of the boat is reduced. In other words prevents the tapered formation of the planks at their front extremities a rapid increase in buoyancy on them Stelleo -

Jig. 4 shows the shape of the guide fins 56 and 56 'most clearly, also, a Y-shaped configuration have as already described ". During normal travel state with a substantially rectilinear direction of movement of the trunk, the guide fins and ^56! Does not wet as is represented by the position of the waterline 70b in Pig, 4. At this time, as already described, the directional stability of the hull is achieved by the general hull shape and the characteristic alignment stability given to it by the vertically arranged pools of the delta-shaped sliding surface and the planks. In the case of a tight turn, however, which is shown by the relative position of the water line 70e in Figure 4, it is conceivable that one of the guide fins, for example the guide fin 56 ', dips into the water when turning, however, only increased directional stability and prevents side slippage, just like the guide fin 56 'w uring a sharp turn it provides directional stability, it also has such a stabilizing effect when the boat is moving in an essentially straight line, but passes through waves that are at an angle to the direction of movement in the same way as the stability achieved during a tight turn. If one considers a section of the line 70c as a

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Position of a wave ₅ it becomes clear that the guide fin of a boat hull, which passes through such a wave, will cut into the wave and prevent the hump from slipping sideways, thereby ensuring stability in the lateral direction. If the boat hull has to traverse waves which are "for example essentially perpendicular to the direction of movement of the boat, then because of the V-shaped design of the bow the boat hull will go into these waves" and cut through them, and each of the guide fins will also be in these waves In this case the depth _s with which the guide fins traverse the waves will of course depend to a large extent on the speed of the boat hull and the load weight of the hull. In any case, it should be made clear that the guide fins are at this time perform at least two desirable tasks, one of which is to increase the cragging of the hull as it traverses the wave and the other of which is to impart alignment stability to the boat hull. shaped design of the two guide fins, the resulting load capacity does not start abruptly, but change gradually and proportionally to the immersion depth of the guide fins in the water. The V-shaped design provides, in the same way as the V-shaped design of the bow end of the hull, for a gentle, gradual increase in the lift force.

In addition to this, the guide fins fulfill another important task. As can be seen most clearly from FIG. 4, the fuselage floor 20 and the inboard surfaces 64 and 64 'of the guide fins 56 and 56' delimit the tunnel-like sections 66 and 66 ', respectively.

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which, when viewed from the bow end, have an essentially arcuate design. The arrangement of such arched, tunnel-like sections results in the creation of a further variable reaction force, which dampens and smooths the running properties of the sump 10 regardless of the amount up to which the hull jumps out of the water, for example if it hits a wake front at high speeds cuts through. As, for example, from both the E ¹ Xg. 1 and 4, the bottom sections of the guide fins 56 and 56 'run at a considerable distance above the finish line and above the waterline assumed at cruising speed, which is represented by the line 70b. Accordingly, when the sump is made to jump up out of the water and then hit the water again down, the keel line of the hull contacts the water first. The substantially V-shaped shape of the bow and hull causes one to be substantially upward and outwardly directed flow of the water located below, and the water that is gently thrown out onto this meets the curved surfaces of the channels 66 or 66 '. The inboard sections 64 or 64 'of the corresponding guide fins deflect the water that hits it downwards towards the normal level of the water is directed upwards, has a dampening effect on the hull and thereby prevents "knocking" or "pounding", which often occurs with other hull constructions when they come back onto the water.

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fall. It can be seen that this beneficial effect was observed would not occur if the bottom parts of the guide fins were not above the keel line. That means that the

Creation of a hydraulic reaction force primarily 3

depends on the fact that the keel of the hull earlier than the lower

lf> edge sections of the guide fins are immersed in the water,

The same phenomenon of a hydraulic reaction also occurs when the hull 10 passes through a cold water front or other wave conditions, for example roughened water surfaces. It should be made clear that the hydraulic reaction force is a variable quantity, because if the speed of fall of the boat increases, which occurs when the boat is made to jump greater heights, the hydraulic damping force increases at the same time the boat by way .. _τ fall under the normal level of the water is also a '"ejection of including entrapped water by' * 'above or outwardly at a greater speed causes ^ since the force effect of the ejected in this way the water is proportional to its speed, results from the fact that the hydraulic reaction force will also increase in proportion. the hydraulic reaction force should not be confused with the buoyancy force ^ y, each of the Jl guide fins exerts when the guide fins in wavefronts single dip 'or they migrate through.

Whenever a hull is shaped, there is of course a desire to minimize the area of the hull that is submerged in the water To keep the frictional resistance of the water small when the boat moves through the water as small as possible

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keep. As a result, the guide fins only become in that moment or effective in such operating states? in which their Activity is desired and they do not offer any additional; ins more immersed surface during such operating conditions, in which neither their additional buoyancy nor an additional

^ ₁ lehe alignment stability is required.

y To further reduce the frictional force or frictional resistance exerted by the water when the boat moves, the channels 66 and 66 ', which are mainly formed between the swamp floor and the surfaces 64 and 64', act in such a way that they draw in air to mix it with the water flowing through the channel during those conditions in which the guide fins are either partially or fully submerged. Sucking in the air has the consequence that the water flowing through the channels 66 and 66 'is mixed with air or foamed, as a result of which the water, which would normally remain clear, is converted into a water-air mixture and thereby counteracts the friction of the channels through the channels the hull of flowing water is diminished.

This foaming or air-mixing effect is shown schematically by the reference number 72 in FIG. The foamed water is locked in after it has flowed through the channel ύ 66 and is then located between the vertical surface 38 of the plank 28 and the downwardly directed surface 74 of the web 76 "As best shown in FIGS. 2, 3 and 5 , the webs 76 and 76 'are partial continuations of that fuselage section which forms the guide fins 56 and 56',

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In addition to the foaming effect created by channels 66 and 66 'is achieved, a further foaming of the flowing through between the surfaces 74 or 74' and the surfaces 38 and 40 is achieved Water through the end surface or the shoulder 60, which is at the end of the corresponding guide fins 56 or 56 * ^, is trained. The end faces ensure a suction of

air behind them when the guide fins are outside the ^fc water, by causing a partial reduction in the air pressure at this point and thereby causing the water flowing past to be displaced with air or to foam it, and thus the friction of the water against the hull between reduce the boundary surface of the web 76 or 76 'and the vertical surface 38 or 40 of the planks *

In addition to the features already described, it has been found that the guide fins the splash water that the Bug during the march state even if the guide fins does not lie in the water, creates, deflects outwards and upwards. If the guide fins are in the water, do so when driving through of waves can be the case, the laterally extending surfaces 68 and 68 'also cause an outward and downward movement directed deflection of the spray generated by the corresponding guide fins ^.

Further embodiments are possible without the scope of the

¹ ^ to leave innovation.

Claims (1)

■ Protection to.sp.rtiohe ".. 1, boat hull with a bow, aHeafc, side panels and a single-keeled floor surface which is essentially V-shaped at least at the bow, characterized in that, that to achieve bucket while moving forward of the fuselage (10) mainly "on the Heek (12) acting lifting force a delta-shaped G-guide surface (42) formed along the target line (22) of the floor surface (20) istj with its tip (44) facing the bow (14), so that the width of the delta-shaped surface (42) increases towards the stern (12). 2. A boat hull according to claim 1, characterized in that, to increase the directional stability, side surfaces (46 »48) arranged essentially vertically are formed on the bottom surface (20) and from there extend downward where they come onto the delta-shaped surface (42 meet) and form the oppositely directed side surfaces of the delta-shaped sliding surface (42) which extend inclined relative to the keel line (22) to impinge on the tip (44) of the delta-shaped surface (42) " —2— Boat hull according to Claim 1 or 2 _S, characterized in that the tip (44) of the delta-shaped surface (42) lies essentially in the middle between the bow (14) and stern (12). 4. boat hull according to one of the preceding claims, J * characterized in that to achieve a lifting force additional surfaces (34, 36) are provided, which protrude laterally from the fuselage (10) to the delta-shaped surface (42) support when lifting the stern (12), 5ο boat hull according to claim 4, characterized in that the laterally protruding surfaces _(34? 36) increase towards the stern (12) in the width. 6. Boat hull according to claim 4 or 5, characterized in that the laterally protruding surfaces (34? 36) _(? 30 28) of the bottom surface (20) are mounted on each of a plank and * run at least over the greater part of the length of the fuselage. 7. boat hull according to claim 6, characterized in that to increase directional stability each:> of the planks (28, 30) has a substantially vertically arranged side surface (385 40), which at least over the larger Part of the length of the plank runs. - 8. Boat hull according to one of the preceding claims, J ¹ characterized in that a guide fin (56, 56 ') is arranged on each side of the boat hull (1O), the foremost point (58 or 58') in the vicinity of the Bugs (14) on the side surfaces (16 or 18) of the boat hull (10) and which extends rearward over a length which is substantially less than half the hull length. 9. boat hull according to claim 8, characterized in that the length of the guide fins (56, 56 ') is less than a third but greater than a quarter of the length of the body. 10. Boat hull according to claim 8 or 9, characterized in that that each guide fin (56, 56 ') at its end face essentially - loan V-shaped and that the V-shaped projection protrudes such below _see that the guide fin (56,56 ') is normally water when the boat hull with travel speed moved ", ■ wherein the guide fins are arranged in such a way that they plunge into the water when the boat makes a sharp turn or when it crosses waves of considerable height. 11. Boat hull according to one of claims 8-10, characterized in that that each fin (56 ", 56") on its rear End a substantially perpendicular end face * (60), so that the water flowing past it with <* Air mixed and the hydraulic resistance of the rear this end surface (60) lying body part is reduced, 12. Boat hull according to one of claims 8-11, characterized in that each guide fin (56, 56 ^! ) Has an outboard surface (62, 62 ·) and an inboard surface (64? 64 '), and ^. that the inboard face (-64 _S 64 ') together with the bottom part - / (20) of the hull a substantially parallel to the keel ^l' forms s line (22) of the sump (10) extending channel (66, 66 '), due to the normal ice conditions or partial wetting of the guide fin, air, but water flows when the guide fin is completely submerged. 13 «after the boat hull. Claim 12, characterized in that that each guide fin (56, 56 ") in the lateral direction of view has a substantially arcuate shape" and each channel (66 '66) is also arcuately extends _S with its front end is bent upward, so that in normal 5 *, travel state of the In the hull of the boat (10), the air hitting the front end of the channel flows through the channel (66, 66) at increased speed. 14. Boat hull according to one of claims 8-13? characterized in that the guide fins ( 56-56 ') are essentially in the flow path of the water spraying upwards and outwards from the bottom (20) and the side parts (16, 18) of the hull (10) ₉ by the up spraying water deflect down and thereby generate a hydraulic damping force acting on the boat hull. * 15. Boat hull according to one of claims 8-14 »characterized in that ^c is characterized in that on each side of the hull (10) one in substantially laterally running side surface connected to the outboard surfaces (62, 62 ') of the guide fins (56, 56') is formed _? which is hit by the splash water generated by the water when the corresponding guide fin is traveling,
«>» jr. 16. Boat hull according to claim 15? characterized in that the laterally extending side surfaces (68, 68 ') extend from the guide fins (56, 56') to the stern (12). - 5 * 17 »boat hull according to any one of claims 8 -16, gekennzeichnet9 characterized that on each side of the hull (10) between the rear end (6O ₅ 60 ') of the guide fin _(56? 56') and the rear one by projecting the bottom web (76 , 76 'is located), the outboard _surface? 62 with the outboard surface (62'? 56) of the respective guide fins (56 ') in alignment, the inner lip surface, however, with respect to the inboard surface (64 _S 64') of the respective guide fins (56, 56 ') is arranged recessed.