WO2009097881A2

WO2009097881A2 - Watercraft

Info

Publication number: WO2009097881A2
Application number: PCT/EP2008/009748
Authority: WO
Inventors: Udo Wulf; Cornel Thill
Original assignee: New-Logistics Gmbh
Priority date: 2008-02-07
Filing date: 2008-11-18
Publication date: 2009-08-13
Also published as: DE202008001708U1; WO2009097881A3; DE202008012549U1

Abstract

The invention relates to a watercraft, particularly an inland water vessel, comprising a bow region substantially in the shape of a wedge. At the center, a beveled surface tapering approximately from the bow toward aft into the bottom of the vessel is present. On the starboard and port sides downwardly projecting guide elements are provided, which delimit the central beveled surface at least in some regions. To this end, the guide elements are configured as skids, which are tapered toward aft in a flow-dynamic manner. Furthermore, aft of the skids, flow regions that are open to the side and downward are present, the main flow direction of which, as viewed in the travel direction, form approximately an acute angle to the midship line.

Description

WATERCRAFT

The invention relates to a watercraft, in particular a ship as barge or coaster, according to the preamble of claim 1.

Such vessels, which are especially suitable for inland navigation, are known, for example, from DE 37 12 534 A1 or EP 1 663 769 B1. The watercraft according to EP 1 663 769 B1 in this case has a bow area which has essentially the shape of a lying wedge and which has an inclined surface extending from the bow aft into the ship's floor. This inclined surface, together with the starboard and port side guide elements provided a kind of inclined surface channel.

The guide elements provided on both sides, which delimit the oblique surface channel in the form of a standing wedge, have recesses in the rear region, in each of which at least one drive unit, for example as a propulsion unit, is provided.

Both the guide elements as well as the design of the recesses have in terms of flow technology still considerable room for improvement, since the formation of flow vortex in the aft region of the guide elements as well as the recesses for the Propulsionseinheiten itself and their transition into the ship's bottom by driving turbulence in a higher energy demand require, as this is aimed at in the overall concept.

A disadvantage is seen here in particular in the design of the rearward shape of the guide elements to the recesses and also the aft-oriented shape of the recesses.

A object of the invention is therefore to improve a generic vessel and barge in the shape of the underwater hull in the bow and foredeck so that a high efficiency of the drive units due to the Shape of the underwater ship and the resulting flow dynamics is achieved, and also the energy consumption at comparable speeds can be reduced with other types of ships.

This object is achieved in the watercraft by the features of claim 1.

A core idea here is to design the guide elements which are relatively long in the prior art as skids, which have a relatively short longitudinal extension and are designed to be flow-dynamic. Aft of the skids are provided to the side and downwardly open flow areas or flow channels, through which the displaced amounts of water can be discharged to the outside and below. In particular, the placement of drive units, in particular propulsion units, creates an efficient drive possibility in these areas of the flow areas. The main flow direction of the outgoing and downflowing in the flow areas amounts of water takes place in these areas approximately at an acute angle to the midship line. In this shaping of the underwater hull of the bow area can be largely equalized by improving the flow dynamics to and from the drive units, flow disturbances on the skids at low angles of attack to the midship line.

An important further idea is to make the arrangement and the profile design of the runners so that the two wave systems, which are generated on the one hand only by the hull and the other by the skids in motion, by the superposition of wave crests and troughs of these two wave systems considerably reduced, possibly even be leveled. In this sense, the runners produce, so to speak, phase-shifted waves which superimpose and at least partially cancel out the waves of the ship's hull. As a result, the characteristic impedance of the ship is reduced in speed, so that a higher drive efficiency is achieved.

The skids are advantageously designed fin-like, fin-like or rudder-like. In horizontal section, the runners therefore have flow-dynamically adapted an elongated teardrop shape, are wing-shaped or wing-like shaped. Advantageously, at the lower edge of these skids, especially at the trailing edge, a Leitformteil be provided to prevent the formation of Zeldwirbeln and flow vortex. The propulsion drives expediently used as drive units can be designed electrodynamically and can be pivoted through angles of 180 ° to 360 ° about their mounting axis.

With regard to a high efficiency of the drive units and diesel-electric drives, mechanical-hydraulic drives or mechanical direct drives can be used tuned to the type of ship and its requirement profile.

The arrangement of the drive units within the flow regions and flow channels is made so that on the one hand the best possible flow of the guided through the flow areas amounts of water is present. On the other hand, this arrangement of the drive units takes place in such a way that the masses of water displaced and accelerated outwards by the pusher jet do not rub against the hull. The Coanda effect is thus largely or completely prevented.

The drive units including their nozzle are arranged in coordination with the other contour so that they come to rest within the hull contour. This represents a higher security against accidents in the area of the ship's bottom and the ship's sides.

The oblique surface of the bow region is flat-shaped at least along the midship line and has, in particular, transversely to the midship line in vertical section approximately a V-shaped wide contour, which forms an obtuse angle specifically. In the area of the runners, a vertical section is used to create an M-shape whose outer legs change into the shape of the runners.

In a side view on the bow area, the shaping is such that a front and a rearward oblique area is formed, wherein approximately in the middle of the longitudinal extent of the bow area, a largely horizontally extending intermediate step area is provided.

In this intermediate stage, the drive units are advantageously placed in order to achieve hydrodynamically favorable inflow and outflow conditions while the ship is in motion.

The anterior and stern oblique areas, together with the intermediate area, may also be considered spherically shaped in view of the optimum speed of the vessel. be formed continuously running surface.

In this way, a relatively flat-arch-shaped, one-piece surface is produced which further improves the flow dynamics, in particular in the region of the nacelle of the drive unit.

The drive units are arranged at a distance from the aft boundary or edge of the corresponding runner, so that a good flow of the drive units is achieved.

The runners are expediently designed and adapted in terms of the type of ship and its draft range in height and shape to a hydrodynamically optimal effect. For this purpose, the adaptation of the vertical extent of the runner as well as a twist or a twist of the profile of the runner or the change in the curvature and thickness of the runner and also the angle of attack of the skids against the midships line, but also the mounting position of the runners even at the bow, contribute.

At certain angles of inclination of the skids relative to the midships line, it may be useful to integrate a guide element at the lower end of the runners, which prevents or reduces flow around the runners lower edge in the transverse direction or prevents pigtails.

Therefore, a runner designed in the form of a ridge or a fin can have a front and a lower inflow region of approximately the shape of a "J", and the underside of such a runner advantageously lies on or within the extension plane of the ship's bottom.

The positioning of the skids can be suitably made so that the front inflow of the blade passes approximately vertically in the frontal bow area.

Depending on the optionally predetermined oblique surface of the bow region, the range of draft for loaded and empty ship, as well as on the range of travel speed, the runner can also be offset to the aft in the direction of the drive unit. The inclined surface advantageously forms in the region of the skids with these a bow-sided central inclined surface channel, which terminates aft behind the open flow areas in the horizontal ship's floor.

Advantageously, in an inland vessel with an inclined surface in the bow region, a longitudinal extension of the runners at about 1/6 of the length of the inclined surface has proved to be particularly aerodynamic. Depending on the ship conditions, however, the longitudinal extent of the runners can also be about 1/8 to 1/3 of the length of the inclined surface. The shape and length of the runners is particularly dependent on the ship's speed in terms of optimum travel speed.

A watercraft with such a designed bow area will also have similar propulsion drives in the rear area.

These drives may be employed in the vertical plane with respect to the propeller nose axis in the direction of the flow filaments. In the horizontal plane, both propulsion drives can be adjusted according to the speed of travel and by close

Fairways generated a changing inflow.

With regard to the attachments of these rear propulsion drives and the greatest possible displacement of the ship's bottom runs in the rear very flat aft and is equipped for directional stabilization with a central deadwood.

Since, in particular, when the ship is traveling slowly, the tail area expediently designed as a box tail sinks in somewhat deeper, in accordance with the test findings, a dead-water zone and wake turbulence form there early. However, this means an increase in the driving resistance.

To reduce the occurring Totwasserwirbel the tail is therefore provided with a vortex-forming transverse and open to the rear gutter or gutter.

In this way, specifically stable small demolition vortices are generated, so that the driving resistance can be significantly reduced.

The gutter, seen in the transverse direction of the ship as a longitudinally cut tube with the opening to the rear and is used as the lower tail edge, reduces or eliminates the aft occurring dead water zone and the relatively large, unstable wake vortices, so that when dipping this gutter on Stern of the ship to be generated stable detachment tail. In a simple form, the gutter has approximately the contour of a pitch circle of up to 180 °. With regard to the optimal ship speed, it is also possible to provide deviating shapes, such as, for example, slightly elliptical.

The usual rudder effect in the rear area is ensured here, for example, by the rotatability of the drive units. The deadwood and the gutter can be made of metal or a rigid plastic composition. For the drive and control effect, the propulsion units are arranged at a distance offset aft to the deadwood.

This leads to an increase in the Propulsionswirkungsgrade and thus to reduce the required propulsive power.

The main flow direction generated in the flow regions or flow channels through the underwater shape of the bow region forms approximately at an acute angle to the midship line, so that the water masses accumulating in the inclined surface region can be well diverted into the mutual flow regions. The main flow direction in the flow areas is about 10 ° to 45 °, with a preferred orientation at about 22 ° to the midship line.

The clear height of the flow regions or flow channels allows the complete absorption of the corresponding drive unit, at least in alignment with the ship's bottom.

With regard to a further reduction of the flow resistance on the underwater hull, it has been found that the relation of the longitudinal extent of the skids to the length of the entire inclined surface or to the aft discharge region of the flow channels is of particular importance.

Due to the flow-dynamic shaping of the bow area, an almost equal impulse efficiency is achieved for the front drive units despite the incidence angle in the flow channel, as with the aft-positioned propulsion units.

The shaping of the bow area according to the invention including the design and placement of the runners can be compared in their effect with the well-known Wulstbugs in ships. However, disadvantages of the bulge bugs can be avoided. So occurs in the bow according to the invention with runners no extension of the ship between the solders. This is especially true for driving on given lock With inland waterway vessels, this is an important aspect, which is why inland vessels usually do without a bulge.

A bulbous bow is usually hydrodynamically optimized for a given draft of a ship. The bow shape according to the invention, in contrast, allows greater degrees of freedom, with the positive effects also being set and present at different depths of the ship. The design and placement of the runners, possibly also with different angles of attack, allows a high flexibility of adaptation for the ship designer to achieve a hydrodynamic optimum effect with regard to a partial or extensive leveling of the wave systems generated by hull and runners even with different draft of a ship ,

The inventive concept of the bow shape with skids, for example with Flossenkufen, requires no extension of the ship, as with a bulge. In addition, with less volume, especially at the runners, a better interference with the wave systems is achieved. The runners can also be designed and configured much more independently than a bow bead, which must be integrated into the overall design of a ship from the outset. Skids and bow therefore allow the ship's designer, for example, to be able to better implement hydrodynamic targets by means of the span-oriented curve (see "Hydromechanics for Ship Design", 3rd edition of 1988, Prof. Dr. Ing. Schneekluth, Koehler-Verlag).

The skids provided according to the invention support the straight-ahead running properties of the correspondingly equipped ship in forward travel and in reverse travel, so that the course stability of the moving ship's hull is ensured for both directions of travel. In conjunction with the bow shape, the runners protect the front drive units and ensure the propulsion efficiency of these drives. This applies in particular to ship accidents on embankments or during ground touches. The good maneuverability of a corresponding ship with runners is maintained.

The bow and runner geometry according to the invention is also possible with other watercraft without front drive units. For example, skid systems according to the invention can also be equipped or even retrofitted with light rail or pontoon bow shapes in the case of vessels. Again, the reduction of two wave systems, which are generated by hull and skids, due to the superposition of positive and negative pressure fields, can be achieved.

Since the skids represent a separate component of a watercraft, they can also be used or retrofitted with any suitable ship shape. The shape and position of the runners must be adjusted to the shape of the bow and the speed of the vessel.

The bow and skate concept according to the invention also shows that a suitably equipped ship, due to the quickly attainable "volume" in the bow area, is much less prone to plunge or deep into the wave than a conventional bow Bugs and the deceleration of the ship when entering the shaft, which ultimately results in a higher average speed of the ship for a given propulsion power.

The corresponding design of a ship with bow and runner shape according to the invention therefore entails, on the one hand, a high degree of stability for the ship, whereby up to a given limit speed this does not have to be paid for with a high propulsion power. The above factors therefore bring a significant energy savings for the drive equipment and ship operation.

The invention will be explained in more detail with reference to schematic drawings of several embodiments, including design concepts are included. Show it:

FIG. 1A shows a bow region of a watercraft according to the invention in a perspective view from below and from starboard; FIG.

Fig. 1B is a front view of the bow area of Fig. 1;

FIG. 2 shows a flow-dynamics-modified underwater shape of the bow region similar to FIG. 1A; FIG.

Fig. 3 is a somewhat reduced view of the starboard side of the example of Figure 1 and 2 with the horizontal section lines AA approximately when empty of the ship and with the section BB with loaded ship. Fig. 4 is a sectional view taken along the line AA of Fig. 3; Fig. 5 is a sectional view taken along line BB of Fig. 3;

Fig. 6 is a schematic view of the rear part of a suitably equipped watercraft;

7 is a perspective view of a bow area from below and from starboard as an example in the context of the development concept, and

8 shows another schematic example of another bow area from below and to the port side corresponding to an earlier phase of the development concept.

In Fig. 1A, an inventive bow area of a watercraft or ship 1 is shown with view from below and to the starboard side. The bow portion 2 has an underwater surface as an inclined surface 10, which is flat-shaped along the midship line 3 and expires at the front in a transverse end face 13 of the bow upwards.

Looking at the starboard side 21, it can be seen that the bow portion 2, which is essentially in the form of a wedge, terminates in the starboard side 21 with two oblique areas 23, 24 and an intermediate step area 25 therebetween. While the front oblique region 23 and the rearward oblique region 24 have approximately an inclination at 45 ° with respect to the main ceiling plane of the ship 1, the intervening intermediate region region 25 runs almost horizontally. However, this intermediate stage area can also be arranged aft with little inclination.

In the example shown according to Figures 1A to 5 are in the foremost area of the bow area 2 starboard and port side each a runner 5 and 6 in the manner of a fin runner whose front and bottom Anströmbereich approximately the shape of a "J", placed Figure 6 illustrates guide elements which, on the one hand, stabilize the straight-ahead travel of the ship 1. However, these runners 5, 6, which are very short in the longitudinal direction of the ship 1, are even more important in that they are generated by the actual ship 1 and the bow area 2 generate first shaft system, a second shaft system, which is superimposed on the first shaft system and Thus, at least partially, a reduction or even extinction of both wave systems can bring about.

In the intermediate region between the aft edge and outflow region of the runners 5 and 6, a flow region 27 or flow channel is formed laterally almost to the region of the horizontal ship bottom 11, which is open at the bottom and to the side.

In this flow region 27, a corresponding drive unit 17 or propulsion unit is arranged on the approximately horizontally extending intermediate step region 25 or in the integrated region 26 (FIG. 2) of this surface with the oblique regions 23, 24. The same applies to the port side with the drive unit 18 and the flow area designated 28.

As can be seen more clearly from FIG. 4, the skids 5, 6 are aligned in the example with a small angle of attack forward, so that the extension lines of the runners 5, 6 would form an acute angle with the midship line 3. The flow-dynamic design of the inclined surface 10, in cooperation with the runners 5, 6 and the flow regions 27 and 28, respectively, ensures optimum flow of the propulsion units 17 and 18, respectively. The water volumes flowing in this way to the propulsion unit 17 or 18 are sucked in by the propulsion unit and pressed aft and laterally outwards with a slight inclination.

Hydrodynamically, it has been shown that due to this geometry and arrangement of the essential elements present in the bow region and the shaping, the Coanda effect can also be avoided.

The drive units 17, 18 are fastened via holders 29 on the intermediate-stage region 25, but the rotation and alignment of the drive units are expediently ensured from 0 to 360 °.

The representation of Figure 2 shows schematically the view of a modified bow area 2 from below, with only the port half is shown and there is a symmetrical complement to the midship line 3 in the concrete form. The essential difference from the shape according to FIG. 1A is that the inclined surface regions 23, 24 and the intermediate region 25 (FIG. 1A) in this embodiment are considered to be continuous from the bow 13 to the aft region of the drive unit 18 extending flat-arc-shaped contour is formed. This spherical surface 26 therefore forms the upper surface of the flow channel 30, in the rear region of the nacelle of the drive unit 18 is arranged.

Schematically, a first, lower Leitformteil 34 is shown at the lower edge and a second aft Leitformteil 35 at the rear edge of the runner at the bottom of the fin-like runner 6.

The shape of the Leitformteile 34, 35 is turned off on the optimal operating speed of the ship. As a result of this flow dynamics, pigtail swirls on the aft edge of the runner 6 or on the lower edge of flow-through effects are prevented.

The two oblique regions 23 and 24 according to FIG. 1A are therefore summarized, so to speak, together with the intermediate step region 25 in a line and a continuous arc shape with a slightly convex and optionally outwardly tapered shape. This improves in particular the hydrodynamic shape at lower ship speeds.

As can be seen more clearly in FIG. 1B, the entire nacelle of the drive units, including the flow ring, is arranged at a distance from the aft edge of the runners 5 and 6, respectively, and further placed within the contour of the hull 1.

The drive units 17, 18 are therefore protected in the bow area 2 with respect to ground contact or accidents in embankment areas of rivers and canals on the one hand by the upstream runners 5, 6 and on the other hand benefit from their arrangement within the ship's hull contour.

The example according to FIGS. 1A to 5 schematically shows a suitable runner 5 or a runner, which has an approximately oblong teardrop shape in section (FIGS. 4, 5). Both the cross-sectional contour of the corresponding selected skids 5 and their placement in the bow region or in the region of the front oblique region 23 are dependent on the type of ship to choose from the ship speed and the corresponding wedge shape of the bow and place hydrodynamically the best possible efficiency in terms of the most extensive extinction of the shaft systems in combination with the best possible flow of the drive units is achieved. The skids 5, 6 illustrated in the example of FIGS. 1A to 5 represent a type of fin. According to FIG. 1, the front approach area of the runners 5, 6 passes approximately vertically into the end face 13 of the bow. The lower portion is arcuately shaped with the lower side substantially horizontally oriented and approximately extending in the plane of the ship bottom 11 (Figure 1B).

The view of the bow area 2 according to FIG. 1B from the front shows the midship line 3 and the inclined surface 10.

Taking into account the sections according to FIGS. 4, 5, it can be seen that the inclined surface 10 has a V-shaped form in particular in the front region, which widens or opens aft and forms a larger obtuse angle, which ultimately ends in the horizontal ship bottom 11 , The drive units 17, 18 suck in the bow area, supported by also provided in the rear of the ship drive units, first the water masses in the bow area and push them over the flow areas 27, 28 with a low outflow angle aft. The shape of the runners 5, 6 supports as well as the design of the inclined surface 10 and the inclined portions 23, 24 an optimal hydrodynamic flow, which ultimately leads to energy savings in the drive units of the ship 1.

Fig. 3 shows a view on the starboard side of the bow portion 2 of the example of FIG. 1A, 1B, 2. Here, section lines A-A are drawn, which can correspond approximately to the draft of the ship 1 at a no-load.

The section line B-B illustrates a draft of the ship with appropriate cargo, with full utilization of the carrying capacity of the ship and a further, deeper immersion in the water is possible.

The reference numerals of Figures 3, 4 and 5 correspond to the reference numerals in Figures 1A, 1B, 2.

The sectional view of FIG. 4 along the line AA on the one hand clearly shows the distance between the aft flow edge of the skids 5, 6 and the beginning of the intermediate stage region 25. Furthermore, the midship line 3 is characterized by a V-shaped contour, which is a central "Kiellinie "pulls from the front side 13 of the bow into the horizontal ship bottom 11. Furthermore, taking into account the illustration according to FIG. gene or suspensions 29 for the drive units 17, 18 marked at the intermediate stage area.

The sectional view according to B-B, which illustrates a larger draft of the ship 1, so to speak, shows on the one hand the increase of the obtuse angle of the inclined surface 10 along the midship line 3, the further one would lay in the direction of the end face 13 a section. On the other hand, it can be seen that the runners 5, 6 pass with their aft discharge area into the front oblique area 23 and are arranged thereon.

The representation of FIG. 6 shows schematically and in fragmentary form the rear region 31 of a ship 1 equipped with a bow 2 according to the invention.

The rear portion 31 of a corresponding ship is therefore advantageously with a very flat from the ship's bottom 46 rising and leaving aft

Rear floor 48 equipped.

The tail 31 shaped as a box tail 41 is provided with an approximately half-shell-shaped swirling channel 40 open to the rear.

With regard to the stability in the direction of travel is a "deadwood" 49 aft of usual

Ship material, in particular of metal, provided. By far to this deadwood

49 can then advantageously on both sides Propulsionseinheiten 45, comparable to

Arrangement in the bow area, be arranged.

FIG. 7 schematically shows a bow region 130 in the development concept of the invention.

It is therefore only very briefly on geometric functional elements of this bow area 130 received. It is a perspective view of the underwater area of the bug 130 shown from below and from the starboard side.

Between the guide elements or runners 133 provided on both sides, the oblique surface 134 is provided along the midship line 140. Corresponding propulsion units 145 are placed in the lateral flow channels 138 and 139, respectively. The guide elements 133 run in the front bow area largely vertically upwards into the end face 136 of the bow. This intermediate shape of the bow region 130 already has considerable improvement, for example in comparison with a lightweight bow, which is also essentially wedge-shaped Has. However, in terms of flow dynamics, the bow elements shown in the example according to FIG. 7, in particular guide elements, can be made even more advantageous.

Another example of the development phase is illustrated with the bow area 100 of FIG. 8. Here is also a bottom view of the underwater area of the bug 100, but from port side, shown schematically.

The lying in the middle inclined surface portion 101 is bounded on both sides by guide members 125, 126. The inclined surface 101 runs aft in the horizontal ship's floor 111. In the aft region of the guide elements 125, 126 flow channels 127 and 128 are formed. These flow channels 127, 128 are bounded aft by an approximately slightly inclined rising portion 123, 124 of the ship's bottom 111.

The lines 118 illustrate different depths of the corresponding ship. This bow area 100 shown in FIG. 8 shows an intermediate phase of the geometry of the underwater area of a ship, with which some advantages in terms of flow technology can be achieved, but essential, further advantageous effects are not yet realized.

The design of the two-sided guide elements as runners or Flossenkufen the watercraft therefore brings together with the design of the flow areas and the rear transition areas of the ship's bottom a fluid dynamic form that couples a high power efficiency for the drive with good safety requirements for the design of the bow area. The essential effect is illustrated in particular by the partial extinction or reduction of the shaft system generated by the hull with the additional shaft system generated by the skids, whereby flow and wave turbulence are largely avoided, and friction losses between the water and the hull reduced Power efficiency is achieved.

Claims

A vessel (1), in particular a ship as an inland vessel or coaster, having a bow area (2; 130; 100) substantially in the form of a wedge which is centered in the aft of the ship (11; 146; 111 With oblique surface (10, 140, 101) at least partially delimiting downwardly projecting guide elements (5, 6, 133, 125, 126), characterized a) that the guide elements are designed as skids (5, 6, 133, 125, 126) which taper in a fluid-dynamic manner aft, b) that at the rear of the runners (5, 6, 133, 125, 126) to the side and to the rear open flow areas (27, 28, 138, 139, 127, 128) are provided, c) the main flow direction seen in the direction of travel forms approximately an acute angle to the midship line (3).

2. Vessel according to claim 1, characterized in that the runners (5, 6) are raft-shaped, fin-shaped or rudder-like and are designed in particular in the horizontal section as an elongated teardrop shape, wing-shaped or wing-like.

3. Vessel according to claim 1 or 2, characterized in that aft of the skids (5, 6) in the open flow regions (27, 28) in each case at least one drive unit (17, 18) is arranged, which is provided substantially within the hull contour.

4. Vessel according to one of claims 1 to 3, characterized in that the inclined surface (10) with the skids (5, 6) forms a bow-side central inclined surface channel, which aft behind the open flow regions (27, 28) in the horizontal ship bottom (11) expires.

5. Vessel according to one of claims 1 to 4, characterized in that the inclined surface (10) at least along the midship line (3) is flat-arc-shaped and in particular transversely to the midship line in vertical section substantially a V-shaped wide contour, especially with obtuse angle has, and in the region of the runners (5, 6) in vertical section about M-shape, the outer legs in the shape of the runners (5, 6) pass over.

6. Vessel according to one of claims 1 to 5, characterized in that viewed in side view of the bow area (2), the side portions of the inclined surface (10) have a front and a rearward oblique portion (23, 24), which is approximately in the middle the longitudinal extent of the bow region (2) in a largely horizontally extending intermediate stage region (25), or that the oblique areas (23, 24) and the intermediate region extending from the bow (13) to the rear transition into the bottom contour of the hull spherical shaped continuous surface form whose contour partially extends approximately with the flat-arc-shaped inclined surface (10).

7. Vessel according to one of claims 1 to 6, characterized in that the at least one drive unit (17, 18) in the intermediate stage region (25) at a distance from the corresponding runner (5, 6) is arranged.

8. Vessel according to one of claims 1 to 7, characterized that the skids (5, 6) in plan view from below and towards the bow a

Inclined to the inside, or are aligned approximately parallel to the midship line (3).

9. Vessel according to one of claims 1 to 8, characterized in that the skids (5, 6) depending on the type of ship, the ship's speed and its draft range in their height and / or shape, in particular with regard to their rotation of the profile, the curvature, the thickness and / or the angle of attack of the skids or the attachment position at the bow, be interpretable and adaptable.

10. Vessel according to one of claims 1 to 9, characterized in that the undersides of the skids (5, 6) lie approximately in the extension plane of the ship's bottom (11) and are bent forwards to the bow and largely vertically in the bow area, in particular the frontal (13) bow area or at a distance, go over.

11. Vessel according to one of claims 1 to 10, characterized in that the skids (5, 6) can be retrofitted, in particular at the front oblique region (23) of the bow (2) are attachable.

12. Vessel according to one of claims 1 to 11, characterized in that the longitudinal extension of the runners (5, 6) in dependence on the ship speed about 1/8 to 1/3, in particular about 1/6 of the length of the inclined surface (10). can amount.

13. Vessel according to one of claims 1 to 12, characterized in that the runners (5, 6) at the lower end of a guide profile (34) or a rearwardly bead outlet (35) for preventing Zopfwirbelströmungen in the edge region of the runners.

14. Vessel according to one of claims 1 to 13, characterized in that the ship's bottom (46) in the rear region (48) runs very flat aft and is designed with a deadwood (49) for directional stabilization.

15. Vessel according to one of claims 1 to 14, characterized in that in the rear region (48) is provided a rearwardly open, approximately half-shell-shaped Wirbelrinne (40).

16. Vessel according to one of claims 1 to 15, characterized in that the drive units (17, 18) with a rotation of 180 ° to 360 ° are aligned and are designed in particular as electrodynamic propulsion drives.