EP0042584A1 - Coque de bateau spécialement pour bateaux à voiles et yachts - Google Patents

Coque de bateau spécialement pour bateaux à voiles et yachts Download PDF

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Publication number
EP0042584A1
EP0042584A1 EP81104651A EP81104651A EP0042584A1 EP 0042584 A1 EP0042584 A1 EP 0042584A1 EP 81104651 A EP81104651 A EP 81104651A EP 81104651 A EP81104651 A EP 81104651A EP 0042584 A1 EP0042584 A1 EP 0042584A1
Authority
EP
European Patent Office
Prior art keywords
hull
profile
underside
plane
water level
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP81104651A
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German (de)
English (en)
Other versions
EP0042584B1 (fr
Inventor
Paul Mader
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Advanced Machines Corp AG T
Original Assignee
Mader Paul
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Filing date
Publication date
Application filed by Mader Paul filed Critical Mader Paul
Priority to AT81104651T priority Critical patent/ATE25634T1/de
Publication of EP0042584A1 publication Critical patent/EP0042584A1/fr
Application granted granted Critical
Publication of EP0042584B1 publication Critical patent/EP0042584B1/fr
Expired legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
    • B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING 
    • B63B1/00—Hydrodynamic or hydrostatic features of hulls or of hydrofoils
    • B63B1/16—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving additional lift from hydrodynamic forces

Definitions

  • the invention relates to a hull according to the preamble of claim 1.
  • the task of the invention is to design a hull so that the actual gliding process begins very early; when driving - even at low speed - the forces acting on the underside of the boat should raise the hull and thereby bring about the gliding without an angular adjustment of the hull as a whole being necessary.
  • the design of the hull in the form of the underside of a wing profile offers the advantage that the so-called "glide” is achieved at low speeds.
  • the direction of flow of the water with respect to the hull in the area of the stern is parallel to the lower surface of the boat, so the angle of attack is practically zero at this point, which means a corresponding reduction in resistance.
  • Fig. 1 an asymmetrical profile of an aircraft wing is shown, i.e. a profile which has different Y values above the chord S than below the chord S.
  • the chord S is the straight line which connects the front end of the profile to the rear end thereof.
  • FIG. 2 shows a side view of the hull of a sailing dinghy or yacht.
  • the underside of this hull according to the invention is shaped so that buoyancy-generating forces arise during the trip without the boat having to be turned.
  • the center of gravity of the boat is located so that the stern 10 of the unloaded boat does not reach below the horizontal plane 12 of the water level.
  • the bottom of the boat has in at least one longitudinal zone lying below the horizontal plane 12 body the same vertical longitudinal section profile 14, which also has the underside of the aircraft wing in Fig. 1. This profile runs tangentially to the horizontal plane 10 of the water level in the region 16, while the chord S of the wing profile lies in the horizontal plane 12 of the water level.
  • the angle of attack of the underside of the boat in area 16 is zero or almost zero. In this way, there is very little drag at all speeds, since the boat essentially maintains the prescribed relative position at all speeds.
  • the hull shown in Fig. 2 is already sliding at very low speeds. If this is the case, the hull is essentially in its entire length in the region of half the wavelength of the bow wave generated, the water in region 16 flowing essentially parallel to the underside of the boat.
  • the apex 18 of the curved underside of the hull that is the point at which the dimension Y has the maximum value, is closer to the bow than at the stern.
  • the distance of the apex 18 from the front end 20 of the sight S can be less than 40% of the total length of the tendon. This results in a particularly favorable flow in the range of driving speeds up to 40 knots.
  • Y becomes zero at approximately point 22.
  • the longitudinal section profile 14 reaches the chord S tangentially. Between points 10 and 22, the underside of the boat runs parallel to the horizontal plane 12.
  • the distance between points 10 and 22 can be 5% -25% of the length of the tendon S, which extends from the stern 10 to the front end 20 of the longitudinal section profile 14 extends. But there is also the possibility of combining the rear 10 with the point 22 to drop.
  • the shape shown in FIG. 2, in which the stern 10 is at a considerable distance behind the point 22, offers particular advantages for higher speed ranges of more than 15-20 knots. These advantages are that the tendon S maintains its position parallel to the horizontal plane 12 and does not require a larger angle of attack, which would lead to greater resistance.
  • Fig. 1 shows in dashed lines that the vertical longitudinal section profile 14 of the underside is continued forward with unchanged or only slightly changed curvature. This results in an airfoil profile without a nose radius. However, a profile with a nose radius rounded at the front can also be used, as is also shown at 26 in FIG. 1.
  • the hull has a scow-like hull shape.
  • all longitudinal section profiles of the underside of the boat match between the parallel vertical planes 28 and 30.
  • This longitudinal section pro. files therefore have the same chord length and the same Y values. If the hull were bounded laterally by levels 28 and 30, this would result in an unexpected, right-angled emergence of the side wall from the water surface. To avoid this, the hull is widened laterally beyond levels 28 and 30 and there designed as shown in Fig. 5 in three different forms in a vertical cross section of the hull. 5 shows on the right that the side wall of the hull has rounded frames 32 there. 5 shows a side wall on the left with simple oblique frames 34 or bent frames 36. /
  • this shape, shown in FIG. 4, of the underside of the hull lying below the water level is not the most suitable for all types of boats, since the boats move more or less about a horizontal central axis. Through this movement, the lift-generating profile surface that is touched by the water is more or less changed symmetrically or asymmetrically. The influence of the side wall must be taken into account, which can no longer be attributed to the longitudinal zone of the underside of the hull, as defined in claim 1.
  • the configuration shown in FIG. 6 is recommended in order to obtain more precise wing arrangements in relation to the midships plane, in which the chord plane intersects the water line at a predetermined angle.
  • the left half of this figure shows a vertical cross section through a boat hull, in which the longitudinal zone of the underside of the boat hull specified in claim 1 is limited to a narrow zone 40 which receives the vertical longitudinal center plane 38. It is therefore only for this zone 40 that the chord of the wing profile lies in the horizontal plane 12.
  • the longitudinal section profiles of the underside of the hull extending at a greater distance from the longitudinal median plane 38 have the same shape as the longitudinal section profile in zone 40, but they have different heights. This is because their tendons lie in surfaces 42 which rise towards the hull sides 44. In the embodiments shown on the right and left in FIG. 6, the surfaces 42 represent planes.
  • the hull sides 44 can have straight frames, as shown in FIG.
  • Fig. 7 two embodiments are shown, in which the surfaces 42 are not flat, but kinked.
  • the kink lines 48 form straight lines that run parallel to the vertical longitudinal center plane 38 of the hull.
  • FIG. 8 Further intricate, multi-kinked wing arrangements are shown in FIG. 8.
  • the characteristic curves shown there represent the areas 42 in which the tendons S of the vertical longitudinal section profile of the underside of the hull lie.
  • the line A is kinked twice, namely at 48 and 50.
  • the line B is also kinked twice and runs from the vertical longitudinal median plane 38 first weakly and then more upwards and outside the kink line 50 either upwards or downwards.
  • Line C shows a surface 42 which is perpendicular to the longitudinal; middle plane 38 initially runs slightly downwards and upwards outside the fold line 48.
  • Line D is similar to line C, but has a second fold line 50 and can take three different directions beyond this fold line.
  • Embodiments are shown on the right side of FIG. 8, in which the surface 42, in which the tendons S of the wing profiles of the boat underside are located, is curved. These curved surfaces 42 have straight surface lines which run parallel to the vertical longitudinal center plane 38 of the hull.
  • these curved surfaces 42 are shown without reference to the horizontal plane 12 of the water level.
  • the relative position of the water level to the hull depends solely on the volume, the heel angle, the stability, the desired wetted surface and the desired glide angle. In principle, however, these factors do not change the design.
  • F ig. 9 shows the underside of the hull illustrated in FIG. 2.
  • the vertical longitudinal center plane 38 is indicated in FIG. 9 as a straight line, below which the longitudinal section profile 14 is shown in dash-dotted lines.
  • the apex 18 is located there in the perpendicular transverse plane 52.
  • the underside of the hull lying below the water level has the longitudinal section profile 56, which not only has a much shorter chord S than the longitudinal section profile 14, but also a significantly smaller maximum value of Y at the apex 58 , which is located in the transverse plane 60, which is located further to the rear. than the transverse plane 52.
  • the vertical longitudinal plane 62 which extends parallel to the longitudinal planes 54 and 38, the underside of the hull lying below the water level has an even shorter wing profile with the apex 64 at which Y max is located, which is even smaller is than that at apex 58.
  • the apex 64 lies in a transverse plane 66 which is even closer to the rear than the transverse plane 60.
  • the three vertices 18, 58 and 64 lie in a vertical plane 51, which includes the angle ⁇ with the transverse plane 52.
  • the hull Above the horizontal plane 12 of the water level, the hull has a rear 70 at the stern, which can be inclined to the horizontal plane 12. It can also be inclined to the vertical longitudinal center plane 38, as indicated by the two angles ⁇ H in FIG. 9.
  • the surface 51 is a plane
  • the profiles in the three longitudinal planes 38, 54 and 62 have the same length-to-thickness ratio and the length of their chords S decreases with increasing distance from the central plane 38, then the absolute values of X and Y become towards the side of the boat smaller. It also follows from this when the tendons S lie in the same horizontal plane that the bottom of the boat rises outwards. This effect can be increased in that the tendons S are arranged in the planes 42 of FIGS. 6-8 instead of at the same altitude.
  • the rear side 70 can be designed differently.
  • the angle ⁇ H can be designed to be positive or negative or zero.
  • the plane 51 runs in a curve, so that the profile length X decreases unevenly towards the outside, then the bottom of the boat also forms a curved surface viewed from the horizontal plane in the vertical direction. Even at smaller angles f, the ; Boo tsarguess, since depending on the selected profile ratios, the size Y can increase in size in the direction of the side area, as shown by line 80 in FIG. 10. If this is to be avoided, a weaker sweep or delta wing construction is indicated. However, the twist can also be created. are also twisted by the chord plane 42 viewed from the side.
  • the torsion of the boat bottom can also be regulated with a fixed angle réelle by appropriately selecting a positive or negative angle of attack of the chord plane on the outside.
  • chord lengths of the wing profiles of the underside of the hull decrease from the inside to the outside to zero.
  • the front ends of the wing profiles lie on a vertical plane 74, which intersects the plane 51 in the rear 70.
  • FIGS. 12-22 show various embodiments of hulls according to the invention; in these embodiments it is illustrated how the design principle is possible within the scope of the idea specific to the invention.
  • Fig. 12 shows a construction which is comparable to that shown in Fig. 9, but with the exception that the outer profile ends at an angle of greater than 4 ° to the horizontal plane of the water at the stern. 12 is peculiar to the fact that the outer profile has a greater value Y max in relation to its chord length Xa than the central profile Pm, again in relation to the chord length X m.
  • the outer profile has a larger reserve than the inner profile, ie, relatively speaking, a larger reserve than the central profile.
  • At the return location is the measure from the tip to the intersection of the value Ymax. Due to this design option any adjustments can be made to different needs: What a transformation in the context of the invention i own profile and design principle any desired displacement and ship shape (eg narrow rear, wide tail, etc.) to achieve.
  • the embodiment according to FIG. 15 represents an extreme case of the constructive possibilities, since with this value the outer profile with respect to the Y value is almost zero or zero.
  • F ig. 16 illustrates a profile design in which there is a curve shape of the front profile limitation, that is to say the intersection of the respective front chord values with the horizontal plane; this curve shape is in combination with a continuously increasing reserve (value r), which corresponds to a continuous increase in the angle ⁇ .
  • the value Ymax decreases continuously towards the outside.
  • the so-called reserve r remains the same or that the reserve decreases while the value Ymax is discontinuous.
  • the present invention is not limited to. Sailing boats, i.e. Sailing yachts and dinghies are limited, as the desired current conditions also apply to other boats, such as also for tankers of larger dimensions. Even with such large-sized boats, it is desirable to achieve optimal gliding behavior with the least resistance.
  • the structural designs according to the invention can also be implemented in certain sub-areas of such boats, in each case based on the boat length and width.
  • the vertex 18 i.e. the area of greatest profile thickness at a point on the profile, which is even about 50% of the total chord length.
  • the vertex of the curved underside of the middle profile has an r-value, which is 50% of the chord length, i.e. the x-value, while the corresponding vertexes of the profiles existing laterally to the middle profile are at a value of 40% of the associated chord length.
  • the r values i.e. the values of the so-called reserve (see Fig. 12).

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  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Engineering & Computer Science (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Ocean & Marine Engineering (AREA)
  • Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
  • Tires In General (AREA)
  • Toys (AREA)
EP81104651A 1980-06-19 1981-06-16 Coque de bateau spécialement pour bateaux à voiles et yachts Expired EP0042584B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT81104651T ATE25634T1 (de) 1980-06-19 1981-06-16 Bootskoerper.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3022966A DE3022966C2 (de) 1980-06-19 1980-06-19 Bootskörper, insbesondere für eine Segeljolle
DE3022966 1980-06-19

Publications (2)

Publication Number Publication Date
EP0042584A1 true EP0042584A1 (fr) 1981-12-30
EP0042584B1 EP0042584B1 (fr) 1987-03-04

Family

ID=6104964

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81104651A Expired EP0042584B1 (fr) 1980-06-19 1981-06-16 Coque de bateau spécialement pour bateaux à voiles et yachts

Country Status (9)

Country Link
US (1) US4742793A (fr)
EP (1) EP0042584B1 (fr)
JP (1) JPS57501023A (fr)
AR (1) AR227429A1 (fr)
AT (1) ATE25634T1 (fr)
CA (1) CA1260322A (fr)
DE (1) DE3022966C2 (fr)
ES (1) ES8204680A1 (fr)
WO (1) WO1981003647A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4563968A (en) * 1982-05-14 1986-01-14 Joseph Wawrzynek Boat with improved hull
US4915048A (en) * 1987-04-28 1990-04-10 Corwin R. Horton Vessel with improved hydrodynamic performance
WO1991008137A1 (fr) * 1989-11-27 1991-06-13 Advanced Machines Corporation Aktiengesellschaft Coque de bateau
US6158369A (en) * 1996-03-13 2000-12-12 Calderon; Alberto Alvarez Transonic hydrofield and transonic hull
IL154454A0 (en) * 2000-04-12 2003-09-17 Aero Hydro Associates Ship hull
US20060254486A1 (en) * 2005-05-12 2006-11-16 Ashdown Glynn R Winged hull for a watercraft
US8122840B2 (en) * 2008-07-02 2012-02-28 Harper Justin A Transom stern hull form and appendages for improved hydrodynamics

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB191029895A (en) * 1910-12-23 1911-09-07 Francis Gordon Pratt Improvements in and relating to Mechanically Propelled Vessels.
DE568612C (de) * 1927-04-27 1933-01-23 Otto Paul Gleitbootkoerper
DE630565C (de) * 1934-12-14 1936-05-30 Sachsenberg Akt Ges Geb Wassergleitfahrzeug
GB485572A (en) * 1936-11-18 1938-05-18 Edward Spurr Improvements in and relating to the hulls of motor-boats
DE687340C (de) * 1937-08-01 1940-01-27 Gotthard Sachsenberg Zentralge Wasserfahrzeug
FR1002180A (fr) * 1946-08-09 1952-03-03 Perfectionnements apportés aux engins de navigation du genre des hydroglisseurs
GB871446A (en) * 1959-01-30 1961-06-28 Japan Aircraft Mfg Co High speed planing craft
GB997739A (en) * 1963-06-26 1965-07-07 Arthur Paul Pedrick Improvements in air layer supported marine craft

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1581881A (en) * 1925-05-09 1926-04-20 Clarence R Smith Speed-boat hull
DE490352C (de) * 1926-07-07 1930-01-28 Rohrbach Metall Flugzeugbau G Schwimmkoerper fuer Wasserflugzeuge mit Laengsunterteilung und Querabschottung
US2515161A (en) * 1944-09-14 1950-07-11 Steelcraft Boats Inc Metal boat hull construction
US3298343A (en) * 1965-10-23 1967-01-17 Paul B Juhnke Hull sides for metal boat
US3930455A (en) * 1974-09-19 1976-01-06 Harry Bremer Boat hull construction
JPS5233283A (en) * 1975-09-06 1977-03-14 I H I Kurafuto Kk Hull section

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB191029895A (en) * 1910-12-23 1911-09-07 Francis Gordon Pratt Improvements in and relating to Mechanically Propelled Vessels.
DE568612C (de) * 1927-04-27 1933-01-23 Otto Paul Gleitbootkoerper
DE630565C (de) * 1934-12-14 1936-05-30 Sachsenberg Akt Ges Geb Wassergleitfahrzeug
GB485572A (en) * 1936-11-18 1938-05-18 Edward Spurr Improvements in and relating to the hulls of motor-boats
DE687340C (de) * 1937-08-01 1940-01-27 Gotthard Sachsenberg Zentralge Wasserfahrzeug
FR1002180A (fr) * 1946-08-09 1952-03-03 Perfectionnements apportés aux engins de navigation du genre des hydroglisseurs
GB871446A (en) * 1959-01-30 1961-06-28 Japan Aircraft Mfg Co High speed planing craft
GB997739A (en) * 1963-06-26 1965-07-07 Arthur Paul Pedrick Improvements in air layer supported marine craft

Also Published As

Publication number Publication date
ATE25634T1 (de) 1987-03-15
JPS57501023A (fr) 1982-06-10
CA1260322A (fr) 1989-09-26
DE3022966A1 (de) 1981-12-24
ES503196A0 (es) 1982-05-01
DE3022966C2 (de) 1986-07-17
US4742793A (en) 1988-05-10
WO1981003647A1 (fr) 1981-12-24
EP0042584B1 (fr) 1987-03-04
ES8204680A1 (es) 1982-05-01
AR227429A1 (es) 1982-10-29

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