EP0042584B1 - Bootskörper - Google Patents

Bootskörper Download PDF

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Publication number
EP0042584B1
EP0042584B1 EP81104651A EP81104651A EP0042584B1 EP 0042584 B1 EP0042584 B1 EP 0042584B1 EP 81104651 A EP81104651 A EP 81104651A EP 81104651 A EP81104651 A EP 81104651A EP 0042584 B1 EP0042584 B1 EP 0042584B1
Authority
EP
European Patent Office
Prior art keywords
boat hull
boat
chord
profile
plane
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.)
Expired
Application number
EP81104651A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0042584A1 (de
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
Priority date (The priority date 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 date listed.)
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/de
Application granted granted Critical
Publication of EP0042584B1 publication Critical patent/EP0042584B1/de
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.
  • hulls of this type with a shape mimicking the wing profile of an aircraft, the profile extends continuously over the entire width of the boat, the transition from the bottom of the boat to the two sides of the boat being designed in steps, i. i.e., despite their wing-like profiling, such hulls run essentially on the principle of conventional hulls, i. that is, according to the displacement principle, at least in the middle and lower speed range of the hull there is no buoyancy. This only forms at higher speeds.
  • the object of the invention is to design a boat 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 requiring an angular adjustment of the hull as a whole.
  • the present invention turns away from the prior art.
  • Such a design of the hull offers the advantage that the so-called "glide travel" is achieved even at low speeds without turning the hull.
  • the direction of flow of the water with respect to the hull in the area of the stern is essentially parallel to the lower surface of the boat.
  • the angle of attack is practically zero at this point, which means a corresponding reduction in the resistance.
  • the possibility of a channel-like guidance of the outflowing water in the area of the stern which can be achieved by arranging and dimensioning adjacent profiles and the angle of attack of the tendons, in such a way that the resultant force results in a lift, even at low speeds, which contributes to the achievement of gliding.
  • DE-PS 687 340 This discloses a watercraft, the fore-aisle of which is built in the underwater part in the form of a displacement frame with bulging bottom and side walls that do not have a dynamic buoyancy against the direction of travel, while the stern of the ship is designed in the form of a floating boat with the butts pulled down.
  • the stern of the ship should lie entirely in the current influenced by the fore ship, the gliding surfaces not being hit directly by the waves.
  • the sliding surface of the stern is supposed to have such a large transverse curvature or incline against the lateral direction of movement of the flow generated by the fore that the flow is deflected so far that it leaves the boat in parallel streamlines (claims 1 and 2 of DE-PS 687 340) .
  • the sliding surface is provided in the longitudinal section with a curvature which extends in a longitudinal plane in the rear area up to a tangential position to the water level and beyond.
  • a gradation should even be provided between the fore and aft.
  • This well-known watercraft is a typical hull built in a transverse frame construction (V-frame in the front, round frame in the stern). Lateral sliding surfaces are assigned to the front displacement part. However, these sliding surfaces in no way have a profile in the longitudinal direction corresponding to the underside of an asymmetrically constructed aircraft wing. This publication does not address this possibility in any way. The sliding surfaces are also heavily adjusted, so that the tail dives very deep in the idle state.
  • This known watercraft was already based on the task of reducing the resistance and at the same time improving the behavior in rough seas. Although this document has been known for decades, it has not been able to contribute to a satisfactory solution to the problem on which the present invention is based.
  • the US-PS 3 930 455 shows a modification of a V-motor boat sliding hull, in which the sliding properties are to be improved in that a combination of a three-hull boat with a V-sliding hull takes place in such a way that there is a monohull boat in the swimming state and a triple hull in gliding condition.
  • the boat When the glide speed is reached, the boat only runs on the three parallel, water-ski-like gliding surfaces, between which there are channels.
  • the profile data of the longitudinal sections of each sliding surface are the same across the width of each sliding surface. There is no sweeping and there is no continuous shortening of the profile lengths from the inside to the outside.
  • Hulls with a diving stern and inclined gliding surfaces are also not suitable as sailing boat hulls, because with this configuration there are high resistances at low speeds (displacement) and during semi-gliding.
  • the reduction in resistance that can be achieved with the water-ski-like sliding surfaces is inferior to the reduction in resistance by preventing the boat floor from being tilted.
  • the design of the hull in the form of the underside of an airfoil offers the advantage that the so-called «glide travel is achieved at low speeds.
  • the direction of flow of the water with respect to the hull runs in the area of the stern parallel to the lower surface of the boat, the angle of attack is practically zero at this point, which means a corresponding reduction in resistance.
  • FIG. H An asymmetrical profile of an aircraft wing is shown in FIG. H. 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 underside of the hull has the same vertical longitudinal section profile 14, which also has the underside of the aircraft wing in FIG. 1. This profile extends tangentially to the horizontal plane 10 of the water level in the area 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 tendon S tangential.
  • the distance between points 10 and 22 can be 5% -25% of the hull or 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 to let the rear 10 coincide with the point 22.
  • 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.
  • the vertical longitudinal section profile of the underside of the hull is continued up to the point over the horizontal plane 12 of the water with unchanged or only slightly changed curvature.
  • the further course depends on the shape of the bow, for which different shapes are indicated by dashed lines in FIG.
  • 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.
  • 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 buoyancy-generating profile surface that is touched by the water is changed more or less symmetrically or asymmetrically. The influence of the side wall must be taken into account, which is no longer attributable to the longitudinal zone of the underside of the hull, as defined in claim 1. In order to obtain more precise, more precisely defined wing arrangements in relation to the midships plane, in which the chord plane intersects the water line at a predetermined angle, the configuration shown in FIG. 1 is recommended.
  • the left half of this figure shows a vertical cross section through a hull, in which the longitudinal zone of the underside of the hull specified in claim 1 is limited to a narrow zone 40 which receives the vertical longitudinal central 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 sectional profiles of the underside of the hull extending at a greater distance from the longitudinal central plane 38 have the same shape as the longitudinal sectional 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. 6 on the left, or curved frames 46, as in FIG. 6 on the right shown.
  • 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 entangled, multi-kinked wing arrangements are given 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.
  • Line A is kinked twice, namely at 48 and 50.
  • Line B is also kinked twice and runs from the vertical longitudinal median plane 38 first weakly and then more upwards and outside of the kink line 50 either upwards or downwards.
  • Line C shows a surface 42 which initially runs slightly downwards from the vertical longitudinal center plane 38 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-hand side of the figure, in which the surface 42, in which the tendons S of the wing profiles of the underside of the boat 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.
  • FIG. 2 shows the underside of the hull illustrated in FIG. 2, the supporting surfaces of which are swept to the rear.
  • the vertical longitudinal median plane 38 is indicated in FIG. 9 as a straight line, below which the longitudinal section profile 14 is drawn.
  • 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 stern 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 Vertex 64, at which Y max is located, which is even smaller than that at vertex 58.
  • the vertex 64 also lies in a transverse plane 66, which is even closer to the stern than transverse plane 60.
  • the three vertices 18, 58 and 64 lie in a vertical plane 51, which includes the angle 52 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 ⁇ pH in FIG. 9.
  • the surface 51 is a plane
  • the profiles in the three longitudinal planes 38, 54 and 62 have the same ratio of length to thickness, and the length of their tendons S decreases with increasing distance from the central plane 38, then the absolute values of X and Y become smaller towards the side of the boat . It also follows that if the tendons S are in the same horizontal plane, 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 9H can be designed to be positive, negative or zero.
  • the bottom of the boat also forms a curved surface in the vertical direction when viewed from the horizontal plane. Even at smaller angles ⁇ , the bottom of the boat is twisted, since, depending on the selected profile conditions, 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 generated by also twisting the chord plane 42 viewed from the side. By appropriately selecting a positive or negative angle of attack of the chord plane on the outside, the twisting of the boat bottom can also be regulated with a fixed angle ⁇ . These options are of particular interest for gliding boats and multihulls.
  • 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 plane 51 in the rear 70.

Landscapes

  • 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 Bootskörper Expired EP0042584B1 (de)

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 EP0042584A1 (de) 1981-12-30
EP0042584B1 true EP0042584B1 (de) 1987-03-04

Family

ID=6104964

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81104651A Expired EP0042584B1 (de) 1980-06-19 1981-06-16 Bootskörper

Country Status (9)

Country Link
US (1) US4742793A (es)
EP (1) EP0042584B1 (es)
JP (1) JPS57501023A (es)
AR (1) AR227429A1 (es)
AT (1) ATE25634T1 (es)
CA (1) CA1260322A (es)
DE (1) DE3022966C2 (es)
ES (1) ES503196A0 (es)
WO (1) WO1981003647A1 (es)

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 (de) * 1989-11-27 1991-06-13 Advanced Machines Corporation Aktiengesellschaft Bootskörper
US6158369A (en) * 1996-03-13 2000-12-12 Calderon; Alberto Alvarez Transonic hydrofield and transonic hull
AU4235800A (en) * 2000-04-12 2001-10-30 Aero Hydro Associates Transonic hydrofield and transonic 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

Family Cites Families (14)

* 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.
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
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
US2515161A (en) * 1944-09-14 1950-07-11 Steelcraft Boats Inc Metal boat hull construction
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
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

Also Published As

Publication number Publication date
US4742793A (en) 1988-05-10
EP0042584A1 (de) 1981-12-30
DE3022966A1 (de) 1981-12-24
WO1981003647A1 (en) 1981-12-24
ES8204680A1 (es) 1982-05-01
CA1260322A (en) 1989-09-26
JPS57501023A (es) 1982-06-10
ES503196A0 (es) 1982-05-01
ATE25634T1 (de) 1987-03-15
AR227429A1 (es) 1982-10-29
DE3022966C2 (de) 1986-07-17

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