EP0108004B1 - Catamaran-type boat - Google Patents

Catamaran-type boat Download PDF

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Publication number
EP0108004B1
EP0108004B1 EP19830402027 EP83402027A EP0108004B1 EP 0108004 B1 EP0108004 B1 EP 0108004B1 EP 19830402027 EP19830402027 EP 19830402027 EP 83402027 A EP83402027 A EP 83402027A EP 0108004 B1 EP0108004 B1 EP 0108004B1
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Prior art keywords
hull
boat
waterline
respect
vertical plane
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Expired
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EP19830402027
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German (de)
French (fr)
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EP0108004A1 (en
Inventor
Xavier Peyre
Hubert Lecomte
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Individual
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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
    • B63B1/02—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement
    • B63B1/10—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls
    • B63B1/12—Hydrodynamic or hydrostatic features of hulls or of hydrofoils deriving lift mainly from water displacement with multiple hulls the hulls being interconnected rigidly

Definitions

  • the present invention relates to a catamaran type boat, and more particularly the shape of its hulls.
  • catamarans have two identical hulls, and each hull is generally symmetrical with respect to a vertical plane passing through the bow and parallel to the mean plane of the whole boat. Also usually, and of course outside the areas immediately adjacent to the bow or the rear of the hull, the inner and outer walls of each hull are substantially vertical and parallel. The result for each hull is a symmetrical distribution of the bow wave raised at the front. The zone of maximum amplitude of the resulting transverse wave train, both outside and between the two hulls, is generally located beyond the rear of the boat where the energy contained in these waves disperses.
  • the present invention aims to improve the navigation performance of such a boat, seeking in particular to recover in positive action part of the energy contained in the wave train formed.
  • the invention therefore applies to a catamaran type boat, with two hulls symmetrically arranged with respect to an average vertical plane, and joined by a connecting bridge located above the waterline.
  • each hull has an asymmetry with respect to the vertical plane parallel to the mean plane of the boat and passing through the bow, with a greater and more advanced half-master torque on the inside than on the outside; further back, from the master couple, the inner wall of each hull is in the form of a helical surface with horizontal generators, with an upper generator substantially parallel to the mean plane of the boat, and a lower generator returning under the hull.
  • the shoulders of the inner and outer master couples are located respectively at about 70% and 60% of the length at the waterline; for each hull, and with respect to the vertical plane passing through its bow and parallel to the average vertical plane, the floaters of the internal and external half masters are approximately 55% and 45% of the maximum width at the waterline, respectively .
  • the catamaran is generally constituted in the usual way by two hulls 1 joined by a connecting bridge 2 which supports the superstructures.
  • the entire connecting bridge is, in normal operation, entirely above the highest level of the wave train formed by the bow hulls.
  • the hulls 1 are arranged symmetrically with respect to the vertical median plane 3, and to define the particular shape of a hull, reference is made to the vertical plane 4 passing through its bow 5 and parallel to the median plane 3.
  • FIG. 3 highlights a first characteristic of the shape of each hull, in the normal plane of the waterline.
  • This shape is asymmetrical with respect to plane 4 in that the "shoulder", that is to say the point where the wall of the hull is furthest from plane 4, is more advanced in 7 for the internal wall 8 than in 9 for the outer wall 10.
  • the corresponding half master couple that is to say this maximum distance from the shoulder to the plane 4, is more important for the inner shoulder 7 than for the outer shoulder 9.
  • the shoulders 7 and 9 are respectively distant from the transom of the hull of about 70 and 60% of the total length of the hull at the waterline.
  • the flotation widths of the internal and external half masters are approximately 55% and 45% of the maximum width of the hull, respectively.
  • FIGS. 5 and 6 represent the different couples, the longitudinal position of which is marked in FIG. 3.
  • the right part corresponds to the internal edge, between shells, and the left part to the outside.
  • FIG. 5 represents the pairs 18, 17, 16, 14 and 12 of the front part of the shell. We find there the dissymmetry of the bow and the master couple which is roughly represented by the couple 12.
  • each shell has the pair 10,8,6,4 and 0 of the rear part.
  • the inner wall of the hull takes the form of a surface of substantially helical shape which would have as its generator a substantially straight rectilinear straight line s' pressing by turning on the substantially vertical edge of the torque 10.
  • the generator In the upper position the generator is then substantially parallel to plane 4, and going down its rear part gets closer and closer to plane 4.
  • connecting bridge 2 is provided with a third axial bow 15, located clearly above the waterline. The role of this third stem will be explained later.
  • the relative position and importance of the inner and outer master couples leads to a reduction in the outside bow wave because the bow is refined on the outside.
  • the inner bow wave is amplified and controlled by the venturi shape of the channel between the two hulls, so that the transverse wave train is advanced and brought back between the hulls, with an amplitude at least double that of the external transverse waves.
  • the asymmetrical distribution of the bow wave is carried out without modifying the overall fineness of this bow, that is to say, compared to the usual symmetrical arrangements, without increasing the energy lost in this wave during advancement Of the boat. If we refer to Figure 4 we will see the general shape of the wave train formed in the channel between the two hulls.
  • the helical shape of the rear part of the hull also makes it possible to limit the sinking of the rear when the boat picks up speed.
  • the growth of the volume of submerged hull is in fact amplified by this form, which leads to a rapid but progressive limitation of sinking.
  • the third bow 15 is determined to normally not touch the body of water or even the bow wave formed by the two hulls. By cons in case of a strong tendency to pitch it comes to provide additional support at the front and therefore reduces this pitch.

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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)

Description

La présente invention concerne un bateau de type catamaran, et plus particulièrement la forme de ses coques.The present invention relates to a catamaran type boat, and more particularly the shape of its hulls.

Dans leur mode de réalisation usuel actuel, les catamarans comportent deux coques identiques, et chaque coque est généralement symétrique par rapport à un plan vertical passant par l'étrave et parallèle au plan moyen de l'ensemble du bateau. De façon usuelle également, et bien entendu en dehors des zones immédiatement voisines de l'étrave ou de l'arrière de la coque, les murailles intérieure et extérieure de chaque coque sont sensiblement verticales et parallèles. Il en résulte pour chaque coque une répartition symétrique de la vague d'étrave soulevée à l'avant. La zone d'amplitude maximale du train de vagues tranversal qui en résulte, aussi bien l'extérieur qu'entre les deux coques, est généralement situé au delà de l'arrière du bateau où l'énergie contenue dans ces vagues se disperse.In their current usual embodiment, catamarans have two identical hulls, and each hull is generally symmetrical with respect to a vertical plane passing through the bow and parallel to the mean plane of the whole boat. Also usually, and of course outside the areas immediately adjacent to the bow or the rear of the hull, the inner and outer walls of each hull are substantially vertical and parallel. The result for each hull is a symmetrical distribution of the bow wave raised at the front. The zone of maximum amplitude of the resulting transverse wave train, both outside and between the two hulls, is generally located beyond the rear of the boat where the energy contained in these waves disperses.

On sait en outre qu'en prenant de la vitesse un catamaran a généralement tendance à s'enfoncer par l'arrière, augmentant ainsi la surface mouillée des coques et la résistance à l'avancement.We also know that by gaining speed, a catamaran generally tends to sink from the rear, thus increasing the wetted surface of the hulls and resistance to advancement.

La présente invention a pour objet d'améliorer les performances de navigation d'un tel bateau, en cherchant en particulier à récupérer en action positive une partie de l'énergie contenue dans le train de vagues formé.The present invention aims to improve the navigation performance of such a boat, seeking in particular to recover in positive action part of the energy contained in the wave train formed.

L'invention s'applique donc à un bateau du type catamaran, à deux coques symétriquement disposées par rapport à un plan vertical moyen, et réunies par un pont de liaison situé au-dessus de la ligne de flottaison.The invention therefore applies to a catamaran type boat, with two hulls symmetrically arranged with respect to an average vertical plane, and joined by a connecting bridge located above the waterline.

Selon l'invention chaque coque présente une dissymétrie par rapport au plan vertical parallèle au plan moyen du bateau et passant par l'étrave, avec un demi maître couple plus important et plus avancé côté intérieur que côté extérieur; en outre vers l'arrière, à partir du maitre couple, la muraille intérieure de chaque coque est en forme de surface hélicoïdale à génératrices horizontales, avec une génératrice supérieure sensiblement parallèle au plan moyen du bateau, et une génératrice inférieure rentrant sous la coque.According to the invention each hull has an asymmetry with respect to the vertical plane parallel to the mean plane of the boat and passing through the bow, with a greater and more advanced half-master torque on the inside than on the outside; further back, from the master couple, the inner wall of each hull is in the form of a helical surface with horizontal generators, with an upper generator substantially parallel to the mean plane of the boat, and a lower generator returning under the hull.

Selon une forme particulière de réalisation de l'invention, par rapport au tableau arrière de chaque coque, les épaules des maîtres couples intérieure et extérieure sont situées respectivement à environ 70 % et 60 % de la longueur à la flottaison; pour chaque coque, et par rapport au plan vertical passant par son étrave et parallèle au plan vertical moyen, les argeurs à la flottaison des demi maîtres couples interne et externe sont respectivement d'environ 55 % et 45 % de la largeur maximale à la flottaison.According to a particular embodiment of the invention, relative to the transom of each hull, the shoulders of the inner and outer master couples are located respectively at about 70% and 60% of the length at the waterline; for each hull, and with respect to the vertical plane passing through its bow and parallel to the average vertical plane, the floaters of the internal and external half masters are approximately 55% and 45% of the maximum width at the waterline, respectively .

L'invention sera mieux comprise en se référant à un mode de réalisation particulier donné à titre d'exemple et représenté par les dessins annexés.

  • La figure 1 est une vue de face en silhouette d'un catamaran réalisé selon l'invention.
  • La figure 2 est une vue partielle en silhouette arrière du même bateau.
  • La figure 3 est une coupe des deux coques par le plan normal de flottaison.
  • La figure 4 montre la position courante des vagues transversales entre deux coques pour une vitesse normale.
  • Les figures 5 et 6 montrent le tracé approximatif des lignes de couple d'une coque, respectivement pour la partie avant et la partie arrière.
The invention will be better understood by referring to a particular embodiment given by way of example and represented by the accompanying drawings.
  • Figure 1 is a front view in silhouette of a catamaran produced according to the invention.
  • Figure 2 is a partial rear silhouette view of the same boat.
  • Figure 3 is a section of the two hulls by the normal plane of flotation.
  • Figure 4 shows the current position of the transverse waves between two hulls for normal speed.
  • Figures 5 and 6 show the approximate layout of the torque lines of a hull, respectively for the front part and the rear part.

On verra tout d'abord sur les figures 1 et 2 que le catamaran est globalement constitué de façon usuelle par deux coques 1 réunies par un pont de liaison 2 qui supporte les superstructures. La totalité du pont de liaison est, en marche normale, entièrement au-dessus du niveau le plus haut du train de vagues formé par les étraves des coques. Les coques 1 sont disposées symétriquement par rapport au plan vertical médian 3, et pour définir la forme particulière d'une coque on se référera au plan vertical 4 passant par son étrave 5 et parallèle au plan médian 3.We will first see in Figures 1 and 2 that the catamaran is generally constituted in the usual way by two hulls 1 joined by a connecting bridge 2 which supports the superstructures. The entire connecting bridge is, in normal operation, entirely above the highest level of the wave train formed by the bow hulls. The hulls 1 are arranged symmetrically with respect to the vertical median plane 3, and to define the particular shape of a hull, reference is made to the vertical plane 4 passing through its bow 5 and parallel to the median plane 3.

On se référera maintenant à la figure 3 qui met en évidence une première caractéristique de la forme de chaque coque, dans le plan normal de la flottaison. Cette forme est dissymétrique par rapport au plan 4 en ce que "l'épaule" c'est à dire le point où la muraille de la coque est la plus éloignée du plan 4, est plus avancée en 7 pour la muraille interne 8 qu'en 9 pour le muraille externe 10. En outre le demi maître couple correspondant, c'est à dire cette distance maximale de l'épaule au plan 4, est plus important pour l'épaule interne 7 que pour l'épaule externe 9. Ainsi par exemple les épaules 7 et 9 sont respectivement distantes du tableau arrière de la coque d'environ 70 et 60 % de la longueur totale de la coque à la flottaison. Les largeurs à la flottaison des demi maîtres couples interne et externe sont respectivement d'environ 55 % et 45 % de la largeur maximale de la coque à la flottaison.We will now refer to FIG. 3 which highlights a first characteristic of the shape of each hull, in the normal plane of the waterline. This shape is asymmetrical with respect to plane 4 in that the "shoulder", that is to say the point where the wall of the hull is furthest from plane 4, is more advanced in 7 for the internal wall 8 than in 9 for the outer wall 10. In addition, the corresponding half master couple, that is to say this maximum distance from the shoulder to the plane 4, is more important for the inner shoulder 7 than for the outer shoulder 9. Thus for example the shoulders 7 and 9 are respectively distant from the transom of the hull of about 70 and 60% of the total length of the hull at the waterline. The flotation widths of the internal and external half masters are approximately 55% and 45% of the maximum width of the hull, respectively.

On se référera maintenant aux figures 5 et 6 qui représentent les différents couples dont la position longitudinale est repérée sur la figure 3. Pour chaque figure la partie droite correspond au bord interne, entre coques, et la partie gauche à l'extérieur. La figure 5 représente les couples 18, 17, 16, 14 et 12 de la partie avant de la coque. On y retrouve la dissymétrie de l'étrave et du maître couple qui est à peu près représentée par le couple 12.Reference will now be made to FIGS. 5 and 6 which represent the different couples, the longitudinal position of which is marked in FIG. 3. For each figure, the right part corresponds to the internal edge, between shells, and the left part to the outside. FIG. 5 represents the pairs 18, 17, 16, 14 and 12 of the front part of the shell. We find there the dissymmetry of the bow and the master couple which is roughly represented by the couple 12.

L'autre caractéristique de la forme nouvelle de chaque coque est plus visible sur la figure 6 qui représente les couples 10,8,6,4 et 0 de la partie arrière. On y voit qu'à partir du couple 10, c'est à dire sur toute la partie arrière, la muraille intérieure de la coque prend la forme d'une surface de forme sensiblement hélicoïdale qui aurait comme génératrice une droite sensiblement rectiligne horizontale s'appuyant en tournant sur le bord sensiblement vertical du couple 10. En position supérieure la génératrice est alors sensiblement parallèle au plan 4, et en descendant sa partie arrière se rapproche de plus en plus du plan 4.The other characteristic of the new shape of each shell is more visible in Figure 6 which shows the pairs 10,8,6,4 and 0 of the rear part. It can be seen there that from the torque 10, that is to say over the entire rear part, the inner wall of the hull takes the form of a surface of substantially helical shape which would have as its generator a substantially straight rectilinear straight line s' pressing by turning on the substantially vertical edge of the torque 10. In the upper position the generator is then substantially parallel to plane 4, and going down its rear part gets closer and closer to plane 4.

On observera enfin que le pont de liaison 2 est muni d'une troisième étrave axiale 15, située nettement au-dessus de la ligne de flottaison. Le rôle de cette troisième étrave sera précisé plus loin.Finally, it will be observed that the connecting bridge 2 is provided with a third axial bow 15, located clearly above the waterline. The role of this third stem will be explained later.

La position et l'importance relatives des maîtres couples intérieur et extérieur conduit à réduire la vague d'étrave extérieure car l'étrave est affinée du côté extérieur. Par contre la vague d'étrave intérieure est amplifiée et contrôlée par la forme en venturi du canal entre les deux coques, de telle sorte que le train de vagues transversal est avancé et ramené entre les coques, avec une amplitude au moins double de celle des vagues transversales extérieures. On notera cependant que la répartition dissymétrique de la vague d'étrave est réalisée sans modifier la finesse globale de cette étrave c'est à dire, par rapport aux dispositions symétriques usuelles, sans accroître l'énergie perdue dans cette vague lors de l'avancement du bateau. Si l'on se réfère à la figure 4 on verra la forme générale du train de vagues formé dans le canal entre les deux coques. Bien entendu la position longitudinale de ce train de vagues dépend de la vitesse du bateau, mais on a représenté ici la forme obtenue pour une marche normale, et on peut alors obtenir une onde stationnaire par rapport à la coque. On notera la présence, au niveau de la partie arrière du bateau, de deux zones où la vague est à un niveau supérieur à celui du plan d'eau, très incomplètement compensé par un creux. Bien entendu dans les vagues la pression de l'eau est plus forte et cette pression s'exerce sur la surface hélicoïdale de la coque pour engendrer sur celle-ci des pressions normales à sa surface. Du fait de la forme hélicoïdale la résultante de ces poussées peut être décomposée en une composante transversale équilibrée par une même force de sens opposé sur l'autre coque, et en une composante verticale et une composante axiale. La composante verticale, dirigée vers le haut, tend alors à allèger le bateau par l'arrière; la composante axiale, dirigée vers l'avant, participe à la propulsion. On voit qu'on récupère ainsi une partie de l'énergie qui avait été perdue dans la vague d'étrave principale.The relative position and importance of the inner and outer master couples leads to a reduction in the outside bow wave because the bow is refined on the outside. On the other hand, the inner bow wave is amplified and controlled by the venturi shape of the channel between the two hulls, so that the transverse wave train is advanced and brought back between the hulls, with an amplitude at least double that of the external transverse waves. It will be noted however that the asymmetrical distribution of the bow wave is carried out without modifying the overall fineness of this bow, that is to say, compared to the usual symmetrical arrangements, without increasing the energy lost in this wave during advancement Of the boat. If we refer to Figure 4 we will see the general shape of the wave train formed in the channel between the two hulls. Of course the longitudinal position of this wave train depends on the speed of the boat, but here we have shown the shape obtained for normal walking, and we can then obtain a standing wave relative to the hull. Note the presence, at the stern part of the boat, of two zones where the wave is at a level higher than that of the body of water, very incompletely compensated by a trough. Of course in waves the water pressure is higher and this pressure is exerted on the helical surface of the hull to generate on it pressures normal to its surface. Due to the helical shape the result of these thrusts can be broken down into a transverse component balanced by the same force of opposite direction on the other shell, and into a vertical component and an axial component. The vertical component, directed upwards, then tends to lighten the boat from the rear; the axial component, directed forward, participates in the propulsion. We can see that we are thus recovering part of the energy that had been lost in the main bow wave.

On notera encore que la forme hélicoïdale de la partie arrière de la coque permet aussi de limiter l'enfoncement de l'arrière lorsque le bateau prend de la vitesse. La croissance du volume de carêne immergé est en effet amplifiée par cette forme, ce qui entraîne une limitation rapide mais progressive de l'enfoncement.It will also be noted that the helical shape of the rear part of the hull also makes it possible to limit the sinking of the rear when the boat picks up speed. The growth of the volume of submerged hull is in fact amplified by this form, which leads to a rapid but progressive limitation of sinking.

On a vu que la troisième étrave 15 est déterminée pour normalement ne pas toucher le plan d'eau ni même la vague d'étrave formée par les deux coques. Par contre en cas de forte tendance au tangage elle vient apporter un soutien supplémentaire à l'avant et diminue donc ce tangage.We have seen that the third bow 15 is determined to normally not touch the body of water or even the bow wave formed by the two hulls. By cons in case of a strong tendency to pitch it comes to provide additional support at the front and therefore reduces this pitch.

Claims (4)

  1. Boat of the catamaran type, with two hulls symmetrically arranged with respect to a middle vertical plane, and joined by a connecting deck above the waterline, each hull having a dissymmetry with respect to the vertical plane parallel to the middle plane of the boat and passing through the stem, with a half main frame larger and more advanced on the inner side than the outer side, and towards the stern, from the main frame, the inner wall of each hull is in the form of a substantially helicoidal surface with horizontal generators, with an upper generator substantially parallel to the middle plane of the boat, and a lower generator coming back beneath the hull.
  2. 2. Boat according to Claim 1, wherein, with respect to the transom stern of each hull, the shoulders of the inner and outer main frames are situated respectively at about 70% and 60% of the length at the waterline.
  3. 3. Boat according to Claim 1, wherein for each hull, and with respect to the vertical plane passing through its stem and parallel to the middle vertical plane, the widths at the waterline of the inner and outer main frames are respectively about 55% and 45% of the maximum width at the waterline.
  4. 4. Boat according to any preceding claim, comprising, on the connecting deck and in the longitudinal axis, a third stem arranged so that in normal sailing it remains above the stem wave.
EP19830402027 1982-10-22 1983-10-19 Catamaran-type boat Expired EP0108004B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8217714 1982-10-22
FR8217714A FR2534873A1 (en) 1982-10-22 1982-10-22 CATAMARAN TYPE BOAT

Publications (2)

Publication Number Publication Date
EP0108004A1 EP0108004A1 (en) 1984-05-09
EP0108004B1 true EP0108004B1 (en) 1986-10-15

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EP (1) EP0108004B1 (en)
CA (1) CA1264990A (en)
FR (1) FR2534873A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006111643A1 (en) 2005-04-21 2006-10-26 Catajet Consulting Sarl Propulsion unit for multihull such as a catamaran

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NO912295L (en) * 1990-10-30 1992-05-04 Ishikawajima Harima Heavy Ind CATAMARAN.
SE500778C2 (en) * 1991-01-30 1994-09-05 Stena Rederi Ab Hull for multi hull boats
SE508677C2 (en) * 1992-07-09 1998-10-26 Stena Rederi Ab Stamping stabilized displacement vessel
FR2784958A1 (en) * 1998-10-26 2000-04-28 Grange Catamaran propulsion paddle wheel design/positioning having paddle wheel two body sections centrally positioned and rear section located.

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3016861A (en) * 1959-09-04 1962-01-16 Woodbridge P Brown Catamarans
DE1531713A1 (en) * 1967-08-04 1970-01-15 Karl Schmilgeit Double hull boat
IT1026352B (en) * 1974-02-16 1978-09-20 Weser Ag CATAMARAN FOR OVERSEAS TRANSPORT
US3910214A (en) * 1974-04-18 1975-10-07 John W Holter Shallow draft catamaran
FR2485468A1 (en) * 1980-06-27 1981-12-31 Bernard Blamengin Catamaran fishing marine vessel - has connecting bridge clear of waterline, with deck winches and stern working area

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006111643A1 (en) 2005-04-21 2006-10-26 Catajet Consulting Sarl Propulsion unit for multihull such as a catamaran
FR2884799A1 (en) 2005-04-21 2006-10-27 Xavier Peyre PROPULSION DEVICE FOR MULTI-SHELL BOAT SUCH AS CATAMARAN

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FR2534873B1 (en) 1985-03-01
FR2534873A1 (en) 1984-04-27
CA1264990A (en) 1990-01-30
EP0108004A1 (en) 1984-05-09

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